ESIA-Rio de Janeiro

ENVIRONMENTAL AND
ASSESSMENT (ESIA)
SOCIAL
IMPACT
Rio de Janeiro
PRUMO LOGSTICA GLOBAL
50175-EV-RT001-0
March, 2016
ENVIRONMENTAL
AND
ASSESSMENT (ESIA)
SOCIAL
IMPACT
Rio de Janeiro
50175-EV-RT001-0
March/2016
PRESENTED FOR
PRESENTED BY
Prumo Logstica Global

Rio de Janeiro - RJ
Tetra Tech Sustentabilidade

So Paulo - SP
www.tetratech.com
REVISION:
DATE:
GOAL:
17/03/2016
Initial Emission
Prepared by:
Mateus do Nascimento Fonseca

Project Manager
Verified by:
Roberto Simes de Araujo

Office Manager
Authorized by:
Bruno Civolani e Said

Director
50175-EV-RT001-0
INDEX
Page
1.0
INTRODUCTION ......................................................................................................................1
1.1 EXISTING AU PORT INDUSTRIAL COMPLEX OVERVIEW .......................................2
1.2 TERMINAL 1 (T1) ............................................................................................................5
1.3 SCOPE OF WORK ..........................................................................................................6
1.4 INFORMATION SOURCES.............................................................................................7
2.0
PROJECT DESCRIPTION .......................................................................................................9

2.1 LOCATION ......................................................................................................................9
2.2 CONSTRUCTION PHASE ACTIVITIES ........................................................................22
2.3 OPERATIONAL PHASE ACTIVITIES ..........................................................................36
3.0
LEGAL FRAMEWORK ...........................................................................................................59

3.1 RELEVANT BRAZILIAN SOCIAL AND ENVIRONMENTAL LEGISLATION .................59
3.2 IFC PERFORMANCE STANDARDS AND EHS GUIDANCE........................................68
3.3 HISTORY OF ENVIRONMENTAL LICENSING AND AUTHORIZATION .....................73
4.0
BASELINE: ENVIRONMENTAL AND SOCIAL CONDITIONS ...............................................77

4.1 PHYSICAL COMPONENT ............................................................................................77
4.2 BIOTIC COMPONENT ................................................................................................117
4.3 SOCIO-ECONOMIC COMPONENT............................................................................151
5.0
ENVIRONMENTAL AND SOCIAL IMPACTS/ RISK OF THE PROJECT .............................184

5.1 ENVIRONMENTAL IMPACTS ASSESSMENT CRITERIA .........................................184
5.2 CONSTRUCTION PHASE ..........................................................................................189
5.3 OPERATION PHASE ..................................................................................................221
5.4 CUMULATIVE IMPACTS FROM ACTIVITIES AT THE AU PORT ...........................229
6.0
ENVIRONMENTAL AND SOCIAL MANAGEMENT SYSTEM .............................................233

6.1 ESMS OVERVIEW ......................................................................................................233
6.2 CONSTRUCTION PHASE ..........................................................................................237
6.3 OPERATION PHASE ..................................................................................................294
6.4 OIL EMERGENCY RESPONSE..................................................................................321
7.0
CONCLUSION ......................................................................................................................352
8.0
REFERENCES .....................................................................................................................355
9.0
PROFESSIONAL TEAM .......................................................................................................363
50175-EV-RT001-0
TABLE
TABLE 1.4-1
TABLE 2.1.1-1
TABLE 2.1.1-2
TABLE 2.1.1-3
TABLE 2.2.2-1
TABLE 2.2.2-2
TABLE 2.2.2-3
TABLE 2.2.2-3
TABLE 2.3.3-1
TABLE 3.1.3-1
TABLE 3.2-1
TABLE 3.2-2
TABLE 3.3-1
TABLE 4.1.2-1
TABLE 4.1.2-2
TABLE 4.1.2-3
TABLE 4.1.2-4
TABLE 4.1.2-5
TABLE 4.1.2-6
TABLE 4.1.2-7
TABLE 4.1.2-8
TABLE 4.2.2-1
TABLE 4.2.2-2
TABLE 4.2.2-3
TABLE 4.2.2-4
TABLE 4.2.2-5
TABLE 4.2.2-6
TABLE 4.3.2.1-1
TABLE 4.3.2.1-2
TABLE 4.3.2.1-3
TABLE 4.3.2.2-1
TABLE 4.3.2.2-2
TABLE 5.2-1
TABLE 5.4-1
TABLE 5.4-2
TABLE 6.2.1.1-1
TABLE 6.2.1.1-2
TABLE 6.2.1.3-1
TABLE 6.2.1.3-2
TABLE 6.2.1.4-1
TABLE 6.2.1.4-2
TABLE 6.2.1.5-1
TABLE 6.2.2.1.2-1
MAIN SOURCES FOR BACKGROUND INFORMATION

CAMPOS BASIN OIL FIELDS LOGISTICS TO THE AU PORT AND
MACA
SUMMARY OF THE ANALYZED LOCATIONAL ALTERNATIVES
SUMMARY OF THE ANALYZED TECHNOLOGICAL ALTERNATIVES
MAIN FEATURES OF THE HOPPER DREDGER TO BE ADOPTED
OPERATIONAL ANALYSIS OF DREDGING SYSTEM
DEEPENING DREDGING VOLUME ESTIMATE
WORKFORCE QUANTITATIVE - IMPLEMENTATION PHASE
MACRO OPERATIONAL SEQUENCING STS OPERATIONS
PRIMARY LEGAL REFERENCES USED FOR THE PROJECT
IFC PERFORMANCE STANDARDS APPLICABLE TO THE PROJECT
IFC GUIDELINES THAT APPLY TO THE PROJECT
PUBLIC HEARING HELDS FOR AU PORT T1 & THE T-Oil
PARTICULATE MATERIAL (PM10) - LONG-TERM CONCENTRATION
RECOMMENDED BY WHO
AIR QUALITY MONITORING AT GUA PRETA STATION (2008 RESULTS)
SYNTHESIS OF RESULTS FOUND FOR NUTRIENTS
SYNTHESIS OF RESULTS FOUND FOR PHAs FOR THE PROPOSED
DREDGING CHANNEL
SYNTHESIS OF RESULTS (MG/KG) FOUND FOR METALS FOR THE
PROPOSED DREDGING CHANNEL
SYNTHESIS OF RESULTS (MG/KG) FOUND IN SEDIMENT SAMPLES
FOR METALS FROM THE DISPOSAL AREA
NCA VALUES IN dBA - NBR 10151:2000
NOISE LEVEL GUIDELINES IFC
PHYTOPLANKTON SPECIES CONSERVATION STATUS
ZOOPLANKTON SPECIES CONSERVATION STATUS
BENTHOS SPECIES CONSERVATION STATUS
ICHTHYOFAUNA SPECIES CONSERVATION STATUS
CETACEAN AND CHELONIAN SPECIES CONSERVATION STATUS
SEA BIRD SPECIES CONSERVATION STATUS
DEVELOPMENT OF THE POPULATION (1991, 2000, 2010)
POPULATION GROWTH PER PERIOD (IN %)
ORIGIN OF RESIDENT POPULATION (2010)
HUMAN DEVELOPMENT INDEX
COMPOSITION OF THE HUMAN DEVELOPMENT INDEX
ASSESSMENT ATTRIBUTES OF THE IMPACTS
CUMULATIVITY AND SYNERGISM ANALYSIS - IMPLEMENTATION
PHASE
CUMULATIVITY AND SYNERGISM ANALYSIS - OPERATION PHASE
SOLID WASTES GENERATED T-OIL CONSTRUCTION
COMPANIES CONTRACTED FOR THE TRANSPORTATION AND
DISPOSAL OF THE WASTES FROM THE CONSTRUCTION OF THE T-OIL
AIR QUALITY STANDARDS DEFINED BY RESOLUTION CONAMA N
03/90 AND IFC GUIDELINE
AIR QUALITY STANDARDS DEFINED BY WORLD HEALTH
ORGANIZATION (WHO)
NCA VALUES IN DBA - NBR 10.151:2000SADE (WHO AIR QUALITY
GUIDELINES GLOBAL UPDATE 2005)
NOISE LEVEL IFC GUIDELINES
PARAMETERS MONITORED IN THE CAMPAIGNS
PROPOSED TARGETS AND INDICATORS FOR THE ENVIRONMENTAL
MANAGEMENT PROGRAM
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50175-EV-RT001-0
TABLE 6.2.2.2.2-1
PROPOSED TARGETS AND INDICATORS FOR THE WATER QUALITY

MONITORING PROGRAM
TABLE 6.2.2.3.2-1 PROPOSED TARGETS AND INDICATORS FOR THE DREDGING AREA
MONITORING PROGRAM
TABLE 6.2.2.2.3-1 PARAMETERS PROPOSED FOR THE WATER QUALITY MONITORING
PROGRAM
TABLE 6.2.2.3.3.1-1 PARAMETERS PROPOSED FOR THE SEDIMENTS MONITORING
TABLE 6.2.2.3.3-2 UTM COORDINATES OF THE DREDGEDING AREA
TABLE 6.2.2.4.2-1 PROPOSED TARGETS AND INDICATORS FOR THE INSPECTION
PROGRAM OF THE DREDGING AND DISPOSAL ACTIVITIES
TABLE 6.2.2.4.3-1 EXAMPLE OF INFORMATION NEEDED TO ACCESS THE MONITORING
OF THE DREDGE VIA SATELLITE MATERIAL DISPOSAL AREA
TABLE 6.2.2.5.2-1 PROPOSED TARGETS AND INDICATORS FOR THE BENTHIC
COMMUNITY MONITORING PROGRAM
TABLE 6.2.2.6.2-1 TARGETS AND INDICATORS FOR THE PLANTONIC COMMUNITY
MONITORING PROGRAM
TABLE 6.2.2.7.2-1 TARGETS AND INDICATORS FOR THE CHELONIAN MONITORING
PROGRAM
TABLE 6.2.2.8.2-1 TARGETS AND INDICATORS FOR CETACEANS MONITORING
PROGRAM
TABLE 6.2.2.9.2-1 PROPOSED TARGETS AND INDICATORS FOR THE SOCIAL
COMMUNICATION PROGRAM
TABLE 6.3.1.1.3-1 SOLID WASTE STS OPERATION PHASE
TABLE 6.3.1.1.3-2 PARAMETERS FOR WASTEWATER ANALYSIS - OPERATION PHASE
TABLE 6.3.1.1.3-3 STANDARDS SPECIFICATIONS
TABLE 6.3.1.1.3-4 SAMPLING METHODS
TABLE 6.3.1.1.4-1 SOLID WASTE STS OPERATION PHASE
TABLE 6.3.1.1.4-2 PARAMETERS FOR WASTEWATER ANALYSIS - OPERATION PHASE
TABLE 6.3.1.2.3-2 PARAMETERS SELECTED FOR THE WATER ANALYSIS
TABLE 6.3.1.2.3-3 PARAMETERS SELECTED FOR THE SEDIMENT QUALITY ANALYSIS
TABLE 6.4.1.3-1
TABLE 6.4.1.3-2
TABLE 6.4.1.4-1
TABLE 6.4.1.5-1
TABLE 6.4.2-1
DUTIES AND RESPONSIBILITIES OF OIL SPILL RESPONSE TEAM

MEMBERS
NAMES AND TELEPHONE NUMBERS OF THE EMERGENCY RESPONSE
TEAM
TELEPHONE NUMBERS OF ORGANIZATIONS TO BE NOTIFIED
RESPONSE EQUIPMENT AND MATERIALS
MAIN ACCIDENT SCENARIOS
FIGURES
FIGURE 1.1-1
FIGURE 1.2-1
FIGURE 2.1-1
FIGURE 2.1.1.1-1
FIGURE 2.1.1.1-2
FIGURA 2.1.1.1-3
FIGURE 2.1.1.2-1
FIGURE 2.2.1-1
FIGURE 2.2.1-2
FIGURE 2.2.1.1-1
FIGURE 2.2.1.1-2
FIGURE 2.2.1.1-3
AU PORT INDUSTRIAL COMPLEX

CURRENT PERSPECTIVE OF TERMINAL 1 AT AU PORT INDUSTRIAL
COMPLEX
MAP OF LOCATION AND T-OIL ACCESSES
THE AU PORT LOCATION RELATED TO THE MAIN BRAZIL OIL BASINS
LOCATION ALTERNATIVES FOR T1 ACCESS CHANNEL DESIGN
LOCATION ALTERNATIVES FOR THE DISPOSAL AREA OF DREDGED
SEDIMENTS
PORTS WITHIN 50 KM OF TROPICAL STORM TRACKS, 19602010
SOLID WASTE MANEGEMENT - DEPLOYMENT PHASE
COLLECTION OF WASTEWATER FROM THE CHEMICAL RESTROOMS
T1 ACCESS BRIDGE
AERIAL VIEW OF T1 - HIGHLIGHTING T-OIL INSTALLATIONS AND T1
ACCESS BRIDGE
AERIAL VIEW OF T-OIL BERTH PROJECT
iii
50175-EV-RT001-0
FIGURE 2.2.1.1-4
FIGURE 2.2.1.1-5
FIGURE 2.2.1.1-6
FIGURE 2.2.1.1-7
FIGURE 2.2.2-1
FIGURE 2.2.2-2
FIGURE 2.2.2-3
FIGURE 2.2.2-4
FIGURE 2.2.2.1-1
FIGURE 2.3.1.1-1
FIGURE 2.3.1.1-2
FIGURE 2.3.1.2-1
FIGURE 2.3.1.2-2
FIGURE 2.3.1.2-3
FIGURE 2.3.1.2-4
FIGURE 2.3.1.2-5
FIGURE 2.3.1.2-6
FIGURE 2.3.1.2-7
FIGURE 2.3.1.2-8
FIGURE 2.3.1.2-9
FIGURE 2.3.3-1
FIGURE 2.3.3-2
FIGURE 4.1.2-1
FIGURE 4.1.2-2
FIGURE 4.1.2-3
FIGURE 4.1.2-4
FIGURE 4.1.2-5
FIGURE 4.1.2-6
FIGURE 4.1.2-7
FIGURE 4.1.2-8
FIGURE 4.1.2-9
FIGURE 4.1.2-10
FIGURE 4.1.2-11
FIGURE 4.1.2-12
FIGURE 4.1.2-13
FIGURE 4.1.2-14
FIGURE 4.1.2-15
FIGURE 4.1.2-16
FIGURE 4.1.2-17
FIGURE 4.1.2 18
FIGURE 4.1.2-19
FIGURE 4.1.2-19
VESSEL SIZES
MAIN SUBSTATION
SECONDARY SUBSTATION
OPERATIONAL SUPPORT HOUSE
LOCATION OF DEEPENING DREDGING PROJECT
TRAILING SUCTION HOPPER DREDGER (TSHD)
DREDGING OPERATIONAL CYCLE
SOLID WASTE SEGREGATION ON THE DREDGED USED AT T1
WASTEWATER TREATMENT SYSTEM
TRANSFER OF OIL USING NON-RIGID CONNECTIONS BETWEEN
VESSEL MANIFOLDS
ARRANGEMENT OF STS BERTHING AT T-OIL
CONFIGURATION TO BERTH VESSELS IN STS
FENDERS AND CARGO TRANSFER HOSES
TYPICAL ARRANGEMENT OF FENDERS
FLOATING FENDERS BETWEEN VESSELS
TUG SETTING FLOATING FENDERS
CONTAINMENT BOOMS TO BE INSTALLED BEFORE EACH STS
POLYGONAL PILOTING AREA OF AU PORT OPERATION
STS OIL TRANSFER WITH VAPOR BALANCE
PIPELINES INSTALLED IN THE T-Oil PIER PLATAFORM
AVERAGE RAINFALL OF THE METEOROLOGICAL STATION OF
CAMPOS DE GOYTACAZES
AVERAGE TEMPERATURE OF THE METEOROLOGICAL STATION OF
AVERAGE RELATIVE HUMIDITY (%) OF THE METEOROLOGICAL
STATION OF CAMPOS DE GOYTACAZES
AVERAGE PICHE EVAPORATION (MM) OF THE METEOROLOGICAL
STATION OF CAMPOS DE GOYTACAZES
LOCATION OF CONSULTED STATIONS
COMPASS ROSE OF MPX STATION
COMPASS ROSE OF STATISTICS OF THE DIRECTIONAL ANNUAL
REGIME OF THE WINDS IN THE REGION OF TERMINAL 1: (A) PERIOD
FROM JULY (2012) TO JUNE (2013)
LOCATION OF AIR QUALITY MONITORING STATIONS IN THE STUDY
AREA
PM10 - AVERAGE 24 HOURS/MONTH (g/m)
PM10 - AVERAGE ANNUAL (g/m)
MAP OF GEOMORPHOLOGICAL UNITS OF THE STUDY AREA
(MODIFIED FROM CPRM, 2001)
AERIAL PHOTO OF THE T-OIL REGION
SEDIMENTARY FACIES OF THE MARINE PLATFORM
LOCATION OF MONITORING POINTS
SAMPLING LOOP OF SEDIMENT COLLECTIONS IN ACCESS CHANNEL
TO TERMINAL 1
EXAMPLES OF UNITS OF DREDGING CHARACTERIZATION (UCDS)
PERFORMED IN THE ACCESS CHANNEL
GRANULOMETRY THE SEDIMENTS OF THE CHANNEL AREA
AERIAL VIEW OF THE BREAKWATER (FEB/2016) AND AU BEACH,
AFFECTED BY SHORELINE EROSION
LOCATION OF SAMPLES OF ARSENIC CONCENTRATION HIGHER
THAN LEVEL 1 of CONAMA RESOLUTION NO. 454/2012
SHORELINE SEGMENT MONITORED SINCE 2007
iv
50175-EV-RT001-0
FIGURE 4.1.2-20
FIGURE 4-1.2-21
FIGURE 4.1.2-22
FIGURE 4.1.2-23
FIGURE 4.1.2-24
FIGURE 4.1.2-25
FIGURE 4.1.2-26
FIGURE 4.2.1.1-1
FIGURE 4.2.2-1
FIGURE 4.2.2-2
FIGURE 4.2.2-3
FIGURE 4.2.2-4
FIGURE 4.2.2-5
FIGURE 4.2.2-6
FIGURE 4.2.2-7
FIGURE 4.2.2-8
FIGURE 4.2.2-9
FIGURE 4.3.1-1
FIGURE 4.3.2.3-1
FIGURE 4.3.2.3-2
FIGURE 4.3.2.3-3
FIGURE 4.3.2.4-1
FIGURE 4.3.2.4-2
FIGURE 4.3.2.6-1
FIGURA 4.3.2.7-1
FIGURE 5.2.1-1
FIGURE 5.2.1-2
FIGURE 5.2.1.1-1
FIGURE 5.2.1.1-2
FIGURE 5.2.1.1-3
FIGURE 5.3.2-1
FIGURE 5.2.1-3
FIGURE 6.1.1-1
FIGURE 6.1.1-2
FIGURE 6.2.1.1-1
FIGURE 6.2.1.1-1
FIGURA 6.2.1.2-1
DIRECTIONAL ROSE OF ANNUAL WAVE REGIME IN THE REGION OF

TERMINAL 1: PERIOD FROM JULY (2013) TO JUNE (2014). (A)
SIGNIFICANT HEIGHT (HS) AND (B) PEAK PERIOD
DIRECTIONAL
ROSE
OF
ANNUAL
CURRENT
MAGNITUDE.
MONITORING OF CURRENTS (M/S) IN THE REGION OF TERMINAL 1:
PERIOD FROM JULY (2013) TO JUNE (2014). (A) MEASURED AT 2 M, (B)
MEASURED AT 7 M E (C) MEASURED AT 11 M
SECTION OF CHART OF THE STUDY REGION
BATHYMETRY OF THE REGION AROUND TERMINAL 1 OF AU PORT.
THE HIGHLIGHTED AREA DELIMITS THE SELECTED CHANNEL
ALTERNATIVE TO BE DREDGED FOR DEEPENING.
2D BATHYMETRY MODEL OF TERMINAL 1 AND THE AU PORT
REGION
LOCATION OF THE 12 POINTS OF MEASUREMENT OF NOISE LEVEL
AVERAGE VALUES FOUND IN THE 9 YEARS OF MONITORING
STRUCTURE OF THE CATEGORIES OF SPECIES CONSERVATION
STATUS
ZOOPLANKTONIC SAMPLING POINTS
SOFT BOTTOM MEGA BENTHOS SAMPLING POINTS
FISH AND MEGA BENTHOS SAMPLING POINTS
ABUNDANCE OF SPECIES FOR ICHTHYOFAUNA SAMPLING IN
AUGUST 2015
CHELONIANS AND CETACEANS STUDY AREA
MARINE TURTLE MONITORING PROGRAM
RECORD OF CETACEANS IN THE T-OIL AREA
SIGHTINGS OF CETACEANS IN THE T-OIL AREA
PRIORITY AREA FOR BIODIVERSITY CONSERVATION
NEIGHBORING COMMUNITIES CONSIDERED IN THIS DIAGNOSIS
EVOLUTION OF REAL GROSS AGGREGATED VALUE (VAB) OF THE
COMMERCE SECTOR AND PRIVATE SERVICES OF THE COMPLEX
REGION AND STATE OF RJ 2006-2012
EVOLUTION 2006-2015 OF THE FORMAL EMPLOYMENT INDEX IN THE
STATE OF RIO DE JANEIRO, IN CAMPOS, SO JOO DA BARRA AND
SO FRANCISCO DE ITABAPOANA.
EVOLUTION 2007-2015 OF FORMAL EMPLOYMENT IN THE
MANUFACTURING INDUSTRY IN SO JOO DA BARRA
REGIONAL RAILROAD SYSTEM
SYSTEM OF HIGHWAY ACCESS TO THE ENTERPRISE
CROP AREA IN THE MUNICIPALITY OF SO JOO DA BARRA
FISHING AREAS
T-OIL AND BARRA DO AU COMMUNITY
AVERAGE NOISE VALUES
DAILY SAFETY DIALOGUE ON ENVIRONMENTAL AWARENESS AND
RESPONSIBILITY
SANITARY INSTALLATIONS
REFECTORY
CRUDE OIL SLICK PROBABILITY CONTOURS FOR A HYPOTHETICAL
40,000 M (INSTANTANEOUS) DURING THE SUMMER, AFTER 60
HOURS OF SIMULATION
DEATH CAUSE DATA FOR TURTLES AND CETACEANS
ORGANIZATIONAL CHART OF SUSTAINABILITY TEAM
ORGANIZATION CHART OF THE HEALTH AND SAFETY TEAM
BINS AT THE WORK FRONTS
TEMPORARY STORAGE AREA FOR THE HOPPERS
CHEMICAL TOILETS LOCATED AT THE WORK FRONTS
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50175-EV-RT001-0
FIGURE 6.2.1.9-1
FIGURE 6.2.1.9-2
FIGURE 6.2.1.3-1
FIGURE 6.2.1.4-1
FIGURE 6.2.1.4-2
FIGURE 6.2.1.4-3
FIGURE 6.2.1.5-1
FIGURE 6.2.1.6-1
FIGURE 6.2.1.7-1
FIGURE 6.2.1.12-1
FIGURE 6.2.2.1.3-1
FIGURE 6.2.2.2.3-1
FIGURE 6.2.2.2.3-2
FIGURE 6.2.2.2.3-3
FIGURE 6.2.2.3.3-1
FIGURE 6.2.2.3.3-2
FIGURE 6.2.2.3.3-3
FIGURE 6.2.2.3.3-4
FIGURE 6.2.2.4.3-1
FIGURE 6.2.2.5.3-1
FIGURE 6.2.2.5.3-2
FIGURE 6.2.2.6.4-1
FIGURE 6.2.2.7.3-1
FIGURE 6.3.1.2.3-1
FIGURE 6.3.1.2.4-1
FIGURE 6.4.1.2-1
FIGURE 6.4.1.3-1
FIGURE 6.4.1.6-1
FIGURE 6.4.1.6-2
FIGURE 6.4.1.6-3
FIGURE 6.4.1.6-4
FIGURE 6.4.1.6-5
FIGURE 6.4.1.6-6
FIGURE 6.4.1.6-7
FIGURE 6.4.1.6-8
FIGURE 6.4.2-1
INFORMATION
BOOKLET
LECTURE
ON
THE
USE
OF
AGROCHEMICALS AND RETURN OF PACKAGES PROJECT
INFORMATION BOOKLET SUSTAINABLE VEGETABLE GARDEN
PROJECT
LOCATION OF THE MONITORING STATIONS
SAMPLE NETWORK OF THE NOISE CONTROL AND MONITORING
PROGRAM
NOISE LEVELS OBTAINED IN THE MONITORING POINTS DAILY
MEASUREMENT
NOISE LEVELS OBTAINED IN THE MONITORING POINTS NIGHTLY
MEASUREMENT
LOCATION OF THE SAMPLING POINTS OF MARINE WATER
SAMPLING POINTS - MONITORING PROGRAM OF THE MARINE
AQUATIC BIOTA
MONITORING DE CETACEAN AND CHELONIANS
MATERIAL DISTRIBUTED AT THE EXECUTION OF THE PROGRAM TO
SUPPORT THE FISHING ACTIVITIES: CHART INFORMING THE
LOCATION OF THE CURRENTLY LICENSED DISPOSAL AREAS,
ANCHORING AREAS, EMERGENCY CONTACTS, LUNAR CALENDAR
AND INSTRUCTIONS FOR SAFETY AT SEA
EXECUTION OF THE ENVIRONMENTAL MANAGEMENT PROGRAM.
LOCATION OF THE MONITORING POINTS
WATER COLLECTION MARITME REGION
MEASUREMENT OF THE IN SITU PARAMETERS WITHIN THE MULTIPARAMETER
ILLUSTRATIVE ARRANGEMENT OF THE WATER QUALITY SAMPLING
DESIGN.
LOCATION OF THE SEDIMENT MONITORING POINTS
SEDIMENT COLLECTION WITH EQUIPMENT OF THE GRAVITY CORER
AND SWORD CORER TYPE
PETERSEN SAMPLER
ILLUSTRATION OF THE DREDGE OPERATION MONITORING
BENTHIC MONITORING PROGRAM
PETERSEN DREDGE TO BE USED FOR THE SAMPLING OF BENTHOS
NETS TO BE USED FOR THE SAMPLING OF PLANKTON
CHELONIAN MONITORING PROGRAM
SAMPLING GRID FOR MARINE MONITORING - WATER, SEDIMENTS
AND MARINE BIOTA
AND MARINE BIOTA
OIL SPILL WARNING FLOW DIAGRAM
OIL SPILL RESPONSE TEAM
PRE-BOOMING AROUND BERTHS AT TERMINAL
COMPLETELY ENCIRCLED SOURCE
TYPICAL SLICK CONTAINMENT BOOM CONFIGURATIONS
MANGROVE PROTECTION
BEACH PROTECTION
METHODS OF PROTECTING SENSITIVE AREAS
DEPLOYING SKIMMER ON WATER SURFACE
MANEUVERING SKIMMER
ILLUSTRATION OF THE LOCATION OF INSTALLATION OF THE
FIREFIGHTING SYSTEMS PUMPS
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50175-EV-RT001-0
FIGURE 6.4.2-2
FIGURE 6.4.2-3
FIGURE 7-1
FIRE MONITOR INSTALLED IN ONE OF T-OIL BERTHS

ORGANIZATIONAL RESPONSE STRUCTURE (EOR)
CURRENT PERSPECTIVE OF TERMINAL 1 AT AU PORT INDUSTRIAL
COMPLEX
ANNEX
ANNEX I
ANNEX II
OIL SPILL MODELING SHIP-TO-SHIP TRANSFER OPERATIONS

INDIVIDUAL EMERGENCY RESPONSE PLAN
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50175-EV-RT001-0
1.0
INTRODUCTION
Tetra Tech Sustentabilidade (Tetra Tech) prepared this Environmental and Social Impact
Assessment (ESIA) for Au Petrleo S.A. (Au Petrleo). The scope of this ESIA covers the
Oil Terminal (T-Oil), located within Terminal 1 (T1) of the Au Port Industrial Complex in the
Municipality of So Joo da Barra, State of Rio de Janeiro, Brazil. For the purpose of this
study, T-Oil can be divided into two main sub-projects listed below:
1.
The Ship to Ship (STS) oil transshipment operations at T-Oil1, the necessary
infrastructure at the T1 and the additional infrastructure, currently on final stage of
deployment, to support operation;
2.
The dredging project of T1 (i) Access Channel, (ii) Turning Basin and (iii) Berth Area.
In addition to the dredging, which is necessary to deepen, widen and extend the
current T1 access channel, the licensing of a new ocean disposal area for the
dredged sediments is also covered by this sub-project.
Au Petrleo is a company controlled by Prumo Logstica S.A. (Prumo), which is, in turn,
controlled by the US private equity fund group, EIG Global Energy Partners. In November
2015, Oiltanking GmbH (Oiltanking) acquired 20 percent of Au Petrleo. Oiltanking is a
key partner, recognized as an operational expert at 73 terminals in 22 countries in Europe,
South America, North America, the Middle East, Africa, India, and Asia.
T-Oil and its related infrastructure has been subject to several Environmental And Social
Impact Assessments (ESIA) in the past and other complementary environmental and social
studies (refer to Sections 1.4 and 8.0 for a listing of the incorporated studies). These
studies were prepared according to the overall port development work and were approved
by the Instituto Estadual do Ambiente (INEA, which is Rio de Janeiros State environmental
agency).
Note that within the scope of this ESIA, the following IFC Performance Standards and EHS
Guidance were also considered:
Performance Standard 1: Assessment and Management of Environmental and Social

Risks and Impacts;
Performance Standard 2: Labor and Working Conditions;
Performance Standard 3: Resource Efficiency and Pollution Prevention;
Performance Standard 4: Community Health, Safety, and Security;
Performance Standard 6: Biodiversity Conservation and Sustainable Management of
Living Natural Resources
T-Oil will begin STS operations between smaller vessels (Suezmax or Aframax) before the deepening
dredging subproject starts, and will continue simultaneously with the dredging once it begins.
50175-EV-RT001-0
1.1
IFC General Guidelines on the Environment, Health, and Safety (IFC General EHS
Guidelines);
IFC Environment, Health, and Safety Guidelines for Ports, Harbors, and Terminals
(IFC EHS Guidelines for Ports);
IFC Environmental, Health, and Safety Guidelines for Offshore Oil and Gas
Development (IFC EHS Guidelines for Offshore Oil);
IFC Environmental, Health, and Safety Guidelines for Crude Oil and Petroleum
Product Terminals (IFC EHS Guidelines for Oil Terminals).
EXISTING AU PORT INDUSTRIAL COMPLEX OVERVIEW
This section presents information on the infrastructure works completed and underway in
the Au Port Industrial Complex, in order to provide the context to T-Oil with respect to its
surrounding area.
Located in the Municipality of So Joo da Barra, in the Northern Region of the State of Rio
de Janeiro, the Au Port Industrial Complex is the largest private port project in the
Americas. It comprises an area of 90 square kilometers (km), including 17 kilometers (km)
of quay, and was designed based on a modern port layout with two Terminals - Terminal 1
(T1) and Terminal 2 (T2).
The Au Port Industrial Complex is within two industrial areas. The first industrial area is the
Industrial District of So Joo da Barra (DISJB), which was created by the State of Rio de
Janeiro, managed by the Industrial Development Company of the State of Rio de Janeiro
(CODIN) and developed by Prumo in partnership with other industrial and energy sector
companies. The second industrial area is the Au Port Special Sector (SEPA), located in
the Economic Development Macro-zone established by Municipal Law No. 357/2015, which
is the law that regulates the occupation and use of land and herein established the Master
Plan for So Joo da Barra. T-Oil is located in T1 of Au Port, which is located within
SEPA.
The Au Port Industrial Complex, as well as DISJB and SEPA boundaries, including T1 and
T2 and their installations are shown in FIGURE 1.1-1. The existence of available area for
new industrial projects that are contiguous to the existing port facilities is a competitive
logistical advantage for the Au Port Industrial Complex.
285000
290000
295000
300000
SB -02
SB -45
LOCATION OF THE ENTERPRISE
7595000
7595000
280000
Colombia
Venezuela Guyana
RR
AP
Ecuador
PA
AM
MA
CE RN
PB
PE
AL
SE
PI
AC
Brazil
RO
Peru
TO
BA
MT
GO DF
SB -32
Bolivia
Grussa
Lagoon
MG
MS
Paraguay
SB
8
-2
T1 Navigation Channel
RS
Copyright: 2014 Esri
Uruguay
6
SB -1
SB -38
SC
Argentina
Turning Basing
ES
RJ
PR
Chile
So Francisco
de Itabapoana
ES
MG
So Joo
da Barra
7590000
Private Reserve of Natural Heritage

Farm Caruara
4
RJ-2
7590000
SP
RJ
SP
Campos dos
Goytacazes
LEGEND
Water body
Paved Roads
Iquipari
Lagoon
Ta
Lagoon
Unpaved Roads
Municipal boundary
T-Ore
-32
SB
Turning Basing
Ferroport
T2 Navigation Canal
SB
7585000
X2
VIA
Private Reserve of Natural Heritage - Farm Caruara

Existing Installations
Installation
X
Via
Liquid
NFX
Terminal
TMULT
Main
construction
site
Operating
ATLANTIC OCEAN
SB
2
-4
So Joo da Barra Industrial District (DISJB)
T2
X1
RJ-196
Prumo
Office
A
VI
Main
Access
gate
6
-3
VIA
X6
7585000
SB -24
6
-3
Au Port Special Sector (SEPA)
T1
-32
SB
SB
T-OIL
T-OIL
Au
Substation
Integra
Offshore
1.000
2.000
3.000
4.000
Meters
VIA
6
SB -1
REFERENCES
1 - FUNDAO INSTITUTO BRASILEIRO DE GEOGRAFIA E ESTATSTICA (IBGE).
NOV
Technip
-40
SB
RJ
-2
40
Wrtsil
7580000
OSX
7
VIA
7580000
Edison
Chouest
Intermoor
NOTES
1 - CARTOGRAPHIC BASE IN PROJECTION UNIVERSAL TRANSVERSE MERCATOR. HORIZONTAL DATUM: SIRGAS 2000.
ZONA DE REFERNCIA 24S.
2 - FORMAT DATA IN SHAPEFILE - ARCGIS 10.1.
3 - MAP TO BE PRINTED IN A3 FORMAT.
Veiga
Lagoon
SB
-54
EMISSO INICIAL
J.U.
02/2016
-52
SB
Salgada
Lagoon
ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT (ESIA) T-OIL
280000
285000
7575000
7575000
So Joo
da Barra
Campos dos
Goytacazes
TTULO:
Au
Lagoon
290000
295000
300000
PROJ N.:
50175
AU PORT INDUSTRIAL COMPLEX

EXISTING INSTALLATIONS
PROJ.:
APROV.:
A.N.
DATA:
B.C.
SCALE:
02/16
REV.:
1:75.000
R0
FIGURE 1.1-1
50175-EV-RT001-0
1.1.1
Support Facilities And Utilities
The Au Port Industrial Complex already possesses road access and the majority of the
projects internal roadways are already paved. It can be accessed by federal highways BR101 and BR-356 and by highway RJ-240, in So Joo da Barra/RJ.
In terms of collection, treatment and disposal of waste and effluent, each project installed or
operated in the Au Port Industrial Complex has its structure approved with the relevant
environmental agency. Solid waste is stored, transported and disposed of properly, and
duly licensed companies carry out these activities. The discharge of effluent into bodies of
water complies with the parameters prescribed in the Brazilian environmental legislation,
and the results of monitoring are periodically sent to the relevant environmental agency.
Currently, all projects in the Au Port Industrial Complex use electricity produced by
generators, until the public distribution system is complete. The water distribution system is
also in the final stages of construction, and, currently, each project has its specific solution
to supply water using water wells licensed by the relevant environmental agency.
In relation to the Au Port support infrastructure to be used by T-Oil in its operation phase,
the following can be mentioned:
The Au Port substation, responsible for the electric power supply to the two
substations installed in T-Oil, one main and one secondary substation. Note that while
the Au Port substation is not yet operating, T-Oil substations will be powered by
generators.
Main gate, internal road system (with their respective lighting system) for access
control and vehicle access to T1.
T1 access bridge with a total extension of 3,100 m, permits access to T-Oil, which is
an extension of it.
Access Channel and Turning Basin of T1, which permit maritime access.
Apart from the above, no other existing infrastructures at the Au Port will be used, as T-Oil
was designed with its own supporting infrastructure, such as reservoirs for water storage
(drinking and industrial) to be provided by tanker trucks, compact sewage treatment
stations for domestic wastewater generated at the terminal, which after treatment, is
disposed of into the sea. In addition, contaminated wastewater and effluents will be
collected and disposed of by specialist companies duly licensed for such activities.
50175-EV-RT001-0
1.2
TERMINAL 1 (T1)
Au Port Terminal 1 (T1) currently has one pier, with two berths, which is dedicated to iron
ore (known as T-Ore) and a breakwater in which T-Oil, within the scope of this ESIA, is
located. FIGURE 1.2-1 shows the current perspective of T1 at Au Port Industrial Complex.
Much of T1 infrastructure (used for T-Ore and T-Oil operations) is now complete. The
terminal has a 3,100 m access bridge along with an access channel and turning basin with
a current depth of 20.50 m. Additional dredging works will be performed at T1 to allow
bigger vessel types to have access to the terminal.
T-Ore (the iron-ore handling berths of T1) has been operational since October 2014, under
the responsibility of Ferroport Logstica Comercial Exportadora S.A. (Ferroport), a joint
venture formed by Anglo American Investimentos Minrio de Ferro Ltda. (Anglo
American) and Prumo.
FIGURE 1.2-1
CURRENT PERSPECTIVE OF TERMINAL 1 AT AU PORT INDUSTRIAL COMPLEX
T-Ore
T-Oil
Source: Prumo (Feb ruary, 2016)
50175-EV-RT001-0
The existing infrastructure at T-Oil comprises a breakwater, which serves as a pier platform,
an access ramp, three berths, control building, operational support houses and electric
substations. T-Oil offers an ideal location for transshipment operations throughout the year
because the sheltered waters of the breakwater offer a high level of security against
spillage that can occur during open water STS operations.
Currently, additional infrastructure, required for the transshipment operations at T-Oil, is
under construction, as explained in details in Chapter 2.
1.3
SCOPE OF WORK
The objective of this ESIA is to present the social and environmental risks and impacts of TOil. It also covers the necessary environmental control measures for mitigation and
compensation of the negative impacts and optimization of the positive impacts.
To comply with this scope, initially, a description of the project was presented, including a
breakdown of the alternative technology and locations studied for the installation and
operation of T-Oil.
Then, a study of the social and environmental conditions of the area under the project
influence was carried out, covering the physical, biotic and socio-economic environments.
The results of this study, together with the information obtained about the project, allowed
risks and environmental impacts to be identified and categorized, including those of a
cumulative and synergistic nature, considering other projects installed or planned in the
region.
Thus, in order to prevent, mitigate and/or compensate for identified negative impacts and to
maximize positive impacts, we developed a management system, which includes
occupational health, safety, the environment, and social responsibility in its organizational
structure. In addition, a set of plans, programs and measures have been proposed for this
purpose, which are also presented in this ESIA.
Considering the complexity of the project and the availability of environmental and social
data, this ESIA presents the results that will contribute to a better understanding of the
project by OPIC and other interested parties. All the related studies consulted and
evaluated in this ESIA were presented in Portuguese to the Rio de Janeiro Environmental
Agency, the Instituto Estadual do Ambiente (Inea) as part of the environmental licensing for
all aspects of the industrial complex.
50175-EV-RT001-0
As already mentioned, in summary, the scope of this work includes the T-Oil, which
includes two main sub-projects:
The T-Oil Ship to Ship (STS) operations, including the construction of necessary
infrastructure at the T1 and the additional infrastructure, currently on final stage of
deployment, to support operation;
The dredging project for the T1 including the deepening from 21 m to 25 m on: (i)
access channel, (ii) turning basin and (iii) berthing basin; the project also includes
access channel widening from 230 m to 280 m and its extension from 13.2 km to 19.3
km. The dredging project will allow T-Oil operation with larger capacity vessels, such
as Very Large Crude Carriers (VLCC).
It is noteworthy that these two sub-projects will take place simultaneously, since the STS
operations will start with smaller vessels (Suezmax or Aframax oil tankers) before the
deepening dredging sub-project, and will also continue during the dredging.
1.4
INFORMATION SOURCES
Relevant information sources analyzed as part of this scope of work include ESIA, Project
amendments studies, operational manuals and documents made available by Au Petrleo
(listed in Section 8), and information gathered in meetings with key representatives of Au
Petrleo, environmental consultants, and local community representatives.
TABLE 1.4-1 shows the environmental and social studies that served as the main sources
for background information for this ESIA.
50175-EV-RT001-0
TABLE 1.4-1
MAIN SOURCES FOR BACKGROUND INFORMATION
Name of the Study
Au Port Environmental and Social Impact
Assessment (LLX MINAS-RIO)
Responsible Company
Year
CAL Consultoria Ambiental Ltda
2006
Environmental and Social Impact Study of the
ECOLOGUS Engenharia
Logistics Yard and Port Operations - Au Port
Consultiva Ltda
Change of Project and Additional Environmental and

Social Assessment of the Logistics Yard and Port
Operations - Au Port
ECOLOGUS Engenharia
Consultiva Ltda
2008
2009
Environmental and Social Impact Assessment of the

Dredging of the Terminal 1 Channel to level -25 m
(DHN - Directorate of Hydrography and Navigation)
MASTERPLAN Consultoria de
and the Licensing of the Dredged Material Disposal
Projetos de Meio Ambiente
2015
Area, performed by MASTERPLAN Consultoria de

Projetos de Meio Ambiente
Study for the performance of Ship to Ship (STS)
Operations berthed at T-Oil
Operating License Request Report (RSLO) of the TOil - ship to ship (STS) operations - volume I
Operating License Request Report (RSLO) of the TOil - ship to ship (STS) operations - volume II
Technical Operations Manual (MTO)
Ship to Ship Transfer
TETRA TECH Sustentabilidade
2015
2015
2015
OILTANKING Au Servios
2016
2015
Oil Spill Modeling Ship-To-Ship Transfer

Operations T-Oil Au Port Complex,
So Joo da Barra (RJ)
50175-EV-RT001-0
2.0
PROJECT DESCRIPTION
This section presents the ESIAs detailed project description, considering the construction
phase and operational phase of the project.
2.1
LOCATION
T-Oil is inserted into Terminal 1 (T1) of Au Port, in the Special Sector Au Port (SEPA),
municipality of So Joo da Barra, according to the terms of the Master Plan of So Joo
da Barra (Municipal Act no. 357/15). The Au is located in the Southeastern region of Brazil
around 130 km away from Campos Basin, in the north coast of the Rio de Janeiro State.
The Au Port can be accessed by federal highways BR-101 and BR-356 and by highway
RJ-240, already in So Joo da Barra/RJ. Once inside the Au Port, T1 can be accessed
using route 2A that leads to T1 access bridge, which is approximately 3,100 m long. T-Oil is
developed from this bridge extension, after the Ferroport iron ore terminal (T-Ore).
T-Oil maritime access is through T1 access channel, which is about 13 km long and 230 m
wide, and ends up in a 700 m diameter turning basin. This turning basin integrates into a
564 m wide and 1,280 m long berthing basin.
FIGURE 2.1-1 shows the T-Oil location map, including its maritime and road accesses.
280000
295000
310000
Colombia
Venezuela Guyana
RR
AP
Ecuador
so
Aces
So Joo
da Barra
SB -0
4
Campo
s
Goytac dos
azes
So Fr
an
de Itab cisco
apoan
a
PA
AM
MA
CE RN
PB
PE
AL
SE
PI
AC
Brazil
RO
Peru
TO
BA
MT
GO DF
SB -14
SB -16
RJ-196
SB -1
2
SB -08
SB
-2
BR-356
SB
-0
2
PR
Chile
SC
Argentina
RS
Uruguay
So Francisco
de Itabapoana
ES
So Joo
da Barra
RJ
SB -22
SP
BR-356
Campos dos
Goytacazes
7595000
7595000
ES
RJ
MG
SB -20
Grussa
Lagoon
SB -45
LEGEND
Water body
Flowing Water
Paved Roads
Iquipari
Lagoon
Unpaved Roads
-2
SB
Municipal district
SB
-3
SB -38
Municipal boundary
Turning Basin
SB -16
4
RJ-2
SP
Paraguay
SB -1
8
SB 3
MG
MS
SB -06
Campelo
Lagoon
Bolivia
Turning Basin
T2 Navigation Canal
Existing (already dredged) T1 Access Channel: depth 20,50 m
T-OIL
Ta
Lagoon
T1
Au Port Special Sector (SEPA)
So Joo da Barra Industrial District (DISJB)
T-OIL
6
-3
SB
SB
T1
X2
VIA
-32
SB
6
-3
SB
2
-4
VI
A
X1
X
Via
VIA X
6
RJ
-1
96
-32
SB
4
SB -2
o
o
o J rra
S Ba dos
da os zes
mp ca
Ca oyta
G
-62
SB
96
RJ-1
7580000
7580000
6
SB -1
A
VI
RJ
-2
VIA 7
-40
SB
40
1.500
3.000
4.500
6.000
Meters
REFERENCES
NOTES
RJ-
Veiga
Lagoon
SB
-5
4
2 16
-52
SB
3 - MAP TO IMPRESS IN A3 FORMAT.
RJ
-1
ATLANTIC OCEAN
Salgada
Lagoon
EMISSO INICIAL
J.U.
02/2016

TTULO:
LOCATION MAP
Au
Lagoon
PROJ N.:
50175
280000
295000
310000
PROJ.:
APROV.:
A.N.
DATA:
B.C.
SCALE:
02/16
REV.:
1:150.000
R0
FIGURE 2.1-1
50175-EV-RT001-0
2.1.1
Analysis of Project Alternatives
This section summarizes the alternatives analysis (location and technologies) for the
project.
2.1.1.1
Location Alternatives
TOil
The lack of logistics and infrastructure in Brazil is causing negative impacts on the countrys
economy. The perspective of an increasing production and demand for oil in Brazil requires
the establishment of more efficient and less expensive logistic chains, as well as port
facilities with sufficient depth for movement of large liquid bulk ships. Based on such
information, an analysis of project's location alternatives was conducted. Studies of the
location alternatives were consulted through nautical charts of the Brazilian Directorate of
Hydrography and Navigation (Diretoria de Hidrografia e Navegao - DHN), aiming to
understand the depths and technical and environmental feasibility of maritime dredging
activities execution.
The location alternatives were considered with respect to social and environmental criteria,
with an emphasis on interference potentialities in Units of Conservation; beach morphology;
local socioeconomic dynamics; patterns of soil use and occupation; and, in particular,
compatibility with legal guidelines set forth in master plans and municipal zoning.
Overall, the fundamental criteria for choosing the location of the project were:
Favorable location for markets in North America, Africa and Europe;

Strategic location, close to Campos Basin (oil and gas production);
Bathymetric conditions (depths) that could provide the implementation of the port and
anchorage conditions;
Availability of areas for the installation of large projects;
Availability of labor force in the region;
Consolidation of the port vocation of the Northern Region of Rio de Janeiro State;
Consolidation of the Industrial District of So Joo da Barra (DISJB) and the Au
Port;
Industrial Complex;
Easy access to an integrated chain of potential users of the project, like companies of
steel making, metalmechanics, naval construction and service providers;
Favorable availability and logistics for raw materials;
Availability of a consolidated highway network;
Coordination with government policies for industrial development in the state; and
Potential Tax collection in the deployment and operation phases.
11
50175-EV-RT001-0
Rio de Janeiro is undoubtedly a strategic State for logistics of Central West and Southeast
regions because of its location between the three main Brazils oil basins Campos,
Santos and Esprito Santo Basins FIGURE 2.1.1.1-1. Moreover, it is a multimodal area,
with easy access to all types of transport logistics: sea, land and air. Consequently, the
Northern Region of Rio de Janeiro State was selected after analyzing the assumptions
required for establishing an oil terminal that meets the entire market demand, in both
logistics and commercial scope.
FIGURE 2.1.1.1-1
THE AU PORT LOCATION RELATED TO THE MAIN BRAZIL OIL BASINS
In this scenario, the Au Port was selected as the best location alternative for T-Oil
deployment. This decision considered the port vocation of the region; compatibility with
municipal and state legal guidelines; lack of conservation units; availability of labor force;
logistic and the distance to the main oil basins and fields, as shown in TABLE 2.1.1.1-1.
12
50175-EV-RT001-0
TABLE 2.1.1.1-1
CAMPOS BASIN OIL FIELDS LOGISTICS TO THE AU PORT AND MACA
Oil Fields
Distance to Au (km)
Distance to Maca (km)
01
Roncador
130
215
02
Marlim Sul
140
185
03
Marlim
115
175
04
Lula
450
365
05
Jubarte
125
230
06
Marlim Leste
125
185
07
Barracuda
120
160
08
Sapinho
490
400
09
Peregrino
170
120
10
Balea Azul
115
215
11
Bana
756
657
12
Albacora Leste
132
211
11
Pq das Conhcas
126
222
14
Albacora
115
190
15
Caratinga
119
161
16
Frede
120
190
17
Bijupir-Salema
104
150
18
Polvo
135
110
Legend:
CHANNEL OUTLINING
The definition of the channel outlining and enlargement alternatives considered the
following criteria:
Characteristics of the sediments;

Volume to be dredged based on bathymetry and Charts made available;
Safety in the transportation of the dredged material.
The analyses performed (Masterplan, 2015) demonstrated that the sediment to be dredged
is similar between the assessed outlines. In the dredging areas that are farther from the
coast, the sediment material has a coarser sandy textural predominance, with some
contribution of fines. As it gets closer to the shore, this pattern is reversed with the
reduction of sandy fraction and the increase of the fine fraction, mainly silt.
FIGURE 2.1.1.1-2 shows the three studied alternatives for channel outline for its deepening
dredging project to 25 m and extension.
13
310000
-19
-16
-18
-14
-21
-19
-1
9
-20
-19
-20
-20
-18
-24
-20
-20
-15
-1
0
-13
-24
-14
-21
-20
-22
-23
-20
-2
0
7590000
Campos dos
Goytacazes
-19
-20
15
T2 Navigation Canal
-27
-25
-21
T-OIL
T1
1
-2
-26
Channel Outline Alternative

Until -21m
-27
-26
-29
Until -25m
-1
1
-22
-17
-16
-14
-18
-15
-10
-8
-13
Increase of 50m to width of the Channel
5m
-24
-23
2
-2
-21
-20
-12
1420
-21
-22
-9
-6 -10
-28
-25
2
-2
-23
-19
3
-2
7580000
-13
-8 -7 -6
-2
6
-22
-13
Turning Basin
-29
-2
3
6129 m
Bathymetry
-28
-24
-6
2
-2
-20
-11
Municipal boundary
-31
-18
-30
-2
5
-26
3194 m
-28
-11
1326
8
6468 m
-15
-2
1
-13
-14
RJ
Water body
-29
-19
-14
-9
-9
-23
-22
7590000
So Francisco
de Itabapoana
SP
-24
-20
T1
7580000
So Joo
da Barra
-2
7
T-OIL
Veiga
Lagoon
-23
-16
-14
-13
-10
-24
-18
-18
2
-2
-10
-7
-14
-19
-15
-12
-6
-16
RS
MG
-24
-14
-9
-8
-15
SC
Argentina
LEGEND
-19
-20
PR
Chile
-20
-12
-17
ES
RJ
Uruguay
-17
-16
MG
SP
Paraguay
-20
-15
BA
GO DF
-19
-19
-9
-15
CE RN
PB
PE
AL
SE
TO
MT
Bolivia
-21
-19
-12
-9
-11
-10
-16
Brazil
RO
ES
1
-2
-18
MA
AC
1
-2
-14
PA
PI
Peru
-20
-19
-20
AP
AM
-21
-19
-15
-19
-15
RR
MS
-18
Turning Basin
Venezuela Guyana
Ecuador
-19
-20
-18
4
-1
Colombia
-18
-18
-20
-17
-16
-12
-22
-11
-12
320000
-18
-14
-15
300000
-22
-6 -5
-21
-13
-20
1.500
3.000
6.000
Meters
-9
REFERENCES
-20
-19
4.500
-20
-13
-7
-11
NOTES
-5
nnel - 2
80m
-18
-1
9
-16
310000
320000
02/2016
-17
-15
1:5.000
-15
J.U.
-16
-15
-16
-16
-16
EMISSO INICIAL
-16
7570000
-21
th of C
ha
el - 230m
7
-18
Final w
id
-21
Origina
-1
9
-16
300000
l width o
f C-1
hann
-15
-18
-21
-17
7570000
-19
-1
8
7
-1
-5
Au
Lagoon
ATLANTIC OCEAN
-19
Salgada
Lagoon
-17
50m
-6
So Joo
da Barra
Campos dos
Goytacazes
TTULO:
PROJ N.:
50175
LOCATION ALTERNATIVES FOR T1

ACCESS CHANNEL DESIGN
PROJ.:
APROV.:
A.N.
DATA:
B.C.
SCALE:
02/16
REV.:
1:100.000
R0
FIGURE 2.1.1.1-2
50175-EV-RT001-0
In order to reach the required depth of 25 m, the studies indicated that both for the 0
channel inflection and for the 15 channel with inflection, a dredging volume of
approximately 40 million m would be needed. In concern about the safety for the
operational activities already ongoing in the existing channel, the study showed that the
channel with inflection of 15 would imply operational risk to the maneuvers of vessels that
are currently trafficking, compared to the other outlines.
This same study showed that, for a channel with inflection of 8, it would be needed to
dredge an approximate volume of 38 million m. Thus, in the region near the isobath of 21
m deep, the access channel designed for the depth of 25 m suffers an inflexion of 8 to the
north, aimed at reducing the length of the access channel and, consequently, reducing the
volume to be dredged, causing larger benefits from the technical, environmental and
economic point of view of the alternative.
DISPOSAL AREA
The alternative for disposal area was suggested taking into account the areas already
proposed for anchoring and disposal areas currently licensed for previous dredging
activities. As observed in FIGURE 2.1.1.1-3, the marine areas defined as anchoring occupy
a large part of channel south area, as well as the northeastern part.
In relation to the two marine disposal areas (North and South), already licensed for previous
dredging works, it was calculated that they do not bear the estimated volume coming from
the deepening dredging of the channel. For this reason a new disposal area located north
of the south disposal area was analyzed and selected. This area is presented as the red
polygon in FIGURE 2.1.1.1-3.
The studies carried out for this area evaluation showed a trend on material transportation to
the south/southwest during the summer and distribution between south and north in the
winter. This movement of sediments determined the polygonal for the disposal area, aimed
at causing the least impact on the marine environment.
It can be observed that the selection of the disposal area for the dredged material also
guided the definition of the channel outline with an inflection of 8, considering that the
straight channel could make the use of the proposed disposal area impracticable.
15
290000
300000
310000
320000
Grussa
Lagoon
Colombia
Venezuela Guyana
RR
AP
Ecuador
PA
AM
MA
CE RN
PB
PE
AL
SE
PI
AC
Brazil
RO
Peru
TO
BA
MT
GO DF
Bolivia
MG
SB -3
2
MS
SP
Paraguay
PR
Chile
Iquipari
Lagoon
SC
Argentina
RS
Uruguay
Anchorage D
So Francisco
de Itabapoana
ES
MG
North
Disposal
Area
So Joo
da Barra
7590000
Anchorage F
2
SB -
7590000
SB -16
Turning Basing
ES
RJ
RJ
SP
Campos dos
Goytacazes
LEGEND
Water body
Roads Paved
Roads Unpaved
Turning Basing
T2 Navigation Canal
VIA X
6
X
Via
Municipal boundary
T1
X2
VIA
SB
-42
T-OIL
T-OIL
T1
Anchorage
6
SB -1
Disposal Area
7
VIA
RJ-24
0
New Sediment
Disposal Area
Anchorage A
7580000
VIA
7580000
Alternatives
Marine Disposal Area
Veiga
Lagoon
Salgada
Lagoon
Anchorage B
South
Disposal
Area
Anchorage C
So Joo
da Barra
Campos dos
Goytacazes
2.500
3.750
5.000
Meters
REFERENCES
2 - CARTA NUTICA N 1403, DA PONTA DO UBU AO CABO DE SO TOM 1:150000). FONTE: DIVISO DE
HIDROGRAFIA DA MARINHA DHN
ATLANTIC OCEAN
NOTES
7570000
7570000
1.250
EMISSO INICIAL
J.U.
02/2016
Au
Lagoon
TTULO:
PROJ N.:
50175
290000
300000
310000
320000
LOCATION ALTERNATIVES FOR THE DISPOSAL

AREA OF THE DREDGED SEDIMENTS
PROJ.:
APROV.:
A.N.
DATA:
B.C.
SCALE:
02/16
REV.:
1:125.000
R0
FIGURE 2.1.1.1-3
50175-EV-RT001-0
Finally, the selected alternative for the sediment disposal was to license a new disposal
area, outside the areas already licensed for previous dredging projects. It has to be
observed that the selection of the Access Channel with 8degree inflection design, in
addition to the new sediment disposal area, results in a dredging with a lower volume,
duration and cost than the other studied alternatives, besides reducing the accidents
probability in dredges route. Hence, reducing the marine environment impact due to
dispersion of sediments.
TABLE 2.1.1.1-2 presents the summary of the location alternatives analyzed in this ESIA.
TABLE 2.1.1.1-2
SUMMARY OF THE ANALYZED LOCATIONAL ALTERNATIVES
Alternative
Studied Alternative
Alternative 01: Guanabara Bay
Alternative 02: South Coast of Rio de Janeiro
Alternative 03: Sepetiba Bay
Au Port
Alternative 04: Regio dos Lagos
(T-Oil)
Alternative 05: North Coast of the Rio de

Janeiro State
0 Inflection angle
Access Channel Outline
8 Inflection angle
15 Inflection angle
North disposal area
Ocean Disposal Area
South disposal area
(for the dredged sediments)
New disposal area
Note: The selected alternatives are highlighted in green.
2.1.1.2
Alternative Technologies
SHIP TO SHIP (STS) OIL TRANSFER

The offshore oil production is taken to the mainland via pipelines or tankers, which transfer
the cargo to onshore terminals or export vessels. These tankers that take oil out of
platforms are called offloading vessels and the transfer activity of this cargo from the
production unit to this vessels is called offloading.
In general the offloading vessels are equipped with dynamic positioning (DP) systems,
which ensures greater safety transshipping from the production units. However, the daily
cost of these specialized ships is about 50% higher compared to conventional vessels,
which makes it unsuitable for companies to use vessels equipped with DP on long journeys.
Thus, the transfer of oil and oil products between ships, called Ship-to-Ship (STS)
17
50175-EV-RT001-0
Operations, is an alternative to avoid vessels equipped with DP making long trips, lowering
the costs when wanting to export the product.
These STS operations enable the transfer of oil from offloading vessels to conventional
export vessels, through hoses, fenders and other specific equipment. There are three types
of STS operations: (i) Underway with the vessels navigating in open sea; (ii) anchored in
open sea or in partially sheltered waters; or (iii) berthed at a port.
The STS operations present risks to the environment at several stages, such as the
approximation of the vessels, connection of hoses and transfer of oil itself, when
operational mistakes may lead to leakage of the product. However, the operational
procedures that mitigate the pollution risks are already well established in the international
context, including the International Convention for the Prevention of Pollution from Ships
(MARPOL 73/78), that has its Chapter 8 dedicated to STS operations. In global terms, the
STS transfer of liquid cargoes in port and at sea has become a common practice.
Within the analysis of the technological alternatives for STS oil transfer, the T-Oil layout
was taken into account, which is protected against the most adverse hydrodynamic
conditions, opposite to the activities conducted in open sea. Furthermore, the terminal
configuration allows the preventive enclosure during the transfer operations, which ensures
higher environmental safety, and in the worst case scenario, also allows the secondary
enclosure, completely isolating the content from the adjacent marine areas.
Therefore, STS berthed operations was the alternative selected to be performed at TOil.
DREDGING EQUIPMENT
It is recommended using in any dredging works high productivity equipment aiming to
minimize the execution times, and therefore, minimizing environmental impacts and risks
associated to the activity. Therefore, for equipment choosing the following must be
considered as main factors:
Physical characteristics of the material to be dredged;

Volume of the material to be dredged;
Dredging depth;
Distance to the material disposal area;
Environmental conditions of the area to be dredged and the disposal area;
Sediment contamination level;
Disposal method;
Required equipment output;
Types of available (or accessible) dredges;
Involved costs.
18
50175-EV-RT001-0
For the opensea dredging activity, due to technical issues of productivity, execution time
and interference by waves (normally a mechanical dredge operates with wave variations of
approximately 80 cm), mechanical dredges are discarded as alternative for the project
concerned. Similarly, the suction dredge is also discarded, as it is not used for wide scale
dredging anymore and especially for this type of works.
Therefore, in order to analyze the alternative for this project, it was evaluated the use of two
types of hydraulic dredges, the Trailing Suction Hopper Dredges (TSHD) and the Cutter
Suction Dredges (CSD). These dredges are the most proper for sand and low aggregated
silt removal, removing and transporting the sediments in the liquid form.
The Cutter Suction Dredger (CSD) is a type of vessel that has a suction pipe coupled to its
hull that is provided with cutters at the end that are in contact with the sediment, which
break up the material to be dredged. The material is then pumped ashore using pumps and
a floating pipeline or loaded into a split hopper barge moored alongside, which in turn can
then offload the dredge sediment at the set location. Larger cutter suction dredgers are selfpropelled which means that they can sail autonomously.
Trailing Suction Hopper Dredgers (TSHD) are used in open sea ports and in navigation
channels; their propulsion allows the dredging to be carried out even with marine currents
and in unfavorable conditions. The main difference of this equipment is that it does not
require vessels to pump the dredged sediment, since it has its own storage compartment,
which has a capacity ranging from 3,400 m to 46,000 m.
For this study, it was considered their operational characteristics, as well as the historical
use of these types of equipment during the deployment phase of Au Port. Among the
negative aspects for using the Cutter Suction Dredge is the distance between the dredging
point and the disposal area, since large distances may encumber the use of this
technology. Also, the Trailing Suction Hopper Dredge (TSHD) appears as the best option
for the concerned project, since it will provide better productivity, mainly as it will release the
dredged material to the disposal area directly from its lower compartment, without the need
of transferring the load to other equipment. This discharging method minimizes suspension
of sediments, and therefore decreases adverse impacts on aquatic life from the resuspension of sediments; reducing destruction of benthic habitat and increase the accuracy
of the operation.
The larger sized dredge vessels have economic benefit for being able to dredge materials
in project locations at a great distance from the area that the sediments will be disposed of.
They have relatively high output rates although it can vary depending on the material type,
depth, and sea bottom and weather conditions.
19
50175-EV-RT001-0
Finally, beyond the technical impracticability of using the mechanical equipment for open
sea operation and the operational advantage of the TSHD Dredge in relation to the Cutter
Suction Dredges, mainly related to its selfpropulsion and material transportation capacity,
use of TSHD Dredge was selected.
TABLE 2.1.1.2-1 summarize the technological alternatives analyzed for the present project,
and presents the selected (highlighted in green).
TABLE 2.1.1.2-1
SUMMARY OF THE ANALYZED TECHNOLOGICAL ALTERNATIVES
Alternative
Studied Alternative
Berthed
Oil STS Transshipment
Anchored
(Operation)
Underway
Mechanical Bucket
Mechanical Articulated Clamps
Dredging
Mechanical Excavator
(deployment and
Hydraulic Cutter Suction Dredge
maintenance phases)
Hydraulic Trailing Suction

Hopper Dredge (TSHD)
Note: The selected alternatives are highlighted in green.
TECHNOLOGIES ALTERNATIVES FOR CLIMATE CHANGE RESILIENCY

During the 20th century, sea level has risen by an average of 1.7 millimeters (about 1/16 of
an inch) per year. Since 1993, NASA satellites have observed an average sea level rise of
3.27 millimeters (about 1/8 of an inch) per year. Potential impacts associated with sea level
rise and climate change are the flooding of coastal areas, erosion of sandy beaches and
the destruction of harbor and port facilities and the hazards from the resulting materials
circulating in the sea.
Further impacts related to sea level rise can result from heavy storms and the higher sea
levels combining to damage terminal facilities.
Global sea level rise scenarios by the year 2100 range from about 200 to 860 millimeters
(.66 to 2.8 feet). Local sea level rise can vary due to many factors including ocean
dynamics, heat content, and salinity, perturbations in the Earth's gravitational field and
crustal height, land motion due to tectonics, local groundwater, and hydrocarbon
withdrawal, and natural sediment compaction and transport. Local sea level rise for the
proposed project site has not been specifically calculated. However, using the Global sea
level rise range of 200 to 860 millimeters (.66 to 2.8 feet) the potential impacts of sea level
rise on the project can be evaluated.
20
50175-EV-RT001-0
Based on the sea level rise forecast, the project was designed and evaluated considering
waves up to 1000 mm larger than the historic high and an increase for sea level up to 500
mm in the next 50 years due to climate change.
Although seaports are particularly vulnerable to extreme weather events associated with
increasing sea levels and tropical storm activity, due to their coastal location, the Brazilian
coast does not have a history of occurrence of hurricanes and storm events. The figure
below agrees with this statement showing that only a small part of the south region of Brazil
has a small tropical storm track. Au Port (and, therefore, TOil), which is located in the
coast of the State of Rio de Janeiro, has no history of extreme climate events occurred,
being outside the major immediate risk areas in relation to the global warming escalation.
FIGURE 2.1.1.2-1
PORTS WITHIN 50 KM OF TROPICAL STORM TRACKS, 19602010
SOURCE: BECKER ET AL., 2013
Finally, it is important to emphasize that Au Port, is developing initiatives in order to

mitigate the greenhouse gas emissions from its activities, as well as the defining strategies
for adaptation to the effects of climate change. An action that may be mentioned refers to
the elaboration of the first inventory of greenhouse gases for Au Port activities, which
considers the beginning of data collection in 2016, even though the operating activities in
Au Port are still incipient.
21
50175-EV-RT001-0
2.2
CONSTRUCTION PHASE ACTIVITIES
This section presents the support structures that were used during the deployment of T-Oil
and the description of the deepening dredging to be performed on the channel.
2.2.1
Project Components, Installations and Existing Au Infrastructure
SUPPORT FACILITIES AND UTILITIES

During the deployment activities of T-Oil, collectors (distinguished by color according to
CONAMA Resolution n 275/01) were kept in front of the works. They were provided with a
functional cover against the weather, avoiding as much as possible the generation of
contaminated wastewater due to the contact with rainwater. This waste was collected on a
daily basis and sent to a temporary storage bay, where it was disposed of into skips for
later collection by a duly licensed company.
It is emphasized that, periodically, supervision activities were performed to analyze the
conservation status of the collectors, thus, ensuring that they were watertight.
FIGURE 2.2.1-1
SOLID WASTE MANEGEMENT - DEPLOYMENT PHASE
Collectors at the Service Front
Collection of the waste from the collectors
In relation to the management of domestic wastewater, chemical restrooms were deployed

at the work fronts and the effluents generated were collected by a licensed company.
22
50175-EV-RT001-0
FIGURE 2.2.1-2
COLLECTION OF WASTEWATER FROM THE CHEMICAL RESTROOMS
WATER CONSUMPTION
During the construction phase of T-Oil, considering the effect of 1,300 workers and the per
capita consumption of 100 L/hab. per day, water consumption was approximately 3,900
cubic meters of drinking water per month. This water was provided by licensed water truck
companies.
ENERGY
The electricity used for construction was provided by local energy suppliers to the
municipality of So Joo da Barra. Additionally, there were eight (8) diesel generators
available to serve as power backup in case of service interruption.
T-Oil CONSTRUCTION PHASE LABORFORCE
During the construction works, approximately 1.300 direct jobs were generated, with the
positions ranging from administrative assistant, general services alternative, electrician,
plumber, painter, driver, welder, seaman and safety technician, which are sub-divided
between the contractors that perform the dredging, fabrication and anchoring of caissons
and the one that built the superstructure, i.e., concrete slab, buildings and retaining wall on
the sloped breakwater.
23
50175-EV-RT001-0
2.2.1.1
Project Components, Installations and Existing Au Port Infrastructure
As mentioned above, the physical facilities of T-Oil, located at Terminal 1 (T1), are
comprised of an operational control area, the pier platform with 3 berths (North, Central and
South berths) and the respective structural and support systems for Ship-to-Ship (STS) oil
transfer operations.
T-Oil INSTALLATIONS
Operational Control Area

o
Access Control Room - 6.9 m
o
Control room - 280 m
o
Main substation - 326 m
o
Fire system pump station (SPI)
Berths Pier Platform

o
Operating support rooms - 48 m2
o
Gangways
o
Hose lifting system
o
Secondary substation - 362 m2 (located at the Central Berth)
o
Berthing monitoring panels, terminals and sensors
o
Pneumatic Fenders
o
Cylindrical Fenders
ACCESS TO T-Oil CONSTRUCTION WORKS
The road access to T-Oil facilities is via the T1 access bridge, which has a total length of
3,100 m. As shown on FIGURE 2.2.1.1-1, the platform of the access bridge is structurally
supported on staked T beams to allow the flow of water and sediment beneath the bridge.
This layout was chosen to allow the naturally occurring movement of sand along the
coastline in order to minimize the impacts of its construction.
FIGURE 2.2.1.1-1
T1 ACCESS BRIDGE
Side View from the shore (coastline)
View of the T1 Acess bridge support structure

24
50175-EV-RT001-0
T-Oil was deployed as an extension to the T1s access bridge, on the breakwater. T-Oils
pier platform (breakwater) has a total length of 1,424 m and a width of approximately 470
m. It is comprised of 47.25 m wide, concrete caissons, anchored in the north-northwest
direction and distributed between the access ramp, pier platform / breakwater and berths.
FIGURE 2.2.1.1-1 shows the situation of T1, with focus on T-Oil in February 2016.
FIGURE 2.2.1.1-2
AERIAL VIEW OF T1 - HIGHLIGHTING T-Oil INSTALLATIONS
AND T1 ACCESS BRIDGE
Operational Control Area
T-Oil Pier Platform (Breakwater)
Access Bridge to T1
Source: Adapted from Porto do Au S.A (February 2016).
BERTHS
The three berths are 132.7 meters long each and were built parallel to the breakwater and
to T-Oil pier platform, as shown in FIGURE 2.2.1.1-3. At each berth an operational support
room, a gangway for access to the berthed vessel, a hose lifting system, berthing
monitoring systems and vessel mooring structures installed.
25
50175-EV-RT001-0
FIGURA 2.2.1.1-3
AERIAL VIEW OF T-OIl BERTH PROJECT
THE THREE BERTHS WERE DESIGNED IN THE SAME WAY
Source: Adapted from Porto do Au (February 2016).
It should be noted that only the North and Central Berths will be able to accommodate
VLCC (260 to 320.00 DWT), Suezmax (120 to 170.00 DWT) or Aframax (80 to 119.00
DWT) type vessels. For reasons of physical maneuvering space, the South Berth will be
exclusive for berthing Suezmax or Aframax vessels class. The dimensions of each one of
these vessel classes can be seen in FIGURE 2.2.1.1-4.
FIGURE 2.2.1.1-4
VESSEL SIZES
15.4m
AFRAMAX (245 m)
20.1m
SUEZ-MAX (285 m)
22.6m
VLCC (330 m)
26
50175-EV-RT001-0
BUILDINGS
T-Oil buildings were built with ceramic plate cladding on the external facades to protect their
surfaces from the effects of salinity. The control room buildings and substations have two
floors, with reinforced concrete main structure and molded concrete walls.
The Main Substation (FIGURE 2.2.1.1-5) located at T-Oils entrance and the Secondary
Substation (FIGURE 2.2.1.1-6) located at the Central Berth are responsible for the supply
of electric power to the equipment installed along pier platform. They will be supplied at
34.5 kV from the substation located on shore. It should be noted that during the beginning
of the operation, while the onshore substation is not yet operating, the substations will be
powered by generators, as detailed further on in section 2.3.1.
FIGURE 2.2.1.1-5
MAIN SUBSTATION
FIGURE 2.2.1.1-6
SECONDARY SUBSTATION
27
50175-EV-RT001-0
The access control and operations support rooms of each berth are single-story buildings,
i.e. consist solely of the ground floor. FIGURE 2.2.1.1-7 shows these installations.
FIGURE 2.2.1.1-7
OPERATIONAL SUPPORT HOUSE
North berth operating support room
Central berth operating support room
South berth operating support room
T-Oil access & control room
28
50175-EV-RT001-0
2.2.2
Deepening Dredging Project
The current depth (20.50 m) is under approval process by the Brazilian Navy and allows to
serve bulk ships of up to 220,000 DWT (Capesize class) operating iron ore in Ferroport
berths, also located at T1. Regarding oil tankers, the current depth allows navigation and
maneuvering of Suezmax class vessels (120,000 to 170,000 DWT), which correspond to a
medium-size class of oil tankers, though smaller in size in comparison to VLCC (Very Large
Crude Carriers).
Focused on meeting the new operational demands of the T-Oil, mainly to allow for
navigation and mooring of VLCC oil tankers of up to 320,000 DWT, a new dredging
campaign for the T1 access channel deepening and extension is necessary, to achieve the
total depth of 25.00 m. Operating with VLCC tankers in the Au Port makes the State of Rio
de Janeiro able to perform, in sheltered waters, the moored STS operations of international
oil companies (IOC), also attracting other players and service providers of the production
chain of oil and, thus, creating jobs and increased tax collection.
The future conformation will provide a width of 280 m, increasing the width by 50 m
throughout the existing access channel. The conformation of the side slopes will be kept,
with the slope 1V: 6H, and the elevation of dredging will also be of 25.00 m. Note that both
the maneuvering basin and the berth area will not have their dimensions changed, and will
be only subject to the deepening to 25.00 m.
The deepening dredging project considers an area of 7,341,398 m and a total volume of
material to be dredged of 37,507,600 m with 50 % of tolerance. The dredged material will
be disposed in a maritime area, in a polygon of 3.590 km wide by 14.577 km long,
according to FIGURE 2.2.2-1, which shows the Location of Deepening Dredging Project.
29
295000
310000
325000
so
Aces
So Joo
da Barra
SB 0
Colombia
Venezuela Guyana
RR
AP
Ecuador
PA
AM
SB -1
2
CH A
Brazil
RO
CE RN
PB
PE
AL
SE
TO
BA
MT
GO DF
NNE
Bolivia
MG
MS
SP
ES
RJ
PR
Chile
0
SC
Argentina
RS
L
T-OI
Uruguay
So Francisco
de Itabapoana
ES
MG
So Joo
da Barra
RJ
SP
Grussa
Lagoon
1:30.000
7595000
BR-356
7595000
ESS
Peru
Paraguay
SB -22
SB -20
AC
ACC
ORT L
RO P
FER ERMINA
T
IRON
SB -08
BR-356
SB -1
8
SB
-2
MA
PI
SB -06
SB
-0
2
SB -14
SB -16
TURNING
AND DOCKING
BASIN
Campos dos
Goytacazes
LEGEND
Iquipari
Lagoon
-2
SB
8
SB 3
Water body
Flowing Water
SB -16
Turning Basing
Dredging: 10.774.007 m
Distance to Disposal Area 24,9 km
Paved Roads
Unpaved Roads
Municipal district
Initial Access Channel

Distance to Disposal Area 19,5 km
Municipal boundary
Turning Basing
T2 Navigation Canal
Final Access Channel

Distance to Disposal Area 10 km
-32
SB
Initial Access Channel

Final Access Channel
T-OIL
X
Via
6
SB -1
VIA 7
RJ
-2
40
SB
-5
4
1.500
3.000
4.500
6.000
Meters
REFERENCES
Veiga
Lagoon
NOTES
SB
-52
So Joo
da Barra
Campos dos
Goytacazes
Salgada
Lagoon
ATLANTIC OCEAN
-4
SB

37.507.600 m
7580000
X1
T1
VIA X
6
2
-4 VIA
A
VI
7580000
T1
X2
VIA
4
SB -2
SB
T-OIL
Pontos
P1
P2
P3
Au
Lagoon
P4
295000
310000
311305
325882
311305
325882
325000
EMISSO INICIAL
J.U.
02/2016
7581580
7581580

TTULO:
7577990
7577990
DEEPENING DREDGING PROJECT LOCATION MAP

PROJ N.:
50175
PROJ.:
APROV.:
A.N.
DATA:
B.C.
SCALE:
02/16
REV.:
1:150.000
FIGURE 2.2.2-1
R0
50175-EV-RT001-0
To perform the dredging project, the Trailing Suction Hopper Dredger (TSHD) was selected,
exemplified in FIGURE 2.2.2-2, which is self-propelling and can transport dredged material
to the disposal area directly from its lower compartment.
FIGURE 2.2.2-2
TRAILING SUCTION HOPPER DREDGER (TSHD)
Source: Porto do Au, 2015
This equipment does not require vessels to pump the dredged sediment, as it has its own
storage compartment, which has a capacity up to 46,000 m depending on the dredge
model. FIGURE 2.2.2-3 shows the dredging operational cycle with THSD dredgers.
FIGURE 2.2.2-3
DREDGING OPERATIONAL CYCLE
1 - Access Channel
2 - Outward Trip to
3 - Disposal of
4 - Return trip to
and Basins Dredging.
disposal area.
dredged material in
dredging area.
the disposal area.

Source: RAM, 2015.
Regarding fuel consumption, a large TSHD dredger consumes, on average, about 50 to

70 m per operation day of marine fuel oil (MF 380), with an autonomy of 18 days per
fueling cycle. This results in an average of 980,00 m for each refueling cycle. In relation to
the dredging support vessels, the marine fuel oil consumption varies significantly. While the
vessels responsible for the bathymetry consume an average of 200-300 liters of oil per
operating day, the tugs used for crew transportation consume a much higher value, which
can reach up to 1,200 liters per day.
31
50175-EV-RT001-0
It is worth noting that this type of dredger was used in previous dredging, for the installation
of the channel, from the natural depth to 18.50 m, and later to 20.50 m, completed in
October 2015. In these previous dredging activities, the dredgers went to Rio de Janeiro
Port for bunkering, since the Port has a bunker terminal that is duly licensed and has an
Individual Emergency Plan (PEI) for such operations.
The main features of the dredge equipment to be used in this deepening dredging project
are presented in TABLE 2.2.2-1.
TABLE 2.2.2-1
MAIN FEATURES OF THE HOPPER DREDGER TO BE ADOPTED
Main Features
1
Cistern Capacity (m)
20,000
Gross Deadweight (tpb)
33,000
Length (m)
160
Beam (m)
32
Maximum Draught (m)
12
Suction Pipe Work Diameter (mm)
1,200
Total Installed Power (KW)
22,000
Average Fuel Consumption (m/day)
50 to 70
Maximum Speed (knots)
15
10
Average Crew (unit)
40
Source: Adapted from Masterplan, 2015
Additionally, it is important to highlight that the conditions related to the required

maintenance dredging are currently being evaluated and will be submitted to the relevant
environmental agency for approval, in accordance with the applicable legislation.
It is expected that the maintenance dredging will use the same type of equipment (TSHD
dredger), and that the dredged material will be disposed of in the same maritime disposal
area presented in this ESIA.
DREDGING SYSTEM ANALYSIS
Operational analysis of the proposed dredging system, summarized in TABLE 2.2.2-2,
adopted the following assumptions:
Continuous operation of dredges: 24h/day;

Downtime of 5 days/month, considering stops for refueling, adverse weather
conditions, and occasional operational problems;
Traveling speed (full cistern): 6 knots; and
Traveling speed (empty cistern): 10 knots.
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50175-EV-RT001-0
It is important to note that, according to FIGURE 2.2.2-1, the area subject to the deepening
dredging project was divided into three sectors in order to optimize the time to perform the
services. The first sector refers to the area of the turning basin and berth area; the second
to the initial section of the access channel, and the third to the final segment of the access
channel.
TABLE 2.2.2-2
OPERATIONAL ANALYSIS OF DREDGING SYSTEM
Mooring and
Access Channel
Access Channel
Berth area
Part 1
Part 2
Dredging Volume (m)
10,774,007
19,917,456
6,816,138
Cistern Capacity (m)
20,000
20,000
20,000
Filling Percentage (%)
70
70
70
Transported Volume (m)
14,000
14,000
14,000
Full Cycle (h)
5.75
5.1.
Loading (h)
1.5
1.5
1.5
5.2.
Round Trip (h)
3.5
5.3.
Offloading (h)
0.25
0.25
0.25
5.4.
Maneuvers (h)
0.5
0.5
0.5
Cycle/day
Trips/month
Operational Rate (m/month)
Dredging Term (months)
10
Fuel Consumption (m/month)
100
125
150
1,400,000
1,750,000
2,100,000
11
1,650
1,650
1,650
Source: Adapted from Masterplan, 2015
VOLUMES TO BE DREDGED
The dredging volume necessary for the deepening of maritime access is presented in
TABLE 2.2.2-3.
TABLE 2.2.2-3
DEEPENING DREDGING VOLUME ESTIMATE
Volume (m)
Sector
Area (m)
Without tolerance
Sub-total
Sub-total
Sub-total
Turning basin and berth area
1,678,261
10,287,549
11,260,464
10,774,007
Access channel
5,663,137
25,135,777
28,331,410
26,733,594
7,341,398
35,423,326
39,591,874
37,507,600
Total
Source: Adapted from Masterplan, 2015.
33
With tolerance
50% of tolerance
50175-EV-RT001-0
DISPOSAL AREA
The material to be dredged consists mainly of silt, clay and sand, and the disposal of this
material is the same given to the material dredged for the T1 access channel
implementation, i.e., in the disposal area.
As explained before, the selected new disposal area was defined (FIGURE 2.2.2-1) with
approximately 3.590 km wide by 14.577 kilometers long, covering a total area of
approximately 52 million square meters. UTM coordinates of the disposal area polygonal
vertices are also shown in FIGURE 2.2.2-1.
The dredged material must be arranged so as not to provide significant change in the
natural depth of the region, wherein the prediction of elevation of the seabed, according to
the estimated volume of dredging, is less than one meter.
DEEPENING DREDGING PHASE LABORFORCE
An approximate total of 183 employees are expected for the deepening dredging, as per
TABLE 2.2.2-4.
TABLE 2.2.2-4
WORKFORCE QUANTITATIVE - IMPLEMENTATION PHASE
AREA/LOCATION/VESSEL
EFFECTIVE
Dredging Vessels (2 THSD Dredgers)
68
Support Subcontractors (Health, Safety, Environment Teams etc.)
45
Support Team to Dredging Vessels in Au Port
25
Administrative Staff
21
Support Vessels
20
Vessel for Bathymetry
TOTAL
183
Source: Masterplan, 2015.
34
50175-EV-RT001-0
2.2.2.1
Support Facilities and Utilities During Dredging
The dredgers used in the installation dredging to 20.50 m had adequate support facilities to
operate for 24hrs/day, including restrooms, systems for water storage and adequate
collectors, which are colored and identified by name.
The organic waste was finely ground and disposed of into the sea (only when the dredger
was more than 22 km away from the coast) and the hazardous wastes were properly stored
in covered barrels. General solid waste generated on board the dredge was removed,
transported and disposed in accordance with their characteristics. This service was done by
a licensed company.
All waste generated on board was stored for later removal ashore. While on the dredge, the
solid waste collectors were kept covered and protected from wind and rain in a sheltered
location. FIGURE 2.2.2.1-1 illustrates the temporary storage location of the waste after
segregation in specific collectors for paper / cardboard, glass, plastic and organic waste.
FIGURE 2.2.2.1-1
35
50175-EV-RT001-0
The offloading of the other waste generated occurred once a month at the Port of Niteri,
and later the waste was transported by legally licensed companies. Solid waste inventories
generated on board were forwarded to Port Au with all the waste relevant information
under the dredging company responsibility.
For purposes for final disposal logistic due to quantities, the waste from the construction
site and the workshop were grouped with the waste of dredges.
The wastewater was destined to a WCB type biochemical treatment unit and discharged
into the sea (only when the dredger was more than 22 km away from the coast) after the
treatment, according to the guidelines of Annex V of MARPOL 73/78.
2.3
OPERATIONAL PHASE ACTIVITIES
The ship to ship (STS) transfer of crude oil between berthed vessels will be the main
activity at T-Oil in the operational phase.
For a better understanding of the environmental aspects of T-Oil, the key features are
detailed out relating to its operational phase, highlighting the operating installations, STS
operational procedures, estimates and types of equipment used during the transshipment
operations.
It is worth noting that fuel is not expected to be supplied or transferred for own use between
berthed vessels at T-Oil berths in the operational phase of this terminal.
36
50175-EV-RT001-0
2.3.1
STS Operations
2.3.1.1
Support Facilities and Utilities
STS Transshipments will be carried out between berthed vessels, docked in T-Oil berths
and will have the support of the systems, detailed as follows.
WASTEWATER SYSTEM
During the operation phase, the buildings of the control room sector and operating support
rooms located on the berths are served by the domestic wastewater collection system,
which will forward the generated wastewater to 4 local compact Wastewater Treatment
Plants (WWTP).
FIGURE 2.3.1.1-1
Wastewater
Treatment
construction phase
System
in
the Wastewater Treatment Plant completed
After proper treatment, the treated domestic wastewaters, will be launched directly into the
sea, according to what is provided in INEAs guidelines DZ 215 and NT 202, as well as
CONAMA Resolution n 430/2011.
37
50175-EV-RT001-0
DRAINAGE SYSTEM
The drainage system of T-Oil was divided into clean and contaminated storm water
drainage. The clean storm water drainage system will serve the road system and the overall
paved area of the pier. This system is comprised of inclined planes with slopes directed to
the general receiver body (sea).
The contaminated storm water drainage system is comprised of sump tanks located on the
sloped breakwater of the pier and on each one of the berths - FIGURE 2.3.1.1-2. The
contaminated wastewater contained in the sump tank will be removed by a vacuum truck of
a company that is licensed for this activity, without any discharge overboard.
FIGURE 2.3.1.1-2
VIEW OF THE DRAINAGE SYSTEM AT THE BERTHS
Detailed view of the Drainage System on the T-Oil berths
INDUSTRIAL WATER
The industrial water system that supplies T-Oil consists of a water storage tank with a
useful volume of 30m, two pumps (main and reserve BA-107A/B) and a distribution
network that will feed the stations service and utilities.
Water Storage Tank will be replaced/filled by tanker truck and/or barge. Along the entire TOil there are service station water outlets for maintenance and operation.
38
50175-EV-RT001-0
DRINKING WATER
The drinking water system consists of a 13 m water storage tank fed by water trucks or by
barge, two pumps (main and reserve BA-109A/B), and a distribution network. The drinking
water system feeds the control house and operational support houses water reservoirs.
The drinking water will be provided by licensed companies that must submit to Au
Operaes S.A., with the delivery of each water supply, a physicochemical parameter test
report to ensure it meets the water quality and potability standards for human consumption
as established under Brazilian law, Decree 2914/2011, and the WHO guidelines for
drinking-water quality.
Factoring the approximately 50 employees in the operating phase of the T-Oil, and a return
coefficient of 80% (NBR 9649), there is an estimated consumption of 87.5 liters/person/day
based on the contribution of 70 liter/person/day of wastewater, according to INEA guideline
DZ-215.R-4. Therefore an average water consumption of 4.4 m/day can be considered.
VEHICLE TRAFFIC ROUTES
The access to T-Oil pier platform for maintenance is only through the access control
guardhouse only for maintenance, with the supply and emergency vehicles road track
delimited by concrete pre molded curbstones. The free width of this road is 5.30 m,
culminating in a return cul-de-sac with a diameter compatible with the highest turning radios
of the vehicles to be used.
COMPRESSED AIR
The compressed air system will initially consist of temporary compressors with a capacity to
meet the need of the air instrument consumers. The system will have two compressors, air
filters and two drying systems.
Compressed air is used as instrument air in the pressurization of electrical panels and, as
service air at the service stations to power pneumatic tools for maintenance services
(screwdrivers, grinders and scalers).
Instrument air and service air distribution networks and the compressed air tank will be
installed considering the expected total capacity. Instrument air quality to be provided will
be in accordance with standard ISO 8673-1 class 1.4.2 and dew point +3C.
39
50175-EV-RT001-0
ENERGY
T-Oil has a main substation (SE-001) located at the entrance and a secondary substation
(SE-002) located in the Central Berth. The substations will be responsible for supplying
electricity to the equipment installed along T-Oil and will be fed at 34.5 kV from the
substation located on the mainland.
It is worth to note that when T-Oil starts its operations, while there is no electricity available
at the substation located on the mainland, the substations will run off diesel generators.
Generators will be installed in an area specifically designed for this item provided with a
containment basin and protective barriers to contain any leakage.
The main substation will supplied by three generators (GE-001, GE-003 and GE-005).
Generator GE-001, with 450 kVA, and is planned in the original project as an emergency
generator to operate whenever there is a power cut. Generators GE-003 and GE-005, with
1,500 kVA and 1800 kV, respectively, are installed outside the substation, near the pump
station for industrial and drinking water.
A secondary substation will be supplied by two generators (GE-002 and GE-004).
Generator GE-002, with 400 kVA, is planned in the original project as an emergency
generator to operate whenever there is a power cut. Generator GE-004, with 500 kVA, is
installed outside the secondary substation.
The substation building that houses the transformers, control panels and protection,
auxiliary service board, battery chargers, and other equipment needed to distribute and
supply energy to the terminal installations.
Important to note that T-Oil electrical system design was developed in accordance with
ABNT standards for electrical installation designs, especially under standards NBR-14039,
Electrical installations of MT, NBR-5410, electrical installations of BT and all standards
related to these, and follows the regulatory standards of the Ministry of Labor NR-10.
Similarly, electrical installation work should follow those standards.
Lighting System
Because this is an area of environmental protection, the lighting design considered the
criteria set out in the following reference standards:
Ordinance n 11/95 IBAMA/MMA - Lighting Criteria for the remaining sea turtle
breeding areas;
CONAMA Resolution n 10/96 - Environmental Licensing on beaches where sea
turtles spawn;
40
50175-EV-RT001-0
Ordinance n 135/2010 - ICMBio/MMA - Action Plan (PAN) - National Action Plan for
the Preservation of Sea Turtles, instrument governing public policies to preserve sea
turtles in Brazil, carried out by the Chico Mendes Institute to Preserve
Biodiversity/ICMBio.
Street lights are mounted at the height of 6.0 meters with tapered metal posts and other
outdoor lights at a height of 3.0 meters, all tilted at the same angle as the ground, so as not
provide light pollution.
Note that the number of street lights was designed to distribute light uniformly and not to
affect the environment, as required by IBAMA standards and ordinances.
Vessel Berthing Monitoring System - SMA
T-Oil will have a system that allows berthing to be electronically monitored by measuring
the distance and speed of the vessels bow and stern approach to the fenders, from an
approximate distance of 200 m from the berth line.
When operating, each berth will have this system to electronically monitor the vessel
approach from when the tugboats start.
Personnel and Property Security System - ISPS-CODE
This system allows electronic monitoring of access and movement of vehicles and people in
the terminal. Comprising of access/motion control cameras and devices. The system also
includes personnel access control to restricted areas in terminal buildings.
Closed Circuit TV - CCTV
Operational support system by monitoring images in berth and utility areas via mobile
positioning cameras and fixed cameras for operational support, including the control house
and substations.
Fire and Gas Detection System - F&G
The F&G is the security system for the terminal installations and includes gas, smoke and
fire detectors and push button alarms, sound and light beacons, and electronic units of
central and sub-central control.
41
50175-EV-RT001-0
Fire Protection System - FPS

The terminal FPS system will have an individual programmable electronic control panel for
each pump to automatically switch on (motors) the fire-fighting water pumps.
The FPS will be filled with salt water, taken directly from the sea by turbine and Jockey
pumps. The pumps and their peripherals (diesel tank and hypochlorite dosing system) were
installed below T-Oil bridge/ramp. The sodium hypochlorite dosing system will reducing the
effect of scale on underwater parts and pump outlet pipes.
Hydrant and water cannon system
If there is a fire on a docked vessel berthed at T-Oil, the water supply for hydrants and
water cannons will be used to cool the structures and surrounding structures.
A fire fighting hydrant system is installed along the platform pier which is connected to a
permanently pressurized water network. The hydrants are 30.0 m apart, each equipped
with metal cabinet with fire-fighting equipment.
Each berth will have two manual monitoring cannons on metal platforms, and two remote
controlled monitor water cannons.
Manual cannons are installed on platforms 5.95 m high for fire fighting on the pier.
Automatic cannons will be raised (to help fire fighting on vessels). One will be installed on a
26.5 m metal platform and the other on the gangway of each berth.
FOAM SYSTEM
T-Oil has central foam formed by the liquid foam generator pumps (LFG) and the LFG tank.
The center is located near the central berth to ensure that the foam solution reaches the
furthest foam launcher nozzle within approximately 3 minutes as required by NFPA 14.
The fixed foam system consists of foam solution discharge nozzles located around the
berth. The purpose of the fixed foam system is to fight fires in the berth areas.
There will be mobile fire fighting system using mechanical foam for each sump tank on the
pier, and fire-fighting using a portable cart with 3% LFG.
42
50175-EV-RT001-0
BUILDING FIRE DETECTION SYSTEM, SUPPRESSION AND FIRE-FIGHTING

All the buildings that comprise T-Oil (control house, substations, guardhouse and
operational support houses for each berth) will be covered by the FPS.
All the terminal buildings will have maps identifying risks, escape routes, emergency signs,
fire extinguishers, detectors and audible alarms, gas suppression system for FM-200 or
Novec 1230. The operational support facilities and the secondary substation (located in
central berth) will have an eyewash shower.
2.3.1.2
SHIP-TO-SHIP (STS) Operations
The STS modality design for the terminal intends to enable oil transshipments between
berthed vessels by using the existing pumps located on the vessels. The oil will be pumped
from the sending vessel (shuttle tanker) to the receiving vessel (exporter). The FIGURE
2.3.1.2-1 below shows an example of STS oil transfer.
FIGURE 2.3.1.2-1
TRANSFER OF OIL USING NON-RIGID CONNECTIONS BETWEEN VESSEL
MANIFOLDS
It is worth noting that these operations will be carried out between vessels berthed at the
same berth, with oil not being transferred between ships located in different berths or oil
storage tanks at the terminal.
43
50175-EV-RT001-0
Docking, Mooring and Fenders

A STS transshipment system (transfer) of T-Oil was designed to allow simultaneous
operation in the all three berths of the terminal. In north and central berths, the STS
transshipment consist of mooring a large vessel (VLCC) against the pier and vessel the
same size or smaller (Suezmax) to transship this. In the south berth, for reasons of
physically maneuvering, only Suezmax vessels may dock.
The general arrangement of STS mooring and berthing at T-Oil is shown below in FIGURE
2.3.1.2-2.
44
1 - Project Datum: SAD-69

2 - Fenders Design Properties (SCN2000 E2.1)
Energy Absorption: 3904 KNm +/_ 10%
Reaction Force: 3340 KNm +/- 10%
MAX DEF.: 72%
3 - The center of the bolting circle of the quick release hook units are
located 1.8m apart from caisson edge.
4 - Except where indicated otherwise all dimensions are in meter.
5 - Elevations reference to DHN system.
6 - The hooks are to be located at the center of the middle cell out
of the three reinforced concrete to side cells being used to install
de hooks.
7 - Bollards shall be installed along quay side as shown (see balloon 7)
8 - Fender type and placement at beam must be the same for all berths.
9 - Fender panel must rectangular with 4250mm x 4750mm side and equal
in all berths.
10- Bollards shall be located 0,2m apart the quay edge. They shall be
installed over a rectangular foundation with 0,8m(width) x 0,7m (depth)
ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT (ESIA) - T-OIL

LOCATION
STS OPERATION MOORING LAYOUT

50175
FIGURE: 2.3.1.2-2
50175-EV-RT001-0
FIGURE 2.3.1.2-3 shows the possible configurations for berthed ship to ship to transfer
STS oil, noting that the south berth may only dock Suezmax vessels (SUEZ + SUEZ
configuration).
FIGURE 2.3.1.2-3
CONFIGURATION TO BERTH VESSELS IN STS
The main equipment to be used for the STS operation are fenders and charge transfer
hoses. Examples of this type of equipment are shown in FIGURE 2.3.1.2-4.
FIGURE 2.3.1.2-4
FENDERS AND CARGO TRANSFER HOSES
46
50175-EV-RT001-0
The main function of the fenders is to avoid collisions between vessels involved in the
operation. In addition, they can absorb the energy caused by the impact of berthing and are
wide enough to keep a distance between the two vessels preventing contact between them.
Fenders must be arranged to be able to distribute the maximum load impact within the body
parallel to both the vessels involved in the operation. It is important to note that vessels will
be berthed in an area protected from currents and waves, which minimizes the possibility of
collision between the vessels and oil transshipment only occurs within operational limits.
FIGURE 2.3.1.2-5 shows the typical arrangement of the fenders tied to a vessel and
FIGURE 2.3.1.2-6 shows the positioning of two vessels involved in a STS operation with
the fenders between them.
FIGURE 2.3.1.2-5
TYPICAL ARRANGEMENT OF FENDERS
FIGURE 2.3.1.2-6
FLOATING FENDERS BETWEEN VESSELS
47
50175-EV-RT001-0
Regarding cargo transfer hoses, the diameter to be used should be based on the required
transfer flow and size of the manifold.
The STS transfer will be done using three (03) Oil hoses connected to the vessel manifolds
and one (01) vapor return hose. The hoses will be stored in a metal rack with the
appropriate paint.
T-Oil berths will have hose lifting system to support the vessel connections involved in STS
operations, which were considered in the hoses overflow system of 12 inch for the inner
diameter and transfer rates varying from 10m/s to 15m/s.
To support berthing at T-Oil and the ship to ship arrangement, as well as placing floating
fenders and containment barriers, tugs and/or support vessels will be used, as shown in
FIGURE 2.3.1.2-7.
FIGURE 2.3.1.2-7
TUG SETTING FLOATING FENDERS
48
50175-EV-RT001-0
CONTAINMENT BOOMS
When both ships are safely tied-up, and before the beginning of the STS cargo transfer
operation, the containment booms must be put into place.
At that moment, the operating control room of the terminal shall inform the data of the ships
involved, and at which berth they are moored, to the companys base responsible for the oil
spill emergency response. The base shall start the preparations and check the equipment
for the displacement of the auxiliary boat to the support area.
The vessel that will lay the containment boom is exclusive and dedicated to this type of
operation, remaining on operational standby throughout the STS operation, and it may not
be used in another operation.
The laying of the containment boom shall be done after the completion of the mooring of
the export vessel alongside of the offloading vessel.
The containment boom shall be positioned along the port side of the export vessel,
surrounding it, as illustrated in FIGURE 2.3.1.2-8. The containment boom must cover the
full extension of the vessels length, in a way that there is no escape point along it.
FIGURE 2.3.1.2-8
CONTAINMENT BOOMS TO BE INSTALLED BEFORE EACH STS OPERATION
Vessel A
Vessel B
49
50175-EV-RT001-0
VESSEL TRAFFIC SERVICE (VTS)

A vessel traffic service (VTS) is a marine traffic monitoring system, established by harbor or
port authorities, improving safety and efficiency in vessel moves. A Typical VTS systems
use radar, closed-circuit television (CCTV), VHF radiotelephony and automatic identification
system to keep track of vessel movements and provide navigational safety in a limited
geographical area.
The key VTS factors are: a qualified team and the installed technology and information
integration. Among its main devices are the Automatic Identification System (AIS), Radar,
communication systems, and a wave-height measurer, in addition to monitoring cameras.
The Au Port is the first VTS-licensed port in Brazil. The Brazilian Navys Hydrography and
Navigation Authority granted Au Port late in 2015 a license to operate a VTS. The Au
Port is currently the only port in Brazil with this service, placing the enterprise at the highest
level of information control and navigation support, complying with world-class standards.
The service provides information such as location, speed, size, load-draughts, cargo types
and vessel flags. Additionally, Au Port was recently included in the VTS Guide, a global
reference on maritime traffic control systems.
In August 2015, the first class of VTS operators graduated at Au Port. The group, formed
by four Porto do Au associates, finished the course offered by Homem do Mar Foundation
(FHM). Operators were trained to work in vessel control systems at Au Port terminals. The
group took theoretical lessons on maritime traffic management, equipment operation,
emergency procedures, port geography, regulations, Brazilian Navy procedure rules, etc.
They also took practical lessons on simulators installed at the institution. After this stage,
technicians had On-the-Job-Training (OJT), as they learned the particularities of Au Port.
USE OF HARBOR CAPTAIN HARBOR PILOTING
Harbor Captain in Brazil is regulated by the Navigation Safety Act (9.537/1997). The activity
is based on the knowledge of the accidents and characteristic points of the area where it is
developed - sections of the coast, ports, estuaries of rivers, bays, lakes, rivers, terminals
and channels where there is traffic of ships. This service provides greater efficiency and
safety to navigation and ensures protection to society and the preservation of the
environment.
The Harbor Captain is the professional that has experience and technical knowledge in
navigation and conduction and maneuvering of ships, as well as the singularities of the
location, currents and tidal variations, prevailing winds and limitations of the anchoring
points, and the submerged hazards.
50
50175-EV-RT001-0
This professional aids the master of the ship on the safe conduction of the ship in areas that
are restricted to navigation or sensitive to the environment.
In Au Port, the position where the Harbor Captain takes over the control of the ships that
intend to moor on its terminals is given by the following coordinates. (WGS-84) Lat.: 21 50
08,230S and Long.: 040 49 56,710W. FIGURE 2.3.1.2-9 presents the polygonal of the
Harbor Piloting of Au Port, highlighting the access channel to T1 and T-Oil.
FIGURE 2.3.1.2-9
POLYGONAL PILOTING AREA OF AU PORT
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50175-EV-RT001-0
2.3.3
Ship to Ship Operation Procedures
The macro operating sequencing of the STS operation is shown below in TABLE 2.3.3-1,
estimated at an average of 37 hours for each operation. The maximum estimated time for
each STS operation is 48 hours.
TABLE 2.3.3-1
MACRO OPERATIONAL SEQUENCING STS OPERATIONS
Macro Sequence
Berthing (Vessel 1, floating fenders, vessel 2)
Pre-operation (preventive enclosure, operational checklist/safety, meeting,
connection hoses ...)
Estimated Time (h)

3
2
Cargo transfer
26
Post-operation (check volumes, disconnection, remove enclosure)
Unberthing (Vessel 2, floating fenders, vessel 1)
Duration (estimated)
37
Operational Procedure
The STS operation can be divided into five stages: (i) planning the arrival of vessels; (ii)
approach; (iii) docking; (iv) cargo transfer and (v) leaving. During each stage, there are
different specific procedures to be strictly followed by the crew of the vessels and check
lists to be filled out by the head of the STS operation being done.
At the planning stage it is essential to ensure vessels and equipment to be used are fully
compatible, in addition, ensure that weather conditions allow that all stages of the STS
operation can be completed within the safety and navigability parameters.
Line up Planning Arrival of Vessels
The planning of the arrival of ships is performed through the previous scheduling of vessels,
and following the rules of priority and notice of arrival of vessels. On the first day of every
month, the Au Port informs clients about the terminal capacity available and starts
receiving scheduling requests. As of the 9th day, Au Port informs clients about their
monthly schedule and starts organizing the agenda in order to avoid conflicts of dates,
negotiating with the clients when possible conflicts occur. As of the 13th day, Au Port
issues the schedule for the current month, always considering a variation of 48 hours in the
original schedule.
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50175-EV-RT001-0
Approach
After the arrival of the ship and confirmation of readiness for berthing of the 2 ships
involved, the Vessel Acceptance Procedure will be performed, for release, acceptance or
rejection of ships for berthing. In this procedure, all safety aspects of the vessels will be
assessed, including the approval of the berthing, mooring and load transfer plan. The
Operational Control Center for Marine Traffic - CCOTM of Au Port shall monitor all
operational phases, also using the resources of the VTS system.
After approval of all the procedures necessary to ensure the safety of operations, the
procedures for communication between the ships involved in the STS operation will be
defined, once they are ready to proceed with berthing at the Terminal.
At this moment, the harbor captain will proceed to the area in which he boards the vessel
and takes over its maneuvering.
Docking
Berthing will only take place when the 2 (two) ships involved in the operation are released
for operation. The first vessel to start the berthing in the STS process will be the offloading
vessel, which shall berth directly at the mooring berth. The export vessel will be berthed
alongside the first one.
The ship berthing maneuvers shall take into consideration local regulations and risks
inherent to the operation, considering the restrictions and factors, including poor visibility
and weather conditions, informed by the CCOTM of Au Port, as well as the local
maneuvering conditions and involvement of pilots and tugs to help with the maneuvers.
This is when the containment booms are positioned, after berthing and before load transfer.
Cargo Transfer
The planned STS transfer operations will be performed using the ships pumping system,
with non-rigid connections between their manifolds and with the assistance of the pier
support facilities.
The STS transfer operation will be performed using 3 (three) oil hoses connected to the
ships manifolds and 1 (one) vapor return hose. The hoses have a quick-connector system
on the side of the offloading vessel and they will be continuously monitored during the
transfer.
The load transfer shall start slowly, between 500 m/h and 1,000m/h, avoiding a sudden
surge of pressure, allowing the hose to accommodate itself properly. The monitoring of the
transfer pressure will be performed onboard the export vessel throughout the whole transfer
operation.
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Vapor balance system between offloading vessel and export vessel

During STS oil transfer, there is a release of vapor (light fractions) of petroleum, generating
an additional volume of gases to the volume of liquid oil being moved, known as the vapor
evolution effect.
To prevent the release of these hydrocarbons to the environment, the vapor is transferred
from the tanks of the export vessel into the tanks of the offloading vessel, a method used as
an emission control measure. This vapor transfer operation between the vessels involved is
called the vapor balance. In time, the vapor accumulated in the tanks of the offloading
vessel will condense and may be used as fuel.
Vapor balance
The vapor balance operation consists of the displacement of vapors from the tanks of the
export vessel to the tanks of the offloading vessel. The drive force needed to achieve this
transfer comes from the pressure gradient established during transshipment between the
offloading vessel and the export vessel. FIGURE 2.3.3-1 shows the STS oil transfer
flowchart in T-Oil with the vapor balance between the vessels.
FIGURE 2.3.3-1
STS OIL TRANSFER WITH VAPOR BALANCE
It is worth noting that the vapor release nozzles of the offloading and export vessels will be
connected during the STS transshipment using hoses and pressure and safety will all be
monitored by the vessel installations. These connections must meet the requirements of the
OCIMF Recommendation for Oil Tanker Manifold and Associated Equipment and other
organizations that have reference in relation to international best practices such as the
International Safety Guide for Oil Tankers and Terminals (ISGOTT), International Maritime
Organization (IMO), International Maritime Dangerous Goods (IMDG), International Ship
and Port Facility Security (ISPS Code), the Brazilian Navy, as well as the internal port
safety measures.
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The Loading Master shall check if the connections comply with the loading plan validated
during the onboard meeting.
The Operator shall monitor the operating pressure in the hose, using its own checklist,
observing if the operating pressure defined in the onboard meeting is in compliance with the
operation.
Vapor Combustion Unit (VCU)
This project includes the future installation of a system named The JOHN ZINK Marine
Vapor Combustion System (MVCS), designed in accordance with the U.S. Coast Guard
rules and regulations as defined in Title 33, Code of Federal Regulations, Part 154 (33 CFR
154), to condition, transfer and combust the hydrocarbon vapors displaced during the
loading of marine vessels. The systems destruction efficiency will be a minimum of 98
percent, as described in the Performance Guarantee section.
The MVCS consists of four (4) main process units, three (3) Dock Safety Units (DSUs), one
(1) Vapor Blower Unit (VBU), one (1) Vapor Staging Unit (VSU), and one (1) Vapor
Combustion Unit (VCU). The DSUs and VBU are designed to handle two (2) ships loading
simultaneously, while the VCU is designed for a single ship.
The VCU system consists of one (1) enclosed vapor combustor sized to handle the vapors,
including those from a ship at a total rate of 15,792 Nm/h. It will be installed in a
nonhazardous area, located close to the entrance of the terminal. The combustor is a selfsupported vertical stack that uses natural draft to provide combustion through heated air.
John Zink Company guarantees the performance of the proposed vapor combustion unit to
achieve the following criteria in order to minimize GHG emissions during its operation:
98% wt% Hydrocarbon Destruction Efficiency;

NOx will not exceed 0.15 lb/MMBtu using EPA Method 7E (or equivalent);
CO will not exceed 0.20 lb/MMBtu using EPA Method 10 (or equivalent).
Note that although the VCU is not yet installed, the pipelines responsible for the vapor
transport from the berths to the unit, and other support equipment, are already installed on
the terminal.
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FIGURE 2.3.3-2
PIPELINES INSTALLED IN THE T-Oil PIER PLATAFORM
GREY COLOR PIPES WILL BE USED FOR VAPOR TRANSFER FROM THE VESSEL
AT THE BERTHS TO THE VCU
When close to the installation of the VCU, Au Operaes SA will develop new studies
(ESIA, emission dispersion modeling and updated risk assessment) to request the
amendment of the T-Oil Operating License (LO) in order to include the STS operations with
a vapor combustion system. It is noteworthy to mention that this is a common procedure for
the regional environmental agency (INEA), which requires project updates on the impact of
air quality.
Handling and Stowing the hoses
After the end of the operation, the hoses need to be handled with extreme care, following
the procedures below:
a)
b)
c)
d)
e)
f)
Avoid twisting the hoses;

Lift it using a sling passed around its body at one of the ends of the hose, away from
the flange;
NEVER lift a hose using a blind flange as a weight suspension point;
Seek to lay the hose down in the support vessel, using the whole extension of the
deck;
Protect hoses from direct sunlight during stowage (room temperature -29C to
+52C); and
Make sure the maximum temperature of the product does not exceed 82C.
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After the end of the transfer and disconnection of the hoses, the containment booms can be
removed.
Suspension of transshipment operations
The transfer operations shall not be started, and, if started must be interrupted if one of the
conditions listed below exist:
a)
b)
c)
d)
e)
f)
g)
h)
i)
j)
k)
l)
m)
n)
o)
p)
q)
Emergency, in case of a fire or major risk, ships and Terminal must prepare for
disconnection of the hoses;
Failure or loss of communication, the product transfer must be interrupted;
When the movement of the ship is one meter ahead of the Terminals fender system,
one meter along the Pier or the mooring lines are stretched, the ship must prepare to
disconnect the hoses;
When there is failure in the ships inerting system;
Emergency due to high level alarm activated in the ship;
Wind and weather conditions, according to specific procedure of the Port and
Terminal;
Wind: 25 knots (standby for possible interruption of the operation);
Wind: 25 knots, gusts of wind for more than 20 seconds (interrupt operation and drain
hoses);
Wind: 30 knots or higher (disconnect the hoses);
Under extreme wind and weather conditions, the tug boats must be ready and the
Terminal can request the ship to double the mooring lines;
With no wind for more than 30 minutes, product vapors can be formed on the ships
deck, creating a dangerous environment for the operation, which shall be interrupted,
as well as any movement on the ship or in the Terminal, until the situation is normal;
If the ship has received a bomb threat, the Terminal must be notified and actions
must be taken immediately;
If the Terminal receives a bomb threat regarding a specific ship, it must be notified
and actions must be taken immediately;
In case of leakage, the Terminal shall stop operations immediately and proceed with
cleaning, according to what is established in the PEI;
If the Master of the offloading vessel or export vessel considers the operating
conditions of the Terminal unsafe, they must inform the Terminal immediately so it
can take the necessary actions to correct the problems;
If the terminal considers the operating conditions of the offloading or export vessel
unsafe, in blatant disregard of the standards and local rules and these continue
unchanged, the Terminal must stop operations, even without first notifying the ships,
requesting that the unsafe conditions be corrected, only returning to operation when
they have been solved;
The Terminal shall inform the Owner and Master of the ship which presented unsafe
operating conditions with the reasons for interruption of the transshipment operations.
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Procedures for unberthing

The unberthing of the ship alongside shall be performed by the Au Port pilot and he/she
can determine if it will be performed leaving a single mooring line at the bow and another at
the stern.
All unmooring and unberthing maneuvers shall be commanded by the Masters of the ships
involved, and with the assistance of the ports pilot.
The Terminal shall monitor the unmooring of the ship alongside, without interfering with the
purpose of checking the conditions of the floating fenders after the end of the export vessel
unberthing maneuver.
Weather conditions
Regarding the weather conditions to complete a STS operation, the following
considerations must be met:
The transfer will take place between the berthed vessels. Special attention should be
given to put maximum stress on the cable mooring the vessel, because of axial
movements that can be affected by weather conditions;
Weather forecasts should be obtained before and during the STS operation;
During the mooring operation, visibility must be good enough to allow safe
maneuvers, given the navigation requirements and anticollision procedures;
You should pay special attention to thunderstorms. The cargo transfer should be
suspended until it is considered safe to resume operations and;
Wind speed should be monitored continuously to ensure safe operation.
Quantities and Types of Oil to be Transferred

The total capacity of oil transferred in the three (03) berths will be 61.3 million tons per year,
considering the average operational annual transferred is 1,200,000 barrels of oil per day
(bpd).
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3.0
LEGAL FRAMEWORK
This section presents the main Brazilian regulations applicable to the environmental licensing
process of T-Oil. It also presents federal, state, and municipal environmental resources
protection legislation relevant to the project and international guidelines applicable to ports
and terminals. This legal framework study includes identification of critical points necessary
in order to maintain regulatory compliance.
A history of environmental licensing and authorization of T-Oil can also be found in this
section.
3.1
RELEVANT BRAZILIAN SOCIAL AND ENVIRONMENTAL LEGISLATION
First, it is important to clarify that the Brazilian legal system is based on Civil Law tradition.
Thus, the Federal Constitution, in force since 1988, is supreme in Brazil and guarantees the
right to an ecologically balanced environment, imposing upon government and society the
duty to defend and preserve this right for current and future generations. It also establishes
environmental protection as a principle to be enforced. In this regard, all laws and regulations
in Brazil must comply with these constitutional principles.
An important piece of Brazilian environmental legislation is Federal Law No. 6938/81, which
establishes the National Environmental Policy (PNMA) This federal law aims to preserve,
enhance, and restore environmental quality and support socio-economic development in
order to protect national security and human life.
3.1.1
Environmental Licensing
One of the main instruments of Federal Law No. 6.938/81 is environmental licensing. This
licensing is required, as stipulated in Article 10 of Law No. 6.938/8, prior to authorizing
construction, installation, expansion, and operation of activities that may pollute, degrade, or
use environmental resources. Through this process, an environmental authority will identify
whether or not the work or activity to be implemented is feasible from an environmental and
social point of view.
The goal of this law is to avoid, minimize, and/or compensate for, when unavoidable, negative
environmental impacts while maximizing positive physical, biotic, and socio-economic
impacts of the project. The purpose of this instrument is to pursue sustainable development,
based on the compatibility of economic development with environmental protection.
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Article 2, Paragraph I, of Complementary Law No. 140/11 defines environmental licensing as

the administrative procedure for licensing activities or business users of environmental
resources, effectively or potentially polluting, or able, in any form, to cause environmental
degradation. Article 1, Section I, of Resolution No. 237/97 of the National Environment
Council (CONAMA) provides a similar requirement.
As such, a project that conducts potentially polluting activities, like T-Oil, should be subjected
to prior environmental licensing. Indeed, Annex 1 of CONAMA Resolution No. 237/97
presents a list of activities or projects subject to environmental licensing that includes
dredging in water bodies and oil terminals. Likewise, State Decree No. 44.820/14 states
that ports and maritime terminals, dredging, and expansion and maintenance works of
navigation channels are subject to environmental licensing (Article 2, Paragraph 1, Annex 1,
Group 33 Civil Construction).
Given the legal and regulatory provisions and technical standards presented here, it was
clear that environmental licensing would be required for this Project.
-
Environmental Licensing Requirements
Environmental licensing, as a rule, is divided into three phases that demand specific
requirements and culminate in three separate licenses: Preliminary (planning/design phase),
implementation (construction phase), and operation, in accordance with the provisions of
State Decree No. 44820/14 and CONAMA Resolution No. 237/97.
Article 10 of CONAMA Resolution No. 237/97 requires that environmental licensing comply
with the following steps:
Definition by the relevant environmental agency, with participation of the licensee, of

the documents, projects, and environmental studies needed to initiate the
environmental licensing process for the specific license required. In the State of Rio de
Janeiro, documents, projects, and environmental studies will be defined and analyzed
by Rio de Janeiros State Environmental Agency (INEA);
Publicly file an environmental license request by the licensee, accompanied by relevant
documents, projects, and environmental studies;
Analyze documents, projects, environmental studies, and technical inspections, as
necessary, of the relevant environmental agency;
Conduct public hearings, per relevant regulation(s) (e.g., CONAMA Resolution No.
09/87 and, in the State of Rio de Janeiro, State Law No. 1,356/88 and Resolution No.
35/11 of the Environmental State Council [CONEMA]);
Submit requests for clarification and information that arise from public hearings, as
applicable, by the relevant environmental agency. It is possible that requests for
clarifications and additional information may be re-issued if responses are not deemed
satisfactory;
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Issue conclusive technical opinion and, when applicable, a legal opinion from INEAs
Legal Department;
Approve or reject the application for an environmental license (providing the information
publicly as necessary).
As mentioned above, the environmental licensing procedure includes different stages and
licenses. It is important to mention the following, under CONAMA Resolution No. 237/97 and
State Decree No. 44,820/14:
Preliminary License (LP): An administrative act by which the environmental agency, in

the preliminary phase of project planning or activity, approves the location and design,
certifying the environmental feasibility and establishing basic requirements and
conditions to be met in the next stages of implementation. The period of validity will be
at least that established in the plan preparation schedule, programs, and projects, but
with a maximum period of 5 years;
Implementation License (LI): An administrative act by which the environmental agency

authorizes installation of the project or activity according to specifications of the
approved plans, programs, and projects, including environmental control measures and
other conditions. The LI may authorize pre-operation for a period specified in the
license, in order to obtain performance data and the information necessary to support
granting the Operating License. An LI will cover, at least, provisions of the installation
schedule and pre-operation for a maximum of 6 years. Where an LI is granted with an
expiration date that is less than the 6-year maximum, based on the submitted schedule,
the LI period of validity may be extended to the maximum 6 years by licensee request
should they encounter delays. The extension may be granted if there are no
modifications to the original design or existing environmental conditions;
Operation License (LO): An administrative act under which the environmental authority
authorizes operation of the activity or project, after checking the effective fulfillment of
conditions established in previous environmental licenses, as well as the effectiveness
of environmental control measures and other conditions required for operation. An LO
shall be granted for implemented projects and activities, based on survey findings, preoperation tests, or any technical means of dimensioning and efficiency verification of
the environmental control system and implemented mitigation measures. The validity
of this license will be a minimum of 4 years to a maximum of 10 years.
When the project may cause significant environmental impacts, it will be necessary to draft
an Environmental and Social Impact Assessment (ESIA) and an Environmental Impact
Report (RIMA), even if there are other environmental studies under Brazilian environmental
legislation for similar activities or proposed projects that are shown not to cause significant
changes to the environment.
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The submitted ESIA must comply with guidelines that are specifically stated in Article 5 of
CONAMA Resolution No. 01/86 and it must provide the required minimum technical content,
as specified in Article 6 of the same resolution. In addition, the ESIA shall be prepared by a
qualified and independent multidisciplinary team that will include technology and project
location alternatives and address the possibility of not executing the Project.
The study must identify and systematically assess environmental impacts of the installation
and operation of the Project, defining the limits of the geographic area to be directly, or
indirectly, affected by these impacts (the projects area of influence), while clearly articulating
criteria for its identification. This study must also evaluate cumulative and synergistic
properties of the environmental impacts caused by the Project.
The ESIA must recommend and evaluate mitigation measures for negative impacts.
Programs specifying the factors and parameters to be considered must be developed to allow
follow-up and monitoring of the positive and negative impacts of the Project, and develop
programs that compensate for negative impacts where mitigation is not possible and that
maximize positive impacts.
-
Public Consultation Requirements
Article 225, Paragraph 1, Section IV of CF/88, requires completion of the ESIA for
authorization of work or activities that could potentially cause significant environmental
degradation. This section also explicitly requires that the study be made public. Article 261,
Paragraph 1, Item 5 of the State Constitution of Rio de Janeiro provides the same
requirement for public consultation. Requirements for public notice are intended to create
opportunities for public participation in determining the feasibility of the project or licensing
activities.
The location(s), schedule(s), and timing(s) of the studys public availability must be published
in the first section of at least three widely circulated newspapers. The deadline for public
consultation cannot be less than 30 days from the date of publication (Article 5, Paragraphs
1 and 2, of State Law N 1,356/88).
The date of the Public Hearing must be published as relevant notice in the official newspaper
of the State of Rio de Janeiro and in at least three major newspapers throughout the State at
least 15 days before the scheduled date under the title Public Hearing (Article 7 of CONEMA
Resolution N 35/11).
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Materials published in the media and in documents should at a minimum include the
following:
Identification of the licensee;

Name, location, and purpose of the licensing process, the responsible public agency,
and case number;
Location where the ESIA will be available to interested parties;
Date, time, and place of the Public Hearing;
Opportunity to interested parties to register to speak at the public hearing (within 5 days
of the meeting with CECA) to civil authorities during the Public Hearing, whose objective
is to protect the environment and community interests directly or indirectly impacted by
the project (Article 7, Paragraph 6 of Resolution CONEMA N 35/11).
Ten days before the Public Hearing, the licensee should communicate the location, date, and
time of the hearing through communications such as newsletters, banners, and posters
displayed in highly visible public places. The licensee must post notice of the Public Hearing
on their website homepage (Article 7, Paragraphs 1 and 2 of CONEMA Resolution N 35/11).
A public hearing is required by Article 11, Paragraph 2, of CONAMA Resolution N 01/86 to
ensure public participation in the environmental licensing processes. Regulated at the federal
level by CONAMA Resolution N 09/87, this event is intended to allow community members
to examine the content of the RIMA, raise questions and concerns, and make comments and
suggestions, ensuring a participatory process.
Public consultation is required when deemed necessary by the environmental agency or
when requested by a civil authority, the Public Prosecutor, or by 50 or more citizens (Article
2 of CONAMA Resolution N 09/87). In the State of Rio de Janeiro, CONEMA Resolution
N 35/11, supplements the federal regulation and requires a public hearing on the
environmental licensing procedures of all licensed activities subjected to an ESIA. Therefore,
in these cases the discretion of the licensing authority is restricted.
Open participation of individuals and companies interested in the Public Hearing is ensured
by registration and inclusion on the attendance list. Registration must include the participants
full name and legal documentation, including the registrants physical address and, where
applicable, affiliated institution. Written questions will be accepted and requests to speak
during the Public Hearing will be honored, when the required document and written question
submission is provided within the ten day window. Submitted questions should be considered
in the final opinion before granting the environmental license.
Summary record of the Public Hearing will be available 7 days after the Hearing on the INEA
website. Similarly, the digital archive of video, audio, and meeting transcription, without
modification, along with the entrepreneurs legal statement of truth, also will be made
available.
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3.1.2
Planning of Waterway Space and Navigation Security
The project for deepening, enlarging, and expanding T1's navigation channel involves
conducting work in Brazilian jurisdictional waters (AJB). Thus, the project is subject to
provisions of Maritime Authority Standard (NORMAM) N 11, issued by the Directorate of
Marine Ports and Coasts of Brazil.
According to the aforementioned normative act, the Brazilian Navy will assess
implementation of work under, over, and on the shores of the AJB, and issue an opinion
regarding the planning of maritime space and the safety of navigation. NORMAM N 11 will
determine initiation of work in AJB, with prior Brazilian Maritime Authority consultation.
It is important to note that NORMAM N 11 is founded on provisions of Federal Law
N 9537/97, which gives maritime authorities the power to develop rules for conducting work
and dredging under, over, and on the shores of national jurisdiction, as it relates to
navigational waters and safety of navigation, without prejudice toward other competent
authorities (Article 4, Section I, Paragraph h).
It also should be noted that while work is being conducted, vessel traffic must comply with
Federal Law N 9,537/97, which ensures the safety of maritime traffic in waters under national
jurisdiction through its regulations (Federal Decree N 2,596/98), as well as through Federal
Law N 9,432/97, which regulates water transportation.
3.1.3
Individual Emergency Plan: MARPOL N 73/78 and Federal Law N 9966/00
The prevention and control of pollution from ships due to the handling of oil and other harmful
substances in port facilities can contribute significantly to marine environment protection. For
this reason, following the guidance of international agreements, especially the International
Convention for Prevention of Pollution from Ships (MARPOL) and its Protocol of 1978
(MARPOL 73/78), Federal Law N 9,966/00 was approved in Brazil. This law calls for the
prevention, monitoring, and inspection of environmental issues caused by the discharge of
oil and other harmful or dangerous substances into waters under national jurisdiction. The
law applies to national ships and port facilities, in a complementary manner to MARPOL
73/78, as well as to foreign vessels and supporting facilities, while in waters under national
jurisdiction (Art. 1, I and III).
According to Law N 9,966/00, all facilities and port terminals will develop individual
emergency plans (PEI), defined as a set of measures to determine and establish
responsibilities and actions to be taken immediately after a discharge of oil, or damaging or
dangerous substances, that could lead to potential risk, environmental damage, or human
health risk. The aforementioned emergency plans must be submitted for approval by the
relevant environmental agency.
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Currently, the company overseeing T-Oil has already submitted its PEI to INEA for approval
under the LO application that was filed on November 19, 2015.
3.1.4
Summary-Table of Applicable Law
This section describes the main applicable legislation for T-Oil, which is within the scope of
this report.
The primary legal references used for the Project are presented in TABLE 3.1.4-1. Additional
regulations, documentation, protocols, and international best practices guidelines also were
consulted.
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TABLE 3.1.4-1
PRIMARY LEGAL REFERENCES USED FOR THE PROJECT
Parameter
Legislation/Regulation
Description
CONAMA Resolution No. 454. 11/01/2012
Regulates the general guidelines and reference procedures for managing material dredged in waters under national jurisdiction.
Classifies watercourses and stipulates directives for their classification, as well as the conditions and standards for discharging wastewater.
Extends the deadline to complement the wastewater discharge conditions and standards provided in article 44 of Resolution n 357, March 17,
2015, and article 3 of Resolution n 397, April 3, 2008
Wastewater discharge and water
Classifies watercourses and stipulates directives for their classification, as well as the conditions and standards for wastewater discharge.
quality
INEA DZ-1845.R-3
Guidelines for environmental licensing of dredging and the final disposal of dredged material.
CONAMA Resolution No. 420
Establishes soil quality criteria and chemical limit guidelines; provides guidelines for environmental management of areas contaminated by
12/28/2009
chemicals due to human activities.
IFC EHS Guidelines Wastewater and Ambient
This guideline applies to projects that have either direct or indirect discharge of process wastewater, wastewater from utility operations, or storm
Water Quality section 1.3 - 04/30/2007
water to the environment.
Water and Sanitation
IFC EHS Guidelines Water and Sanitation

section 1.1.2 - 12/10/2007
CONAMA Resolution No. 313 10/29/2002
Establishes the Industrial Solid Waste National Inventory.
Establishes guidelines for solid waste generated from health-care services, ports, airports, and railroad and highway terminals.

IFC EHS Guidelines Waste Management
section 1.6 04/30/2007
Solid Waste
A sanitation system contains facilities and services used by households and communities for the safe management of excreta.
Exonerates incineration or any treatment that involves solid waste burning from health-care services, ports, and airports, except for scenarios
controlled by regulation or international agreements.
These guidelines apply to projects that generate, store, or handle waste across a range of industry sectors.
NBR 11174
Establishes guidelines for Waste Class II (non-inert) and Class III (inert) storage.
NBR 12235
Describes conditions for hazardous waste storage.
NBR 14725
Provides instructions for completing material safety data sheets (MSDS).
NBR 13221
Establishes guidelines for waste terrestrial transport.
NBR 10004
Describes solid waste classifications, including hazardous and non-hazardous wastes.
NBR 12808
Establishes the classification of health-care waste.
Establishes a color coding system for different types of waste that is to be used to identify the proper disposal containers and transporter, as well as
information collection campaigns.
Establishes guidelines, criteria, and procedures for construction waste management.
07/05/2002
Atmospheric Emissions and Air

Quality
Establishes air quality, definitions, and standards.
Establishes maximum air emission limits from stationary sources.
Establishes maximum air pollutant emission limits from installed stationary sources or sources that had an installation license required before
12/22/2011
January 02, 2007.
International Finance Corporation - IFC

General EHS Guidelines section 1.1 -
This guideline applies to facilities or projects that generate emissions in,to the air at any stage of the project life cycle.
04/30/2007
Noise
Environmental Education
ABNT NBR 10151
Establishes noise assessment in residential areas, aiming to provide community comfort.
Establishes noise standard criteria due to industrial, commercial, social, or recreational activities.
Establishes guidelines for campaigns, actions, and environmental education projects.

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Parameter
Legislation/Regulation
Description
Environmental Crimes
Federal Law No. 9,605 02/12/1998
Establishes criminal and administrative sanctions for activities and behaviors harmful to the environment.
Rio de Janeiro State Decree No. 41,075.
Defines infrastructure activities needed for Au Port implementation, in So Joo da Barra and Campos dos Goytacazes, as a public utility, for
12/13/2007
intervention in areas of permanent preservation and primary or secondary vegetation undergoing advanced regeneration.
Rio de Janeiro State Decree No. 41,584.
Declares an area located in Municipality of So Joo da Barra as a public utility, for expropriation purposes on behalf of the Industrial Development
12/05/2008
Company of Rio de Janeiro State (CODIN), to establish an industrial district.
Municipal Law No. 035. 07/18/2006
Creates the Au Port Industrial Zone.
Establishes the Sanjoanense Environmental Development Fund (FUNDASSAN).
Establishes the Environmental Policy of So Joo da Barra.
Establishes the District Planning of So Joo da Barra, as well as its macro zoning for areas of special interest.
Expropriation and Zoning
Crude Oil and Petroleum Product
IFC EHS Guidelines for Crude Oil and
Terminal
Petroleum Product Terminals 04/30/2007
Offshore Oil and Gas Development
IFC - EHS Guidelines for Offshore Oil and Gas

Development - 06/05/2015
These EHS Guidelines include information relevant to onshore and offshore petroleum storage terminals receiving and offloading bulk shipments of
crude oil, gasoline, middle distillates, aviation gas, lube oil, residual fuel oil, compressed natural gas (CNG), liquid petroleum gas (LPG), and
specialty products from pipelines, tankers, railcars, and trucks for subsequent commercial distribution.
These EHS Guidelines include information relevant to seismic exploration, exploratory and production drilling, development and production
activities, offshore pipeline operations, offshore transportation, tanker loading and offloading, ancillary and support operations, and
decommissioning. They also address potential onshore impacts that may result from offshore oil and gas activities.
EHS Guidelines for, Ports, Harbors
EHS Guidelines for, Ports, Harbors and
The EHS Guidelines for Ports, Harbors, and Terminals are applicable to commercial ports, harbors, and terminals used for cargo and passenger
and Terminals
Terminals 04/30/2007
transfer.
Threatened Species
The IUCN Red List 2015-version 4
The IUCN Red List is a critical indicator of the health of the worlds biodiversity.
The National List of Brazilian Fauna IBAMA

Soil / Sediment
Federal Ordinance No. 444/2014 12/18/2014

Dutch Target and Intervention Values, 2000 (the
New Dutch List)
Ordinance MTb No. 3,214 06/08/1978
Health and Safety
Biological Diversity
The National List of Brazilian Fauna Endangered Species is one of the most important instruments used by the Brazilian government for biodiversity
conservation, in which species that are threatened are identified.
Soil remediation policy uses intervention values for soil remediation, indicative levels for serious contamination, and target value.
Approves the Regulatory Norms (NRs) from Chapter V, Title II, from the Consolidation of Labor Law, Occupational Safety and Medicine.
Regulatory Standards for Occupational Health
There are 36 Regulatory Norms that apply to OHS (until the completion of this report).
and Safety (OHS)

Law Decree No. 5,452 05/01/1943
Approves the consolidation of Labor Laws.
Law Decree No. 2,519 16/03/1998
Promulgates the Convention on Biological Diversity, signed in Rio de Janeiro on June 5, 1992
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3.2
IFC PERFORMANCE STANDARDS AND EHS GUIDANCE
Concerning the credit facilities and financing to make the projects feasible, the International
Finance Corporation (IFC), a member of the World Bank, is the largest global development
institution serving the private sector in developing countries.
The IFC adopts, in its credit granting policy, eight Performance Standards that provide
guidance on the way to identify and associate measures to avoid, minimize and manage
socio-environmental risks and impacts, to increase the opportunities for sustainable
development.
TABLE 3.2-1 shows the Performance Standards applicable to the Oil-project, considering its
planning, implementation and operation (STS) phases, also including the additional dredging
that will be needed for operations with VLCC-type vessels.
TABLE 3.2-1
IFC PERFORMANCE STANDARDS APPLICABLE TO THE PROJECT
IFC Performance Standards
Description
Performance Standard 1 establishes the importance of:
(i) the integrated assessment to identify the socioenvironmental risks and impacts and the opportunities of
PS1 - Assessment and Management

of Socio-Environmental and Risks
and Impacts
the projects; (ii) the effective engagement of the

community by means of the disclosure of information
related to the project and the consultation with the local
communities on topics that directly affect them; and (iii)
the
management,
by
the
client,
of
the
socio-
environmental performance during the whole life-cycle of

the project.
PS2 Labor and Working
Deals with the protection of the basic rights and working
Conditions
conditions.
Describes an approach, at the level of the project to be
performed, for the efficiency of resources and the
PS3 - Resource Efficiency and

Pollution Prevention
prevention and control of pollution according to the

internationally adopted technologies and practices.
This Standard suggests consultation with the General
and Specific Guidelines on Environment, Health and
Safety (EHS Guidelines), mentioned below.
Covers the responsibility of the client to avoid or reduce
PS4 - Community Health and Safety
the risks and impacts to the health and safety of the

community that may result from activities related to the
project, with special attention to vulnerable groups.
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IFC Performance Standards
Description
PS5 - Acquisition of Land and
Not Triggered
Involuntary Relocation
PS6 - Biodiversity Conservation and
Sustainable Management of Living
Natural Resources
Addresses how the clients may sustainably administer

and reduce the impacts on the biodiversity and the
services of ecosystems throughout the whole life cycle of
the project.
PS7 - Indigenous Peoples
Not Triggered
PS8 Cultural Heritage
Not Triggered
The Guidelines on Environment, Health and Safety (EHS Guidelines) of the World Bank
Group are technical reference documents that bring general and specific examples of good
international practices of the industry.
When one or more members of the World Bank Group are involved in a project, these EHS
Guidelines are applied as required by their respective policies and standards. These industry
sector EHS guidelines are designed to be used together with the General EHS Guidelines
document, which provides guidance to users on common EHS issues potentially applicable
to all industry sectors.
For the project, the following are applicable, in whole or in part:
IFC General Guidelines on the Environment, Health, and Safety (IFC General EHS
Guidelines);
IFC Environment, Health, and Safety Guidelines for Ports, Harbors, and Terminals (IFC
EHS Guidelines for Ports);
IFC Environmental, Health, and Safety Guidelines for Offshore Oil and Gas
Development (IFC EHS Guidelines for Offshore Oil);
IFC Environmental, Health, and Safety Guidelines for Crude Oil and Petroleum Product
Terminals (IFC EHS Guidelines for Oil Terminals).
TABLE 3.2-2 lists the sections present in the IFC Guidelines above that apply to the project.
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TABLE 3.2-2
IFC GUIDELINES THAT APPLY TO THE PROJECT
Sections
IFC Guidelines
IFC General EHS Guidelines section
1.1 Air Emissions and Ambient Air
Quality
Describes the studies that must be carried out to

learn about the air quality, indicating the local
legislation for control and guiding standards of the
World Health Organization.
This section provides additional, specific guidance
on prevention and control of community health and
safety impacts that may occur during new project
4.0 Construction and Decommissioning
development, at the end of the project life-cycle, or

due to expansion or modification of existing project
facilities
Atmospheric
IFC Environmental, Health, and Safety
Describes
Emissions and Air
Guidelines for Offshore Oil and Gas
emissions resulting from offshore activities. Provides
Quality
Development section 1.1.1 Air
instructions about the measures for controlling and
Emissions
reducing fugitive emissions.

Guidelines for Crude Oil and Petroleum
Product Terminals (IFC EHS Guidelines
for
Oil
Terminals)
section
1.1
Environment Air Emissions

IFC - Environmental, Health, and Safety
Guidelines
for
Ports,
Harbors,
and
Terminals section 1.1 Environmental Air emissions
the
main
sources
of
atmospheric
Volatile organic compounds (VOCs) emitted during

crude oil and petroleum product terminal storage
activities have the potential to be significant from
both an environmental and an economic perspective.
Presents strategies for managing the emissions
arising from combustion sources, volatile organic
compounds (VOC) and dust.
Provides information on common techniques for
wastewater management, water conservation, and
IFC
General
EHS
Guidelines
re-use that can be applied to a wide range of industry
Wastewater and Ambient Water Quality
sectors. This guideline is meant to be complemented
section 1.3
by the industry-specific effluent guidelines presented

in the Industry Sector Environmental, Health, and
Wastewater
discharge and water
quality
Safety (EHS) Guidelines.

for
Oil
Terminals)
section
1.1
Environment Wastewater
Development
section
1.1.2
Wastewaters
70
Recommendations for the prevention and control of

process wastewater effluents are discussed.
Recommendations for the treatment of sewage are
discussed in the General EHS Guidelines.
Presents adequate treatment measures for sanitary
and organic wastewater arising from offshore
activities, referring to applicable legal requirements.
50175-EV-RT001-0
Sections
IFC Guidelines
Provides recommendations regarding storm water
Guidelines
and sewage management from port operations, as
for Ports, Harbors, and Terminals
well as sewage, ballast water (e.g. from oil tankers),
section 1.1 Environmental - Wastewater
bilge water, and vessel cleaning.
IFC
General
Hazardous
EHS
Materials
Guidelines
Management
section 1.5
Describes guidelines for the adequate management

of hazardous products.

Hazardous Materials
Covers the storage and transfer of crude oil and oil
for
product terminals.
Oil
Terminals)
section
1.1
Environment Hazardous Materials and

Oil
Guidelines
for
Ports,
Harbors,
and
Terminals section 1.1 Environmental Hazardous
Materials
and
Oil
Provides guidelines for the preparation of Spill

Prevention and Spill Control Planning.
Management
These guidelines apply to projects that generate,
IFC General EHS Guidelines Waste
store, or handle any quantity of waste across a range
Management section 1.6
of industry sectors.
Establishes guidelines for waste management.

facilities

Solid Waste

for
Oil
Terminals)
section
1.1
Describes guidelines for the adequate management

of solid waste in Terminals.
Environment Waste Management

Development section 1.1.3 Waste
Management
Mentions the types of hazardous and non-hazardous

wastes resulting from offshore activities and instructs
on the management of this aspect.
Presents recommendations applicable to the port
Guidelines
facilities for receipt and management of wastes, with
the purpose of meeting their own needs and those of
section
visiting ships and for which the port is designed to
1.1
Environmental
Waste
Management
service
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Sections
Noise
IFC Guidelines
IFC General EHS Guidelines Noise
This section addresses impacts of noise beyond the
section 1.7
property boundary of the facilities.
Presents prevention and control measures for sound
Guidelines
impacts resulting from port activities, such as cargo
handling, vehicular traffic, and loading / unloading
section 1.1 Environmental - Noise
containers and ships.


facilities
IFC
General
EHS
Guidelines
This section provides guidance and examples of
Occupational Health and Safety section
reasonable precautions to implement in managing
2.0
principal risks to occupational health and safety.

for Oil Terminals) section 1.2
Occupational Health and Safety
Occupational health and safety issues associated

with crude oil and petroleum product terminals
primarily include the following:
Chemical hazards
Fire and explosions
Confined spaces

Occupational health and safety performance should
be
for Oil Terminals) 2.0 - Performance
exposure guidelines,
evaluated
against internationally published
Indicators and Monitoring

Occupational Health
and Safety

Development
Covers requirements for the preparation of plans to
section 1.1.7 Spill Response Planning
prevent and control spills, prevent and control fire
section 1.2 Occupational Health and
and
Safety
emergencies.
section
1.2.1
Fire
and
Explosion
explosion,
preparation
and
response
to
Describes health and safety requirements applicable
Prevention and Control
to offshore activities and to the community. Deals
section 1.2.6 Ship Collision
with the navigability of the vessels with the purpose
section 1.2.8 Emergency Preparedness
of avoiding collisions.
and Response
section 1.3 Community Health and Safety
Describes occupational health and safety issues
Guidelines
relevant to port operations primarily including
physical
section 1.2 Occupational Health and
spaces, exposure to organic and inorganic dust and
Safety
exposure to noise.
72
hazards,
chemical
hazards,
confined
50175-EV-RT001-0
Sections
IFC Guidelines
This section complements the guidance provided in
the preceding environmental and occupational health
IFC
General
EHS
Guidelines
and safety sections, specifically addressing some
Community Health and Safety section
aspects of project activities taking place outside of
3.0
the traditional project boundaries, but nonetheless

related to the project operations, as may be
applicable on a project basis.

Community Health
and Safety

for Oil Terminals) section 1.3
Community health and safety issues associated with

the operation of terminal facilities.
Community Health and Safety

Describes the need for implementation of a Safety
Management System (SMS) able to effectively
Guidelines
for
Ports,
Harbors,
and
Terminals section 1.3 Community

Health and Safety
identify and correct unsafe conditions, which should

include procedures to regulate the safe movement of
vessels
within
the
harbor
(including
pilotage
procedures), protect the general public from dangers

arising from marine activities at the harbor, and
prevent events that may result in injury to workers,
the public, or the environment.

Dredged Materials
Guidelines
for
Ports,
Harbors,
and
Terminals section 1.1 Environmental -
Covers guidelines for the preparation of a Marine

Dredging Management Plan.
Dredged Materials Management
3.3
HISTORY OF ENVIRONMENTAL LICENSING AND AUTHORIZATION
As previously explained, Brazilian law requires that in order to receive authorization for the
construction, installation and operation of projects or activities that use environmental
resources considered as effectively and potentially polluting, as well as capable, in some
way, of causing environmental degradation, they must first undergo a procedure to assess
potential environmental impacts, called environmental licensing, as stipulated in Article 10 of
Law N 6938/81. The objective of this section is to provide the history of the project
environmental licensing process.
It is important to mention that currently, T-Oils environmental licenses are in the name of
Porto do Au Operaes, a company controlled by Prumo, from the same holding company
of Au Petrleo, due to the recent constitution of the aforementioned company. However,
such environmental licenses will have their ownership transferred to Au Petrleo, in
compliance with Brazilian environmental legislation.
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3.3.1
T-Oil Environmental Licensing
In 2009, the process of environmental licensing began for the project called Logistics Yard,
mainly focusing on meeting the needs of cargo handling for projects to be installed at the Au
Port Industrial Complex, as well as other customers in Brazil.
T-Oil is part of the Logistics Yard offshore installations, authorized to operate under
Installation License (LI) No. IN001099 issued by INEA in Process No. E-07/505928/2009.
On 07/18/2014, Porto do Au Operaes S.A. filed a request to add the following activities in
the Installation License: oil-handling activity between berthed vessels at T-Oil offshore
terminal installations, as well as transshipment operations (STS).
The inclusion of these activities was justified by the prospect of meeting the needs of the
current oil market, which requires establishing more efficient and less costly supply chains. It
is worth mentioning that the requested inclusions didnt change the potential pollution affects
of the Project, the scope of the main activity or mischaracterize the licensed project
(according to article 22, paragraph 1, item VII of State Decree No. 44820 of June 2, 2014).
For this reason, INEA required the submission of a Technical Adequacy Report with details
of transshipment activities for analysis, following the provisions of Article 22, paragraph 1,
item VII, of State Decree N 44,820/14.
For the analysis of the requested inclusion, three favorable opinions were issued by INEA
about the following subjects: (i) technological environmental risk, (ii) emergency plan and (iii)
compliance with environmental license requirements. Continuing, after a positive assessment
by the INEA technical department, the request was forwarded to the State Commission for
Environmental Control (CECA).
Then, CECA approved and issued Installation License (LI) No. IN030949 on June 22, 2015.
This LI renewed LI No. IN001099/09 and DA No. AVB001006, consolidated the activities
authorized to implement T-Oil and included: (i) oil handling activity between berthed vessels
and (ii) transshipment operation, whereby oil is transferred from one ship to another, also
known as ship-to-ship activity (STS).
Based on LI No. IN030949, civil works are being implemented, necessary for berths and other
support facilities, in order to support the oil transshipment activities.
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3.3.2
Dredging Environmental Licensing
Dredging Installation License No. FE015170 was issued by FEEMA (currently INEA), on
12/10/2008. The dredging was licensed by the environmental agency to a depth of 21.00 m,
but was initially carried out to a depth of 18.50 m, which is the depth currently approved by
the Brazilian Navy.
On March 2010, dredging began at a depth of 18.50 m to the licensed depth of 20.5 m. This
dredging included the depth of the maritime access channel, the turning basin and the T1
berth area and was completed in October 2015. It is worth noting that the current depth, 20,5m is in the approval process by the Brazilian Navy.
On 06/02/2015, the deepening dredging environmental licensing request, which is one of the
subprojects of T-Oil, was filed in INEA by process N. E-07/002.1601/2015. This deepening
dredging request includes the deepening and extension of the channel access, turning basin
and berth area.
On 30/09/2015, INEA issued technical notice CEAM/DILAM No. 16/2015 in order for the
licensee to prepare the ESIA. Next in the environmental licensing process, after the ESIA
had been filed, a Public Hearing was held on January 27, 2016 in the Municipality of So
Joo da Barra/RJ.
Currently, Porto de Au Operaes S.A. is waiting for the Preliminary License (LP), which
certifies the environmental and locational feasibility of the Project, to be issued by
INEA/CECA.
3.3.3
Public Consultations
This item summarizes the public hearings held as part of the environmental licensing process
of T-Oil:
ESIA of the Au Port Terminal - currently T1/Ferroport Iron Ore Terminal (Cal, 2006);
ESIA of Logistics Yard (ECOLOGUS, 2008);
ESIA of deepening dredging project (MASTERPLAN, 2015).
TABLE 3.3.3-1 lists the public hearings held for the projects listed above.
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TABLE 3.3.3-1
PUBLIC HEARING HELDS FOR AU PORT T1 & THE T-Oil
Items
ESIA Ferroport (Cal, 2006)
ESIA Logistics Yard (Ecologus, 2008)
ESIA Deepening Dredging Project

(Masterplan, 2015);
Au Port expansion, including storage yard for bulk

solids, ornamental stones, steel products, containers,
fuel and lubricants, supporting infrastructure (main
Construction works of a port terminal,
PROJECT
dredging the turning basin, opening the
COMPONENTS
access channel and landfill to implement

the retroport called Au Port.
gates, administrative buildings, access routes and

cargo distribution, drainage, fire systems , water
supply, electricity, storm water treatment system,
sewage and oily wastewater), support units
(business center, training center, building for
Deepening dredging project execution,

widening and extending the current
maritime access to T-Oil, in addition to
licensing a new waste disposal area.
governmental agencies, building maintenance,

changing rooms, hotel and heliport) drainage system
for dredging and retroport area.
LOCATION
DATES
N OF
PARTICIPANTS
SESC Mineiro/Grussa (Quiosco Hall)
Glaydes Teixeira, No. 233, So Joo da
Rua Antnio Gonalves Carvalho, s/n Grussa
Barra RJ
So Joo da Barra - RJ
12/12/2006
18/06/2009
27/01/2016
313
200
308
Au Port Project
Au Port and Logistics Yard Project
TOPICS AND
ISSUES
Municipal Stadium Manoel Jos Viana
Cine Teatro So Joo, on Rua Professor
DISCUSSED
76
de S
Rua Quintino Bocaiva, No. 335
So Joo da Barra, RJ
Dredging project, disposal areas,

coastal erosion
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4.0
BASELINE: ENVIRONMENTAL AND SOCIAL CONDITIONS
4.1
PHYSICAL COMPONENT
4.1.1
Component Description
The following subsection presents the baseline of the physical environment of the study
area for the construction and operation of the Project. Information is provided about the
area of study in relation to climate, geological, geomorphological, and oceanographic
characteristics, as well as coastal hydrodynamics.
4.1.2
a)
Baseline Physical Conditions

Climate
According to surveys of active meteorological systems in the northeastern part of the state
of Rio de Janeiro (where the municipality of So Joo da Barra is located), the region is
influenced by frontal systems and ZCAS-Zona de Convergncia do Atlntico Sul (ZCAS
[South Atlantic Convergence Zone]).
The municipality of So Joo da Barra is classified as dry tropical, with average annual
temperatures of 23 to 25 degrees Celsius (C), with average annual rainfall of between 800
and 1,000 (mm), and average accumulated Piche evaporation of 1,403 mm. Its annual
water deficit is 300 to 500 mm, that is to say, the evaporation is greater than the
precipitation.
According to Kppens general classification, the region is classified as Aw, which means a
hot and humid tropical climate with a dry winter and where the temperature of the warmest
month is above 22 C, which corroborates the definition of bioclimatic domains previously
mentioned.
The following data are from the Meteorological Station of Campos dos Goytacazes, which
is located approximately 33 kilometers (km) from the study area. The data analyzed cover
the period from 2000 to 2014.
Rainfall
The study area has an average rainfall of 1,000 mm and has an average of 110 rainy days
per year. The winter season (that is, June to August) is considered the dry season, having
rainfall below 45 mm while summer (that is, November to January) is the rainy season,
averaging above 150 mm of rainfall (INMET, 2014).
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FIGURE 4.1.2-1
AVERAGE RAINFALL FOR THE METEOROLOGICAL STATION OF
(Source: INMET, 2014)
Temperature
The average maximum temperature, average temperature, and minimum temperature

range between 20.9 C and 29.9 C, and the annual average temperature equals 24.5 C.
When analyzing these averages per month, it can be seen that the average maximum (27.3
C) occurred in February and the average minimum (17.7 C) occurred in July (INMET,
2014).
FIGURE 4.1.2-2
AVERAGE TEMPERATURE FOR THE METEOROLOGICAL STATION OF
Source: INMET, 2014.
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Relative Humidity
The average relative humidity usually ranges from between 74 and 77 percent, averaging
around 76 percent over the years analyzed. It can be observed that the months of
February, September, and October had the lowest values, while the months from April to
July showed the highest values (INMET, 2014).
FIGURE 4.1.2-3
AVERAGE RELATIVE HUMIDITY (%) FOR THE METEOROLOGICAL STATION OF
Source: INMET, 2014
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Evaporation
The average accumulated Piche evaporation is 1,403 mm, with annual variation between
1,100 and 1,700 mm (INMET, 2014). Data analysis identified that the month with the least
evaporation is June (1,113 mm), while February presents the largest amount of evaporation
(1,703 mm).
FIGURE 4.1.2-4
AVERAGE PICHE EVAPORATION (MM) FOR THE METEOROLOGICAL STATION OF
Source: INMET, 2014. Period from 2000 to 2014.
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Wind Direction and Speed
To analyze the variability of winds, data from Meteorological Station of Au Port Station,
installed near the study area for the period 2013-2014 were used and data from the MPX
Station, for the period 2007-2009 (TETRA TECH, 2015) were used.
FIGURE 4.1.2-5 shows the location of consulted Stations.
FIGURE 4.1.2-5
LOCATION OF CONSULTED STATIONS
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The analysis resulting from the MPX Station data is shown in FIGURE 4.1.2-6. This
analysis shows predominant winds are from the northeast sector, with the majority incoming
from the following directions: northeast (NE), north-northeast (NNE), and east-northeast
(ENE). (Tetra Tech, 2015).
FIGURE 4.1.2-6
COMPASS ROSE OF MPX STATION
Source: Monitoring Station Ecosoft. 2009 [Masterplan, 2015]. Data for the period November [2007]
to August [2009].
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The monitoring data at Au Port performed by COPPETEC Foundation consist of statistics

from a station installed on the Terminal 1 access bridge, and these data indicate that the
most frequent winds are from the NE and sub-collateral points ENE and NNE and occur
mainly in classes 5 to 8 and 8 to 11 m/s. The winds from the other directions were also
reported as very low occurrence (FIGURE 4.1.2-7).
FIGURE 4.1.2-7
COMPASS ROSE OF STATISTICS FOR THE DIRECTIONAL ANNUAL PATTERNS OF
THE WINDS IN THE REGION OF TERMINAL 1: (A) PERIOD FROM JULY (2012) TO
JUNE (2013)
Source: COPPETEC Foundation, 2014.
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b)
Air Quality
For the air quality study, the results from two monitoring programs, performed in the project
region by the company JCMT Comrcio e Tecnologia Ltda (JCTM) were used. These
programs were performed monitoring at three measurement points, as observed in FIGURE
4.1.2-8.
FIGURE 4.1.2-8
LOCATION OF AIR QUALITY MONITORING STATIONS IN THE STUDY AREA
Source: Google Earth, 2016
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The air quality monitoring programs inform and facilitate control and mitigation activities to
minimize impacts that result from port activities. These programs present the results of the
monitoring stations of gua Preta, Prumo Station, and Barra do Au (JCTM, 2015 and
Masterplan, 2015).
In these programs, the parameters of Total Suspended Particles (PTS) and Inhaled
Particles (PM10) were monitored.
For the purpose of ensuring sample representation, measurements were performed every
hour for 24 hours continuously. Methodological aspects (such as the air quality
classification) followed the criteria established by current legislation (Conselho Nacional do
Meio Ambiente [CONAMA] Resolution No. 03/90) and IFC Air Quality Guidelines.
The sampling results of inhalable PM10 measured in the monitoring presented in FIGURE
4.1.2-9 and FIGURE 4.1.2-10 (JCTM, 2015), shows the average of PM10 by month at all
three stations.
FIGURE 4.1.2-9
PM10 - AVERAGE 24 HOURS/MONTH (g/m)
Source: JCTM, 2015
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FIGURE 4.1.2-10
PM10 - AVERAGE ANNUAL (g/m)
Source: JCTM, 2015
The results showed concentrations below 50 g/m in a 24-hour period, meeting the
Conama and IFC reference limits. The average annual concentrations of the stations were
20.35, 23.85 and 22.45 g/m, respectively in gua Preta, Barra do Au and Prumo
stations, in accordance with the Conama values and consistent with the limit established by
IFC Guideline of 20 g/m. We highlight that the particulate material (PM10) in the projects
area originates, mainly, from movement of earth in construction works, vehicle traffic on
rural roads and strong wind effects on exposed soil.
However, we considered the guidelines of the World Health Organization (WHO Air Quality
Guidelines Global Update 2005). WHO air quality guidelines (AQG) are based on scientific
studies performed in Europe, regarding the accumulated evidence of the effect on health.
However, the standards are presented as a guide, since the adoption of such standards as
the legal standard must come from each public policy, through scientific studies, as
mentioned in the Preface of the official document:
"WHO
recommended
benchmarks
recognize
the
heterogeneity, and in particular, recognize that when
formulating policy objectives, governments must consider
their own local circumstances carefully before adopting the
guidelines directly as a legal basis."
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Furthermore, considering local differences in air quality, WHO recommends interim

concentration targets (IT - target interim) in order to categorize results through gradual
reductions in health risks caused by air pollution. These targets stipulate percentages of
susceptibility to mortality of the population in relation to the benchmark due to higher
concentrations occurring. TABLE 4.1.2-1 shows WHO interim concentrations. It is noted
that the results of the annual average PM10 of study stations fall in interim range 3 (IT-3)
which has a limit of 30 mg/m.
TABLE 4.1.2-1
PARTICULATE MATERIAL (PM10) - LONG-TERM CONCENTRATION
RECOMMENDED BY WHO
Annual Average Concentration
PM10 (g/m)
IT-1
70
IT-2
50
IT-3
30
AQG
20
IT-1: 15% increase in long-term mortality - in relation to AQG

IT-2: These levels alleviate the risk of premature mortality to about 6% (2-11%) in relation to the IT-1 level
IT-3: These levels decrease the risk of premature mortality to about 6% (2-11%) in relation to the IT-2 level
The parameter of Total Suspended Particles (PTS) has no benchmark for the IFC, and,
therefore, it is only compared to the CONAMA Resolution No. 03/90, which has primary and
secondary standards of air quality, as follows:
Primary Standard: average concentration of 24 (twenty-four) hours of 240 g/m, (two

hundred and forty), which must not be exceeded more than once a year.
Secondary Standard: average concentration of 24 (twenty-four) hours of 150 g/m, (one

hundred and fifty), which must not be exceeded more than once a year.
Primary standards are the pollutant concentrations, which, if exceeded, may affect the
health of the population. Secondary standards are the pollutant concentrations, below
which levels, a minimum adverse effect is predicted on the well-being of the population, as
well as minimum damage to fauna, flora, materials and overall environment.
For the period assessed, the highest average concentration of 24 hours of PTS registered
was 140 g/m, in the months of January and February, 2015. Below the air quality
secondary standards.
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The results of the monitoring programs carried out by JCTM during the year of 2015
indicated that, for PTS and PM10 parameters, none exceeded the primary and secondary
standards of air quality referred to in CONAMA Resolution no. 03/90. However, the PM10
parameter exceeded by about 20% the IFC benchmark (20 g/m) for the annual average,
matching the interim concentration limit 3 (IT-3) of WHO.
It is noted that the parameters of sulfur dioxide (SO2), ozone (O3), nitrogen dioxide (NO2),
and particulate matter PM2.5, are not currently being monitored. Only the monitoring
performed in 2008, in gua Preta Station, shows these data (TABLE 4.1.2-2).
TABLE 4.1.2-2
AIR QUALITY MONITORING AT GUA PRETA STATION (2008 RESULTS)
SO2 (g/m)
gua Preta Station
IFC Guideline
Conama 03/90
20 g/m - 24 hours
100 g/m - 24 hours
15.9 g/m - 24 hours
2008 Results
40 g/m - 1 year
5.1 g/m - 1 year
500 g/m - 10 minutes
200 g/m - 1 hour
190 g/m - 1 hour
39.9 g/m - 1 hour
40 g/m - 1 year
100 g/m - 1 year
4.8 g/m - 1 year
100 g/m - 8 hours
160 g/m - 1 hour
101.4 g/m - 1 hour
NO2 (g/m)
O3 (g/m)
Source: Ecologus, 2008
It is noted that the SO2 and O3 parameters show some results in a period distinct from
those given by IFC, but for periods where it is possible to perform the comparison, the
parameters did not exceed the limits established by the IFC and CONAMA Resolution
03/90.
c)
Geology and Geomorphology
The study area consists of three large, well-defined, geomorphological provinces (MARTIN
et al., 1993): Mountain Region, Tertiary Trays, and Quaternary Plain (FIGURE 4.1.2-11).
These provinces are associated with rocks of the Precambrian basement, sedimentary
deposits of the Barreiras Formation, and sediments of the coastal plain of the Paraba do
Sul River, respectively.
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FIGURE 4.1.2-11
MAP OF GEOMORPHOLOGICAL UNITS OF THE STUDY AREA
(MODIFIED FROM CPRM, 2001)
Source: Au Port ESIA (adapted)
In the projects region, there are only quarterly sedimentary deposits, represented by
lagoon, marine, beach and/or wind deposits, with a succession of spit (resting) areas,
resulting from the stacking of crests of coastal shoestring sand of marine and fluvial origin.
The region is characterized by a wavy micro relief, marked by the alternation of parallel
sand crests (old beach lines) with swampy depressions, with a topographic amplitude of
five (5) meters and slope lower than 6%.FIGURE 4.1.2-12 illustrates the wavy micro relief
and plain topography.
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FIGURE 4.1.2-12
AERIAL PHOTO OF THE T-OIL REGION
The study area is within the Campos Basin, located off the coast of Rio de Janeiro, on the
southeastern Brazilian coast. The stratigraphy of the Campos Basin relates to the evolution
and sedimentation of the southeastern continental margin.
The continental shelf of the Campos Basin presents a general increase in the width and
break depth from its northern border to the coast of Maca. At this point, it begins to narrow
until it reaches Cabo Frio.
On the platform region between Cabo de So Tom and Itabapoana gentle slopes and
bathymetric contours are observed that follow the coastline and extend until they reach the
shelf break. Close to the delta of the river Paraba do Sul, these contours assume convex
or positive forms, as well as features that stand out in the terrain as the kink fold of the
Cabo de So Tom.
In terms of surface sedimentary cover, the inner and middle shelf (adjacent to the coastal
plain of the river Paraba do Sul) is characterized by the dominance of sandy sediments,
while the external platform features a predominance of carbonate sedimentation (FIGURE
4.1.2-13).
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FIGURE 4.1.2-13
SEDIMENTARY FACIES OF THE MARINE PLATFORM
d)
Quality of Water Marine
To diagnose the quality of marine waters, the studies and environmental programs from the
last 10 years in the development region were consulted, highlighting the studies from CAL
(2006), started before the dredging activities in the region, Ecologus (2010-2015), and
Masterplan (2015).
FIGURE 4.1.2-14, presents the location of water sampling points for the environmental
studies and monitoring programs performed in the area.
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FIGURE 4.1.2-14
LOCATION OF MONITORING POINTS
The purpose of the studies carried out in the area was to analyze the environmental quality
of the marine water, in consonance with CONAMA Resolution no. 357/2005 which indicates
that the classification of hydric bodies must be based not necessarily in the current state,
but in the quality levels that it should have to meet the community needs. Article 2 of this
Resolution also mentions in its Subsection XX that classification is the setting of a target or
objective for water quality (class) to be mandatorily reached or kept in a segment of water
body, according to its main intended use over time.
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In the area studied, the water qualifies as class 1, and may be used for:
a)
b)
c)
primary contact recreation, e.g. swimming activities, water skiing and scuba diving;
protection of aquatic communities; and
aquaculture and fishing activity.
In these 10 years of monitoring, it has been observed that the region is significantly
influenced by the disemboguing of the Paraba do Sul river into the sea, located 13 miles
from T1, presenting, even with no dredging activity, a high level of turbidity and nutrients
above the limits established by CONAMA 357/05. This fact is evidenced by PHOTOS 4.1.21 and 4.1.2-2, showing the situation of waters during the dredging works (January) and 4
months after the end of any dredging activity (February/2016), where the concentration of
solids in water can be observed in both situations.
PHOTO 4.1.2-1: Concentration of Sediments in the Water During Dredging Jan/2015. T1 is in

the center of the Photo
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PHOTO 4.1.2-2: Concentration of Sediments in the Water - With no Dredging for 3 months Feb/2016. T1 is in the center of the photo.
It is important to highlight that the increase in the concentration of sediments in suspension

is directly related to the rainy period in the region (November to March), when there is an
increase in the contribution of fluvial sediments coming from continental draining. Also, it is
already influenced by the dredging activities, which occurred from October 2008 to October
2015, which suspended sediments in the water column.
Other parameters which were above the limits established by CONAMA Resolution 357/05,
such as phosphorus, nitrate, coliforms, total organic carbon (TOC), also originate mainly
from the disemboguing of the Paraiba do Sul river, which receives industrial and domestic
wastewater along its stretch, until it reaches the sea, influencing the environmental quality
of these waters. It is emphasized that this analysis has already been observed in
campaigns performed in the years 2006 and 2008 (before the start of the Au Port
dredging), where high levels of nutrients and coliforms were observed in some of the
sampled points,
It is highlighted that some parameters were observed in divergence with the values
established by CONAMA Resolution 357/05, however they were not constant throughout
the studies and monitoring programs.
Considering the results obtained over the last 10 years, it is valid to assert that, in spite of
some parameters being recorded above the reference values of CONAMA Resolution no.
357/05, the water shows a good environmental quality, not diverging much from what was
observed before the beginning of the Port implementation in the year 2006/2008.
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e)
Characterization of Sediment
For the analysis of sediment quality, data from the sediment samples were collected along
the access channel, in the turning basin, and in the disposal area intended for dredged
material (Masterplan, 2015), as shown in FIGURE 4.1.2-15.
FIGURE 4.1.2-15
SAMPLING GRID OF SEDIMENT COLLECTIONS IN
ACCESS CHANNEL TO TERMINAL 1
Source: PHMAR, 2015 (adapted)

Note: red points correspond to the location of areas where tributyltin was analyzed
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The characterization of the environmental quality of the dredged material was performed by
analyzing 100 sediment samples collected at sampling points distributed over the channel
area. A composite sampling strategy was used by establishing 50 Dredge Material
Management Units (DMMUs) FIGURE 4.1.2-16. Each DMMU is defined by a four-corer
sampling method that produces two composite samples each: one from the surface layer
(up to 1 m deep), and another from the bottom layer of each sample.
FIGURE 4.1.2-16
EXAMPLES OF SAMPLE AREAS OF DREDGE MATERIAL MANAGEMENT UNITS
(DMMUs) PERFORMED IN THE ACCESS CHANNEL
Source: PHMAR, 2015
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An additional five samples of surface sediments were collected from the dredged material
disposal area.
Samples were collected and analyzed in accordance with Conama Resolution no.
454/2012, which sets out two contamination levels of the material to be dredged:
level 1: threshold below which there is less likelihood of adverse effects to biota;
level 2: threshold above which there is more likelihood of adverse effects to biota.
The concentrations observed between levels 1 and 2 represent a gradual increase in the
probability of adverse effects to biota. Between levels 1 and 2, there is no greater statistical
uncertainty than found below level 1 or above level 2. Because of this, the CONAMA
resolution determines the need for ecotoxicological testing of samples where the
concentration exceeds level 1 regarding substances with a greater potential toxicity to
aquatic life:
Art. 12. "ecotoxicity tests should be performed in accodance
with the third requirement of the Annex of this resolution, for
disposal in waters under national jurisdiction regarding material
to be dredged, to indicate the occurrence of the following
conditions listed:I - the concentration of PAHs in Group A,
arsenic, cadmium, lead or mercury is higher than the level 1; ...
"
Additionally, the results were compared with the standards provided by the Dutch Water Act
(2010) - Annex C: Intervention Values for Sediment.
Granulometry
Regarding the granulometry, the sediments of the channel area were classified as Sandy
Mud in 42.59 % of the surface samples, and 57.44 % of background samples. Only 29.62
percent of the surface samples and 14.89 % of the deep samples were classified as Sandy
Mud.
From this data it is possible to see that the sedimentary material that makes up the bottom
of the area to be dredged farther from the coast has a predominantly sandy texture, while in
the material to be dredged in the area closest to the coast - especially that of the turning
basin and berth area of the terminal - the sandy fraction has decreased its contribution in
the sedimentary matrix, giving way to a silty fraction of sediment. That is to say, at the
farthest area from the coast, the predominant texture pattern is thicker, with some fine
contribution, and, as it approaches the shore, this pattern is inversed with the reduction of
the sandy fraction and increase of the fine fraction, mainly silt (FIGURE 4.1.2-17).
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FIGURE 4.1.2-17
GRANULOMETRY OF SEDIMENTS OF THE CHANNEL AREA
Source: Masterplan, 2015
The bathymetric analysis showed that the seabed is fairly flat, consisting of unconsolidated
sediments, and without the presence of rock or coral reefs.
Nutrient Concentration
For Total Organic Carbon parameters and nutrient analysis, results were compared with the
guidance values of CONAMA Resolution No. 454/12, as follows:
Parameters
Alert Values
Total Organic Carbon (%)
10
Total Kjeldahl Nitrogen (mg/Kg)

Total Phosphorous (mg/Kg)
4800
2000
When comparing the minimum, medium, and maximum values of nutrient concentrations, it
was observed that the sediments from the channel area are generally richer in nutrients,
especially the DMMUs (Dredge Material Management Units) closer to the coast. This is
probably a result of the increased proximity to the coast, which is the main source of
nutrients to the marine environment (TABLE 4.1.2-3).
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TABLE 4.1.2-3
SYNTHESIS OF RESULTS FOUND FOR NUTRIENTS
Sampling Area
CONAMA 454/2012
Dutch List, 2009
Dredging Area
Total Kjeldahl
Total
Nitrogen
Phosphorous
(percent)
(mg/kg)
(mg/kg)
10
4,800
2,000
Intervention Value
Below Level 1
Between Level 1
and 2
Above Level 2
100%
100%
100%
0%
0%
0%
0%
0%
0%
Parameter
COT
COT
(mg/kg)
Alert Value
Source: PH MAR, 2015.
All samples showed concentrations below the guidance values of Res. CONAMA 454/12.
Chemical Analysis
TABLE 4.1.2-4, 5 and 6 show the parameters evaluated for the chemical analysis of
sediments.
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Chrysene
Dibenz(a,h)anthracene
Acenaphthene
Acenaphthylene
Anthracene
Phenantrene
Fluorathene
Fluorene
Methylnaphthalene 2-
Naphtalene
Pyrene
Total PHAs
CONAMA
454/12
Benzo pyrene
UCD
Benzo anthracene
TABLE 4.1.2-4
SYNTHESIS OF RESULTS FOUND FOR PHAs FROM THE PROPOSED DREDGING CHANNEL
Level 1
280
230
300
43
16
44
83.3
240
600
19
70
160
665
Level 2
690
760
850
140
500
640
1,1
1,5
5,1
540
670
2,1
2,6
100%
100%
100%
100%
100%
100%
100%
100%
100%
Parameter
Dutch List,
2009
Intervention Value
Dredging
Area
Below Level 1
Between Level 1
and 2
Above Level 2
100
100% 100% 100% 100% 100%
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TABLE 4.1.2-5
SYNTHESIS OF RESULTS (MG/KG) FOUND FOR METALS AND NON-METALS FROM THE PROPOSED DREDGING CHANNEL
Sampling
Parameter
Arsenic
Cadmium
Lead
CONAMA
Level 1
19
1.2
46.7
454/12
Level 2
70
7.2
218
Intervention Value
85
14
580
Below Level 1
87.13%
100%
Between Level 1 and 2
12.87%
0%
Area
Dutch List,
2009
Dredging
Area
Above Level 2
Copper
Chrome
Mercury
Nickel
Zinc
34
81
0.3
20.9
150
270
370
51.6
410
190
380
10
210
2,000
100%
100%
100%
100%
100%
100%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
TABLE 4.1.2-6
SYNTHESIS OF RESULTS (MG/KG) FOUND IN SEDIMENT SAMPLES FOR METALS AND NON-METALS FROM THE DISPOSAL AREA
Sampling
Parameter
As
Cd
Pb
Cu
Cr
Hg
Ni
Zn
Conama
Level 1
19
1.2
46.7
34
81
0.3
20.9
150
454/12
Level 2
70
7.2
218
270
370
51.6
410
Intervention Value
55
12
530
190
380
10
210
720
Area
Dutch List
2000
Below Level 1
Disposal Area
100 %
100 %
100 %
100 %
100 %
100 %
100 %
100 %
Between Level 1 and 2
0%
0%
0%
0%
0%
0%
0%
0%
Above Level 2
0%
0%
0%
0%
0%
0%
0%
0%
Source: PH MAR, 2015
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FIGURE 4.1.2-19
LOCATION OF SAMPLES OF ARSENIC CONCENTRATION HIGHER THAN LEVEL 1 of
CONAMA RESOLUTION NO. 454/2012
Among the metals analyzed, only arsenic was linked to points with a predominance of fine
sediments showing a concentration above Level 1 of CONAMA Resolution No. 454/2012,
with maximum values of 25.22 mg / kg. Of the total samples collected in the dredging area,
13, only 12.87 percent, contained arsenic levels above those set in Level 1 (19 mg / kg), but
well below Level 2 (70 mg / kg), and well below the Intervention Value of the Dutch List
(85mg / kg). These samples are located in 8 sampling points concentrated in the turning
basin (12 samples), and in section 1 (sample 1), as can be observed in Figure 4.1.2-19.
The presence of arsenic (As) in the Au area region has previously been characterized as a
natural occurrence (SHAW, 2013), presenting high background values of 35 mg / kg in
marine sediments (above the level 1 limit of 19 mg / kg). The presence of arsenic in the
water column was studied by OSX in the "Speciation Analysis of Arsenic in Fish Shipbuilding Unit Au, UCN Au" (OSX, 2013). The results showed that the organic
percentage of arsenic was predominate in all samples, representing between 96.2 to 99.8%
of total arsenic measured, with arsenobetaina (AsB) being the primary constituent of
organic arsenic. This organic fraction of arsenic is considered the least toxic, AsB being
generally considered non-toxic or low toxicity.
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The natural level set via the marine sediments background calculation (35.5 mg / kg) shows
a higher value than established at level 1 of CONAMA Resolution 454/12 for salt / brackish
water. The data suggest that the parameter in CONAMA Resolution No. 454/12 on the
Aces may not be entirely appropriate for the coastal region of the Industrial Complex of Au
Super Port, due to the high value of the regional background of this element. It should be
noted, however, that the levels of geochemical background do not have the same types of
levels of 1 and 2 of CONAMA, as the latter has the fundamental support of ecotoxicological
criteria.
In addition, the value of background sediments is not invariable in an environmental
system, since there are several geochemical factors, lithochemical and sedimentological,
that may cause reduction processes or natural enrichment of an element.
In this case, 4 sediment samples, which have arsenic concentrations between level 1 and
2, were sent to perform acute and chronic ecotoxicological tests, in order to check the
toxicity of the material to be dredged, as established in article 12 of CONAMA No 454/2012.
We highlight that the largest concentration observed in the dredging area was 25.22 mg /
kg, a value close to level 1 and below the levels of the Dutch List (2009). It must also be
emphasized that the geochemical background levels do not have the same nature of levels
1 and 2 of CONAMA Resolution 454/2012. Still, according to CONAMA Resolution 454/12,
the results of ecotoxicological tests should be taken more along the lines of evidence for
the management of the material to be dredged. More importantly, it is emphasized that the
arsenic concentrations observed in dredged sediments in the area of the turning basin will
be diluted at the time of sediment deposition in the disposal area.
f)
Sediment Transport
The coastal dynamics observed in the coastal zone to the north of Rio de Janeiro, specially
from the Mouth of the Paraba do Sul river up to So Joo da Barra, have been studied and
investigated during the last few years, with the purpose of gathering information that will
provide knowledge about its behavior over time.
The analysis of the erosive behavior of a beach, and its possible causes, required a
comprehensive understanding of the environment with a greater time scale.
In a recent study, Fundao COPPETEC Federal University of Rio de Janeiro (2014)

compiled a technical report analyzing the adjacent coastline evolution to Au Port terminal
and the influence of port structures on the erosion observed in the community of Barra do
Au. Google Earth images, from 2003, 2010, 2011, 2013 and 2014, were analyzed
including different stages of deployment of the project.
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Based on the analysis conducted, it was observed that sediment accumulation occurs on
both sides of the T2 breakwaters, indicating a trend of balance in the sediment budget, with
a slightly residual drift from south to north. The results show that the beach volume loss
events in the Au Beach area cannot be related to the construction works of Au Port, since
the analyzed images indicate that the sediment drift in this section is from south to north
(FIGURE 4.1.2-18).
FIGURE 4.1.2-18
AERIAL VIEW OF THE BREAKWATER (FEB/2016) AND AU BEACH,
AFFECTED BY SHORELINE EROSION
As can be seen on FIGURE 2.2.1.1-1, the platform of the access bridge is supported on
staked T beams to allow the flow of water and sediment beneath the bridge. This layout
was chosen to enable sand transport along the coastline in order to minimize the impacts of
its construction.
Despite these seasonal events, the shoreline has been monitored since the beginning of
the Au Port activities FIGURE 4.1.2-19. Coastal dynamics monitoring activities are being
performed to identify possible interferences in coastal morphology as a result of the port
deployment actions. Within this context, beach profile program activities began in 2007,
prior to the beginning of the construction of the port, and they continue up to the present.
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FIGURE 4.1.2-19
SHORELINE SEGMENT MONITORED SINCE 2007
Source: Tetratech, 2015
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According to the results of the beach profile monitoring program developed by Ecologus
(2013 and 2015) and Tetra Tech (2015) PHOTO 4.1.2-1 and 2, the coastal
morphodynamics pattern is typical of reflective beaches, with a balance between seasonal
events erosive in winter and accretional in the summer resulting in a very stable profile,
except in the southernmost part of the monitored area (that is, Barra do Au Beach). The
monitoring reports describe that the erosion processes that have been occurring in that
area are related to high-energy, naturally occurring events, not related to the Au Port
construction.
PHOTO 4.1.2-1 and 2: Topobathymetric survey of beach profile (left); measurement of beach
profile (right).
g)
Oceanographic Characterization
The study area is set in the inner continental shelf region, located in the Campos Basin.
The temperature of the surface waters in the region does not have a large seasonal
variation, ranging between 24C and 27C in summer and from 22C to 24C in winter.
Salinity values present little variability, ranging from 35 to 37. The region receives a direct
influence from the contribution of inland water coming from the river Paraba do Sul.
Hydrological conditions are primarily determined by the predominance of the following four
water masses:
Tropical Water;
South Atlantic Central Water;
Antarctic Intermediate Water;
Coastal Water.
Ocean circulation is defined by multiple driving forces that overlap, influenced by

hydrodynamic and morphological factors in the area.
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The characterization of the tides showed the occurrence of semidiurnal, microtidal

movement, with a syzygy average amplitude of 1.06 meters, while the quadrature is in the
order of 0.9 meters. Analysis of winds in the region during the year indicated that the
predominant directions are NNE and NE, alternating to south (S) and southeast (SE) with
the passage of cold fronts that are more frequent in the months of autumn and winter.
The study area is under the influence of the trade winds generated by Alta Subtropical do
Atlntico Sul (ASAS [Anti-Cyclone High Pressure Area in the South Atlantic]) and
meteorological fronts generated at high southern latitudes, causing the wave climate at the
site to vary according to the predominant direction of winds at the time.
The waves in the study area are prevalent in the S, SE, E and NE; the S and SE waves are
related to the passage of cold fronts. The significant average wave height over the months
ranges between 1.25 and 2 meters. The most frequent waves in the region have significant
heights of 1 to 2.5 meters and an average duration of 5 to 10 seconds. FIGURE 4.1.2-20
shows the results of the annual regime of waves coming from monitoring carried out by
Laboratrio de Traadores da Fundao COPPETEC.
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FIGURE 4.1.2-20
DIRECTIONAL ROSE OF ANNUAL WAVE REGIME IN THE REGION OF TERMINAL 1:
PERIOD FROM JULY (2013) TO JUNE (2014). (A) SIGNIFICANT HEIGHT (HS) AND (B)
PEAK PERIOD
With respect to currents, the more frequent incidence of cold fronts in the winter period
results in a residual coastal current on the platform close to the coast, with a northern
direction; however, in the summer period, the predominant influence of ASAS results in a
residual current with a southern direction. FIGURE 4.1.2-21 presents statistical current
magnitude monitoring (in meters per second) of the currents at different depths (2, 7, and
11 meters) in the study area over a 12-month period.
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FIGURE 4-1.2-21
DIRECTIONAL ROSE OF ANNUAL CURRENT MAGNITUDE. MONITORING
OF CURRENTS (M/S) IN THE REGION OF TERMINAL 1:
PERIOD FROM JULY (2013) TO JUNE (2014). (A) MEASURED AT 2 M,
(B) MEASURED AT 7 M, (C) MEASURED AT 11 M
a.
Bathymetry Sea bed
The morphology of this region is relatively regular, the isobaths are a little winding, being
parallel to the coastline, with a preferred direction of NW-SE (Ecologus; AGRAR 2011).
The most striking feature in the region of the study area is characterized by the extent of
the isobath of 10 meters at approximately 16 km away from the coast. FIGURE 4.1.2-22 In
addition, the platform break occurs at approximately 100 km from the coast, with the
isobath of 10 meters at about 4.5 km from the coast, the isobath of 20 meters at about 34
km and of 50 at 65 km (Ecologus, 2010a).
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FIGURE 4.1.2-22
CHART SECTION OF THE STUDY REGION
(Chart No. 1403, from Ponta do Ubu to Cabo de So Tom 1: 150000).

Source: Brazilian Navy's Board of Hydrography - DHN
Near the beach, the slope is greater, as evidenced by the proximity between isobaths of 2
and 7 meters. From isobaths of 7 and 13 meters, the depth gradient becomes smoother
(FIGURE 4.1.2-23 and 24). The area demarcated by the figure shows the access channel,
approach, turning basin and berths of T1.
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FIGURE 4.1.2-23
BATHYMETRY OF THE REGION AROUND TERMINAL 1 OF AU PORT. THE
HIGHLIGHTED AREA DELIMITS THE SELECTED CHANNEL ALTERNATIVE TO BE
DREDGED FOR DEEPENING.
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FIGURE 4.1.2-24
2D BATHYMETRY MODEL OF TERMINAL 1 AND THE AU PORT REGION
We observed that, after the first dredging operations on the access channel during the
installation of Au Port, there were few significant changes in bathymetry in areas adjacent
to the channel.
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b.
Noise
Data from the Monitoring and Noise Control Program will be used to characterize the noise
levels in the vicinity of the project. Data has been collected since 2007, concurrent with the
start of T1 dredging. Therefore, the evaluation of sound pressure levels was based on
measurements taken from 2007 to 2015, totaling 8 years of continuous monitoring.
The procedure adopted for the measurements follows the guidelines contained in Standard
ABNT NBR 10151: 2000 Acoustics: Noise Assessment in populated areas, to ensure the
comfort of the community., which presents the reference levels for noise according to area
occupation (TABLE 4.1.2-7).
TABLE 4.1.2-7 provides the values for the type of land use of the Project, as well as values
for various other land uses.
TABLE 4.1.2-7
NCA VALUES IN dBA - NBR 10151:2000
Daytime dBA
Night-time dBA
Area of ranches and farms
40
35
Strictly residential area or of urban hospitals or schools
50
45
Mixed area, predominantly residential
55
50
Mixed area with commercial and administrative vocation
60
55
Mixed area with recreational vocation
65
55
Predominantly industrial area
70
60
Type of Occupation
Source: Standard NBR 10151:2000
In this context, it is worth noting that the T-Oil activities will occur at sea and on the pier
(T1), which is already around 3.0 km away from the mainland (beach), classified as
predominantly industrial, and more than 7 km away from the populated areas, classified as
Mixed area, predominantly residential.
These monitoring programs occurred during the day and at night at 12 monitoring points,
being focused, in this study, so that the changes in the development will only take place in
the marine region, for points 08, 09, 10 and 12, highlighted in FIGURE 4.1.2-25.
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FIGURE 4.1.2-25
LOCATION OF THE 12 POINTS OF MEASUREMENT OF NOISE LEVEL
Source: Ecologus, 2015
It is noted that the monitoring points occur around the Port Complex, without the presence
of receptors (residences, schools, hospitals and businesses) or populated areas.
The noise measurements were performed with the sound pressure level meter adjusted for
quick response (fast), with 1.2 meters of clearance from the floor, and 2 meters from any
other reflective surfaces. The equipment used was the DEC-5050 decibel meter. In
addition, they were also recorded for each point, wind speed, temperature, and relative
humidity. For these measurements, a Minipa, MDA-10 model Anemometer, and a Vaisala
model HM 34 Thermohygrometer were used. All equipment used is in accordance with IEC
60651, IEC 60804, IEC 61260, and IEC 60942 standards, and all equipment has valid
calibration certificates, recognized by NCA or traceable to NIST, with a validity of 1 year.
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None of the noise measurements lasted less than 5 minutes. The average equivalent level
of sound pressure (LAeq) was measured, in addition to the L1, L10, L50, L90, and L99
statistical levels for day and night.
To compare the values obtained after equipment measurements, assessment criterion

levels were used (NCA), established according to the recommendations expressed in
standard NBR 10151:2000. The standard in question has different NCA values according to
the type of human occupation of the area analyzed; thus, considering that noise monitoring
was carried out in the area adjacent to the Logistics installation works, the area can be
classified as an area predominantly industrial. Therefore, the maximum limits are 70 Aweighted decibels (dBA) for daytime and 60 dBA for night-time.
Also, according to the IFC guidelines, noise levels must not exceed the levels given by the
EHS General Guidelines, or result in a maximum increase in background levels of 3 dB at
the nearest receptor. The typical metering period must be sufficient for statistical analysis,
and it may take 48 hours with the use of noise monitors, which must be able to record data
continuously over this time period or per hour, or, more frequently, even different periods of
time in several days, including working days and weekends. Monitors must be located
about 1.5 m above the ground, and at least 3 meters away from any reflective surface.
Although the Brazilian methodology is not fully compatible with the methodology suggested
by IFC, the value of 70 dBA can be considered, for comparison, for the daytime and
nighttime periods, considering they are industrial receivers. (TABLE 4.1.2-8), which is less
restrictive than the standards set by NBR 10151:2000.
TABLE 4.1.2-8
NOISE LEVEL GUIDELINES IFC
Receptor
One Hour LAeq (dBA)

Daytime (7:00 22:00)
Nighttime (22:00-07:00)
Residential; Institutional educational
55
45
Industrial; commercial
70
70
Source: Guidelines for Community Noise, World Health Organization (WHO), 1999
FIGURE 4.1.2-26 presents the average values found for each point over 9 years of
monitoring.
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FIGURE 4.1.2-26
AVERAGE VALUES FOUND IN THE 9 YEARS OF MONITORING
The average values of noise verified throughout the monitoring campaigns vary from 36 to
57 dB(A). It is emphasized that values of up to 67 dB(A) were occasionally measured, not
being maintained for more than 1 consecutive campaign and with no changes to the
average levels observed.
The average noise values observed over the 9 years of monitoring were below the values
established by NBR 10.151 and IFC.
It is also highlighted that, in this area, the main source of noise comes from the constant
wind on the beach.
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4.2
BIOTIC COMPONENT
4.2.1
The analysis of the Biotic Environment sought essentially to characterize the Marine
Environment under the influence of the T-Oil implementation project, including the dredging
activities. It is not expected relevant interventions in the Terrestrial Environment during
implementation and operation.
Therefore, the analysis was focused on groups of Fauna occurring and/or dependent on
marine environments, since they are the main biotic components to be potentially altered by
the project.
In this context, bio-indicator species were characterized, especially those endangered
(approach described below in Section 4.2.1.1), essentially to identify and analyze the current
levels of the quality of the marine environments found in the areas of influence of the Biotic
Environment.
In addition to the analysis of Fauna, Special Areas were identified that, according to current
legislation and established definitions, constitute areas with a special feature calling for
preservation and conservation of the biodiversity and natural resources.
Given that the project is located in an area also intended for the implementation
(approximately after 2008) and operation of other large industrial enterprises, specifically a
port, shipyard, logistics and an industrial district (comprising the Au Port and Au Port
Special Sector - SEPA). It is understood that the potential impacts of the current project will
relate to areas and environments where levels of human disturbance have intensified over
recent years (PHOTO 4.2.1-1 and 4.2.1-2).
PHOTO 4.2.1-1: Au Port - Ferroport site and the T1
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PHOTO 4.2.1-2: Au Port View of theT2 area
4.2.1.1
Endangered Species
The species identified, or with probable occurrence in the study area (based on the ESIAs
evaluated Section 1.4), had their conservation status analyzed according to two different
Red Lists of Threatened Species: (i) International Union for Conservation of Nature and
Natural Resources (IUCN) Red List and (ii) Instituto Chico Mendes de Conservao da
Biodiversidade (ICMBio) Red List.
The IUCN Red List of Threatened Species is widely recognized as the most comprehensive
and objective global approach for evaluating the conservation status of plant and animal
species. FIGURE 4.2.1.1-1 presents the structure of the conservation status of categories of
species according to the extinction risk level.
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FIGURE 4.2.1.1-1
STRUCTURE OF THE CATEGORIES OF SPECIES CONSERVATION STATUS
Source: The IUCN Red List of Threatened SpeciesTM.
According to the Guidelines for Using the IUCN Red List Categories and Criteria, the
categories given by the IUCN are (i) Extinct (EX), (ii) Extinct in the Wild (EW), (iii) Critically
Endangered (CR), (iv) Endangered (EN), (v) Vulnerable (VU), (vi) Near Threatened (NT), (vii)
Least Concern (LC), (viii) Data Deficient (DD) and (ix) Not Evaluated (NE).
The corresponding document in Brazil is the National List of Brazilian Threatened Fauna
Species (Lista Nacional das Espcies da Fauna Brasileira Ameaadas de Extino), which
is provided in Brazilian Ordinances #444 and #445, both of December 17th, 2014 (Portarias
n444 e n 445, de 17 de Dezembro de 2014). This list is usually prepared by ICMBio, the
Brazilian Institute for Biodiversity Conservation (under the Ministry of the Environment), and
it consides the IUCN categories, as previously described.
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4.2.2
Baseline Biotic Conditions
The analysis of fauna and the Special Areas of Biotic Environment were developed primarily
based on Masterplan (2015), and will be shown below.
A Marine Fauna
In the Marine Environment, plankton organisms were investigated (phyto and zooplankton),
mega benthos and nekton (invertebrates and fish), and also cetaceans and turtles, which are
among the main quality indicators for the environment and marine waters.
The data presented here are related to the ESIA for T1 Channel Deepening Dredging of Au
Port prepared by Masterplan (2015), that used surveys of secondary and primary data,
including sampling techniques and data interpretation. In addition, data from currently running
monitoring programs are also presented (that is, the monitoring reports related to the Au
Port Logistics Yard).
Plankton
The sampling grid for the plankton community collection from marine water was composed
of six points, and is illustrated on FIGURE 4.2.2-1. The campaign occurred in August 2015.
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FIGURE 4.2.2-1
ZOOPLANKTONIC SAMPLING POINTS
(U coordinates TM, reference Datum WGS 84)

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Phytoplankton
The horizontal hauls recorded a total of 96 taxa. The dominant class was Bacillariophyceae
with 82 species, and the genus Chaetoceros with the highest number of species (8), followed
by Coscinodiscus (6 species), and with 4 species from the Nitzschia, Odontella, Pleurosigma,
and Rhizosolenia genera. Dinoflagellates comprised 11 species in 6 genera, of which
Protoperidinium and Tripos were those with the highest number of species (3 each), followed
by the Dinophysis genera (2 species), and Gonyaulax, Prorocentrum, and Pyrophacus with
1 species each.
The phytoplankton community found in horizontal hauls was represented by a total of 96
taxonomic units, of which approximately 85 percent belong to the class Bacillariophyceae
(diatoms) and approximately 12 percent belong to the class Dinophyceae (dinoflagellates).
Diatoms are a phytoplankton group that is quite common and abundant across the globe,
presenting huge biodiversity. Diatoms are typically found in large numbers and volume in
many different habitats, as in the present analysis, where the cell density represented almost
100 percent of all samples. Many species of dinoflagellates have a photosynthetic capacity
and, after the diatoms, form the major component of phytoplankton.
Regarding the conservation status of the phytoplankton species identified or with probability
of occurrence in the T-Oil area, the following table (TABLE 4.2.2-1) lists all the species
assessed for this ESIA and their conservation status according to IUCN and ICMBio. No rare,
exotic, endemic, or endangered species (according to either ICMBio or IUCN) were identified.
TABLE 4.2.2-1
PHYTOPLANKTON SPECIES CONSERVATION STATUS
Species
IUCN
Species
NE
Bacillaria paxillifera
NE
NE
Cocconeis cf. placentula
NE
NE
Cocconeis sp.
NE
NE
Delphineis surirella
NE
Biddulphia tuomeyi
NE
Fragilariopsis doliolus
NE
Campylodiscus sp.
NE
Gyrosigma balticum
NE
Cerataulina pelagica
NE
Lioloma pacificum
NE
Chaetoceros coarctatus
NE
Lyrella lyra
NE
NE
Meuniera membranacea
NE
Chaetoceros costatus
NE
Navicula distans
NE
Chaetoceros curvisetus
NE
Navicula praetexta
NE
Chaetoceros danicus
NE
Navicula spp.
NE
Chaetoceros didymus
NE
Nitzschia longissima
NE
Actinoptychus vulgaris
Bacteriastrum
delicatulum
Bacteriastrum hyalinum
Bellerochea
horologicalis
Chaetoceros
compressus
ICMBio
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Species
Chaetoceros laciniosus
Chaetoceros
lorenzianus
ICMBio
IUCN
Species
NE
Nitzschia pungens
NE
Phaeodactylum
tricornutum
ICMBio
IUCN
NE
NE
Chaetoceros pendulus
NE
Chaetoceros spp.
NE
Corethron criophylum
NE
Coscinodiscus centralis
NE
Coscinodiscus granii
NE
Raphoneis surirella
NE
NE
Surirella sp.
NE
Coscinodiscus
oculusiridis
Coscinodiscus
perforatus
NE
Pleurosigma angulatum
Pleurosigma
naviculaceum
Pleurosigma sp.
Pseudonitzschia
delicatissima
Thalassionema
frauenfeldii
Thalassionema
NE
NE
NE
NE
NE
Coscinodiscus spp.
NE
Cyclotella sp.
NE
Tropidoneis lepidoptera
NE
NE
Alexandrium sp.
NE
Detonula pumilla
NE
Ceratium falcatum
NE
Ditylum brightwellii
NE
Ceratium fusus
NE
Eucampia cornuta
NE
Ceratium gibberum
NE
Guinardia delicatula
NE
Ceratium massiliense
NE
Dactyliosolen
fragilissimus
nitzschioides
Ceratiumm cf.
NE
Guinardia flaccida
NE
Guinardia striata
NE
Ceratium trichoceros
NE
Helicotheca thamensis
NE
Ceratium sp.
NE
NE
Dinophysis caudata
NE
NE
Dinophysis ovum
NE
Hemiaulus
membranaceus
Hemiaulus sinensis
Pentagonum
NE
Hemidiscus sp.
NE
Dinophysis tripos
NE
Lauderia annulata
NE
Diplopsalis sp.
NE
Leptocylindrus danicus
NE
Dissodinium sp.
NE
Leptocylindrus minimus
NE
Gonyaulax cf. spinifera
NE
Melosira moniliformis
NE
Gonyaulaux sp.
NE
Melosira nummuloides
NE
Odontella regia
NE
Odontella sinensis
NE
Proboscia alata
NE
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Prorocentrum
compressum
Prorocentrum sp.
Protoperidinium
depressum
Protoperidinium
divergens
NE
NE
NE
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Species
ICMBio
IUCN
Species
Protoperidinium
ICMBio
IUCN
Pseudosolenia calcaravis
NE
Rhizosolenia acuminata
NE
Protoperidinium steinii
NE
NE
Protoperidinium cf. Tuba
NE
Rhizosolenia indica
NE
Pyrocystis cf. Lunula
NE
Rhizosolenia imbricata
NE
Pyrophacus steinii
NE
Rhizosolenia pungens
NE
Scrippsiella trochoidea
NE
Rhizosolenia
castracanei
oceanicum
NE
Rhizosolenia robusta
NE
Eutreptia sp.
NE
Rhizosolenia setigera
NE
Pyramimonas sp.
NE
Rhizosolenia styliformis
NE
Cryptomonas spp.
NE
Skeletonema costatum
NE
Hemiselmis sp.
NE
Stephanopyxis turris
NE
Pseudanabaena sp.
NE
Thalassiosira rotula
NE
Actinoptychus senarius
NE
Thalassiosira subtilis
NE
Aulacoseira granulata
NE
Thalassiosira sp.
NE
Triceratium favus
NE
Triceratium pentacrinus
NE
Amphora sp.
NE
Asterionellopsis
glaciallis
NE
Bacteriastrum
delicatulum
Bellerochea
horologicalis
Chaetoceros brevis
Chaetoceros
compressus
Chaetoceros cf. affinis
NE
NE
NE
NE
NE
Legend: NE = Not Evaluated.
Zooplankton
In the August 2015 sampling campaign, 28 taxa were identified, with 14 at the species level.
There was a predominance of holoplanktonic animals, especially the subclass Copepoda
(Subphylum Crustacea), which included 11 identified species. The meroplankton was
represented by 12 taxa, mainly in larval form, including decapod crustaceans, barnacles,
bivalves, gastropods, echinoderms, and bony fish. This last group was also represented by
Engraulidae eggs (manjuba, anchovies) and Clupeidae eggs (savelhas, sardines). The
identified organisms are typical of the southeastern Brazilian coast.
The zooplankton taxonomic richness and densities found in the study agree with other
records of the southeastern Brazilian coast. There were no exotic species or new records for
the area. As expected, the dominance was of copepods, especially epipelagic species with
a preference for warmer water. There were differences between the collection points, both
for taxonomic richness and for population density and dominance relationships. The P5 and
P6 points stood out from the others.
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Regarding the conservation status of the zooplankton species identified or with probability of
occurrence in the T-Oil area, the following table (TABLE 4.2.2-2) lists all the species
assessed for this ESIA and their conservation status according to IUCN and ICMBio. No rare,
exotic, endemic or endangered species (according to either ICMBio or IUCN) were identified.
TABLE 4.2.2-2
ZOOPLANKTON SPECIES CONSERVATION STATUS
Species
ICMBio
IUCN
Acartia lilljeborgi
NE
Campylosira cymbelliformis
NE
Cocconeis placentula
NE
Coscinodiscus radiatus
NE
Diploneis bombus
NE
Nitzschia panduriformis
NE
Nitzschia sigmoidea
NE
Odontella mobiliensis
NE
Paralia sulcata
NE
Pleurosigma elongatum
NE
Pleurosigma naviculaceum
NE
Podosira stelligera
NE
Cylindrotheca closterium
NE
Paracalanus crassirostris
NE
Centropages furcatus
NE
Centropages velificatus
NE
Chaetoceros decipiens
NE
Chaetoceros affinis
NE
Clausocalanus furcatus
NE
Corycaeus giesbrechti
NE
Coscinodiscus
NE
Dictyocha fibula
NE
Ceratium furca
NE
Ceratium hircus
NE
Ceratium tripos
NE
Peridinium sp
NE
Prorocentrum gracile
NE
Prorocentrum micans
NE
Oncaea venusta
NE
Paracalanus quasimodo
NE
Asterionellopsis glacialis
NE
Temora turbinata
NE
Thalassionema nitzschioides
NE
Thalassionema frauenfeldii
NE
Legend: NE - Not Evaluated
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Mega Benthos and Nekton

Samples for mega benthos analysis were collected from 23 sampling points. At each sample
point, the Petersen dredge was used, and the procedure was repeated three times. Thus,
the sampling included 69 samples per campaign (that is, three times at 23 points). The
sampling points were located as follows: 5 points located in the intended marine disposal
area, 5 control points located approximately 4km from the turning basin, and 13 sampling
points located in the navigation canal area (FIGURE 4.2.2-3).
FIGURE 4.2.2-3
SOFT BOTTOM MEGA BENTHOS SAMPLING POINTS
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The mega benthos sampling was performed using bottom-fishing nets positioned by the trawl
doors, one on each side of the boat. The fishing sampling lasted 30 days for each point. This
same methodology was used for ichthyofaunal sampling in the location points indicated in
FIGURE 4.2.2-3.
FIGURE 4.2.2-3
FISH AND MEGA BENTHOS SAMPLING POINTS
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The sampling identified 43 taxa distributed among the phyla Mollusca, Annelida, Arthropoda,
Echinodermata, Nematode, and Priapulida for bottom zoobenthos (PHOTO 4.2.2-1).
PHOTO 4.2.2-1: Example of Lytechinus

Variegatus. Source: Masterplan, 2015.
The white shrimp, Litopenaeus schmitti, and seabob shrimp, Xiphopenaeus kroyeri, both
widely fished for commercial purposes along the Brazilian coast, are the species of most
commercial importance (PHOTO 4.2.2-2).
PHOTO 4.2.2-2: Specimens captured of Xiphopenaeus kroyeri (left) and Litopenaeus schmitti
(right). Source: Masterplan, 2015.
Regarding the conservation status of the benthos species identified or with probability of
occurrence in the T-Oil area, TABLE 4.2.2-3 lists all the species for this ESIA and their
conservation status according to IUCN and ICMBio.
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Following Brazilian Regulations, all species categorized as threatened (Critically

Endangered, Endangered or Vulnerable) by ICMBio are periodically monitored, as presented
in the Aquatic Biota Monitoring Program (Section 6 Environmental and Social Management
System).
TABLE 4.2.2-3
BENTHIC AND PELAGIC SPECIES CONSERVATION STATUS
Species
ICMBio
IUCN
Species
ICMBio
IUCN
Gymnothorax ocellatus
LC
Scomberomorus cavalla
LC
Ophichthus gomessi
NE
Sarda sarda
LC
Ophichthus parilis
NE
Euthynmus alleteratus
NE
Porichtys porosissimos
NE
Scomber japonicus
LC
Prionace glauca
NT
Xiphias gladius
LC
LC
Galeorhinus galeus
CR
VU
Sphyraena guachancho
Sphyrna lewini
CR
EN
Achirus declivis
LC
Sphyrna zygaeana
CR
NE
Trinectes sp.
NE
Harengula clupeola
LC
Bothus ocellatus
LC
Opisthonema oglinum
LC
Bothus robinsi
LC
Sardinella brasiliensis
NE
Symphurus jenynsi
NE
Anchovia clupeoides
LC
Symphurus trewavasae
NE
Anchoa lyolepis
LC
Symphurus teselatus
NE
Anchoa marinii
NE
Verecundum rasile
NE
Anchoa spinifer
LC
Paralichthys patagonicus
NE
Achoa filifera
NE
Dasyatis sayi
LC
Anchoviella lepidentostole
LC
Narcine brasiliensis
DD
Cetengraulis edentulus
LC
Raja platana
NE
Engraulis anchoita
NE
Sympteryggia bonapartei
NE
Dactylopterus volitans
LC
Rhinobatos horkelli
Urophycis brasiliensis
NE
Zapterux brevirostus
Urophycis mystacea
NE
Gymnura micrura
Isurus oxyrinchus
VU
Squalus megalops
Ogocephalus vespertilio
NE
Squalus mitsukurii
Lophius gastrophysus
LC
Squatina argentina
Mugil curema
LC
Arius spixii
NE
Mugil liza
DD
Bagre
LC
Mugil platanus
NE
Netuma barba
NE
CR
NE
CR
DD
NE
DD
DD
CR
EN
Chloroscombrus chrysurus
LC
Sciadeichthys luniscutis
NE
Carangoide crysos
NE
Helicolenus dactylpterus
NE
Caranx latus
LC
Helicolenus lahillei
NE
Selene vomer
LC
Scorpaena ishmensis
NE
Trachurus lathami
LC
Prionotus puntatus
NE
Gempylus serpens
LC
Canthidermis sufflamen
LC
Pempheris schomburgki
NE
Balistes capriscus
VU
Pomatomus saltatrix
VU
Balistes vetula
NT
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Species
ICMBio
IUCN
Species
ICMBio
IUCN
Conodon nobilis
LC
Cyclichthy spinousus
NE
Haemulon aurolineatum
LC
Aluterus monoceros
LC
Priacanthus sp.
NE
Cantherhines macrocercus
NE
Ctenosciaena gracilicirrhus
LC
Cantherhines pullus
LC
Cynoscion guatucupa
NE
Sphoeroide testudines
NE
Cynoscion jamaicensis
LC
Sphoeroides tyleri
LC
Cynoscion virescens
LC
Sphoeroides spengleri
LC
Isopisthus parvipinnis
LC
Maurolicus stehmanni
NE
Larimus braviceps
NE
Trichiurus lepturus
LC
Macrodon ancylodon
LC
Synagrops spinosus
LC
Micropogonias furnieri
LC
Bregmaceros cantori
LC
Menticirrhus littoralis
LC
Balistes carolinensis
VU
Nebris microps
LC
Hexanematichthys grandoculis
NE
Paralonchuros brasiliensis
NE
Calamus mu
LC
Stellifer brasiliensis
NE
Xenodermichthys copei
LC
Stellifer rastrifer
LC
Ventrifossa macropogon
NE
Stellifer stellifer
DD
Penopus microphthalmus
LC
Stellifer sp.
NE
Peristedion altipinne
NE
Umbrina canosai
NE
Lonchopisthus meadi
NE
DD
Symphurus kyaropterygium
Mycteroperca bonaci
VU
NT
Lopholatilus villarii
Epinephelus itajara
CR
CR
Urophycis cirrata
Epinephelus niveatus
VU
VU
Acanthistius brasilianus
NE
VU
NE
Helicolenus dactylopterus
NE
lahillei
Calamus mu
LC
Calamus penna
LC
Merluccius hubsi
Pagrus pagrus
LC
Zapteryx brevirostris
Peprilus paru
LC
Psammobatis bergi
NE
NE
Genypterus brasiliensis
NE
VU
VU
LC
Trichurus lepturus
LC
Rioraja agassizi
EN
VU
Lopholatitus villarii
NE
Atlantoraja castelnaui
EN
EN
CR
VU
Centropomus undecimalis
LC
Carcharhinus plumbeus
Lutjamus analis
NE
Rhizoprionodon porosus
Pseudopercis numida
LC
Carcharodon carcharias
VU
VU
VU
VU
LC
Polyprion americanus
DD
Rhincodon typus
Astroscopus ygraecum
NE
Discopyge tschudii
Coryphaena hippurus
LC
Torpedo puelcha
Thunnus albacares
NT
Penaues brasiliensis
NE
Thunnus alalunga
NT
Peloticus muelleri
NE
Katsuwonus pelamis
LC
Legend: NE - Not Evaluated; VU - Vulnerable; DD Data Deficient.
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NT
VU
DD
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Fish
Regarding fish, the sampling points and methodology were the same as those used for mega
benthos. The mega benthos sampling was performed using bottom-fishing nets positioned
by the trawl doors, one on each side of the boat. The collection was made using bottom
trawling, for 30 minutes per point of collection. After removal of the trawl net, the animals
were screened, packed in plastic bags, labeled and stored on ice and sent to the laboratory
(FIGURE 4.2.2-3).
A total of 1,185 specimens of fish were analyzed, belonging to 29 species, where the most
abundant were Stellifer spp., Paralonchurus brasiliensis, Cynoscion spp., Catfish and
Sardines (FIGURE 4.2.2-4 and PHOTO 4.2.2-3).
FIGURE 4.2.2-4
ABUNDANCE OF SPECIES FOR ICHTHYOFAUNA SAMPLING IN AUGUST 2015
Source: Masterplan, 2015
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PHOTO 4.2.2-3 - Specimens of fish were analyzed
Regarding the conservation status of the ichthyofauna species identified or with probability
of occurrence in the T-Oil area, TABLE 4.2.2-4 lists all the species assessed for this ESIA
and their conservation status according to IUCN and ICMBio.
As noted in TABLE 4.2.2-4, most of the species included in any of the threatened categories
belong to the group of Elasmobranchs (cartilaginous fish), whose main representatives are
sharks, followed by rays. Populations of many species of Elasmobranchs around the world
are being affected mainly by a change in harvesting. Widespread stock reductions have
occurred for targeted and by-catch species of shark in certain industrial fisheries. More
localized reductions have occurred closer to shore due to the effects of industrial, artisanal,
recreational and, possibly, traditional fisheries (TERENCE, 1997), a practice that is historical
and relevant in the study area. With regard to rays, they are vulnerable to fishing because
they are more coastal and their meat is more appreciated, being generally threatened by
bottom trawling.
Because sharks and rays are caught in commercial and artisanal fisheries, many species are
over-fished and their numbers have fallen to dangerously low levels. They are particularly at
risk of overfishing because of biological and behavioral characteristics: (i) their migratory
nature regularly leads them across international boundaries, making them difficult to manage,
(ii) they mature slowly and take a long time to reach breeding age and (iii) they have relatively
few young (UK Government, 2013).
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As examples, we give the descriptions of two species. Isurus oxyrinchus - this species of
shark with migratory patterns lives in the Atlantic Ocean, Pacific Ocean, and Mediterranean
Sea regions. Despite being oceanic, this shark is sometimes found close inshore
(www.fishbase.se). As a migratory aquatic species, tracing its populations is difficult so that
little is known about its conservation status. According to IUCN, Isurus oxyrinchus is
considered Vulnerable by inferences made on the status of the population and because there
is a high incidence of fishing, without proper management, where it occurs. Also, their meat
has a high commercial value in the international market. Due to different criteria used by
IUCN and ICMBIO, the latter institution considers that Isurus oxyrinchus is not threatened.
Galeorhinus galeus migrates seasonally between wintering grounds off south Brazil and
Uruguay, and summer grounds off Argentina where the pupping and nursery areas are
situated. G. galeus has a long history of exploitation in target fisheries in most parts of its
range where the species has been in demand for liver-oil, meat and fins. The main threat to
the various populations of this shark is from targeting widely with gillnets and longlines.
TABLE 4.2.2-4
ICHTHYOFAUNA SPECIES CONSERVATION STATUS
Species
ICMBio
IUCN
Species
ICMBio
IUCN
Gymnothorax ocellatus
LC
Scomberomorus cavalla
LC
Ophichthus gomessi
NE
Sarda sarda
LC
Ophichthus parilis
NE
Euthynmus alleteratus
NE
Porichtys porosissimos
NE
Scomber japonicus
LC
Prionace glauca
NT
Xiphias gladius
LC
Galeorhinus galeus
CR
VU
Sphyraena guachancho
LC
Sphyrna lewini
CR
EN
Achirus declivis
LC
Sphyrna zygaeana
CR
NE
Trinectes sp.
NE
Harengula clupeola
LC
Bothus ocellatus
LC
Opisthonema oglinum
LC
Bothus robinsi
LC
Sardinella brasiliensis
NE
Symphurus jenynsi
NE
Anchovia clupeoides
LC
Symphurus trewavasae
NE
Anchoa lyolepis
LC
Symphurus teselatus
NE
Anchoa marinii
NE
Verecundum rasile
NE
Anchoa spinifer
LC
Paralichthys patagonicus
NE
Achoa filifera
NE
Dasyatis sayi
LC
LC
Narcine brasiliensis
DD
Cetengraulis edentulus
LC
Raja platana
NE
Engraulis anchoita
NE
Sympteryggia bonapartei
NE
Dactylopterus volitans
LC
Rhinobatos horkelli
Urophycis brasiliensis
NE
Zapterux brevirostus
Urophycis mystacea
NE
Gymnura micrura
Anchoviella
lepidentostole
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CR
NE
NE
CR
DD
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Species
ICMBio
IUCN
Species
ICMBio
IUCN
Isurus oxyrinchus
VU
Squalus megalops
DD
Ogocephalus vespertilio
NE
Squalus mitsukurii
DD
Lophius gastrophysus
LC
Squatina argentina
Mugil curema
LC
Arius spixii
Mugil liza
DD
Bagre
LC
Mugil platanus
NE
Netuma barba
NE
LC
Sciadeichthys luniscutis
NE
Carangoide crysos
NE
Helicolenus dactylpterus
NE
Caranx latus
LC
Helicolenus lahillei
NE
Selene vomer
LC
Scorpaena ishmensis
NE
Chloroscombrus
chrysurus
CR
EN
NE
Trachurus lathami
LC
Prionotus puntatus
NE
Gempylus serpens
LC
Canthidermis sufflamen
LC
Pempheris schomburgki
NE
Balistes capriscus
VU
Pomatomus saltatrix
VU
Balistes vetula
NT
Conodon nobilis
LC
Cyclichthy spinousus
NE
Haemulon aurolineatum
LC
Aluterus monoceros
LC
Priacanthus sp.
NE
Ctenosciaena
Cantherhines
NE
macrocercus
LC
Cantherhines pullus
LC
Cynoscion guatucupa
NE
Sphoeroide testudines
NE
Cynoscion jamaicensis
LC
Sphoeroides tyleri
LC
Cynoscion virescens
LC
Sphoeroides spengleri
LC
Isopisthus parvipinnis
LC
Maurolicus stehmanni
NE
Larimus braviceps
NE
Trichiurus lepturus
LC
gracilicirrhus
Macrodon ancylodon
LC
Synagrops spinosus
LC
Micropogonias furnieri
LC
Bregmaceros cantori
LC
Menticirrhus littoralis
LC
Balistes carolinensis
VU
Nebris microps
LC
Paralonchuros
Hexanematichthys
NE
grandoculis
NE
Calamus mu
LC
Stellifer brasiliensis
NE
Xenodermichthys copei
LC
Stellifer rastrifer
LC
Ventrifossa macropogon
NE
Stellifer stellifer
DD
Penopus microphthalmus
LC
Stellifer sp.
NE
Peristedion altipinne
NE
Umbrina canosai
NE
Lonchopisthus meadi
NE
Acanthistius brasilianus
DD
brasiliensis
Mycteroperca bonaci
VU
NT
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Symphurus
NE
kyaropterygium
Lopholatilus villarii
VU
NE
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Species
ICMBio
IUCN
Epinephelus itajara
CR
CR
Epinephelus niveatus
VU
VU
Species
ICMBio
IUCN
NE
Urophycis cirrata
Helicolenus dactylopterus
NE
lahillei
Calamus mu
LC
Genypterus brasiliensis
NE
Calamus penna
LC
Merluccius hubsi
NE
Pagrus pagrus
LC
Zapteryx brevirostris
Peprilus paru
LC
Psammobatis bergi
Trichurus lepturus
LC
Rioraja agassizi
EN
VU
Lopholatitus villarii
NE
Atlantoraja castelnaui
EN
EN
LC
Carcharhinus plumbeus
CR
VU
Lutjamus analis
NE
Rhizoprionodon porosus
Pseudopercis numida
LC
Carcharodon carcharias
VU
VU
Polyprion americanus
DD
Rhincodon typus
VU
VU
Astroscopus ygraecum
NE
Discopyge tschudii
Coryphaena hippurus
LC
Torpedo puelcha
Thunnus albacares
NT
Penaues brasiliensis
NE
Thunnus alalunga
NT
Peloticus muelleri
NE
Katsuwonus pelamis
LC
Centropomus
undecimalis
VU
VU
LC
LC
NT
VU
DD
Legend: CR = Critically Endangered; DD = Data Deficient; EN = Endangered; LC = Least Concern; NE =

Not Evaluated; NT = Near Threatened; VU = Vulnerable.
a)
Isurus oxyrinchus - The Isurus oxyrinchus is a species of sharks with migratory patterns
that lives in the Atlantic Ocean, Pacific Ocean, and Mediterranean Sea regions.
As a migratory aquatic species, tracing its populations is difficult, so that little is known about
the conservation status of the species.
According to the criteria used by IUCN, Isurus oxyrinchus is considered Vulnerable by
inferences made on the state of the population, as in the regions where there have been
sightings there is a high incidence of fishing without proper management, and their meat has
a high commercial value in the international market.
In Brazil, the species is found in the states of Bahia, Federal District of Brasilia, Minas Gerais,
Par, Rio de Janeiro, and Sao Paulo. These areas are considered nurseries for the species.
Due to the different criteria used by ICMBIO and IUCN to assess the state of conservation,
the difficulty of monitoring population and fishing pressure exerted on the species, ICMBIO
does not consider the species subject to threatening conditions at the federal level.
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b)
Pomatomus saltatrix - This migratory species can be found in isolated subpopulations

in regions of the Atlantic Ocean, Indian Ocean, Pacific Ocean, the Mediterranean Sea,
and the Black Sea.
Its population is considered Vulnerable by the IUCN due to a significant decline in population
during the past 15 to 25 years.
In Brazil, a high concentration of the population is found in Rio de Janeiro. This species can
be considered to be relatively abundant in these regions historically. However the percentage
of decline has resulted in the inclusion of the species on the federal list of endangered
species.
c)
Balistes capriscus - The species is reported in the Atlantic Ocean, the Pacific Ocean,
the Mediterranean Sea, and the Black Sea.
According to information from the IUCN, fishing in the Gulf of Mexico is exploiting the species
which has experienced a considerable decrease since the 1990s. In Brazil, a decrease in the
population in Sao Paulo, Rio Grande do Sul and Esprito Santo has been observed. In Africa,
the decrease was also reported, especially in Ghana, where populations have been very low
since the 1980s.
This reduction of populations everywhere is the result of uncontrolled exploitation of fishing,
leading to a decline in the population worldwide. Because of this strong pressure placed on
the species, it is considered Vulnerable by the IUCN.
In Brazil, despite there being a decrease in population in many states, the species does not
meet the threat requirements, because there are viable and abundant populations remaining
in other states not listed above.
d)
Balistes carolinensis - Balistes carolinensis is a synonym for Balistes capriscus,

meaning that it represents the same species.
Cetaceans and Chelonians

Au beach, where Au Port is located, is considered to be a spawning site between the limits
of the beaches of the So Joo da Barra and Campos de Goytacazes municipalities.
Clutches of loggerhead (Caretta caretta), hawksbill (Eretmochelys imbricata), and
leatherback (Dermochelys coriacea) turtles have been recorded in this area, although it is
considered to be a spawning site for only the loggerhead species (Caretta caretta).
To determine sampling locations, the Au Port study area was divided into eight sections,
which were covered in zig-zag, forming transects back and forth, as shown in FIGURE
4.2.2-5.
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FIGURE 4.2.2-5
CHELONIANS AND CETACEANS STUDY AREA
Source: Masterplan, 2015 (adapted).
Regarding the Chelonians, two sea turtles were identified during the sampling, both Chelonia
mydas. One was located in quadrant Q1A, and the other on the border between Q2B and
Q2C.
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Au Port executes the Marine Turtle Monitoring Program, which involves daily monitoring of
62 km of coastline (FIGURE 4.2.2-6). This monitoring program includes the records of
reproductive and non-reproductive occurrences of sea turtles in order to evaluate
reproductive success, strandings, and causes of mortality (such as mass mortality of fish or
other species; excessive or unusual garbage; or the presence of oil, materials and structures)
(PHOTO 4.2.2-4 and 4.2.2-5).
FIGURE 4.2.2-6
MARINE TURTLE MONITORING PROGRAM
Source: Marine Turtle Monitoring Program.
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PHOTO 4.2.2-4: Opening of the First Nest Season 2015/2016. Source: Marine Turtle Monitoring
Program.
PHOTO 4.2.2-5: Night monitoring - Caretta caretta in the reproductive process. Source: Marine Turtle
Monitoring Program.
This program covers the entire beach line of the coastal municipalities of So Joo da Barra
and Campos dos Goytacazes. In addition to field records, the project also includes the
veterinary care of sea turtles found in a weak state and the performance of autopsies for
assessing the causes of death (PHOTO 4.2.2-6 and 4.2.2-7). Reports are periodically
submitted to INEA.
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According to the report, the turtle nests suffer from human action at the nearby beaches.
Upon request of Centro TAMAR/ICMBio, nests are replaced immediately when damage is
identified.
PHOTO 4.2.2-6: Treatments carried out at the Veterinary Center. A) injury caused by collision with
boats; B) animal feeding spontaneously; C) biometrics recorded in Chelonia mydas; D) administration
of drugs in animals with cachexia. Source: Marine Turtle Monitoring Program.
PHOTO 4.2.2-7: Treatments carried out at the Veterinary Center. A) Scarring after removal of
fibropapillomas; B) Serum therapy in animals with cachexia. Source: Marine Turtle Monitoring
Program.
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Conservation of marine resources has been neglected because of unsuccessful

management procedures, usually focused on target species of fishery (MURAWSKI, 2000).
Generally, fishes, mollusks and crustaceans are the main target species of fishery, however,
other organisms, with no commercial value, are captured; such as marine mammals
(NYBAKKEN, 1997; HALL et al., 2000; MURAWSKI, 2000; YODZIS, 2001). According to
MCCAUGHRAM (1992), those organisms may be classified as by-catch, defined by the
portion of capture that is returned to the sea dead or injured, probably not surviving further.
One cetacean (Pseudorca crassidens) was recorded live during the daily monitoring and was
found dead 2 days later. Direct impacts over top predators by mortality in fishing gears, as
well indirect impacts by prey elimination, affect biodiversity so it must be included in fishery
management.
From September 2014 to August 2015, 26 strandings of cetaceans were registered, being
distributed throughout the Municipalities of So Joo da Barra and Campos dos Goytacazes.
The current anthropic action is one of the main motivating factors in discussions regarding
the stranding of marine mammals, whether for fishing activities, collision with vessels, or
affected by oil spill, urban and industrial waste, water environment pollution, or loud noise
caused by vessels (GERACI; Lounsbury, 1993, p.126, Masterplan, 2015). Another striking
factor for these species is the destruction of native habitats and the introduction of alien
species which can cause a reduction in inventories and the extinction of native species or, in
other words, the loss of biodiversity.
In socio-economic terms, by-catches may reduce profits and contribute to a negative image
on the activity of the fisheries. It also depreciates the stock due to mortality of juvenile fishes
that have not reached commercial size (Hall et al., 2000). It is estimated that about 100,000
specimens of cetaceans, especially small dolphins, are accidentally caught in fishing artifacts
around the world, and much of the entanglements results in death of the animals (IWC, 1994,
p.43). In Brazil, bycatch is considered among the anthropogenic interactions most commonly
associated with dolphin mortality (DI Beneditto, 2004, p.34).
Most carcasses found show evidence of human activities, such as entanglements in fishing
nets, especially at the end of the rostrum of small cetaceans, and around the fins of pinnipeds
associated with injuries, oil stains and wounds in the body and head. Injuries are often caused
by boat propellers, or assaults by humans. These interactions between marine mammals and
fisheries can cause damage to species by preventing them reaching the age of maturity,
because the vast majority were juveniles, which often moved to try to form new groups and
do not survive. Small cetaceans, as well as being intentionally killed by fishermen in various
parts of the world, are drowned in the thousands of fishing fleets networks (PALAZZO JR.,
1988).
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All registered stranded cetaceans collected by Au Port are sent to another institution
(Petrobras), which is responsible for the cetacean necropsies. Therefore, these data must be
requested from Petrobras, and the information will be evaluated in order to investigate the
root-cause of the stranding.
Due to the increased reproduction of chelonians, monitoring and follow-up on the beaches
were intensified.
The report for the period in question stated the following results:
1,483 reproductive occurrences were recorded in total: 1,115 with spawn, 107 without
spawn, and 206 registered as false crawl;
62 percent of reproductive events were recorded for the municipality of Campos dos
Goytacazes;
The beach Praia do Farol, in Campos dos Goytacazes, was the one with the highest
number of reproductive occurrences (n = 335);
Only four occurrences in the reference period at Praia do Pontal were recorded;
Praia do Farol also has largest number of records with spawning (n = 268);
The majority of reproductive events occurred in December 2014;
The green turtle (Chelonia mydas) was predominant during the period, totaling 73
percent of records.
As reported during the season, several nests were exposed to human interference and
suffered the following effects:
Stakes and screens were torn and broken;

Vehicular traffic on the beach (which is forbidden and monitored) compacted sand over
nests;
Eggs were crushed, resulting in death;
Hatchlings were unable to dig out from the nest, resulting in suffocation.
Despite team efforts to minimize this impact, it caused the significant loss of 54 nests,
representing approximately 30 percent of the nests in these areas.
Continued implementation of the program has assisted in the preservation of species of sea
turtles that occur in the study region, while also ensuring the identification of other potential
sources of impact.
With regards to Cetaceans, the data obtained in the fieldwork and available bibliography data
reveals the diversity of cetacean species in the area and its surroundings (FIGURE 4.2.2-7).
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FIGURE 4.2.2-7
RECORD OF CETACEANS IN THE AU PORT AREA
Source: Masterplan, 2015 (adapted).
About 1,350 km of transects were covered at an average speed of 20 km/h, totaling 65 hours
and 38 minutes of effort in 10 different field trips. During the fieldwork the following sea
mammals were identified (FIGURE 4.2.2-8):
A group of three Sotalia guianenses dolphin;

Two distinct Pontoporia blainvillei porpoise sightings;
One individual of Balaenoptera sp. minke whale;
A group of five to seven individuals of Tursiops truncatus bottlenose dolphins;
Two individuals of Megaptera novaeangliae humpback whale.
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FIGURE 4.2.2-8
SIGHTINGS OF CETACEANS IN THE T-OIL AREA
Source: Masterplan, 2015 (adapted)
Interactions between cetaceans and fishing activities can be observed in all regions where
these animals are present. It is estimated that approximately 100.000 cetacean specimens,
especially small dolphins get caught accidentally in fishing artifacts around the world, and the
majority of the catch results in the death of the animals. In Brazil, and consequently in Au,
accidental capture is considered the most common dolphin mortality associated with
anthropogenic (Human) interactions (DI Beneditto, 2004).
Regarding the conservation status of the cetacean and chelonian species identified or with
probability of occurrence in the T-Oil area, TABLE 4.2.2-5 lists all the assessed to this ESIA
and their conservation status according to IUCN and ICMBio.
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TABLE 4.2.2-5
CETACEAN AND CHELONIAN SPECIES CONSERVATION STATUS
Species
ICMBio
IUCN
Chelonia mydas
VU
EN
Caretta caretta
EN
VU
Lepidochelys olivacea
EN
VU
Eretmochelys imbricata
CR
CR
Dermochelys coriacea
CR
VU
Pontoporia blainvillei
CR
VU
Sotalia guianensis
VU
DD
Tursiops truncatus
LC
Megaptera novaeangliae
LC
Pseudorca crassidenns
NE
Orcinus orca
DD
Delphinus sp
NE
Stenella frontalis
DD
Stenella longirostris
DD
Eubalaena australis
EN
LC
Balaenoptera musculus
CR
EN
Balaenoptera physalus
EN
EN
Balaenoptera borealis
EN
EN
Balaenoptera edeni
DD
Balaenoptera bonaerensis
DD
Balaenoptera acutorostrata
LC
VU
Physeter macrocephalus
VU
Kogia breviceps
DD
Kogia sima
DD
Globicephala macrorhynchus
DD
Feresa attenuata
DD
Peponocephala electra
LC
Steno bredamensis
NE
Grampus grisus
LC
Stenella attenuata
LC
Stenella clymene
DD
Stenella coeruleoalba
LC
Lagenodelphis hosei
LC
Berardius arnuxii
DD
Mesoplodon europaeus
DD
Mesoplodon mrus
DD
Legend: CR = Critically Endangered; DD = Data Deficient; EN = Endangered; LC = Least Concern; NE =

Not Evaluated; VU = Vulnerable.
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B - Avifauna
In the Terrestrial Environment, emphasis was essentially given to the analysis of birds, as
the species of the group, which are the most common in the project region, in sandbank
formations, also using the beach environment and mangrove ecosystems as a shelter, to rest
or feed, either in terms of ease of access or in some cases the specific need to look for
resources from these environments.
Attention to the beach and mangrove environments is justified due to the risk of contamination
by oil if an accident occurs at the terminal. According to oil spill modeling data, considering
the seasonal effects (summer and winter), there is a small probability, of between 0 and 10%,
that some mangrove formations may be affected, such as those located along the mouth of
the Paraiba do Sul river (north of the project) and also in estuaries located immediately south
of Cabo de So Tom (south of the project). The beaches are already more likely to be
affected if there is an accident because of its proximity to the project (ex : Au beach).
Given the above, the following analysis of birds with the probability of occurring in the project
areas will be submitted.
The occurrence of sea birds, the name given to the group of species of birds that use the sea
for foraging and the land to reproduce in the project area, can be considered occasional,
since the area is not used for rest or reproduction of migratory species (ALVES et al 2004;
CEMAVE / ICMBIO, 2014). To complete, in the project area there are no island formations,
usually used as rest areas and / or nesting of the species of this group.
Considering the information given in the specialized literature about the community of sea
birds existing in the area of the enterprise, it was decided to perform the characterization of
sea birds from the existing secondary data. (ALVES, V. S. et al. 2004, COELHO, E. P. et al.
1990, ECOLOGUS, 2015; PROJETO ALBATROZ, 2015; BIODIVERSITY EXPLORER,
2015; IBC, 2015.) (TABELA 4.2.2-6).
Ecologus (2008) determined that bird life in the Au Port area is quite poor in terms of species
richness, with few environmental quality indicators (threatened and endemic species). The
low richness of species may be the result of the anthropic process and hunting and bird
capture for domestic use. This anthropic process of areas and natural environments under
the influence of the current project intensified as from 2008, when they started constructing
and expanding the industries that make up the SEPA (Au Port Special Sector), affecting the
quality of the avifauna of the region.
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The Restinga shrubland formations had the most bird species, including endangered species
such as Mimus gilvus. The bird study completed by Tetra Tech (2015) emphasizes that
M. gilvus is a species restricted to the Restinga shrubland area that has suffered great
pressure from hunting due to its popularity as a household songbird, and this contributes to
the delicate situation occupied by the species in State of Rio de Janeiro.
With regard to the specific monitoring of birds in place, it should be noted that Ecologus
(2015) runs the Terrestrial Fauna Management Program to monitor bird species, which began
operations in December of 2007 and it carried out its 24th campaign in November, 2015. The
reports for these efforts are filed under INEA.
Regarding the conservation status of the sea bird species identified or with probability of
occurrence in the T-Oil area, TABLE 4.2.2-6 lists all the species assessed for this ESIA and
their conservation status according to IUCN and ICMBio.
Following Brazilian Regulations, all species categorized as threatened (Critically
Endangered, Endangered or Vulnerable) by ICMBio are periodically monitored, as presented
in the Rescue and Management of Land Fauna Program (Section 6 Environmental and
Social Management System). However, there is one species that is classified by IUCN as
Endangered and as Not Threatened by ICMBio.
In the project area were identified (41) species distributed in eighteen (18) families and seven
(7) orders. The main orders found in the study were Charadriiformes (n = 18 species) and
Procellariiformes (n = 10 species).
TABLE 4.2.2-6
SEA BIRD SPECIES CONSERVATION STATUS
Species
ICMBio
IUCN
Species
Sula leucogaster
LC
Mimus gilvus
LC
Fregata magnificens
LC
Pluvialis squatarola
LC
Phalacrocorax brasilianus
LC
Charadrius semipalmatus
LC
Nycticorax nycticorax
LC
Charadrius collaris
LC
Ardea alba
LC
Actitis macularius
LC
Egretta thula
LC
Tringa flavipes
LC
Egretta caerulea
LC
Platalea ajaja
LC
Halobaena caerulea
LC
Puffinus gravis
LC
Procellaria aequinoctialis
Arenaria interpres
LC
Oceanites oceanicus
LC
Calidris alba
LC
Fregetta grallaria
LC
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ICMBio
Chroicocephalus
NE
cirrocephalus
LC
Daption capense
Thalassarche
chlororhynchos
IUCN
EN
EN
VU
VU
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Species
ICMBio
IUCN
Species
ICMBio
Numenius phaeopus
LC
Oceanodroma castro
LC
Catharacta skua
LC
Sula dactylatra
LC
Himantopus melanurus
NE
Haematopus palliatus
LC
Butorides striatus
NE
Larus dominicanus
LC
VU
IUCN
Platalea ajaja
LC
Sterna hirundinacea
Diomedea melanophris
NE
Sterna hirundo
LC
Amazilia lactea
LC
Sterna eurygnatha
NE
Megaceryle torquata
LC
Thalasseus maximus
Pachyptila belcheri
LC
Pluvialis squatarola
Pachyptila desolata
LC
Diomedea exulans
CR
VU
Rynchops niger
LC
Diomedea epomophora
VU
VU
EN
LC
LC
LC
Diomedea chrysostoma
EN
Legend: CR = Critically Endangered; DD = Data Deficient; EN = Endangered; LC = Least

Concern; NE = Not Evaluated; NT = Near Threatened; VU = Vulnerable.
C Special Areas
This analysis aims to identify, map and characterize the Special Areas occurring in the areas
influencing the Biotic environment, essentially emphasizing those found in the Marine
Environment due to the offshore nature of the project.
Special Areas surveyed include both (i) Legally Protected Areas, which are environments
where there are regulatory degrees of protection and use is established by legal regulations,
and (ii) the Priority Areas for Nature Conservation, which according to their environmental,
cultural, tourist and landscape peculiarities require special measures for protection, notably
for the way land is used and taken over and the environmental protection guidelines.
Legally protected areas were not identified that overlap with the marine environment to be
influenced by the Projects implementation or operation phases.
In relation to Priority Areas to Conserve Nature (APC), an APC for sea turtles has been
identified (FIGURE 4.2.2-9), which on a regional scale has very high biological importance in
relation to the conservation of the environment, natural resources and biodiversity of turtles.
This is primarily because various types of species are recorded, and because the beaches
constitute important nesting areas for turtles. In the same Figure it is possible to observe
Farol de So Tom APC, which is located in the Land Compartment and therefore will not
suffer significant impacts from the project.
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Noteworthy is the Instituto Chico Mendes de Conservao da Biodiversidade (ICMBio)

TAMAR Project, which has a huge impact on a national scale, since it is well known by the
Brazilian general public, and its main mission is to protect the populations of sea turtle
species in Brazil and for the region where the project is located, especially for the species
Caretta caretta, Chelonia mydas, Dermochelys coriacea, Eretmochelys imbricata and
Lepidochelys olivacea.
Since 2011, the TAMAR Project monitors sea turtles daily and continuously, adding up to
more than 1.500 days of monitoring. This activity is realized by 11 local monitors, trained by
TAMAR and consists of moving along the 62 km of beach every day between Atafona and
Barra do Furado and collecting data about the reproductive occurrence (as spawns) of turtles
and non-reproductive occurrences (e.g.: size, species and sex of the turtles).
Under the TAMAR project, nesting areas are monitored by turtle watchers and researchers,
with front flippers tagged and a recommendation to be notified when and where the turtles
are found. This data allow us to study the behavior of spawning and migratory routes, and
allows populations to be controlled.
Next to the Au Port there are three TAMAR sub-bases, more specifically located in the
municipality of So Francisco de Itabapoana, in the Atafona district, and at So Tom
lighthouse (this last one in the regional headquarters), which, together with the other TAMAR
bases, protect around a thousand clutches and more than 80,000 hatchlings per year.
Since the monitoring of reproductive records began, there was an increase in the
reproductive occurrence of sea turtles recorded, indicating that the TAMAR Project is bringing
good results from this perspective for the region.
All injured animals found are sent for recovery and monitored until their complete recovery.
The service works 24hrs / day and the staff is composed of veterinarians, biologists,
technicians and monitors.
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FIGURE 4.2.2-9
PRIORITY AREA FOR BIODIVERSITY CONSERVATION
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4.3
SOCIO-ECONOMIC COMPONENT
4.3.1
This section presents the main environmental and social information that describes the region
where the enterprise is located. The main demographic, economic and social data of the
municipalities of So Joo da Barra and Campos dos Goytacazes is presented. So Joo da
Barra is the home municipality of the enterprise and Campos dos Goytacazes plays the role
of regional center. Moreover, specifically on the theme of fishing and and the economy, we
will present data relating to the municipality of So Francisco de Itabapoana.
At a local scale, specific information that describes the surroundings of the enterprise will be
presented, addressing traditional, small-scale fishing, dynamics and evolution of
infrastructure and public services, regional economic dynamics, urban development, cultural
heritage, and local and regional accessibility.
The descriptions presented are from communities neighboring the port, with data taken from
the Integrated Socioeconomic Diagnostics report prepared by DuPont Sustainable Solutions
(DSS) and Ecologus (2015). The neighboring communities referred to herein comprise all
localities from So Joo da Barra that form the rural area near the Au Port Industrial
Complex (FIGURE 4.3.1-1). This area also includes the rural communities of Crrego Fundo,
Azeitona, Capela de So Pedro, and Quixaba because of their proximity to the Au Port and
similarity with the rural areas of So Joo da Barra. Most of the urban infrastructure,
provided by the municipal government of So Joo da Barra, is located in these communities.
In political and administrative terms, this area can be defined as being formed by the 5th
District of So Joo da Barra, and the previously mentioned locations of Campos dos
Goytacazes, belonging to the 5th district of that municipality (Mussurepe).
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FIGURE 4.3.1-1
NEIGHBOURING COMMUNITIES CONSIDERED IN THIS DIAGNOSIS
Environmental and Social Impact Assessment T-Oil Au Port Industrial Complex

Source: Du Pont/Ecologus (2015).
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4.3.2
Baseline Socio-economic Conditions
4.3.2.1
Demographic Dynamics
Until the beginning of the construction of Au Port, in 2008, the neighboring area was a
sparsely populated region, where the presence of farms (belonging to former sugar mills,
whose activities came to an end in the early 20th century) predominated.
The implementation of the Industrial Complex and Au Port significantly altered the standards
of use and occupation of the land, principally in the region delimited by Municipal Law n
115/08 (Macro-zoning of Areas of Special Interest) such as the Special Area of Port Interest
(AEIP) and Special Sector of the Au Port (SEPA), due to the installation of industrial and
port enterprises (FIGURE 4.3.2.1-1). In the Special Sector of the Industrial District of So
Joo da Barra (SEDISJB), despite the creation of an Industrial District, the landscape
continues with predominantly rural characteristics (PHOTO 4.3.2.1-1). Communities along
the roads used as access to the Port have also undergone some transformations, such as,
for example, the creation of commercial establishments that serve the Port workers, like
restaurants and guest-houses. Beyond the limits of the DISJB rural properties predominate,
with cultivated areas and pastures for stock-raising.
PHOTO 4.3.2.1-1: View of Barra do Au community, located south of the industrial

district, and the predominantly rural landscape of the 5th district.
The population of the municipalities of Campos dos Goytacazes has grown continuously in
the last three decades, while So Joo da Barra saw a decrease in population between 1991
and 2000, since in 1997 part of the territory of this municipality was divided to create the
municipality of So Francisco de Itabapoana (TABLE 4.3.2.1-1). According to the last
demographic census, taken in 2010, Campos dos Goytacazes has 463,731 inhabitants and
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occupies the position of regional center of the North Fluminense area and So Joo da Barra
has 32,747 inhabitants.
TABLE 4.3.2.1-1
DEVELOPMENT OF THE POPULATION (1991, 2000, 2010)
Location
1991
2000
2010
Campos dos Goytacazes
389.109
407.168
463.731
So Joo da Barra
59.561
27.682
32.747
Source: IBEGE, Demographic Census 1991, 2000, 2010.
Upon analyzing the population growth of these municipalities in the period of 2000/2010 one
notes that Campos dos Goytacazes grew 13.9%, while So Joo da Barra was 18.3%, higher
than average percentages for the State of Rio de Janeiro (11.1%) (TABLE 4.3.2.1-2). It is
thought that this demographic growth may be associated with the exploitation of oil deposits
of the pre-salt layer and also with the implementation of the Au Port Complex.
It is important to mention that the first demographic projections made taking the Au Port
Complex into consideration indicated a much greater growth than that which actually took
place. The rate of implantation of the enterprises was less than expected and even today
some of the planned undertakings have still not yet been installed. Such characteristics of
the implementation of the Au Port Complex, even though unintentional, have allowed for a
greater equilibrium between job offers and the availability of local labor, thus attenuating the
intensity of the migratory processes.
For this reason, it is important to point out the population growth observed in Campos dos
Goytacazes and So Joo da Barra was lower than that observed in the North Fluminense
Region (21.5%) and much lower than that seen in the Municipality of Maca (56.1%), the
main oil and gas industry center in the country.
TABLE 4.3.2.1-2
POPULATION GROWTH PER PERIOD (IN %)
Location
1991/2000
2000/2010
Estado Rio de Janeiro
12,4%
11,1%
Regio Norte Fluminense
14,3%
21,5%
4,6%
13,9%
So Joo da Barra
-53,5%
18,3%
Maca
31,3%
56,1%
Source: IBEGE, Demographic Census 1991, 2000, 2010.
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In the municipalities of Campos dos Goytacazes and So Joo da Barra, the most significant
types of migration are a rural exodus (rural-urban migration) and the one which comes mainly
from the State of Rio de Janeiro (intra-regional), probably related to the search for jobs in the
industrial sector in expansion or business opportunities and jobs resulting from the economic
enthusiasm as described.
What we observed during the implementation of the enterprises of the Au Port Complex, not
considering the vacancies filled in by the local population, was that the construction
companies responsible for the Works brought with them part of the laborforce from other
regions and housed them in temporary lodgings. With the completion of the Works, these
workers were mobilized by the construction companies to work at other sites, not remaining
in the region. Furthermore, workers that had come from other regions without being directly
linked to construction companies were divided between So Joo da Barra, nearer to the
Port, and Campos dos Goytacazes, with a better offer of homes, commerce and services,
thus distributing the immigration between these two cities. This situation continues up to the
present time in which 49% of the workers at Au Port live in Campos dos Goytacazes and
33% in So Joo da Barra1.
According to data from the last demographic census, 27.44% of the population of So Joo
da Barra and 11.52% of the population of Campos dos Goytacazes are made up of people
coming from other cities. By comparison, we could mention the State of Rio de Janeiro, where
14.4% of the residents come from other states, a percentage, which is also greater than that
found in Campos dos Goytacazes (TABLE 4.3.2.1-3).
TABLE 4.3.2.1-3
ORIGIN OF RESIDENT POPULATION (2010)
Population
So Joo da Barra
People
People
Total
463,731
100
32,747
100
Native of the municipality
410,303
88.48
23,762
72.56
Non-native of the municipality
53,428
11.52
8,985
27.44
Source: Demographic Census 2010, IBGE.
Porto do Au. Monthly report 12 of the Employability Network. Rio de Janeiro, September 2015 ref. August 2015.
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4.3.2.2
Social Conditions
The Human Development Index HDI is an indicator used to measure the progress of
nations, states and municipalities based on three pillars: health, education and income. The
HDI-M (Municipal Human Development index) is an adaptation of the global HDI and is
composed of the same pillars. The value of this indicator varies between 0 (no human
development) and 1 (maximum human development). Thus, it is considered that an HDI-M
between 0 and 0.49 is very low; between 0.5 and 0.59 is low; 0.6 and 0.69 is medium; 0.7
and 0.79 is high and 0.8 and 1.0 is very high.
There has been a progressive improvement in the quality of life in all locations analyzed
(TABLE 4.3.2.2-1). The HDI-M of the municipality of Campos dos Goytacazes increased
from low (0.505) in 1991 to the range of high values (0.716) in 2010. The municipality of So
Joo da Barra increased from very low in 1991 (0.484) to low in 2000 (0.548). In 2010, the
HDI-M of this municipality was considered as medium (0.671), which is one category below
the level of both the country, and the neighboring municipality of Campos dos Goytacazes.
So Joo da Barra appears in the 2,642nd position in the HDI-M ranking of 5,565 Brazilian
municipalities, and occupies the 77th position in the list of 92 municipalities of the State of Rio
de Janeiro by HDI-M value. Campos dos Goytacazes appears in the 1,427th position in the
national ranking and occupies the 37th position in the state ranking, and these positions are
significantly better than its neighboring municipalitys positions.
TABLE 4.3.2.2-1
HUMAN DEVELOPMENT INDEX
Locations
1991
2000
2010
Brazil
0.493
0.612
0.727
Campos dos Goytacazes (RJ)
0.505
0.618
0.716
0.484
0.548
0.671
Source: Atlas of Human Development in Brazil PNUD.
The HDI-M is calculated based on three factors: (i) longevity, which is measured by life
expectancy at birth; (ii) education, by the composition of schooling indicators of the adult
population and the school flow of the young population; and (iii) income, which is measured
by the municipal income per capita, i.e., the average income of each resident of a certain
municipality.
The data presented (TABLE 4.3.2.2-2) shows that the HDI dimension which had the most
significant growth in these two municipalities and in the country is Education. Despite this
evolution, the component is still in the mid-range in Campos and in the low range in So Joo
da Barra. The Longevity factor presented the best results in these three locations and is
considered as very high both for Campos and So Joo da Barra and also for Brazil.
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Regarding the Income factor, Campos dos Goytacazes has a high HDI and very close to the
national average, while So Joo da Barra has a medium HDI and is below the national
average, as a result of the nominal income found in each municipality.
TABLE 4.3.2.2-2
COMPOSITION OF THE HUMAN DEVELOPMENT INDEX
HDI-M Income
Brazil
(RJ)
HDI-M Longevity
HDI-M Education
1991
2000
2010
1991
2000
2010
1991
2000
2010
0.647
0.692
0.739
0.662
0.727
0.816
0.279
0.456
0.637
0.617
0.662
0.715
0.658
0.751
0.83
0.318
0.474
0.619
0.565
0.609
0.686
0.715
0.737
0.8
0.281
0.367
0.551
Source: Atlas of Human Development in Brazil PNUD.
Finally, it is important to highlight that the HDI-M, as a summary indicator which is able to
bring together many variables into a single index, and expresses the deficiencies and
weaknesses of the municipalities under analysis. Therefore, it must be emphasized that both
municipalities, although they have presented continuous development in recent decades,
have an HDI-M which is below the national average in nearly all factors of the indicators now
analyzed.
4.3.2.3
Economic Dynamics
The municipalities of So Joo da Barra and So Francisco de Itabapoana have economies

much less developed than that of Campos dos Goytacazes, and they remain polarized by
this municipality, which historically presents a prominent position in the North of the State of
Rio de Janeiro and in the State of Rio de Janeiro.
The principal industries and the sugarcane crop were at Campos do Goytacazes, which
suffered and continues to suffer from a chronic crisis in the industry. After closing the Barcelos
Mill (located in the district of the same name) in 2009, the major crops of sugarcane have
declined in So Joo da Barra, resulting in a sugarcane crop now used almost exclusively as
a forage crop (that is, for animal feed). Currently, the agricultural sector of So Joo da Barra
consists essentially of family farms, comprising of about 1,000 small producers who plant
around 700 hectares of crops (such as pineapple, manioc, and okra) in 2014 (Emater-RJ),
with a few of them also dedicated to livestock (mainly dairy) (PHOTO 4.3.2.3-1 and 4.3.2.32). It is this rural context that prevails in the vicinity of the land involved in the development
of the Au Port Industrial Complex and that had a population presence, though sparse, in the
area affected by the expropriations related to the Project (PHOTO 4.3.2.3-3).
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PHOTO 4.3.2.3-1: Pineapple crop located in the PHOTO 4.3.2.3-2: Pasture in So Joo da Barra
5th District
PHOTO 4.3.2.3-3: Aerial view of part of the 5th District, where we observe
Restinga shrublands in sandy strips, in some cases used for cattle grazing,
and small areas of plantation (January, 2016)
Fishing is another important primary activity in this area, having been responsible for the
earliest occupation of the coastline of the Baixada Campista region. Today, the activity
occupies an important position in the social base of the surrounding region of the Au Port
Industrial Complex, creating jobs and intense commercial activity at landing sites by the sea,
in addition to subsistence activities on the inland water bodies that comprise the coastal
ecosystem.
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The effectiveness of road connections to more populated centers (mainly the city of Campos
dos Goytacazes) has attracted intense real estate development and it has focused on
expanding neighborhoods of beach houses (such as Atafona and Grussa), occupied
predominantly by houses of middle class families living in Campos dos Goytacazes. This
summer visitor phase of the development of the coastal region today overlaps the simple
past of fishing villages, bringing new opportunities and conflicts in a framework that is
associated with strong seasonal population variations.
In addition to the beach houses, this new phase generated the establishment of a hotel and
tourism sector in So Joo da Barra that, although quantitatively modest (currently about
3,000 beds, according to verbal reports from industry leadership), created excitement at the
prospect of transforming their standard of highly seasonal occupation to one of constant and
intense use generated by the business linked to Au Port.
In fact, of the professionals currently employed in Au Port and its companies, 33 percent
live in So Joo da Barra and 49 percent in Campos dos Goytacazes2. The practice of
residing in So Joo da Barra has a positive potential, especially in the medium and long
terms, with the increase in the creation of permanent local jobs due to the maturation of
industrial investments in the Complex. However, realization of this positive potential depends
on the improvement of education for young people in order for them to compete for the best
opportunities for qualification and employment that will arise, and the rate of expansion,
maturity, and the ability of the local business sector to be included in the supply chain to the
Au Port Industrial Complex.
As noted in Figure 4.3.2.3-1, following the commerce and private service activities that depict
the dispersion of economic dynamics in society through consumption, there was a rapid
expansion in smaller cities in the region between 2006 and 2012 (that is, 200 to 250 percent
in the period), at a pace clearly separate from the general development of these sectors in
the State of Rio de Janeiro and the regional center of Campos.
Porto do Au. Monthly report 12 of the Employability Network. Rio de Janeiro, September 2015 ref. August 2015.
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FIGURE 4.3.2.3-1
EVOLUTION OF REAL GROSS AGGREGATED VALUE (VAB)3 OF THE COMMERCE
SECTOR AND PRIVATE SERVICES OF THE COMPLEX REGION AND STATE OF
RJ 2006-2012
400
350
300
250
Index: 2006 = 100
200
150
100
50
0
2006
Campos
2007
2008
S. J. da Barra
2009
2010
S. F. de Itabapoana
2011
2012
Rio de Janeiro state

Sources: IBGE and calculation DuPont-Ecologus
Social programs provided for in the licensing of various projects associated with the Au Port
Industrial Complex include specifically targeted activities to maximize local ownership of
economic and social benefits resulting from the Project, through local labor force training
programs, employment, development of local suppliers, or sectorial incentives (PHOTO
4.3.2.3-4 and 4.3.2.3-5). It can be said that these actions meet both mitigation and
compensation responsibilities under the category of regional integration measures, aimed
at minimizing the restrictions (to the desired local ownership of benefits) brought by the
asymmetry of trade structure and the favorable regional services center of Campos dos
Goytacazes.
At constant prices in 2012, with values updated by the IPCA / IBGE in the period.
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The employability of workers in So Joo da Barra in the Au Port Industrial Complex, in

terms of primary issues as a result of the closure of work sites, has also been promoted
through initiatives like the creation of a Human Resources Committee4 and the Project
Employability Network. These initiatives represent an effort to monitor, place, and replace a
significant number of professionals employed at the port5.
What can be observed, and what is present in perceptions and information circulated locally,
is that the local initiatives for workforce training and the stimulation of their engagement in
the Industrial Complex activities through mechanisms such as the Human Resources
Committee and Employability Network (that is, licensing commitments6 ) are contributing
positively to the goal of harmonious integration of the project in its surrounding territory.
PHOTO 4.3.2.3-4: Graduation of the first 76 PHOTO 4.3.2.3-5: View of the 33 students from
students of the first class of the port operators the first class of the port operators course who
course
were hired to work at the Multicargas Terminal

(TMULT)
Integrated, in addition to Prumo by companies Edson Chouest, NOV, Wartsila, Ferroport and Technip.
At Prumo and its direct contractors.
6 Local Labor Force Training Program and Mobilization and Demobilization of Labor Force Program.
5
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Another Au Port action, aiming to internalize the greatest possible proportion of benefits to
the surrounding territory, is the Local Supplier Development Program (PHOTO 4.3.2.3-6).
Implemented in 2011 by Au Port (former LLX) and operated continuously7 by Au Port in
agreement with SEBRAE, this licensing commitment already enables research, funds
studies, and provides registrations for courses, workshops, individual business consulting,
and business meetings. All of these initiatives are aimed at empowering and mobilizing local
corporate segments to maximize their participation in providing products and services to the
companies of the Au Port Industrial Complex.
PHOTO 4.3.2.3-6: Talk given in the Local Suppliers

Development Program, on 11/18/2015 Au Port:
Opportunities and Challenges for the Region
7 Though with intensity variations due to the phases alternating with higher and lower availability of resources allocated
by Au Port.
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LABOR MARKET
From 2006 to 2012, formal employment in the companies of So Joo da Barra more than
doubled (increased by 134 percent, or 15.2 percent per year), as shown in FIGURE 4.3.2.32. This behavior is clearly different from the average changes in formal employment levels in
the State of Rio de Janeiro or in the neighboring municipalities of Campos dos Goytacazes
and So Francisco de Itabapoana. From 2013 onwards, once again the dynamic is distinct,
but in the negative growth of So Joo da Barra, formal employment is constantly declining.
This situation in other territories shows small oscillations around stability. So Francisco de
Itabapoana has been an exception among these areas in 2015, presenting significant growth
in the formal labor market.
FIGURE 4.3.2.3-2
EVOLUTION 2006-2015 OF THE FORMAL EMPLOYMENT INDEX IN THE STATE
OF RIO DE JANEIRO, IN CAMPOS, SO JOO DA BARRA AND
SO FRANCISCO DE ITABAPOANA.
260
240
220
200
180
160
Index: 2006 = 100
140
120
100
80
60
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
(Aug)
Campos
S. J. da Barra
S. F. de Itabapoana
State of Rio de Janeiro

Sources: CEPERJ, CAGED and calculation DuPont-Ecologus.
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On the other hand, the explosive growth in So Joo da Barra between 2006 and 2012 was
mainly due to the continuous and rapid increase of construction jobs related to the works of
the Au Port Industrial Complex in this period, followed by the jump in 2010 of the number of
workers in public administration. Still intense, but more gradually so, there was also an
increase of 48 percent (or 6.8 percent per year) in formal jobs occupied in other private
sectors of the local economy, indicating the possible presence of a widespread surge in the
labor market in the city.
The available data indicates that most jobs are for workers who come from far away and
remain living in accommodation provided by construction companies or those who are
resident in Campos. In both cases, these jobs benefit workers who do not use the commerce
and services of So Joo da Barra to meet the majority of their consumption needs. It can
be seen that, despite some local reports to the contrary8 and through visible effects in the
emergence of small businesses in neighboring communities, that the increase of employment
in private economic activities in So Joo da Barra is not directly connected to the port.
Rather, it has resulted mainly from the increase in local government spending, whether it is
in salaries of the increased contingent of servers (about 50 percent of formal jobs in the city)
or purchases of goods and services by the Municipality in the local market.
Another important aspect of the local labor market is the growing importance of the industrial
sector in the labor force. As shown in FIGURE 4.3.2.3-3, from 2007 to 2011 manufacturing
employment ranged from 400 to 470 jobs. Starting in 2012, this segment grew strongly,
reaching a stable level above 1,000 jobs in 2014 and 2015; the increase amounted to about
600 employees (150 percent) in this period. This creation of vacancies in the industrial sector
is probably related to the beginning of the operation of industries that settled into the Au Port
in this period, such as Technip and NOV.
8 Local business leaders and representative of SEBRAE inform that business territory felt the impact of demobilization
of projects in 2013.
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FIGURE 4.3.2.3-3
EVOLUTION 2007-2015 OF FORMAL EMPLOYMENT IN THE MANUFACTURING
INDUSTRY IN SO JOO DA BARRA
1,200
1,000
800
Formal Jobs
600
400
200
0
2007
2008
2009
2010
2011
2012
2013
2014
2015
(Aug)

Sources: CEPERJ, CAGED and calculation DuPont-Ecologus.
It is also noteworthy that the Human Resources Committee information on the Au Port
Industrial Complex estimates 6,000 workers occupied daily in Au Port. Considering the
approximate maximum amounts of permanently employed personnel in the companies
already installed and operating in the port area (that is, 2,000 employees9), it follows that a
contingent of at least 4,000 people are involved in construction activities at the temporary
location. This is likely responsible for the persistent high levels of collection of ISSQN, a local
tax that is due over any service rendered, such as civil works, security, cleaning and the hire
of labor. This quota is incompatible with the level of formal employment registered in the
municipality in the construction sector in August 2015 of about 1,300 people, suggesting the
local presence of significant numbers of contractor employees displaced from other
constructive fronts and recorded in other companies offices.
It is evident that during any development scenario, total or partial, of the Au Port Industrial
Complex, noticeable changes in the labor market of So Joo da Barra (such as the growth
of industrial jobs) tend to be amplified significantly. Noteworthy is the creation of the Municipal
Secretariat for Labor and Income in 2014, which implemented and maintains a database of
rsums available to local employers, as well as expanding training activities (including the
involvement of Au Port Industrial Complex companies) and undertaking several institutional
partnerships aimed at developing the municipal labor market.
400 of NOV, 600 of Technip, 750 of Anglo American and 250 of Prumo.
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A maximum involvement of Industrial Complex companies with workers was stimulated by a

Human Resources Committee10 in August of 2014. The implementation of the project has
had a similar effect to the Employability Network11 initiative, active since September 2014,
in an effort to monitor, place, and relocate professionals at Au Port and its companies. The
individuals directly contracted by the Network by August 2015 amounted to 2,491 people
for companies operating in the port area12, 24 percent corresponding to the primary Au Port
curriculum database (one of Network services) and 76 percent of professionals registered
demobilized for replacement (other service of the Network). Of these professionals, 45
percent (1,124) are indicated to be residing in So Joo da Barra (Au Port, 2015).
4.3.2.4
Local and Regional Accessibility
Railroad System
The region is currently served by two railway branches of the network granted by the Federal
Government to Ferrovia Centro Atlntica, a private company of Grupo Vale: the Rio-Vitria
and Campos-Recreio networks (in Minas Gerais), both crossing the Campos dos Goytacazes
municipality (FIGURE 4.3.2.4-1).
From these networks, the railway can connect the region to other parts of Ferrovia Centro
Atlntica and other concessionaires. Even operating with old line limitations and being
narrowly drawn (that is, having extensive rails currently out of or with very little use), these
branches are the main connections by rail between the southeast and the northeast and
central-west regions of the country, creating the possibility of connecting the Campos dos
Goytacazes municipality with those regions. There is still an old railway branch destined for
So Joo da Barra that is physically implemented, but has been deactivated for decades.
10 Integrated voluntary initiative, in addition to Prumo by companies Edison Chouest, NOV, Wartsila, Ferroport and
Technip. Information provided by Prumo HR professional who participate on the Board.
11 Licensing Commitment in Mobilization and Demobilization of Labor Force Program.
12 Although for now only receives registration data Prumo and contracted, the Network shares with all companies in the
HR Committee the information on its CV database.
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FIGURE 4.3.2.4-1
REGIONAL RAILROAD SYSTEM
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Waterway System
In operation since 2014, and designed based on the concept of an industrial port, Au Port
is close to the offshore oilfields of the Campos Basin and geographically is easily accessible
by land to the most developed regions of the country. This privileged location gives the
Industrial Complex the potential to become a major logistics center for an area of influence
that covers the central-west and southeast regions, (where the major Brazilian industrial,
agricultural, and mining centers are located).
Au Port has two Terminals, T1 and T2, both equipped with already implemented
infrastructure. T1 has a 3 km-long access bridge, five berths, and can currently receive ships
of the Panamax, Capesize, Aframax and Suezmax type, and its expansion project includes
the receipt of larger vessels, such as VLCCs, in 2017. Then, T2 is an Onshore Terminal with
6.5 km in length, 300m in width and 14.5m in depth in the first part and 10m in the second.
Regional Road System
The main access roads to the Au Port area are federal highways BR-101 and BR-356 and
state highways RJ-196, RJ-216, RJ-238, and RJ-240 (FIGURE 4.3.2.4-2). Improvement
works in several stretches of these roads were carried out in the context of the Au Port
implementation, comprising road suitability at crossing points, drainage system
improvements, deployment, and pavement recovery and road sign installation.
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FIGURE 4.3.2.4-2
SYSTEM OF HIGHWAY ACCESS TO THE ENTERPRISE
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The first major accessibility intervention undertaken for the Industrial Complex was to improve
the paving between the quarry and the port road. These improvements benefited state roads
(RJ-238 and RJ-216) and BR-356 between the quarry (located in the locality of Itaoca, in
Campos, to the west of BR-101) and the locality of Caet, in So Joo da Barra, and included
painting tracks, installing road signs, and minor repairs (PHOTOS 4.3.2.4-1, 4.3.2.4-2 and
4.3.2.4-3). The major operations involved construction of a viaduct over BR-101 to access
RJ-238; a construction rotary junction at BR-356 and RJ-240 (Caet Rotary); resurfacing RJ240 between BR-356 and the locality of gua Preta; and resurfacing roads connecting gua
Preta to the port (internal stretch to the area of DISJB). This initiative cannot be considered
strictly a social investment, although it has had positive effects on local and regional
accessibility, since it was a requirement of the work of Au Port.
PHOTO 4.3.2.4-1: Paving works in Cazumb (2012)
PHOTO 4.3.2.4-2: Main Palacete Road (2008)
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PHOTO 4.3.2.4-3: Main Palacete Road (2012)
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The resurfacing of 57 km of rural feeder roads in the 5th District in 2012, an initiative that
would not be necessary for the port construction, can also be seen as a social investment
even though it may be classified as mitigation work and compensation for impacts. This is a
result of its effectiveness in improving accessibility for the communities within the
municipality, which were extremely isolated prior to these road improvements.
Another activity carried out at Au Port, in compliance with conditions of various licenses
(such as the Logistics Yard, T2 terminal, and Navigation Channel), is the Program for
Transportation and Traffic Control-PCTT. In practice, it is a unified program that meets all
these licenses concurrently through programming different actions: educational campaigns
on the external traffic routes, safety dialogues with the internal staff, and short term driving
classes provided by driving schools for offending drivers (PHOTOS 4.3.2.4-4 and 4.3.2.4-5).
PHOTO 4.3.2.4-4: Traffic Inspection performed in PHOTO 4.3.2.4-5: Maio Amarelo (Yellow May)
April of 2015
campaign team: Take Care of Life Everyone

United for the reduction of traffic accidents
(05/14/2015)
However, the traffic accident statistics in the inner port environment and the quantitative
complaints on this subject on Au Port channel 0800, reveal a small and non significant
record of numbers13, supporting that, at least at this stage of Au Port Industrial Complex, the
situation of transport and traffic related to the project is adequate, and not requiring additional
control measures.
Prumo. Program for Transportation and Traffic Control (PCTT) of the project Navigation Channel, semiannual report March /2015. So Joo da Barra, March 2015.
13
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4.3.2.5
Public Services
The rural localities of So Joo da Barra municipality, concentrated in the 5th District,
presented chronic public water supply problems until 2008, with most locations being served
by water trucks of the So Joo da Barra municipality and with only Barra do Au having a
deep well supply system operated by CEDAE, though with a limited service area.
This scenario has been considerably modified over the years, either by government
investment (partly induced by the growth prospects of the region associated with the
implementation of the Industrial Complex) or through investments of the companies installed
in Au Port via partnerships (which built and transferred public collection and water
distribution systems to the municipality) (PHOTOS 4.3.2.5-1 and 4.3.2.5-2).
PHOTO 4.3.2.5-1: Water supply well in Sabonete PHOTO
4.3.2.5-2:
Works
of
the
Federal
(5th District) installed by the Town Hall of So Government for expansion and implementation of
Joo da Barra in partnership with the companies, the water supply system of Bajur (5th District)
Au Port (former LLX) and OSX.
However, despite the expansion of the treated water supply in the municipality, the population
retains the habit of using mineral water for drinking and cooking. According to community
leaders, the population identifies a strong taste of chlorine in water.
There has been no change in the municipal sewage system service since the construction of
Au Port. There is a widespread lack of public sewage systems in the municipality, and the
center of the municipal headquarters is only partially supplied by a specific collection network,
performing the removal of effluent primarily through mixed networks, originally built for urban
drainage (PHOTO 4.3.2.5-3). Currently, there is still no treatment system with the capacity to
serve the population of the municipality. In rural areas, as in urban areas of other districts,
sewage is mostly disposed of using septic tanks and sinkholes. While these systems may be
suitable for sparsely occupied zones, such as the 5th District, they are insufficient for denser
occupation areas, such as the Grussa neighborhood.
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PHOTO 4.3.2.5-3: View of the central area of the Municipality of So

Joo da Barra, a place with more developed urban infrastructure.
As for solid waste management, it is a service subject to great variability depending on the
fluctuations of the municipalitys financial situation, since it depends on outsourcing contracts
for collection and transportation of waste to the landfill in Campos. The improvement in the
framework of public finances from 2008, partly attributed to the tax collection increase
resulting from the works of Au Port, brought improvement to this service, as well as to other
service sectors of the municipal administration. Today, the municipality has a collection
system in all locations of its six districts, but still reports some service deficiency due to the
weekly frequency and inability to reach sparser and fewer populated locations. This means
that some households in rural areas still use burning or burial to dispose of garbage.
Although the distribution network of AMPLA Energy (the regional energy supplier) is serving
all locations, the electricity supply is considered poor throughout the 5th district. This occurs
mainly in Barra do Au, where frequent power failures or sudden voltage oscillations cause
electrical appliance damage, resulting in economic losses for families (such as food waste,
and appliance repair or replacement).
The area surrounding the project has sufficient health facility capacity to serve various
locations (PHOTOS 4.3.2.5-4 and 4.3.2.5-5). This service has been greatly expanded and
improved over the past few years, having been the subject of much public investment, as
well as investments from the companies installed in the Industrial Complex. The 5th District
has currently a total of eight facilities, including Mixed Health Facilities (Barra do Au and
Mato Escuro), Basic Health Facilities (Quixaba and Sabonete), a Polyclinic (Sabonete), and
Unit of Family Health Programs (Barra do Au, Mato Escuro, and Campo de Areia). The
facilities installed in Mato Escuro and Barra do Au are considered to be central service
facilities for the 5th District population, as they offer care 24 hours a day, providing emergency
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care in addition to other care. However, families who reside outside these locations often find
it difficult to get emergency services, due to unreliable phone communication.
In spite of this, the region of the 5th District is generally considered by its residents to be well
served by health facilities14. Among the main investments in health in the recent years, are
the following:
Emergency health-care center implemented at the municipal head office, which has
become the municipal reference for emergency care;
Special facilities established for mental health care and substance abuse in Atafona;
Family health facilities installed in Mato Escuro and Barra do Au.
Investments made by the Industrial Complex companies in the health sector are highlighted
by the 2008 construction of the dental clinic in the fishing village Z-2, located in Atafona
(Social Report, 2015), and by the renovation and expansion of the emergency station of Barra
do Au in 2009.
PHOTO 4.3.2.5-4: Joo Barbosa Netto 24hr
PHOTO 4.3.2.5-5: Au 24hr Mixed Unit, in Barra
Mixed Unit, in the district of Grussa.
do Au
14 67 percent of regular or good for the health system evaluations according to field research results EBX / Ecologus
(2011) for the Agricultural Core space that on regionalization of that study corresponds very closely to the neighboring
communities.
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4.3.2.6
Agriculture
Data on agriculture presented in this report includes the total area of the municipality.
However, even if such information theoretically includes the Projects neighboring
community, it mainly reflects the agricultural production of the 5th District, which is the most
important rural area in So Joo da Barra.
According to the So Joo da Barra Technical Assistance Company and Rural Extension of
the State of Rio de Janeiro office15 (Emater-SJB), there are approximately 1,000 farmers in
So Joo da Barra. However, this information is inaccurate due to the lack of an updated
land register for the municipality.
FIGURE 4.3.2.6-1 shows permanent and temporary farming in the So Joo da Barra area
between 2005 and 2013. It is possible to observe that the area devoted to pineapple
cultivation almost doubled over the analyzed period, although there were two moments of
decline in 2006 and 2010 (PHOTOS 4.3.2.6-1 and 4.3.2.6-2). This fruit is gaining more and
more space, because recent harvests achieved high prices for producers. Manioc, coco-daBahia (coconut), and guava are also products that have expanded their production areas.
Regarding coco-da-Bahia, it is important to note that it has become a new attempt to diversify
local agriculture, such as is possible to observe it around the territory. On the other hand,
products such as corn, watermelon, and beans have discontinued production in So Joo da
Barra.
FIGURE 4.3.2.6-1
CROP AREA IN THE MUNICIPALITY OF SO JOO DA BARRA
300
Pineapple
Yam
250
Beans
200
Manioc
Watermelo
150
n Melon
100
Corn
Tomato
50
Banana
0
2005 2006 2007 2008 2009 2010 2011 2012 2013
Year
Coconut
Guava
Orange

Source: IBGE - MUNICIPAL AGRICULTURAL PRODUCTION16
15
Interview conducted in September 2015 with technician of Emater-SJB.

Except for the areas of sugarcane plantations (which are in decline), since it is not related to the typical farming family
farming of the production universe of neighboring communities considered here.
16
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Small maxixe and okra plantations are common in the local agricultural landscape. According
to data from Emater, the planting of okra grew in terms of cultivated area, increasing from 48
hectares in 2009 to 55 hectares in 2014. On the other hand, areas with maxixe decreased
from 224 hectares in 2009 to 140 hectares in 2014. Small farmers are proud to contribute to
the status of So Joo da Barra municipality as the largest maxixe producer in the state.
Local production is sold to intermediaries, who transport it to the major markets of Rio de
Janeiro. Only a few farmers have their own trucks and can sell their products directly. When
this occurs, these farmers can also serve in this intermediary function for other members of
their community.
PHOTO 4.3.2.6-1: Pineapple planter
PHOTO 4.3.2.6-2: Fruit produced in the

municipalities of So Joo da Barra
It is noteworthy that subsistence farming is a common local practice for complementary family
feeding. In certain areas, food production is more diversified, and the surplus, if any, is sold
in order to complement the family income.
By analyzing the total area of crops in the municipality, discounting the area intended for
sugarcane cultivation, it is noted that these areas grew between 2005 and 2013. The real
value17 of the production also showed an increase. This could mean that the Au Port
construction, which started in 2008 and was followed by the other associated projects
(although it had its peak in 2011 and 2012), did not impact agriculture in the area negatively.
Until 2013, the actual value of family farm production in So Joo da Barra was maintained.
The tendency to increase production value in stagnated areas reflects a positive tendency
for change, which may be a associative contributing factor for the choice of the most profitable
crops, increasing crop productivity and even contributing to a greater appreciation for the
products on the market. The latter is likely to arise from increased circulation of income
among consumers in the municipality.
17
Already attributed to values, year on year, inflation measured by IPCA/IBGE.
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4.3.2.7
Fishing
Small-scale fishing, considered to be one of the most traditional economic activities of the
northern coast of the State of Rio de Janeiro, is practiced by autonomous produces, as a
family business, partnerships or as individuals. Fishing is practiced by some fishermen to
obtain food for their families, however, for the majority, fishing is a commercial activity, used
as a source of income or to supplement the income earned through other activities. It is an
activity based on simplicity, in which the workers themselves develop their skills and fishing
equipment, aided or not by vessels such as trawlers, skiffs, boats, rafts and canoes. Industrial
fishing, in general carried out with medium to large-sized vessels and with the employment
of more sophisticated technology, was not observed in the municipality of So Joo da
Barra18.
The fishing activity carried out on the northern coast of the State of Rio de Janeiro presents
characteristics of a traditional or small-scale mode. The fishing arrangements situated near
the coastline, such as fishing with a trawler for shrimps or using a drag net for bass and
dogfish, involve a significant number of fishermen in the area.
Shrimp and small fish are caught with nets, preferably closer to the coast, at up to 3 nautical
miles from the shore, between Barra do Au (to the south of the Port) and Barra de
Guaxindiba (to the north). The shrimp nursery stretches from Iquipari to Au. However,
between Iquipari and Barra de Guaxindiba there are areas with a lot of stones. For this reason
drag nets are not used here. Casting net (PHOTO 4.3.2.7-1 and 4.3.2.7-2) is used up to 18m
in depth, from Campos dos Goytacazes (to the south) up to So Francisco de Itabapoana (in
the north). Bottom line, as from 18m in depth, is practiced, in general, using larger vessels
(Masterplan, 2015). FIGURE 4.3.2.7-1 presents this information.
PHOTO 4.3.2.7-1: Casting net
18
PHOTO 4.3.2.7-2: Casting net
There are no fishermen registered under industrial fishing in the General Fishing Activity Register (RGP).
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FIGURE 4.3.2.7-1
FISHING AREAS
LEGEND:
Shrimp and small fish net
Up to 3 nautical miles from the coast; between

Barra do Au and Barra de Guaxindiba
Up to 18m in depth; from Campos to So
Casting net
Francisco de Itabapoana
Bottom line
As from 18m in depth
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In 2011, there were about 1,64019 families on the coastline between Farol de So Tom
(Campos dos Goytacazes) and Guaxindiba (So Francisco de Itabapoana), whose primary
spokesperson was a fisherman, of which approximately 1,560 had fishing as the main
occupation (Ecologus, 201120). This same study found that families whose main providers
are fishermen have the lowest monthly household income in the immediate vicinity of the Au
Port Industrial Complex, which was 604.00 Brazilian Reals at 2011 prices. This characterizes
social vulnerability, compounded by the unpredictability of the activity.
The most important fishing port in So Joo da Barra is in the locality of Atafona. An additional
two fishing communities operating in the region in question are Garga, in the municipality of
So Francisco de Itabapoana, and Farol de So Tom, in Campos dos Goytacazes.
Additionally, in the vicinity of Au Port, established around Lagoa do Au (Au Lagoon), to
the south of the Port, there reside about 100 fishermen. However, they work almost
exclusively in fishing inland Waters in the lakes of the region.
Fishermen are organized into Colonies, which are a form of social organization for those
working in the class representation of sea workers. these representative entities are
responsible for the fulfillment of the trade union functions of the fishing economy, for
regulating the activities, and for guaranteeing the labor and civil rights of the fishermen.
Through the work of the colonies, the fishermen have access to the fishermans work
documents (provided by the Special Secretariat for Aquaculture and Fishing - SEAP), to
unemployment insurance and to a pension. Some colonies also provide their associates with
a health care plan without charge, or at a lower than normal cost, such as medical and dental
consultations, regularization of civil registers, legal assistance and computer courses. The
colonies are a means to implement governmental programs, developed by SEAP or other
public authority bodies. These entities can acquire resources for the funding of vessels and
fishing equipment.
The region has three fishermen colonies; Colony Z-01, located in So Francisco de
Itabapoana, Colony Z-02 in So Joo da Barra, and Colony Z-19 in Farol de So Tom
(Campos dos Goytacazes).
According to the information obtained from Colony Z-02, there are about 300 fishing vessels
in the municipality of So Joo da Barra, of these, 200 would be from Atafona, 30 being
exclusively for shrimp fishing. Small and medium-sized boats predominate in the municipality
of So Joo da Barra, which are made up of fishing skiffs of 5 to 7 m in length (PHOTO
4.3.2.7-3 and 4.3.2.7-4). But there are also seafaring boats, from 9 to 13.5m, and trawlers of
between 15 and 20 meters.
19
20
The numbers are approximate, depending on the nature of the search sample that generated the results.
ECOLOGUS. Socioeconomic Diagnosis of Influence of Region of Complex of Au. Rio de Janeiro, 2011.
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The president of the Fishing Colony Z-19 estimates that in Campos de Goytacazes the fishing
fleet is made up of 125 boats, of which only 96 are registered in the colony. In all, the
researchers of SEAP (Special Secretariat for Aquaculture and Fishing) identified 70 fishing
vessels. According to the president of the colony, the absolute majority of the boats is
dedicated to shrimp fishing, 68 of them with 12 meters or more in length
(SEAP/IBAMA/PROZEE, 2005).
PHOTO 4.3.2.7-3: Medium-sized boats
PHOTO 4.3.2.7-4: Medium-sized boats
According to the fishing activity structural census, in So Francisco de Itabapoana there are
145 fishing vessels, 106 of them trawlers (which can fish for shrimp, gray triggerfish). 6 drag
net vessels were also identified. The fleet of the municipality has a maximum length of 12
meters (SEAP/IBAMA/PROZEE, 2005).
So Joo da Barra is a traditional fishing municipality. In 2014, FIPERJ (2014) registered a
catch of 1,044.37 tons, ranking So Joo da Barra as the 5th most representative catch of
the State of Rio de Janeiro.
Surveys conducted by the Institute for Fisheries of the State of Rio de Janeiro (FIPERJ)
indicate that, although the total volume of fish in So Joo da Barra (PHOTO 4.3.2.7-5) did
not decline in its total volume in recent years, fishing of seabob shrimp (PHOTO 4.3.2.7-6)
has drastically reduced during this period. There is no conclusive reason for this reduction,
since there are numerous possible scenarios: fish being caught in another location; or
fishermen catching other fish, due to product price; or increase in vessels flow in the vicinity
of shrimp fishing reduced catches, among others.
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PHOTO 4.3.2.7-5: Fish from So Joo da Barra
PHOTO 4.3.2.7-6: Shrimp from So Joo da

Barra
According to information acquired from the Z-02 Fishing Colony, located in the district of
Atafona in So Joo da Barra, currently, the principal fishing activity in the region is for
shrimp, and the target species is the Atlantic seabob shrimp (Xiphopenaeus kroyeri).
The catching of the Atlantic seabob shrimp is important for the local economy and proves to
be quite significant for the region of Au. In 1995, according to data from FIPERJ (Institute of
Fishing Founding of the State of Rio de Janeiro), the Atlantic seabob shrimp represented
99.72% of the catches made by the shrimp boat fleet. FIPERJ identified, through monitoring
of the fishing catch statistics, that in 2014 the catch of some species of fish in the region was
greater than shrimp, such as, for example, cavala wahoo, swordfish and serra Spanish
mackerel.
Most small-scale fishermen do not hold official fishing licenses (either a Professional
Fishermans license, or Deck Assistant Sailor) issued by the Port Authority. This creates a
risk, as oil companies hold training sessions with their employees, but the employees are not
suitably licensed by the Port Authority.
The three fishermen colonies (Colony Z-01, Z-02 and Z-19) have benefited from a number of
actions, such as the construction of the head office, the Atafona Fishermen Training Center,
and ongoing construction of a small shipyard capable of boat-building (that is, where vessels
can be removed from the water). In addition to these actions, the fishermen and their families
are included in Environmental Education Programs developed by the oil companies under
the supervision of ICMBio.
The companies involved developed other compensatory actions, such as a warehouse to
support fishing activities in So Joo da Barra. The first phase of the project corresponds to
civil works and equipment allocation, under the responsibility of three companies in the Au
Port Industrial Complex. The second, under the responsibility of the Municipal Government
of So Joo da Barra, involves establishing the management arrangement for warehouse
operation. The first phase of the mooring pier, is already implemented with the construction
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of the administration and sales building as well as the mooring pier. The next step of the
project will be resumed with the construction of the processing facility and its accessories,
i.e. sewage treatment station in accordance with ongoing understandings between Prumo,
Ferroport (the Iron Ore Terminal) and So Joo da Barra Municipality.
The Z-02 Colony also received a Training Centre for Fishermen, which was proposed to be
a space for literacy and training of the regions fishermen, particularly those from Atafona. In
addition to the construction of the structure and the acquisition of equipment, furniture, and
computers, the company established a partnership with Instituto Federal Fluminense to
develop a literacy project, supporting operation and maintenance of artisanal vessels. The
main objective of the Fishermen Training Centre of Atafona Jos Pereira, inaugurated by
Au Port, is to encourage the training of fishermen families and to contribute to the
organization of the fishery production chain in the region of So Joo da Barra.
The actions aimed at strengthening the local fisheries, such as construction and acquisition
of the Colony head offices, undoubtedly contribute to the institutional strengthening of these
entities, as they establish a living space and point of reference for fishermen. However, it is
found that the Colonies and their leaders do not have representation and legitimacy among
their members. This is often associated only to gain access to recognition as provided by the
Federal Government.
4.3.2.8
Municipal Organization and Urban Development
The spatial transformations caused by the Au Port Industrial Complex construction and
operation challenged the company to foster measures that promote urban development in
order to receive the new investment and population the Project attracted. These measures
require a greater amount of labor force than that which is locally and regionally available.
However, in Brazil, the promotion of urban development is the responsibility of the
government.
Regarding the required technical and financial instruments, the So Joo da Barra
municipality has a computerized real estate register, property tax collection providing for the
full or partial exemption for attracting businesses, and computerized ISS records. In 2009,
the City Government held public hearings in three municipal locations to discuss proposals
that were part of the Multi-Year Plan and the Participatory Budget (2010 to 2013). There is
no indication of continuity for these actions in the current municipal management.
Currently, Thematic Municipal Committees are the main practice of participatory
management adopted by the local government, bringing together representatives from local
government and civil society in equal numbers. These committees are management tools
with consultative and deliberative powers. There are 10 active committees (that is, social
welfare, women, children, elderly, youth, disability, health, culture, education, and housing),
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and some were demobilized over the course of recent years, such as the Municipal
Committee of Urban Policy that was created in 2006 and is now inoperative.
Another existing participatory approach in rural areas of So Joo da Barra is the Microbasins
Committees, a normative and deliberative instrument of the Rio Rural Program a State
Government program, aimed at promoting sustainable farming systems. These committees
are composed of 12 community members (including representatives from neighborhood
associations, churches, and farmers) that link the needs of farmers in that microbasin and
control the actions implemented. The EMATER encourages such committees to act as
representative associations, mobilizing the community, and channeling and voicing demands
of the rural community.
The municipality has medium- and long-term planning instruments that guide the actions of
the public and private sectors. The main instrument is the Master Plan (recently updated and
approved by the House of Municipal Councilors on April 29, 2015, and determined by the
City Statute), which consists of a guiding and normative instrument of actions that seeks to
account for the changes in its flow. The document defines the guidelines and tools for
sustainable development of the municipality and those needed to meet the main needs of the
local population, which is emerging while changes occur in the territory.
In addition to this plan, the Municipality Government has individual sector Municipal Plans
that guide the public actions of the Municipal Secretariats. They are part of the municipal
planning process and are complementary to the Master Plan. Currently, So Joo da Barra
has three sectorial plans (education, health, and basic sanitation), prepared in order to
account for the transformations which the municipality is experiencing due to project
construction.
In addition to the plans mentioned above, companies in the Au Port Industrial Complex
performed infrastructure civil works over the 8 years of the Project, and donated equipment
for public sector institutions, contributing to the urban development and institutional
strengthening of the municipality.
4.3.2.9
Archaeological Heritage
Throughout the environmental licensing process of the various onshore enterprises in the
Au Port Special Sector (SEPA), some documentary and cartographic surveys were
performed which did not identify any official information on shipwrecks near the referred to
enterprise. Thus, it was not necessary to conduct an archaeological survey in the aquatic
environment.
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5.0
ENVIRONMENTAL AND SOCIAL IMPACTS/ RISK OF THE PROJECT

This section will introduce the methodological procedures adopted for identification and
assessment of the socio-environmental risks and impacts of T-Oil, considering its
implementation, which includes the dredging activities to deepen the maritime access
channel and operation stages.
5.1
ENVIRONMENTAL IMPACTS ASSESSMENT CRITERIA
The methodological procedures adopted are based on the standards established by the
legislation in force and on the applicable technical standards, following the guiding
principles of NBR ISO 14001:2004; CONAMA Resolution n 01/86; State Law n 1.356/88,
the INEAs guideline for Environmental and Social Impact Assessment (ESIA) and its
respective Environmental Impact Report (Rima) - DZ-041.R/13.
The identification and assessment of the potential impacts of T-Oil were based on the
interaction between the impacts of cause and effect inherent to the implementation and
operation phases of the project and the environmental factors potentially involved.
It is to be noted that one single generating action may result in various environmental
aspects and, consequently, cause several environmental impacts. Similarly, one given
environmental impact may have several origins. In this study, the definitions below have
been adopted in order to clarify the concepts of environmental aspect, impact generating
action and environmental impact:
Impact generating actions - are the activities inherent to the project, which occur
during the planning, implementation and/or operation stages, and generate
environmental aspects that may cause an environmental impact (SNCHEZ, 2008);
Environmental aspect - the mechanism or the process whereby a human action

causes an environmental impact (SNCHEZ, 2008). In the same way, ISO Standard
NBR 14.001:2004 defines environmental aspect as part of the activities, products or
services from an organization related to a project, that may interact with the
environment;
Environmental impact - according to CONAMA Resolution n 01/86 and guideline

DZ-041.R/13 any alteration of the physical, chemical and biological properties of
the environment caused by any form of matter or energy resulting from human
activities that, directly or indirectly, affect: health, safety and well-being of the
population; social and economic activities; biota; sanitary and esthetic conditions of
the environment, or, quality of the environmental resources. Similarly, ISO NBR
Standard 14.001:2004 defines environmental impact as any adverse or beneficial
modification of the environment, which results, as a whole or in part, from the
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environmental aspects of the organization, in the case of a project. The definition of

the International Finance Corporation, in turn, mentions that environmental and social
impacts refer to any change, potential or actual, to (i) the physical, natural, or cultural
environment, and (ii) impacts on the surrounding community and workers, resulting
from the business activity to be supported. And finally, corroborating with other
definitions, Sanchez (2008) conceptualizes environmental impact as being the
modification of the environmental quality resulting from the modification of natural or
social processes caused by human action.
The main stages of the impact identification process consisted of:
Analysis of the characteristics of the projects and of the Physical, Biotic and Socioeconomic environments (according to information obtained from the environmental
study), aimed at identifying the environmental components most prone to the actions
associated with the project, considering distinctly the implementation and operation
stages;
Identification of the actions and activities of the projects generating environmental
impacts;
Identification of the environmental aspects involved (interferences caused by the
actions of the project in the respective area of study);
Elaboration of an overview table of the impact generating actions for each stage of
the projects and the environmental aspects and components involved, separated by
Physical, Biotic and Socio-economic Environments;
Identification of the potential environmental impacts considering the stages of the
projects (implementation and operation). For each identified impact, we will provide
the description of the generating actions, their technical basis, a brief description of
the control measures and their evaluation attributes; and
Summary of the characterization of the environmental aspects and impacts identified
by project stage, subsequently assessed according to their attributes and control
possibilities.
In addition to the identification and assessment assumptions of these conceptual

environmental impacts, we point out that many of the negative impacts considered in this
procedure only manifest themselves in the case of abnormal functioning of the project
under study, and which situations and/or events are typified as an environmental risk.
Many are the possible classifications for the so-called environmental risks. Technological or
natural, acute or chronic are a few of the categories used to describe different types of risks
and their recognition requires a prior definition of what kind of risk is to be identified.
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The technological risks are those where their origin is directly linked to human action.
These include the risks of technological accidents (explosions, leaks, etc.) and health risks
(human and of the ecosystems) caused by different human actions, such as the use or
release of chemical substances, of ionizing radiation and genetically modified organisms.
Risk activities include, among those capable of causing environmental damage, many
industrial activities, the transport and storage of chemical products, release of pollutants or
genetic manipulation. Such situations may result in material damage, damages to
ecosystems or damage to human health. It is not unusual for the three types of damage to
occur.
In environmental impact assessment, the concern with the risk normally refers to the
technological risks, among these are the acute risks that are the most attention-calling.
However, in many cases, chronic risks can be more significant than the acute risks, as the
incinerator example, a case where, although there might be risks of explosions or leakage
of substances, the great source for worry and, often, of controversy, are the eventual
damages to the health that may manifest themselves in the long term (SANCHEZ, 2006).
In this study, the following definition will be used for Environmental Risk:
Environmental Risk - systematic analysis of the risks of industrial accidents and

their consequences, by means of event occurrence probability studies, such as, for
example, the rupture of pipes, leaks, spillages and others. This assessment is carried
out for all facilities of the project (SANCHEZ, 1994). As an analogous definition, the
International Finance Corporation mentions that environmental and social risk is a
combination of the probability of certain hazard occurrences and the severity of
impacts resulting from such an occurrence.
Again in response to these conceptual and methodological assumptions, the environmental

risks associated with the implementation, considering the deepening dredging activities,
and operation of T-Oil, were detailed in the risk analysis section.
5.1.1
Characterization of The Socio-Environmental Impacts
Based on the identification of the potential impacts and environmental aspects involved, the
next step is the determination of the attributes that will be considered for the assessment of
the impacts. The definitions adopted in this study are:
Nature
Positive/ Beneficial: result in positive effects on the environmental factors or

parameters, i.e., improvement of the environmental quality; and
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Negative/ Adverse: result in negative effects on the environmental factors or

parameters, i.e., detrimental to the environmental quality.
Spatial coverage
Local: the impact is restricted to the limits of the intervention areas of the project
and/or its vicinity; and
Regional: the impact is within the limits of the studied area.
Reversibility
Reversible: those where the affected environment reverts to its original or similar
condition, once the impact generating action ceases or corrective action is
implemented; and
Irreversible: those were the affected environment does not revert to its original or
similar condition, even when the impact generating action ceases or corrective action
is implemented.
Relevance:
Irrelevant: the impact is neither perceived nor verifiable;

Moderately Relevant: the impact is verifiable and/or capable of being measured,
without however, characterizing gains and/or losses to the environmental quality of
the study area in relation to the initial situation;
Relevant: the impact is verifiable and/or possible to be measured, with gains and/or
losses to the environmental quality of the considered study area, in comparison to the
original situation; and
Very Relevant: the impact is verifiable and/ or possible to be measured, with
significant gains and/or losses to the environmental quality of the considered study
area, in comparison to the original situation.
Magnitude
The magnitude is related to the qualitative or quantitative estimation of the size or extent of
the impact, i.e., of the intensity of the impact. The classification of an impact into small;
medium and large must always be justified, indicating the element of reference used for the
classification into one of the degrees of magnitude.
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Cumulative Effect and Synergism
The possibility of the impacts to increase or multiply themselves: Cumulative impacts are
those which accumulate over time or space and result from a combination of effects arising
from one or several aspects. On the other hand, synergistic impacts are those resulting
from the simultaneous presence of one or more aspects, including those from other
projects, the association of which not only intensifies their action, but also produces a
distinct effect.
TABLE 5.1.1-1 shows the summary of the evaluation attributes of the impacts covered.
TABLE 5.1.1-1
ASSESSMENT ATTRIBUTES OF THE IMPACTS
Attributes
Definitions
Nature
Positive (P) / Negative (N)
Spatial Coverage
Local (L) / Regional (R)
Reversibility
Reversible (R) / Irreversible (I)
Relevance
Irrelevant (I) / Relevant (R) / Very Relevant (V)
Magnitude
Low (L) - Medium (M) - High (H)
Cumulative Effect/
Cumulative and Synergistic (CS) / Cumulative and Non-Synergistic
Synergism
(CNS) / Non-Cumulative and Non-Synergistic (N)
5.1.2
Impact Generating Actions
The main impact generating actions or actions affecting the environmental components
involved with T-Oil, in their implementation and operation stages are: Implementation Stage
(construction phase) and Operation Stage.
The characterization of the impacts and affected environmental factors identified in the
implementation and operation stages of T-Oil are based on the analysis of the
aforementioned attributes and the control possibilities (prevention, mitigation and/or
compensation), permitting the assessment presented below, as well as the proposition of
control measures and associated plans and environmental programs.
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5.2
CONSTRUCTION PHASE
5.2.1
TOil Construction
This section will describe the impacts, control measures and environmental monitoring
related to the construction activities of T-Oil, considering the dredging activities to the depth
of 20.50 m, pier and the breakwater implementation and infrastructure for STS operations.
Physical Component
a)
Change in noise levels
During the implementation phase, the main activities that generate impacts are dredging to
a depth of 20.50 m, and movement of machinery and equipment, as well as the
construction works of the breakwater and marine terminal structures (T1).
These works occurred at a distance of 3 km from the coast and more than 7 km away from
the nearest inhabited areas (community of Barra do Au), FIGURE 5.2.1-1.
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FIGURE 5.2.1-1
T-OIL AND BARRA DO AU COMMUNITY
In this region, the program for monitoring the environmental noise has been carried out for
9 years, also being performed during the execution of works similar to those that was
carried out for the construction of T-Oil, subsidizing the assessment of impacts with regard
to the noise increase.
For this analysis, the average values of noise verified throughout the monitoring campaigns
were assessed, ranging from 36 to 57 dB(A). (FIGURE 5.2.1-2) It is emphasized that values
of up to 67 dB(A) were occasionally measured, not being maintained for more than 1
consecutive campaign.
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FIGURE 5.2.1-2
AVERAGE NOISE VALUES
In general, the noise values are found to be in compliance with the guiding values of
NBR10151:2000 (70 dB(A) daytime and 60 dB(A) nighttime). Also, although the Brazilian
methodology is not fully compatible with the methodology suggested by the IFC,
compliance with the guiding value of 70 dB(A) for industrial receivers may be considered,
for comparative purposes only (Guidelines for Community Noise, World Health
Organization (WHO), 1999).
This way, considering the distance away from inhabited areas (7 km) and the average noise
levels verified during the execution of works (between 36 and 57dB(A)), it can be
concluded that no significant changes to the noise levels were observed during the works of
T-Oil.
Still, in view of the characteristics of the area of study and the distance between the noise
sources and the residential receivers, the noise generated by the T-Oil works has
occupational characteristics, it being necessary for the employees to use personal
protection equipment (hearing protection) during their activities, thus avoiding any damage
to their health.
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b)
Change in Air Quality
The activities that can change air quality are the movement of trucks and equipment, dust
suspension, as well as the emission of gases/fumes from trucks. Also transport and
handling of raw materials to construct the breakwater and the marine terminal, such as
rocks from the quarry, increase the emission of material particles in the air.
Quarry products came from the municipality of Campos dos Goytacazes in the Itaoca
district, located about 60 km from the project. It is worth noting that trucks used a paved
road for this, minimizing the impact on dust suspension on this route.
As well as the noise impact, the main activities that can alter the air quality will be carried
out at the pier, located 3.0 km from the mainland (beach) and more than 7 km away from
populated areas, the closest being the Barra do Au community, reducing the possibility of
being a nuisance for the population in relation to T-Oil activities.
It is worth noting that currently the Air Quality Monitoring Program for Total Suspended
Particles (TSP) and inhalable particles (PM10) is being run in the Barra do Au community
(PHOTO 5.2.1-1). In this program, during 2015, there were without exceeding of air quality
standards related to the Brazilian legislation (CONAMA Resolution N. 03/90). However, the
PM10 parameter exceeded the IFC benchmark (20 g/m) by about 20% for the annual
average, matching the interim concentration limit 3 (IT-3) of WHO.
PHOTO 5.2.1-1: PTS and PM10 measuring instruments installed in the community of
Barra do Au.
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According to the IFC General EHS Guidelines, emissions should not present pollutant
concentrations that reach or exceed the air quality guidelines and standards of national
standards, or in their absence, the World Health Organization (WHO) Air Quality guideline,
or other sources internationally recognized.
Thus, even with the PM10 parameter above the recommendation from IFC, within IT-3 of
WHO, it can be concluded that the air quality is good for the health of the population in the
region, with significant changes not being observed during the implementation of T-Oil,
which is already in final stages of Electromechanical Assembly
c)
Water quality modification generated by the plume of sediments (suspended

solids) during dredging activity
As observed during the 10 years of study of the region, it is found that the quality of the
marine waters suffers a significant influence from the outflow of the river Paraba do Sul into
the sea, located 20 km away from T1. Considering that, at times of heavy rain, when there
is an increase in the input of sediments onshore, a crest of sediments is formed in the
region, even without dredging activities.
PHOTOS 5.2.1-2 and 3 illustrate this situation. It can be noted that, in the first picture
(January/2015), the water has less sediments than in the second Photo (February/2016),
considering that, in the second picture, the dredging activities had already ended 3 months
previously.
PHOTO 5.2.1-2: Concentration of Sediments in Water During Dredging Jan/2015. T1 is in the

center of the Photo.
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PHOTO 5.2.1-3: Concentration of Sediments in Water - with no dredging activities for 3 months Feb/2016. T1 is in the center of the Photo.
Thus, it can be concluded that the dredging activity has the potential to change the
concentrations of solids in the water, without, however, changing its environmental quality.
Biotic Component
For the Biotic component, the main environmental aspects of the T-Oil construction phase
will focus on the marine environment, so an impact on the terrestrial environment and
associated fauna is not expected, even considering the bird group and seabird subgroup.
During the construction of T-Oil, dredging was done to a depth of 20.50 m and dredged
material was disposed of at the licensed ocean disposal site. Besides that, there was an
increase in the vessel traffic flow that supported the works, creating, in general, reversible
impacts on marine environments and on the associated fauna. The impacts are only
irreversible (elimination of habitat) in marine areas where the breakwater structures and the
support structures of bridges, platforms, berths and the infrastructure to support STS
operations will be placed, but they still can be recolonized by certain biota groups.
There are physical differences between open water and anthropogenic structures, the
presence of many species of fish was significantly higher in structured areas than in open
water. The role of submerged, structured habitats, has been well-studied and it has been
suggested that fish aggregate to complex reefs because they provide greater food
resources (HUECKEL AND BUCKLEY, 1987), heightened visual or olfactory cues
(GORHAM AND ALEVIZON, 1989), or protection from predation (HIXON AND BEETS,
1989).
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d)
Suppression of Benthic Organisms
Dredging activities in the T-Oil construction phase may affect benthic organisms since it
promotes the excavation of the seabed and the consequent removal of bottom sediment,
destroying their habitat and causing mortality of specimens. Physical disturbances
associated with the deposition of sediments coming from the dredging overflow (silt) and
the disposal of dredged material (sediments of various size) may also promote habitat
changes, depletion and suffocation, especially if considered sessile organisms, with low
mobility and filter feeders. The impacts on demersal species (ex.: shrimp species) tend to
be partial since they have greater mobility.
However, due to the environmental similarities and diversity of species studied in the
dredging areas, at the ocean disposal site and other nearby marine areas, since the whole
region has a sandy and homogeneous bed, it is understood that the dredging and disposal
areas were re-colonized when the T-Oils breakerwater /pier platform construction and initial
dredging activities (20,5 m) completed.
This impact is negative, local coverage, reversible and moderately relevant, resulting in a
low magnitude.
e)
Potential Interference on Cetaceans and Chelonians
The T-Oil is located in an area also intended for the implementation (since 2008) and
operation of other large industrial projects, especially a port, shipyard, logistics and an
industrial district (the Au Port Complex and Au Port Special Sector - SEPA). Thus, the
assessment of social and environmental impacts of that project must take into account that
the level of human disturbance in the study area has been intensified over recent years.
During the construction of the terminal, there was a temporary increase in underwater
noise, mainly in the surroundings of the breakwater and in the navigation channel, due to
dredging activities. This underwater noise, generated by vessels and construction activities,
may affect the behavior of cetaceans, since the sound is very important to whales and
dolphins for hunting, navigating and communicating. Despite the importance of this
environmental impact of underwater noise on marine mammals, there are no resident
populations of dolphins or whales in the study are. The main reason for this is the absence
of natural bays and coves in the shoreline, as can be seen on PHOTO 5.2.1-3 previously
in this section. Cetaceans use the study area mainly as a displacement route.
Coincidently, it is possible to consider that the risk of collisions between cetaceans and
vessels is low. This conclusion is reinforced by historical data from the Turtle and Cetacean
Monitoring Program, held in the area since 2008, when the constructions and operations of
other large offshore projects started. There are no notifications from the environmental
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agency, which controls the cetacean monitoring reports, of dolphins or whales injured or
dead due to specific port activities.
It is important to bear in mind that the project includes preserving the region as a cetacean
displacement route and as a sea turtle approach route and spawning area (nesting),
located in an overlap priority area for turtle conservation, sheltering endangered species of
both groups. As previously reported, the Turtle and Cetacean Monitoring Program
implemented in the region did not report the occurrence of collisions between vessels and
cetaceans, which can be attributed to the controlled dredging operation and, mainly, to the
low relative abundance of resident or migratory cetaceans in the study area.
With respect to sea turtles, since 2008 some direct collisions, mainly those related with
fishing vessels or trailing suction hopper dredgers (this last one associated with Au
dredging activities), have been registered by the monitoring program as the cause of some
mortalities, an impact that can also occur during T-Oil construction. Indirect influence of
underwater noise can also interfere on approach routes for spawning on beaches.
This situation has motivated the Porto do Au to implement actions aimed at effective
mitigation of impacts on turtles. Applying cutting edge use of alternative technologies such
as deflectors on dredgers, board observers, trawling, as well as action planning for all
phases of construction of the T-Oil, and especially the definition of zoning dredging,
capable of significantly reducing the likelihood of encounters and accidents between
vessels and individuals of this group.
The Turtle and Cetacean Monitoring Program explains in more details the cause of death of
sea turtles. Au Port is the responsible for data collection, analysis and detailing (while for
cetaceans the type of result shown differs since the monitoring is primarily developed by
another enterprise - Petrobras). According to the latest turtle report, since December 2011,
when the veterinary procedures (necropsy) started, until December 2015, the main cause of
death identified for turtles is fishing activity (fishing nets marks or bruises), associated with
45% of the deaths.
Also during this period, vessels interactions showed 12%, followed by collisions with
machinery and equipment, with 4%. These vessels or machineries can be of various types,
from fishing, transport, recreation to equipment used for port activities, being impossible to
link those data to port activities only (FIGURE 5.2.1-3). According to veterinary procedures
(necropsy) performed during the same period (December 2011 - December 2015), the most
affected species were Caretta caretta (51.50% of the procedures), Chelonia mydas
(22.70%), and Lepidochelys olivacea (22.70%). It is important to state that the monitoring
area covers not only the port area, but 62 km of coastline along two different municipalities.
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FIGURE 5.2.1-3
DEATH CAUSE FOR TURTLES
Source: Au Port - Turtle and Cetacean Monitoring Program.
A similar situation is observed for cetaceans. As reported by several studies

(LOUNSBURY, 1993; HALL ET AL., 2000; DI BENEDITTO, 2004; PALAZZO JR., 1988;
NYBAKKEN, 1997; HALL ET AL., 2000; MURAWSKI, 2000; YODZIS, 2001;
MCCAUGHRAM, 1992), the main cause of injuries and deaths for Brazilian marine
cetaceans is the interaction with artisanal fishing. In some fishing grounds these marine
mammals are caught by gill nets.
Given the above, this is considered to be a negative impact, with regional coverage,
reversible, moderately relevant, cumulative and non-synergistic, resulting in medium
magnitude.
Socio-economic Component
a)
Interference in fishing routes
As described in the analysis, fishing is an activity carried out in the area for subsistence
purposes (supplementary income or to feed the family), and a very common practice in So
Joo da Barra, especially among residents of communities in the 5th district.
With regard to shrimp fishing, it is worth mentioning that there is an important shrimp area
on the North Fluminense coast, where fleets from So Joo da Barra, Campos dos
Goytacazes and So Francisco de Itabapoana operate and there is a lot of fishing vessel
traffic.
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During the construction of the terminal, dredgers, vessels, barges and tugs moved in the
access channel, which directly affected the route of these fishermen. For this reason we
can emphasize that the movement of vessels due to the T-Oil construction work was very
little when compared to the other commercial ports also installed in fishing regions such as
the Port of Santos (SP) and of the Port of So Francisco do Sul (SC).
On the other hand, the implementation of the Terminal constituted a physical barrier to the
passage of shrimp trawling boats, although we observe at present that some boats pass
under the bridge. The fishing vessels that generally make longitudinal movements (N-S; SN) near to the coast must go around the Terminal, temporarily leaving the preferential
fishing areas. It is, therefore, a negative, regional and irreversible impact.
The environmental control measures during dredging operations, and the areas of dredging
and disposal of the dredged material were indicated in the Environmental and Social Impact
Study and in informative material for the fishermen of the study area. The impact was
mitigated with the adoption of communication measures, to keep the fishermen informed
about the dredgers route, and training of the crew responsible for navigating the dredger on
environmental measures.
b)
Creating fishing exclusion zones associated with dredging
Dredging activities to extract sediment from the seabed are recognized as a factor of
considerable interference in fishing activities, working in areas traditionally used by local
fishermen from So Joo da Barra, So Francisco de Itabapoana and Campos dos
Goytacazes.
The creation of the fishing exclusion zone occurs mainly in the areas of dredging and at the
site reserved for the disposal of the dredged material. An exclusions zone was also
established around the dredger (generally a radius of 500 m) during the movements
between the dredged area and the disposal site. However, considering the velocity of the
dredge and the number of dredging cycles per day (4 to 6), the exclusion of fishing areas
because of the movement of the dredge proved to be of little significance.
We point out that the dredger could also affect floating fishing gear such as longlines and
nets commonly used in the region.
These activities end up impeding the activities of the fishing vessels in these areas during
the dredging, which means a temporary loss of fishing areas. It does, however, have a
temporary impact and ceases as soon as the initial dredging works stopped (20,5 m
concluded on October 2015).
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As control measures, during dredging operations, the areas of dredging and disposal of the
dredged material were marked to guide the fishermen in and around the fishing exclusion
zones. This impact was reduced using communication measures with the fishermen and by
training the crew responsible for navigating the dredger about the environment.
c)
Changes in the Landscape
The implementation of T-Oil implies the transformation of the project area landscape, from
the process of building the physical structure and constant movement of ships, barges and
tugs, affecting the features of the natural landscape. These transformations changing the
aesthetic and landscape values may reduce the satisfaction of local people in their
relationship with nature.
On the other hand, this impact is of low relevance, since this project was implemented in a
region previously unaltered by other projects. Moreover, T-Oil is in an industrial district
without residents or communities in the vicinity and in an extremely flat area, which makes it
difficult to see the structures of the terminal from the land.
Based on these assumptions, the impact is classified as negative, irreversible, local
coverage.
For this impact, they adopted measures found in the Technical Guidance Program for
Operation and Construction.
d)
Increase of crime, violence and prostitution
Due to the opportunities directly or indirectly generated by T-Oil and other projects of the
Au Port Complex, an increase in the migratory processes in the municipalities of Campos
dos Goytacazes and So Joo da Barra was observed. It should be noted that the
migration and population increase that took place were less than initially predicted, as will
be demonstrated throughout this analysis.
A direct result of immigration process increasing is both an influx of people who cannot be
put in the labor market, and a loss of immigrant jobs once the construction work ends. In
this context, the lack of opportunities and scenarios for this population may contribute to the
increase of problems such as drug consumption and trafficking, violence, crime and
prostitution in the area.
In order to reduce this impact, it was prioritized the hiring of local labor force. About 33% of
T-Oils construction workers are So Joo da Barra and 49 % are from Campos dos
Goytacazes. Non-resident workers in the region were housed in accommodation provided
by the construction company.
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Thus, based on established criteria, this impact can be negative, local coverage and
reversible. It is noteworthy that the reversibility of this impact is feasible in the long term, if
the generating source is eliminated and if the entrepreneur takes appropriate measures.
Emphasis on the hiring of local labor, including training local people, is a way to avoid, as
much as possible, the increase in migratory labor. Including lines of action considered in the
Environmental Education Program, aimed at including the concepts of citizenship in the
content for public schools, can also prevent the social degradation process mentioned.
e)
Increase of pressure on the provision of public services
The existing demographic data, briefly presented in the analysis, do not indicate that there
occurred an accelerated population growth, as initially planned for So Joo da Barra or
Campos dos Goytacazes. However, the growth was greater than observed in recent
decades, and greater than the states average. Furthermore, any increase in population
tends to cause an undesirable pressure on already deficient public services.
Therefore, one must consider not only the demographic increase caused by the
implementation of T-Oil, but also that which is caused by the whole range of projects at Au
Port.
Regarding fishing infrastructure, as mentioned on section 4.3, there have been a series of
compensatory actions which have improved fishing infrastructure, such as the setting up of
an administration warehouse, a sales building and a mooring pier.
This impact has been mitigated both with actions to prevent the arrival of people from other
places, as well as by giving priority to hiring local labor, offering courses and training; also
by helping the public authority to increase the offer of public services, such as, for example,
the implementation of the healthcare units in Barra do Au and Mato Escuro, and the
paving of roadways.
f)
Changes in land value and increase in the collection of property taxes
It is known that the housing market is one of the most dynamic sectors of the economy, and
the announcement of the arrival of a project changes the land prices and can contribute
both to an appreciation and devaluation.
In So Joo da Barra we observed the increase in property sale and lease prices
(residential and commercial), because of the increase in demand generated by T-Oil and by
the series of projects under implementation and in operation at Au Port.
In this case, the increase in value of real estate would be due to supply and demand. The
impact may be classified as irreversible and local coverage.
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Environmental control measures are not applicable for this positive impact.
g)
Increase of traffic accidents
The TOil construction works produced an increase in vehicle traffic on the access roads to
the area, which caused an increase in the number of accidents. The cultural attitude of the
population related to compliance and respect of regulated road standards, as well as the
norms and values not made explicit in the law, correspond to a semirural standard and low
vehicular flow found in these locations.
In the case of road BR 356, greater vulnerability appears in a more rural section of So
Joo da Barra. Although in this section there is less pedestrian flow, the highway crosses
neighborhoods and villages. One must also consider that the traffic generated by this
project was responsible only for a small part of the traffic generated by the series of projects
at Au Port.
Thus, this impact is classified as negative, of local coverage and temporary, because,
currently, it no longer takes place.
As safety measures for traffic and accident prevention, educational campaigns were
organized involving project employees and users of the roadway system, especially
residents of the nearby rural communities, besides the improvement in the paving of some
roads and the installation of road signs.
h)
Increase of municipal and state revenues
With the projects construction occurred a direct increase in tax revenue for the municipality
of So Joo da Barra and the state of Rio de Janeiro. In addition, the multiplicity of charges
and services intended for the enterprise brings with it a chain of services that will also
generate taxes and increase the income for the municipality.
This impact can be classified as positive, irreversible, regional coverage and very relevant.
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i)
Generation of Jobs and Opportunities
The implementation works of T-Oil generated 1,300 direct jobs. The vacancies created
include electricians, carpenters, welders, seamen, bricklayers, drivers, watchmen, among
others. The generation of indirect jobs must also be considered.
In addition, one of the expected effects of the project implementation process, and with new
workers arriving, is a boost in the economy and an increased demand for trade and
services, which in turn generates indirect jobs. This is a positive impact on the So Joo da
Barra and Campos dos Goytacazes economy, better quantified in the analysis.
This process is very relevant when considering the economic stagnation of the 5th District
region, the area closest to the project and one of the poorest and most in need of
infrastructure and public services among the citys other districts.
Thus, this impact is considered positive, local coverage and very relevant.
The main environmental control measures, were undertaking activities to train local labor
and to develop local suppliers, so that the opportunities created might be absorbed locally.
5.2.1.1
Occupational Health and Safety Risks During Construction
Au Petrleo S.A. is responsible for providing a safe and healthy working environment to its
workers during the stage of T-Oil building works. That responsibility extends to contractors,
visitors and other parties with access to the work fronts. The performance in occupational
health and safety includes the protection of the construction activities, asset protection,
cleaning, housekeeping, safe industry practices and compliance with legal requirements
related to the Regulatory Norms of the Ministry of Labor and Employment.
In Brazil, the Regulatory Norms establish guidelines on mandatory procedures related to
occupational health and safety which are of mandatory compliance by all companies
governed by the Consolidation of Labor Laws. Specifically, Regulatory Norm N. 18 Working Conditions and Environment in the Construction Industry - is regarded as a
reference for the implementation phase of the terminal, the main topics applied being:
Program of Working Conditions and Environment in the Construction Industry

Excavations, Foundations and Rock Breaking
Welding Operations and Hot Cutting
Measures of Protection against Falls from a Height
Confined Places
Electrical Installations
Miscellaneous Machinery, Equipment and Tools
Personal Protection Equipment
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Fire Protection
Safety Signaling
Training
Internal Commission for Accident Prevention in Construction Industry companies
It should be noted that referred measures are in line with those foreseen by the guidelines
of the International Finance Corporation - IFC, which refers to the obligation of
implementation of reasonable precautions to protect the health and safety the labor.
-
Integration of security for the access to the T-Oil site and permission to
exercise the activities
In general, the access to the T-Oil site occurs via integration training, conducted by a
security technician. The employees, contractors and visitors are oriented to recognize and
prevent lack of safety conditions and to apply good health and safety practices.
At minimum, the following information is provided during this first training:
General individual and collective occupational safety and health rules and
procedures;
Correct use of the Personal Protective Equipment and Collective Protective
Equipment;
Individual responsibility for their own integrity and for the projects internal (work
colleagues) and external (neighboring public) collectivities;
Reactions in case of emergency;
Health and hygiene aspects to be considered on the projects premises;
During this stage the workers aptitude to exercise their function is checked
concerning the undergoing of medical examination and mandatory trainings
compatible with the risks he will be exposed to.
During this stage the workers aptitude to exercise their function is checked concerning the
undergoing of medical examination and mandatory trainings compatible with the risks they
will be exposed to.
-
Risk Assessment of the activity to determine the level of safety and personal
protection
Risk Assessments are elaborated for all tasks performed at the work fronts, detailing the
steps and frequency of the task, the known hazards and the appropriate precautionary
measures, procedures/work releases, controls, environmental and industrial hygiene
methods, collective and personal protective equipment to minimize or eliminate hazards.
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The purpose of the Risk Assessment is to make it a routine to verify the safety items before
the start of any activities, assisting with the detection and prevention of risks of accidents
and with task planning.
When tasks are related to specific risks, special safety procedures are adopted, such as in
the following cases:
Fall Protection (Work at Height)

Scaffolds and Work Platforms
Jobs on Floats (tasks with risk of falling into the water);
Confined Places
Excavations, Foundations and Handling of Rocks
Operation of Machines and Equipment
Hot Welding and Cutting Operations
Electric Safety
Fire Protection
Adverse Weather Conditions
Manipulation of Hazardous Chemical Products
Safety training
Only professionals trained according to the requirements of the function, such as, for
example: heavy machine operation, execution of work at height, and hot cutting, are
authorized to perform activities involving operation, inspection, construction, maintenance
and assembly.
The Training Program also includes lectures and campaigns that address issues such as
the following:
Personal protective equipment and collective protection equipment - Importance of

their use in the prevention of occupational accidents;
Near Miss and Accident Prevention (risk situations and events that may result in
occupational accidents)
Black Smoke;
Pedestrian and Vehicular Safety Signage;
Safe behavior;
First Aid;
Ergonomics;
Sun Protection;
Health and Hygiene;
Respiratory and Hearing Protection;
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Sexually transmitted diseases (STDs) and contraceptive methods;

Diabetes and Hypertension;
Actions to prevent the use of alcohol, tobacco and other drugs;
Daily Safety Dialogue, a specific type of training practiced on a daily basis on the work
fronts (FIGURE 5.2.1.1-1). The person in charge, leader of the group or supervisor, gets
together with his workgroup and discusses safety related issues. The purpose is to
guide/educate the employees on these aspects before starting work, addressing dangers
involved in the tasks to be carried out during the day to ensure that collaborators adopt the
necessary control measures. Despite the focus on safety, other important aspects may be
discussed such as health, environment, quality and productivity related to the work.
FIGURE 5.2.1.1-1
DAILY SAFETY DIALOGUE ON ENVIRONMENTAL AWARENESS AND
RESPONSIBILITY
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Housekeeping (Organization and Cleanliness)
The work fronts and other T-Oil sites must be kept in perfect order and cleanliness,
consisting of a proactive safety attitude, which contributes to increasing the quality and
productivity of the work and reduces / eliminates the root cause of many near
misses/accidents.
Some adopted housekeeping measures:
Perform, at least on a daily basis, a cleanup of the work fronts;

Provide suitable waste collection containers, with periodical removal and disposal of
their content in compliance with the Brazilian legislation;
Stack materials to maintain safe spaces and prevent falls;
Remove or secure any loose materials or which may be dragged by the wind or any
other movement;
Keep clear passage for pedestrian and vehicular traffic;
Materials or equipment must not be stored under or near high-voltage lines or
equipment.
The sanitary facilities (FIGURE 5.2.1.1-2), changing room, refectory (FIGURE 5.2.1.1-3),
and recreation area must be kept in perfect condition of preservation, hygiene and
cleanliness, meeting the provisions contained in Regulatory Norm of the Ministry of Labor
and Employment.
FIGURE 5.2.1.1-2
SANITARY INSTALLATIONS
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FIGURE 5.2.1.1-3
REFECTORY
Inspections and Performance Follow up (Monitoring)
Periodic inspections are carried out on the work fronts to detect risk situations or risk
behaviors, and to create the respective action plans to eliminate them. During the
inspections, any changes in scope, conditions, risks, etc., with an impact on the risk
assessment, must immediately be reported and the safety documents revised.
It is highlighted that the work fronts can be stopped in the event of detection of critical
conditions such as: performing a task without prior preparation of the respective Activity
Risk Assessment, employees exposure to serious and imminent risk conditions provided
for in the Brazilian legislation, and absence of control/mitigation measures. The stopped
work front may only resume work after the adoption of the respective corrective action
approved by the responsible for the stoppage.
The performance in occupational health and safety of Au Petrleo S.A. is based on
preventive and reactive indicators described below, which are tools that can provide
appropriate interpretations of past events and ensure the understanding of the
organizational processes. Monitoring these indicators provides information that contributes
to the continuous improvement cycle, with the ultimate goal of promoting the workers
safety and occupational health.
Reactive Indicators
Frequency rate of accidents with no absence from work;

Frequency rate of accidents with absence from work;
Accident severity rate.
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Preventive Indicators
Number of workers outpatient care visits;

Number of attendances by category urgent/emergency and hospital admissions;
Number of training hours in occupational accident prevention programs;
Number of people trained as multiplying agents in disease prevention campaigns;
Number of vaccination campaigns, by disease category and immunized workers;
Number of Daily Safety Dialogues held;
Number of Daily Safety Dialogues hours held;
Number of performed health exams (considering periodic, admission, return to work
and change function examinations);
Percentage of examinations by type of legal requirement to change the normal range;
Number of outpatient care attendances of non-worker patients;
Investment spending in public health care appliances;
Spending cost with public health education campaigns;
Spending costs on public training campaigns of disease prevention and prophylaxis
multipliers.
Communication, Research and Analysis of Near Misses/Accidents
All occupational diseases and near misses/accidents must be reported and investigated to
determine why they occurred, and to assess how to eliminate the generating causes and
those that contributed to the fact. Au Petrleo S.A. further communicates, notifies and
registers such occurrences.
Importance is given to risk situations and events that may result in occupational accidents,
reported as near misses to eliminate causes of future and eventual accidents arising from
these situations or events.
5.2.2
a)
Deepening Dredging 25 meters (to be performed)

Water Quality Modification Generated by the Sediment Plume during Dredging
During the dredging activities there will be temporary changes in water quality in the area
around the Terminal 1 approach channel and disposal site, caused by the increase in
suspended sediments in the form of a plume in the water column. Four sources of sediment
plumes are expected: removal of sediments; overflowing of the hopper (dumping water
containing unsettled solids from the dredger hopper); disposal of dredged materials at the
disposal site; and dispersion of deposited sediments. On a smaller scale, the movement of
vessels and dredgers can also cause seabed sediments to be re-suspended.
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Among the primary changes caused by the sediment plume are increasing concentrations
of suspended solids and changes in water transparency and color, largely caused by the
movement of fine sediment particles (clay and silt), which remain suspended for longer
periods of time and are slower to settle than sand sediments.
Specifically with respect to turbidity, it should be noted that the discharge of particulate
matter from the Paraiba do Sul River often creates a plume of suspended sediments in the
water column and may therefore have contributed to the turbidity values observed in the
samples.
The dredging activities will result in re-suspension and exposure of previously deposited
sediment layers in the water column.
From the results of the sampling programs for the Baseline Assessment, metal values in
the water column are observed to be within the regulatory reference values. In dredged
sediments, however, the maximum concentration of arsenic was verified 23.22 mg/kg,
which is above the reference level value of 1 under local legislation (Resoluo Conama no
454/12 of 19 mg/kg) and can be released into the water column. However, the
concentration of arsenic is below the intervention value of the Dutch List (85 mg/kg).
Due to arsenic concentrations found within the range shown in Conama 454/12
ecotoxicological studies were carried out on sediment samples, and the results did not
show effects on the organisms tested. In addition, previous studies carried out in Porto do
Au region already indicate a high natural concentration of arsenic, up to 35.5 mg/kg of
arsenic in the region.
However, the release of arsenic is deemed to be unlikely based on the findings of research
by OSX (2013), which indicated that the total arsenic content in the Au Port area largely
consists of its less toxic organic fraction (96.2 to 99.8%). The result of Marine Water
Monitoring Program, in August 2015 supports this information, where arsenic was found in
water samples.
Therefore, it can be inferred that the presence of arsenic in these samples will not
significantly impact marine biota.
b)
Alteration in Local Currents
Numerical simulations in pre- and post-dredging scenarios performed using a numerical

model shows that the differences in current velocity are negligible and limited to the area
around the approach channel. There was a slight decrease of 0.05 m/s in current velocity
across the water column.
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The effects of dredging on local wave climate used the same pre- and post-dredging
scenarios indicated that, the observed effect of dredging on significant wave height and
direction of propagation is minimal. Changes are expected to be limited to no more than 0.1
m in height and 10 in direction. The effect is highly localized in the dredging site area.
The differences in current velocity can therefore be inferred to be negligible and limited to
the area around the approach channel, and the effects of dredging on wave climate can be
considered minor and well restricted to the project site.
Because significant effects on circulation and wave propagation are not expected, and
because coastal hydrodynamics and morphology evolve in conjunction, it is inferred that
there will be no changes to sediment transport and shoreline morphology as a function of
the dredging activities.
c)
Alteration in the Physical and Chemical Properties of Sediment in the Disposal

Area
The disposal of dredged material at the disposal site can alter the properties of local
sediments; the sediments dredged from areas closer to shore have different physical and
chemical properties than those at the disposal site.
Based on the results of the sediment analysis supporting the Baseline Assessment,
temporary changes in nutrient levels can be expected to occur at the disposal site due to
the disposal of dredged material from the turning basin with higher nutrient concentrations,
but below the reference values established in local legislation (Conama Resolution NO
454/12 AND DUTCH LIST, 2009).
The other parameters were analyzed in sediment samples to prepare the Environmental
Diagnosis showing similar concentrations among the samples collected in the area to be
dredged and the disposal site of dredged material. Significant impacts on sediment
properties are not expected.
d)
Higher Rate of Sedimentation in Dredged Areas
Deepening the T1 approach channel will result in sediment entrapment and an increased
sediment deposition rate in the channel area over time. This is based on a report titled
"Final Computational Modeling Supporting Conceptual Design of Barra do Au Terminal",
prepared by INPH in August 2006. This report presents a mathematical model of sediment
transport in the Au Port approach channel area, with simulations indicating an estimated
sediment deposition rate in the channel of 100,000 to 200,000 m/year in a prevailing South
to North direction.
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e)
Alteration in Bottom Morphology
The main alteration from the dredging operations is the change in seabed morphology due
to the removal of sediment to deepen the seabed and the subsequent disposal of that
sediment. The changes in channel topography to accommodate larger vessels are the
primary effects from the dredging program.
These changes will be permanent and irreversible, although the natural dynamics of the
marine environment may reshape the altered seabed over time through interactions
between sediments, current, sedimentation patterns, etc. The initial characteristics of the
site will not be restored.
Because of the influence of morphology on hydrodynamics, this impact is considered to
have an indirect linkage with the impact "Changes in local circulation".
f)
Temporary absence of aquatic biota
Dredging activities to a depth of 25.00 m promote an increase in suspended solids in the

seawater due to the dredgers overflow system, which causes the formation of a sediment
plume and the consequent increase in turbidity in the vicinity of the vessel, affecting the
environment and marine planktonic community located near the wake left by the dredger. A
similar effect is promoted by the disposal of dredged material in the ocean disposal site.
The increased turbidity and a reduction in luminosity are among the main problems for
plankton and phytoplankton. As described in detail in Section 6.2.1.6 - T-Oil Marine Biota
Aquatic Monitoring Program, the campaign of the Aquatic Biota Monitoring Program of the
marine region recorded the following results:
The floristic composition taxa found during the campaign of October/2015 (95) was
higher than that found in the campaign of July/ 2015 (88). As to the relative density, it
is observed that in this campaign, besides the diatoms, the only groups of algae
presenting codominance were the dinoflagellates;
With regards to the zooplankton community, the campaign of October/2015 presented
similar results to other studies previously conducted on the coast of Rio de Janeiro
(SCHUTZE & RAMOS, 1999; STERZA, 2006) and the campaign of July /2015;
Among the estuarine species, the average density values of that October/2015
campaign (1,645.8 ind.m-3) are lower than the average density values of the
campaign of July / 2015 (2,337.3 ind.m-3), but however, are similar to those found in
Brazilian coastal systems (DIAS, 1994; STERZA, 2002);
The average density of eggs in the campaign of October/2015 (415.2 eggs.100m-3)
was higher than the average density of eggs in the July/2015 campaign (206.0
eggs.100m-3). The average abundance of fish larvae in October/2015 (16.6
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larvae.100m-3) was similar to the average abundance of fish larvae in July/2015 (17.8
larvae.100m-3);
The macrobenthos presented an average density of 576 ind./m2 distributed into 63
species;
In October/2015, the meiofauna was comprised by a total of 26 taxa, where the
phylum Nematoda had the highest species richness and medium density values
(ind./m2) with the Linhomoedidae and Comesomatidae families being the most
abundant in the monitored area.
However, due to the quick dynamism and good recolonization capacity of the group, the
impact was considered local, reversible, negative and moderately relevant, resulting in a
low magnitude.
Given the potential for a natural recovery of areas after dredging activities have stopped,
mitigation measures for this impact are not expected to be adopted, besides ongoing
regular analysis of ecological indicators for populations in the plankton community under
the Monitoring Program of the Planktonic Community and Water Quality Monitoring
Program.
g)
Suppression of benthic organisms
Dredging activities to a depth of 25.00 m may affect benthic organisms since it promotes
the excavation of the seabed and the consequent removal of bottom sediment, destroying
their habitat and causing mortality of specimens. Physical disturbances associated with the
deposition of sediments coming from the dredging overflow (clay and silt) and the disposal
of dredged material (sediments of various size) may also promote habitat changes,
depletion and suffocation, especially if considered sessile organisms, with low mobility and
filter feeders.
In dredging projects, an impact usually occurs and is restricted to dredged areas and
sediment deposition, and although pre-existing bodies may be permanently lost throughout
the dredging operation, the affected areas repopulates naturally after the work ends. This
fact is because most of the benthic community has a regenerative capacity and the quick
development of life, high dispersion and large numbers of offspring (r-strategists).
Thus, this impact is assessed as negative, local cover, reversible and moderately relevant,
resulting in a low magnitude.
Given the potential for a natural recovery of areas after dredging and disposal activities
have stopped, mitigation measures for this impact are not expected to be adopted. Ongoing
regular analysis of ecological indicators for benthos populations under the Monitoring
Program of the Benthic Community.
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h)
Removal and disorientation of marine cetaceans and chelonians
Since cetaceans displacement routes take place in the coastal area, the effect of
disorientation promoted by the noise and movement of vessels could eventually lead to
stranding accidents on beaches. For turtles, it could interfere in approach routes for
spawning on beaches, and there is also the possibility of sucking up individuals in the
dredging. It is important to weigh the fact that endangered cetacean (listed below) and turtle
species occurs in the study area, and that the same area overlaps with a priority territory for
turtle conservation.
According to Masterplan (2015) Sotalia guianenses, Pontoporia blainvillei and Tursiops
truncates, Balaenoptera sp. - minke whales - and Megaptera novaeangliae - humpback
whales - were recorded in the study area.
Given the above, this is considered a negative impact, with regional coverage, reversible,
relevant and synergistic, resulting in medium magnitude.
The Turtle and Cetacean Monitoring Programs should continue, while expanding and
intensifying its activities in areas under the influence of dredging activities, and focusing on
a periodic analysis of ecological indicators of populations of these faunal groups.
Control actions against dredges sucking up turtles, and dispersion measures, will be kept.
New alternatives/actions are also suggested, like the inclusion of chain deflectors on the
dredges and turning the pump on or off next to the substrate.
i)
Collisions of vessels with cetaceans and chelonians
During the dredging activities, there will be a temporary increase in underwater noise,
mainly in the surroundings of the navigation channel, due to the dredging activities and
vessel traffic. This underwater noise may affect the behavior of cetaceans, since the sound
is very important to whales and dolphins for hunting, navigating and communicating.
Despite the importance of this environmental impact of underwater noise on marine
mammals, there are no resident populations of dolphins or whales in the study area, as
previously mentioned. Cetaceans species prefer sheltered areas, such as bays and coves,
which are not found along the Au Port coastline, categorizing it as an area for transient
cetaceans, it is possible to consider that the risk of collisions between cetaceans and
vessels is low.
This conclusion is reinforced by historical data from the Turtle and Cetacean Monitoring
Program, held in the area since 2008, when the constructions and operations of other large
offshore projects started. There are no notifications from the environmental agency, which
controls the cetacean monitoring reports, of dolphins or whales injured or dead due to
specific port activities.
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With respect to sea turtles, since 2008 some direct collisions, (mainly those related with
fishing vessels or trailing suction hopper dredgers - this last one associated with Au
dredging activities), have been registered by the monitoring program as the cause of some
mortalities. This impact that can also occur during T-Oil construction. Indirect influence of
underwater noise can also interfere on approach routes for spawning on beaches.
Since the works in Au have begun, in 2008, there was an increase in the number of
vessels and traffic in the study area, highlighted by the dredges responsible for deepening
the projects navigation areas. The noise generated by dredging and other vessels may
interfere with the ability of these animals to detect other natural sounds, thus changing their
ability and social interactions, besides their behavior, and can influence swimming routes,
causing them to leave the areas of the occupied shoreline.
Considering this negative impact, regional coverage, reversible, relevant and synergistic,
resulting in medium magnitude.
Between the main mitigation measures it is possible to highlight the promotion of
educational activities with the workers involved in the deepening dredging activities and the
continuation of the Turtle and Cetacean Monitoring Program, with special recommendation
to implement the methods provided by Project TAMAR.
j)
Creation expectation in the community
News about the dredging project spread through the press or as result of fieldwork, will
create expectation in society in general, and for the local population to be directly affected
by the venture's activities. This impact does not depend on the actual size of the
environmental impacts which could arise as a result of the venture's implementation. This
fact is actually directly related to the population and environmental authorities perception in
relation to the environmental impacts and the respective venture.
Thus, the dredging to deepen the maritime access channel and the use of the disposal area
can still generate apprehension by local representative bodies, institutionalized or not, of
different natures, such as residents, public and environmental agencies.
As environmental control measures, the continuation of the Social Communication Program
is recommended, creating space for the social sectors involved to participate.
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k)
Creating of fishing restriction zone
Exclusion zones are areas where the movement of vessels is forbidden for safety reasons,
except for vessels previously authorized to enter them. They have a temporary nature, and
are established by sole authority of the marine authority in Brazilian seas and inland water
bodies.
The creation of the fishing exclusion zone occurs mainly in the areas of dredging and at the
site determined for the disposal of the dredged material, in addition to the dredger
movement route, in order to prevent damage to equipment and fishing vessels and
accidents with them.
The access channel to the Au Port is to a depth of 20.50 m, with a length of 13,268 m, with
a fishing exclusion zone already set up. Therefore, the area that will affect fishing would be
the channel extension to the depth of 25.00 m, 6,129 m long and 280 m wide, presented
below in FIGURE 5.2.1.1-2:
FIGURE 5.2.1.1-2
T1 ACCESS CHANNEL AND MARINE DISPOSAL AREA
It is worth noting that along this new exclusion zone, shrimp, the most profitable catch in the
region, should not be affected. However, bottom line fishing, which is done further offshore
and preferably carried out by large vessels, may be affected by the movement of dredgers
and the disposal area.
As environmental control measures, it is recommended that the fishing exclusion zone is
properly marked out, according to NORMAN - 17/DPC. It also suggests that fishermen are
kept constantly informed through the Social Communication Program. In addition, the
program should also continue with the ombudsman (0800 Port Au) aimed at taking
suggestions, concerns and complaints from them.
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l)
Interference in fishing using drift and waiting equipment
The fallen or floating nets and longlines are very common in this region. Its use practically
covers the entire continental shelf internal and external adjacent to the coastal strip
stretching from So Francisco de Itabapoana to Campos dos Goytacazes municipalities.
Considering the increase in maritime traffic due to dredger and support vessel movement
that could interfere with the fishing activities, especially with drifting gillnet. It is worth noting
that it is the responsibility of the fishing boats to keep out of way of vessels with low
maneuverability to avoid possible accidents at sea. In addition, fishermen must set up drift
equipment outside the planned area for vessels associated with dredging, including
respecting the fishing exclusion zones.
This impact is negative and temporary, and is cumulative with other planned and
implemented port terminals in the Au Port Complex, which also affects or will affect local
fishing.
As environmental control measures, the Social Communication Program should provide for
actions to communicate with and raise awareness among fishermen on the changes in
fishing that will be imposed during dredging and warning them of the possibility of accidents
and damage to fishing equipment.
m)
Use of local availability of fishing vessels and other services
This impact is related to contracting services in fishing communities, such as hiring vessels
to monitor various activities, including monitoring programs, bathymetry services, or the
fishermen themselves to work on the projects boats.
This type of hiring local fishermen is common in other locations, concentrating on port
terminal support activities such as round trips close to the port area or to look for and
deliver supplies in adjacent areas.
As environmental control measures, it is recommended that the opportunities to provide
services for fishermen should be announced by the Social Communication Program.
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n)
Generating tax revenue
Dredging activities should lead to increased tax revenues for the municipality of So Joo
da Barra, where dredging activities will be carried out. The main tax expected to increase
with the activities relating to dredging is the Service Tax - ISSQN, due both to the
completion of civil construction works (dredging) and contracting services provided by third
parties.
Environmental control measures are not applicable for this impact.
o)
Conflicts with approach channel users
The dredging activities, for both deepening the channel and maintaining it, in areas through
which vessels or other ships travel, will impact the waterway users, including fishermen,
sailboats and tourist boats (not common) and other vessels that make use of Au Port
terminals.
This impact will arise during deepening of the navigation channel, but will be mitigated by
the planning of the Au Port command center controlling planning and communication
actions during dredging activity.
As environmental control measures, planning the dredging in conjunction with the central
port operations is indicated to minimize the interference on the movement of other vessel
traffic using Au Port.
p)
Providing access to Au Port for vessels with a greater draft
Making possible access to Au Port for vessels with a greater draft could diversify port
operations.
In addition to the direct effect on enhancing oil shipment logistics that the dredging would
bring about, this impact will generate indirect effects, such as making the municipality more
attractive for shipping purposes and attracting companies to occupy the area adjacent to
the port's landside yard, in addition to surrounding areas, creating jobs and boosting the
municipality's economy.
Also, through this positive impact, an improvement in the regional economy is possible,
considering the reduction in the transport costs and the importance of the oil market in the
project area.
Environmental control measures are not applicable for this impact.
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5.2.2.1
Occupational Health and Safety risks during dredging
When performing dredging for deepening, widening and expansion of the current waterway
to T-Oil, service providers will be hired by Au Petrleo S.A. for services regarding dredging
and maintenance of maritime infrastructure.
Among the Brazilian Regulatory Norms approved by the Ministry of Labor and Employment,
the fulfillment of Regulatory Norm N. 30 Health and Safety in Waterway Work must be
considered. Main provisions of the norm:
It is mandatory to constitute an Onboard Occupational Health and Safety Group, the

purpose of which is to:
-
maintain procedures aimed at preserving occupational and environmental health

and safety, seeking to act preventively;
aggregate efforts of the whole crew so that the vessel may be considered a place
safe to work in;
contribute towards the improvement of working conditions and well-being on
board;
recommend modifications and receive technical suggestions aimed at ensuring
the safety of the work performed on board;
investigate, analyze and discuss the causes of work accidents on board,
publishing the result;
adopt measures so that the companies maintain, at the disposition of the Group,
updated information, norms and recommendations relating to prevention of
accidents, work-related diseases, infectious infirmities, and others of a medicalsocial nature;
take care that everyone on board receives and uses personal and collective
protection equipment for control of the conditions of risk.
Constitution of an Internal Commission for Accident Prevention
Elaboration of an Occupational Health Medical Control Program
Guidelines for Alimentation
Guidelines for Hygiene and Comfort on Board
Guidelines for Sanitary Installations
Guidelines for Safety in the Work of Cleaning and Maintenance of the Vessels.
The Dutch company Royal Boskalis Westminster N.V is being considered for the execution
of these services. This company developed the safety program called NINA (No Injuries,
No Accidents), which defines the companys view on occupational safety and describes the
expected behavior of its employees and contractors.
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The vision statement is supported by five core values and five rules, which are:
Values
I am responsible for my own safety;

I approach others about working safety;
I take action in case of unsafe operations, if necessary, I will stop the work;
I accept feedback about my safety behavior regardless of rank and position;
I report all incidents, including near-misses, to inform others and build on lessons
learned.
Rules (listed as they should be practiced)
Prepare a risk assessment for each project, vessel or location:

Responsible Manager/Captain coordinates the Risk Assessment and must
involve supervisors;
The Risk Assessment is reviewed periodically and updated when necessary
(such as change in work scope or method or following an incident);
The measures defined in the Risk Assessment must be implemented.
Obtain a permit to work for defined high-risk activities:

Identified high-risk activities: entering enclosed/confined spaces, and working on
energized systems (including Lock Out/Tag Out);
Based on the Risk Assessment other high-risk activities can be defined;
Defined control measures must be implemented;
Responsible supervisor issues a Permit to Work.
Make a job hazard analysis for hazardous non-routine activities:

In case of hazardous and non-routine jobs, the supervisor should do a JHA (Job
Hazard Analysis);
Defined control measures must be implemented.
Be informed about risk & control measures:

Everyone on projects, vessels and offices is informed about the relevant risk and
control measures;
Before starting the work a toolbox meeting is held: in case of Job Hazard
Analysis or Permit to Work; as a result of the Risk Assessment;
Updates in the Risk Assessment will be communicated with relevant persons onsite.
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Be fit for duty and wear the Personal Protective Equipment required:
Fit for Duty means not under influence of alcohol and/or drugs;
PPE on site: safety shoes and hard hat, high-visibility clothing, life vest during
embarking/disembarking or if floating equipment lacks a railing;
Additional PPE are job-specific and based on the Risk Assessment, Job Hazard
Analysis or Permit to Work.
The NINA system also comprises the workshop and training program, aligned with the
values and rules.
It is worth mentioning that Boskalis, the company responsible for the deepening dredging
activities, holds the ISM-Code (International Safety Management Code) certification, which
is an International Standard for compliance in regards to safety rules and prevention of
marine pollution for ships. The ISM code requires that Ship Managers implement and
maintain a safety management system, which, among other function requirements, includes
the following:
An Environmental Protection and Safety Policy,

Instructions and procedures to ensure a safe operation of ships and protection of the
environment, in compliance with international and flag state legislation,
Defined levels of hierarchy and communication lines between offshore and onshore
personnel and among the elements of each group,
Procedures for reporting accidents and errors,
Procedures to face and respond to emergency situations
Procedure for internal audits and management revisions,
Safe operation in normal and adverse conditions,
Maintenance of the ship and its equipment in efficient conditions.
The Au Petrleo S.A. shall perform an inspection checklist for compliance with health and
safety requirements practiced onboard, which will be established by contract. The health
and safety requirements of the International Finance Corporation IFC, which require
analysis, control and mitigation of risks, training and monitoring shall also apply.
Specifically, special care should be taken regarding the safety of access and ship
maneuvers, transportation of chemicals and readiness and response to emergency
situations.
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5.3
OPERATION PHASE
This section will describe the impacts and environmental control measures and monitoring
related to STS operations at Port Au T-Oil.
5.3.1
a)
STS operations
Collisions of vessels with Cetaceans and Chelonians
As mentioned above, since the beginning of the work in Au in 2008, there was an increase
in the number of vessels and traffic in the study area. The STS operations can affect the
behavior of cetaceans and turtles due to a temporary increase in underwater noise from oil
tankers and tug boats. Note that vessels traffic related to Ferroport operations has occurred
in the area since October 2014. This environmental aspect has been existing continuously
in the surroundings of the Au Port for at least 17 months.
This underwater noise, generated by vessels, may mainly affect the behavior of cetaceans,
since sound is very important to whales and dolphins for hunting, navigating and
communicating. Vessel operations happen daily in many ports around the world, including
Brazilian ports like Port of So Francisco do Sul (PHOTO 5.3.1-1), Port of Fortaleza
(Mucuripe) and Port of Recife.
PHOTO 5.3.1-1: Sightings de Sotalia guianensis made close to Porto Organizado de
So Francisco do Sul on 09/17/2008. Source: Acquaplan (2009).
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Still, there are no resident populations of dolphins or whales in the study area, and the main
reason for that is the lack of natural bays and coves in the shoreline. Coincidnetly, it is
possible to consider that the risk of collisions between cetaceans and the oil tankers is low.
This conclusion is reinforced by historical data from environmental monitoring programs of
Au Port, described in detail previously.
Considering this negative impact, regional coverage, irreversible, relevant and synergistic,
resulting in medium magnitude.
It is important to bear in mind that the project includes preserving the region as a cetacean
displacement route and as a sea turtle approach route and spawning area (nesting),
located in overlap with a priority area for turtle conservation, sheltering endangered species
of both groups.
Between the main mitigation measures it is possible to highlight the promotion of
educational activities with the workers involved in the STS operation and the continuation of
the Turtle and Cetacean Monitoring Program, with special recommendation to implement
the methods provided by Project TAMAR.
b)
Exotic Species Introduction Risk
During STS operations, an increase in vessels flow is expected in the study area, which can
increase the risk of invasive species being introduced through ballast water and,
secondarily, by fouling. Ballast water is considered the main source of introducing invasive
species in coastal countries and can also be a gateway in the areas of the current project.
This impact is negative, regional coverage, irreversible and very relevant, resulting in high
magnitude.
As an environmental control measure, there is a Brazilian Standard Method named
NORMAM 20/DPC, based in the International Maritime Organization (IMO) - Control and
Manage Ballast Water - Resolution A. 868 (20), which deals with the management and
control of ballast water exchange.
c)
Creation of fishing restriction zone
Exclusion zones are areas where the movement of vessels is forbidden for safety reasons,
except for vessels previously authorized to enter them. They are established by sole
authority of the marine authority, in Brazilian seas and inland water bodies.
The creation of these exclusion zones tends to reduce the fishing areas and hamper fishing
vessel traffic. We emphasize that fishing is a traditional activity in the municipalities of So
Francisco de Itabapoana, So Joo da Barra, and Campos dos Goytacazes. The fishing
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exclusion zones during the operation added up to 6.5 km2, considering 5,404,000 m2 of the
approach channel (19.3 km in length and 280 m in width), 384,845 m2 of the turning basin
and 721,920 m2 of the mooring basin.
We additionally point out that maintenance dredging is planned, which should take place at
regular intervals. So, during the dredging periods, there will also be created fishing
exclusion zones at the disposal sites of the dredged material, while the disposal occurs, as
required by Conama Resolution 454/2012.
We further mention that the areas of restriction of fishing activity does not have any special
significance for fishing, since it has oceanographic characteristics similar to those in the
surrounding areas. For this reason, the deepening of the channel will not result in significant
losses in terms of reduction of areas available for the local, traditional fishing. This condition
is reinforced by the spatial range of the shrimp fishing fleet, whose bottom trawling takes
place along the coast at a depth of up to 20 m, therefore, outside the area of the deepening
of the access channel to T-Oil.
As environmental control measures, it is suggested that the fishing exclusion zone is
properly informed throughout maps and nautical charts, as well as,the fishermen are always
kept informed by the Social Communication Program, which should also have an
ombudsman (0800 Au Port ) to receive suggestions, concerns and complaints from the
fishing community.
d)
Increase municipal and state revenues
STS operations tend to increase tax revenue for city and state of Rio de Janeiro. In this
sense, there is Service Tax - ISSQN, the main municipal tax relating to the operational
phase of the project, which generally affects the provision of services, including the port
services provided to third parties. In addition, the multiplicity of charges and services
intended for the enterprise brings with it a chain of services that will also generate taxes
and increase the level of income for the municipality.
It is important to note that the funds generated annually, with the increase in revenues, are
quite significant on a municipal level, and can be used for social investment and
infrastructure, helping to solve the municipalitys historical problems.
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e)
Conflicts with access channel users
T-Oil may take in up to six vessels, three moored in berths and three alongside these
vessels to carry out STS operations, and smaller vessels, such as tugs, for example, that
support the operations.
It is considered therefore that vessel traffic will increase, including large oil tanker vessels,
such as Suezmax and VLCC (Very large Crude Carriers), which may result in conflicts with
other vessels that use the access channel.
As environmental control measures, continuous alignment with the Port Control Center
(CCOTM) should be done to minimize interference on the movement of other vessels using
Au Port and ensure the smooth operation and safety of STS operations.
f)
Generation of Jobs and Opportunities
The forecast is that 34 workers will be hired for the STS operation, including contractors of
Prumo and third parties. Although this number may be somewhat insignificant, taking into
consideration the other projects and the size of the local labor market, the jobs of the
operating phase are permanent and long term, and are usually well remunerated.
Besides these direct jobs, we also consider the creation of indirect jobs due to the increase
in the wage volume in circulation, the demands for goods and services generated by the
project and, in a more general way, by the economic boost that will be generated.
This impact has local scope, is of permanent duration and present cumulative effects with
the other projects already implemented or planned for the Au Port Complex.
This impact should be maximized with the adoption of the premise of giving priority to the
contracting of professionals and suppliers from Campos dos Goytacazes and So Joo da
Barra.
5.3.2
OperationalPhase Risks Relating to Oil Spills
The Preliminary Risk Assessment (PRA) technique has been selected to perform the
identification of risk situations arising from aggravated accidents in the facilities and
operations to be performed at the terminal under analysis.
As a result of the APR, minor and medium contamination risks to the sea were identified
related to oil spills during the following activities:
Storage of oil from the delivery or receiver tanker;

Storage of fuel for the consumption of the delivery or receiver tanker;
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Storage of fuel for the consumption of the tug boat;

Storage for consumption of the equipment (electric generator and crane);
Transshipment of oil between the shuttle tankers (ship-to-ship operation);
Offloading of oily waste.
For assessment of the potential sea contamination impacts because of an oil spillage,
modeling was performed using a system of models known as Oil Spill Contingency and
Response - OSCAR, developed by Stiftelsen for Industriellog Teknisk Forskning - SINTEF.
The characterization of the patterns of circulation in the region was obtained through the
numeric model system called Delft3D, implemented by the TETRA TECH team, the results
of which were compared with the data measured in the region of the project. The wind field
used in the oil drift modeling was determined from re-analysis of data from the Climate
Forecast System Reanalysis - CFSR. The simulations were performed without considering
the use of any containment and cleaning resource. ANNEX I present the regions of
possible oil spills into the sea.
All scenarios were simulated assuming the worst-case spill scenario defined in accordance
with MARPOL requirements. The total spillage volume was accordingly set at 40,000 m,
the maximum wing tank capacity of a VLCC vessel operating at T-Oil, assuming collisions
either between vessels or with the terminal. The entire volume was assumed to be released
in an instantaneous spill.
Simulations were performed for a 60 hour period taking account of summer and winter
season conditions.
The results, regardless of seasonal conditions the oil trajectory is predominantly along the
north-south axis. A south-trending trajectory is observed in the summer, and a northtrending trajectory in the winter.
FIGURE 5.3.2-1 shows the results of the summer probabilistic simulation for points near the
Terminal where the oil slick probability contours cover most of the surface area, extending
to areas further from the modeling points in both prevailing directions (north and south).
During this period 70%-80% probabilities were observed in the project area, and 60%-70%
probabilities at the entrance to the Au Port complex.
The modeling results indicate that oiling of the shoreline during the winter occurs in the
municipalities of So Francisco de Itabapoana (RJ), So Joo da Barra (RJ) and Campos
dos Goytacazes (RJ), regardless of the modeling point. In the summer, shoreline oiling
probability was identified for both modeling points in So Joo da Barra (RJ), Campos dos
Goytacazes (RJ) and Quissam (RJ).
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With respect to shoreline oiling probability, regardless of seasonal conditions, the highest
values are observed only on the port's physical facilities. In the summer, the maximum
probabilities were 81%. In the winter, the largest probabilities were 57% at both modeling
points.
FIGURE 5.3.2-1
CRUDE OIL SLICK PROBABILITY CONTOURS FOR A HYPOTHETICAL 40,000 M
(INSTANTANEOUS) DURING THE SUMMER, AFTER 60 HOURS OF SIMULATION
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5.3.3
Occupational Health and Safety Risks During Operations
The Ship-To-Ship ("STS) Transshipment Project of the TOIL Terminal needs specific
related occupational health and safety measures, mainly on the movement of workers
between berthed vessels.
As required, the personnel transfer activities will take place after a formal identification of
the necessary controls, through a permit to work and risk assessment, which should
include, but is not be limited to:
The need to transfer and alternatives available;

Frequency of transfers and the number of people involved;
Environmental conditions;
Wind speed and direction;
State of the sea, including swell and its height;
Vessel motion (pitch, roll);
Water upsurging between vessels or nearby structures;
Lighting in all areas of the transfer operation;
Condition of all the equipment used in the transfer of personnel, including certification
where needed;
Operability and hoisting equipment restrictions;
Conditions and availability of life-saving equipment;
Communications;
Any simultaneous operations or other relevant activities in the area;
Training and skills of all personnel involved;
During the transfer of personnel, the potential for a man overboard situation is
always present. Attention should be given to the recovery of personnel (possibly
unconscious or injured) from the water;
The availability of people locator beacons and man overboard tracking systems;
Actions required in the event of injury to personnel during the activity.
People involved in the transfer must go through a safety briefing, being informed of the
intended activity, and should be technically and physically able (valid medical
examinations), been trained and having agreed to the transfer method being used.
Special attention will be given to the accommodation ladder between ships, and subject to
the following specifications in regulatory Standard 29 of the Ministry of Labor:
be of a rigid design;
have a minimum width of 0.80 m (eighty centimeters);
have transversal non-slip strips at intervals of 0.40 m (forty centimeters) along the
floor;
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have handrails on both sides of its length fitted with double guardrails with vertical
members at minimum height of 1.20 m (one meter, twenty centimeters) and 0.70 m
(seventy centimeters) from the floor surface and perpendicularly to the longitudinal
axis of the ladder;
fitted with devices that allow them to be firmly fix to the ladder of a vessel or structure
at one end;
the end, which rests on the pier, should be fitted with a rotating device allowing it to
follow the movement of the vessel;
positioned at a maximum of thirty (30) degrees from a horizontal plane.
When using the plank, the sides should have guardrail posts and a safety net. Lifebuoy with
light signals and life-line will be available.
The equipment should be inspected regularly, including a visual check to ensure that it is
clean and free of risks of slipping and falling. The certification of the equipment must be
provided by the ship before any people are transferred.
Ships involved in STS operations are responsible for the use of ladders, planks and other
means of transfer used during transshipment operations, also being responsible for the
safety of people in transit.
The entry of unauthorized persons is forbidden on board vessels and their making use of
the access ladders between them during the transshipment operation.
The STS activities will also include a Personal Safety System based on the International
Ship and Port Facility Security Code ISPS-CODE, approved by the State Commission for
Public Safety in Ports, Terminals and Navigable Waterways, which will allow electronic
monitoring of the access and movement of vehicles and people in the terminal, comprising
of cameras and access/movement control devices during the operation. The system also
includes personnel access control to restricted areas in the terminal buildings.
If the terminal considers the operating conditions of the shuttle or export tanker unsafe, in
blatant disregard of the standards and local rules and remain as such, the Terminal must
stop operations, even without firstly notifying the vessel, requesting that the unsafe
conditions be corrected, only returning to the operation after they have been remedied.
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5.4
CUMULATIVE IMPACTS FROM ACTIVITIES AT THE AU PORT
This item shall systematically identify and assess the potential social and environmental
impacts entailed to the implementation and operation phases of T-Oil, including the
deepening dredging activities for the -25.00 m level and STS operations, using the
methodology approach (classification criteria) detailed on item 5.1.1 of this EISA.
Cumulativity
For this approach, Snchez (2008) defines cumulative impacts as impacts that are
cumulative over space and time resulting from a combination of effects arising from one or
several actions. According to Magrini (1990), cumulative impacts are impacts acting
together to affect the environment.
Under guideline DZ-041.R-13 (INEA, 1997), a cumulative impact is one deriving from
combination or interaction with other impacts or chains of impacts from one or more
individual projects within the same environmental system.
In short, an impact is cumulative when, upon occurring within the same environmental
compartment as other impact(s), the effects on that compartment are felt in conjunction. It is
a combination of effects accumulating in the environment.
Synergism
An effect, force or action is synergistic when it results from the simultaneous occurrence of
two or more factors which combine to produce a greater effect than that of the factors
individually under the same conditions. In other words, the combination of these factors not
only augments their effects, but can also produce a separate effect (MAGRINI, 1990).
Synergism is a multiplication effect in which two or more impacts occurring simultaneously
generate or augment another impact.
A synergism analysis should be conducted to assess the environmental impacts from the
project. The assessment of synergism with other projects is discussed in a separate
chapter.
For evaluation of (C) and (S) criteria, it is adopted:(i) Cumulative and Synergic (CS); (ii)
Cumulative and Non-Synergic (CNS) and (iii) Non-Cumulative and Non-Synergic (N).
Thus, in relation to the potential impacts identified and assessed on Items 5.2 and 5.3, this
topic has the purpose of presenting an analysis of cumulativity and synergism of the
environmental and social impacts of the T-Oil, deepening dredging and STS operations,
during their implementation and operation phases.
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Evaluation Criteria
The criteria used in this EISA for the assessment of the environmental and social impacts of
the study is described at the Section 5.2.
Impact-Generating Actions
The main impact-generating actions or those that affect the environmental components
involved with T-Oil, deepening dredging activities and STS operations, during their
implementation and operational phases, are:
Construction Phase
o Hiring of Labor;
o Installation of infrastructures in the sea;
o Handling of machinery and equipment;
o Installation of equipment for loading and unloading in the maritime terminals.
T-Oil
o Removal and disposal of marine sediments

o Transportation and disposal of dredged material in the area of maritime
disposal;
o Movement of dredger and support vessels;
o Deepening of the seabed.
o Hiring of Labor;
o Project communication;
o Hiring and procurement;
Depp
Dredging
o Removal of sediment;
o Overflowing of the hopper;
o Transport of dredged material to the disposal area;
o Disposal of dredged material;
o Movement of dredgers and support vessels; and
o Use restrictions.
Operational Phase
o Handling of machinery and equipment for loading/ unloading;
T-Oil and
STS
o Ship to Ship (STS) oil transfer;

o Oil transfer from ships to onshore facilities and vice-versa; and
o Movement of vessels;
TABLES 5.4-1 and 5.4-2 present the lists of impacts identified for implementation and
operation of the project, including cumulativity and synergism evaluation.
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TABLE 5.4-1
CUMULATIVITY AND SYNERGISM ANALYSIS - IMPLEMENTATION PHASE
Project
Impacts
Coverage
Reversibility
Relevance
Magnitude
o Change in noise levels
MR
CNS
o Change in air quality
MR
CNS
CS
o Supression of benthic organisms
CNS
o Potential interference on cetacean and chelonians
CNS
o Interference on fishing routes
CNS
o Creating fishing exclusion zones associated with dredging
CNS
o Landscape changing
CNS
o Increase of crime, violence and prostitution
CNS
o Increase of pressure on the provision of public services
CNS
o Changes in land value and increase in the collection of property taxes
CNS
o Increase in risk of traffic accidents
CNS
o Increase of municipal and state revenues
CS
o Generation of jobs and opportunities
CS
CS
CNS
CS
o Higher rate of sedimentation in dredged areas
o Alteration in bottom morphology
o Temporary absence of aquatic biota
CNS
o Suppression of benthic organisms
CNS
o Removal and disorientation of marine cetaceans and chelonians
CS
o Collisions of vessels with cetaceans and chelonians
CS
o Creating expectation in the community
CNS
o Creation of fishing restriction zone
CNS
o Interference in fishing using drift and waiting equipment
CNS
o Use of local availability of fishing vessels and other service
CNS
o Generating tax revenue
CS
o Conflicts with approach channel users
CNS
o Providing access to Au Port for vessels with a greater draft
o Water quality modification generated by the plume of sediments

(turbidity) during dredging activity
T-Oil
o Water quality modification generated by the sediment plume during

dredging
o Alteration in local currents
o Alteration in the physical and chemical properties of sediment in the
disposal area
Deepening and
Maintenance Dredging
Cumulativity
Nature
/Sinergy
Legend: Nature - Positive (P) / Negative (N); Spatial Coverage - Local (L) / Regional (R); Reversibility - Reversible (R) / Irreversible (I); Relevance - Irrelevant (I) / Relevant (R) / Very Relevant (V); Magnitude - Low (L) - Medium
(M) - High (H); Cumulativity/ Synergism - Cumulative and Synergic (CS) / Cumulative and Non-Synergic (CNS) / Non-Cumulative and Non-Synergic (N)
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TABLE 5.4-2
CUMULATIVITY AND SYNERGISM ANALYSIS - OPERATION PHASE
Project
STS
Impacts
Cumulativit
Nature
Coverage
Reversibility
Relevance
Magnitude
Collisions of vessels with cetaceans and chelonians
CS
Exotic species introduction risk
CS
Creating of Fishing Restriction Zone
CNS
Increase in Municipal and State Revenues
CS
Conflicts with Approach Channel Users
CNS
Generating Jobs and opportunities
CS
y /Sinergy
Legend: Nature - Positive (P) / Negative (N); Spatial Coverage - Local (L) / Regional (R); Reversibility - Reversible (R) / Irreversible (I); Relevance - Irrelevant (I) / Relevant (R) / Very Relevant (V); Magnitude - Low (L) - Medium
(M) - High (H); Cumulativity/ Synergism - Cumulative and Synergic (CS) / Cumulative and Non-Synergic (CNS) / Non-Cumulative and Non-Synergic (N)
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6.0
ENVIRONMENTAL AND SOCIAL MANAGEMENT SYSTEM

6.1
ESMS OVERVIEW
The Environmental and Social Management System (ESMS) is a continuous dynamic

process and requires the entrepreneur's commitment to its employees, the local communities
directly affected by the project, and where appropriate, to other interested parties
(stakeholders), including financing agents.
ESMS is implemented in accordance with the principles of IFC Performance Standard 1
(Assessment and Management of Environmental and Social Risks and Impacts) and includes
the following elements: (i) corporate policy; (ii) identification of risks and impacts; (iii)
management programs; (iv) organizational capacity and competency; (v) emergency
preparedness and response; (vi) stakeholder engagement; and (vii) monitoring and review.
Based on PDCA (Plan / Do / Check / Act) methodology, ESMS aims at managing potential
impacts and environmental risks associated with the project, ensuring the application of
control, monitoring and compensation measures. As an essential part of T-Oil ESMS, the
general objectives of environmental and social programs are:
To ensure that the project deployment and conduction of essential activities are
developed according to the analysis of potential environmental impacts and proposed
mitigation measures;
To ensure the full compliance with the environmental conditions set by the projects
environmental licenses and the applicable law;
To monitor, mitigate and avoid adverse environmental effects foreseen for the project
activities at its construction and operational phases, and monitor and enhance foreseen
benefits with respect to positive impacts.
The specific objectives of environmental and social programs are: (i) to set environmental
and social targets and indicators, (ii) to list and comply with the applicable environmental law,
(iii) to set the activities to be implemented, (iv) to adopt the methodologies proposed; (v) to
analyze the results achieved; and (vi) to support decision making by managers.
Thus, this section presents control and monitoring strategies for environmental and social
parameters in areas influenced by the project, including all the environmental plans and
programs applicable that are part of ESMS of Au Port.
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6.1.1
Organizational Structure
The T-Oil ESMS construction and operation phases are conducted by the Sustainability and
Health and Safety teams of Prumo and Au Port. Both companies are part of the same
economic group, and are based in Rio de Janeiro and Au Port.
The Environmental Planning and Licensing Management, based in Rio de Janeiro, is
responsible for obtaining the required environmental licenses and authorizations for T-Oil
project.
Also located in Rio de Janeiro, the Environmental Legislation Management is responsible for
following up the companys legal requirements of environmental and social nature, and
support the specific sustainability demands.
The Environmental Management is located at Au Port and is responsible for the
environmental and social performance of plans and programs approved by environmental
agency, as well as meeting environmental license requirements. This team also contributes
to the environmental licensing of projects at Au Port through suggestions of mitigating and
compensatory measures.
The ESMS has the support of environmental consultants that are responsible for carrying out
the field activities and for preparing the reports to meet the conditions of the environmental
licenses, which are assessed by Au Port and registered with the Environmental agency on
a regular basis.
It must be highlighted that T-Oils environmental and social programs also receive technical
support from contracted environmental consulting companies, in accordance with the scope
and experience of the company.
FIGURES 6.1.1-1 and 6.1.1-2 show the organizational structure of the Sustainability and
Health and Safety team, respectively.
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FIGURE 6.1.1-1
ORGANIZATIONAL CHART OF SUSTAINABILITY TEAM
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FIGURE 6.1.1-2
ORGANIZATION CHART OF THE HEALTH AND SAFETY TEAM
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6.2
CONSTRUCTION PHASE
6.2.1
T-Oil Construction
6.2.1.1
Solid Waste Management Program
The management of the solid wastes produced at the construction phase of T-Oil follows
guidelines for their packaging, storage, transportation and final disposal described in a
Management Plan for Wastes, prepared to be applied by the outsourced construction
companies.
The guidelines seek compliance with the following goals:
Manage 100% (one hundred percent) of the generated wastes;

Make 100% of the employees aware of the importance of recycling/reducing the
generated wastes;
Apply good environmental practices;
Reduce the generation of wastes throughout the construction activities.
TABLE 6.2.1.1-1 shows the solid wastes produced from construction considering their type,
source, description and manners for storage and treatment/disposal applied.
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TABLE 6.2.1.1-1
SOLID WASTES GENERATED T-OIL CONSTRUCTION
Solid Wastes Generated T-Oil Construction
Non-Hazardous Wastes
Type
Common trash
Organics
Paper / Cardboard / Plastics
Source
Administrative and
operational support facilities
Individual barrel identified for

selective collection.
Food
Refrigerated location.
Administrative and
Wastes not contaminated with
operational support facilities
oil or organic garbage
selective collection
- Concrete plant;
- Laboratory of soils and
Wastes
concretes;
- Central worksite;
Scrap metal
Food packages and napkins.
Storage
Mess room
Construction
Wood
Description
Ceramic components, mortar,

concrete, blocks, pipes,
curbs, etc.
Specific covered barrel for

storage of this type of wastes.
- Receipt of material;
Wastes not contaminated with
- Building site
oil or organic garbage.
selective collection.
- Maintenance of the platform
Ferrous and nonferrous scrap
or rupture of cables.
not contaminated with oil.
selective collection
238
Treatment/Disposal
Disposal in sanitary landfill
Disposal in sanitary landfill /
Composting
Recycling
Scrap from the project (Reuse). Scrap from the project

(Re-use).
Re-use.
Recycling.
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Hazardous Wastes
Type
Source
Description
Storage
Treatment/Disposal
- Oil-water separator or
Oily waste
recovery of leaked oil;

- Lubricant and hydraulic oils
Dirty oil or oily/grease dregs;
Covered barrel.
Recovery.
used;
Fluorescent light bulbs
- Site
- Site;
Contaminated Wastes
- Laboratory of soils and

concretes;
- Concrete plant;
Dry cells and batteries
Equipment
Boxes for protection against
Burnout bulbs.
breaks.
Cans of paints and solvents.

Absorbent material with oils
and contaminated PPE.
Used dry cells and batteries
239
Specific covered buckets for

this type of waste
Specific covered barrel for
storage of this type of waste.
Industrial landfill.
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The collection of wastes is carried out on a daily basis on all work fronts, promoting their
separation through the implementation of selective bins according to CONAMA Resolution
n 275/2001. The port has a temporary waste storage center with an area for chemical
wastes, screening and six stationary buckets with 5m and 1 with 30m, as follows:
2 hopper for non-recyclable wastes;

1 hopper for paper;
1 hopper for plastics;
1 hopper for wood;
1 hopper for metal (30 m).
FIGURE 6.2.1.1-1
BINS AT THE WORK FRONTS
FIGURE 6.2.1.1-1
TEMPORARY STORAGE AREA FOR THE HOPPERS
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The collection of the waste, by a company accredited by and registered with the
environmental agencies, and their sending to the final disposal at a location equally legalized
is certified by Waste Manifests. When used oils are collected, the contracted companies must
be registered with the National Petroleum Agency - ANP, also having an environmental
license of operation for carrying out this activity before the environmental agency. The legal
status of the companies contracted for the transportation and disposal of wastes is
periodically assessed;
TABLE 6.2.1.1-2 shows some of the companies designated for the transportation and
disposal of the wastes from the construction of the T-Oil.
TABLE 6.2.1.1-2
COMPANIES CONTRACTED FOR THE TRANSPORTATION AND DISPOSAL OF THE
WASTES FROM THE CONSTRUCTION OF THE T-OIL
Wastes
Transportation Company
Disposal Company
Plastics, Paper/cardboard not
Transforma gerenciamento de
CRR- Centro de Reciclagem Rio
contaminated
resduos Ltda.
Ltda.
Common waste (non-
Essencis solues ambientais
recyclable)
resduos Ltda.
S.A
Cermica So Silvestre e
resduos Ltda.
Cermica Tangu
Wastes contaminated with oil
and/or Chemicals
resduos Ltda.
S.A
Coferlagos
Coferlagos
Non-contaminated wood
Scrap metal
Oily waste / Oils
Dry cells and batteries
Fluorescent light bulbs
resduos Ltda.
Lwart Lubrificantes Ltda.
resduos Ltda.
S.A
resduos Ltda.
S.A
It must be emphasized that those responsible for the project sectors provide training for their
employees, given by a competent professional, with contents covering, at least:
The hazards associated with each waste;

The correct way of handling;
The protections required to prevent damage to the environment, occupational health
and safety;
The way to operate the storage facility;
Procedures to fill in the information sheets for registration of movement and storage of
wastes.
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6.2.1.2
Wastewater Management Program
The management of the wastewaters produced in the construction phase of the T-Oil follow
guidelines described in a Management Plan for Wastes and Wastewater, prepared to be
applied by the outsourced construction companies.
The wastewaters coming from chemical/hydraulic toilets located at the work fronts of the TOil are collected (by trucks equipped with suction pumps), transported and disposed of by a
specialized company, environmentally licensed for the activity. Among the companies
contracted for the transportation, we can mention Suga Rpido II Limpezas Industriais Ltda.
Among the disposal options, the wastewaters are sometimes sent to the treatment system of
the Municipal Government of Quissam.
FIGURA 6.2.1.2-1
CHEMICAL TOILETS LOCATED AT THE WORK FRONTS
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6.2.1.3
Air Quality and Atmospheric Emissions
The air quality program is carried out according to CONAMA Resolution n 03/1990, which
monitors the particulates that may harm human health and cause health issues. These air
particles can vary in size from a few nanometers to 100 microns (m). Total Suspended
Particles (TSP) are those made of solid or liquid material that are suspended in the air in the
form of dust, mist, aerosol, smokes, soot, with sizes up to 50 m, and inhalable particles with
particulate material smaller than 10 m (PM10).
In addition to the above parameters, issues were raised for measuring meteorological
parameters such as wind direction and speed, temperature, air relative humidity, atmospheric
pressure, solar radiation and rainfall. The evaluation of aspects and potential impacts on air
quality of the port site region is currently monitored by the company JCTM Comrcio e
Tecnologia Ltda.
Monitoring points were located in regions of Barra do Au, gua Preta, Mato Escuro and
Prumo Station and the above mentioned parameters were measured according to the
following distribution:
Barra do Au PTS and PM10 measurement;

Mato Escuro PTS measurement;
gua Preta PM10 measurement;
PRUMO Station PTS measurement, PM10, and Wind Direction and Speed,
Temperature, Relative Humidity, Atmospheric Pressure, Solar Radiation, and
Pluviometric Precipitation.
FIGURE 6.2.1.3-1 shows the location of the monitoring stations.
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FIGURE 6.2.1.3-1
LOCATION OF THE MONITORING STATIONS
PTS and PM10

Values identified in PTS and PM10 monitoring were compared with Air Quality Standards of
CONAMA Resolution n03/1990. To comply with the methodology defined in the PBA (Plano
Bsico Ambiental Basic Environmental Plan)
In addition, the PM10 values are compared with the values of the IFC Air Quality Guidelines
(TABLE 6.2.1.3-1) and of the World Health Organization (WHO air quality guidelines global
update 2005), as per (TABLE 6.2.1.3-2). It is emphasized that the PTS parameter has no
reference value in the IFC Air Quality Guidelines.
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TABLE 6.2.1.3-1
AIR QUALITY STANDARDS DEFINED BY CONAMA Resolution nN 03/90
AND IFC GUIDELINE
PM10 MEASUREMENT IN 2015
CONAMA
Stations
Resolution n. 03/90
IFC
Guideline
gua
Barra do
Prumo
Preta
Au
Station
g/m
(g/m)
(G/m)
Average 24 hours/Month
January/2015
23.80
32.79
17.29
February/2015
19.33
30.93
29.31
March/2015
17.38
20.66
18.47
April/2015
17.65
18.60
16,72
May/2015
19.13
19.14
19.92
50 g/m 24
15.87
16.54
14.16
hours
18.54
22.99
22.48
16.86
23.92
21.55
September/2015
20.86
26.40
27.05
October/2015
26.37
29.96
28.33
November/2015
25.84
21.66
31.51
December/2015
22.87
22.63
22.62
20.35
23.85
22.45
June/2015
150 g/m 24 hours
July/2015
August/2015
Year Average
50 g/m 1 year
20 g/m 1
year
TABLE 6.2.1.3-2
AIR QUALITY STANDARDS DEFINED BY THE WORLD HEALTH ORGANIZATION
(WHO AIR QUALITY GUIDELINES GLOBAL UPDATE 2005)
Annual Average Concentration
PM10 (g/m)
IT-1
70
IT-2
50
IT-3
30
AQG
20
IT-1: 15% increase in long-term mortality - in relation to the AQG

IT-2: These levels alleviate the risk of premature mortality to about 6% (2-11%) in
relation to the IT-1 level
IT-3: These levels reduce the risk of premature mortality to about 6% (2-11%) in relation
to the IT-2 level
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WHO air quality guidelines (AQG) are based on scientific studies performed in Europe,
regarding the cumulative effects on health. WHO recommends interim concentration targets
(IT - target interim), considering local air quality differences to categorize results through
gradual reductions to health risks caused by air pollution. These targets stipulate percentages
of susceptibility to mortality of the population in relation to the benchmark due to higher
concentrations emitted.
However, the standards are presented as a guidance, since the adoption of such standards
as the legal standard must come from each public policy, through scientific studies, as
mentioned in the Preface of the official document: "WHO recommended benchmarks
recognize the heterogeneity and, in particular, recognize that, when formulating policy
objectives, governments must consider their own local circumstances carefully before
adopting the guidelines directly as a legal basis."
The results of the monitoring programs carried out during 2015 indicated for PTS and PM10
parameters that there were the primary and secondary standards of air quality not exceeded
within the range considered as Good and Safe for the Health in accordance with Brazilian
regulations (CONAMA Resolution n 03/90). However, the PM10 parameter exceeded by
about 20% the IFC reference value (20 g/m) for the annual average, fitting in WHOs interim
concentration limit 3 (IT-3).
According to the IFC General EHS Guidelines, emissions should not present pollutant
concentrations that reach or exceed the air quality guidelines and standards of national
norms, or in their absence, the WHO Air Quality guideline, or other source internationally
recognized. Thus, even with the PM10 parameter above the IFC recommendation, but within
WHOs IT-3, it can be concluded that the air quality is good for the health of the population in
the region of the project.
Still, as a control measure, the black smoke emitted by diesel powered trucks and vehicles,
circulating in the port area, is monitored. This monitoring complies with Ordinance No. 85/96,
from the Brazilian Institute of Environment and Renewable Natural Resources (IBAMA), with
the following limits to be complied with:
a)
b)
less than or equal to standard no. 2 of the Ringelmann scale, when measured at
locations situated at an altitude of up to five hundred (500) meters;
less than or equal to standard no. 3 of the Ringelmann scale, when measured at
locations situated at an altitude higher than five hundred (500) meters.
This monitoring has shown that the vehicles circulating in the area present a black smoke
emission limit equal to standard no. 1 of the Ringelmann scale, complying with the IBAMA
Ordinance No. 85/96.
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The air quality monitoring program presented in the Basic Environmental Plan is being
properly executed with respect to performance monitoring (results illustrated above).
Monitoring results show that air quality for both the parameters of PTS and PM10 for Black
Smoke is within the legal limits established by CONAMA Resolution and IBAMA.
Meteorological Data
As discussed in this section, the existent weather station in the port area monitors the
following parameters: Wind Direction and Speed, Temperature, Relative Humidity,
Atmospheric Pressure, Solar Radiation and Pluviometric Precipitation.
These data are sent in real time to the environmental agency data Center and this action
contributes to a better understanding of weather conditions in So Joo da Barra municipality
6.2.1.4
Noise Control Monitoring Program
The Noise Monitoring and Control Program presented in the Basic Environmental Plan is
being developed in accordance with the guidelines established in CONAMA Resolution
n01/90 and technical standard ABNT NBR 10.151:2000.
by the IFC Guidelines (Guidelines for Community Noise, World Health Organization (WHO),
1999), the limits were considered for comparison purposes.
Evaluation of noise levels involved measuring equivalent noise pressure levels in decibels
dB(A) was conducted using specialized data collection equipment, both during the day and
the night, at multiple sampling points.
For the acquisition of environmental noise data, a DEC-5050 decibel meter was used. This
sound meter allows a digital analysis of 1/1 octave and 1/3 octave in real time. The measuring
range being A - 25-130 dB. Precision 1.4 dB (ref. 94 at 1 kHz). For the adjustment of the
sound level meter, an acoustic calibrator CAL-4000 is used, with sound pressure level of 94
and 114 dB, precision of 0.4 dB and frequency of 1000Hz.
The noise monitoring is performed in quarterly campaigns, with day and night measurements
at 7 points (FIGURE 6.2.1.4-1) distributed around T1. The noise monitoring is being
performed since 2011, being presented in quarterly reports.
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FIGURE 6.2.1.4-1
SAMPLE NETWORK OF THE NOISE CONTROL AND MONITORING PROGRAM
Source: Quarterly Report - February 2016 - Noise Control and Monitoring Program
It is noted that the monitoring points occur around the logistics yard, without the presence of
receptors (residences, schools, hospitals and businesses) or populated areas.
The measurement procedure adopted followed compliance guidelines in NBR 10.151
Acoustic: Noise Assessment in populated areas, to ensure the comfort of the community,
performed using sound pressure level meter rapid response (Fast), with distance of 1.20 m
floor of 1.20 m and 2.00 m of reflective surfaces.
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Evaluation criteria levels were used (assessment criteria level - NCA) to compare values
obtained from noise measurement. These were established according to ABNT NBR
10.151:2000 recommendations. This Brazilian standard provides different NCA values
according to the type of human occupation of the area analyzed.
TABLE 6.2.1.4-1 shows the noise limits set by the ABNT NBR 10.151:2000 according to the
types of area occupation.
TABLE 6.2.1.4-1
NCA VALUES IN DBA - NBR 10.151:2000
Type Of Occupation
Daytime dBA
Night-Time
dBA
Area of ranches and farms
40
35
Strictly residential area or of urban hospitals or schools
50
45
Mixed area, predominantly residential
55
50
Mixed area with commercial and administrative vocation
60
55
Mixed area with recreational vocation
65
55
Predominantly industrial area
70
60
Source: Standard NBR 10151:2000
Considering that noise monitoring was carried out in the T1, the area can be classified as an
area predominantly industrial. Therefore, maximum noise limits are 70 dB (A) for daytime
and 60 dB (A) for nighttime.
Further, according to the IFC guidelines, noise levels must not exceed the levels given by the
EHS General Guidelines, or result in a maximum increase in background levels of 3 db at the
nearest receptor. The typical metering period must be sufficient for statistical analysis, and
may take 48 hours with the use of noise monitors, which must be capable of recording data
continuously over this time period or per hour, or, more frequently or even over different
periods of time over several days, including working days and weekend work days. The
monitors must be located about 1.5 m above the ground, and at least 3 meters away from
any reflective surface.
by IFC, the value of 70 dBA can be considered for the daytime and nighttime periods for
comparison only, considering for industrial receivers. (TABLE 6.2.1.4-2), which is less
restrictive than the standards set by the NBR 10151:2000.
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TABLE 6.2.1.4-2
NOISE LEVEL IFC GUIDELINES
Receptor
ONE HOUR LAeq (dBA)

Daytime (7:00 22:00)
Nighttime (22:00-07:00)
Residential; Institutional educational
55
45
Industrial; commercial
70
70
Source: Guidelines for Community Noise, World Health Organization (WHO), 1999
Noise measurement results recorded from all monitoring campaigns (2007-2016) are
represented in the FIGURE 6.2.1.4-2 and 6.2.1.4-3:
FIGURE 6.2.1.4-2
NOISE LEVELS OBTAINED IN THE MONITORING POINTS DAILY MEASUREMENT
Source: Quarterly Report February 2016 Noise Control and Monitoring Program (adapted)
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FIGURE 6.2.1.4-3
NOISE LEVELS OBTAINED IN THE MONITORING POINTS NIGHTLY
MEASUREMENT
The measurements at all sampling points are in agreement with the limits of NBR 10.151 and
IFC Guidelines in daytime, for predominantly industrial areas.
For the night period, from the 4th campaign onwards more intense noise is observed only at
point P2, surpassing in some campaigns the evaluation criteria defined by NBR 10,151, but
below the IFC Guidelines criteria. This increase is mainly caused by the traffic of vehicles
and wind.
It is worth noting that T-Oil activities will occur at sea and by the pier platform, which is
already around 3.0 km away from the mainland (coastline) and more than 7 km away from
the nearest populated areas, being the closest the Barra do Au community.
6.2.1.5
Water Quality Monitoring Program
This program was executed with the purpose of monitoring the quality of the marine water
during the construction of the structures of T-Oil.
This program was carried out with the purpose of analyzing the environmental quality of the
marine water, in consonance with CONAMA Resolution n. 357/2005 which indicates that
the classification of hydric bodies must be based not necessarily on the current state, but on
the quality levels that they should have to meet the community needs. Article 2 of this
Resolution also mentions in its Subsection XX that classification is the setting of a target or
objective for water quality (class) to be mandatorily reached or kept in a segment of water
body, according to its main intended use, over time.
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In the area studied, the water is classified as class 1, and may be used for:
a) the primary contact recreation, e.g. swimming activities, water skiing and scuba diving;
b) the protection of aquatic communities; and
c) the aquaculture and fishing activity.
The sampling, preservation and analysis of samples will be carried out in accordance with
the recommendations of the Standard Methods for the Examination of Water and
Wastewater 21th Ed. (APHA, 2005).
To analyze the quality of the marine water, quarterly campaigns of collection and analysis of
water were carried out at 6 sampling points, according to FIGURE 6.2.1.5-1.
FIGURE 6.2.1.5-1
LOCATION OF THE SAMPLING POINTS OF MARINE WATER
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TABLE 6.2.1.5-1 shows the parameters monitored in the campaigns:

TABLE 6.2.1.5-1
PARAMETERS MONITORED IN THE CAMPAIGNS
Parameters
Ph
Dissolved copper
Total dissolved solids
Fluorene
Salinity
Total cadmium
Total oil and greases
Trichloroethene
Turbidity
Free cyanide
E. Coli
Benzo(k)fluoranthene
Conductivity
Dissolved aluminium
Total coliforms
Nitrate
Total mercury
Thermotolerant coliforms
Benzo(b)fluoranthene
OD
Total zinc
Dissolved sulphides
Benzo(g,h,i)perylene
Temperature
Phosphor
Total residual chlorine
Benzo(a)pyrene
Transparency
Total boron
Nitrite
Benzo(a)anthracene
Total alkalinity
Dissolved iron
Total ammoniac nitrogen
Phenanthrene
Depth
Total selenium
Kjeldahl nitrogen
Acenaphthene
Total arsenic
Uranium
Chlorophyll a
Chrysene
Total lead
Total silver
Soluble orthophosphate
Naphthalene
Total nickel
Total manganese
Anthracene
Fluoranthene
Total chromium
Total thallium
Phaeophytin
Trichlorobenzene
Total beryllium
Sulphides
Pyrene
Acenaphthylene
Total barium
Polyphosphate
Indeno(1,2,3-c,d)pyrene
Pahs
The parameters were compared to the reference values of CONAMA Resolution n. 357/05
for Saline Water Class 1.
Considering the campaign carried out in October 2015, only the parameters for Barium,
Dissolved Oxygen and Polyphosphates were above the reference values of CONAMA
Resolution n 357/05. Also, the parameters of Barium and Polyphosphates were found in
only 1 sampling point, and Dissolved Oxygen in 3 sampling points. Therefore, it can be noted
that these concentrations are occasional, and may be related to the water collection activity
itself.
In general, according to the result of the monitoring campaigns, it can be considered that the
marine water of the project region is of good environmental quality.
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6.2.1.6
TOil Marine Aquatic Biota Monitoring Program
The overall objective of the Aquatic Biota Monitoring Program of the marine region is to check
possible changes in the structure of marine communities in the area of influence of the project
through species density measurements and using ecological descriptors such as: species
density, diversity, evenness and richness.
During the monitoring campaign, collections were made in 9 sampling points, according to
FIGURE 6.2.1.6-1. The samples of water, sediment, macrobenthos, plankton and
ichthyofauna were made onboard the 3 vessels of 12 feet. The collection methodology was
based on NIT-DICLA-057, and the removal of the samples used sampling procedures based
on the Guide for Collection of Water Samples from Cetesb (1987), in SMEWW (2012) and in
ABNT NBR 15847 (2010).
FIGURE 6.2.1.6-1
SAMPLING POINTS - MONITORING PROGRAM OF THE MARINE AQUATIC BIOTA
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In terms of floristic composition, it was noticed the presence of Bacillariophyceae classes

(diatoms), Chlorophyceae, cyanobacteria, Dictyochophyceae, Dinophyceae (dinoflagellates)
and Euglenophyceae were recorded. Among these, diatoms and dinoflagellates contribute
with the largest number of taxa, as noted in this campaign. The number of taxa found can be
considered higher (95) during the campaign of October/2015 (95), than that found in the
campaign of July/ 2015 (88). As to the relative density, it is observed that, besides the
diatoms, the only groups of algae presenting codominance were the dinoflagellates.
The composition of the zooplankton community found was similar to other studies previously
conducted on the coast of Rio de Janeiro (SCHUTZE & RAMOS, 1999; STERZA, 2006) and
the campaign of July /2015.
Among the more abundant estuarine species, the Acartia lilljeborgi, Oithona nana and
Euterpina acutifrons stood out. Coastal water species were also abundant such as
Paracalanus quasimodo and Temora turbinata (BOLTOVSKOY, 1981; 1999). The average
density are lower (1,645.8 ind.m-3) than the average density values of the campaign of July
/ 2015 (2,337.3 ind.m-3), however are similar to those found in Brazilian coastal systems
(DIAS, 1994; STERZA, 2002). The average diversity found at the sampling points (2.08
bits.ind-1) was higher than the average diversity found in July/2015 (1.81 bits.ind-1) and is
within the expected range for the marine area in the Southeast of Brazil, which is of 2.00
bits.ind-1 (BRANDINI et al., 1997). In the Paraiba do Sul river plume, north of the project,
STERZA (2006) found the average diversity values of 2.12 bits.ind-1 in February/2006, 2.10
bits.ind-1 in April/2006 and 2.20 bits.ind-1 in July/2006 and 2.09 bits.ind-1 in October/2006,
showing that the current results are similar.
The average density of eggs was higher (415.2 eggs.100m-3) than the average density of
eggs in the July/2015 campaign (206.0 eggs.100m-3) and the average abundance of fish
larvae in (16.6 larvae.100m-3) was similar. During monitoring on the coast of Rio de Janeiro,
a higher abundance of larvae and eggs was observed in the spring and summer months and
lower in the winter (LOPES et al., 2006), confirming the lower densities of this campaign,
conducted during winter.
The macrobenthos presented an average density of 576 ind./m2 distributed into 63 species.
Polychaeta, Mollusca and Arthropoda (Crustacea) presented the highest values of species
richness and mean density of individuals, similar to those observed in studies conducted in
the region.
The meiofauna was comprised by a total of 26 taxa, where the phylum Nematoda had the
highest species richness and medium density values (ind./m2) with the Linhomoedidae and
Comesomatidae families being the most abundant in the monitored area .
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The monitoring program results indicated that in spatial terms no significant differences were
observed when applied to the statistical test. In general, a diverse fish assemblage was
observed, with important fishing target species, such as fishes of the Sciaenidae (hake)
family. The species Macrodon ancylodon (Pescada) is found in the national list of aquatic
invertebrate species and fish which are overexploited or threatened with overexploitation.
6.2.1.7
Cetacean and Chelonians Monitoring Program
The Cetacean and Chelonians Monitoring Program has the general objective to record the
reproductive events, mortalities of chelonians, and stranding of marine cetaceans and
chelonians in the monitored area.
This monitoring occurs in an area of 62 km of the Project coverage area (FIGURE 6.2.1.7-1),
from Praia de Barra do Furado beach, in Campos dos Goytacazes up to Pontal do Atafona,
in So Joo da Barra.
FIGURE 6.2.1.7-1
MONITORING DE CETACEAN AND CHELONIANS
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The Cetacean and Chelonians Monitoring Program (PMCQ) has as specific goal:
Register stranding, mortality or other nonreproductive occurrences of cetaceans and

marine chelonians in the monitored area;
Generate information that support effective and efficient proposals seeking peaceful
coexistence between the dredging operation and the local marine biota;
Provide data for the database of TAMAR/IBAMA Center and the institution linked to the
study of marine mammals.
According to the last report, the nests of turtles suffer from human action at the nearby
beaches. During the Season, due to this increase in beach activity, several nests were
exposed and suffered human action: stakes and screens were torn from their location and
broken, vehicles traffic drove on the strip of sand, which is forbidden and not monitored,
causing sand compaction on the nests, and making the hatching difficult for the juveniles,
and often causing death, before hatching (birth).
Despite all the team efforts to minimize this impact, it had a significant loss of 54 nests,
representing approximately 30% of the nests of these areas.
According to the Monitoring of Chelonians held between 2015 and 2016, 95% of the nests
found belong to the species Caretta caretta. Aimed at the preservation of the eggs and
offspring, the project TAMAR/ICMBIO promotes several types of management for these
animals: on site transfer to the beach and transfer to incubated enclosures, according to the
assessed document. The nests identifying information is reported immediately when the
damages of nests are identified.
The main results described in the report for the period in question were:
1,483 reproductive occurrences, 1,115 with spawn, 107 without spawn and 206
registered as false crawl;
62% of reproductive events were recorded for the municipality of Campos dos
Goytacazes;
The Praia do Farol, in Campos dos Goytacazes, was the one with the highest number
of occurrences (n = 335);
At Praia do Pontal were recorded only 4 occurrences in the reference period;
Praia do Farol was also the one that has the largest number of records with spawning
(n = 268);
The majority of reproductive events occurred in December 2014;
The green turtle (Chelonia mydas) was predominant during the period, reaching 73%
of records.
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The continuous execution of the program supports the marine turtle species preservation in
the study area, ensuring also the identification of others potential impact sources upon this
threatened group. Therefore, according to the statistics presented, there is a considerable
anthropogenic influence on turtle mortality. This situation requires an intensively monitoring
by the TAMAR/ICMBio, to contribute to the turtles reproductive success and survival in the
region.
6.2.1.8
Program for Transportation and Traffic Control
The goal of the Program for Transportation and Traffic Control is to provide educational
activities on traffic during the implementation process, making employees and the community
aware of the subject of traffic considering the increased traffic on roads in the region.
Au Port developed the Trnsito responsvel, Abrace essa ideia [Responsible Traffic,
Embrace it] campaign, along with the employees and roadway users, preparing and
distributing informational and educational material such as folders, trash bags for vehicles,
and campaign stickers. It has also developed an educational blitz on access roads to the
enterprise. The following activities were performed by Au Port within the scope of the
program:
-
Preparation and distribution of informational and educational material, including folders

on animal crossing;
Educational Blitz approaching vehicles; awareness campaign on animal crossing;
Safety Dialogues, with employees;
Preemptive driving lessons for employees Traffic School);
Traffic Small Disseminators campaign (campaign for children in schools on duties and
rights awareness in traffic).
Au Port has an Open Channel with the community called Fale com o Porto do Au (Talk to
the Au Port), which operates toll-free through phone number 0800 7290810. The population
may call to clarify doubts, send suggestions or inform any nuisances caused by the
implementation of the Au Port. The Call Center operates from 08:00 AM to 08:00 PM.
The quantities show that, in the period from October to December, 2015, there were 33 (thirtythree) requests, 2 (two) complaints and 1 (one) suggestion. No emergency call appeared and
no traffic-related reports were made. Most of the manifestations are REQUESTS (above
70%), related to job opportunities, registration of curricula and suppliers.
Within the period mentioned, no occurrences of accidents in the transportation of personnel
to work (with and without lost time) were observed.
Concerning the traffic accidents and incidents resulting from construction work, the following
quantities were registered: 1 in October, 2 in November and 0 in December.
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6.2.1.9
Environmental Education Program
The main objective of the Program consists in promoting pedagogical actions that contribute
for the communities surrounding the project to develop the necessary capabilities and
instruments to raise awareness and responsibility for their environmental and human
resources.
Among the activities held with the communities are the following:
-
Lecture on the use of agrochemicals and disposal of packages - Selective Waste

Collection Project, see FIGURE 6.2.1.9-1 below.
FIGURE 6.2.1.9-1
INFORMATION BOOKLET LECTURE ON THE USE OF AGROCHEMICALS AND
RETURN OF PACKAGES PROJECT
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Planting of seedlings and delivery of information booklet - Sustainable Vegetable Garden

Project, see FIGURE 6.2.1.9-2 below.
FIGURE 6.2.1.9-2
INFORMATION BOOKLET SUSTAINABLE VEGETABLE GARDEN PROJECT
The other objective of the Program is to make the project workers aware of the environmental
and social vulnerability factors of the area of influence, which may be affected by individual
or collective attitudes and practices.
In the months from October to December, 2015, Au Port carried out Environmental
Education actions with the workers. The total of participants reached was 700 (seven
hundred).
Among the activities held for the internal public is the Health and Safety Integration Training,
which is mandatory for all new employees and takes place every Monday and Thursday in
the evening.. The training is held by an occupational safety technical professional. In the
quarter from October to December, 2015, 402 workers participated in the integration at Au
Port, of which 141 were workers from the FCC company and 261 from the ENGECAMPO
company. FCC and ENGECAMPO are construction companies working for the project (TOil).
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6.2.1.10
Local Labor Training Program
The Local Labor Training Program, carried out by Grupo Incatep, and monitored by Au Port.
Human Resources team, seeks to enhance the positive impact created by the company
concerning the professional training and potential hiring of local labor for the activities related
to the Projects implementation.
The program has the companys support in disseminating the port training courses along the
communities and other inhabitants living in So Joo da Barra and the surrounding area. As
an example, for the port operation course, from April to September 2015, 687 people were
recruited and 240 students were approved in the preestablished selection process (2
groups). During the course, students learned handling techniques for loading and unloading
of cargo in General, storage, stacking, Health and Safety in the port area, materials logistics,
among others. The company hired 40 of those students to work within the Ports facilities.
Au Port also established the Employment Network in conjunction with the objectives of the
Local Labor Training Program. This Network seeks to optimize the companys hiring of local
labor in combination with the other companies working in the area of the Au Port that are
also in the Network.
According to recent data presented by Au Port, as a result of the actions taken to train and
optimize the hiring of local labor, 81% of the companys workforce are locals, which
percentage is considered to be satisfactory, reflecting the excellent performance of the
responsible technical team and the good progress of the companys actions to optimize the
hiring of local labor.
6.2.1.11
Integrated Social Communication Program
The basic objective of the Integrated Social Communication Program is to establish

communication strategies and actions that make it possible to have a dialogue between the
Au Port and the community, capable of providing up-to-date, clear, and qualified information
about the project.
The specific objectives of the Program are to:
Implement channels of communication, so as to adequately inform the different publics,

as well as to identify and clarify their opinions, doubts and demands;
Identify strategic interlocutors;
Detect in advance sources of annoyance and interferences in the routine of the
communities;
Prevent possible situations of conflict; Discover difficulties in the relationships between
the company and the social groups involved;
Provide information about the phases of the work;
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Give support to the implementation of the other programs, disseminating information,

routines, procedures and advising the community about access to the services or
benefits resulting from the environmental programs;
Find out the potential in the community relations and plan communication actions that
might take advantage of these potentials.
To do the above, the actions of Social Communication are grounded on three principal
actions: (1) planning and management of the communication; (2) dialogue with and
information to the public in general; (3) dialogue with and information to the public interacting
with the maritime area.
Principal Activities Developed:
Institutional actions: referring to the set of actions directed towards the construction and
maintenance of the institutional image of Au Port with employees and fishermen.
Activities include mapping of the different types of public, creation of visual identity, definition
of institutional positioning and monitoring and assessment.
Informative/communication actions: focused on the construction and maintenance of

continuous and interactive communication channels in order to inform workers and the
fishing community about the different actions involving the operation of the project as
well as to hear the various points of view.
Activities developed include workshops and visits having as a target public, local small-scale
fishermen, and high school, college, and university students.
The communication activities with the external public take place through social networks,
press releases and the Au Port toll free number. With the internal public, through reports,
news sheets and online newsletter, and through providing Health and Safety Integration
Training activities.
Inside Au is a newspaper with internal and community distribution, and is the main
communication vehicle directed to workers and the community in general. The newspaper
issues, with bimonthly publication, deal with subjects related to the performed environmental
programs, campaigns and actions disclosure, results, safety issues and workers health, and
other topics considered relevant. The copies distribution covers the municipalities of So
Joo da Barra, Campos dos Goytacazes and So Francisco do Itabapoana, including
companies in the Au Port Industrial Complex, educational institutions at federal, state and
municipal levels, local businesses, residents associations and fishermen colonies.
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The toll free number, 0800 729 0810 is called Talk to Au Port. This communication channel
is shared with the community, who may ask questions, submit suggestions or inform any
inconvenience caused by Au Port. The call center works from 8am to 8pm and directs the
interactions for the responsible sectors, which have a period of twelve (12) days to answer.
After going through a preselection, incoming requests are sorted by categories, as follows:
-
Emergency;
Complaints;
Requests;
Suggestions.
Environmental communication actions: Give support to the programs implementation,

disseminating information, routines, procedures and advising the community about
access to the services or benefits resulting from the environmental programs;
The Social Communication Program was developed in interaction with the other
Environmental Programs, such as:
Transport and Traffic Control Program;

Wastewater and Solid Waste Management Programs;
Marine Monitoring Program Water, Sediments and Biota;
Cetacean and Chelonians Monitoring Program Environmental Education Program.
Communication and Information for the Public with activities in the maritime space. The
activities include communication at sea and on land, including meetings with the fishing
community leaders, the Maritime Traffic Operations Control Center, providing an open
communication channel in general.
Monitoring Actions: focused on the evaluation of the actions, through perception

surveys among the target public.
6.2.1.12
Program to Support Fishing Activities
The Program to Support Fishing Activities has the objective to encourage and support fishing
activities in the influence area of Au Port.
In previous stages of Port construction, the Au Port social team developed a diagnosis on
the programs interest groups and met with representatives from the artisanal fishing colonies
in order to identify demands and expectations regarding the potential impacts of the port on
fishing activities and on potential supportive actions by the Program. At the time, company
investments were made in an effort to support fishing activity and to improve the structure of
the colonies, as indicated below:
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Remodeling of the Dental office and donation of dental equipment Z2 Fishing Colony;
Computer lab renovation and donation of equipment Z2 Fishing Colony;
Remodeling of the main offices of Ncleo de Pesca do Au - Z2 Fishing Colony;
Acquisition of the property for the main offices of the Z19 Fishing Colony of Farol de
So Thom;
Dental Office for the Fishing Colony of So Francisco de Itabapoana Z1 fishing
Colony;
Donation of navigation kits to - Z1 and Z2 Fishing Colonies;
Donation of a boat and a laptop, for the mangrove cleaning program - Z2 Fishing
Colony;
Fisherman Training Center Z2 Fishing Colony;
Conclusion of the construction of the building of the Ncleo de Pesca do Au Z2
Fishing Colony.
Over time, and in continuation of the activities initiated by Au Port within the scope of this
Program, Port Au resumed meeting with the leaders of maritime communities, and is helping
with the regularization of the ships with the goal of safe navigation during the operating phase
of the Au Port. Also in continuation of the Program, Port Au structured its Program from 6
lines of action to comply with the directives, objectives and goals outlined, with respective
actions for each area of activity, indicated below. In the weekly reports such actions are
presented as photographic and written records.
The activities developed include meetings with the maritime community and fishing
representatives, establishment of partnerships - aimed at investing in the fishing sector,
activities for communication and maritime safety - and the holding of encounters and
workshops.
Furthermore, the Control Center for Maritime Traffic Operations observes and instructs, in
real-time, the vessels in the maritime area involved with the operation of Au Port, seeking
to ensure and monitor the efficiency and safety in port operations. Besides this, actions of
communication at sea, distribution of printed materials and newsletters and sending of direct
mailing are carried out (FIGURE 6.2.1.12-1).
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FIGURE 6.2.1.12-1
MATERIAL DISTRIBUTED AT THE EXECUTION OF THE PROGRAM TO SUPPORT THE FISHING ACTIVITIES: CHART INFORMING THE LOCATION OF THE CURRENTLY LICENSED DISPOSAL AREAS,
ANCHORING AREAS, EMERGENCY CONTACTS, LUNAR CALENDAR AND INSTRUCTIONS FOR SAFETY AT SEA
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With the objective of identifying the fishermen who navigate in the surroundings of the project
and who access the Navigation Channel, research was carried out with the fishing community
of the region, covering the municipality of So Francisco do Itabapoana, So Joo da Barra
and Campos dos Goytacazes. The studies included a perception survey concerning the
project, and the preparation of a social diagnosis of fishing per location. The studies were
carried out through the application of questionnaires, which covered topics such as the type
of instruments used, type of fisheries, means of communication used by the fishing
community, among others. The diagnosis provides for a better comprehension of the local
reality, and should guide future activities, besides identifying and characterizing the target
audience of the program.
6.2.2
Deepening Dredging to 25 m
This item shows the environmental programs related to the activities to deepen the navigation
channel of T1. Upon execution of the dredging activities, the actions of these programs shall
be carried out according to the methodology described below.
All monitoring activities discribed in this topic will be also performed during the Access
Channel maintenance dredging, following the described methodological procedures.
6.2.2.1
Environmental Management Program
6.2.2.1.1
Introduction
The consolidated environmental programs, presented in a Basic Environmental Plan (BEP)

constitute the Au Port commitments to adjust the projects deepening dredging activities to
the strengths and weaknesses of the associated social and environmental components.
These programs will be run during the planning, execution and post-execution stages of the
dredging and will be integral part of a set of structured and controlled actions, guidelines and
procedures, which make up the Environmental Management Program.
The Environmental Management Program refers to the supervision and management of all
environmental programs, ensuring their implementation in the planning, execution and postexecution stages of the dredging, and hence promote mitigation and compensation of
negative impacts and enhancement of positive impacts.
6.2.2.1.2
Objectives
The main objective of the Environmental Management Program is to manage the

implementation, to run the set of environmental programs, and comply with the requirements
provided for in the environmental permits. In addition, it aims to ensure compliance with legal
requirements applicable to the project, and define Environmental Supervision.
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Lastly, it aims at achieving institutional articulation with the social stakeholders, agencies and
institutions, directly or indirectly involved with the execution of the works and the
environmental licensing of the project.
TABLE 6.2.2.1.2-1 shows the proposed targets and indicators for the Environmental
Management Program. However, other targets and indicators may be established by the
environmental management team based on the continuous improvement actions of this
program.
TABLE 6.2.2.1.2-1
PROPOSED TARGETS AND INDICATORS FOR THE ENVIRONMENTAL
MANAGEMENT PROGRAM
Targets
Indicators
Number of non-conformities to the pertinent legislation
Number of complaints from the population
Number of occupational accidents
Full execution of the Environmental
Schedule compliance by the respective programs
Programs
Number of regular progress reports, such as consolidated

reports with performance indicators on Occupational Health
and Safety and semiannual reports sent to the environmental
agency.
Compliance with all the requirements
Number of compliances with the conditions of the
of the environmental licenses
environmental licenses
Number of identified non-compliances in relation to the
Environmental Programs/ conditions of the environmental
Obtaining near zero levels of identified
licenses
non-compliances
Number of notifications, notices of violation, notice of finding

and environmental agency fines, and of other environmental
agencies, related to non-compliances of the dredging work
Update the environmental information

Database referring to the dredging
6.2.2.1.3
Collection of technical reports available for consultation.
Methodology
The Environmental Management Program will be executed considering the proposed

environmental programs, which must run concurrently, with the Au Port being responsible
for its execution.
However, the company may also outsource the execution thereof, to be performed by the
dredging works responsible, or an environmental consulting company firm hired by the port.
FIGURE 6.2.2.1.3-1 systematizes the execution of the Environmental Management Program.
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FIGURE. 6.2.2.1.3-1
EXECUTION OF THE ENVIRONMENTAL MANAGEMENT PROGRAM
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Follow up and Assessment
The follow up and evaluation of the Environmental Management Program (EMP)

implementation will be done by means of surveys and environmental inspections and
progress reports. It is recommended that critical analyzes are carried out throughout its
implementation to verify the EMP actions and propose any necessary amendments aiming
for continuous improvement.
6.2.2.1.4
Execution Schedule
The Environmental Management Program is to run throughout the whole dredging works
period and in the post-implementation stage, associated with the programs that will be
conducted in this stage.
6.2.2.2
Water Quality Monitoring Program
6.2.2.2.1
Introduction
The region surrounding the dredging and disposal of dredged material area can increase the
concentration of suspended solids due to remobilization of bottom sediments and may
change, on a temporary basis, the quality of the water, despite the precautions and
instructions anticipated by the entrepreneur.
In this sense, the Water Quality Monitoring Program is an important tool to monitor the
spatiotemporal effects of the dredging and conduct the actions to adequate the processes
that may be required. The management of the dredging works will provide assessment
conditions of the activitys potential impacts.
6.2.2.2.2
Objectives
The objective of this program is to monitor the influence of the dredging activities and of the
disposal of dredged material on the water quality in the area.
Taken from the legislation applicable to the venture, this program aims to detect the possible
occurrence of changes to the water quality.
TABLE 6.2.2.2.2-1 shows the proposed targets and indicators for the Water Quality
Monitoring Program. However, other targets and indicators may be established by the
environmental management team based on the implementation of the continuous
improvement actions of this program.
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TABLE 6.2.2.2.2-1
PROPOSED TARGETS AND INDICATORS FOR THE WATER QUALITY
MONITORING PROGRAM
Targets
Indicators
Run water quality monitoring campaigns

during the execution of the dredging activities
and disposal of dredged material.
Results of the measurements, photographic and

documentary records related to the monitoring.
Prepare quarterly reports of campaigns and a
Registration of the mailings of the quarterly reports
consolidation report at the conclusion of the
and
program.
environmental agency.
Provide the information obtained for setting up

a water quality database of the water in the
vicinity of the venture.
6.2.2.2.3
the
final
consolidation
report
to
the
Building a collection of technical reports available

for consultation.
Methodology
Sampling grid
The proposed sampling grid is the same used for the primary data collection to prepare the
Environmental Assessment, thus allowing a comparison between the results obtained prior
to the deepening dredging interventions and the environmental response in the face of the
changes. Six (6) sampling points were selected as shown in FIGURE 6.2.2.2.3-1.
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FIGURE 6.2.2.2.3-1
LOCATION OF THE MONITORING POINTS
It is noteworthy that the sampling grid objective is to intercept possible changes in the water
quality due to the dispersion of the dredging plume and disposal of dredged material.
Execution of the sampling campaigns
The collection, preservation and analysis of samples will be carried out in accordance with
Wastewater 21th Ed. (APHA, 2005).
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The sampling will be carried out at surface and bottom depths, with the aid of a collector,
preferably of stainless steel or other inert material, and washed with local water at each
sample point FIGURE 6.2.2.2.3-2 and 3.
FIGURE 6.2.2.2.3-2
WATER COLLECTION MARITME REGION
Some parameters will be determined in situ with the aid of a multiparametric probe. Samples
collected for laboratory analysis must be packed in specific vials for each analysis (which
may contain reactants according to the parameter) and then be properly stored.
FIGURE 6.2.2.2.3-3
MEASUREMENT OF THE IN SITU PARAMETERS WITHIN THE MULTI-PARAMETER
The flask must be sent to the laboratory responsible for their analysis in a timely manner as
provided for in the legislation adopted as reference (CONAMA Resolution n 357/05).
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Monitoring parameters
It is proposed that the parameters used (TABLE 6.2.2.2.3-1) be the same analyzed by
CONAMA Resolution above cited, in order to enable future comparisons between the
obtained results. Compared to the levels for Saline Waters - Class I. As recommended by
the referred Resolution in its art. 42, "while the respective classifications are not approved,
the fresh waters will be considered class 2, saline and brackish waters class 1, except if the
current quality conditions are better, which determines the application of the more stringent
class."
TABLE 6.2.2.2.3-1
PARAMETERS PROPOSED FOR THE WATER QUALITY MONITORING PROGRAM
Parameter
Analytic Method
Vial
Total Organic Carbon
Catalytic
combustion
(TOC)
oxidation
Oils and greases
MA-015-L2
Suspended
APHA-AWWA-21st Ed. -
Preserver
Storage Time*
Plastic / Glass
H2SO4 - pH <2
7 - 28 days
Plastic / Glass
H2SO4 - pH <2
28 days
Plastic / Glass
NCR
24h - 28 days
Total arsenic
Plastic / Glass
HNO3 - pH <2
30 - 180 days
Total cadmium
Plastic / Glass
HNO3 - pH <2
30 - 180 days
Total lead
Plastic / Glass
HNO3 - pH <2
30 - 180 days
Solids
and Total Solids
2540B / Gravimetric
Dissolved copper
(1) MA-070-L2; (2) EPA
Plastic / Glass
HNO3 - pH <2
30 - 180 days
Total chrome
3052; EPA 6020C
Plastic / Glass
HNO3 - pH <2
30 - 180 days
Nickel
Plastic / Glass
HNO3 - pH <2
30 - 180 days
Total selenium
Plastic / Glass
HNO3 - pH <2
30 - 180 days
Total zinc
Plastic / Glass
HNO3 - pH <2
30 - 180 days
Plastic / Glass
HNO3 - pH <2
30 - 180 days
Plastic / Glass
Cooling
AI
Plastic / Glass
H2SO4 - pH <2
28 days
Plastic / Glass
H2SO4 - pH <2
24 - 48h
Plastic / Glass
H2SO4 - pH <2
24 - 48h
Plastic / Glass
H2SO4 - pH <2
24h
Plastic / Glass
NCR
7 - 28 days
Total mercury
Total residual chlorine
(combined + free)
(1) MA-070-L2; (2)EPA

3052; EPA 0245.5
SM 450-Cl (B)
APHA-AWWA 21st
Total phosphor
Ed
4500-P E AMERICAN
WATER
WORKS
ASSOCIATION
Nitrate
Grasshoff et al, 1983
Nitrite
Total
ammonia
nitrogen
Free cyanide
Parson et al, 1984

APHA-AWWA 21st Ed
4500-CN-C e 4500-CN-D
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Parameter
Analytic Method
Vial
Aldrin + Dieldrin
Preserver
Storage Time*
Glass
Refrigeration
14 days
Glass
Refrigeration
14 days
Glass
Refrigeration
14 days
Glass
Refrigeration
14 days
Glass
Refrigeration
14 days
Lindane (g-HCH)
Glass
Refrigeration
14 days
Pentachlorophenol
Glass
Refrigeration
14 days
Toxaphene
Glass
Refrigeration
14 days
Glass
Refrigeration
7 days
Chlordane
(cis
trans)
DDT (ppDDT + p
pDDE + ppDDD)
Endrin
U.S. EPA 8270
Heptachlor epoxide +
heptachlor
Preparation:
USEPA
3510C:1996 and USEPA

Tributyltin
3535A:2007
and
Instrumental
Analysis:
USEPA 8270D:2007
* It depends on the consulted reference (EPA, ISO or EPA)
Caption: AI - Immediate Analysis
NCR - not cited in the reference
The Water quality parameters were selected based on the dredging characteristics that will
be executed and which may lead to water quality changes.
Data treatment and interpretation
The results obtained in each sampling campaign are to be compared with each other in order
to establish a temporal setting of the water quality conditions and changes at the sampled
points. Furthermore, one sampling campaign is to be carried out after completion of the
dredging activity.
Progress reports will be prepared after the monitoring campaigns that will be forwarded to
the environmental agency. For each generated report, its data will be analyzed and included
in the critical analysis of the management. At the end of the Program, a consolidated report
will be produced.
6.2.2.2.4
Execution Schedule
This program is to be carried during the whole execution of the dredging works according to
the periodicity of the activities given above. In addition, one campaign is expected to be run
after completion of the dredging.
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6.2.2.3
Dredging Area Monitoring Program
6.2.2.3.1
Introduction
During dredging execution an excessive sediments remobilization may occur, swirling

particles into the water column in the form of a plume, making it possible that some water
quality parameters are changed and result outside the limits established by the applicable
Brazilian regulation.
Thus, seeking to control such situations, the carrying out of a continuous monitoring of the
water quality in the vicinity of the dredging area will provide decision making information.
Parameters to allow the assessment of environmental conditions must be monitored during
the execution of the dredging activities and potential impacts on the biota should be
monitored with the use of biological indicators.
6.2.2.3.2
Objectives
In order to achieve a greater control over the impacts, the objectives of this program are to
monitor, during the execution of the dredging activities, possible changes to the water quality
as a result of the remobilization of sediments, and monitor the surface and subsurface
sediments of the area to be dredged and the of the area of disposal of the dredged material.
It is further also the objective of this program to check the seabeds changes as a result of
the dredging.
TABLE 6.2.2.3.2-1 shows the proposed targets and indicators for the Dredging Area
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TABLE 6.2.2.3.2-1
PROPOSED TARGETS AND INDICATORS FOR THE DREDGING AREA MONITORING
PROGRAM
Targets
Indicators
Monitor the water quality in the vicinity of the

dredging area to check whether the limits
Results of the measurements, photographic records
established by the environmental legislation are
and documents related to the monitoring.
being infringed upon.

To characterize the quality of surface and
subsurface sediments in the area to be
dredged.

Prepare quarterly reports of the campaigns and
a consolidation report at the conclusion of the
and the final consolidation report to the environmental
program.
agency.
6.2.2.3.3
Methodology
For this monitoring, two strategies will be adopted: the first performs the monitoring of the
environmental conditions of the water column and the second will examine the quality of the
sediments.
And for the follow up on the morphological changes due to the dredging, bathymetric surveys
are to be periodically carried out in the dredged material disposal area.
Water quality monitoring concomitant to the dredging
To monitor the water quality concomitant to the dredging operation, surface and bottom depth
samples are to be collected at the projects area.
The sampling grid is to be comprised of points around the dredging equipment, arranged as
indicated in FIGURE 6.2.2.3.3-1, at distances of 400 and 800 meters. The samplings / are to
be carried out at two depths in the water column, at surface and bottom depth.
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FIGURE 6.2.2.3.3-1
ILLUSTRATIVE ARRANGEMENT OF THE WATER QUALITY SAMPLING DESIGN
The following parameters are to be analyzed:
Turbidity;
Dissolved oxygen;
Water transparency (Secchi disc);
Quantification of total solids in suspension;
Particulate organic carbon, total nitrogen, total phosphorus, chlorophyll-a and
phaeopigments;
Dissolved nitrogen forms (nitrate, nitrite, and ammonia) and phosphate;
The samplings are to be carried out on a monthly basis during the execution of the
deepening dredging works.
Sediments monitoring
The sediment samples are to be collected at 18 points, at surface and subsurface (between
1 and 2 meters deep). The distribution of the points covers the entire area to be dredged and
the disposal area (FIGURE 6.2.2.3.3-2).
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FIGURE 6.2.2.3.3-2
LOCATION OF THE SEDIMENT MONITORING POINTS
For the characterization of the material to be dredged, samples will be collected by means of
equipment of the corer sample, gravity corer, Petersen or Van Veen types (FIGURE
6.2.2.3.3-3 and FIGURE 6.2.2.3.3-4).
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FIGURE 6.2.2.3.3-3
SEDIMENT COLLECTION WITH EQUIPMENT OF THE GRAVITY CORER AND SWORD
CORER TYPE
FIGURE 6.2.2.3.3-4
PETERSEN SAMPLER
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TABLE 6.2.2.3.3-1 shows the proposed parameters for the sediments monitoring.
TABLE 6.2.2.3.3-1-1
PARAMETERS PROPOSED FOR THE SEDIMENTS MONITORING
Parameter
Analytic Method
Arsenic
MA-070-L2
Cadmium
MA-070-L2
Lead
MA-070-L2
Metals and semimetals
Copper
MA-070-L2
(mg/Kg)
Chromium
MA-070-L2
Mercury
MA-070-L2
Nickel
MA-070-L2
Zinc
MA-070-L2
HCH (Alpha-HCH)
HCH (Beta-HCH)
HCH (Delta-HCH)
HCH (Gamma-HCH)
C:2007
US EPA - 8270 D:2007; US EPA 3550
C:2007
US EPA - 8270 D:2007; US EPA 3550
C:2007
C:2007
US EPA - 8270 D:2007; US EPA 3550
Endrin
C:2007
US EPA - 8270 D:2007; US EPA 3550
DDD
C:2007
US EPA - 8270 D:2007; US EPA 3550
DDE
C:2007
US EPA - 8270 D:2007; US EPA 3550
DDT
C:2007
Chlordane (Alpha)
Chlordane (Gamma)
PCBs
C:2007
US EPA - 8270 D:2007; US EPA 3550
US EPA - 8270 D:2007; US EPA 3550
Dieldrin
Organochlorine pesticides
US EPA - 8270 D:2007; US EPA 3550
Sum of the PCBs

Naphthalene
PHAs
2-Methylnaphthalene
280
US EPA - 8270 D:2007; US EPA 3550

C:2007
US EPA - 8270 D:2007; US EPA 3550
C:2007
US EPA - 8270 D:2007; US EPA 3550
C:2007
US EPA - 8270 D:2007; US EPA 3550
C:2007
US EPA - 8270 D:2007; US EPA 3550
C:2007
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Parameter
Analytic Method
Acenaphthylene
C:2007
US EPA - 8270 D:2007; US EPA 3550
Fluorene
C:2007
Phenanthrene
Anthracene
Fluoranthene
US EPA - 8270 D:2007; US EPA 3550

C:2007
US EPA - 8270 D:2007; US EPA 3550
C:2007
US EPA - 8270 D:2007; US EPA 3550
C:2007
US EPA - 8270 D:2007; US EPA 3550
Pyrene
C:2007
Benzo(a)anthracene
Chrysene
Benzo(a)pyrene
Sum of PAHs
TOC and nutrients
US EPA - 8270 D:2007; US EPA 3550
US EPA - 8270 D:2007; US EPA 3550

C:2007
US EPA - 8270 D:2007; US EPA 3550
C:2007
US EPA - 8270 D:2007; US EPA 3550
C:2007
US EPA - 8270 D:2007; US EPA 3550
C:2007
US EPA - 8270 D:2007; US EPA 3550
C:2007
Kjeldahl Nitrogen
MA-024-L2
Phosphor
Digestion 4500-P
Total Organic Carbon
Oxidation by Catalytic Combustion
The results will be compared with the guiding values of CONAMA Resolution n 454/12 and
the Dutch List (2009).
The samples are to be collected in two stages: before the start of the channel dredging
activities and three months after the conclusion of these activities.
Bottom morphology monitoring
To follow the changes of the bottom morphology of the disposal area of the dredged material,
bathymetric surveys are to be carried out at the site at three distinct times: before the
deposition of the material (one campaign), during the deposition (on a quarterly basis) and
after the conclusion of this activity (one campaign).
This monitoring is important to check whether the sediments are being deposited as planned
within the disposal area and whether the local dynamics are reworking these sediments
and/or concentrating them in some specific point.
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Therefore, it is proposed that the bathymetry is performed within the area indicated in the
following table.
TABLE 6.2.2.3.3-2
UTM COORDINATES OF THE VERTICES OF THE DREDGED MATERIALS
DISPOSAL AREA
Points
P1
311305
7581580
P2
325882
7581580
P3
311305
7577990
P4
325882
7577990
Progress reports will be prepared after the monitoring campaigns to be forwarded to the
environmental agency. For each generated report, its data will be analyzed and included in
the critical analysis of the management. At the end of the Program, a consolidated report will
be produced.
6.2.2.3.4
Execution Schedule
This program is to be carried out before, during the whole execution of the dredging works
according to the periodicity of the activities given above. In addition, a campaign is expected
to be run after completion of the dredging for all activities planned for this program.
6.2.2.4
Dredging and Material Disposal Activities Supervision Program
6.2.2.4.1
Introduction
For the dredging to be performed in accordance with the planning of the Executive Project, a
dredging plan is drawn up and it must be followed for project and disposal areas.
In this context, to prevent deviations from the programmed route as well as the disposal of
the dredged material in the correct area, it is necessary to monitor these activities.
6.2.2.4.2
Objectives
The objective of this program is to monitor the movement of the dredge to verify its
compliance with the pre-established route and the disposal of dredged material within the
disposal sites boundaries to avoid conflicts with the fishmen, vessel traffic and community in
general.
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The following are the proposed targets and indicators for the Inspection Program of the
Dredging and Disposal Activities. However, other targets and indicators may be established
by the environmental management team based on the implementation of the continuous
TABLE 6.2.2.4.2-1
PROPOSED TARGETS AND INDICATORS FOR THE INSPECTION PROGRAM OF THE
DREDGING AND DISPOSAL ACTIVITIES
Targets
Indicators
Monitor the travel route of the dredge between
Records with the geographical coordinates of
the dredging area and the cistern opening site to
the route travelled by the dredge.
ensure the travelled route is in line with the

programmed route.
Check whether the dredged material is being
Records with the geographical coordinates of
deposited in the licensed disposal area.
the dredges points of disposal.
6.2.2.4.3
Methodology
To ensure the correct following up of the work, the dredge will be monitored via satellite
tracking in real time through the site (model) presented in TABLE 6.2.2.4.3-1.
TABLE 6.2.2.4.3-1
EXAMPLE OF INFORMATION NEEDED TO ACCESS THE MONITORING
OF THE DREDGE VIA SATELLITE
Information Needed to Access The Monitoring of The Dredge Via Satellite
Website
https://www.autotrac.com.br/servicos.aspx?supervisorweb
Login
Au_Port@Au_Port
Password
**********
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This type of monitoring allows for the visualization of the dredged area, the navigation, and
the area for disposal of the material, verifying the events performed by the dredge. FIGURE
6.2.2.4.3-1 exemplifies the monitoring of the dredge operation.
FIGURE 6.2.2.4.3-1
ILLUSTRATION OF THE DREDGE OPERATION MONITORING
Licensed
disposal area
Reduced
disposal area
During the inspection analysis, the system data are compared against the RDFs issued by
the inspection on board, and, in case of differences, the situation is duly assessed. Any noncompliances found will be informed to the responsible persons for execution of the necessary
correction measures.
It is further required that those responsible for the environmental control of this activity are
informed prior to the disposal of the material.
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6.2.2.4.6
Execution Schedule
The activities of this program will be performed during the whole dredging operation.
6.2.2.5
Benthic Community Monitoring Program
6.2.2.5.1
Introduction
The removal of sediments by the dredging works and the deposition of sediments coming
from the dredging overflow and the disposal of dredged material will lead to a temporary loss
of habitat for the benthic organisms thus the Benthic Community Monitoring Program is
justified.
6.2.2.5.2
Objectives
The Benthic Community Monitoring Program is proposed as a measure of control of potential

environmental impacts caused by the dredging works, dredging overflow and disposal of
dredged material through periodic analysis of the ecological indicators of the populations of
the benthic communities (mollusks, crustaceans, worms, etc.).
TABLE 6.2.2.5.2-1 shows the proposed targets and indicators for the Benthic Community
TABLE 6.2.2.5.2-1
PROPOSED TARGETS AND INDICATORS FOR THE BENTHIC COMMUNITY
MONITORING PROGRAM
Targets
Indicators
Periodical monitoring of benthic organisms at the
Results of the measurements, photographic
pre-established points.
and documentary records related to the

monitoring.
Elaborate
database
based
on
the
physicochemical conditions of the water at
Technical reports elaborated by the team after

the sampling campaigns.
sampling points. From there, compare the current

situation with that posterior to the start of the
dredging activity.
Prepare quarterly reports of the campaigns and a
Registration of the mailings of the quarterly
consolidation report at the conclusion of the
reports and the final consolidation report to the
program.
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6.2.2.5.3
Methodology
In order to monitor the area it is suggested to adopt, for the analysis of the benthic macro
fauna background, the same points used for the preparation of the Environmental Diagnostic,
using only the points contained in the maritime access channel and in the disposal area
The samples will be collected at 18 points, using the Dredge Petersen (FIGURE 6.2.2.5.3-2).
The material collected by the dredge will be packaged in 1000 ml containers, duly identified
and fixated in alcohol 70%. These, in turn, will be placed in suitable boxes for transport and
sorting, and then forwarded to the responsible laboratory.
FIGURE 6.2.2.5.3-2
PETERSEN DREDGE TO BE USED FOR THE SAMPLING OF BENTHOS
Source: Tetra Tech, 2015.
entrepreneur and the environmental agency. For each generated report, its data will be
analyzed and included in the critical analysis of the management. At the end of the execution
of the program, a consolidated report will be produced.
6.2.2.5.4
Execution Schedule
The collections, analyses and preparation of the Benthic Community Monitoring Program
report must respect a quarterly frequency, during the whole dredging and deepening of the
access channel and in the first year of post-execution of the dredging.
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6.2.2.6
Planktonic Community Monitoring Program
6.2.2.6.1
Introduction
Due to the increase in suspended solids in seawater, the dredging activity may temporarily
impair the habitat of the planktonic organisms. This way the Planktonic Community
Monitoring Program consists of means to control possible impacts caused by the dredging
works and the disposal of dredged material through the periodic analysis of the ecological
indicators of the populations of these community.
6.2.2.6.2
Objectives
The present program is proposed as a measure of control of potential environmental impacts

caused by the dredging and disposal activities, that will lead to an increase in suspended
solids level, through periodic analysis of the ecological indicators of the populations of the
planktonic community.
TABLE 6.2.2.6.2-1 shows the proposed targets and indicators for the Planktonic Community
TABLE 6.2.2.6.2-1
TARGETS AND INDICATORS FOR THE PLANKTONIC COMMUNITY
MONITORING PROGRAM
Targets
Periodical
monitoring
Indicators
of
planktonic
organisms at the pre-established points
Prepare quarterly reports of the campaigns
and a consolidation report at the conclusion
and the final consolidation report to the environmental
of the program.
agency.
6.2.2.6.3
Methodology
The qualitative sampling of plankton will be performed with a plankton net of cylindricalconical type with a mesh aperture of 60 micrometers to 60 cm in diameter (FIGURE 6.2.2.6.31).
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FIGURE 6.2.2.6.3-1
NETS TO BE USED FOR THE SAMPLING OF PLANKTON
At each sampling point a horizontal drag will be performed for three minutes on the
subsurface (depth of 1.0 m) with the vessel moving at a speed of approximately two knots,
for three minutes. The sampling points of this program are the same points used for the Water
Quality Monitoring Program (FIGURE 6.2.2.2.3-1, already presented).
entrepreneur and the environmental agency. For each generated report, its data will be
analyzed and included in the critical analysis of the management. At the end of the program,
a consolidated report will be produced.
6.2.2.6.4
Execution Schedule
The collections, analysis and preparation of Planktonic Community Monitoring Programs

report are to be on a quarterly basis throughout the dredging works and the first year of postexecution of dredging.
6.2.2.7
Chelonian Monitoring Program
6.2.2.7.1
Introduction
The Chelonian Monitoring Program consists of means to control possible impacts caused by
the project through the periodic analysis of the ecological indicators of the sea turtles
populations.
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6.2.2.7.2
Objectives
The Chelonian Monitoring Program has as its main objectives:
Make use of the database on the sea turtles occurring in the region where the project
is inserted, as the group is being monitored since 2011;
Register stranding, mortality or other nonreproductive occurrences of marine
chelonians in the monitored area;
Compare current quanti-qualitative data with those after the start of the works,
emphasizing the dredging activities;
Record important chelonian characteristics such as seasonality, arrangement and
quantity of the species and their incidence on the Au beach, always comparing these
data with the characteristics of this beach and the information generated by the other
ongoing programs, especially of the biotic and physical environments.
TABLE 6.2.2.7.2-1 shows the proposed targets and indicators for the Chelonian Monitoring
Program. However, other targets and indicators may be established by the environmental
management team based on the implementation of the continuous improvement actions of
this program.
TABLE 6.2.2.7.2-1
PROPOSED TARGETS AND INDICATORS FOR THE CHELONIAN
MONITORING PROGRAM
Targets
Indicators
Develop environmental education activities in

the region on the importance of preserving sea
turtles
Elaborate frequent search to find tracks of sea
turtles as well as nests, spawning beds and
juveniles.
Aggregate information about sea turtles in the
region
Photographic and documental records of the

environmental education activities
Number of identified tracks, spawning beds and
juveniles, as well as photographic records.
Numbers and types of occurrences such as
spawning and death of female turtles on the
beach, regardless of spawning.
program.
environmental agency
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6.2.2.7.3
Methodology
The monitoring of the sea turtles will be held through the census of populations at the
spawning beaches, on a daily basis (FIGURE 6.2.2.7.3-1). It is important that this analysis
occur so that the impact of the conservation and recovery activities adopted by the project
may be observed
FIGURE 6.2.2.7.3-1
CHELONIAN MONITORING PROGRAM
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6.2.2.7.4
Execution Schedule
The Chelonian Monitoring Program will be performed throughout the period of dredging
activities.
6.2.2.8
Cetaceans Monitoring Program
6.2.2.8.1
Introduction
As mentioned above, since the works in Au have begun, there was an increase of vessel
numbers and traffic in the areas of Biotic influence, highlighting the dredger responsible for
projects navigation areas. In this context, collisions could occur with cetaceans and turtles
while the dredging is being done.
However, as previously reported, the Cetacean Monitoring Program implemented in the
region since 2008, did not indicate the occurrence of these type of incidents with cetaceans,
which can be attributed to the controlled operation of dredge and, mainly, the low relative
abundance of resident or migratory cetaceans in the study area.
Given the possible environmental impact inherent to the dredging work, and the consequent
readjustment of the ports capacity and increased movement of vessels, it is important to
monitor the cetacean community in the Direct Area of Influence of the project.
6.2.2.8.2
Objectives
The Cetacean Monitoring Program has as its main objectives:
To complement the preliminary study of the effective community of cetaceans in this

area, considering the small amount of past data;
Compare the current quanti-qualitative data with surveys made at the start of the
dredging activities;
Record important characteristics of the cetaceans such as seasonality, affluence and
abundance in the study area.
TABLE 6.2.2.8.2-1 shows the proposed targets and indicators for the Cetaceans Monitoring
this program.
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TABLE 6.2.2.8.2-1
TARGETS AND INDICATORS FOR CETACEANS MONITORING PROGRAM
Targets
Indicators
Implement the embarked monitoring of the
Number of sightings
cetaceans in the area of direct influence of the
Number of groundings on the coastline
project
Photographic recording
Analyze the obtained data in an integrated and

synergic manner with the existing past data,
both in historical literature as well as those
Technical reports
obtained from the present study.

program.
environmental agency
6.2.2.8.3
Methodology
The monitoring of the cetaceans in area will be performed through embarked activities, lasting
at least five days per month. The total duration of the monitoring is to consider a scanning
time of the sample area at an average measured speed of 20 km / h, according to the
methodology applied in this study (FIGURE 6.2.1.7-1), already presented). Notes are to be
taken on the species identification, record location, size of the group, etc. however there are
not foreseen capturing and marking activities for this monitoring.
6.2.2.8.4
Execution Schedule
This program will be conducted throughout the whole period of the dredging activities, or at
least over a period of one year. After this phase, the obtained results must be analyzed to
reassess the need to maintain the program.
6.2.2.9
Social Communication Program
6.2.2.9.1
Introduction
This program aims to provide communication channels between the venture, the population
especially fishermen - and the public agencies.
Its purpose is to minimize doubts and fears that may give people an incorrect view of the
dredging activity.
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6.2.2.9.2
Objective
The program aims to clarify the concerns of the community, create direct, accessible,
continuous, synchronous and asynchronous, democratic and transparent channels of
communication between the entrepreneur and the population, especially those directly
affected.
TABLE 6.2.2.9.2-1 shows the proposed targets and indicators for the Social Communication
this program.
TABLE 6.2.2.9.2-1
PROPOSED TARGETS AND INDICATORS FOR THE SOCIAL COMMUNICATION
PROGRAM
Targets
Indicators
Inform the public about the project activities, as
Information level of the interested population,
well as on the possible socio-economic impacts
identified through interviews or other indirect
in the region.
means.
Provide information on matters not understood

by the population.
Information level of the interested population,

identified through interviews or other indirect
means
Create a communication channel between the
Records of attendance and information provided to
population and the entrepreneur.
the population.
6.2.2.9.3
Methodology
The program aims to establish a democratic, participatory relationship between the

entrepreneur and the interested parties. Therefore, the disclosed information must allow the
correct understanding of what constitutes the activity, its stages, the entailed environmental
impacts, applicable legislation and the developed programs.
The conducting of interviews with the population must be performed through semi-structured
questionnaires that allow for objective, but also qualitative evaluations, concerning the
knowledge and correct understanding of the interviewee with regard to the project and the
future transformations. From the information obtained by the questionnaires, it will be
possible to identify the main doubts and gaps in knowledge of the population, and so guide
the other communication actions.
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Such information must be of anticipated access in order not to create unrealistic expectations.
The language must be transparent, accessible and appropriate to the public of interest,
available through various communication channels and in synchronous or asynchronous
forms.
Progress reports of the Program will be prepared to be forwarded to the entrepreneur and
the environmental agency. For each generated report, its data will be analyzed and included
in the critical analysis of the management. At the end of the execution of the program, a
consolidated report will be produced.
6.2.2.9.4
Execution Schedule
The Social Communication Program will be run throughout the execution of the dredging
activities.
6.3
OPERATION PHASE
6.3.1
STS Operation
The environmental programs presented herein consider the detailing of environmental

(preventive and mitigating) control guidelines and the procedures for monitoring and
supervision of inherent to STS activities.
6.3.1.1
Solid Waste and Wastewater Management Program
6.3.1.1.1
Introduction
This program presents the general proceedings related to solid waste and wastewater
management as established for STS operations, in order to ensure the environmental quality
of both terminal as well as its surrounding areas.
For this purpose, presented here are (i) the activities related to solid waste and wastewater
collection, sorting, storage, transportation, treatment and final disposal; and (ii) the activities
concerning the monitoring of procedures aiming at evaluating the efficiency of the treatment
systems management performance.
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6.3.1.1.2
Objectives
This program aims at establishing and specifying the requirements relating to the activities of
solid waste and wastewater management from the operational areas and from the vessels
involved in STS operations, ensuring that residues are adequately collected, packed,
transported, treated and disposed of and that the characteristics of the wastewater generated
comply with the legal and IFC standards so as to maintain the sea water in adequate
conditions for the preservation of the aquatic environment, directly or indirectly affected by
the project.
6.3.1.1.3
Methodology Procedures
Solid Waste Management
ACTION I:
Database
Solid waste generated at the terminal facilities and coming from the STS vessels will be
classified according to CONAMA Resolution n 05/93 and to ANVISA Executive Board
Resolution n 56/08:
Group A: Waste holding a potential risk to public health and to the environment due to the
presence of biological agents, considering their virulence, pathogenicity and concentration
characteristics. The solid waste generated during on-board medical assistance or sickbay
services is also to be considered. Notably, in the case of vessels coming from international
waters, solid waste generated by cleaning and disinfection procedures in toilet facilities on
board, must be included in this group, in addition to the solid waste generated during onboard medical assistance or sickbay services.
Group B: Waste presenting potential risk to public health and the environment, due to its
chemical characteristics. This group includes, among other waste:
-
chemotherapy drugs, and products which have been contaminated by these drugs;
pharmaceutical waste (expired, contaminated, prohibited or unused medicine); and,
all other products that are considered dangerous as prescribed in ABNT NBR
10004:2004 (toxic, corrosive, flammable and reactive products).
Group C: Radioactive waste radioactive or radionuclide-contaminated material, from

clinical analysis laboratories, nuclear medicine and radiotherapy services, according to
Resolution CNEN 06/05.
Group D: common waste not included in any of the above groups.
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During STS operations, different types of solid waste are to be expected, the main ones
among these being:
Common waste (GROUP D): Plastic, paper, metal and organic waste and also the
waste generated by the grilling of the domestic sewage treatment compact system.
Also, during the operations, waste generated by plastic and waste generated by
ordinary office and internal administrative activities at the control room and operational
support rooms are included in this group;
Hazardous Industrial Waste (GROUP B): Hazardous waste will originate from T-Oil
premises and equipment maintenance as well as from the oil transfer operations, such
as burlap and rags which have been contaminated during maintenance or while
cleaning up product splattering during the connection of hoses or due to lubricant oil,
among others;
Domestic Waste (GRUPO D): Domestic waste to be expected are originated by
operational, administrative and support activities, and they comprise mess hall waste
and other residues;
Biomedical Waste (health service): T-Oil will have a specific parking space for one
ambulance at the main entrance.
ACTION II: Waste Management and Destination

Solid waste generated during T-Oil operations phase will be classified according to its nature
as mentioned in Action I above and conditioned in proper containers in compliance with the
ABNT 10.004 regulations and with other standing legal provision.
All waste which needs to be stored in transit, i.e. before being sent to its final destination,
must be temporarily stored in containers that are compatible with the keeping of their
condition and its qualities and characteristics must be registered.
For waste stored in tanks, the place must be provided with a waterproof containment basin,
without cracks, with sufficient volume to retain eventual leaks and / spillage.
Oily waste from T-Oil sump tanks will be removed by vacuum trucks from companies licensed
for this activity. Notably, the splatters which occur during the connection and disconnection
of hoses will be contained in the retention trays located under the vessels manifold. This oil
residues will be directed to the vessels slop tanks, which dispose of such waste in compliance
with the internal policy as stated in the vessels oil record book.
In average, the useful lifetime of hoses is determined by hydrostatic, continuity and resistivity
testing performed annually and which consider the number of operations. Thus, the hoses
will be removed from service according with what has been established in the operational
and maintenance procedures, following the inspection and control programs formulated for
the processes essential equipment.
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When appropriate waste segregation is assured, waste generated in common and

administrative areas (support areas) and pertaining to Group D, could be collected by the
municipal urban garbage disposal department and thus being disposed of similarly to urban
domestic waste.
For recyclable waste such as paper, plastic, glass and metal, differentiated collection
measures will be adopted by separating materials as per color and placed at strategic points,
in compliance with CONAMA Resolution n 275/01. Used batteries will be kept on trays in
order to retain any possible leaks, in an area sheltered from weather until they are forwarded
to the destination system for their final disposal.
If health care waste is generated in the T-Oil facilities, it will be properly collected by the
ambulance of the terminal. If health care waste is unloaded from vessels from national waters
or not, it will be packaged, transported, treated and disposed of as per RDC Anvisa no. 56/08.
Waste consisting of contaminated materials will be collected at the source of generation and
stored in wide mouth metal barrel, with appropriate identification.
The barrel will be kept in an appropriate area with retention basins or a system able to contain
possible leaks until referral for destination and final disposal.
The Ship Garbage Disposals are normally established by the vessel, in a previous agenda
with the shipyard representative with the (port) agent, informing their amount.
All waste will be forwarded to their final destination by companies duly licensed for this
purpose.
TABLE 6.3.1.1.3-1 shows an overview of the qualitative and quantitative inventory of waste
expected to be generated during the STS operation phase as well as the manners of its
destination.
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TABLE 6.3.1.1.3-1
SOLID WASTE STS OPERATION PHASE
Kind
Hospital Waste
Class
Class I
Temporary Storage
White container with milky white bag, identified
by the corresponding risk group
Fluorescent lamps, batteries, tires
Class I
Container for fluorescent lamps
Materials contaminated with oil,
Class I
Container 5m metal sheet
grease, paints, solvents
ORANGE
Final Destination
Segregation at Source, Temporary Storage, Autoclave /
Incineration, Final disposal according to CONAMA Resolution
n. 358/05
Third party Reuse / Recycling
Industrial landfill
Organic waste
Class II A
Container: 1 m
Segregation at Source, Reprocessing, Landfill
Wood
Class II A
Container: 5 m
Third party reuse / recycling
Paper / Cardboard
Class II A
Selective collection container
Class II B
Plastic
Metal scrap
RED
Class II B
YELLOW
Class II B
Glass


GREEN
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ACTION III:
Manifest and Waste Inventory
Synchronized with the database, the manifests and inventories related to solid waste and
refuse generated in the operational areas and STS vessels must be registered, respectively,
similarly to the DZ-1310.R-7 (Waste Manifest System) and CONAMA Resolution n 313/02
(National Inventory of Industrial Solid Waste), a National Solid Waste Policy management
tool, established by Law n. 12,305 / 10.
ACTION IV:
Final Destination Certificates
Waste recipients will be required to issue a Final Disposal Certificate (CDF), especially for
hazardous or special wastes.
Au Port is to file and store the evidence concerning the appropriate disposal of each type of
waste.
Wastewater management
All the containment area of berths is provided with segregated outputs, permanently blocked
to the stormwater drainage system and contaminated drainage system. It will be up to the
operating personnel to send the content of the contained area to the respective system after
analyzing the retained fluid. In this condition, the visual analysis will be performed to check
for floating material and determination of temperature, oil content and pH before alignment
to the stormwater network.
The stormwater with no contamination, collected from areas of the piers that have no
containment (vehicle circulation roads, roof of buildings etc.) of the STS shall be discharged
into the sea. The uncontaminated stormwater collected from areas of the STS shall be routed
overboard.
Contaminated wastewater generated in the STS will be mainly comprised by oil spills,
washing water and stormwater (when the presence of oil is detected in the retention dike,
otherwise this water will be routed to the stormwater network). The contaminated wastewater
contained in the sump tank will be removed by a vacuum truck from a company that is
licensed for this activity, without any discharge overboard.
ACTION I: Planning
The first action to be developed is the planning of the sampling activities on a monthly basis,
which may be revised on the basis of the generated demand. The correct planning of
activities is crucial for the proper work performance, which involves the following activities:
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Collection Logistics: facilitating access to collection sites for sampling and samples
preservation, time required for sending samples to the laboratory, always bearing in
mind sample validity date, stability, and availability of the laboratory to elaborate the
analyzes within an established deadline;
Special conditions: verify the specific conditions at the collection sites that require
special equipment or care;
Checklists: preparation of lists containing the type and the number of analysis to be
made in order to enable the design of the materials needed for the work, such as
bottles, chemical preservatives, collection records, safety equipment, etc.;
Contact with the laboratory responsible for the analysis for the prior submission of
desired collection and analysis programming, checking whether the laboratory is able
to meet the program's demands; and
Properly trained staff allocated for the work to be developed, including supervisor and
assistants.
During the terminal operation, the following minimum standards established by CONAMA
Resolution n. 430/11 and Environmental Guidelines for Ports and Terminals from IFC (EHS
Guidelines for Ports, Harbors, and Terminals), must be examined, as shown in TABLE
6.3.1.1.4-2.
TABLE 6.3.1.1.3-2
PARAMETERS FOR WASTEWATER ANALYSIS - OPERATION PHASE
WWTP
Parameters
- pH;
Domestic and Sanitary Wastewater

Treatment Plant
- temperature;
- BOD;
- COD;
- series of solids;
- thermotolerant coliforms;
The monitoring will be performed at 2 (two) points located respectively at the inlet and outlet
of the domestic wastewater treatment system, designed for the operation, complying with
requirements of the relevant legislation. The Environmental, Health, and Safety (EHS)
Guidelines indicate that, to discharge domestic wastewater into surface waters, after the
treatment, local or national standards or, if there are none, the indicative instruction of
applicable values of the document shall be met. For monitoring purposes, the results of
wastewater sample analysis will be compared to the standards established by CONAMA
Resolution n 430/2011 and IFC EHS GENERAL GUIDELINES.
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TABLE 6.3.1.1.3-3
STANDARDS SPECIFICATIONS
Parameter
CONAMA Resolution n
EHS General Guidelines
430/2011
IFC
59
6-9
pH
< 40C, temperature variation

Temperature
from water should not exceed 3c
in the edge of the mixing zone

Coarse solids and floating
materials
Total suspended solids
virtually absent
minimum removal efficiency of 20
% after desanding
BOD
50mg/l
30mg/l
COD
125mg/l
Total coliform bacteria
400 MPN / 100ml
MPN = Most Probable Number
The wastewater treatment system manufacturer, Mizumo, has an estimate of parameter

values for the outlet of the system, taking into consideration the treatment processes which
comprises the system and also the various results that the company has collected from its
stations implemented for over 12 years, which are:
pH = 6 to 9
BOD (DBO) < 60 mg/L *
COD (DQO) < 120 mg/L *
Total Suspended Solids < 100 mg/L
Total coliforms < 104 NMP/100 mL ***
The results mentioned comply with what is established in CONAMA Resolution n 430/11.
For guidance parameters set in the IFC Guidelines, it is observed that the maximum values
can be exceeded. The real values for parameters of treated wastewater originating from TOil will be known when the system is actively in operation.
Regarding the Environment Guidelines for Oil Activities and Offshore Gas (Environmental,
Health, and Safety Guidelines for Offshore Oil and Gas Development) IFC, in case of
domestic waste removal from ships, the analysis shall be in accordance with the
requirements of the International Convention for the Prevention of Pollution from Ships
(MARPOL) 73/78.
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ACTION II:Sampling
The execution of field works will involve access to sampling locations, with the necessary
materials and equipment, and the collection and conservation of samples shall comply with
the procedures established in the Brazilian Guide for Collection and Conservation of
Samples, issued in 2011, prepared by Companhia Ambiental do Estado de So Paulo
(Environmental Company of So Paulo State) together with the Agncia Nacional de guas
(Brazilian National Water Agency).
The collection techniques shall take into consideration the matrix to be sampled, the type of
sample and also the type of analysis to be requested (physicochemical, microbiological, etc.).
The sampling method used for each parameter monitored is presented below.
TABLE 6.3.1.1.3-4
SAMPLING METHODS
Parameter
Sampling Method
The pH measurement is performed directly in the water body. If it is
pH
impossible to perform the test immediately, the sample must be collected

using a stainless steel bucket or Van Dorn bottle, filling a disposable bottle.
The temperature measurement is performed directly in the water body. If it is
Temperature
impossible to perform the test immediately, the temperature shall be

measured in a stainless steel bucket with a 5 to 10 liters volume of sample
or filling a disposable bottle immediately after the collection.
Biochemical
Collect the sample in two 1 L bottles, which may be of disposable plastic
Oxygen Demand
(inert polymer) or glass. To preserve the sample, it must be cooled in ice until
(BOD)
Chemical Oxygen
Demand (COD)
refrigerated storage between 4 and 2C.

Collect the sample in one 250 mL bottle, which may be of disposable plastic
(inert polymer) or glass. To preserve the sample, add preservative, sulfuric
acid, and keep it cooled in ice until refrigerated storage between 4 and 2C.
Collect the sample in one disposable plastic (inert polymer) or glass bottle.
Solids Series
In case of fixed, volatile and total solids, use 500 mL bottles for each typology.
For sedimentary solids, use 1.5 L bottles. To preserve the sample, it must be
cooled in ice until refrigerated storage between 4 and 2C.
Collect the sample in one 100 mL bottle, which may be of disposable plastic
Thermotolerant
Coliforms
(inert polymer), glass or sterile plastic bags, paying attention to cleanness

and special preparation. To preserve the sample, it must be cooled in ice until
refrigerated storage between 8 and 2C, being careful not to freeze the
sample. During the storage, keep it protected from light.
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The identification of samples must include: identification number, point of collection (input or
output of domestic wastewater treatment systems), date and time, sample type, field
measurements, any field observations such as weather conditions that may affect the results,
indications on the parameters to be analyzed in the laboratory and the names of personnel
in charge of collection, indicating contact information.
Samples must be cooled with ice in thermoplastic boxes at 4C until their entering the
laboratory, as established by the appropriate technical standard, and must also be
conditioned by the use of preservatives as indicated by the laboratory.
The samples will be sent to the laboratories with their chain of custody, thus ensuring the
reliability of the reports delivered by the contracted laboratory.
ACTION III: Laboratory Analysis
Water and sediment samples must be sent to the registered laboratory. It is noteworthy that
the laboratory must preferably have their testing procedures accredited by INMETRO ISO
17025 and be registered by environmental agency.
The chemical analysis must be made following the request for sample cards through widely
proven methodologies (US EPA Methods and Standard Methods for Examination of Water
and Wastewater) by the American Public Health Association in its latest edition.
The method of analysis must have an accuracy that allows the comparison with current
legislation, in other words, the method detection limit must be equal or higher than the
allowable maximum values established in the legislation. In case of not meeting the
established limits, the laboratory must write a document explaining the reasons for noncompliance
ACTION IV: Data Compilation and Treatment
After each sampling campaign, data collected in the field and the results of laboratory tests
must be compiled in spreadsheets containing at least:
Point identification shown (georeferencing - UTM-SAD 69);

Characterization of the sample;
Parameters analyzed;
Results achieved; and
Maximum permissible values in accordance with the relevant legislation.
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These results allow an analysis of selected parameters in relation to quality standards set by
CONAMA Resolution n 430/11, enabling to show any changes observed. Depending on the
results, any corrective actions that may be necessary must be evaluated as well.
ACTION V: Critical Analysis and Proposal of Measures
A critical analysis of the data resulting from each monitoring campaign will be performed in
order to verify if the standards established by the current legislation have been met. In the
case that non-conformities or significant changes in meeting the standards are identified, the
following activities are to take place:
Identification of the source;

Evaluation of the cause of significant change or nonconformity;
Proposal of corrective and / or preventive measures, if necessary;
Implementation of corrective and / or preventive measures.
The proposition of preventive or corrective measures will be specific to each situation. These
measures may be associated with the intensification of the equipment maintenance process,
equipment re-sizing, updating of technical training of employees, among other.
Follow-up reports are to be elaborated as feedback to the critical analysis as well as the
respective preventive and/or corrective measures to be entered every six months at the
6.3.1.1.4
Implementation Schedule
This program must be executed throughout the STS operation phase.

6.3.1.2
Marine Monitoring Program Water, Sediment and Biota
6.3.1.2.1
Introduction
This program aims to address issues relating to water, sediment and marine biota,
considering the characteristics of STS operations and their potential impacts on the marine
environment.
Potential changes arising from the operation of the project, specifically those related to
increasing the flow of vessels, such as those on water quality and marine sediments as well
as on the benthic and plankton marine communities, may be monitored by the actions of this
program, serving as aids for decision making by the entrepreneur.
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The activities described in this program assume periodic monitoring cycles. The sampling
points, parameters and frequency were defined according to the identified needs and the
standards established in the applicable regulation.
6.3.1.2.2
Objectives
This program has the general objective of monitoring the projects environmental quality
during the terminal operation, having as object the marine water, sediment and biota,
contributing to the inference on possible changes in the environment resulting from the T-Oil
activities.
To address this general objective, some specific objectives were set, as described below:
Monitor the quality of marine waters, close to the project, checking their consistency
with applicable law, with an emphasis on CONAMA Resolution n 357/05;
Monitor the concentration levels of metals and HPAs in sediments, in order to assess
possible contamination impacts resulting from STS operations, based on the
background of the area, with an emphasis on CONAMA Resolution n 454/12 and
Dutch List (2010) - Annex C: Intervention Values for Sediment;
Complement the baseline reference data (preliminary inventory and monitoring data
performed during the installation phase) in the knowledge of aquatic organisms in the
area of influence of the project;
Monitor and evaluate qualitatively and quantitatively the benthic and planktonic
communities and regarding potential changes in water quality due to the terminal
operating activities;
Monitor and evaluate qualitatively and quantitatively the benthic community of
unconsolidated sediments of the marine area;
Monitor and evaluate qualitatively and quantitatively the benthic community of
consolidated sediments of the marine area;
Monitor and evaluate qualitatively and quantitatively the planktonic and benthic
communities in unconsolidated sediments influenced by the possibility of introduction
of exotic species;
Relate the results obtained to physical and chemical factors of the environment and to
the impacts associated to the activity.
6.3.1.2.3
Methodology
Considering the peculiarities of the project, potential impacts on the marine environment, the
characteristics of different parameters monitored and past results obtained, it is proposed in
FIGURE 6.3.1.2.3-1 the sampling grid for monitoring of water, sediment and marine aquatic
biota.
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The sampling procedures described below will be applied to the monitoring points, according
to its distribution, considering the influence of port operations.
If there is the need for further investigation, new collection stations may be added to the
predefined sampling grid, and at the same time, non-representative stations may be
eliminated.
FIGURE 6.3.1.2.3-1
AND MARINE BIOTA
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Water
The collection, preservation and analysis of samples will be carried out in accordance with
Wastewater 21th Ed. (APHA, 2005). For field parameters (parameters in situ) calibrated
multiparameter sensors will be used. For analysis of other indicators, collected samples will
be packed in bottles, kept in coolers with ice, duly sealed and marked for transport to the
laboratory.
The collection of samples for assessment of the water quality will be carried out with Van
Dorn Bottle or Niskin Bottle at the surface (0.5 m water column). For each of the 20 sampling
points, it will be checked in situ the parameters pH, dissolved oxygen (% and mg/L), electrical
conductivity, turbidity, salinity and temperature. It should also be measured transparency and
depth in all sampling points (FIGURE 6.2.2.2.3-2, already presented).
The laboratory selected for chemical analysis shall have, at least, the accreditation NBR
ISO/IEC 17025 and be with the registration updated in the environmental agency.
To perform the analysis of water in certain sampling points, the following parameters were
selected:
TABLE 6.3.1.2.3-2
PARAMETERS SELECTED FOR THE WATER ANALYSIS
Parameters
Analysis in Situ
pH
Turbidity
Dissolved Oxygen
Electrical Conductivity
Salinity
Transparency
Water Temperature
Depth
Biological
Fecal Coliforms
Inorganics
Solids Series
Total Phosphorus
Orthophosphate
Nitrogen series
Organics
Total Petroleum Hydrocarbons (TPH)
DBO
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Sediment
For monitoring of areas susceptible to impact by metal and PAH contamination, a sampling
grid with 6 (six) points in the marine area is expected, as per FIGURE 6.3.1.2.3-1. It is
emphasized that these points are the same as Monitoring Programs of Aquatic Biota.
For the collection of sediment samples, a Van Veen-type bottom sampler will be used
(FIGURE 6.2.2.2.3-2, already presented). After collection, the physical and chemical
parameters will be measured and the samples will be photographed and placed in identified
containers. The samples shall be kept at 4C in ice coolers.
The laboratory selected for chemical analysis shall have, at least, the accreditation NBR
ISO/IEC 17025 and be with the registration updated at environmental agency.
To perform the analysis of sediment quality in certain sampling points, the following
parameters were selected:
TABLE 6.3.1.2.3-3
PARAMETERS SELECTED FOR THE SEDIMENT QUALITY ANALYSIS
Parameters
Physical
Metals
Granulometry
Aluminium (Al)
N Kjeldahl total, P total and Organic Matter
Arsenic (As)
Total Organic Carbon (TOC)
Cadmium (Cd)
Total Phosphorus Nitrogen Series
Lead (Pb)
Hydrocarbons
Copper (Cu)
Total Petroleum Hydrocarbons (TPH)
Copper (Cu)
Inorganics
Iron (Fe)
Tributyltin (TBT)
Mercury (Hg)
Polycyclic Aromatic Hydrocarbons (PAH)*
Manganese (Mn)
Polychlorinated Biphenyls - TOTAL *
Nickel (Ni)
Organochlorine Pesticides *
Zinc (Zn)
* These parameters will be analyzed in order to meet CONAMA Resolution n 454/12 and and Dutch List (2010)
- Annex C: Intervention Values for Sediment.
Biota
The following describes the collection and evaluation methodology to be employed for each
of the compartments of the aquatic biota (plankton and benthos).
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Plankton
Phytoplankton
For quantitative analysis of phytoplankton, the samples will be collected with the help of a
Van Dorn-type bottle in the subsurface (1 m deep) in each sample point. The collected
sample will be wrapped in plastic pots of 500 ml and immediately fixed with formaldehyde
(final concentration of 2%, neutralized with borax (sodium tetraborate)), in order to preserve
the bodies and transport them for analysis (FIGURE 6.2.2.6.4-1, already presented).
To complement the inventory of species (qualitative analysis) of phytoplankton, random
horizontal hauls with a 20-m mesh conical-cylinder net will be performed in each sample
point. In order to estimate the volume filtered, the nets will also be equipped with flowmeters.
The collected sample will be wrapped in plastic pots and immediately fixed with formaldehyde
(final concentration of 2%, neutralized with borax (sodium tetraborate)), in order to preserve
the bodies and transport them for analysis. The bottles with the preserved samples will be
placed in boxes (crates or polystyrene) and transported by car to the laboratory for further
analysis.
The quantitative analysis is performed according to the method described by Uthermohl
(1958), which relies on random distribution of individuals in the bottom of the settling
chamber.
The Shannon-Wiener (H) diversity index will be applied for diversity study of the
phytoplankton community. The richness of species (absolute) will be calculated using the
total number of species found (S). The Pielou's evenness (J) refers to the pattern of
distribution of individuals among the total number of species. The evenness measure
compares the Shannon-Wiener index observed against the distribution of individuals among
the species observed which can maximize diversity.
Zooplankton
The representatives of this community will be collected with a 0.60 diameter opening (mouth)
and 200-m mesh conical-cylinder net, with a flow meter coupled to estimate the volume of
water filtered. Hauls of five (5) minutes and average speed of two (2) knots will be conducted.
In order to estimate the volume filtered, the nets will also be equipped with flowmeters. The
sampled materials shall be fixed in formaldehyde solution 4% neutralized for fixing. The
containers for storing the samples will be properly identified for further laboratory analysis.
Laboratory analysis will consist of sorting, counting, identification, and photographic record
of bodies under stereomicroscope and or ocular microscope. When necessary, the laboratory
analysis shall be carried out with the withdrawal of rates, depending on the sample volume.
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Ichthyoplankton
The collection of Ichthyoplankton shall be made by hauls, which will be performed obliquely,
in the surface-bottom-surface direction, with an average duration of five (5) minutes. The
dredging will be made with bong type network formed by two (2) hoops of 60 cm diameter
mouth, 250 cm length and mesh openings of 330 and 500 m. In order to estimate the volume
filtered, the networks will also be equipped with flowmeters. In order to estimate the volume
filtered, the nets will also be equipped with flowmeters.
Once collected, the samples of Ichthyoplankton shall be packaged in flasks and immediately
fixed with 4% formaldehyde, prepared with seawater and buffered with borax (sodium
tetraborate) at 20 g.L-1. The identification of the bodies will be made in the shortest possible
taxon.
Benthos
Macrobenthos of unconsolidated substrate
Qualitative and quantitative sampling shall be carried for each macrobenthos collection
station, using Petersen, Van Veen, Petit Ponar or Ekman sampler (FIGURE 6.2.2.5.3-2,
already presented). Samples shall be collected in triplicate and their volumes measured to
evaluate its efficiency.
The sediment collected shall be subjected to washing and sieving on site in mesh of 0.5 mm
in the case of macrobenthos. The retained material is packaged in polypropylene bottles or
plastic bags, labeled and adequately fixed in 4% neutralized formaldehyde in seawater and
stored in 70% ethanol for later screening and identification in biological testing laboratory.
Consolidated substrate benthos
For the monitoring of consolidated substrate benthos, it will be considered the encrusted
organisms in pier. The monitoring along the pier - surface profile is proposed, and in the first
and second years, the composition and distribution of scales (embedded bodies) will be
monitored.
The PHA and metals determination analysis is planned to the end of the first year of
operation, being used, if present, organisms of Perna perna species (Linnaeus, 1758),
according to methodology applied in the international program Mussel Watch Program,
environmental program that uses species of mussels and oysters to monitor the temporal
and spatial distributions of chemical contaminants in coastal and estuarine regions of the
USA (KIMBROUGH et al., 2008 apud FERREIRA et al., 2013).
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From the first collection (at the end of the first year of operation), it shall be carried out semiannual applied campaigns and analysis to determine the concentration of metals and PAH in
species to be defined by the data obtained in the first two years. In the fourth year it is
proposed to review the program and redefine the grid and frequencies.
It is worth noting that the laboratory selected for chemical analysis shall have, at minimum,
the accreditation NBR ISO/IEC 17025, and be with the registration updated at environmental
agency.
This monitoring will be important for the knowledge of the biota embedded in concrete pier
and definition of future indicators of the chemical monitoring. It will also enable the detection
of exotic wildlife arising from casks.
For this purpose, four points with surface-bottom monitoring, i.e. from the water surface to
the bottom, were selected (FIGURE 6.2.2.5.3-1, already presented).
6.3.1.2.4
Execution Schedule
Quarterly campaigns for the monitoring of marine water quality and plankton and semiannual
campaigns for the monitoring of sediment and benthos are expected for the execution of this
program.
After the first year, the periodicity and parameters monitored in the proposed sampling grids
shall be reviewed. The execution of the program will occur throughout the T-Oil operation
phase.
6.3.1.3
Monitoring Program for Spawning Activities of Sea Turtles
6.3.1.3.1
Introduction
The Monitoring Program for Spawning Activities of Sea Turtles involves the daily and
continuous monitoring of coastal stretches to record occurrences of reproductive chelonians
(presence of nests, hatchlings, female, tracks on the beach, etc.).
The region of Au Port is used as a migration route for marine chelonians, as well as be a
major site of reproduction of sea turtles along the Brazilian coast, especially the loggerhead
sea turtle (Caretta caretta). Thus, the implementation of this program is justified by the
possible interference of STS operations and consequent start of vessels flow in the T-Oil in
the (migratory and or reproductive) behavior of these organisms.
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6.3.1.3.2
Objectives
The objective of this program is to monitor the sea turtle spawning activities in the venture's
insertion area, generating tracking data that can support inferences on possible impacts of
STS operations in the reproductive behavior of sea turtles in the region.
The specific objectives are:
Generate information that support effective and efficient proposals, seeking peaceful
coexistence between the STS operation and the local marine biota;
Identify possible environmental impacts arising from the STS operation on nektonic
biota and the degree of interference of this activity.
6.3.1.3.3
Methodology
The monitoring of occurrences is performed within the coverage area of Au Port (So Joo
da Barra), covering an area of 28 km. This stretch of beach is divided into 5 stretches
monitored daily by trained staff according to guidelines of Centro TAMAR/ICMBio (FIGURE
6.2.2.7.3-1, already presented).
The beach monitoring will be held each morning by monitors (local agents) trained and
qualified to perform the observation and recording of the occurrence of reproductive activity
or turtles stranding.
The methodology for recording occurrences of sea turtles on the beach line follows the
directives and guidelines of Centro TAMAR/ICMBio. Reproductive and non-reproductive
records are standardized and systematized according to SITAMAR. The data obtained are
reviewed and shared with the Centro TAMAR/ICMBio.
Reproductive records refer to the monitoring carried out during the reproductive period of sea
turtles, from October to March of each year while non-reproductive records refer to
occurrences of adult or juvenile animals, alive or dead, that perhaps reached the beaches.
The latter must be registered by the responsible technician allocated in the occurrence area.
6.3.1.3.4
Execution Schedule
The actions envisaged in this program shall be implemented throughout the duration of the
ventures operation phase.
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6.3.1.4
Social Communication Program
6.3.1.4.1
Introduction
The Social Communication Program constitutes a crucial tool to mitigate negative impacts
and to enhance positive impacts generated by the project over the territory of So Joo da
Barra, especially to its population and workers of the project.
The Social Communication actions in the region of the Au Port began on the planning phase
and were developed based on three lines of action: (1) planning and management of the
communication; (2) coordination and public information in general; (3) coordination and public
information with operations in maritime area.
The actions undertaken were focused on three lines of action of Social Communication, with
emphasis on updating the mapping of stakeholders; meetings with the community; the
transfer of information and clarification of emerging doubts in segments of the target group
of the program; meetings with fisheries leaderships, social responsibility actions,
implementation of the Visits Program Nosso, Porto Nosso Futuro (Our Port, Our Future).
The communication actions are crucial to ensure a positive relationship of interaction
between the project, the workers and the community, especially fishermen, and help to
maximize the positive impacts and minimizing adverse impacts.
6.3.1.4.2
Objectives
The Social Communication Program proposed here has the overall objective of creating a
continuous channel of communication between the entrepreneur, the workers of T-Oil and
the fishing community of the region.
The specific objectives of this Program are:
Inform workers of T-Oil on different aspects of the project, especially those related to
environmental impacts, measures to be adopted for mitigation and control and the
contribution of the project to regional development (maximize the positive impacts);
Support the implementation of the Basic Environmental Plan programs, disseminating
information, routines, procedures and advising workers about access to services or
benefits of Programs;
Establish an ongoing dialogue with workers in order to answer their questions and
demands, as well as consider their points of view, concerns, complaints and demands
during decision making;
Maintain a dialogue agenda with workers and fishermen upon the occurrence of events
relevant to their daily lives;
Reduce conflict through immediate identification of contentious issues;
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Ensure the placement of enlightening information on the project with the workers and
the fishing community in a transparent, ethical and responsible way;
Disseminate information about the project, its phases and results;
Promote the integration of workers in order to standardize the level of information on
the project.
6.3.1.4.3
Methodology
The Social Communication Program must interact with other T-Oil environmental programs,
especially regarding the relationship of these with interested parties, representing the focal
point of any interaction between the entrepreneur and the target public, the workers of T-Oil
and the fishing community.
Thus, the Program will be developed on four fronts:
Institutional actions: referring to the set of actions directed to the creation and
maintenance of the institutional image of the entrepreneur with employees and
fishermen;
Informative/communication actions: focused on the construction and maintenance
of continuous and interactive communication channels in order to inform workers and
fishing community on the different actions involving the operation of the project, as well
as to hear the various points of view;
Social and environmental articulation actions: which corresponds to actions that
support the proposed environmental programs during the operation of the project;
Monitoring Actions: focused on the evaluation of the actions, through perception
surveys among the target public.
Thus, the following detailed tools, which will be implemented and executed during the
operation of the project, have been proposed in order to implement social communication of
the project, considering the fronts mentioned above.
The Social Communication Program will be used as a vehicle for communication about the
project, its activities and the other T-Oil programs through the following tools: (i) Internal
Newspaper; (ii) suggestion boxes; (iii) integration for workers; and (iv) disclosure via email.
ACTION I: Inside Au
The Inside Au is a newspaper with internal and community distribution; and as the Social
Communication Program is the main entrepreneur communication vehicle with the workers
and the fishing community, the use of paper constitutes a practical tool, as it provides that
information and main news relevant to project activities are disclosed routinely.
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The newspaper issues, which will have integrated bimonthly publication, deal with issues
related to the environmental programs performed, disclosure of campaigns and actions,
results obtained, workers health safety and issues, and other topics considered relevant to
the Social Communication Program team.
The distribution of copies covers the municipalities of So Joo da Barra, Campos dos
Goytacazes and So Francisco do Itabapoana, including companies in the Au Port Industrial
Complex, educational institutions at the federal, state and municipal levels, local businesses,
residents associations and fishermen colonies.
ACTION II: Free Communication Channel
The free communication channel, 0800 729 0810, currently in force at Porto do Au called
Fale com o Porto do Au (Talk to Porto do Au) will be continued. This communication
channel is shared with the community and using it the society can clarify doubts, submit
suggestions or inform any inconvenience caused by the implementation of Au Port.
The call center works in time from 8am to 8pm and routes the interactions for the responsible
sectors, which have a period of twelve (12) days to be answered.
In addition to going through a pre-selection, incoming requests are sorted by categories, as
follows:
Emergency;
Complaints;
Requests;
Suggestions.
ACTION III: Integration for Workers

The Integration for Workers are intended for the internal public involved in the activities of the
project and will focus on transmitting information about the company and the project, THE
ongoing environmental programs, THE health, safety and environment (HSE) procedures,
presenting those responsible for each area and solving possible doubts.
It will be conducted through meetings in lecture format with up to six hours long; it will be
attended by representatives from areas such as Human Resources, Health, Safety and
Environment (HSE) and representative of the Environmental Programs, and will be directed
to all the direct and indirect employees of the Au Port.
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The integration for direct workers of Au Port. will be performed by professionals of Au Port
itself. The coordination of the integration agenda will be undertaken by Safety Management.
For employees of contractors, the integration will be the responsibility of the contractors, and
the Au Port will be responsible for making the material and content available and checking
their correct performance, through periodic inspections on construction sites, during which
attendance lists of this training may be requested.
To ensure that the information is transmitted in a satisfactory manner, the Multiplying Agents
tool of the Environmental Education Program can be used, whereby the multipliers will be
duly trained to replicate the contents of integration for its employees.
It is also worth noting that at the time of planning, it is necessary that Social Communication
team interact with the responsible area, identifying the main contents to be addressed and
systematizing them. Furthermore, given the specificities of each activity performed, the
contractors will be responsible for including subjects relevant to these activities in the
standard integration content.
ACTION IV Board Newspaper
The board newspaper is an important internal communication tool and will be available in
areas defined by the Program team and that have comprehensive access to all employees
of T-Oil. It can be consulted at any time of day and brings information regarding various topics
such as the progress of the operations, Environmental Programs and Projects and the actions
taken. Being used, therefore, for performance disclosure on environmental, safety and
occupational health.
It is noteworthy that its update is being held monthly and it also serves as a support tool for
the internal campaigns of Environmental Education.
ACTION V Online RADAR
It is an online newsletter sent by e-mail on the first working day of each month, or when there
is need, to all employees of Au Port, in order to update the actions taken and the progress
of the operations of T-Oil.
ACTION VI: Periodic Meetings with Leaders
Quarterly meetings will be held with leaders of the fishing community, in order to report on
the operations of the T-Oil and maintain a routine dialogue with the interest public.
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6.3.1.4.4
Schedule
This Social Communication Program shall be performed throughout the operation phase of
the project.
6.3.1.5
Environmental Education Program (EEP)
6.3.1.5.1
Introduction
The Environmental Education actions promoted in the region of the Au Port Industrial
Complex were initiated in 2010, through the implementation and execution of Programs
included in the Basic Environmental Plans of different projects being installed in Au Port, in
compliance with the environmental licensing.
These programs were structured in actions aimed at the external (community) and internal
(employees) public and is an important tool to mitigate negative impacts and to enhance
positive impacts related to the installation of the Port on the territory of So Joo da Barra,
its population and other social actors.
Considering the potential social and environmental impacts related to the operation of the
project, this Environmental Education Program, through educational and awareness, will
enable the development of knowledge and critical thinking about the socio-environmental
reality of the region, in a citizenship construction process, targeting the participation of
employees in an attempt to change a real socio-environmental problem and lived by them in
daily life.
Finally, the execution of this Program makes reference to the principles and objectives
outlined in the Brazilian Policy for Environmental Education (Law No. 9,795, of 04/27/1999)
and Brazilian Environmental Education Program (ProNEA) and the State Policy for
Environmental Education (Law No. 3,325, de 12/17/1999), as well as the Normative
Instruction of IBAMA (Brazilian Institute of Environment and Renewable Natural Resources federal autonomous government agency associated with the Brazilian Ministry of the
Environment) IN 02/2012, having workers of T-Oil as main public.
The program is also necessary to contribute to the interaction of the interested parties
(employees) with the environmental, social, economic and cultural issues of the region in
which they operate, promoting awareness of these parties about environmental issues that
permeate their daily activities and that are part of the social environment in which these
groups are found. The awareness of these parts is a first step towards the development of
an analytical, critical and purposeful sense in the face of social and environmental issues.
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6.3.1.5.2
Objectives
The objective of this Environmental Education Program is to encourage employees (internal

public) through environmental education for the protection and preservation of the
environment and improvement of the quality of life, ensuring the sustainability of the
economic and social activities, promoting educational activities that can contribute to
preservation of the natural, local and regional environment and creating conditions for
awareness of the population and workers on their environmental reality.
The specific objectives of this Program are as follows:
Inform, raise awareness and develop the critical thinking of employees regarding their
relationship with the environment, seeking to understand the interdependence between
its various components and the possibility of sustainable use of natural resources;
Discuss and encourage forms of personal and social behavior that lead to individual
growth as a person and member of a community;
Discuss and encourage ways for the correct use of natural resources;
Promote the environmental aspects associated with the project;
Contribute to the integration between the local community and the project.
6.3.1.5.3
Methodology
In all meetings and environmental education activities conducted under this Program, the
Northern Region of Rio de Janeiro, and the social, environmental and economic
transformations through which it has passed shall be adopted as a transversal theme and
geographical section. In addition, the principles listed in ProNEA shall be followed.
The activities to be carried out under the Environmental Education Program, as presented,
were structured in actions for the internal public, which will be described below.
The Environmental Education Program for workers will run through four tools, namely: (i)
multiplying agents; (ii) lectures; (iii) Health, Safety and Environment (HSE) Daily Dialogue
DDSMS; and (iv) Awareness Campaigns.
With the purpose of implementing the other programs, the Environmental Education Program
will serve as a tool for education and awareness about the activities carried out, the results
obtained, as well as the importance of each Program for the socio-environmental context of
the project area, aligning the level of information.
It is important to mention that if the Program team considers necessary, it may appeal to the
Social Communication Program to support dissemination activities and preparation of
materials.
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ACTION I: Planning - Agenda Definition

For the implementation and execution of such tools, an agenda for Environmental Education
for workers shall be prepared, and it shall define the content to be treated in every action, its
frequency and target group. Any suggested adjustment to the agenda shall be proposed by
the Port Environmental Agenda, prepared and approved by the Integration Group for Coastal
Management (GI-GERCO) (CIRM Resolution No. 06/1998).
It is noteworthy that, if it is necessary, new content and themes may be inserted throughout
the year, especially if there are any occurrence or non-compliance that can be solved by
worker education is identified.
ACTION II: Multiplying Agents
This tool makes it possible to maximize the coverage of the actions developed by the Program
for workers, and is necessary due to the number of direct and indirect employees involved in
the project. It consists of lectures together with multiplying agents, which are responsible for
the replication of these to the contingent of workers under their responsibility. These actions
will be carried out through the Environmental Education meetings, comprised by modules,
each lasting up to one hour. The number of modules and their frequency will be defined in
drafting the Agenda, by the team of Environmental Education.
These modules shall cover at least, but not limited to, issues such as:
Aspects of the project;

Communication and dialogue;
Importance of dialogue with the workers;
Importance in maintaining a good relationship with local communities;
What is being an area leadership (duties and responsibilities);
Aspects of the Northern Region of Rio de Janeiro and the place where the project is
included (DISJB);
Environmental programs of the project;
Health, Safety and Environment.
It is noteworthy that other issues may be inserted, according to the necessity observed by
the team. At this point, it is also important to interact with other areas of the project and the
other environmental programs in order to get the most relevant information to be presented
to this public, and how this information can be addressed.
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ACTION III: Lectures on Environment

The lectures consist of oral presentation on a predefined theme with the help of audiovisual
tools and educational materials, if necessary, lasting up to an hour.
The lectures on the environment will be the tool by which environmental education of the
multiplying agents will be promoted and can also be used for other workers, if the Program
team considers relevant.
ACTION IV: Daily Dialogues
The daily dialogues (toolbox talks) seek to insert instructions on health, safety and
environment related to the activities they perform, into the workers routine.
Some topics to be developed during these dialogues are listed below. The inclusion of new
issues (if deemed necessary) is a responsibility of the Environmental Education Program
team, along with those in charge of and responsible for environment of the areas.
Concepts of environment and characterization of the region

Characteristics of surroundings of the T-Oil;
Environmental Licensing and projects mitigation programs;
Ecology Concepts;
Region ecosystems, biodiversity and the environment;
What is sustainability and how it applies to the project;
Species of fauna existing in the area, bodies linked to the recovery of organism.
Habitat conservation x preservation of the species;
Flora species existing in the area, bodies linked to the recovery of biomes;
Turtles x Lighting.
Importance of communication with colleagues and with superiors

Rules for coexistence;
Sender x receiver;
Always ask;
Know how to listen;
Respect the spaces;
Observe, evaluate and act.
Environmental aspects of the project that may cause impacts and prevention of
environmental accidents
Selective collection and waste management program;
Recycling;
Oil leakage;
Attention! Animals on the track (traffic control and improvement program);
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Control of atmospheric emissions;

Conscious consumption of water and energy;
Fire Brigade;
Respects the environment;
Respect the signs.
The importance of maintaining good relationships with the communities living close to
the DISJB
What is it and how to exercise citizenship;
Have a responsible attitude;
You are the company.
ACTION V: Awareness Campaigns

During the preparation of the Agenda, the performance of awareness campaigns shall be
considered, which must be supported by Social Communication Program. These campaigns
can use as topics the Commemorative Dates of periods of interest.
It should also be stressed that the topics identified for each commemorative date shall be
worked out and developed taking into consideration the environmental reality of the activities
performed by the workers, bringing these issues to the context of routine of these workers.
6.3.1.5.4
Schedule
This Environmental Education Program shall be performed throughout the operation phase
of the project.
6.4
OIL EMERGENCY RESPONSE
6.4.1
Individual Emergency Plan
For the elaboration of the Individual Emergency Plan (PEI), Au Port followed what is
established by CONAMA Resolution n 398/2008, which regulates the minimum content of
the Individual Emergency Plan for oil pollution incidents in waters under national jurisdiction,
originated in organized ports, port facilities, terminals, pipelines, onshore rigs, platforms and
its support facilities, refineries, shipyards, marinas, yacht clubs and similar facilities, and
guides their preparation.
The creation of the strategy that guided the development of the PEI also considered the
support of an Environmental Risk Analysis, developed for Ship to Ship operation, which
presented several scenarios with possibility of oil spill at sea. These scenarios are presented
on item 5.3.2 of this document.
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From the worst case scenario with possibility of oil spill to the sea, which presented a crude
oil volume of 40,000 m as leak source, a numeric oil spill trajectory modelling was created.
The numeric simulations of oil spill were performed taking into consideration all the existing
weather and sea conditions for the Au Port Industrial Complex region, with the purpose of
identifying the areas along the coastal region which would be more vulnerable to a possible
accident with oil spill to the sea along the coast.
Based on the information from Activities Characterization, Environmental Risk Analysis and
results from Oil Spill Modelling, a PEI was developed for the Ship-to-Ship (STS) operations
at the T-Oil. The main information of the structure of this PEI are presented below, and the
complete document can be found in ANNEX II (DIGITAL).
The Individual Emergency Response Plan (PEI) for oil spill incidents occurring at T-Oil, within
the Au Port Complex, in the municipality of So Joo da Barra, in the State of Rio de Janeiro,
Brazil, outlines the roles and responsibilities of the emergency response organization,
procedures for controlling and responding to oil spills at sea, and the resources available for
response actions.
This Plan applies to oil spills originating from T-Oil or any vessel calling at T-Oil which is
berthed, docked or engaged in berthing, unmooring or docking maneuvers in the turning
basin of the Port.
6.4.1.1
Main Accident scenarios
Based on the potential oil spill sources above, the following accident scenarios have been
identified:
Accident scenario 1: Oil spill during the approach, berthing or unmooring of a tanker
Causes: Failure of a ship tank due to a collision with wharf structures (pier, dolphin), collision
with another vessel or grounding
Type of product spilled Crude oil
Type o spill: Instantaneous or continuous
Spill volume (max): 40,000 m (the maximum estimated capacity of largest oil tank among
vessels operating at facility)
Accident scenario 2: Fuel spill during the approach, berthing or unmooring of a tanker or
tugboat
Causes: Failure of a ship tank due to a collision with wharf structures (pier, dolphin), collision
with another vessel or grounding
Type of product spilled Marine diesel oil, fuel oil
Spill volume (max): 2,226 m (the maximum estimated capacity of largest fuel tank among
vessels operating at facility)
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Accident scenario 3: Oil spill from dock equipment

Causes: Puncture or rupture of an equipment tank
Type of product spilled Diesel oil, marine diesel oil
Spill volume (max): 7.85 m (the maximum estimated capacity of equipment operating at
facility)
Accident scenario 4: Oil spill during ship-to-ship operations
Causes: Failure of hose or hose coupling, tank overflow
Type o spill: Continuous
Spill rate: 3,940 m/h
Spill volume: 656.7 m (assuming 10 minutes required to detect and contain the spill)
Accident scenario 5: Oil spill when unloading waste oil
Causes: Rupture of barrel
Type of product spilled Used lube oil
Spill volume (max): 200 L (maximum barrel capacity)
RESPONSE INFORMATION AND PROCEDURES
This section presents information and procedures applicable to a response to oil spill
incidents at T-Oil.
6.4.1.2
Spill Alert Systems
Any observer who detects any sign of an oil spill shall immediately warn the Terminal
Operator. The Terminal Operator shall then assess the situation and, if necessary, activate
the T-Oil Advanced Spill Response System and the Au Port Emergency Preparedness Base
operated by Oceanpact Servios Martimos.
Indications of a spill can also be detected by monitoring transfer pressure and flow rates
during an STS operation. If there is any indication of an anomaly in these variables, an
observer shall be dispatched to inspect the release site.
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FIGURE 6.4.1.2-1 illustrates the oil spill warning work flow.

FIGURE 6.4.1.2-1
OIL SPILL WARNING FLOW DIAGRAM
The list of emergency contacts is kept up to date at the Sea Terminal Operations Control
Center (CCOTM Porto do Au Operaes).
6.4.1.3
Response organization structure
FIGURE 6.4.1.3-1 presents the Emergency Response Team assigned to respond to an oil
spill incident at T-Oil.
FIGURE 6.4.1.3-1
OIL SPILL RESPONSE TEAM
TABLE 6.4.1.3-1 presents for each Team member:
their roles and duties during an emergency;

maximum estimated mobilization and response time and duties;
technical qualifications required for response duties.
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TABLE 6.4.1.3-1
DUTIES AND RESPONSIBILITIES OF OIL SPILL RESPONSE TEAM MEMBERS
Position
Duties and Responsibilities
Maximum
Mobilization
Technical Qualifications
- Keep in contact with Incident Commander to keep track of response actions

Response Coordinator
- Keep the management of Porto do Au Operaes informed on the
6 hours
IMO/OPRC oil response training
6 hours
development of the incident

Incident Commander
- Establishing strategic objectives and priorities

- Exercise overall responsibility over the incident response
Safety Officer
- Prepare a Local Safety Plan
6 hours
Legal Affairs Officer
- Provide advice and guidance on all legal affairs
6 hours
---
6 hours
---
6 hours
2 hours
6 hours
6 hours
6 hours
---
- Manage all communication with authorities

Liaison Officer
- Prepare and distribute information to the media, the people involved in the
response and other organizations
- Establish the organization and tactical objectives
Operations Section Chief
- Conduct tactical operations

- Direct all operations resources
Emergency Preparedness
- Take initial spill response actions
Base
- Conduct response operations under the direction of the Head of Operations

- Prepare the Incident Action Plan
Planning Section Chief
- Meet to assess information to inform response actions

- Keep resource inventories
Logistics Section Chief
- Provide the resources required for response actions.

- Monitor the costs of the incidents.
Financial Section Chief
- Keep accounting control, records of time allocation and incident response

expenditure
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The Emergency Response Team is composed of personnel from Oceanpact and Porto do
Au Operaes TABLE 6.4.1.3-2 lists the names and telephone numbers of the Emergency
Response Team members and their substitutes. The table also lists the telephone numbers
of the Sea Terminal Operations Control Center (CCOTM Porto do Au Operaes) and
Oceanpact.
TABLE 6.4.1.3-2
NAMES AND TELEPHONE NUMBERS OF THE EMERGENCY RESPONSE TEAM
Position
Name
Phone
Vilmar Ferreira de Souza (Oiltanking Au
(27) 99293-5072
Servios)
(22) 2133-1100
Andr Taouil (Porto do Au Operaes)
(22) 98123-6776
(21) 3032-6700
Chen Li Cheng (Oceanpact)
(21) 99995-3750
(11) 99620-2988
Incident Commander
(21) 3032-6700
Jorge Elias (Oceanpact)
(21) 98778-6719
(21) 99676-1059
Paulo Brito (Oceanpact)

Safety Officer
Eduardo Machado (Oceanpact)
Eduardo Quartarone (Porto do Au
Liaison Officer
(21) 3032-8451
(21) 98488-3965
(21) 3032-8495
(21) 97219-6343
(21) 98161-3896
Operaes)
Maria Clara Pires (Porto do Au Operaes)
(21) 98338-3898
Caio Cunha (Porto do Au Operaes)
(21) 98098-0027
Vicente Habib (Porto do Au Operaes)
(21) 99769-2988
(21) 3032-6778
George Santos (Oceanpact)
(21) 96713-1878
(21) 7711-7478 ID 98*45295
(21) 3032-8452
Jorge Arthur (Oceanpact)
(21) 98488-3964
(21) 7764-4916 ID 98*53157
(21) 3032-6700
Alessandro Monte (Oceanpact)
(21) 97589-8484
(21) 97125-7531
(21) 3032-8452
Paulo Diogenes (Oceanpact)
(21) 98921-1932
(21) 7803-7903 ID 98*241899
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Position
Name
Phone
(21) 3032-6700
(21) 98778-6719
(21) 99676-1059
(21) 7748-9765
Luiz Ferreira (Oceanpact)

Au Port Emergency
Preparedness Base
Jos Maia (Porto do Au Operaes)
(22) 99953 2864
Carlos Barreiros (Porto do Au Operaes)
(21) 3725 8110

(22) 2133-1235
---
(22) 98556-7851
Sea Terminal Operations Control

Center (CCOTM Porto do Au
(21) 99714-7897
(22) 2133-1223
---
(22) 2133-1224
Operaes)
Oceanpact
6.4.1.4
(21) 3032-6700
---
0800-601-7228
Incident Reporting
Any and all oil spill incidents shall be reported to the following organizations:
State Environment Authority (INEA);

Fundao Pr TAMAR Campos Basin;
Captain of the Ports, Rio de Janeiro;
Captain of the Port, So Joo da Barra;
The oil industry regulator (ANP).
TABLE 6.4.1.4-1 lists the telephone numbers of the above organizations.

TABLE 6.4.1.4-1
TELEPHONE NUMBERS OF ORGANIZATIONS TO BE NOTIFIED
Organization
Phone
Fax / Email
(21) 2334-7910
State Environment Authority (INEA)
(21)2334-7911
(21) 2334-7912
(21)98596-8770
Fundao Pr TAMAR Campos
(22) 2747-5939
(22) 2747-5277
(21) 2104-5480
(21) 2104-5319
Captain of the Port, So Joo da Barra (22) 2741-4807
(22) 2741-4807
Basin
Captain of the Ports, Rio de Janeiro
The oil industry regulator (ANP)
(21) 2112-8619
---
incidentes.movimentacao@anp.gov.br
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Initial Incident Notifications Shall Be Made Using Appropriate Form. The Response
Coordinator Is Responsible For Making The Initial Incident Notification.
The Port Authority Shall Be Advised Of Any Incident With The Potential To Affect Navigation
Safety. The State Civil Defense Office Shall Be Advised Of Any Incident That Could Threaten
The Integrity Or Life Of People Outside The Facility.
The List Of Emergency Contacts Is Kept Up To Date At The Sea Terminal Operations Control
Center (CCOTM Porto Do Au Operaes).
6.4.1.5
Response Equipment and Materials
Equipment and materials to assist with an oil spill response at T-Oil are available from the TOil Advanced Spill Response System and the Au Port Emergency Preparedness Base
operated by Oceanpact Servios Martimos.
T-Oil Advanced Spill Response System consists of containment booms used preventively
around vessels during transfer operations, around the entire Terminal and in the initial
cleanup of a spill.
The Au Port Emergency Preparedness Base has equipment and materials for spill
containment, protection of vulnerable areas and cleanup operations in oiled areas.
The TABLE 6.4.1.5-1 lists the equipment and materials available as part of the T-Oil
Advanced Spill Response System and the Au Port Emergency Preparedness Base.
TABLE 6.4.1.5-1
RESPONSE EQUIPMENT AND MATERIALS
Type And Nature Of Operation
Quantity
Maximum Estimated On-
Use
Available
Scene Deployment Time
Limitations
T-Oil Advanced Spill Response System

Preventive vessel confinement boom, total
height 800mm
Fixed containment barrier along open pier, total
height 800 mm
Terminal confinement boom, height 80 mm
Skimmer set with pump, 30
Floating tank, 15
m3/h
capacity
m3 capacity
Dedicated Oil Spill Response Vessel, 5 meters

with 25 HP engine
3 x 500 m
Installed on site
---
500 m
Installed on site
---
800 m
Available on site
---
1 unit
Available on site
---
1 unit
Available on site
---
1 unit
Available on site
---
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PPE (Tyvek coveralls, nitrile gloves, safety
shoes, raincoat, etc.)
Quantity
Use
Available
Limitations
Suitable for
3 sets
Available on site
handling of oil
and oil products
Au Port Emergency Preparedness Base

Boom laying vessel, 12 meters with 180 HP
1 unit
2 hours
---
1 unit
2 hours
---
2 units
2 hours
Storage container
3 units
2 hours
---
Office container
1 unit
2 hours
---
Change room container
1 unit
2 hours
---
Portable VHF transceiver
6 units
2 hours
1,000 m range
engine
Boom laying vessel, 12 meters with 180 HP
engine
Emergency response vessel, 5 meters with 25
HP engine
2,850
Port containment boom
meters
Danforth or Bruce type anchor
20 units
2 hours
2 hours
Sheltered
waters
Sheltered
waters
Sheltered
waters
Suitable for
Tow bar
6 units
2 hours
containment
booms
Anchor line and trip line rope, 3/8" diameter
1,000
meters
2 hours
Sheltered
waters
4 x 4 dual cab truck
1 unit
2 hours
Skimmer set with pump, 30 m3/h capacity
4 units
2 hours
Oil collection tank, 1 m3 capacity
10 units
2 hours
Floating tank, 35 m3 capacity
1 unit
2 hours
1 unit
2 hours
1 unit
2 hours
Use on land
1 unit
2 hours
Use on land
Self-supporting tank, 10
Fastank, 5
m3 capacity
m3 capacity
Absorbent boom, polypropylene microfiber,

0.20 x 6 m units, 164 L unit absorption capacity
(27 L/m)
3,250
meters
2 hours
Absorbent pad, polypropylene microfiber, 0.50

x 0.50 x 0.002 m units, 1.37 L unit absorption
6,600 units
capacity (1.37 L/m)

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2 hours
--Sheltered
waters
Sheltered
waters
Sheltered
waters
Sheltered
waters
Sheltered
waters
Sheltered
waters
50175-EV-RT001-0

Organic granular absorbent, 5 L/kg absorption
Quantity
Use
Available
Limitations
200 kg
2 hours
Use on land
10 sets
2 hours
Use on land
1 unit
2 hours
---
Metal or plastic barrel with lid, 200 liter capacity 3 units
2 hours
---
Bigbag for solid waste, 1 t capacity
2 hours
Use on land
capacity
Tool set (rakes, squeegees, hoes,
wheelbarrows, shovels, etc.)
Toolbox (screwdriver, Phillips screwdriver,
pliers, etc.)
PPE (Tyvek coveralls, nitrile gloves, safety

shoes, raincoat, etc.)
30 units
Suitable for
10 sets
2 hours
handling of oil
and oil products
T-Oil Advanced Spill Response System will have a dedicated operations team with 03
members (02 on the vessel on a 24-hour basis and 01 at the unit during working hours).
If necessary, resources available at other Oceanpact bases can also be deployed. Resources
will be transported and operated by vehicles and vessels provided by Oceanpact.
6.4.1.6
Operational Response Procedures
The following sections establish operating procedures for an oil spill response at T-Oil. These
procedures should be applied as applicable to the behavior of the oil spill.
Oil spill response procedures shall be selected to ensure optimum efficiency and safety
depending on weather and sea conditions. Particular consideration shall be given to
flammability conditions and the exposure of response personnel to toxic fumes. Health risks
related to products are described in the appropriate material safety data sheets (FISPQ).
Oil discharge containment procedures
The following procedures shall be followed to contain the discharge in any of the events
identified in Section 2.2 of Annex III of CONAMA Resolution n 398/08:
Procedures:
Master of vessel has oil transferred to undamaged tank.

Master of vessel has damaged tank repaired.
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Accident scenario 2: Fuel spill during the approach, berthing or unmooring of a tanker or
tugboat.
Procedures:


Procedures:
Operator stops affected unit.

Operator dispatches Au Port Maintenance Team.
Au Port Maintenance Team performs required repairs on damaged unit.

Procedures:
Operator aboard mother tanker stops transfer operation and shuts down transfer pump.
Operator aboard mother tanker drains transfer hose into source tank.

Procedures:
Operator stops waste discharge operation.

If possible, operator removes damaged barrel from dock.
Oil spill containment procedures
Any oil spill occurring during a transfer operation will be contained by preventive containment
booms placed around the vessels prior to the operation.
If the spill occurs outside the pre-booming perimeter or if the preventive booming is unable
to contain the spill, secondary booming shall be deployed around the terminal using the
containment booms available on-site placed by the T-Oil Dedicated Oil Spill Response
Vessel. Containment booms shall be secured to the end of the open wharf, which is protected
by fixed barriers, and to the end of the T-Oil wharf, and anchored on the seabed and closed
off by deflection blooming.
FIGURE 6.4.1.6-1 illustrates the pre-booming strategies with containment booms placed
around berth at the Terminal.
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FIGURE 6.4.1.6-1
PRE-BOOMING AROUND BERTHS AT TERMINAL
An oil spill may also be contained with the aid of containment booms available at the Au
Port Emergency Preparedness Base using the following strategies:
Complete encircling of sourceUsed for unberthed vessels during the early stages of the
spill response, when the amount of oil released is small and wind and current effects are mild,
limiting the spread of the oil slick. In this strategy, the booms fully encircle the source of the
spill as illustrated in FIGURE 6.4.1.6-2.
FIGURE 6.4.1.6-2
COMPLETELY ENCIRCLED SOURCE
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Slick containment Used when the slick has already begun to spread, in order to confine
and concentrate the slick for removal. FIGURE 6.4.1.6-3 illustrates some of the typical slick
containment configurations.
FIGURE 6.4.1.6-3
TYPICAL SLICK CONTAINMENT BOOM CONFIGURATIONS
J Formation
U Formation
V Formation
(Source: www.oilspillsolutions.org)
Procedures for the protection of sensitive areas
Sensitive areas shall be protected by booming under the direction of the Emergency
Preparedness Base Operations Supervisor, with priority given to the most environmentally
sensitive locations.
According to the oil spill modeling results and vulnerability analysis, the shoreline features in
the area with oiling potential consist nearly entirely of sand beaches (ISL3 and ISL4), smaller
mangrove areas in the mouth of the Paraba do Sul River (ISL 10) and man-made rocky
banks (ISL1 and ISL6), such as riprap and exposed, smooth and steep-sloped rocky shores.
Sea turtle nesting and feeding grounds are present on nearby beaches.
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Mangroves will be protected by deflection booming as illustrated in FIGURE 6.4.1.6-4 and

supplementary by absorbent booms.
FIGURE 6.4.1.6-4
MANGROVE PROTECTION
Beaches and especially sea turtle feeding and nesting grounds will be protected by deflection
booming for less sensitive areas, as illustrated in FIGURE 6.4.1.6-5 and supplementary by
absorbent booms.
FIGURE 6.4.1.6-5
BEACH PROTECTION
FIGURE 6.4.1.6-6 illustrates some of the methods of protecting vulnerable areas.
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FIGURE 6.4.1.6-6
METHODS OF PROTECTING SENSITIVE AREAS
Sources: epacha.org; www.monstersandcritics.com; www.upi.com; wn.com
Oil slick monitoring procedures
Any occurring oil slick will be monitored to assess behavior, extent, drift and dispersion
conditions. Monitoring will initially be performed by the response vessels available at the
Emergency Preparedness Base, under the direction of the Base Operations Supervisor. If
necessary, monitoring will be performed (also under the direction of the Emergency
Preparedness Base Operations Supervisor) using helicopters or other vessels deployed by
the Logistics Section Chief.
Information collected from oil slick monitoring shall be recorded using the appropriate form.
During a response operation, any significant changes in weather or sea conditions will require
a reassessment of the likely trajectory. This reassessment will inform changes in the
response strategy for optimal use of resources and a more effective response.
In airborne monitoring, aircraft (preferably helicopters) shall be used that are equipped with
navigation equipment suited for determining the exact position of the slick. Altitudes between
300 and 600 m are ideal for estimating the size and trajectory of the slick. However, altitudes
between 60 and 150 m are best suited for determining the appearance and distribution of oil
on the surface.
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In seaborne monitoring, the vessel should follow a longitudinal path or circle the slick,
preferably with air support.
Monitoring can also be conducted on land for the purpose of:
Identifying shoreline areas affected by the spill;

Assessing the degree of contamination in affected areas; and
Identifying access roads for vehicles, machinery and other equipment for use in
protecting vulnerable areas and for cleanup operations in oiled areas.
If necessary, samples of spilled oil shall be collected under the direction of the Emergency
Preparedness Base Operations Supervisors and sent to appropriate laboratories for testing.
Samples shall be collected using appropriate, clean and sealed containers. Samples shall be
preserved in accordance with the relevant laboratory's recommendations.
Oil spill clean-up procedures
In the event of an oil spill during a ship-to-ship transfer, the oil shall be removed from the
water initially with a skimmer placed and operated by the T-Oil Dedicated Oil Spill Response
Vessel.
The skimmer is placed manually in the water and maneuvered using taglines, as shown in
FIGURE 6.4.1.6-7 and 8.
FIGURE 6.4.1.6-7
DEPLOYING SKIMMER ON WATER SURFACE
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FIGURE 6.4.1.6-8
MANEUVERING SKIMMER
The oil is recovered by a suction pump connected to the skimmer by a hose. Oil is recovered
and stored provisionally in the floating tank available at the site.
Minimum spill response capacity (Tier 1, 2 and 3)
1)
BOOMS
Required
Based on the complete vessel encirclement strategy and assuming a maximum vessel length
of 330 m and that the three berths are protected on one side, the required boom quantity is:
3 x 500 = 1,500 meters
2)
SKIMMERS
Small discharge volume (8 m3)
Required
EDRC = 8 m3
Rated capacity is = 8 / (24 x 0.20) = 1.7 m3/h
Deployment time = 2 hours
Under section 2.2. of Annex III to CONAMA Resolution n 398/08, the Estimated Daily
Recovery Capability (EDRC) for organized ports, other port facilities and other terminals
should be determined for a small discharge volume. In any case, the capacities for medium
and worst-case discharge volumes are presented below.
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Medium discharge (200 m3)

Required
EDRC = 100 m3
Nominal capacity is = 100 / (24 x 0.20) = 20.8 m3/h
Worst-case discharge (40,000 m3)
Tier 1
Required
EDRC = 2,400 m3/day
Nominal capacity = 2,400 / (24 x 0.20) = 500 m3/h
Tier 2
Required
EDRC = 4,800 m3
Nominal capacity = 4,800 / (24 x 0.20) = 1,000 m3/h
Tier 3
Required
EDRC = 8,000 m3
Rated capacity is = 8,000 / (24 x 0.20) = 1.666,7 m3/h
3)
CHEMICAL DISPERSANTS
Chemical dispersants are not to be used.
4)
MECHANICAL DISPERSION
Mechanical dispersion will be used when oil recovery is no longer practicable.
Required
1 vessel with outboard engine.
5)
TEMPORARY STORAGE
Required
1.7 m3/h (nominal collection capacity required for small discharge volume) x 3 hours = 5.1
m3
6)
SORBENT BOOMS
Required
Same length as containment booms = 990 m
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7)
SORBENT PADS
Required
Equivalent in quantity to the length of the containment booms (990 m). Pad dimensions are
0.50 x 0.50 m. The required quantity is therefore:
990 m 0.50 m = 1,980 pads
8) GRANULAR ABSORBENTS
Required
A quantity compatible with the relevant response strategy.
Organic granular absorbent shall be used in land areas where needed.
TRAINING AND DRILLS
Training
The following members of the Emergency Response Team have taken IMO/OPRC oil spill
response training:
Incident Commander
Safety Officer
Training is valid for 3 years.

Drills
Au Port Operations shall participate in oil spill response drills at Au Port every:
Communications: 6 months
Planning: 12 months
Resource mobilization 12 months
Complete response drills: 12 months
After each drill, any action items required to improve the performance of the Emergency
Response Plan shall be discussed. The Response Coordinator has overall responsibility for
conducting response drills and implementing any necessary changes in the Emergency
Response Plan.
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6.4.2
Emergency Control Plan (PCE)
In addition to the Individual Emergency Plan (PEI) presented for the possible incidents with
oil leak into the sea, the T-Oil operations will also be supported by a Emergency Control Plan,
developed according to the content defined by Regulatory Standard No. 29 - Port
Occupational Health and Safety, which sets coordinated actions to be followed in case of fire
or explosion, leakage of hazardous products, man overboard, adverse weather conditions
which affect the safety of port operations, pollution or environmental accident, and rescue to
victims.
The main accident scenarios dealt with in this plan are list in TABLE 6.4.2-1 and are
applicable in the facilities of the terminal and in the vessels that operate in it.
TABLE 6.4.2-1
MAIN ACCIDENT SCENARIOS
Number
1
Identified Accident Scenarios

Oil leaks into the sea during the transfer
Possible Consequences
Contamination of the water
Oil leaks followed by fire on the vessels or

terminal areas during the transfer
and compromising of the

health and physical integrity
of the employee, with the
possibility of causing death
Contamination of the air and
Leak of vapors during the transfer followed by

fire / explosion
compromising of the health

and physical integrity of the
employee, with the
Compromising of the health
Man falling overboard
employee, with the

Fall of an employee during works at height

employee, with the
Rescue of an employee at height

employee, with the
Leak of oil into the sea due to collision
between vessels and / or between vessels
and the structures of the terminal
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Number
Identified Accident Scenarios
Possible Consequences
Explosion on the vessels and / or areas of the
terminal due to the presence of ignition
sources in areas that contain flammables

Fight incipient fire in areas involving oil

transfer

10
Fire on the administrative part

EMERGENCY RESPONSE PHYSICAL STRUCTURE

Emergency Vessels
In order to support the emergency actions that are required from the sea, two (2) support tug
vessels are available on the T-Oil, which are provided with a Firefighting System. The
Terminal also has a fast craft for rescue, escape and abandonment.
Firefighting Systems
The Firefighting System will be supplied with salt water, taken directly from the sea by turbine
and Jockey pumps. The pumps and their peripherals (diesel tank and hypochlorite dosing
system) must be installed below the T-Oil access bridge/ramp, according to FIGURE 6.4.21. The sodium hypochlorite dosing system will be installed next to the firefighting pumps
central, with the purpose of reducing the effect of scale on underwater parts and the pumps
discharge pipelines.
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FIGURE 6.4.2-1
ILLUSTRATION OF THE PLACE OF INSTALLATION OF THE FIREFIGHTING
SYSTEMS PUMPS
Fire Monitors and Hydrants System

In case of fire on a vessel that is moored at the berths of the T-Oil, the water supply for fire
monitors and hydrants will be used to cool the structures and surroundings.
A firefighting hydrants system is installed throughout the pier of the T-Oil, which is connected
to the fire water network that is permanently pressurized. The hydrants are 30 m apart from
each other, and are equipped with a cabinet with firefighting equipment.
Each mooring berth will have two manual fire monitors on metal platforms, and two remote
controlled fire monitors.
Manual fire monitors are installed on platforms 5.95 m high for firefighting on the pier.
Automatic fire monitors will be elevated (to help the firefighting on vessels). One is installed
on a 26.5 m metal platform and the other over a platform on the gangway of each mooring
berth (FIGURE 6.4.2-2).
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FIGURE 6.4.2-2
FIRE MONITOR INSTALLED IN ONE OF T-OIL BERTHS
Foam System
The T-Oil has a foam central comprised of the foam generating liquid dosing pumps (LGE)
and the LGE tank (TQ-108). The central shall be located near the Central berth to ensure
that the foam solution reaches the furthest foam launcher jet within approximately 3 minutes,
as required by standard NFPA 14.
The fixed foam system must be comprised of foam solution discharge jets located around the
mooring berths leakage systems. The purpose of the fixed foam system is to fight fires in the
mooring berth leakage systems.
A mobile firefighting system using mechanical foam is provided for each sump tank on the
pier, and the firefighting is performed through the use of a portable cart with 3% LGE.
Detection, Suppression and Building Firefighting System
All the buildings that comprise the T-Oil (control room, substations, guardhouse and
operational support rooms for each berth) will be covered by the Firefighting System.
All the terminal buildings will have maps identifying the risks, escape routes, emergency
signs, fire extinguishers and audible alarms. The operational support rooms and the
secondary substation (located in the central mooring berth) will have an eyewash shower.
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Audible Alarm System

The facilities of the Au Port Complex have an Audible Alarm System for General
Emergencies, where mobilization actions of the response structure will be required.
In case of emergency, 15-second long tones will be sounded on interval of 4 seconds, lasting
2 minutes. In case of the end of the emergency, a long tone will be sounded during 2 minutes.
Shutdown System
At the first operations phase of T-Oil I, the transfers will be performed between ships,
therefore, the Sea Terminal will not have an independent Shutdown System.
The operations will be assisted by a Load Master, who will be responsible for defining,
together with the command from both vessels involved in the pumping, the emergency
shutdown procedures, based on each case, depending on the facilities of each ship.
The actions to be followed will be defined and documented on the Safety Checklist of
ISGOTT, which is mandatory on all operations.
Medical Facilities
T-Oil will use a medical ambulatory of the Au Port, which is located in the office building of
company central office. The ambulatory has a bandaging room, a resting room, a doctors
office and a nursing / file room.
The Ambulatory has the following staff:
-
01 Occupational Health Doctor (Monday to Friday, 8 a.m. - 12 p.m.);

1 Nurse (Monday to Friday, 8 a.m. - 5 p.m.);
Nursing Technicians (24h);
Ambulance Driver (24h).
In addition, the Ambulatory has the following material resources:

-
01 Ambulance - Sprinter - class B;

01 Ambulance - 4x4 S10 - class A;
Medicinal oxygen cylinder;
DEA (External Automatic Defibrillator);
Cardioverter;
Full first aid kit (gauze, bandages, splints, sphygmomanometer, stethoscope, pulse
oximeter, procedure gloves, adhesive tape, glycaemia apparatus, testing slides,
lancets, thermometer and others);
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Medicine (except for intravenous);

Emergency backpacks (saline solution, glucose solution, Ringers Solution, puncture
needle, adhesive, common equipment, 70% alcohol, cotton wool and others);
Stretchers and rigid boards.
Ambulance
Au Port has a type B ambulance (Basic Support Ambulance: used for inter-hospital transfer
of patients with unknown, unclassified life risk, with the potential to require medical
intervention on-site and / during the transfer to the treatment station of destination). The
ambulance has a first aider / driver and a nursing technician, in addition to being provided
with a defibrillator.
CRISIS MANAGEMENT (Organizational Response Structure)
The Organizational Response Structure (EOR), which is responsible for the crisis
management, is presented in FIGURE 6.4.2-3.
FIGURE 6.4.2-3
ORGANIZATIONAL RESPONSE STRUCTURE (EOR)
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6.4.2.1
Implementation of the Plan
Detection of emergency can be made visually by any employee of Port of Au or of

contractors. The faster the incident is informed the quicker the velocity of the response.
The following requirements must be followed in case of emergency:
Objectivity: To convey only the required information to trigger the resources relating to
emergency response;
Dexterity: To have the highest number of annotations as to strategic locations and
reference points to guide the arrival of the resources requested to the response
location;
Accuracy: To have the highest number of annotations as to strategic locations and
reference points to guide the arrival of the resources requested to the response
location.
The flow of communication must be capable of supporting the decision making by the
Response and Action Coordinator (Terminal Manager). In case of major occurrences, the
General Coordinator (CEO - Officer) must be notified, so that additional resources and
material are used, if required.
In case of major emergency, which extrapolates company limits, the General Coordinator
(CEO - Officer) must create within 15 minutes a Crisis Committee to provide support to field
personnel and inform publics authorities, according to specific procedure of each scenario.
During the development of the emergency, the impacts caused by mitigating actions will be
assessed, so that it is possible to define the end of the emergency phase. In case public
authorities are involved, this decision must be made by mutual agreement between both
parties. After entering this emergency phase, measures will be taken to demobilize the
resources involved and other post-emergency procedures of the PCE.
6.4.2.2
Escape and Abandonment Plan
The Response Action Leader, when on site, or the Brigade Leader (Shift Supervisor), assess
the development of the emergency and decide if Sector or General Abandonment is required.
Abandonment of the areas shall be made by the respective Brigade Members, which will
instruct the people present in each region of the measures decided by the Brigade Leader
and lead them to their appropriate muster stations.
For the administrative building there will be a person (monitor) responsible for leading the
occupants to the muster station designated for that building and responsible for counting the
occupants.
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The monitor must request a list of the people on site to the security personnel and check that
all occupants of the area left and help those with any difficulty to abandon the emergency
location. At the Muster Station, the monitor must check that all occupants of his/her area are
present. In case anyone is missing, the monitor must contact the Brigade Leader and/or
Emergency Action Leader and report the missing person. After evacuation, the team of
Brigade Members will isolate the area using mobile signage resources and traffic deviation
devices. Tests of communication with brigade members and abandonment drills shall be
conducted on a regular basis.
6.4.3
Risk Management Program (PGR)
For the purpose of providing basic guidelines and general instructions oriented to prevention
and control of risks of accidents in T-Oil a Risk Management Program was organized.
The Risk Management Program (PGR) was drafted to:
Improve operational process safety;

Decrease the conditions propitious to the occurrence of accidents;
Safety of employees;
Safety of the neighboring community;
Preservation of the environment.
Thus, the basic principles of this program are associated with maintenance and ongoing
improvement of the facility operational safety, decrease of the conditions propitious to the
occurrence of accidents, and safety of employees and of the neighboring communities.
Risk management shall be conducted with the application of procedures, operational
checklists, with the adoption of guidelines for performance of activities, qualification of
employees through training, assessment of the programs implemented and adopted,
periodical assessments of the facilities looking for changes and adjustments not considered,
with the definition of responsibility of employees and/or areas, among other activities oriented
to the prevention of occurrence of accidents at the facility, which might affect employees,
neighboring community, the environment and equipment.
6.4.3.1
Identification of Risks
At the T-Oil terminal, the situations of risk of major accidents were identified and reviewed by
means of a Risk Analysis Study (EAR), based on the characteristics of the substances stored
therein. The identification of risks of major accidents was conducted through a Preliminary
Risk Assessment (PRA).
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6.4.3.2
Risk Review
The risk review of the Unit must be conducted on a periodical basis, with application of the
following criteria:
In case of changes at the Terminal, such as:

Addition or removal of new equipment;
Changes to operating procedures and work instructions;
Change of operational technology;
Increase or decrease of substance storage capacities;
In case of return of shutdown of the facility, or part of the process, for periods above six
months;
In case of significant change to the type and quantity of neighboring community;
Among other situations which pose new risks for the facility, employees, environment
and/or neighboring community.
Risk review must be conducted preferably while the change is at design phase, to assess the
risks during the implementation of the change and operation of the Terminal.
In case of no change to the facility, the need for risk review shall be assessed upon renewal
of the facility operation license.
6.4.3.3
Disclosure of Risks
The risks identified at the facility shall be disclosed to all employees who perform activities
therein, and for this the means available shall be used, such as email, bulletin board and/or
periodical meetings with the team.
6.4.3.4
Maintenance and Assurance of Integrity of Critical Systems
Mechanisms for preventive, predictive and corrective maintenance, among others, shall be
implemented to assure proper operation of the equipment of the Terminal, thus minimizing
the occurrence of operational incidents, which may put at risk the safety of employees,
facilities, environment and any community in the vicinity of the project.
At T-Oil facilities, critical systems mean equipment and systems which may result directly in
loss of operational control, or change to product quality, or which may cause environmental
damage, making it impossible to revert an emergency situation and/or trigger emergency
response actions.
Thus, maintenance of the facility critical systems will be focused on the equipment used in
ship to ship operations, in environmental control systems and equipment oriented to
emergency response in case of accidents.
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6.4.3.5
Operating Procedures
The Operating Procedures set the standardization of actions triggered during the operation
of equipment and systems present at T-Oil, assuring proper control of ship to ship operations,
and integrity of employees and facility.
All activities, maneuvers and operations conducted are established under the operating
procedures, being informed to operational employees by means of technical qualification and
training.
All operating procedures applicable to ship to ship operations are in the Terminal Operations
Manual, consisting of the following items:
1. General Description of Ship to Ship Operations;
2. Prior to Arrival at the Terminal;
3. Arrival at the Terminal;
4. Berthing and Mooring;
5. Minimum Requirements for Port Tugboats;
6. Mooring Sequence;
7. Vessel x Terminal Access;
8. Prior to Cargo Transfer;
9. Cargo Transfer;
10. Conditions for downtime of the Transfer Operation;
11. Unberthing and Leaving the Terminal.
All operating procedures applied to the facility consist, in addition to the operational actions,
of safety oriented items, such as monitoring of parameters and identification of risk
conditions.
6.4.3.6
Human Resources Qualification
The purpose of the qualification of operational employees is to ensure safe operating

conditions at the Terminal, by means of:
Knowledge of possible risks associated to the substances handled;

Correct performance of operational maneuvers;
Control of operational parameters;
Knowledge of deviations which might be generated during the operations;
Development of actions of control of operational abnormalities and actions oriented to
emergency response at the facility.
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Thus, OilTanking, responsible for the operation of the T-Oil Terminal, will implement a
Training Program to all employees involved with facility operations, which might cause risks
or environmental impacts on its activities, for the purpose of training, refresher and assuring
proper qualification of employees.
The technical qualification program shall be duly documented, comprising the following
phases:
-
Initial training: all personnel involved in company operations shall be trained prior to the
start of any activity, according to pre-established criteria of professional qualification.
Training procedures will be defined to make sure the workers operating the facility have
the required knowledge and skills to perform their activities, including actions
associated with pre-operation and shutdowns, of an emergency nature or not.
Periodical training: the qualification program provides for actions for periodical refresher
of employees, considering the hazardousness and complexity of the facilities and
functions; however, under no circumstances the periodicity of refresher courses shall
be below three years. Such procedure aims at making sure people are permanently
updated on the operating procedures.
Training after changes: in case of changes to procedures or facilities, the employees
involved must be trained in the changes implemented prior to returning to their
activities.
6.4.3.7
Periodical Audits of the Risk Management Program (PGR)
The purpose of the Periodical Audits of the PGR is to assess and notify the areas responsible
for effective fulfillment, or not, of items oriented to management of risks of the facility,
reporting the results to the Coordinations of the Areas and Terminal Management.
Audits at the facilities of the T-Oil Terminal will occur according to the following audit
programs:
-
Management Walks (Regional visits);

Safety Walks (Safety Inspections);
Self Assessment;
HSSE Peer Reviews;
Corporate HSSE Audits.
In addition to the mentioned above, external audits will be conducted, namely:

-
Monitoring by Public Authorities (INEA, ANP, ANTAQ);

Risk Analysis, by the Oiltanking Insurance Company;
Audits by Clients (BG, Petrobras);
Audits by Certification Institutions (ISO, CDI-T);
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The framework of the Oiltanking audits sets forth the annual periodicity to conduct selfassessment of the efficiency of processes and the HSSE management system at T-Oil
Terminal through completion of an electronic checklist. Due to the content adopted in the
Self-Assessment Checklist of this audit, same is used for evaluation of this Risk Management
Program.
Currently due to the review of the checklist, an Ongoing Improvement Action Plan is
generated, implemented and monitored, with management of the HSSE Coordinator.
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7.0
CONCLUSION
This ESIA considers the implementation of T-Oil and the dredging activities to deepen (25
meters) the access channel and the operation of the Ship-to-Ship (STS) activity moored at
T-Oil.
T-Oil is part of the Au Port Industrial Complex, which is intended for oil and gas exploration
and production activities in the Campos and Santos Basin, and handling of ore. As part of
the complex, the project being studied shows synergism with the nearby facilities already in
operation, and is supported by local structures and services, such as: waste disposal,
wastewater treatment, electricity, water supply and transport infrastructure. This support
contributes to minimizing environmental impacts and risks involving operational safety, and
reduces transportation costs given the proximity to the oil production areas.
The ore terminal at T1 is an example of a synergistic facility nearby with which T-Oil shares
an access bridge, breakwater and sea access channel (FIGURE 7-1). The project will also
interact with Terminal 2 (T2) of Au Port and the emergency response structure for oil spills
at sea.
FIGURE 7-1
CURRENT PERSPECTIVE OF TERMINAL 1 AT AU PORT INDUSTRIAL COMPLEX
T-Ore
T-OIL
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This document presents an assessment of location alternatives for the project, and a
selection of the one deemed most viable for installation of the port, layout of the access
channel, and dredged material disposal area. Together, the technologies were selected for
the STS transfer and dredging (implementation and maintenance phase).
The description of the T-Oils physical facilities provides details of the operational control area
for the pier platform and berths, and their structures and support systems for STS oil transfer
operations, such as support houses, sumps tanks, wastewater treatment plants and power
supply. Dredging was described according to the procedures and equipment used in handling
and disposal of dredged material.
The STS operations were detailed according to the sequence: line up, mooring maneuver,
pre-operation, operation and mooring maneuver. It covered the work of pilots and tugs,
weather conditions, checklist procedures, placement of barriers and fenders, and
communication and emergency plans. Vapor transfer between ships was adopted as an
emission control measure.
The project complies with Brazilian environmental legislation, and also the IFC performance
standards applicable. Whenever we had the opportunity to compare project parameters with
quantitative IFC standards, these were used. It should be noted that in addition to consulting
the IFC General EHS Guidelines, we used the specific IFC guidelines documents and aligned
them to the scope of the project, namely: Ports, Harbors and Terminals, Crude Oil and
Petroleum Product Terminals and Offshore Oil and Gas Development.
Social and environmental impacts of T-Oil deepening dredging and STS operations were
listed and assessed cumulatively and synergistically with detailed control, mitigation,
monitoring and compensation actions, which are being carried out through environmental
programs aimed at different themes of Physical, Biotic and Socioeconomic environments,
and meet the conditions of the environmental licenses applicable to the project.
Occupational health and safety related to T-Oil implementation and operation were discussed
to show hazard identification and risk assessment methods, techniques and tools proposed
for the terminal. We also presented the guidelines of the health and safety management
system used by the company for dredging works. For the STS operations, studies and plans
on dealing with the risk of oil spills, fire, explosions and other accident scenarios were
described, as follows: Risk Analysis Study, Individual Emergency Plan and Emergency
Control Plan, and Risk Management Program.
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The information and the social and environmental assessments and compliance with IFC
performance standards presented in the ESIA can support the investment risk analysis on
the project by OPIC.
In this sense, based on the data analysed in this ESIA, we concluded that T-Oil is a project
environmentally and socially feasible. Its cumulative and synergistic impacts, and the
measures adopted in the environmental programs are (i) safe in terms of environmental
risks/impacts, (ii) competitive in terms of operational costs in relation to other alternatives, (iii)
and encourage the economy and social development of So Joo da Barra and the State of
Rio de Janeiro, along with other initiatives in the Au Port.
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8.0
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PROFESSIONAL TEAM
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The following information is provided for the qualified professionals that participated in this
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MULTIDISCIPLINARY PROFESSIONAL TEAM

Professional
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Bruno Civolani e Said
Chemical
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Roberto Simes de Arajo
Biologist
Supervision and Management
CRBio 29.994/02
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Affonso Virglio Novello Neto
Biologist
General and Technical

Coordination
CRBIO 014578/01
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Biologist
General and Technical

Coordination
CRBIO 48541/02
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Samuel Martinez
Chemical
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Project Characterization
CREA RJ 2013116481
5669232
Priscilla C. Padron Armada
Geologist
Technical Coordination
Physical Environment
CREA 5062215010/D
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Joo Vasconcellos de Almeida
Biologist
Biotic Environment
CRBio 72724/01-D
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Cardillo
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Joseane Urgnani
Ronaldo Maia Palmeira
Felipe Santoro Alcantara
Julia de Carvalho Leite

Joana Krieger
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Characterization
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ANNEX I
OIL SPILL MODELING SHIP-TO-SHIP TRANSFER OPERATIONS
ANNEX I
Oil Spill Modeling Ship-To-Ship

Transfer Operations TPET-1
Au Port Complex, So Joo da
Barra (RJ)
Revision 00
November 2015
TETRA TECH
Rua Fidalga, 711
Vila Madalena So Paulo SP
CEP 05432-070
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PRUMO Logstica S.A.

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CEP 22210-010
www.prumologistica.com.br
Oil Spill Modeling Ship-To-Ship Transfer Operations

TPET-1 Au Port Complex, So Joo da Barra (RJ)
TETRA TECH TEAM:
ANA CAROLINA R. LAMMARDO
BRUNO ANTNIO DUARTE PASSA
BRUNO VICENTE PRIMO DE SIQUEIRA
CAIO STRINGARI
EDUARDO A. YASSUDA
GABRIEL CLAUZET
GLAUCO MATHEUS LOPES
MARIA FERNANDA MENDES FIEDLER
MARIANA LINO GOUVA
MAURCIO P. LAMMARDO
PEDRO FABIANO DE MORAIS SARMENTO
RICARDO BUSOLI
Oceanographer
Oceanographer
Oceanographer
Oceanographer
Mechanical Engineer
Physicist
Oceanographer
Oceanographer
Meteorologist
Oceanographer
Oceanographer
Oceanographer
Revision 00
November 2015
TETRA TECH is responsible for the content of this report, including technologies, methodologies,
technical specifications, drawings, figures, prints, diagrams, formulas, models, samples, and ow
diagrams.
The use of this material should be consistent with the scope of the project, and Tetra Tech should
be expressly mentioned as the author of the study. Similarly, where Tetra Tech team members
work alongside the client's team, they should be mentioned and referred to as: "Tetra Tech
consultants". Any questions or variance from the foregoing should be discussed between the client
and Tetra Tech.
TETRA TECH, 2015. Oil Spill Modeling Ship-To-Ship Transfer Operations TPET-1 Au Port
Complex, So Joo da Barra (RJ). Technical Report, Revision 00 (November 6, 2015).102 pages
plus Appendixes.
Oil Spill Modeling Ship-To-Ship Transfer Operations TPET-1 Au Port Complex, So Joo da
Barra (RJ)
PAGE
1/02
REVISION HISTORY
REV.
00
DESCRIPTION
DATE
November 6,
2015
Initial Issue
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TABLE OF CONTENTS
REVISION HISTORY .................................................................................................................... 1
TABLE OF CONTENTS ................................................................................................................ 3
FIGURES ...................................................................................................................................... 5
TABLES ........................................................................................................................................ 8
SUMMARY .................................................................................................................................... 9
1. INTRODUCTION .................................................................................................................... 11
1.1.
STUDY SETTING ........................................................................................................ 12
1.1.1.
Climate .................................................................................................................................... 12
1.1.2.
Oceanographic Setting ...................................................................................................... 13
2. DATA ANALYSIS ................................................................................................................... 15

2.1.
WIND ........................................................................................................................... 16
2.2.
CURRENT ................................................................................................................... 20
2.2.1.
Point P1 .................................................................................................................................. 21
2.2.2.
Point P2 .................................................................................................................................. 23
2.3.
WATER SURFACE ELEVATION ................................................................................ 25
2.4.
DISCHARGE ............................................................................................................... 30
3. HYDRODYNAMIC MODELING .............................................................................................. 31

3.1.
DOMAIN DISCRETIZATION & INPUT DATA .............................................................. 31
3.1.1.
Numerical grid and bathymetry ....................................................................................... 31
3.1.2.
Boundary Conditions.......................................................................................................... 35
3.1.3.
Considerations on Hydrodynamic Modeling ................................................................ 36
3.2.
EVALUATION OF THE HYDRODYNAMIC MODEL .................................................... 36
3.2.1.
Evaluation for Tide .............................................................................................................. 37
3.2.2.
Evaluation for Currents ...................................................................................................... 39
4. OIL SPILL MODELING ........................................................................................................... 42

4.1.
MODEL INPUT DATA ................................................................................................. 42
4.1.1.
Wind Data............................................................................................................................... 43
4.1.2.
Current Fields ....................................................................................................................... 43
4.1.3.
Spill Modeling Points and Volume .................................................................................. 44
4.1.4.
Product Specifications ....................................................................................................... 45
4.1.5.
Cutoff Criteria ....................................................................................................................... 45
4.1.6.
Description of Spill Scenarios.......................................................................................... 46
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4.2.
SIMULATION RESULTS ............................................................................................. 47
4.2.1.
Results of Probabilistic Simulation................................................................................ 47
4.2.2.
Results of Deterministic Simulations ............................................................................ 62
5. FINAL CONSIDERATIONS .................................................................................................... 98

6. REFERENCES ..................................................................................................................... 100
APPENDIX A- DESCRIPTION OF DELF3D MODEL SYSTEM ..................................................... 1
APPENDIX B- DESCRIPTION OF THE OSCAR MODEL SYSTEM .............................................. 1
APPENDIX CDEFINITION OF GOOD WEATHER AND COLD FRONT PERIODS ..................... 1
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FIGURES
Figure 1 Location of spill modeling points: P1 (TPET-1) and P2 (Turning Basin). .................................... 12
Figure 2- Map showing locations of current, wind, tidal harmonics and discharge measurement stations. ... 15
Figure 3 - Stick plot of wind data for the summer period (December 1, 2012 to February 28, 2013). ........... 17
Figure 4 - Stick plot of wind data for the winter period (June 1 to August 31, 2013)..................................... 17
Figure 5- Summer wind rose (December 1, 2012 to February 28, 2013). Meteorological convention for
direction. Sampling interval: 1h. .............................................................................................................. 18
Figure 6- Winter wind rose (June 1 to August 31, 2013). Meteorological convention for direction. Sampling
interval: 1h................................................................................................................................................ 19
Figure 7 - Current data points. ......................................................................................................................... 21
Figure 8 - Current data at Point P1 across 25 layers. ...................................................................................... 22
Figure 9 - Polar plots of surface (left) and bottom (right) current directions at Point P1. ............................... 22
Figure 10 - Current data at Point P2 across 11 layers. .................................................................................... 24
Figure 11 - Polar plots of surface (left) and bottom (right) current directions at Point P2.............................. 24
Figure 12 - Water elevation time series for data points ADCP1 and ADCP2. ................................................ 26
Figure 13 - Amplitude spectrum calculated from harmonic prediction of variation in sea level for July 2007
in So Joo da Barra (RJ). ........................................................................................................................ 27
Figure 14 -Energy spectrum calculated from harmonic prediction of variation in sea level for July 2007 in
So Joo da Barra (RJ). ............................................................................................................................ 28
Figure 15 - Paraba do Sul seasonal average monthly discharge (m3/s) cycle. Data sources: Agncia Nacional
das guas. ................................................................................................................................................ 30
Figure 16 - Grid 01 with open boundaries in red (left) and interpolated bathymetry (right). .......................... 33
Figure 17 - Grid 02 with open boundaries in red (left) and interpolated bathymetry (right). .......................... 34
Figure 18 - Detail of numerical grid and associated bathymetry in project area. ............................................ 35
Figure 19 - Sea surface elevation series (m) for point P1, for the period from April 25 to June 27, 2013. The
measured time series is plotted in blue, and the time series resulting from the hydrodynamic modeling
is plotted in red. ........................................................................................................................................ 38
Figure 20 - Sea surface elevation series (m) for point P2, for the period from June 20 to July 24, 2013. The
is plotted in red. ........................................................................................................................................ 39
Figure 21 - Time series of current (m/s) for point P1, for the period from April 25 to June 27, 2013. The
is plotted in red. ........................................................................................................................................ 40
Figure 22 - Time series of current (m/s) for point P2, for the period from June 20 to July 24, 2013. The
is plotted in red. ........................................................................................................................................ 41
Figure 23 - Land-water interface (habitat) grid used in oil spill modeling. .................................................... 44
Figure 24 - AU_P1_SUM: Crude oil slick probability contours for a hypothetical 40,000 m (instantaneous)
spill at point P1 (TPET-1) during the summer, after 60 hours of simulation. .......................................... 50
Figure 25- AU_P1_SUM: Crude oil travel time probability contours for a hypothetical 40,000 m
(instantaneous) spill at point P1 (TPET-1) during the summer, after 60 hours of simulation.................. 51
Figure 26- AU_P1_SUM: Shoreline oiling probability contours for a hypothetical 40,000 m (instantaneous)
spill at point P1 (TPET-1) during the summer, after 60 hours of simulation. .......................................... 52
Figure 27- AU_P1_WIN: Crude oil slick probability contours for a hypothetical 40,000 m (instantaneous)
spill at point P1 (TPET-1) during the winter, after 60 hours of simulation.............................................. 53
Figure 28- AU_P1_WIN: Crude oil drift time probability contours for a hypothetical 40,000 m
(instantaneous) spill at point P1 (TPET-1) during the winter, after 60 hours of simulation. ................... 54
Figure 29- AU_P1_WIN: Shoreline oiling probability contours for a hypothetical 40,000 m (instantaneous)
spill at point P1 (TPET-1) during the winter, after 60 hours of simulation.............................................. 55
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Barra (RJ)
Figure 30 - AU_P2_SUM: Crude oil slick probability contours for a hypothetical 40,000 m (instantaneous)
spill at point P2 (Turning Basin) during the summer, after 60 hours of simulation. ............................... 57
Figure 31 - AU_P2_SUM: Crude oil travel time contours for a hypothetical 40,000 m (instantaneous) spill
at point P2 (Turning Basin) during the summer, after 60 hours of simulation. ....................................... 58
Figure 32 - AU_P2_SUM: Shoreline oiling probability contours for a hypothetical 40,000 m
(instantaneous) spill at point P2 (Turning Basin) during the summer, after 60 hours of simulation. ...... 59
Figure 33 - AU_P2_WIN: Crude oil slick probability contours for a hypothetical 40,000 m (instantaneous)
spill at point P2 (Turning Basin) during the winter, after 60 hours of simulation. .................................. 60
Figure 34 - AU_P2_WIN: Crude oil drift time contours for a hypothetical 40,000 m (instantaneous) spill
at point P2 (Turning Basin) during the winter, after 60 hours of simulation........................................... 61
Figure 35 - AU_P2_WIN: Shoreline oiling probability contours for a hypothetical 40,000 m
(instantaneous) spill at point P2 (Turning Basin) during the winter, after 60 hours of simulation. ........ 62
Figure 36 - DET_P1_GW_NP_FD: Oil slick travel time contours for a spill from P1, in good weather, neap
flood conditions, within 60 hours of the start of the simulation. ............................................................. 65
Figure 37 - Mass balance for scenario DET_P1_GW_NP_FD. ..................................................................... 66
Figure 38 - DET_P1_GW_NP_EB: Oil slick travel time contours for a spill from P1, in good weather, neap
ebb conditions, within 60 hours of the start of the simulation. ................................................................ 67
Figure 39 - Mass balance for scenario DET_P1_GW_NP_EB. ..................................................................... 68
Figure 40 - Scenario DET_P1_GW_SG_FD: Oil slick travel time contours for a spill from P1, in good
weather, spring flood conditions, within 60 hours of the start of the simulation..................................... 69
Figure 41 - Mass balance for scenario DET_P1_GW_SG_FD. ..................................................................... 70
Figure 42 - Scenario DET_P1_GW_SG_EB: Oil slick travel time contours for a spill from P1, in good
weather, spring ebb conditions, within 60 hours of the start of the simulation. ...................................... 71
Figure 43 - Mass balance for scenario DET_P1_GW_SG_EB. ..................................................................... 72
Figure 44 - Scenario DET_P1_BW_NP_FD: Oil slick travel time contours for a spill from P1, in bad weather,
neap flood conditions, within 60 hours of start of simulation. ................................................................ 73
Figure 45 - Mass balance for scenario DET_P1_BW_NP_FD....................................................................... 74
Figure 46 - Scenario DET_P1_BW_NP_EB: Oil slick travel time contours for a spill from P1, in bad weather,
neap ebb conditions, within 60 hours of start of simulation. ................................................................... 75
Figure 47 - Mass balance for scenario DET_P1_BW_NP_EB....................................................................... 76
Figure 48 - Scenario DET_P1_BW_SG_FD: Oil slick travel time contours for a spill from P1, in bad weather,
spring flood conditions, within 60 hours of start of simulation. .............................................................. 77
Figure 49 - Mass balance for scenario DET_P1_BW_SG_FD....................................................................... 78
Figure 50 - Scenario DET_P1_BW_SG_EB: Oil slick travel time contours for a spill from P1, in bad weather,
spring ebb conditions, within 60 hours of start of simulation.................................................................. 79
Figure 51 - Mass balance for scenario DET_P1_BW_SG_EB....................................................................... 80
Figure 52 - Scenario DET_P2_GW_NP_FD: Oil slick travel time contours for a spill from P2, in good
weather, neap flood conditions, within 60 hours of the start of the simulation. ...................................... 82
Figure 53 - Mass balance for scenario DET_P2_GW_NP_FD. ..................................................................... 83
Figure 54 - Scenario DET_P_GW_NP_EB: Oil slick travel time contours for a spill from P2, in good weather,
neap ebb conditions, within 60 hours of the start of the simulation. ....................................................... 84
Figure 55 - Mass balance for scenario ET_P_GW_NP_EB. .......................................................................... 85
Figure 56 - Scenario DET_P2_GW_SG_FD: Oil slick travel time contours for a spill from P2, in good
weather, spring flood conditions, within 60 hours of start of simulation. ............................................... 86
Figure 57 - Mass balance for scenario ET_P2_GW_SG_FD. ........................................................................ 87
Figure 58 - Scenario DET_P2_GW_SG_EB: Oil slick travel time contours for a spill from P2, in good
weather, spring ebb conditions, within 60 hours of start of simulation. .................................................. 88
Figure 59 - Mass balance for scenario DET_P2_GW_SG_EB. ..................................................................... 89
Figure 60 - Scenario DET_P2_BW_NP_FD: Oil slick travel time contours for a spill from P2, in bad weather,
neap flood conditions, within 60 hours of start of simulation. ................................................................ 90
Figure 61 - Mass balance for scenario DET_P2_BW_NP_FD....................................................................... 91
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Figure 62 - Scenario DET_P2_BW_NP_EB: Oil slick travel time contours for a spill from P2, in bad weather,
neap ebb conditions, within 60 hours of start of simulation. .................................................................... 92
Figure 63 - Mass balance for scenario DET_P2_TR_QD_VZ. ....................................................................... 93
Figure 64 - Scenario DET_P2_BW_SG_FD: Oil slick travel time contours for a spill from P2, in bad weather,
spring flood conditions, within 60 hours of start of simulation................................................................ 94
Figure 65 - Mass balance for scenario DET_P2_BW_SG_FD. ...................................................................... 95
Figure 66 - Scenario DET_P2_BW_SG_EB: Oil slick travel time contours for a spill from P2, in bad weather,
spring ebb conditions, within 60 hours of start of simulation. ................................................................. 96
Figure 67 - Mass balance for scenario DET_P2_BW_SG_EB. ...................................................................... 97
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TABLES
Table 1 - Positions of current, wind, tidal harmonics and discharge measurement stations (datum
SIRGAS2000). ......................................................................................................................................... 16
Table 2 - Summer wind speeds (m/s) and directions () (December 1, 2012 to February 28, 2013).
Meteorological convention for direction. Sampling interval: 1h. ............................................................ 19
Table 3 - Winter wind speeds (m/s) and directions () (June 1 to August 31, 2013). Meteorological convention
for direction. Sampling interval: 1h. ........................................................................................................ 20
Table 4 - Current data characteristics. ............................................................................................................ 20
Table 5 - Surface current speeds and directions at Point P1. .......................................................................... 22
Table 6 - Bottom current speeds and directions at Point P1. .......................................................................... 23
Table 7 - Surface current speeds and directions at Point P2. .......................................................................... 24
Table 8 - Bottom current speeds and directions at Point P2. .......................................................................... 25
Table 9 - Tidal classification by form factor. .................................................................................................. 27
Table 10 - Amplitude (cm) and local phase () of main harmonic components for tide gauge station in So
Joo da Barra (RJ) (Source: FEMAR, 2000). .......................................................................................... 28
Table 11 - RMAE classification by range. ...................................................................................................... 37
Table 12 - Geographic coordinates (SIRGAS2000) of modeling points. ............................................. 45
Table 13 - Crude oil specifications. ................................................................................................................ 45
Table 14 - Oil spill probabilistic simulation scenarios.................................................................................... 46
Table 15 - Deterministic scenario naming convention. .................................................................................. 47
Table 16 - Results of probabilistic simulations for point P1 (shoreline oiling and oil slick probability
footprint). ................................................................................................................................................. 49
footprint). ................................................................................................................................................. 55
Table 18 - Summary of deterministic scenarios four point P1........................................................................ 64
Table 19 - Summary of deterministic scenarios for point P2.......................................................................... 81
Table 20 - Results of probabilistic simulations (shoreline oiling and oil slick probability footprint). ........... 98
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SUMMARY
Tetra Tech has prepared this oil spill modeling study for Oil Terminal 1 (TPET-1) and
the Turning Basin of the Au Port Complex to support PRUMO Logstica in submitting an
Operation License Application Report for ship-to-ship transfer operations at TPET-1.
Probabilistic simulations were performed to determine oil spill probability ranges for
two seasonal conditions (summer and winter), two modeling points, one spill volume and
one product type (crude). Deterministic simulations were also performed for scenarios
representing good weather (summer) and cold front (winter), spring and neap tide, and
flood and ebb conditions.
Simulations were performed for a response/cleanup resource deployment period of 60
hours, the maximum time period required in section 2.2 of Appendix III to CONAMA
Resolution 98/08 (BRASIL, 2008) and for an Estimated Daily Recovery Capacity (EDRC)
of 8,000 m/day for the Coastal Zone.
In general, regardless of seasonal conditions, the oil trajectory is predominantly along
the north-south axis. The largest number of areas with the probability of oil occurring on
the water surface occurs in the winter season.
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1. INTRODUCTION
This report has been prepared to support PRUMO Logstica in filing an Operation
License Application Report for ship-to-ship transfer operations at Oil Terminal 1 (TPET-1),
within the Au Port Complex. The results of numerical simulation for oil dispersion from
potential oil spills at TPET-1 and in the Turning Basin are presented.
The simulations were performed using a modeling system called OSCAR1, developed
by SINTEF2. Modeling studies of the kind described in this report require: (a) detailed
knowledge of local geomorphic features (shoreline and seabed morphology) , (b) local
circulation patterns, (c) long-term wind time series and (d) and the physical and chemical
properties of the oil.
Circulation patterns were derived from the results of the Delft3D numerical model
system applied by Tetra Tech in the subject region. Local wind field is derived from CFSR3
(SAHA et al., 2010).
Chapter 1 presents the objectives of this study and provides information on the study
area. Chapter 2 presents an analysis of the meteorological, hydrological and
oceanographic data used to support the numerical modeling. Chapter 3 describes the
hydrodynamic modeling and assessment. Chapter 4 describes the oil spill scenarios, input
data, the simulations performed and the results of the probabilistic and deterministic
simulations. Finally, Chapter 5 discusses the findings of the study and provides final
considerations. Appendixes A and B provide a description of the Delft3D and OSCAR
modeling systems, respectively. Appendix C uses the applied methodology to define
deterministic dates for fair and cold front weather.
1Oil
Spill Contingency and Response.

for Industriellog Teknisk Forskning: Foundation for Scientific and Industrial Research
3Climate Forecast System Reanalysis.
2Stiftelsen
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1.1. STUDY SETTING

The project for which this study has been prepared is located in the Municipality of So
Joo da Barra, in northern Rio de Janeiro state. Figure 1 shows the location of the modeled
spill points.
Figure 1 Location of spill modeling points: P1 (TPET-1) and P2 (Turning Basin).
1.1.1.Climate
Brazil's Southeast is situated at a transition between the warm climates of low latitudes
and the mesothermal (temperate) climates of mid-latitudes (SILVA DIAS & MARENGO,
1999). The primary large-scale systems affecting local circulation are the South Atlantic
Subtropical High (SASH) and transient systems such as extratropical cyclones, cold fronts
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and the South Atlantic Convergence Zone. The periodic weather patterns induced by the
SASH, characterized by mild to moderate northeast winds and clear skies, are disrupted
by the passage of frontal systems.
Seasons in this region are well pronounced due to its latitudinal distance from the
equator. Air temperatures range from minimum temperatures in the winter to maximum
temperatures in summer, and vice versa for atmospheric pressure. The wet season occurs
in the summer and the dry season in the winter. Relative humidity is lowest in the months
of spring, and daily sunshine hours range from 5 to 8 hours throughout the year.
Prevailing winds in the region are from NE/NNE throughout the year, due largely to the
influence of the South Atlantic Subtropical High (SASH). The NNE component is most
pronounced during the summer, while the passage of frontal systems during the winter is
associated with the occurrence of SW winds.
Extreme weather events identified in the region are characterized mainly by
intensification of the prevailing wind patterns, and are associated with periods of increased
SASH intensity. In terms of seasonality, these events are observed to occur mostly in the
winter, when the SASH is northmost, and the influence of frontal systems is often more
intense.
1.1.2.Oceanographic Setting
Oceanographic patterns in the study area are characterized by a microtidal climate
with a tidal range of 1.3 m at spring tide and 0.3 m at neap tide.
Ocean currents in the region have a predominantly S and SW trend, although coastal
currents, upwelling, coastal countercurrents and tidal streams are also observed.
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Data collected at a depth of 110 m show that NE waves are dominant throughout the
year with a significant height of 1.8 m and an 8-second period (SOUZA, 1988).
SE and S waves associated with cold fronts, and therefore common in the winter, reach
a height of 4.5 m. Waves approaching the shoreline have an average breaking height of 1
m and a period of 5 to 8s. Despite the prevalence of NE waves, SE and S waves are
observed to concentrate more energy (MUEHE & CORREA, 1989).
Ocean currents in the region have a predominantly S and SW trend, although coastal
currents, upwelling, coastal countercurrents and tidal streams are also observed.
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2. DATA ANALYSIS
The most significant data for the purposes of this investigation (CFSR 4 wind, current,
harmonic constants from FEMAR5 and discharge), the locations of which are indicated in
Figure 2 and the coordinates of which are listed in Table 1, are described and discussed
in this chapter. These analyses serve to provide a better understanding of local dynamics,
calibrate the numerical models and establish representative scenarios for the different
hydrodynamic and meteorological conditions found in the area.
Figure 2- Map showing locations of current, wind, tidal harmonics and discharge measurement
stations.
4Climate
Forecast System Reanalysis. Available at <http://rda.ucar.edu/datasets/ds093.1/>. Last accessed on April 22,

2013.
5 Fundao de Estudos do Mar.
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Table 1 - Positions of current, wind, tidal harmonics and discharge measurement stations (datum
SIRGAS2000).
DATA
LATITUDE
LONGITUDE
P1
2153'60.00"S
4057'3.50"W
P2
2148'36.00"S
4058'12.00"W
P1
2153'60.00"S
4057'3.50"W
P2
2148'36.00"S
4058'12.00"W
Wind
2154'00,00"S
4054'00,00" W
Discharge
214511,80S
411801,10W
Current
Tide
2.1. WIND
The wind data presented below are derived from CFSv2 reanalysis at the grid point at
coordinates 215400 S and 405400 W in Figure 2, which is representative of the
dynamics of the study area. CFSv2 (Climate Forecast System Reanalysis Version 2; SAHA
et al., 2014) is a climate database made available by the US National Center for
Environmental Prediction (NCEP). This database has been updated from January 2011 to
the present for the continuity of the Climate Forecast System Reanalysis (CFSR) product,
and contains upgrades to the data assimilation process inherent to the database. The
physical basis of CFSv2 uses the same model as CFSR, offering a global, high-resolution,
coupled atmosphere-ocean-land surface-sea ice system providing information on these
domains. CFSv2 provides 0.2 spatial resolution and hourly time resolution.
The descriptive analysis of the wind circulation patterns in the study area is presented
for two seasonal periods: summer, covering December 1, 2012 to February 28, 2013, and
winter, from June 1 to August 31, 2013. Figure 3 shows a stick plot of wind data for the
summer season, and Figure 4 for the winter season. In the summer, prevailing winds can
be seen to be from NE, with some shifts to SW to SE winds. The NE wind pattern is due to
the circulation associated with the South Atlantic Subtropical High (SASH) and constitutes
the prevailing condition in the study area. This condition is periodically disrupted by the
passage of frontal systems, or even by the formation of the so-called South Atlantic
Convergence Zone (SACZ), associated with SW to SE winds. The presence of SW to SE
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winds is observed to be most frequent during the winter due to the greater frequency of
cold fronts moving through the region at this time of year.
Figure 3 - Stick plot of wind data for the summer period (December 1, 2012 to February 28, 2013).
Figure 4 - Stick plot of wind data for the winter period (June 1 to August 31, 2013).
Figure 5 shows a wind rose for the modeling point during the summer period, in which
the wind direction shown is with reference to the geographic North and uses the
meteorological wind direction convention. The concentric circles indicate the percent
occurrence of wind from each direction (%) and the color coding indicates the wind speed
class (m/s). Table 2 shows the wind directions and wind speeds for this period. Prevailing
winds in the summer are NE (33.3%), followed by NNE (23.4%). Average NE wind speed
was 7.7 m/s and maximum wind speed was 12.0 m/s, and average and maximum NNE
wind speeds were respectively 6.3 m/s and 10.9 m/s, . The most frequent range of wind
speed was 4.0 to 8.0 m/s.
Similarly, Figure 6 shows a wind direction histogram for the modeling point during the
winter period, and Table 3 shows the combination of wind direction and wind speed for this
period. Prevailing winds were from NNE (15.7%) and NE (15.9%), although SSW winds
were recorded 9.4% of the time (compared with 3.8% in the summer), denoting an
increased influence from frontal systems. Medium and maximum NE wind speeds were
respectively 6.5 m/s and 11.9 m/s, whereas NNE wind speeds were average 6.4 m/s and
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maximum 11.7 m/s. In the SSW direction, average wind speed was 6.3 m/s and maximum
wind speed was 11.2 m/s. The most frequent wind speed ranges were between 2.0 m/s
and 6.0 m/s.
Figure 5- Summer wind rose (December 1, 2012 to February 28, 2013). Meteorological convention
for direction. Sampling interval: 1h.
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Table 2 - Summer wind speeds (m/s) and directions () (December 1, 2012 to February 28, 2013).
Meteorological convention for direction. Sampling interval: 1h.
Vento (m/s)
NNE
NE
ENE
ESE
SE
SSE
SSW
NNW
Total
0,0-2,0
19
11
SW WSW
3
W
5
WNW NW
6
101
4,7
2,0-4,0
33
35
26
20
25
21
13
36
33
34
33
13
21
363
16,8
4,0-6,0
72
178
100
38
30
16
26
35
22
14
12
561
26,0
6,0-8,0
20
187
279
83
19
22
10
639
29,6
8,0-10,0
85
232
76
397
18,4
10,0-12,0
10
78
97
4,5
12,0-14,0
0,1
Total
145
506
720
229
68
46
43
83
82
81
58
28
17
13
33
2160
6,7
23,4
33,3
10,6
3,1
2,1
2,0
3,8
3,8
3,8
2,7
1,3
0,8
0,6
0,4
1,5
Mdia
4,3
6,3
7,7
7,0
4,1
3,3
3,9
4,0
4,4
4,4
3,9
3,7
2,9
1,9
2,9
3,2
Mxima
8,1
10,9
12,0
11,8
7,2
5,7
5,9
6,5
7,9
8,3
7,3
7,6
4,4
2,9
4,5
6,6
Figure 6- Winter wind rose (June 1 to August 31, 2013). Meteorological convention for direction.
Sampling interval: 1h.
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Table 3 - Winter wind speeds (m/s) and directions () (June 1 to August 31, 2013). Meteorological
convention for direction. Sampling interval: 1h.
Vento (m/s)
NNE
NE
ENE
ESE
SE
SSE
SSW
NNW
Total
0,0-2,0
11
11
10
15
10
SW WSW
15
19
W
9
WNW NW
10
159
7,2
2,0-4,0
35
31
39
24
29
44
45
28
26
34
37
33
25
40
37
63
570
25,8
4,0-6,0
92
100
95
75
42
66
53
29
32
50
26
17
24
709
32,1
6,0-8,0
51
146
113
30
13
10
15
13
64
19
486
22,0
8,0-10,0
49
76
10
10
28
18
198
9,0
10,0-12,0
12
16
22
35
86
3,9
Total
186
346
350
139
95
126
117
91
96
208
150
75
38
50
47
94
2208
(%)
8,4
15,7
15,9
6,3
4,3
5,7
5,3
4,1
4,3
9,4
6,8
3,4
1,7
2,3
2,1
4,3
Mdia
5,1
6,4
6,5
4,8
4,2
4,0
4,4
4,8
4,6
6,3
6,4
3,4
2,6
2,5
3,0
3,4
Mxima
8,5
11,7
11,9
8,1
7,1
6,8
10,3
9,9
10,0
11,2
11,8
6,7
5,5
4,0
4,4
5,7
(%)
2.2. CURRENT
Collected current data provided inputs for a better understanding of local circulation
dynamics and for validation and calibration of the hydrodynamic model. Current data were
provided by the client and obtained through ADCP sampling at the coordinates indicated
in Table 4. Vertical resolution was 1 meter. The measurement points, shown in Figure 7,
cover the areas of interest.
Table 4 - Current data characteristics.
Geographic
coordinates
Depth
Data period
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P1
P2
21.90 S and
40.51 W
21.81 S and
40.97 W
28 m
24 Apr 2013 - 04
Sep 2013
13.5 m
01 Jun 2013 - 24
Sep 2013
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Figure 7 - Current data points.
2.2.1.Point P1
Current data at Point P1 were collected from April 24, 2013 to September 4, 2013.
Local water depth is 28 m and data was collected for 25 layers at 1 m intervals. Figure 8
shows the data for all 25 layers. It can be seen that the data for any given time point are
virtually uniform across the water column, with surface currents slightly greater than bottom
currents (Figure 9). Prevailing currents are in the South and South-East direction.
Table 5 and Table 6 show the surface and bottom current speed and direction data at
point P1.
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Figure 8 - Current data at Point P1 across 25 layers.
Figure 9 - Polar plots of surface (left) and bottom (right) current directions at Point P1.
Table 5 - Surface current speeds and directions at Point P1.
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Vel. (cm /s)

0,0-10,0
10,0-20,0
20,0-30,0
30,0-40,0
40,0-50,0
50,0-60,0
60,0-70,0
70,0-80,0
Total
%
Vel. m d.
Vel. m x
N
107
299
520
442
224
184
70
29
1875
10,7
32
79,9
NNE
88
258
355
305
220
248
342
247
2063
11,7
42,5
79,9
NE
69
196
159
88
74
62
28
3
679
3,9
28,1
73,6
ENE
63
147
77
82
45
12
0
0
426
2,4
23
56,6
E
106
115
89
41
22
9
0
0
382
2,2
19,1
57,3
ESE
95
141
77
22
15
7
9
0
366
2,1
19,1
66,5
SE
90
177
176
108
62
14
5
0
632
3,6
23,6
68,3
SSE
104
426
574
410
124
41
29
1
1709
9,7
26,5
70,1
S
115
606
820
640
198
34
0
0
2413
13,7
26,1
58,3
SSW
161
602
575
266
73
11
16
2
1706
9,7
22,6
75,8
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SW
170
521
325
111
22
0
0
0
1149
6,5
18,7
49,3
WSW
126
413
167
17
0
0
0
0
723
4,1
16
34,6
W
118
381
272
25
1
0
0
0
797
4,5
17,4
40,8
WNW
111
305
205
60
9
0
0
0
690
3,9
18,4
44
NW
91
308
327
110
53
0
0
0
889
5,1
21,7
48,9
NNW
99
295
376
209
116
9
0
0
1104
6,3
24,7
57,4
Total
1713
5190
5094
2936
1258
631
499
282
17603
%
9,7
29,5
28,9
16,7
7,1
3,6
2,8
1,6
SW
419
363
4
0
0
0
0
786
4,5
9,7
20,8
WSW
326
300
2
0
0
0
0
628
3,6
9,4
20,9
W
307
153
1
0
0
0
0
461
2,6
8,6
21,3
WNW
299
117
5
0
0
0
0
421
2,4
8
22,2
NW
257
142
2
0
0
0
0
401
2,3
8,8
21,4
NNW
285
246
35
3
0
0
0
569
3,2
10,6
30,8
Total
7436
7430
1668
465
337
253
58
17647
%
42,1
42,1
9,5
2,6
1,9
1,4
0,3
Table 6 - Bottom current speeds and directions at Point P1.

Vel. (cm /s)
0,0-10,0
10,0-20,0
20,0-30,0
30,0-40,0
40,0-50,0
50,0-60,0
60,0-70,0
Total
%
Vel. m d.
Vel. m x
N
363
445
94
37
7
8
2
956
5,4
13,4
64,9
NNE
522
573
211
212
286
241
56
2101
11,9
25,4
69,8
NE
445
675
202
94
42
4
0
1462
8,3
15,5
52,1
ENE
464
498
130
6
1
0
0
1099
6,2
12
40,9
E
536
369
28
0
0
0
0
933
5,3
9,6
29,9
ESE
625
466
35
0
0
0
0
1126
6,4
9,6
26,4
SE
720
671
167
15
0
0
0
1573
8,9
11,5
38,8
SSE
773
1046
476
58
1
0
0
2354
13,3
14,1
40,8
S
599
889
224
39
0
0
0
1751
9,9
13,2
38,6
SSW
496
477
52
1
0
0
0
1026
5,8
10,4
30,4
2.2.2.Point P2
Current data at Point P2 were collected from June 01, 2013 to September 24, 2013.
Local water depth is 13.5 m and data was collected for 11 layers at 1m intervals. Figure 10
shows the data for all 11 layers. As with Point P1, the data for any given time point are
seen to be virtually constant across the water column, with surface currents slightly greater
than bottom currents (Figure 11). Currents are observed to be bimodal, with two prevailing
directions (North-Northeast and South-Southeast), the South-Southeast component being
the most significant across the column.
Table 7 and Table 8 show respectively the surface and bottom current speed and
direction data at point P2. The bimodal nature of the currents can be observed, with SSE
and NNW as prevailing directions.
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Figure 10 - Current data at Point P2 across 11 layers.
Figure 11 - Polar plots of surface (left) and bottom (right) current directions at Point P2
Table 7 - Surface current speeds and directions at Point P2.
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Vel. (cm /s)

0,0-10,0
10,0-20,0
20,0-30,0
30,0-40,0
40,0-50,0
50,0-60,0
60,0-70,0
70,0-80,0
Total
%
Vel. m d.
Vel. m x
N
96
218
295
202
94
103
20
0
1028
7,5
28,4
68,4
NNE
69
96
76
36
11
2
5
0
295
2,1
19,9
69,7
NE
46
43
46
23
7
0
0
0
165
1,2
18,8
47,1
ENE
34
45
16
3
3
4
7
0
112
0,8
19,1
67,8
E
44
44
11
7
8
3
1
4
122
0,9
17,8
76,3
ESE
53
88
47
21
16
10
5
11
251
1,8
23,4
79,9
SE
87
242
192
156
93
76
19
8
873
6,4
28,1
75,3
SSE
155
528
824
854
799
483
374
95
4112
29,9
37
79,9
S
193
529
700
638
398
216
76
6
2756
20,1
30,3
73,4
SSW
157
289
107
28
6
1
0
0
588
4,3
15,4
50,4
SW
114
115
11
0
0
0
0
0
240
1,7
10,2
27,8
WSW
130
73
10
0
0
0
0
0
213
1,6
9,4
27,1
W
108
66
5
0
0
0
0
0
179
1,3
9
25,1
WNW
128
131
16
0
0
0
0
0
275
2
11,2
29,8
NW
119
264
183
50
24
6
0
0
646
4,7
18,9
57,7
NNW
131
296
480
514
294
158
10
0
1883
13,7
30,4
64,3
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Total
1664
3067
3019
2532
1753
1062
517
124
13738
%
12,1
22,3
22
18,4
12,8
7,7
3,8
0,9
Table 8 - Bottom current speeds and directions at Point P2.

Vel. (cm /s)
0,0-10,0
10,0-20,0
20,0-30,0
30,0-40,0
40,0-50,0
50,0-60,0
Total
%
Vel. m d.
Vel. m x
N
334
482
192
79
13
2
1102
8
15,5
54
NNE
186
104
3
0
0
0
293
2,1
8,2
27,9
NE
150
19
0
0
0
0
169
1,2
5,8
13,8
ENE
120
6
0
0
0
0
126
0,9
5,5
11,7
E
112
12
0
0
0
0
124
0,9
5,3
18
ESE
149
56
2
0
0
0
207
1,5
7,7
24
SE
252
245
74
4
0
0
575
4,2
11,9
33,8
SSE
410
1345
1342
533
164
27
3821
27,8
21,8
55,5
S
438
1429
1030
279
21
0
3197
23,2
18,6
49,7
SSW
392
351
23
0
0
0
766
5,6
10
29,8
SW
268
66
0
0
0
0
334
2,4
6,9
17,5
WSW
207
24
0
0
0
0
231
1,7
6
13,8
W
194
15
0
0
0
0
209
1,5
5,8
13,1
WNW
237
50
0
0
0
0
287
2,1
7
19,1
NW
261
181
9
0
0
0
451
3,3
9,3
27,3
NNW
316
616
586
305
53
1
1877
13,6
20,4
50,4
Total
4026
5001
3261
1200
251
30
13769
%
29,2
36,3
23,7
8,7
1,8
0,2
2.3. WATER SURFACE ELEVATION

Collected water elevation data provided inputs for a better understanding of changes
in sea level and for validation and calibration of the hydrodynamic model.
Sea level measurements summarize the influences from various oceanic processes,
including the effects of ocean currents, the gravity field due to mass (density), weather,
geopotential (geoid surface with the same gravity acceleration value), contour currents and
astronomical tidal forcings.
The primary component of water elevation in the region is tide. Tide can be defined as
a change in sea level in the form of long-period waves, largely caused by the influence of
the gravitational pull of different celestial bodies on the Earth. The rising and falling of the
tides are termed as flooding and ebbing, respectively. These variations are related to the
tidal currents resulting from these astronomical forcings.
Astronomical tide is a deterministic variable that affects coastal dynamics, and is
defined as the rising and lowering of sea level at 12 or 24 hour periods due to the
gravitational effects of the Earth-Moon-Sun system.
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The water surface elevation data used in this study are from the same data points as
for current, and are summarized in Table 4. Figure 12 shows the water elevation time series
for the two data points in the study.
1.5
Ponto P1
Ponto P2
Elevao (m)
1
0.5
0
-0.5
-1
-1.5
05/07
15/07
25/07
Tempo
04/08
14/08
24/08
Figure 12 - Water elevation time series for data points ADCP1 and ADCP2.
In addition to water surface elevation data, Table 10 shows the harmonic constants for
the FEMAR tide gauge station in So Joo da Barra (2138.2S and 4103.0W). The
primary components for the region are M2 and S2, with amplitudes of 36.4 cm and 16,5
cm, respectively, indicating the semidiurnal nature of the tides in the region. The O1
component has an amplitude of 7.7 cm, N2 has an amplitude of 7.3 cm, all other
components have amplitudes below 5 cm.
The tidal amplitude spectrum calculated from these constants (Figure 13) has a peak
amplitude of approximately 25 cm at a frequency of two cycles per day, corresponding to
a semidiurnal tide. A second smaller peak can be seen in the range of 1 cpd (diurnal tide)
with an amplitude of about 7 cm. The same is observed in the tidal energy spectrum (Figure
14), with a significant concentration of energy at a frequency of 2 cpd, as indicated by the
99% confidence interval calculated for this spectrum. Energy concentration is also
observed at a frequency of 1 cpd.
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Based on form factor F (Defant, 1960), the tidal climate at the Vila do Conde station
can be classified as semidiurnal (0.22),
Table 9.
(K1+O1)
.F = (M2+S2)(Eq. 2.3-1)
Table 9 - Tidal classification by form factor.

F VALUE
CATEGORY
0.0 - 0.25
Semidiurnal
0.25 - 1.5
Mixed, mainly semidiurnal
1.5 - 3.0
Mixed, mainly diurnal
> 3.0
Diurnal
Figure 13 - Amplitude spectrum calculated from harmonic prediction of variation in sea level for July
2007 in So Joo da Barra (RJ).
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Figure 14 -Energy spectrum calculated from harmonic prediction of variation in sea level for July
2007 in So Joo da Barra (RJ).
Table 10 - Amplitude (cm) and local phase () of main harmonic components for tide gauge station
in So Joo da Barra (RJ) (Source: FEMAR, 2000).
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2.4. DISCHARGE
Discharge data for the Paraba do Sul River was obtained from the Campos Ponte
Municipal (ANA6) gauge station at coordinates 2145'11.8"S and 4118'01.1"W, for the
period from January 1934 to December 2009. Figure 15 presents the seasonal cycle of
mean discharge rates recorded at this station.
The Paraba do Sul has a maximum monthly mean discharge of 1,151 m3/s and a
minimum monthly mean discharge of 602 m3/s. The peak drought period occurs between
July and October and the maximum flood period from January to March. The mean
discharge for the sampled period was 791 m3/s.
Figure 15 - Paraba do Sul seasonal monthly mean discharge (m3/s) cycle. Data sources: Agncia
Nacional das guas.
Agncia Nacional de guas.
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3. HYDRODYNAMIC MODELING
The Delft3D hydrodynamic model system's Delft3D-FLOW module (DELTARES,
2013) was selected for the purposes of this study. This model system has the ability to
simulate hydrodynamic circulation in response to baroclinic and barotropic forcings, as well
as the transfer of momentum to the hydrodynamic system deriving from the wind system.
The key features of the model are described in Appendix A.
3.1. DOMAIN DISCRETIZATION & INPUT DATA

This study investigates the behavior of certain variables in space and time. The
methodology (numerical simulations) depends on the two- and/or three-dimensional
geometry to be analyzed. The procedures adopted in considering these critical factors and
ensuring the quality of the investigation are described below.
3.1.1. Numerical and bathymetry grid

The numerical grid implemented in this study is a compromise between the final
objectives of the modeling project and the description of the processes in the region. The
grid is specified by grid points along the shoreline (in the plane) and by the bathymetry
(vertical axis). Once the grid points along the shoreline have been determined, other
bathymetric features are assigned to the domain.
Two curvilinear numerical grids were implemented: (1) the first, designated as grid 01,
with a horizontal dimension of 242x73 points and five sigma layers in the vertical, and a
horizontal spacing ranging from 5,000 m to 250 m; and (2) the second, designated as grid
02 with 190x194 points and four sigma layers in the vertical, and a horizontal spacing
ranging from 2,000 m (in the lower resolution region) to 25 m (in the project region).
Grid 01 was developed to feed hydrodynamic conditions to the transport model at the
modeling point in the coastal region of the approach channel. Grid size is approximately
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270 km. Because this point is in the outer region it is subject to a more vigorous current
regime and the probability areas for oil tend to encompass a greater extent.
Grid 02 was configured to feed hydrodynamic conditions to the transport model for the
modeling point in the inner portion of the approach channel, and therefore has greater
spatial resolution in this area.
Depth information was obtained by digitalizing the water depths of DHN7 nautical chart
no. 1,400 as well as from information provided by the client from a bathymetric survey
centered on the project area, and supplemented by surveys available in Tetra Tech's data
base.
Satellite image information was also used to fit the bathymetry to the shoreline. Water
depths were assigned to each numerical grid point in the model through triangular
interpolation. The data was thereby incorporated into the model and adjusted to the
adopted resolution. The final results of the discretization of the numerical grid are illustrated
below. Figure 16 shows Grid 01 and the interpolated bathymetry, Figure 17 shows Grid 02
and the interpolated bathymetry, while Figure 18 shows a detail of the grid and bathymetry
near the project site.
Hydrography and Navigation Directorate, Brazilian Navy.
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Figure 16 - Grid 01 with open boundaries in red (left) and interpolated bathymetry (right).
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Figure 17 - Grid 02 with open boundaries in red (left) and interpolated bathymetry (right).
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Figure 18 - Detail of numerical grid and associated bathymetry in project area.
3.1.2. Boundary Conditions

The Delft3D model system allows open boundaries to be used in hydrodynamic
simulations. These open boundaries can be assigned forcing (active) and radiational
(passive) conditions. When forcings are applied to open boundaries, time series or constant
values can be used for different variables pertaining to the system.
In the hydrodynamic model a set of 19 (Grid 1) and 3 (Grid 2) open boundaries were
applied on the ocean front, and one boundary (in both grids) on the river front (Figure 16
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and Figure 17). The hydrodynamic condition imposed on these boundaries was the
harmonic prediction of water elevation obtained from the harmonic constants of the global
tide model TPXO8. At the river boundary discharge values obtained from the Campos
Ponte Municipal gauge station were used.
3.1.3. Considerations on Hydrodynamic Modeling

Different model configurations were used in the numerical simulations. First, because
the current data used to evaluate the hydrodynamic model was collected prior to the
construction of the Au Port Complex, a configuration was used with the bathymetric data
collected before the start of the works and without taking account of the jetty structures, for
the primary purpose of evaluating the model. Then, to provide the current fields to support
transport modeling, the simulations incorporated project bathymetric data and construction
of the facilities.
To account for seasonal variability, two periods were simulated: (a) three winter
months, from May 31 to September 7, 2013; and (b) three summer months, from November
30, 2012 to March 7, 2013. These periods were selected due to the availability of data to
evaluate the model, and for both periods a heat-up period of ten days was allowed for the
model to stabilize.
3.2. EVALUATION OF THE HYDRODYNAMIC MODEL

The validation methodology applied is based on evaluating the model for its ability to
reproduce the hydrodynamic circulation in the study region. Comparisons are presented
between the hydrodynamic modeling results and the data series collected in the region of
interest.
The comparison between the modeling results and the data was quantified by the
following parameters:
8Available
at <http://opendap.deltares.nl/thredds/catalog/opendap/deltares/delftdashboard/>. Last accessed on April 22,
2013.
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1. Relative Error Statistic The relative error statistic between the model predictions and
observations is given as (EPA, 2000):
n
Erel
dado
i 1
modelo i
(Eq. 3.2-1)
dado
i 1
Since the relative error statistic is the ratio of mean absolute error (the numerator in
the expression above) to the average of observations, it can be expressed as a percentage.
Relative error statistic is ideally null.
The same definition is given in Walstra et al. (2001), and is termed by other authors
as: Relative Mean Absolute Error (RMAE). In Table 11 the authors present a classification
(qualification) with the error values.
Table 11 - RMAE classification by range.

PERCENT ERROR (RMAE) (%)
QUALIFICATION
RMAE < 20
Excellent
20 < RMAE < 40
Good
40 < RMAE < 70
Reasonable
70 < RMAE < 100
Poor
RMAE > 100
Terrible
2. Absolute Mean Error Statistic. Absolute mean error statistic is defined as (EPA, op. cit.;
Willmott, 1982):
Eabs
1 n
dado i modelo i
n i 1
(Eq. 3.2-2)
Absolute mean error statistic is the mean deviation between the model predictions and
observed data. Mean deviation is ideally zero. The absolute error statistic has the same
physical dimension (unit) as the data.
3.2.1. Evaluation for Tide
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The hydrodynamic model was evaluated for sea surface elevation using data from both
points (P1 and P2) as described in Chapter 2. The surface elevation series, for both the
data and the model results for points P1 and P2, are shown respectively in Figure 19 and
Figure 20. The parameters estimated to quantify the comparison (data X model) are
presented above the figures.
According to the RMAE classification, the comparison for elevation at points P1 and
P2 was considered good.
RMAE = 0.30 , E abs = 0.09
1.5
Elevao - Dado
Elevao - Modelo
Elevaao (m)
1
0.5
0
-0.5
-1
-1.5
26/05
31/05
05/06
10/06
Dia
15/06
20/06
25/06
Figure 19 - Sea surface elevation series (m) for point P1, for the period from April 25 to June 27,
2013. The measured time series is plotted in blue, and the time series resulting from the
hydrodynamic modeling is plotted in red.
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RMAE = 0.36 , E abs = 0.11

1.5
Elevao - Dado
Elevao - Modelo
Elevaao (m)
1
0.5
0
-0.5
-1
-1.5
25/06
30/06
05/07
10/07
15/07
20/07
Dia
Figure 20 - Sea surface elevation series (m) for point P2, for the period from June 20 to July 24,
2013. The measured time series is plotted in blue, and the time series resulting from the
hydrodynamic modeling is plotted in red.
3.2.2. Evaluation for Currents

The hydrodynamic model was evaluated with respect to currents using the data
measured from the three ADCPs. Time series of the u and v current components, for both
the data and the model results for points P1 and P2, are presented respectively in Figure
21 and Figure 22. The parameters estimated to quantify the comparison (data x model) are
shown above the figures.
According to the RMAE classification, the comparison at points P1 and P2 was
considered good.
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RMAEVEL = 0.39 , E abs = 0.05

1
Velocidade (m/s)
Comp.U - Dado
Comp.U - Modelo
0.5
-0.5
-1
26/05
31/05
05/06
10/06
Dia
15/06
20/06
25/06
RMAEVEL = 0.39 , E abs = 0.09

1
Velocidade (m/s)
Comp.V - Dado
Comp.V - Modelo
0.5
-0.5
-1
26/05
31/05
05/06
10/06
Dia
15/06
20/06
25/06
Figure 21 - Time series of current (m/s) for point P1, for the period from April 25 to June 27, 2013.
The measured time series is plotted in blue, and the time series resulting from the hydrodynamic
modeling is plotted in red.
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RMAEVEL = 0.29 , E abs = 0.03

1
Comp.U - Dado
Comp.U - Modelo
Velocidade (m/s)
0.5
-0.5
-1
25/06
30/06
05/07
10/07
15/07
20/07
Dia
RMAEVEL = 0.29 , E abs = 0.06
1
Comp.V - Dado
Comp.V - Modelo
Velocidade (m/s)
0.5
-0.5
-1
25/06
30/06
05/07
10/07
15/07
20/07
Dia
Figure 22 - Time series of current (m/s) for point P2, for the period from June 20 to July 24, 2013.
The measured time series is plotted in blue, and the time series resulting from the hydrodynamic
modeling is plotted in red.
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4. OIL SPILL MODELING

This chapter presents the results of the modeling of oil slick transport from a potential
oil spill in the project area. Simulations were performed based on the future layout of the
facilities, for two modeling points, and for one spilled product (Crude). The modeled spill
volume is the maximum worst-case volume of 40,000 m3 for the wing tanks of a vessel as
established in the International Convention for the Prevention of Pollution from Ships
(MARPOL). Simulations were conducted for the summer and the winter period, and
assuming a duration of 60 hours.
Oil spill modeling was performed using OSCAR (Oil Spill Contingency and Response),
a model system developed by SINTEF (http://www.sintef.no) to support the development
of contingency plans and decision-making in the event of an oil spill. A more detailed
description of the model can be found in Appendix B.
4.1. MODEL INPUT DATA

The input data sets and model parameters defining a scenario are:
Geographic location of spill point;

Date and time;
Duration of spill;
Spilled volume;
Type of oil;
Duration of simulation;
Response options (e.g., booming, overflights, dispersants);
Current field;
Meteorological data file;
Output options;
Simulation parameters.
The simulation results are therefore for a single scenario defined by the input data file
and model parameters.
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4.1.1. Wind Data

Wind field data were prepared for the oil spill modeling exercise based on the
reanalysis data described in Section 2.1.
4.1.2. Current Fields

The current field data used in this oil spill modeling investigation were generated by
hydrodynamic modeling, as described in Chapter 3. Two hydrodynamic fields, representing
the summer (December to February) and winter (June to August) periods, were defined to
assess the seasonality of environmental forcings on circulation and transport patterns.
To support the development of drift scenarios for the oil spills modeled in this
investigation, a habitat9 grid of sufficient size to cover the entire study area was defined,
with a resolution of 16 m on the X axis and 24 m on the Y axis, as illustrated in Figure 23.
9A
grid defining which cells or blocks correspond to land and which correspond to water, bounded by the shoreline.
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Figure 23 - Land-water interface (habitat) grid used in oil spill modeling.
4.1.3. Spill Modeling Points and Volume

PRUMO Logstica defined to modeling points for the investigation: one at the berthing
pier TPET-1 (P1) and one in the Turning Basin (P2). Table 12 shows the coordinates of
the modeling points.
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Table 12 - Geographic coordinates (SIRGAS2000) of modeling points.

GEOGRAPHIC COORDINATES
MODELING
POINTS
LOCATION
P1
P2
LATITUDE
LONGITUDE
TPET-1
2148' 8.12"S
4058'49.83"W
Turning Basin
2147' 44.28"S
4059' 03.70"W
All scenarios were simulated assuming the worst-case spill scenario defined in
accordance with MARPOL requirements. The total spillage volume was accordingly set at
40,000 m, the maximum wing tank capacity of vessels operating at TPET-1 assuming
collisions either between vessels or with the terminals. The entire volume was assumed to
be released in an instantaneous spill.
Simulations were performed for a 60 hour period taking account of summer and winter
season conditions.
4.1.4. Product Specifications

Based on available information, the crude oil likely to be transported in the region is
from Sapinho.
The physical and chemical properties of the product were taken from an Oil Receipt
Form provided by the client and are presented in Table 13 . Other required data were
obtained from the OSCAR model database for crude oil.
Table 13 - Crude oil specifications.

VALUES
SPECIFICATION
Sapinho
API ()
28
Density (g/cm3) @ 20C
0.887
Dynamic viscosity (Cst) @ 40C
41.0
4.1.5. Cutoff Criteria
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A 60-hour oil slick monitoring period was assumed as the cutoff criterion for the
simulations. This corresponds to the maximum time period under section 2.2 of Appendix
III to CONAMA Resolution 398/08 (BRASIL, 2008) and an Estimated Daily Recovery
Capacity (EDRC) of 8,000 m/day for the Coastal Zone.
4.1.6. Description of Spill Scenarios

Probabilistic simulations were performed by randomly varying the onset of the spill
within the summer (December 2012 to February 2013) and winter (June to August 2013)
periods. To incorporate the variability of the meteorological and oceanographic forcings, a
series of 600 simulations for each probabilistic scenario were run with the OSCAR model.
Table 14 provides a summary of the probabilistic scenarios simulated in this investigation.
Table 14 - Oil spill probabilistic simulation scenarios.

SCENARIOS
PRODUCT
VOLUME (m)
SEASON
OF YEAR
DURATION
OF SPILLAGE
SIMULATION
TIME
AU_P1_SUM
Crude Oil
40,000
Summer
Instantaneous
60 hours
AU_P1_WIN
Crude Oil
40,000
Winter
Instantaneous
60 hours
AU_P2_SUM
Crude Oil
40,000
Summer
Instantaneous
60 hours
AU_P2_WIN
Crude Oil
40,000
Winter
Instantaneous
60 hours
Deterministic scenarios were simulated to represent the oil trajectory for different
meteorological and oceanographic conditions. Good weather (summer) and cold front
(winter) periods were defined based on an analysis of cold front patterns in the region. This
analysis is detailed in Appendix C. Spring and neap, flood and ebb tide scenarios were
also simulated.
Table 15 shows an example of the naming convention used for the scenarios:
DET indicates the scenario is deterministic,
P1 and P2 indicate the location of the modeling points,
GW and BW indicate good weather (summer) and bad weather (cold front Winter), respectively;
SG and NP indicate spring and neap tides, respectively;
FD and EB indicate flood or ebb tides respectively.
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Table 15 - Deterministic scenario naming convention.

P1 (TPET-1)
TIDAL REGIME
SPRING
WEATHER
CONDITIONS
Flood
NEAP
Ebb
Flood
Ebb
Good Weather
DET_P1_GW_SG_FD
DET_P1_GW_SG_EB
DET_P1_GW_NP_FD
DET_P1_GW_NP_EB
Bad Weather
DET_P1_BW_SG_FD
DET_P1_BW_SG_EB
DET_P1_BW_NP_FD
DET_P1_BW_NP_EB
P2 (TURNING BASIN)
TIDAL REGIME
SPRING
WEATHER
CONDITIONS
Flood
NEAP
Ebb
Flood
Ebb
Good Weather
DET_P2_GW_SG_FD
DET_P2_GW_SG_EB
DET_P2_GW_NP_FD
DET_P2_GW_NP_EB
Bad Weather
DET_P2_TR_SG_FD
DET_P2_TR_SG_EB
DET_P2_TR_NP_FD
DET_P2_TR_NP_EB
4.2. SIMULATION RESULTS

This section discusses the results of the probabilistic and deterministic simulations of
potential oil spills in the study area. It is important to note that the simulations evaluated
the trajectory and weathering of the oil in the absence of containment and cleanup
measures.
4.2.1. Results of Probabilistic Simulation

In this subsection the results of the probabilistic simulations are presented in the form
of illustrations with probability intervals for the occurrence of oil on the water and shoreline,
and oil travel time.
In all probability interval illustrations, the upper boundary value of a color-coded range
on the scale is included in that range. For example, the probability range of 10-20%
includes probabilities exceeding 10% and equal to or less than 20%.
The travel-time contour illustrations indicate the minimum calculated time for the oil
slick to move (for each position on the grid) between all deterministic scenarios within the
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probabilistic scenario. In these illustrations oil travel times are ranked as 2, 6, 12, 36 and
60 hours from the start of the spill, selected based on the maximum spill
containment/cleanup resource deployment times specified in Appendix III of CONAMA
Resolution No. 398/08 (BRASIL, 2008).
The results show that the oil trajectory is predominantly north-south. The winter
scenarios were also observed to have the largest oil slick and shoreline oiling probability
footprints. The simulation results have been divided by the location of the modeling points
for a better understanding of the results.
4.2.1.1. Probabilistic Simulation Point P1 TPET-1

The results of the probabilistic simulations for modeling point P1 (TPET-1) are
presented below. Table 16 presents a summary of results for the summer and winter
probabilistic scenarios.
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footprint).
SCENARIO
SHORELINE OILING FOOTPRINT

(km)
TOTAL WATER SURFACE

AREA (km)
AU_P1_SUM
94.3
753.3
AU_P1_WIN
89.3
1321.9
Figure 24 to Figure 29 show the results of the summer and winter probabilistic
simulation for point P1.
In general, regardless of seasonal conditions the prevailing oil trajectory is north-south,
except that a south-trending trajectory is observed in the summer and not in the winter.
Direction shifts are observed in the winter, largely to the North. This is associated with the
current climate in the region, as observed in the measured data and hydrodynamic
modeling results.
In the summer the oil slick probability contours cover most of the surface area,
extending to areas further from the modeling points in both prevailing directions (north and
south). During this period 80%-90% probabilities were observed in the project area, and
60%-70% probabilities at the entrance to the Au Port complex.
During the winter the highest oil slick probability contours were 50%-60% in the project
area, moving southwards. During this period, 40%-50% probability contours were observed
at the entrance to the Au Port complex.
In relation to the shoreline oiling probability scenarios for point P1, the highest
probability values were 81% in the summer and 57% in the winter, limited to the physical
port facilities.
The largest shoreline oiling probability footprint (94.3 km) was observed in the summer
in So Joo da Barra (RJ), Campos dos Goytacazes (RJ) and Quissam (RJ).
In the winter, the shoreline or oiling probability footprint (89.39 km) is limited to So
Francisco de Itabapoana (RJ), So Joo da Barra (RJ) and Campos dos Goytacazes (RJ).
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Figure 24 - AU_P1_SUM: Crude oil slick probability contours for a hypothetical 40,000 m
(instantaneous) spill at point P1 (TPET-1) during the summer, after 60 hours of simulation.
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Figure 25- AU_P1_SUM: Crude oil travel time probability contours for a hypothetical 40,000 m
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Figure 26- AU_P1_SUM: Shoreline oiling probability contours for a hypothetical 40,000 m
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Figure 27- AU_P1_WIN: Crude oil slick probability contours for a hypothetical 40,000 m
(instantaneous) spill at point P1 (TPET-1) during the winter, after 60 hours of simulation.
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Figure 28- AU_P1_WIN: Crude oil drift time probability contours for a hypothetical 40,000 m
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Figure 29- AU_P1_WIN: Shoreline oiling probability contours for a hypothetical 40,000 m
4.2.1.2. Probabilistic Simulations Point P2 Turning Basin
The results of the probabilistic simulations for modeling point P2 (Turning Basin) are
presented below. Table 17 shows a summary of results for the summer and winter
probabilistic scenarios.
footprint).
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SCENARIO
SHORELINE OILING
FOOTPRINT (km)
TOTAL WATER SURFACE

AREA (km)
AU_P2_SUM
98.7
855.0
AU_P2_WIN
99.4
1361.0
Figure 30 to Figure 35 show the results of the summer and winter probabilistic
simulation for point P2.
As with the modeling from TPET-1, in general, regardless of seasonal conditions the
oil trajectory is predominantly along the north-south axis. A south-trending trajectory is
observed in the summer, and a north-trending trajectory in the winter.
This is associated with the hydrodynamic regime in the region, as observed in the
measured data and hydrodynamic modeling results.
In the summer the oil slick probability contours cover most of the surface area,
extending to areas further from the modeling points in both prevailing directions (north and
south). During this period 70%-80% probabilities were observed in the project area, and
60%-70% probabilities at the entrance to the Au Port complex.
During the winter the highest oil slick probability contours were 50%-60% in the project
area. During this period, 40%-50% probability contours were observed at the entrance to
the Au Port complex.
In relation to the shoreline oiling probability scenarios for point P2, the highest
probability values were 76% in the summer and 57% in the winter, limited to the physical
port facilities.
The largest shoreline oiling probability footprint (99.45 km) was observed in the winter
in So Francisco de Itabapoana (RJ), So Joo da Barra (RJ) and Campos dos
Goytacazes (RJ).
In the summer, the shoreline oiling probability footprint (98.72 km) is limited to So
Joo da Barra (RJ), Campos dos Goytacazes (RJ) and Quissam.
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Figure 30 - AU_P2_SUM: Crude oil slick probability contours for a hypothetical 40,000 m
(instantaneous) spill at point P2 (Turning Basin) during the summer, after 60 hours of simulation.
.
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Figure 31 - AU_P2_SUM: Crude oil travel time contours for a hypothetical 40,000 m
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Figure 32 - AU_P2_SUM: Shoreline oiling probability contours for a hypothetical 40,000 m

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Figure 33 - AU_P2_WIN: Crude oil slick probability contours for a hypothetical 40,000 m
(instantaneous) spill at point P2 (Turning Basin) during the winter, after 60 hours of simulation.
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Figure 34 - AU_P2_WIN: Crude oil drift time contours for a hypothetical 40,000 m (instantaneous)
spill at point P2 (Turning Basin) during the winter, after 60 hours of simulation.
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Figure 35 - AU_P2_WIN: Shoreline oiling probability contours for a hypothetical 40,000 m

(instantaneous) spill at point P2 (Turning Basin) during the winter, after 60 hours of simulation.
4.2.2. Results of Deterministic Simulations

Deterministic scenarios were simulated to represent the oil trajectory for different
meteorological and oceanographic conditions during good weather (summer) and cold
front (winter) periods. This analysis is detailed in Appendix C. Spring and neap, flood and
ebb tide scenarios were also simulated.
To support the establishment of these scenarios, a meteorological analysis was first
performed to identify cold front activity in each simulated period. Based on the analyses,
the summer season exhibits typical good weather patterns, and similarly the winter period
presents typical cold front patterns.
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According to the analyses discussed in Section 2.1, good weather conditions are in
general characterized by winds from NE, and the passage of frontal systems is associated
with winds from SW to SE.
Based on these analyses, time ranges representative of good weather and cold front
conditions were identified and analyses of the current field (hydrodynamic model) were
performed to identify spring and neap conditions during flood and ebb periods within these
time windows.
Subsections 0 and 4.2.2.2 provide tables showing the start dates of the simulated
deterministic scenarios, and the relevant shoreline oiling footprints and final volumes. The
naming convention used to identify the deterministic scenarios is described in subsection
4.1.6.
Again, the simulation results have been divided by the location of the modeling points
for a better understanding of the results.
The deterministic illustrations show the time-stepped progress of the oil slick in ranges
of 2, 6, 12, 36 and 60 hours from the start of the spill. The figures also show the shoreline
oiling footprint line in red.
A mass balance graph (oil on the surface, on the shoreline, in the water column,
degraded and evaporated) is presented for each critical scenario. These graphs show that
in the good weather (GW) scenarios most of the oil is on the surface, while in the bad
weather (BW), cold front scenarios, evaporation and entrainment are the primary
processes reducing the mass of oil on the water surface.
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4.2.2.1. Deterministic Simulations Point P1 TPET-1
Table 18 presents the start dates of the deterministic scenarios, and the relevant
shoreline oiling footprints and final volumes for the simulations at modeling point P1.
Table 18 - Summary of deterministic scenarios for point P1.
SIMULATION
START DATE
SHORELINE OILING
FOOTPRINT (km)
FINAL SHORELINE
OILING VOLUME (m)
DET_P1_GW_NP_FD
2/19/2013 18:00
11.45
7.22
DET_P1_GW_NP_EB
2/19/2013 11:00
16.94
15.66
DET_P1_GW_SG_FD
12/13/2012 21:00
19.83
12.87
DET_P1_GW_SG_EB
12/13/2012 15:00
12.65
12.77
DET_P1_BW_NP_FD
8/27/2013 00:00
1.70
323.73
DET_P1_BW_NP_EB
8/27/2013 06:00
0.75
282.49
DET_P1_BW_SG_FD
7/23/2013 10:00
1.62
244.02
DET_P1_BW_SG_EB
7/23/2013 16:00
2.64
253.93
SCENARIOS
Figure 36 to Figure 51 show the deterministic simulation results for P1.
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Figure 36 - DET_P1_GW_NP_FD: Oil slick travel time contours for a spill from P1, in good weather,
neap flood conditions, within 60 hours of the start of the simulation.
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Figure 37 - Mass balance for scenario DET_P1_GW_NP_FD.
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Figure 38 - DET_P1_GW_NP_EB: Oil slick travel time contours for a spill from P1, in good weather,
neap ebb conditions, within 60 hours of the start of the simulation.
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Figure 39 - Mass balance for scenario DET_P1_GW_NP_EB.
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Figure 40 - Scenario DET_P1_GW_SG_FD: Oil slick travel time contours for a spill from P1, in
good weather, spring flood conditions, within 60 hours of the start of the simulation.
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Figure 41 - Mass balance for scenario DET_P1_GW_SG_FD.
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Figure 42 - Scenario DET_P1_GW_SG_EB: Oil slick travel time contours for a spill from P1, in
good weather, spring ebb conditions, within 60 hours of the start of the simulation.
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Figure 43 - Mass balance for scenario DET_P1_GW_SG_EB.
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Figure 44 - Scenario DET_P1_BW_NP_FD: Oil slick travel time contours for a spill from P1, in bad
weather, neap flood conditions, within 60 hours of start of simulation.
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Figure 45 - Mass balance for scenario DET_P1_BW_NP_FD.
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Figure 46 - Scenario DET_P1_BW_NP_EB: Oil slick travel time contours for a spill from P1, in bad
weather, neap ebb conditions, within 60 hours of start of simulation.
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Figure 47 - Mass balance for scenario DET_P1_BW_NP_EB.
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Figure 48 - Scenario DET_P1_BW_SG_FD: Oil slick travel time contours for a spill from P1, in bad
weather, spring flood conditions, within 60 hours of start of simulation.
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Figure 49 - Mass balance for scenario DET_P1_BW_SG_FD.
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Figure 50 - Scenario DET_P1_BW_SG_EB: Oil slick travel time contours for a spill from P1, in bad
weather, spring ebb conditions, within 60 hours of start of simulation.
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Figure 51 - Mass balance for scenario DET_P1_BW_SG_EB.
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4.2.2.2. Deterministic Simulations Point P2 Turning Basin
Table 19 shows the start dates of the deterministic scenarios, and the relevant
shoreline oiling footprints and final volumes for the simulations from modeling point P2.
Table 19 - Summary of deterministic scenarios for point P2.

SIMULATION
START DATE
SHORELINE OILING
FOOTPRINT (km)
FINAL SHORELINE
OILING VOLUME (m)
DET_P2_GW_NP_FD
2/19/2013 18:00
4.61
4.61
DET_P2_GW_NP_EB
2/19/2013 11:00
15.22
13.77
DET_P2_GW_SG_FD
12/13/2012 21:00
18.6
21.40
DET_P2_GW_SG_EB
12/13/2012 15:00
17.81
17.19
DET_P2_TR_NP_FD
8/27/2013 00:00
0.01
273.41
DET_P2_TR_NP_EB
8/27/2013 06:00
0.01
278.52
DET_P2_TR_SG_FD
7/23/2013 10:00
0.01
268.22
DET_P2_TR_SG_EB
7/23/2013 16:00
0.01
241.99
SCENARIOS
Figure 52 to Figure 67 show the deterministic simulation results for P2.
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Figure 52 - Scenario DET_P2_GW_NP_FD: Oil slick travel time contours for a spill from P2, in
good weather, neap flood conditions, within 60 hours of the start of the simulation.
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Figure 53 - Mass balance for scenario DET_P2_GW_NP_FD.
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Figure 54 - Scenario DET_P_GW_NP_EB: Oil slick travel time contours for a spill from P2, in good
weather, neap ebb conditions, within 60 hours of the start of the simulation.
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Figure 55 - Mass balance for scenario ET_P_GW_NP_EB.
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Figure 56 - Scenario DET_P2_GW_SG_FD: Oil slick travel time contours for a spill from P2, in
good weather, spring flood conditions, within 60 hours of start of simulation.
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Figure 57 - Mass balance for scenario ET_P2_GW_SG_FD.
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Figure 58 - Scenario DET_P2_GW_SG_EB: Oil slick travel time contours for a spill from P2, in
good weather, spring ebb conditions, within 60 hours of start of simulation.
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Figure 59 - Mass balance for scenario DET_P2_GW_SG_EB.
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Figure 60 - Scenario DET_P2_BW_NP_FD: Oil slick travel time contours for a spill from P2, in bad
weather, neap flood conditions, within 60 hours of start of simulation.
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Figure 61 - Mass balance for scenario DET_P2_BW_NP_FD.
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Figure 62 - Scenario DET_P2_BW_NP_EB: Oil slick travel time contours for a spill from P2, in bad
weather, neap ebb conditions, within 60 hours of start of simulation.
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Figure 63 - Mass balance for scenario DET_P2_TR_QD_VZ.
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Figure 64 - Scenario DET_P2_BW_SG_FD: Oil slick travel time contours for a spill from P2, in bad
weather, spring flood conditions, within 60 hours of start of simulation.
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Figure 65 - Mass balance for scenario DET_P2_BW_SG_FD.
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Figure 66 - Scenario DET_P2_BW_SG_EB: Oil slick travel time contours for a spill from P2, in bad
weather, spring ebb conditions, within 60 hours of start of simulation.
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Figure 67 - Mass balance for scenario DET_P2_BW_SG_EB.
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5. FINAL CONSIDERATIONS
This oil spill modeling report has been prepared to support PRUMO Logstica in
preparing an Operation License Application Report for ship-to-ship transfer operations at
Oil Terminal 1 (TPET-1), within the Au Port Complex.
Probabilistic simulations were performed to determine oil slick and shoreline oiling
probability ranges for two seasonal conditions (summer and winter), two modeling points
(TPET-1 and Turning Basin), and one spilled product (crude). Deterministic simulations
were also performed to model good weather (summer) and cold front (winter), spring and
neap conditions during flood and ebb periods.
Simulations were performed for a response/cleanup resource deployment time of 60
hours, the maximum time period required in section 2.2 of Appendix III to CONAMA
Resolution 398/08 (BRASIL, 2008) and for an Estimated Daily Recovery Capacity (EDRC)
of 8,000 m/day for the Coastal Zone. The results are presented for oil travel contour
ranges of 2, 6, 12, 36 and 60 hours.
The oil spill modeling was performed using a modeling system known as OSCAR,
developed by SINTEF. Circulation patterns in the region were derived from the Delft3D
numerical model system applied by Tetra Tech, the results of which were compared with
measured data in the subject region. The local wind field used in oil drift modeling was
determined from CFSR reanalysis data.
In general, regardless of seasonal conditions, the oil trajectory is observed to be
predominantly along the north-south axis, and winter scenarios were observed to have the
largest oil slick probability footprints.
Table 20 shows a summary of the probabilistic results for all simulated scenarios. The
largest shoreline oiling probability footprint was observed to be 99.4 km in the winter and
98.7 km in the summer in the point P2 scenario.
Table 20 - Results of probabilistic simulations (shoreline oiling and oil slick probability footprint).
SCENARIO
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SHORELINE OILING
FOOTPRINT (km)
TOTAL WATER
SURFACE AREA (
km)
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AU_P1_SUM
94.3
753.3
AU_P1_WIN
89.3
1321.9
AU_P2_SUM
98.7
855.0
AU_P2_WIN
99.4
1361.0
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The modeling results indicate that oiling of the shoreline during the winter occurs in the
municipalities of So Francisco de Itabapoana (RJ), So Joo da Barra (RJ) and Campos
dos Goytacazes (RJ), regardless of the modeling point. In the summer, shoreline oiling
probability was identified for both modeling points in So Joo da Barra (RJ), Campos dos
Goytacazes (RJ) and Quissam (RJ).
With respect to shoreline oiling probability, regardless of seasonal conditions, the
highest values are observed only on the port's physical facilities. In the summer, the
following maximum probabilities were determined: 81% for point P1 and 76% for point P2;
in the winter, the largest probabilities were 57% at both modeling points.
From the deterministic scenarios, an oil slick travel pattern was observed as a function
of good weather and bad weather (cold front) conditions.
In good weather conditions, the oil slicks traveled preferentially southward from the
modeling points and oiled the shoreline, increasing the interaction with the shore. In cold
front conditions, the oil slick traveled preferentially northwards from the modeling points
and has little interaction with the shoreline. These graphs show that in the good weather
(GW) scenarios most of the oil is on the surface. For the bad weather (BW), cold front
scenarios, evaporation and entrainment are the primary processes reducing the mass of
oil on the water surface.
Finally, it is important to note that no spill response measures are taken into account
in the simulations discussed in this study.
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6. REFERENCES
BRASIL, 2008. Resoluo CONAMA no 398, de 11 de junho de 2008. Dirio Oficial [da
Repblica Federativa do Brasil], Braslia, 12 jun. 2008.
DEFANT, A., 1960. Physical Oceanography, Vol.2 Pergamon Press, New York, 598 pp.
DELTARES, 2013. User Manual Delft3D-FLOW. Simulation of Multi-Dimensional

Hydrodynamic and Transport Phenomena, Including Sediments. Deltares, Delft, The
Netherlands. 702pp.
EPA (Environmental Protection Agency),2000. Hydrodynamic and Water Quality Model

of Christina River Basin. Region III, Philadelphia, PA. Final Report. December 5, 2000.
FEMAR (Fundao de Estudos do Mar). 2000. Catlogo de Estaes Maregrficas

Brasileiras. Rio de Janeiro. 281pp.
MUEHE, D. & C.H.T. CORRA (1989). Dinmica de praia e transporte de sedimentos ao

longo da restinga da Maambaba. Revista Brasileira de Geocincias. 19(3):387-392.
SAHA
S.
et
al. 2010.
The
NCEP
Climate
Forecast
Bulletin of the American Meteorological Society, vol.
System
Reanalysis.
91, p. 10151057.DOI:
10.1175/2010BAMS3001.1.
SAHA and coauthors, 2014. The NCEP Climate Forecast System Version 2. Journal of
Climate, 27, 21852208. doi: http://dx.doi.org/10.1175/JCLI-D-12-00823.1
SOUZA M.H.S. 1988. Clima de ondas do norte do estado do Rio de Janeiro. Dissertao
de Mestrado. Ps-Graduao em Engenharia Ocenica, Universidade Federal do Rio
de Janeiro/ COPPE, 181p.
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SILVA DIAS, P.L. & J.A. MARENGO, 1999.Mudanas Climticas Globais e seus Impactos
nos Recursos Hdricos. In: REBOUAS, A.C.R.; BRAGA, B.; TUNDIZI, J.G. guas
doces no Brasil. So Paulo: Ed. Escrituras, 1999. Cap.3, p.75-115.
WALSTRA. L.C., VAN RIJN. L.C.. BLOGG, H.. e VAN ORMONDT. M. 2001. Evaluation
of a hydrodynamic area model based on the COAST3D data at Teignmouth 1999.
Report TR121 - EC MAST Project No. MAS3- 0197-0086. HR Wallingford, UK.".
WILLMOTT C.J., 1982.Some comments on the evaluation of model performance. American

Meteorological Society Bulletin, 1309-1313.
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APPENDIX A- DESCRIPTION OF DELF3D MODEL SYSTEM

The Delft3D model system (DELTARES, 2013) is capable of simulating hydrodynamic
circulation in response to baroclinic and barotropic forcings, as well as the transferring of
momentum to the hydrodynamic system deriving from the wind system. The system also
updates, at each time step, the water depths deriving from geomorphological changes on
the seabed (erosion and sediment deposition) and sediment transport (on the bottom and
suspended in the water column).
The primary features of the model's hydrodynamic module (Delft3D-FLOW) are
described below.
A.1 - DESCRIPTION OF DELFT3D-FLOW MODEL

To solve the hydrodynamic problem at an appropriate spatial and time scale for the
end applications (determining the current field and water surface elevation) while keeping
computational costs at reasonable levels, the option was made to use the Delft3D model.
The ability to work with grids that are highly adjustable to the boundaries was a
determining factor in the choice of this model. Fitting the numerical grid to the shoreline
ensures an accurate representation of the water body being investigated. To solve the
dynamic problem, equations of mass conservation and motion as well as hydrostatic and
Boussinesq approximations are used.
The resolution of the numerical scheme is indicated by a mapping of the domain
geometry and mathematical space through the discretization of the area in physical space.
In the mathematical (regular) space, equations of continuity and conservation of motion
are resolved. The vertical structure, when activated in the formulation, is determined using
specific procedures with a specification of the horizontal diffusion terms.
The implemented grid is a compromise between the goals of the project and a
description of the dynamic processes in the region of interest, and between computational
resources and the required processing time.
A.1.1 - Physical Processes

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The hydrodynamic model was implemented based on a system of three-dimensional

shallow water equations. The system of equations consists of the horizontal equations of
motion, the continuity equation, and the transport equations for conservative constituents.
These equations are derived from the three dimensional Navier-Stokes equations for
incompressible free surface flow. The following assumptions and approximations are
applied in the model:
The sigma co-ordinate system () is adopted on the vertical axis.
Depth is assumed to be much smaller than the horizontal length scale. For such
a small aspect ratio the shallow water assumption is valid, which means that the
vertical momentum equation is reduced to the hydrostatic pressure relation;
The effect of density is only taken into account in the pressure term (Boussinesq
approximation);
The Cartesian frame of reference is used, and the effect of the Earths curvature
is not taken into account. Furthermore, the Coriolis parameter is assumed to be
uniform;
A slip boundary condition is assumed, and a quadratic bottom stress formulation
is applied;
The formulation for the enhanced bed shear-stress due to the combination of
waves and currents is based on a 2D flow field, generated from the velocity near
the bed using a logarithmic approximation;
The equations of Delft3D-FLOW are capable of resolving the turbulent scales
(large eddy simulation). The hydrodynamic grids, however, are usually too
coarse to resolve the fluctuations. Therefore, the equations used are based on
Reynolds stresses;
In Delft3D-FLOW the turbulent eddies are bounded by the water depth. Their
contribution to the vertical exchange of horizontal momentum and mass is
modeled through a vertical eddy viscosity and eddy diffusivity coefficient. The
coefficients are assumed to be proportional to a velocity scale and a length
scale. The coefficients may be specified (constant) or computed by means of
an algebraic, k-L or k- turbulence model, where k is the turbulent kinetic
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energy, L is the mixing length and is the dissipation rate of turbulent kinetic
energy;
In agreement with the aspect ratio for shallow water flow, the production of
turbulence is based on the vertical gradients of the horizontal flow;
It is assumed that a velocity point is set dry when the actual water depth is below
half of a user-defined threshold10. The velocity point is set wet again when the
local water depth is above half the threshold;
A cell is set "dry" when the four surrounding velocity points at the grid cell faces
are dry or when the actual water depth at the cell center is below zero (negative
volume);
The flux of matter through a closed wall and through the bed is zero;
Without specification of a temperature model, the heat exchange through the
free surface is zero. The heat loss through the bottom is always zero.
If the total heat flux through the water surface is computed using a temperature
excess model the exchange coefficient is a function of temperature and wind
speed and is determined according to Sweers (1976). The natural background
temperature is assumed constant in space and may vary in time. In other heat
flux formulations the fluxes due to solar radiation, atmospheric and back
radiation, convection, and heat loss due to evaporation are modeled separately;
The effect of precipitation on the water temperature is accounted for.
The following section presents in detail the governing equations.
A.1.2 - Governing Equations

The adopted model solves the Navier-Stokes equations for an incompressible fluid,
under
the
shallow
water
and
the
Boussinesq
assumptions.
In the vertical momentum equation the vertical accelerations are neglected, which leads to
the hydrostatic approximation. The vertical velocities are computed from the continuity
equation.
10In
general, water depths are referenced to average low spring tides.
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The Sigma Co-ordinate System ()

The sigma co-ordinate system () was introduced in atmospheric models (PHILLIPS,
1957). The vertical grid consists of layers bounded by two planes, which are not strictly
horizontal but follow the bottom topography and the free surface. Through this
representation for the vertical axis, a smooth representation of the topography is obtained
(Figure A1).
Figure A1 - Example of an application of coordinates.
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The number of layers over the entire horizontal computational area is constant,
irrespective of the local water depth. The distribution of the relative layer thickness is
usually non-uniform. This allows for more resolution in the zones of interest such as the
near surface area (important for wind-driven flows, heat exchange with the atmosphere)
and the near bed area (sediment transport).
The co-ordinate system is defined as:
= + =
A.1.2-1
where:
the vertical co-ordinate in physical space;
the free surface elevation above the reference plane ( = 0);
the depth below the reference plane;
the total water depth ( = + ).

In the coordinate system, the vertical coordinate is defined as = -1 at the bottom
and as = 0 at the surface (Figure A1). The partial derivatives in the original Cartesian coordinate system are expressed in co-ordinates by the chain rule introducing additional
terms (STELLING & VAN KESTER, 1994).
The flow domain of a 3D shallow water model consists in the horizontal plane of a
restricted (limited) area composed of open and closed (land) boundaries and in the vertical
of a number of layers. In a co-ordinate system the number of layers is the same at every
location in the horizontal plane. For each vertical layer a set of coupled conservation
equations is solved.
Continuity Equation
The continuity equation (vertical homogeneous) is given by:

1
[(+) ]
[(+) ]
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where:
the coefficient used in the transformation of curvilinear coordinates to

rectangular coordinates;
the coefficient used in the transformation of curvilinear coordinates to

rectangular coordinates;
coordinates in the Cartesian co-ordinate system;
average velocities (vertical) in the directions ,

Q represents the contributions per unit area due to the sources and sinks of water,
precipitation and evaporation:

0
= 1( ) +
A.1.2-3
where:
source of water per unit of volume;
sink of water per unit of volume;
precipitation;
evaporation.
The intake of, for example, a power plant is a withdrawal of water and should be
modeled as a sink. At the free surface there may be a source due to precipitation or a sink
due to evaporation.
Momentum Equations in Horizontal Direction

The momentum equations in the and direction are given by:
( ) +
(+)2
+ +
A.1.2-4
and,
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+ + +
( ) +
(+)2
+ =
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Density variations are neglected, except in the baroclinic pressure terms (P and P).
The forces F and F in the momentum equations represent the unbalance of horizontal
Reynolds stresses, and M and M represent the contributions due to external sources or
sinks of momentum.
Vertical Velocities
The vertical velocity () in the adapting -co-ordinate system is computed from the
continuity equation:
[(+) ]
[(+) ]
+ = ( ) A.1.2-6
At the surface the effect of precipitation and evaporation is taken into account.
The vertical velocity is defined at the surfaces. The vertical velocity () is relative to
the moving -plane. It may be interpreted as the velocity associated with up- or downwelling
motions. The physical vertical velocities w in the Cartesian co-ordinate system are not
involved in the model equations. Computation of the physical vertical velocities is only
required for post-processing purposes. These velocities can be expressed in the horizontal
velocities (u and v), water depths (H), water levels () and vertical () velocity according
to:
=+
[ ( + ) + ( + )] + ( + )
A.1.2-7
Hydrostatic pressure
Under the shallow water assumption, the vertical momentum equation is reduced to a
hydrostatic pressure equation. Vertical accelerations due to buoyancy effects and due to
sudden variations in the bottom topography are not taken into account. So:
A.1.2-8
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After integration, the hydrostatic pressure is given by:

0
= + (, , , )
A.1.2-9
For water of constant density and taking into account the atmospheric pressure, the
pressure gradients read:
1

A.1.2-10
A.1.2-11
Coriolis Parameter
The Coriolis parameter (f) depends on the geographic latitude () and the angular
speed of rotation of the earth, (). So:
= 2sin
A.1.2-12
Reynolds Stresses
The forces F and F in the horizontal momentum equations represent the unbalance
of horizontal Reynolds stresses. The Reynolds stresses are modeled using the eddy
viscosity concept, (for details see Rodi (1984)). This concept expresses the Reynolds
stress component as the product between a flow as well as grid-dependent eddy viscosity
coefficient and the corresponding components of the mean rate-of-deformation tensor.
For shallow water flow the stress tensor is an-isotropic. The horizontal eddy viscosity
coefficient, (H ) H, is much larger than the vertical eddy viscosity (V ). The horizontal
viscosity coefficient may be a superposition of three parts:
a part due to sub-grid scale turbulence;
a part due to 3D-turbulence;
a part due to dispersion for depth-averaged simulations.
In simulations with the depth-averaged momentum and transport equations, the
redistribution of momentum and matter due to the vertical variation of the horizontal velocity
is denoted as dispersion. In 2D simulations this dispersion is not simulated as the vertical
profile of the horizontal velocity is not resolved. Then this dispersive effect may be modeled
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as the product of a viscosity coefficient and a velocity gradient. The dispersion term may
be estimated by the Elder formulation.
If the vertical profile of the horizontal velocity is not close to a logarithmic profile (e.g.
due to stratification or due to forcing by wind) then a 3D-model for the transport of matter
is recommended.
The horizontal eddy viscosity is mostly associated with the contribution of horizontal
turbulent motions and forcing that are not resolved by the horizontal grid (sub-grid scale
turbulence) or by the Reynolds-averaged shallow-water equations. For the former we
introduce the sub-grid scale (SGS) horizontal eddy viscosity (SGS ) and for the latter the
horizontal eddy viscosity (amb
H ). Delft3D-FLOW simulates the larger scale horizontal
turbulent motions through a methodology called Horizontal Large Eddy Simulation (HLES).
SGS will then be computed by a dedicated turbulence model.
The background horizontal viscosity, user-defined through the input file is represented
by amb
H . Consequently, in Delft3D-FLOW the horizontal eddy viscosity coefficient is defined
by:
= + +
A.1.2-13
The V part is referred to as the three-dimensional turbulence and in 3D simulations it

is computed following a 3D-turbulence closure model.
For turbulence closure models responding to shear production only, it may be
convenient to specify a background or ambient vertical mixing coefficient in order to
account for all other forms of unresolved mixing, (amb
V ). Therefore, in addition to all
turbulence closure models in Delft3D-FLOW a constant (space and time) background
mixing coefficient may be specified by the user (which is a background value for the vertical
eddy viscosity in the momentum). Consequently, the vertical eddy viscosity coefficient is
defined by:
= + max(3 , )
A.1.2-14
Where mol is the kinematic viscosity of water. The 3D part 3D is computed by a 3Dturbulence closure model.
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To model secondary flow in river bends in depth-averaged simulations, Delft3D-FLOW

contains a formulation to account for the effect of this spiral motion. Then, the horizontal
stress tensor is extended with additional shear stresses.
The co-ordinate system rotates the Cartesian stress tensor and introduces additional
derivatives (STELLING & VAN KESTER, 1994). In addition, the stress tensor is redefined
assuming that the horizontal length scale is much larger than the water depth (BLUMBERG
& MELLOR, 1985). Thus, the forces F and F are of the form:
=
=
A.1.2-15
A.1.2-16
For small-scale flow, i.e. when the shear stresses at the closed boundaries must be
taken into account, the shear stresses , , , are determined according to:
=
( + )
= = { ( + ) +
A.1.2-17
1
+ )}
( + )
A.1.2-18
A.1.2-19
For large-scale flow simulated with coarse horizontal grids, i.e. when the shear
stresses along the closed boundaries may be neglected, the forces F and F are simplified.
The horizontal viscosity terms in Delft3D-FLOW are then reduced to the Laplace operator
along grid lines:
1
= (
= (
2
1
Where the eddy viscosity has been assumed to be a constant.
Equation of State
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A.1.2-21
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The density of water () is a function of salinity (s) and temperature (t).

Delft3D-FLOW uses an empirical relationship (ECKART, 1958):
1000
= +
A.1.2-22
where:
1779.5 + 11.25 0.0745 2 (3.80 + 0.01)
0 0.6980
5890 + 38 0.375 2 + 3
with the salinity () in and the water temperature () in C.
A.2 - REFERENCES
BLUMBERG, A.F. & MELLOR, G.L., 1985. Modelling vertical and horizontal diffusivities
with the sigma coordinate system.Monthly Weather Review, Vol. 113(8).
DELTARES, 2013.User Manual Delft3D-FLOW. Simulation of Multi-Dimensional
Hydrodynamic and Transport Phenomena, Including Sediments. Deltares, Delft, The
Netherlands. 702pp.
ECKART, C., 1958.Properties of water, Part II.The equation of state of water and sea water
at low temperatures and pressures. American Journal of Science, Vol. 256, 225-240.
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PHILLIPS, N.A., 1957. A co-ordinate system having some special advantages for numerical
forecasting, J. of Meteorology, Vol. 14.
RODI, 1984.Turbulence models and their application in Hydraulics, State-of-the-art paper

article surletat de connaissance. IAHR Paper presented by the IAHR-Section on
Fundamentals of Division II: Experimental and Mathematical Fluid Dynamics, The
Netherlands.
STELLING, G.S. & VAN KESTER, J.A.TH.M., 1994. On the approximation of horizontal
gradients in sigma coordinates for bathymetry with steep bottom slopes, Int. J. Num.
Meth. Fluids, Vol. 18, 915-955.
SWEERS, 1976. A nomogram to estimate the heat exchange coefficient at the air-water
interface as a function of windspeed and temperature; a critical survey of some
literature.Journal of Hydrology, Vol. 30.
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APPENDIX B- DESCRIPTION OF THE OSCAR MODEL SYSTEM
The OSCAR (Oil Spill Contingency and Response) model system has been
developed by SINTEF (http://www.sintef.no) to support the development of contingency
plans and decision-making in the event of an oil spills. Key system applications include:
Establishing objectives and quantitative criteria for regulation and management,
Oil spill contingency plans and training,
Informing oil spill response actions,
Evaluating oil spill response logistics strategies,
Environmental risk and environmental impact assessment,
Environmental assessments for the use of dispersants,
Cost-benefit and optimization analysis for procurement and disposal of equipment,
Net Environmental Benefit Analysis (NEBA).

These applications have been developed to meet the needs of the oil industry and
are already applied on offshore facilities, in international oil shipping, and at port terminals
and coastal refineries.
B.1 ASSUMPTIONS
The key components of the system are SINTEF's data-based oil weathering model
(AAMO et al., 1993; DALING et al., 1990), a three dimensional oil trajectory and chemical
fates model (REED et al., 1995), an oil spill combat model (AAMO et al., 1995, 1996), and
exposure models for fish, ichthyoplankton, birds, and marine mammals (DOWNING &
REED, 1996).
The three-dimensional oil trajectory and chemical fates model take account of their
fractionation and calculate the distribution of a contaminant on the water surface, along
shorelines, in the water column, and in the sediments
11.
OSCAR employs advection,
surface spreading, emulsification, volatilization, dispersion, dissolution, adsorption and

entrainment, algorithms.
11In
the current modeling investigation no estimation was made of oil interaction with sediments, as measurements of
suspended matter are not available for the entire area of influence. In addition, because the model uses a single value with
no spatial variation, it will not be representative of the entire area of influence, which encompasses the shorelines of
multiple municipalities.
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The oil spill response model enables simulation of probabilistic and deterministic
scenarios using booming, skimming and chemical dispersants. A biological exposure
model for fish, ichthyoplankton, birds, and marine mammals is also available, which
measures the impact on each group according to the severity of the spill12.
In order to optimally represent both the oil and its degradation products, OSCAR
combines a range of individual oil components, pseudo-components and metabolites. This
approach allows weathering rates to be calculated for each component as, for example,
different components will have different evaporation or degradation rates.
For the weathering predictions used is OSCAR, a number of field trials were
performed to ensure reliability and avoid unrealistic results (DALING & BRANDVIK, 2001).
OSCAR has been applied to the analysis of oil spill response strategies for both
offshore platforms (AAMO et al., 1995; REED et al., 1995) and coastal terminals (REED
et al., 1996). The model uses Lagrangian particles and pseudo-Lagrangian particles to
determine the transportation, behavior and effects of contaminants through calculations
of time distribution on the water surface, in the water column, in sediment and along the
shoreline.
OSCAR employs surface spreading, advection, entrainment, emulsification, and
volatilization algorithms to determine transport and fate at the surface. Contaminants at
the bottom are mixed into the underlying sediments, and may dissolve back into the water,
while contaminants near the surface may evaporate into the atmosphere. In the water
column, contaminants undergo horizontal turbulence related to the age of the particles,
and vertical turbulence as a function of local depth and wind speed. Partitioning between
particulate adsorbed and dissolved states is calculated based on linear equilibrium theory.
Degradation in water and sediments is represented as a first order decay process.
For spilled oil, processes such as advection, surface spreading, entrainment and
vertical mixing in the water column are not directly dependent on the composition of the
oil, although all tend to related to macro-characteristics such as viscosity and density.
Other processes, such as evaporation, dissolution and degradation, are directly
dependent on oil composition.
The user interface enables statistical calculations to be made based on the results of
scenario sets (probabilistic simulations). This part of the system can, for example, be used
12This
module was not used in the current modeling investigation.
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to assess risks related to offshore facilities. By varying the spillage time for a given
scenario, the effect of the changes in weather conditions can be included in the
simulations, and an overview of the effects of a hypothetical spill can be obtained. The
rate and duration of the spillage can also be used in the probabilistic simulations.
B.2 MODEL SPECIFICS

The limitations identified for the model are listed below:
The grid has a numerical limitation of 1,000 cells on the X axis and 1,000 cells
on the Y axis. For offshore oil spill modeling, in which the modeled domains are
extensive, the maximum resolution could be insufficient, reducing the resolution
of shoreline contours, and shoreline types may also suffer a loss of information;
Limited number of Z layers (significantly less in probabilistic mode than in
deterministic mode);
Although the probabilistic simulations can be vertically discretized into a number
of layers greater than 7, for most cases the model will run the simulation, but the
results cannot be saved if exceeding the supported layer limit;
The horizontal dispersion factor cannot be adjusted;
Only one water and air temperature value or profile can be used to perform oil
weathering calculations throughout the simulation, i.e. temperature does not vary
in time and space;
Dissolved particulate oil fractions cannot be viewed separately in the water
column;
In probabilistic mode, oil sedimentation processes are not taken into account;
The wind drag coefficient is fixed over the entire spatial domain;
Output files are in English and need to be translated;
In water surface and shoreline thickness and mass sections, calculations are
performed discretely and with different units of measure, making it difficult to
compare findings;
In deterministic simulations prepared from the probabilistic scenario, time axis
information cannot be exported for the entire simulation domain;
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When exporting results in a shape extension, only one piece of data can be
obtained at a time; a file containing a range of data would make the process of
analyzing the scenarios and simulations more efficient;
Although a maximum of 30,000 particles is supported, depending on the version,
the model crashes when a larger number of particles is used. The minimum
recommended number of particles is 1000;
The current field needs to be exported in a regular grid, even though it has been
derived from a curvilinear hydrodynamic grid, to be imported into OSCAR. This
is done by the user using other proprietary software;
Although it shows the oil present in the water column, the model does not
estimate oil interaction with the seabed or underwater coral reefs;
A thickness cut off can be applied to oil on the water surface, but the model will
not exclude (probability, mass) the beaching of an oil slick with less than the
cutoff thickness. The oiling extent must therefore be determined from the results
(with the cutoff thickness) for the water surface.
B.3 OSCAR MODEL FORMULATION

Advection is computed as a superposition of the mean local velocity, plus a random
turbulent component representing the turbulence in the environment. Local mean velocity
is typically the sum of climatological, tidal, wind-driven and wave-driven components
(Stokes). The turbulent component is computed as:
= 6/
(1)
Where,
K = estimated dispersion coefficient for vertical and horizontal directions.
The horizontal dispersion coefficient can be approximated from data on dye diffusion
studies reported by Okubo (1971, 1974) as reviewed by Bowden (1983).
= 0,0027 1,34
(2)
Where,
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for K in cm/s and time t in seconds. Kullenberg (1982) points out that the data supports
a maximum at about 106 cm/s, or 100 m/day.
The vertical turbulent diffusion coefficient above the pycnocline is related to the wave
conditions according to Ichiye (1967):
_ = (0,028^2)/exp(2)
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Where,
H = wave height;
T = wave period;
K = wave number;
Z = depth
Below the pycnocline depth, Kz is assumed to be a constant equal to 10 -4m/s
(KULLENBERG, 1982). In the absence of a pycnocline, the Ichiye equation is assumed
to apply from surface to bottom.
The vertical displacement of oil droplets or sinking particles is computed as the
superposition of the random turbulent velocity and a rise (or settling) velocity. The
differential vertical velocity is computed using the harmonic mean of two extremes, since
the drag coefficient is a function of the Reynolds number (JOHANSEN, 2000).
= 1/(11 + 21 )
(4)
1 = ( 2 2 )/18, for Reynolds number <1000
(5)
2 = 3 ||, for Reynolds number >1000
(6)
Where,
= ( 0 )/
(7)
g= gravitational acceleration (m/s);

w= density of water (kg/m);
0= density of particle or particulate matter (kg/m);
v = kinematic viscosity of water (1.8 x 106 m/s)
Spreading of oil on the sea surface involves a number of interacting forces and
processes, such as gravity, momentum, and viscous forces. The one dimensional
equation used to represent the transverse spreading of a continuous spill is presented
below.
1
2
= 0 (/(
))1/4 2 /( )1/8 3/8
Where,
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LE = width of the main section of the slick (m)

g = gravitational acceleration (m/s);
= difference in density between water and oil (kg/m)
w = water viscosity (cP)
m = rate of release of surface mass/current (kg/m)
C0= surface spreading constant.
This equation represents the gravity-viscosity regime in the spreading process, and
accounts only for quiescent spreading of the thick portion of the slick. Turbulent spreading
rapidly overtakes this quiescent spreading in importance. Turbulent spreading occurs as
the result of horizontal and vertical shears in the velocity field around an oil slick, combined
with the entrainment and resurfacing of oil droplets. Since these processes are also
included here, the model produces thinner oil sheens as time progresses.
Evaporation is controlled by the vapor pressures of the individual components, and
their molar fractions at any location in the surface slick. The evaporative mass transfer
rate is computed according to common chemical engineering practice:
/ = /
(9)
Where,
mi= mass associated with the ith spill component,
t = time (s);
Ke = mass transfer coefficient of evaporation (m/s);
T = temperature (K)
Pi = vapor pressure for ith component (atm)
A = slick surface area (m)
Mi = molecular weight component i (gram/mol)
Fi = molar fraction of component i remaining in the slick
R = gas constant 8.206 x 105 atm-m/mol-K
The mass transfer coefficient is dependent on the wind and is calculated as follows:
= ()
(10)
Where,
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Cd is air/sea drag coefficient

U(t) is wind speed (m/s)
The air/sea drag coefficient Cd is itself dependent on the wind speed:
= ( /() )2
(11)
where U(t)>u2
The value of U* is:
CU(t), for U(t)<u1
(12)
1 + (2 + 1 ) (() 1 )/(2 1 ), for u1 U(t) u2

DU(t), for U(t)>u2
(13)
(14)
C, D, u1 and u2 are constants (0.0323; 0.0474; 7 and 20 respectively)

For natural dispersion, the model used for production of entrainment of oil from the
sea surface is based on the empirical formulation:
= 0,57 0,7
(15)
Where,
Qdi = the entrainment rate per unit surface area of oil droplets with diameters in the
range di-d to di + d (kg/ms)
C* = an empirically derived entrainment coefficient,
D = dissipated wave energy per unit surface area (kg/s)
S= fraction of sea surface covered by oil;
F= fraction of sea surface covered by breaking waves per unit time (1/s)
Di = mean diameter of particles in size class i (m)
d = air/sea drag coefficient (m)
The empirical coefficient C* is a function of the viscosity of the oil.
C*=4450v-0,4
(16)
Where,
v= is the kinematic viscosity (m/s).
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The dissipated wave energy D is approximated as:

= 0,0034 2
(17)
Where,
g = gravitational acceleration (m/s);
Hb= is breaking wave height (m)
The fraction of sea surface covered by breaking waves is approximated as:
= 3 106 ()3,5
(18)
Where,
U(t) is wind speed (m/s)
Droplet size is given by:
0 = 0 0,34 /
(19)
Where,
v = kinematic viscosity;
e = energy dissipation rate (selected as 1000 J/ms)
C0= approximately 500 for the minimum particle size and 3400 for the maximum particle
size. Droplets are divided into size ranges from the minimum to the maximum
particle size.
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Oil-shoreline interactions procedures are represented as a simplification of those for

a more complex coastal zone oil spill model developed by Reed (1989) and Reed &
Gundlach (1989). A set of maximum oil "holding capacities" were estimated based on
these studies. The holding capacities are intended to reflect both shoreline slope and
permeability, and to some extent exposure to wind and waves.
When a surface slick encounters a shoreline, the maximum volume, Vmax (m), of oil
which may be deposited is computed as:
=
(21)
Where,
i = maximum oil-holding capacity for shoreline type i (m);
Wi = deposition width for shoreline type i (m);
L = length of shoreline segment (m);
The model uses the diagonal distance of the cell as an estimate of L. If the shoreline
segment is at its maximum holding capacity, the slick continues to be carried by the wind
and current.
The quantity of oil removed from shoreline segment i during a time interval t is:
= (1 [ ])
(22)
Where,
mi = mass of oil at segment i at start of time interval;
ri = appropriate rate of removal for shoreline type.
Dissolution, like evaporation, is dependent on the molar fraction of each component
in a drop or a surface slick. In addition, the ambient concentration may be important:
/ = ( )
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Where,
Kd = dissolution mass transfer coefficient (m/s);
A = interfacial surface area for a droplet or a surface slick (m);
Fi = molar fraction of component i remaining in the slick or droplet;
Si = solubility of the ith component (g/m3; ppm),
Ci = ambient concentration of the ith component (g/m3).
For a surface slick, the mass transfer coefficient Kd is computed as (THIBODEAUX,
1979):
= /
(24)
For slicks on the surface, the flat plate correlation for the Sherwood Number is used:
= = 0,578 0,5 0,33
(25)
Where,
Re = Reynolds Number = Urel L/vw;
Sci = Reynolds Number vw/Di
Urel = relative velocity between the oil and the water (m/s);
L = slick width (m);
vw = kinematic viscosity of water ~ 8.9 x 10-7 m/s at 25C
Di = molecular diffusivity of component i (m/s)
For droplets, the mass transfer correlation for spheres is used for the Sherwood
number:
= 2 + 0,347 0,62 0,31
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For droplets, the relative velocity is the rise velocity (Equation 6), and droplet diameter
replaces slick width as the characteristic length in the Reynolds number calculation.
Adsorption plays an important role in the transport and fate of pollutants in the aquatic
environment. Adsorption determines the extent of partitioning of a pollutant between the
suspended particulate phase and the dissolved phase, and therefore modulates toxic
effects as well as the rate of removal from the water column to the sediments.
The relationship between the equilibrium concentration of a pollutant in water phase
(Cw) and the equilibrium concentration in solid phase (Cs) can be represented by plotting
Cs x Cw at a constant temperature. There are several theories to describe these adsorption
isotherms, the two most popular being the:
Langmuir isotherm
= (1 2 )/(1 + 1 )
(27)
= 1/
(28)
Freundlich isotherm
Where,
Kf is a constant.
In the aquatic environment, the water phase concentration of a pollutant, C w is usually
low. Under this condition, n in the Freundlich equation is typically equal to 1, the K 1Cw
term in the Langmuir equation becomes insignificant compared to 1, and both equations
reduce to the linear equation:
=
(29)
Where the concentration of suspended sediments, Css, has been separated out in the
definition of the partition coefficient.
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The partition coefficient of a chemical, Kp, is not only a function of temperature and
pH; it is also affected by the physical and chemical characteristics of the adsorbing solid.
Studies of the sorption-desorption behavior of organic compounds, especially
hydrophobic, non-ionic compounds, concluded that organic carbon or organic matter
content of the sorbent is the major determining factor in the adsorption process. If Kp is
normalized with the organic carbon fraction f oc of the solid, then Koc becomes independent
of the sorbents:
= /
(30)
Furthermore, the organic carbon-based partition coefficient shows excellent

correlations with both Kow (octanol/water partition coefficient) and water solubility S.
In the volatilization from the water column, for each chemical in a release, the Henry's
Law constant is computed:
= /(/ )
(31)
Where,
Pvp = vapor pressure (atm);
S = solubility (mg/l);
Mw = molecular weight (g/mol)
If H < 3x10-7, volatilization can be neglected. For H > 3x10-7, non-dimensional Henry's
Law constant H' is calculated:
= /
(32)
Where,
R = gas constant (atm-m/mol-K)
T = temperature (K)
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The liquid-phase exchange coefficient K5 is given by:

5 = 2044/
(33)
and the gas-phase exchange coefficient, K6:

6 = 300018/
(34)
are then used to compute an overall mass transfer coefficient:

7 = ( 5 6 )/( 6 + 5 )
(35)
The coefficients K5, K6 and K7 are in cm/hr. The actual mass transfer rate from the
water column to the atmosphere for this constituent is then:
/ = 7 /
(36)
Where,
m = is the amount of pollutant mass, assumed distributed evenly over the depth d.
The volatilization depth for dissolved substances is limited to the maximum of one half
the wave height, or a diffusive depth d:
= (2
(37)
Where,
Dz = vertical diffusivity (m/s);
t = time interval in the model (s).
Degradation allows multiple components in the model to be transformed. Although
the rates of degradation by component are used, the products of degradation are known
to be more soluble and toxic than the original components.
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B.4 INPUT DATA

The input data sets and model parameters defining a scenario are:
Geographic location of spill point;

Spillage volume/rate;
Duration of simulation;
Type of oil;
Shoreline;
Bathymetry;
Habitat grid / type of environment (e.g., mangroves, wetlands, beaches);
Current field;
Wind field;
Air and sea temperature;
Simulation parameters (e.g. number of particles, number of vertical layers,
number of deterministic simulations for each probabilistic scenario, time
step, output interval, wind factor, etc.).
B.5 REFERENCES
AAMO, O.M.; M. REED, P.S. DALING & O. JOHASEN, 1993. A Laboratory-Based
Weathering Model: PC Version for Coupling to Transport Models. Proceedings of the
1993 Arctic and Marine Oil Spill Program (AMOP) Technical Seminar, p. 617-626.
AAMO, O.M.; M. REED & P.S. DALING, 1995. Evaluation of environmental consequences
and effectiveness of oil spills operations with a possible change in first line response at
the Veslefrikk field. SINTEF Report n 95.006, 1995 SINTEF Petroleum Research.
AAMO, O.M.; K. DOWNING & M. REED, 1996. Calibration, verification and sensitivity
analysis of the IKU Oil Spill Contingency and Response (OSCAR) model system.
Technical Report 42.4048.00/01/96, IKU, Norwegian.
BOWDEN, K. F., 1983. Physical Oceanography of Coastal Waters. Ellis Harwood Ltd, UK.
312p.
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DALING, P.S. & P.J. BRANDVK, 2001. Weathering of oils at sea: comparisons between
field data and model predictions. In: Brebbia, C.A. (Ed.). Oil Spill Modelling and
Processes. Southampton: WIT Press. P. 91-106.
DALING, P.S.; P.J. BRANDVIK, D. MACKAY & O. JOHASEN, 1990. Characterization of
Crude Oils for Environmental Purposes. Oil and Chemical Pollution, Vol. 7, p. 119-224.
DOWNING, K. & M. REED, 1996. Object-oriented migration modeling for biological impact
assessment. Ecological Modelling, Vol. 93, p. 203-219.
ICHIYE, T. ,1967. Upper ocean boundary-layer flow determined by dye diffusion. Phys.
Fluids Suppl. Vol. 10, pp 270-277.
JOHANSEN, ., 2000.DeepBlow A Lagrangian Plume Model for Deep Water Blowouts.
Spill Science & Technology Bulletin. Vol. 6, No. 2: 103 111.
KULLENBERG, G., 1982. Pollutant transfer and transport in the sea. CRC Press, Boca
Raton, Fl. , Vol. I. 227 p.
OKUBO, A., 1971. Oceanic diffusion diagrams. Deep Sea Research 18:789-802.
OKUBO, A., 1974. Some speculation on oceanic diffusion diagrams. In Kullenberg, G. and
Talbot, J. (eds), Physical Processes Responsible for Dispersal of Pollutants in the Sea.
Rapp. Proc. Verb Penn. Cons. Inter. Expl. Mer. 167: 77-85.
REED, M., 1989.The physical fates component of the CERCLA Type A model system. Oil
and Chemical Pollution 5:99-124.
REED, M.; O.M. AAMO & P.S. DALING, 1995. Quantitative analysis of alternate oil spill
response strategies using OSCAR. Spill Science and Technology, Pergamon Press 2(1):
67-74.
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REED, M.; O.M. AAMO & K. DOWNING, 1995. Calibration and testing of IKUs Oil Spill
Contingency and Response (OSCAR) Model System. Proceedings of 19th AMOP
Seminar, Edmonton, Alberta, p. 689-726.
REED, M., O.M. AAMO, AND K. DOWNING, 1996. Calibration and Testing of IKU's Oil Spill
Contingency and Response (OSCAR) Model System. Proceedings of 19th AMOP
Seminar, Edmonton, Alberta. p. 689 726.
REED, M. AND E. GUNDLACH, 1989. Hindcast of the Amoco Cadiz event with a coastal
zone oil spill model. Oil and Chemical Pollution 5(6):411-449.
THIBODEAUX, L. J., 1979. Chemodynamics. John Wiley and Sons, NY. 501 pp.
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APPENDIX CDEFINITION OF GOOD WEATHER AND COLD

FRONT PERIODS
The movement of frontal systems is associated with large-scale wavy flows in the
atmosphere, carrying masses of polar air towards the tropics. Accounting for the
disturbances created by frontal systems is essential in determining intra-annual variability
on the ocean surface. The intensification or dissipation of these systems is related to
atmospheric conditions on the continent. Some regions in Brazil, such as the South and
Southeast, are frontogenic, meaning that fronts can form or intensify in these regions
(SATYAMURTY et al., 1998).
Prevailing winds in the lower layers of the atmosphere are predominantly in the NE
direction in the study region, as discussed in section 2.1 of this report, influenced by the
South Atlantic Subtropical High (SASH). This prevailing pattern, however, is affected by
the passage of frontal systems over the region. In a pre-frontal situation, winds typically
shift NW for a short space of time, and as the front progresses the wind shifts from SW to
SE (CAVALCANTI et al., 2009). Seasonal cold fronts are most frequent in the winter and
less frequent in the summer.
From the wind time series, for the analyzed seasonal periods (summer and winter),
time intervals were identified with good weather characterized by NE winds, and with the
passage of frontal systems. These were identified assuming prevailing winds from SW, S
or SE. Based on this analysis, and as previously discussed in section 2.1 of this report,
frontal systems are prevalent in the winter. Thus, for the purpose of determining the dates
for the deterministic scenarios, the summer period was assumed for good weather
conditions and the winter period for cold front conditions.
The choice of dates for the deterministic simulations was then made by comparing
information from the wind and tide time series. This yielded 8 deterministic scenarios: good
weather, spring flood; good weather, spring ebb; good weather, neap flood; good weather,
neap ebb; cold front, spring flood; cold front, spring ebb; cold front, neap flood; and cold
front, neap ebb. The start dates selected for the simulations of each scenario are shown in
Table 18 and Table 19.
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Table C-1 - Start dates of good weather and cold front deterministic scenario simulations.
Spring
Cold Front
Neap
Spring
Good Weather
Neap
Flood
7/23/2013 10:00 AM
Ebb
7/23/2013 4:00 PM
Flood
8/27/2013 12:00 AM
Ebb
8/27/2013 6:00 AM
Flood
12/13/2012 9:00 PM
Ebb
12/13/2012 3:00 PM
Flood
2/19/2013 6:00 PM
Ebb
2/19/2013 11:00 AM
C.2 - REFERENCES
CAVALCANTI, I.F.A.; FERREIRA, N.J.; DIAS, M.A.F.S. & SILVA, M.G.A.J., 2009. Tempo
e Clima no Brasil. 463p. Oficina de Textos, So Paulo-SP.
SATYAMURTY, P.; MATTOS, L.F.; NOBRE, C.A. & SILVA DIAS, P.L., 1998. Tropics
South America. In: Meteorology of the Southern Hemisphere, Ed. Kauly, D. J. and Vincent,
D. G., Meteorological Monograph. American Meteorological Society, Boston, 119139.
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ANNEX II
ANNEX II
INDIVIDUAL EMERGENCY RESPONSE

PLAN
Oil Terminal I TPET-I
Prepared for:
PORTO DO AU OPERAES S.A.
Project: 15.04.053.01-1
November 2015

TPET-I
Revision history
Rev.
Date of issue
00
Rev.: 00
11/10/2015
Description (Reason)
Initial Issue
November 2015
Author(s)
Title
Alvaro Souza Junior
Mechanical Engineer,
D.Sc.

TPET-I
CONTENTS
INTRODUCTION ............................................................................................................................ 1
1.0 IDENTIFICATION OF FACILITY ................................................................................................. 4
2.0 HAZARD IDENTIFICATION BY SOURCE ...................................................................................11
2.1
Hazard identification by source............................................................................................. 11
2.2
Accident scenarios ................................................................................................................. 14
2.2.1
Worst-case discharge .................................................................................................... 15
3.0 VULNERABILITY ANALYSIS ....................................................................................................17

4.0 RESPONSE INFORMATION AND PROCEDURES .......................................................................18
4.1
Spill alert systems .................................................................................................................. 18
4.2
Response organization structure .......................................................................................... 19
4.3
Incident reporting.................................................................................................................. 22
4.4
Response equipment and materials ...................................................................................... 23
4.5
Operational response procedures......................................................................................... 25
4.5.1
Oil discharge containment procedures ......................................................................... 25
4.5.2
Oil spill containment procedures .................................................................................. 27
4.5.3
Procedures for the protection of sensitive areas .......................................................... 29
4.5.4
Oil slick monitoring procedures .................................................................................... 31
4.5.5
Oil spill clean-up procedures ......................................................................................... 33
4.5.6
Mechanical and chemical dispersion procedures ......................................................... 35
4.5.7
Cleanup operations in affected areas ........................................................................... 35
4.5.8
Waste collection and disposal procedures .................................................................... 36
4.5.8.1
Solid waste................................................................................................................. 36
4.5.8.2
Liquid waste............................................................................................................... 37
4.5.9
Resource deployment procedures ................................................................................ 38
4.5.10
Procedures for obtaining and updating relevant information ...................................... 38
4.5.11
Procedures for documenting response actions ............................................................ 39
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4.5.12
Procedures for protecting communities ....................................................................... 39
4.5.13
Wildlife protection procedures ..................................................................................... 40
5.0 CLOSING OUT A RESPONSE ...................................................................................................41

6.0 TRAINING AND DRILLS..........................................................................................................42
7.0 REFERENCES.........................................................................................................................43
8.0 TECHNICAL RESPONSIBILITY FOR PREPARATION AND EXECUTION .........................................44
9.0 APPENDIXES ........................................................................................................................45
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TPET-I
LIST OF FIGURES
Figure 1: Location of TPET-I. .................................................................................................................... 5
Figure 2: Sea-side access to TPET-I. ......................................................................................................... 6
Figure 3: Land-side access to TPET-I........................................................................................................ 8
Figure 4: Oil spill warning flow diagram ................................................................................................ 18
Figure 5: Oil Spill Response Team ......................................................................................................... 19
Figure 6: Containment boom anchor. ................................................................................................... 27
Figure 7: Pre-booming around berths at Terminal................................................................................ 28
Figure 8: Completely encircled source. ................................................................................................. 28
Figure 9: Typical slick containment boom configurations. .................................................................... 29
Figure 10: Mangrove protection ........................................................................................................... 30
Figure 11: Beach protection .................................................................................................................. 30
Figure 12: Methods of protecting sensitive areas ................................................................................. 31
Figure 13: Movement of oil slick. .......................................................................................................... 32
Figure 14: Deploying skimmer on water surface. ................................................................................. 34
Figure 15: Maneuvering skimmer ......................................................................................................... 34
Figure 16: Mechanical dispersion of oil slick ......................................................................................... 35
LIST OF TABLES
Table 1: Correlation between ERP sections and requirements of CONAMA Resolution 398 ................. 2
Table 2: Ship tanks/equipment ............................................................................................................. 10
Table 3: Ship tanks/equipment ............................................................................................................. 12
Table 4: Loading and unloading operations .......................................................................................... 13
Table 5: Other potential sources of oil spills. ........................................................................................ 13
Table 6: Duties and Responsibilities of Oil Spill Response Team members .......................................... 20
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TPET-I
Table 7: Names and telephone numbers of the Emergency Response Team ...................................... 21
Table 8: Telephone numbers of organizations to be notified ............................................................... 22
Table 9: Response equipment and materials ........................................................................................ 23
Table 10: Emergency medical care facilities ......................................................................................... 39
Table 11: Technical responsibility for preparation of Individual Emergency Response Plan. .............. 44
Table 12: Technical responsibility for implementation of Individual Emergency Response Plan......... 44
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TPET-I
APPENDIXES
Appendix A
Master Plan
Appendix B
Material Safety Data Sheets (MSDS)
Appendix C
Sensitivity maps
Appendix D
Oil spill modeling report
Appendix E
Vulnerability analysis
Appendix F
Initial oil spill notification form
Appendix G
Minimum spill response capacity
Appendix H
References for oil slick volume estimations
Appendix I
Spill monitoring form
Appendix J
Cleanup methods by type of affected environment
Appendix K
Description of impact form
Appendix L
Incident status summary report form
Appendix M
Content and proof of training
Appendix N
Technical Responsibility Document (ART)
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INTRODUCTION
This document describes the Au Port Individual Emergency Response Plan (ERP) for oil spill incidents
occurring at Oil Terminal I (TPET-I), within the Au Port Complex, in the municipality of So Joo da
Barra, in the State of Rio de Janeiro, Brazil.
This ERP outlines the roles and responsibilities of the emergency response organization, procedures
for controlling and responding to oil spills at sea, and the resources available for response actions.
This Plan applies to oil spills originating from TPET-I or any vessel calling at TPET-I which is berthed,
docked or engaged in berthing, unmooring or docking maneuvers in the turning basin of the Port.
This ERP conforms to CONAMA Resolution 398 (June 11, 2008), which establishes the minimum
content requirements for, and guidance on the preparation of, Individual Emergency Response Plans
for oil spills in Brazilian jurisdictional waters originating from organized ports, port facilities, terminals,
pipelines, land rigs, platforms and their supporting facilities, refineries, shipyards, marinas, yacht clubs
and similar facilities.
This ERP also conforms to the "Terms of Reference for the Preparation of Individual Emergency
Response Plans, a Supplement to CONAMA Resolution 398 (June 11, 2008)" of the Rio de Janeiro State
environment authority, INEA.
Table 1 shows the correlation between the sections of this ERP and the requirements of CONAMA
Resolution 398.
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Table 1: Correlation between ERP sections and requirements of CONAMA Resolution 398
Section of CONAMA Resolution 398 Appendix I
Section of TPET-I ERP
1. Identification of facility
1. Identification of facility
2. Accident scenarios
2. Hazard detection and assessment
3. Response information and procedures
4. Response information and procedures
3.1. Oil spill alert systems
4.1. Spill alert systems
3.2. Incident reporting
4.3. Incident reporting
3.3. Response organization structure
4.2. Response organization structure
3.4. Response equipment and materials
4.4. Response equipment and materials
3.5. Operational response procedures
4.5. Operational response procedures
3.5.1. Oil discharge containment procedures
4.5.1. Oil discharge containment procedures
3.5.2. Oil spill containment procedures
4.5.2. Oil spill containment procedures
3.5.3. Procedures for the protection of sensitive areas
4.5.3. Procedures for the protection of sensitive areas
3.5.4. Oil slick monitoring procedures
4.5.4. Oil slick monitoring procedures
3.5.5. Oil spill clean-up procedures
4.5.5. Oil spill clean-up procedures
3.5.6. Mechanical and chemical dispersion procedures
4.5.6. Mechanical and chemical dispersion procedures
3.5.7. Cleanup operations in affected areas
4.5.7. Cleanup operations in affected areas
3.5.8. Waste collection and disposal procedures
4.5.8. Waste collection and disposal procedures
3.5.9. Resource deployment procedures
4.5.9. Resource deployment procedures
3.5.10. Procedures for obtaining and updating relevant

information
4.5.10. Procedures for obtaining and updating relevant

information
3.5.11. Procedures for documenting response actions
4.5.11. Procedures for documenting response actions
3.5.12. Procedures for protecting communities
4.5.12. Procedures for protecting communities
3.5.13 Wildlife protection procedures
4.5.13. Wildlife protection procedures
4. Closing out a response
5. Closing out a response
5. Maps, nautical charts, plans, drawings and

photographs
9. Appendixes
6. Appendixes
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Table 1 (cont.): Correlation between ERP sections and requirements of CONAMA Resolution 398
Section of CONAMA Resolution 398 Appendix II
Section of TPET-I ERP
1. Introduction
Introduction
2.1. Hazard identification by source
2.1. Hazard identification by source
2.2. Accident scenarios
2.2. Accident scenarios
2.2.1. Worst-case discharge
2.2.1. Worst-case discharge
3. Vulnerability analysis
3. Vulnerability analysis
4. Training and drills
6. Training and drills
5. References
7. References
6. Technical responsibility for preparing the ERP

8. Technical responsibility for preparation and execution
7. Responsibility for execution of the ERP
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1.0

TPET-I
IDENTIFICATION OF FACILITY
Facility
Name: Oil Terminal I TPET-I
Address: Fazenda Saco Dantas, s/n So Joo da Barra RJ
Telephone: (22) 2133-1100
Fax: (22) 2133-1100
Facility operator
Name: Porto do Au Operaes S.A.
Telephone: (22) 2133-1100
Fax: (22) 2133-1100
Legal representative of facility

Name: Andr Amaral
Telephone: (22) 2133-1100 / 98103-0212
Fax: (22) 2133-1100
Response coordinator
Name: Andr Taouil
Position: Environmental Coordinator
Telephone: (22) 2133-1141 / 98123-6773
Fax: (22) 2133-1100
Response coordinator (substitute)

Name: Vicente Manzo
Position: Environmental Manager
Telephone: (22) 2133-1144 / 98125-1213
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TPET-I
Situation and location in geographic coordinates

The Oil Terminal (TPET-I) is situated in the Au Port Complex, in the municipality of So Joo da Barra,
in the State of Rio de Janeiro, Brazil. TPET-I is located approximately 20 km north of Cape So Tom
and 20 km south of the mouth of the Paraba do Sul River. Figure 1 illustrates the location of TPET-I.
Figure 1: Location of TPET-I.

Image: Landsat JAN2015.
The approximate geographical coordinates of TPET-I are:

Latitude: 21 48' 21.519" S (UTM SIRGAS2000: 7587335,56)
Longitude: 40 58' 44.418" W (UTM SIRGAS2000: 295419,07)
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TPET-I
Access to the facility

Sea-side access
Sea-side access to TPET-I begins with an approach channel with an approved depth of 18.50 m, a
breadth of 230 m and a length of 8470 m, running 105 N to a turning basin 700 m in diameter and
18.50 m in approved depth. The mooring basin has an approved depth of 18.50 m, 980 m width and
1300 m length along the entire inner length of the North-South leg of the breakwater. The approach
channel is currently undergoing approval for further dredging to a depth of 21.00 m (DHN). Figure 2
illustrates the sea-side access to TPET-I.
Figure 2: Sea-side access to TPET-I.

Nautical Chart 1405: Brazilian Navy.
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TPET-I
Land-side access
Land-side access to the Au Port Complex is gained as follows:
From Avenida Nilo Peanha (BR-101), near the Shopping Estrada Bus Station, head 600m
North-East on the BR-101 highway toward Campos dos Goytacazes.
Take a slight turn right at Av. Dr. Artur Bernardes and continue for 4.8 km.
Turn right on Avenida 28 and continue for 1.2 km.
Turn left at the roundabout and continue on BR-356 for 3.4 km.
At the roundabout, take the first exit on the right and continue on BR-356 for 14.5 km toward
So Joo da Barra.
At the Caet roundabout, turn right on the RJ-256 highway (a sign will point to Au Port) and
follow 12.6 km to the roundabout in Campo da Praia.
At the roundabout, take the third exit toward Acu Port and follow 3.4 km to the Cajueiro Road
roundabout.
At the roundabout, turn right toward the Port and follow 2.9 km to police station.
Turn left and proceed 6.4 km to the gate office at Porto do Au Operaes.
The directions above are illustrated in Figure 3.
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Figure 3: Land-side access to TPET-I.
Summary description of facility and primary operations

TPET-I handles oil transfers between ships berthed alongside each other at the Terminal, in what are
known as ship-to-ship (STS) transfers. Oil transfers between mother and daughter vessels are made
using the transfer hoses of the vessels themselves. No transfers are made between vessels in different
berths or between vessels and storage tanks.
TPET-I has three berths, including:
two berths for oil transfers between a VLCC and a Suezmax carrier;
one berth for oil transfers between two Suezmax carriers;
STS operations can occur simultaneously in all three berths, each approximately 120 m in length and
240 m apart.
The Terminal's mooring aid and monitoring systems comprise the following equipment:
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hawser hooks
cylindrical fenders
pneumatic fenders
gangways
Berthing monitoring panels, terminals and sensors
The Terminal will be equipped with a volatile emissions control system for STS oil transfer operations,
consisting of:
safety dock skids
blower skids
TPET-I will also have the following utilities:
drainage system
compressed air system
potable water system
plant water system
fire protection system
grounding system
lightning protection system
Table 2 lists the specifications of the largest and smallest vessels expected to operate at TPET-I.
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Table 2: Ship tanks/equipment

Specification
Largest ship
Smallest ship
Capacity (dwt)
320,000
160,000
Cargo capacity (barrels)
2,200,000
1,000,000
Overall length (m)
330
280
Beam (m)
60
50
Depth (m)
30.5
23.1
Maximum draft (m)
23.1
17.0
Ballast draft (m)
13.0
10.0
A master plan describing the drainage systems for TPET-I is presented in Appendix A.
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2.0
HAZARD IDENTIFICATION BY SOURCE
2.1
Hazard identification by source
Tables 3 to 5 list the potential sources of sea surface oil spills associated with operations at TPET-I.
The material safety data sheets of the products involved are presented in Appendix B.
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Table 3: Ship tanks/equipment
Type of operation
Type of vessel/equipment
involved
Type of oil involved
Maximum estimated capacity of largest

Date and causes of prior oil spill
tank among vessels/equipment operating
incident at facility
3
at facility (m )
Oil storage
Mother or daughter tanker
Crude oil
40,000
No record of prior oil spill incident

at facility
Storage of fuel for consumption

by vessel
Mother or daughter tanker
2,226

at facility

by vessel
Tugboat
65

at facility

by equipment
Generator and crane
7.85

at facility
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Marine diesel oil

Fuel oil
Marine diesel oil
Fuel oil
Diesel oil
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Table 4: Loading and unloading operations

Type of operation
Type of oil transferred
Maximum transfer rate (m3/h)

Ship-to-ship operations
Crude oil
3,940

at facility
Table 5: Other potential sources of oil spills.

Type of operation
Type of oil involved
Volume involved

Discharge of waste oil
Used lube oil
200 L drums

at facility
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2.2

TPET-I
Accident scenarios
Based on the potential oil spill sources above, the following accident scenarios have been identified:
Causes: Failure of a ship tank due to a collision with wharf structures (pier, dolphin), collision with
another vessel or grounding
Spill volume (max): 40,000 m (the maximum estimated capacity of largest oil tank among vessels
operating at facility)
Can oil spill spread beyond facility? Yes.
Accident scenario 2: Fuel spill during the approach, berthing or unmooring of a tanker or tugboat
Causes: Failure of a ship tank due to a collision with wharf structures (pier, dolphin), collision with
another vessel or grounding
Type of product spilled Marine diesel oil, fuel oil
Spill volume (max): 2,226 m (the maximum estimated capacity of largest fuel tank among vessels
operating at facility)
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Causes: Puncture or rupture of an equipment tank
Type of product spilled Diesel oil, marine diesel oil
Spill volume (max): 7.85 m (the maximum estimated capacity of equipment operating at facility)
Can oil spill spread beyond facility? Yes

Causes: Failure of hose or hose coupling, tank overflow
Type o spill: Continuous
Spill rate: 3,940 m/h
Spill volume: 656.7 m (assuming 10 minutes required to detect and contain the spill)

Causes: Rupture of drum
Type of product spilled Used lube oil
Spill volume (max): 200 L (maximum drum capacity)
2.2.1
Worst-case discharge
The worst-case discharge has been calculated using the formula established in CONAMA Resolution
398/08 and the guidance provided in section 4.2 of the "Terms of Reference for the Preparation of
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Individual Emergency Response Plans, a Supplement to CONAMA Resolution 398 (June 11, 2008)", of
the Rio de Janeiro State environment authority, INEA.
Vpc = V1
Where:
Vpc = spill volume for worst-case discharge
V1 = highest estimated volume held in any single ship tank
Vpc = 40,000 m
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3.0

TPET-I
VULNERABILITY ANALYSIS
The areas at risk of being impacted by a spill occurring at TPET-I were determined by mathematical
modeling for the previously determined worst-case discharge (40,000 m of crude oil).
The locations with the potential to be impacted by the worst-case oil discharge according to the results
of probabilistic modeling are shown in the vulnerability maps presented in Appendix C for both good
weather (summer) and bad weather (winter) scenarios.
The complete mathematical modeling report is presented in Appendix D.
The vulnerability maps also indicate the sensitivity of locations with the potential to be impacted by
an oil spill, including:
residential and recreational areas and other human settlement areas
ecologically sensitive are
local vegetation and wildlife
areas of socio-economic importance
shipping routes
as
In addition to the mathematical modeling results, the following were used as sources of information
for the vulnerability maps:
Technical specifications and standards for the preparation of oil spill sensitivity charts (MMA,
2004);
OBriens do Brasil (2013), Shoreline Protection and Cleanup Program, developed under a
technical cooperation agreement between the Brazilian environmental authority (IBAMA) and
the Brazilian Institute for Oil, Gas and Biofuels (IBP).
The details of the vulnerability analysis are presented in Appendix E.
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4.0

TPET-I
RESPONSE INFORMATION AND PROCEDURES
This section presents information and procedures applicable to a response to oil spill incidents at TPETI.
4.1
Spill alert systems
Any observer who detects any sign of an oil spill shall immediately warn the Terminal Operator. The
Terminal Operator shall then assess the situation and, if necessary, activate the TPET Advanced Spill
Response System and the Au Port Emergency Preparedness Base operated by Oceanpact Servios
Martimos.
Indications of a spill can also be detected by monitoring transfer pressure and flow rates during an STS
operation. If there is any indication of an anomaly in these variables, an observer shall be dispatched
to inspect the release site.
Figure 4 illustrates the oil spill warning work flow.
Observador do derramamento de leo informa

o Operador do Terminal
Operador do Terminal avalia a situao e, se

necessrio, aciona o Sistema Avanado de
Combate a Derramamentos do TPET e a BPAE
do Porto do Au
Figure 4: Oil spill warning flow diagram
The list of emergency contacts is kept up to date at the Sea Terminal Operations Control Center
(CCOTM Porto do Au Operaes).
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4.2

TPET-I
Response organization structure
Figure 5 presents the Emergency Response Team assigned to respond to an oil spill incident at TPET-I.
Table 6 presents for each Team member:
their roles and duties during an emergency
maximum estimated mobilization and response time and duties
technical qualifications required for response duties
Coordenador das
Aes de Resposta
Comandante do Incidente
Oficial de Assuntos
Legais
Oficial de Segurana
Oficial de Ligao e
Assuntos Externos
Chefe da Seo de
Operaes
Chefe da Seo de
Planejamento
Chefe da Seo de
Logstica
Chefe da Seo de
Finanas
BPAE
Figure 5: Oil Spill Response Team
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Table 6: Duties and Responsibilities of Oil Spill Response Team members

Position
Duties and responsibilities
Maximum mobilization
Technical qualifications
- Keep in contact with Incident Commander to keep track of response

actions
- Keep the management of Porto do Au Operaes informed on the
development of the incident
6 hours
Incident Commander
- Establishing strategic objectives and priorities

- Exercise overall responsibility over the incident response
6 hours
Safety Officer
- Prepare a Local Safety Plan
6 hours
- Provide advice and guidance on all legal affairs
6 hours
---
Liaison Officer
- Manage all communication with authorities

- Prepare and distribute information to the media, the people involved 6 hours
in the response and other organizations
---
Operations Section
Chief
- Establish the organization and tactical objectives

- Conduct tactical operations
- Direct all operations resources
6 hours
Emergency
Preparedness Base
- Take initial spill response actions

- Conduct response operations under the direction of the Head of
Operations
2 hours
- Prepare the Incident Action Plan

- Meet to assess information to inform response actions
- Keep resource inventories
6 hours
- Provide the resources required for response actions.
6 hours
- Monitor the costs of the incidents.

- Keep accounting control, records of time allocation and incident
response expenditure
6 hours
---
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The Emergency Response Team is composed of personnel from Oceanpact and Porto do Au
Operaes. Table 7 lists the names and telephone numbers of the Emergency Response Team
members and their substitutes. The table also lists the telephone numbers of the Sea Terminal
Operations Control Center (CCOTM Porto do Au Operaes) and Oceanpact.
Table 7: Names and telephone numbers of the Emergency Response Team

Position
Name
Phone
Andr Taouil (Porto do Au Operaes)
(22) 98123-6776
Vicente Manzo (Porto do Au Operaes)
(22) 98125-1213
(21) 3032-6700
Chen Li Cheng (Oceanpact)
(21) 99995-3750
(11) 99620-2988
Incident Commander
(21) 3032-6700
(21) 98778-6719
(21) 99676-1059
Paulo Brito (Oceanpact)
(21) 3032-8451
(21) 98488-3965
Safety Officer
Eduardo Machado (Oceanpact)
(21) 3032-8495
(21) 97219-6343
Eduardo Quartarone (Porto do Au Operaes)
(21) 98161-3896
Maria Clara Pires (Porto do Au Operaes)
(21) 98338-3898
Caio Cunha (Porto do Au Operaes)
(21) 98098-0027
Vicente Habib (Porto do Au Operaes)
(21) 99769-2988
Liaison Officer
(21) 3032-6778
George Santos (Oceanpact)
(21) 96713-1878
(21) 7711-7478 ID 98*45295

(21) 3032-8452
Jorge Arthur (Oceanpact)
(21) 98488-3964
(21) 7764-4916 ID 98*53157
(21) 3032-6700
Alessandro Monte (Oceanpact)
(21) 97589-8484
(21) 97125-7531

(21) 3032-8452
Paulo Diogenes (Oceanpact)
(21) 98921-1932
(21) 7803-7903 ID 98*241899
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Position

TPET-I
Name
Phone
(21) 3032-6700
(21) 98778-6719
(21) 99676-1059
(21) 7748-9765
Luiz Ferreira (Oceanpact)
(21) 99714-7897
Jos Maia (Porto do Au Operaes)
(22) 99953 2864
Carlos Barreiros (Porto do Au Operaes)
(21) 3725 8110

Au Port Emergency Preparedness
Base
---
Sea Terminal Operations Control

Center (CCOTM Porto do Au
Operaes)
---
Oceanpact
---
4.3
(22) 2133-1235
(22) 98556-7851
(22) 2133-1223
(22) 2133-1224
(21) 3032-6700
0800-601-7228
Incident reporting
Any and all oil spill incidents shall be reported to the following organizations:
Fundao Pr TAMAR Campos Basin
Captain of the Port, So Joo da Barra
Table 8 lists the telephone numbers of the above organizations.
Table 8: Telephone numbers of organizations to be notified

Organization
Phone
Fax / Email
(21) 2334-7910
(21)2334-7911
(21) 2334-7912
(21)98596-8770
Fundao Pr TAMAR Campos Basin
(22) 2747-5939
(22) 2747-5277
(21) 2104-5480
(21) 2104-5319
Captain of the Port, So Joo da Barra
(22) 2741-4807
(22) 2741-4807
---
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(21) 2112-8619
incidentes.movimentacao@anp.gov.br
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Initial incident notifications shall be made using the form in Appendix F. The Response Coordinator is
responsible for making the initial incident notification.
The Port Authority shall be advised of any incident with the potential to affect navigation safety. The
State Civil Defense Office shall be advised of any incident that could threaten the integrity or life of
people outside the facility.
4.4
Response equipment and materials
Equipment and materials to assist with an oil spill response at TPET-I are available from the TPET
Advanced Spill Response System and the Au Port Emergency Preparedness Base operated by
Oceanpact Servios Martimos.
The TPET Advanced Spill Response System consists of containment booms used preventively around
vessels during transfer operations, around the entire Terminal and in the initial cleanup of a spill, as
described in Sections 4.5.2 and 4.5.5.
The Au Port Emergency Preparedness Base has equipment and materials for spill containment,
protection of vulnerable areas and cleanup operations in oiled areas, as described in Sections 4.5.2,
4.5.3, 4.5.5 and 4.5.7.
Table 9 lists the equipment and materials available as part of the TPET Advanced Spill Response System
and the Au Port Emergency Preparedness Base.
Table 9: Response equipment and materials

Quantity
available
Maximum estimated onscene deployment time
Use limitations
3 x 500 m
Installed on site
---
Fixed containment barrier along open pier, total height

500 m
800 mm
Installed on site
---
Terminal confinement boom, height 80 mm
800 m
Available on site
---
1 unit
Available on site
---
1 unit
Available on site
---
Type and nature of operation

TPET Advanced Spill Response System
Preventive vessel confinement boom, total height
800mm
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Quantity
available
Use limitations
Dedicated Oil Spill Response Vessel, 5 meters with 25

HP engine
1 unit
Available on site
---
PPE (Tyvek coveralls, nitrile gloves, safety shoes,

raincoat, etc.)
3 sets
Available on site
Suitable for
handling of oil and
oil products
Boom laying vessel, 12 meters with 180 HP engine
1 unit
2 hours
---
Boom laying vessel, 12 meters with 180 HP engine
1 unit
2 hours
---
Emergency response vessel, 5 meters with 25 HP

engine
2 units
2 hours
Sheltered waters
Storage container
3 units
2 hours
---
Office container
1 unit
2 hours
---
Change room container
1 unit
2 hours
---
Portable VHF transceiver
6 units
2 hours
1,000 m range
Port containment boom
2,850 meters 2 hours
Sheltered waters
Danforth or Bruce type anchor
20 units
2 hours
Sheltered waters
Tow bar
6 units
2 hours
Suitable for
containment booms
Anchor line and trip line rope, 3/8" diameter
Sheltered waters
4 x 4 dual cab truck
1 unit
2 hours
---
4 units
2 hours
Sheltered waters
Oil collection tank, 1 m3 capacity
10 units
2 hours
Sheltered waters
1 unit
2 hours
Sheltered waters
1 unit
2 hours
Sheltered waters
Self-supporting tank, 10 m3 capacity
1 unit
2 hours
Use on land
Fastank, 5 m3 capacity
1 unit
2 hours
Use on land
Au Port Emergency Preparedness Base
Absorbent boom, polypropylene microfiber, 0.20 x 6 m

units, 164 L unit absorption capacity (27 L/m)
Sheltered waters
Absorbent pad, polypropylene microfiber, 0.50 x 0.50 x

0.002 m units, 1.37 L unit absorption capacity (1.37
6,600 units
L/m)
2 hours
Sheltered waters
Organic granular absorbent, 5 L/kg absorption capacity 200 kg
2 hours
Use on land
Tool set (rakes, squeegees, hoes, wheelbarrows,

shovels, etc)
10 sets
2 hours
Use on land
Toolbox (screwdriver, Phillips screwdriver, pliers, etc.)
1 unit
2 hours
---
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Quantity
available
Use limitations
Metal or plastic drum with lid, 200 liter capacity
3 units
2 hours
---
Bigbag for solid waste, 1 t capacity
30 units
2 hours
Use on land
PPE (Tyvek coveralls, nitrile gloves, safety shoes,

raincoat, etc.)
10 sets
2 hours
Suitable for
handling of oil and
oil products
The TPET Advanced Spill Response System will have a dedicated operations team with 03 members (02
on the vessel on a 24-hour basis and 01 at the unit during working hours).
If necessary, resources available at other Oceanpact bases can also be deployed. Resources will be
transported and operated by vehicles and vessels provided by Oceanpact.
The minimum oil spill response capabilities in accordance with the requirements set out in CONAMA
Resolution 398/08 are presented in Appendix G.
4.5
Operational response procedures
The following sections establish operating procedures for an oil spill response at TPET-I. These
procedures should be applied as applicable to the behavior of the oil spill.
Oil spill response procedures shall be selected to ensure optimum efficiency and safety depending on
weather and sea conditions. Particular consideration shall be given to flammability conditions and the
exposure of response personnel to toxic fumes. Health risks related to products are described in the
appropriate material safety data sheets (FISPQ) in Appendix B.
4.5.1
Oil discharge containment procedures
The following procedures shall be followed to contain the discharge in any of the events identified in
Section 2.2:
Procedures:
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Accident scenario 2: Fuel spill during the approach, berthing or unmooring of a tanker or tugboat.
Procedures:

Procedures:
Operator stops affected unit.
Operator dispatches Au Port Maintenance Team.
Au Port Maintenance Team performs required repairs on damaged unit.

Procedures:
Operator aboard mother tanker stops transfer operation and shuts down transfer pump.
Operator aboard mother tanker drains transfer hose into source tank.
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Procedures:
Operator stops waste discharge operation.
If possible, operator removes damaged drum from dock.
4.5.2
Oil spill containment procedures
Any oil spill occurring during a transfer operation will be contained by preventive containment booms
placed around the vessels prior to the operation.
If the spill occurs outside the pre-booming perimeter or if the preventive booming is unable to contain
the spill, secondary booming shall be deployed around the terminal using the containment booms
available on-site placed by the TPET Dedicated Oil Spill Response Vessel. Containment booms shall be
secured to the end of the open wharf, which is protected by fixed barriers, and to the end of the TPETI wharf, and anchored on the seabed as illustrated in Figure 6 and closed off by deflection blooming.
Figure 6: Containment boom anchor.
Figure 7 illustrates the pre-booming strategies with containment booms placed around berth at the
Terminal.
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Figure 7: Pre-booming around berths at Terminal.
An oil spill may also be contained with the aid of containment booms available at the Au Port
Emergency Preparedness Base using the following strategies:
Complete encircling of sourceUsed for unberthed vessels during the early stages of the spill response,
when the amount of oil released is small and wind and current effects are mild, limiting the spread of
the oil slick. In this strategy, the booms fully encircle the source of the spill as illustrated in Figure 8.
Figure 8: Completely encircled source.
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Slick containment Used when the slick has already begun to spread, in order to confine and
concentrate the slick for removal. Figure 9 illustrates some of the typical slick containment
configurations.
U Formation
J Formation
V Formation
Figure 9: Typical slick containment boom configurations.
Source: www.oilspillsolutions.org
4.5.3
Procedures for the protection of sensitive areas
Sensitive areas shall be protected by booming under the direction of the Emergency Preparedness
Base Operations Supervisor, with priority given to the most environmentally sensitive locations.
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According to the oil spill modeling results and vulnerability analysis, the shoreline features in the area
with oiling potential consist nearly entirely of sand beaches (ISL3 and ISL4), smaller mangrove areas in
the mouth of the Paraba do Sul River (ISL 10) and man-made rocky banks (ISL1 and ISL6), such as riprap
and exposed, smooth and steep-sloped rocky shores. Sea turtle nesting and feeding grounds are
present on nearby beaches.
Mangroves will be protected by deflection booming as illustrated in Figure 10, and supplementarily by
absorbent booms.
Figure 10: Mangrove protection
Beaches and especially sea turtle feeding and nesting grounds will be protected by deflection booming
for less sensitive areas, as illustrated in Figure 11, and supplementarily by absorbent booms.
Figure 11: Beach protection
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Figure 12 illustrates some of the methods of protecting vulnerable areas.
Figure 12: Methods of protecting sensitive areas

Sources: epacha.org; www.monstersandcritics.com; www.upi.com; wn.com
4.5.4
Oil slick monitoring procedures
Any occurring oil slick will be monitored to assess behavior, extent, drift and dispersion conditions.
Monitoring will initially be performed by the response vessels available at the Emergency Preparedness
Base, under the direction of the Base Operations Supervisor. If necessary, monitoring will be
performed (also under the direction of the Emergency Preparedness Base Operations Supervisor) using
helicopters or other vessels deployed by the Logistics Section Chief.
Oil spill quantities shall be estimated on the basis of operating parameters and the references
contained in Section 2.2. Oil slick volume estimation through aerial monitoring shall be performed
using the references contained in Appendix H.
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Information collected from oil slick monitoring shall be recorded using the form in Appendix I. Oil slick
monitoring shall be performed at least twice per day, in the morning and afternoon.
The following basic rules apply to the determination of the oil slick trajectory:
In the absence of wind, the slick moves in the same direction and velocity as the current.
Ocean swell has little influence on drift, but a significant influence on spreading;
Under wind, the slick is divided into windrows and moves according to the vector sum of 100%
of current speed and 3% of wind speed, as illustrated in Figure 13.
Figure 13: Movement of oil slick.
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During a response operation, any significant changes in weather or sea conditions will require a
reassessment of the likely trajectory. This reassessment will inform changes in the response strategy
for optimal use of resources and a more effective response.
In airborne monitoring, aircraft (preferably helicopters) shall be used that are equipped with
navigation equipment suited for determining the exact position of the slick. Altitudes between 300 and
600 m are ideal for estimating the size and trajectory of the slick. However, altitudes between 60 and
150 m are best suited for determining the appearance and distribution of oil on the surface.
In seaborne monitoring, the vessel should follow a longitudinal path or circle the slick, preferably with
air support.
Monitoring can also be conducted on land for the purpose of:
Identifying shoreline areas affected by the spill;
Assessing the degree of contamination in affected areas; and
Identifying access roads for vehicles, machinery and other equipment for use in protecting
vulnerable areas and for cleanup operations in oiled areas.
If necessary, samples of spilled oil shall be collected under the direction of the Emergency
Preparedness Base Operations Supervisors and sent to appropriate laboratories for testing. Samples
shall be collected using appropriate, clean and sealed containers. Samples shall be preserved in
accordance with the relevant laboratory's recommendations.
4.5.5
Oil spill clean-up procedures
In the event of an oil spill during a ship-to-ship transfer, the oil shall be removed from the water initially
with a skimmer placed and operated by the TPET Dedicated Oil Spill Response Vessel.
The skimmer is placed manually in the water and maneuvered using taglines, as shown in Figure 14
and Figure 15.
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Figure 14: Deploying skimmer on water surface.
Figure 15: Maneuvering skimmer
The oil is recovered by a suction pump connected to the skimmer by a hose. Oil is recovered and stored
provisionally in the floating tank available at the site.
The skimmer equipment available at the Au Port emergency response base can also be used to assist
in oil recovery, in a manner consistent with the containment strategies described in Section 4.5.2.
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4.5.6

TPET-I
Mechanical and chemical dispersion procedures
Chemical dispersants shall not be used.

If recovery of the oil slick is no longer practicable, natural dispersion can be enhanced using mechanical
methods to create turbulence and break up the oil slick on the surface, increasing the rates of
weathering and degradation by microbiological agents in the marine environment.
To mechanically disperse an oil slick, the Emergency Preparedness Base Operations Supervisor may
direct vessels to sail through the slick in multiple passes, as illustrated in Figure 16. This procedure
should only be used with permission from INEA.
Figure 16: Mechanical dispersion of oil slick

Source: www.amsa.gov.au
4.5.7
Cleanup operations in affected areas
Cleanup operations in areas affected by the oil spill shall be conducted by Oceanpact crews and,
preferably, by workers affected by the incident, such as fishers. Cleanups shall be conducted under the
direction of the Incident Commander, using the methods recommended in Appendix J as appropriate
for the type affected environment. These methods are recommended by NOAA (2000) and take into
account the typical characteristics of affected environments, such as geomorphology and degree of
exposure, water circulation conditions the type and sensitivity of biota.
The use of cleanup methods involving hot water or high pressure flushing shall be carefully assessed
and avoided in locations hosting sensitive biological communities.
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4.5.8

TPET-I
Waste collection and disposal procedures
4.5.8.1
Solid waste
Porto do Au Operations shall arrange for the collection and disposal of solid waste in accordance with
the following procedures:
A. Characteristics: Solid waste materials generated in response operations are typically sand,
wood, plastic, PP, absorbent material and other oil contaminated solid materials.
B. Classification: All waste materials shall be classified as Hazardous or Class I (ABNT-NBR
10.004:2004) due to the likelihood of toxicity and flammability from contact with oil.
C. Collection: Throughout the response operations, solid waste material shall be collected
manually or using shovels, rakes, buckets, wheelbarrows, etc. Where any vegetation has been
affected and cannot be remediated by pruning, clearing shall only be permitted if authorized
by the appropriate environmental authority. Contaminated collection tools shall also be
properly disposed of.
D. Storage: Collected waste shall be placed in drums or big bags. All materials shall be identified
and provisionally stored in an appropriate sheltered, ventilated, restricted access, impervious
location. Appropriate Material Safety Data Sheets (ABNT-NBR 16725:2011) shall be available in
a nearby, readily visible location.
E. Transportation: The company engaged for the transportation of solid waste materials shall have
a valid Operation License for collection and transportation of Class I solid waste. Waste
materials shall be transported using vehicles suited to the type of storage, such as grain trucks.
The rules and criteria outlined in ABNT NBR 7500:2005 - Identificao para o transporte and
ABNT NBR 13221:2010 - Transporte terrestre de resduos shall be observed. The waste
transportation Company shall also comply with ABNT NBR 7503:2012 - Ficha de Emergncia e
Envelope de Segurana and ABNT NBR 9735:2012 - Conjunto de equipamentos para
emergncias no transporte terrestre de produtos perigosos, which also apply to waste
materials.
F. Disposal: All waste materials generated by the spill response operations shall be delivered to
companies having a valid Operation License for receipt of Class I solid waste. Possible waste
disposal methods include:
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G. Control: All waste materials shall be weighed on a weighbridge. An online waste manifest shall
be subsequently prepared online in accordance with INEA Directive 1310.R-7/2004 - Sistema de
manifesto de resduos. The receiving company shall issue a Disposal Certificate (Certificado de
Destinao Final - CDF).
4.5.8.2
Liquid waste
Porto do Au Operaes shall arrange for the collection and disposal of liquid waste in accordance with
the following procedures:
A. Characteristics: The liquid waste generated in a spill response typically consists of oil or oily
water.
B. Classification: All liquid waste shall be classified as Hazardous or Class I (ABNT-NBR
10.004:2004) due to the likelihood of toxicity and flammability.
C. Collection/storage: All liquid waste materials generated in cleanup operations shall be
transferred from the provisional storage tanks to tanker barges (or tank trucks if collected near
the shore).
D. Transportation: The company engaged for the transportation of liquid waste shall have a valid
Operation License for collection and transportation of Class I liquid waste. The rules and
criteria outlined in ABNT NBR 7500:2005 - Identificao para o transporte and ABNT NBR
13221:2010 - Transporte terrestre de resduos shall be observed. The waste transportation
Company shall also comply with ABNT NBR 7503:2012 - Ficha de Emergncia e Envelope de
Segurana and ABNT NBR 9735:2012 - Conjunto de equipamentos para emergncias no
transporte terrestre de produtos perigosos, which also apply to waste materials.
E. Disposal: All waste materials generated by spill response operations shall be delivered to
companies having a valid Operation License for receipt of Class I liquid waste.
F. Control: All waste materials shall be weighed on a weighbridge. An online waste manifest shall
be subsequently prepared online in accordance with INEA Directive 1310.R-7/2004 - Sistema
de manifesto de resduos. The receiving company shall issue a Disposal Certificate (Certificado
de Destinao Final - CDF).
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The Safety Officer shall monitor the transportation and disposal of all waste materials generated during
the response operation.
4.5.9
Resource deployment procedures
Spill response equipment (booms and skimming set) within the PET Advanced Spill Response System
shall be carried and deployed by the Dedicated Oil Spill Response Vessel.
Equipment and materials at Au Port bases shall deployed by the vessels or vehicles available at those
bases. If needed, resources available at other Oceanpact bases will also be carried by road or sea using
vehicles or vessels provided by Oceanpact.
4.5.10
Procedures for obtaining and updating relevant information
Information on weather and sea conditions necessary to inform the response operation shall be
requested by the Planning Section Chief from the Environmental Forecasting Division of the
Hydrography and Navigation Directorate (DHN) at the Brazilian Navy Hydrography Center (CHM). The
Environmental Forecasting Division operates 24 hours a day and provides information by telephone or
fax. Alternatively, information on weather and sea conditions can be obtained from the Sea Terminal
Operations Control Center (CCOTM Porto do Au Operaes).
Porto do Au Operaes S/A is supported by a Vessel Traffic Service at Terminal 2 (T2), which is certified
by the Maritime Authority to provide Information Service (INS). Au Port is the first Brazilian port to
have a VTS service, providing international visibility to the entire maritime community and supporting
improved operations efficiency and safety. VTS service provides real-time vessel traffic monitoring and
guidance capabilities to improve the safety of navigation and the safety of life at sea; increase the
efficiency of port entry and departure maneuvers; contribute to environmental protection; and
support the port safety measures implemented by the Port Administration. The VTS Center monitors
metocean data as part of its routine operations.
The VTS Center has the following equipment:
Automatic Identification System (AIS) Base Station

X Band Radar;
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TPET-I
Surveillance Cameras throughout the Terminal;

VHF Station; and
Metocean Station (meteorological sensors and ADCP).
The Operations Section Chief shall complete the spill impact description form in Appendix K on a daily
basis.
The presence of toxic and flammable fumes shall be monitored throughout the operation using
appropriate instruments. Spill monitoring shall be the responsibility of the safety officer.
4.5.11
Procedures for documenting response actions
The Operations Section Chief shall report on the status of the spill incident and response on a daily
basis using the form provided in Appendix L.
After closure of the response operation, this information will be used to support a review and revision
of this Emergency Response Plan and preparation of a final report to be submitted to the appropriate
authorities.
4.5.12
Procedures for protecting communities
The Liaison Officer shall work with appropriate media (newspapers, radio and TV) and Civil Defense
organizations to communicate information and advice for the protection of the public, including advice
on:
Avoiding beaches and other contaminated sites
Avoiding fishing and shellfishing in affected areas
Not eating fish found dead on beaches
If the need to remove any members of the public from affected areas is identified, the Liaison Officer
shall notify the Civil Defense agencies.
Available emergency medical care facilities are listed in Table 10.
Table 10: Emergency medical care facilities
Name
Address
Hospital Municipal Ferreira Machado
Rua Rocha Leo, 2 Caj Campos dos Goytacazes
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Name
Address
Hospital Geral Dr. Beda
Rua Conselheiro Otaviano, 129 Centro Campos dos Goytacazes
4.5.13
Wildlife protection procedures
In the event of any identified or potential contamination of wildlife by the spilled oil, Porto do Au
Operaes shall engage a specialist, licensed firm for the oiled wildlife rescue and rehabilitation effort.
The selected firm shall be responsible for the rescue, rehabilitation, and necropsies of, and collection
of data on, oiled marine and coastal animals (birds, turtles and mammals), and for locating, treating
and preparing them for release into their natural environment.
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CLOSING OUT A RESPONSE
The decision to close out a response operation shall be taken by the Incident Commander jointly with
representatives from INEA and the Civil Defense Authority, as applicable. Containment and cleanup
operations shall continue for as long as the oil slick has any of the appearances shown in 4 to 6
(Appendix H). Oil slick monitoring shall continue for as long as it is visible.
The demobilization, cleaning and decontamination of response equipment shall be conducted at a
dedicated facility at the Au Port Emergency Preparedness Base. The facility is built of masonry and
has bunding, impervious flooring and appropriate plumbing. Waste materials generated when cleaning
and decontaminating response equipment shall be disposed of in accordance with Section 4.5.8.
Following the closure of an emergency response, the actions required to monitor affected areas and
assess the damages caused by the spill shall be agreed between the Incident Commander and the
appropriate authorities.
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TRAINING AND DRILLS
Training
The following members of the Emergency Response Team have taken IMO/OPRC oil spill response
training:
Incident Commander
Safety Officer
Training is valid for 3 years. Training contents and certificates are presented in Appendix M.
Drills
Au Port Operations shall participate in oil spill response drills at Au Port every:
Communications: 6 months
Planning: 12 months
Resource mobilization 12 months
Complete response drills: 12 months
After each drill, any action items required to improve the performance of the Emergency Response
Plan shall be discussed. The Response Coordinator has overall responsibility for conducting response
drills and implementing any necessary changes in the Emergency Response Plan.
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REFERENCES
Brazil, Decree 4136, February 20, 2002, Official Journal, published February 21, 2002, p. 2.
______, Act 9966, April 28, 2000, Official Journal, Published April 29, 2000, p. 1 (Extra Edition).
CONAMA Resolution 398, June 11, 2008, Official Journal, Published June 12, 2008, Section 1, p. 101104.
Brazilian Ministry of the Environment, 2004, Especificaes e normas tcnicas para elaborao de
cartas de sensibilidade ambiental para derramamentos de leo.
______, 2007, Atlas de Sensibilidade Ambiental ao leo da Bacia Martima de Santos.
NOAA (National Oceanic and Atmospheric Administration), 2000, Characteristic Coastal Habitats
Choosing Spill Response Alternatives.
OBriens do Brasil (2013), Shoreline Protection and Cleanup Program, developed under a technical
cooperation agreement between Brazilian environmental authority (IBAMA) and the Brazilian
Institute for Oil, Gas and Biofuels (IBP).
Prumo, 2014, Estudo de Anlise de Risco Porto do Au Terminais de petrleo TPET-I e II
Transferncia entre navios, elaborado por Bureau Veritas.
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TECHNICAL RESPONSIBILITY FOR PREPARATION AND EXECUTION
This Individual Emergency Response Plan has been prepared based on applicable regulations, current
knowledge and information provided by Porto do Au Operations. Witt|OBriens disclaims
responsibility for whether the procedures described in this document are implemented. The person
with technical responsibility for the preparation of this Individual Emergency Response Plan is
indicated in Table 11.The relevant Technical Responsibility Record (ART) is presented in Appendix N.
Table 11: Technical responsibility for preparation of Individual Emergency Response Plan.
The person with technical responsibility for the implementation of this Individual Emergency Response
Plan is indicated in Table 12. The person with technical responsibility for the implementation of this
Individual Emergency Response Plan is also responsible to update the plan in accordance with
CONAMA Resolution 398/08.
Table 12: Technical responsibility for implementation of Individual Emergency Response Plan.
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APPENDIXES
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Appendix A
Master Plan
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Appendix B
Material Safety Data Sheets (MSDS)
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Appendix C
Sensitivity maps
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Appendix D
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Appendix E
Vulnerability analysis
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An oil spill can cause damage to marine and coastal ecosystems and human populations, affecting the
natural landscape as well as social and economic activities (e.g. tourism, fisheries, extraction activities,
aquaculture).
Actions to reduce the impacts of an oil spill include defining the persons responsible for the response,
the resources available to respond to the incident and priority protection areas. One of the primary
objectives in planning a response is to reduce, to the extent possible, the environmental consequences
of an incident. This is best achieved when priority protection areas and appropriate cleanup strategies
have been established in advance. In this context, a sensitivity analysis supports the identification and
prioritization of areas requiring greater attention during an oil spill response.
The sensitivity analysis prepared for TPET-I took account of the likelihood of a given area being oiled
(determined through dispersion modeling) and the sensitivity of that area to oil, as determined using
the matrix presented in Table 1.
Table 1 Environmental vulnerability matrix
Sensitivity
Probability of oiling
Low
(0-30%)
Medium
(31-60%)
High
(>60%)
Low
LOW
MEDIUM
MEDIUM
Medium
MEDIUM
MEDIUM
HIGH
High
MEDIUM
HIGH
HIGH
In general, a highly sensitive environmental factor having a high probability of being oiled results in
HIGH vulnerability. A balance between high or medium probability and low sensitivity, or vice versa
(high or medium sensitivity and low probability), indicate MEDIUM vulnerability. Finally, low oiling
probability and low sensitivity mean LOW vulnerability.
In all scenarios, oiling probabilities greater than 10% were virtually limited to the shoreline of So
Joo da Barra. The simulations for the winter scenarios indicated a more significant drift in the north
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direction, while in the winter season the prevailing direction of drift is southwards. Probabilities of
10% to 0% were identified for the shoreline areas of Campos dos Goytacazes, Quissam and So
Francisco de Itabapoana.
Environmental sensitivity
The sensitivities of the different ecosystems were assessed using the methodology adopted by the
Brazilian Ministry of the Environment in Especificaes e normas tcnicas para elaborao de cartas
de sensibilidade ambiental para derramamentos de leo (MMA, 2004), in which the shoreline is
ranked using an Environmental Sensitivity Index (ESI). In this index, coastal ecosystems are ranked
by environmental sensitivity on a scale of 1 to 10 based on the relationships between physical
processes, substrates and biota that produce specific shoreline types and predictable patterns in oil
behaviour, sediment transport and biological impacts.
Classifying the shoreline into different ESIs is essential in predicting the degree of impact and
persistence of spilled oil, and selecting response and cleanup procedures. The color coding
convention used in representing the ESIs for different shoreline segments is presented in Table 2.
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Table 2 ESI environmental sensitivity classification (MMA, 2004)
ESI
Color
Type of shore
- Solid rocky shores, steep-sloped, exposed,
- Sedimentary scarps, exposed

- Solid man-made structures (solid man-made seawalls), exposed
- Solid rocky shores, moderately to gently sloped, exposed.
- Moderately-sloped terraces or shores, exposed (wave-cut platforms, well consolidated sandstone

terraces, etc.)
- Fine- to medium-grained sand beaches, exposed.
- Sand spits, non-vegetated, subject to surf (isolated or multiple sandspits, long beach-type elongated
sandspits)
- Scarps and steep slopes (formations within the Barriers and Coastal Tablelands groups), exposed.
- Exposed dune fields
- Coarse-grained sand beaches
- Intermediate fine- to medium-grained sand beaches, exposed

- Fine- to medium-grained sand beaches, sheltered
- Mixed sand and gravel (or shell fragment or coral
rubble) beaches
- Irregular or vegetation-covered wave-cut platforms.
- Fringing reefs
- Gravel beaches (granules and pebbles)
- Calcareous rubble shores
- Talus slope beaches

- Riprap, breakwaters, exposed
- Wave-cut platforms covered by lateritic concretions (uneven and porous)
- Exposed tidal flats

- Low-tide terraces
- Solid rocky shores and scarps, sheltered
- Non-solid rocky shores and scarps, sheltered

- Scarps and steep slopes in sand, sheltered.
- Riprap, sheltered
- Sheltered sand/mud flats and other unvegetated wetlands
- Sheltered low-tide terraces in mud.

- Reefs supporting corals.
- Vegetated deltas and bars.
- Wetland terraces, marshes, swamps, river and lagoon banks.
10
- Vegetated salt- and brackish-water marshes.

- Marshes
- Mangroves
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The ten ESI levels have been grouped into three sensitivity categories in accordance with the Santos
Basin Oil Spill Sensitivity Atlas (MMA, 2007), as shown in Table 3.
Table 3 ESI environmental sensitivity classification (MMA, 2010)
ESI
Color
Sensitivity
14
LOW
58
MEDIUM
9 10
HIGH
High sensitivity (H) (ESI 9 and 10): Areas with ecosystems of high environmental sensitivity,
characterized by intensive socio-economic activity (urban development, recreational facilities,
extractive activities, cultural/archaeological heritage, management areas), breeding and
feeding grounds, and coastal zones consisting of mangroves, lagoons and rocky shores to
sheltered tidal flats.
Medium sensitivity (M) (ESI 5 to 8): Areas with ecosystems of moderate environmental
sensitivity and characterized by moderate human use, with no breeding or feeding areas, and
shoreline areas consisting of beaches to exposed tidal flats.
Low sensitivity (B) (ESI 1 to 4): Areas with ecosystems of low environmental sensitivity, with
incipient human use and without breeding and feeding areas, and coastal areas consisting of
rocky shores, man-made structures and/or exposed rock.
In addition to ESI levels, the following aspects were additionally taken into account: water offtake
points, human concentrations; areas of social and economic importance; major port terminals;
shipping routes; ecologically sensitive areas; biological resources and Protected Areas. The analysis is
presented below.
Water abstraction points
Water abstraction points are important for local social and economic activities, and therefore their
sensitivity is rated as HIGH. However, no water abstraction points were identified in the study region.
Human concentrations
Human populations in an oiled area would be exposed to a range of negative health effects deriving
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from contact with oil components, and therefore are ranked as having HIGH sensitivity.
Table 4 lists the municipalities with human concentrations situated within the potentially affected
area, and their corresponding oiling probability and vulnerability classes.
Table 4 Municipal human vulnerability classification
Municipality
Probability
Vulnerability
Summer
Winter
Summer
Winter
MEDIUM
MEDIUM
HIGH
HIGH
LOW
LOW
MEDIUM
MEDIUM
Quissam
LOW
LOW
MEDIUM
MEDIUM
So Francisco de Itabapoana
LOW
LOW
MEDIUM
MEDIUM
So Joo da Barra
Areas of social and economic importance

Au Port is an important industrial, port and shipping hub. In addition, the municipalities within the
study region have locally relevant artisan fishing industries. These areas are therefore classified as
being of HIGH sensitivity in terms of social and economic aspects.
Table 5 lists the municipalities with socially and economically important areas situated within the
potentially affected area, and their corresponding oiling probability and vulnerability classes.
Table 5 Vulnerability classification of areas of social and economic importance
Municipality
So Joo da Barra
Probability
Summer
Vulnerability
Winter
Summer
Winter
MEDIUM
MEDIUM
HIGH
HIGH
LOW
LOW
MEDIUM
MEDIUM
Quissam
LOW
LOW
MEDIUM
MEDIUM
So Francisco de Itabapoana
LOW
LOW
MEDIUM
MEDIUM
Port facilities
TPET is located within Au Port, a port facility of regional importance, and therefore ranked as having
HIGH sensitivity.
Because the area's oiling probability has been ranked as HIIGH/MEDIUM in both the summer and
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winter scenarios, vulnerability has been ranked as HIGH.

Shipping routes
The shipping routes in the region are intrinsically linked to the facilities at Au Port, and involve the
traffic of container ships, oil tankers, cargo ships and offshore supply boats. The shipping routes have
been ranked as having HIGH sensitivity.
Due to the HIGH/MEDIUM oiling probability in the region, vulnerability has been ranked as HIGH.
Ecologically sensitive areas
The region at risk to oiling hosts a variety of coastal ecosystems, including expanses of mangroves
(ESI 10), sheltered rip rap (ESI 8), sheltered tidal flats (ISL 7), exposed riprap (ESI 6), exposed
fine/medium grained sand beaches (ESI 4), and exposed man-made solid structures (ESI 1).
Mangroves (ISL 10) are found across the mouth of the Paraba do Sul River at the boundary between
the municipalities of So Joo da Barra and So Francisco de Itabapoana. These environments are
ranked as having HIGH sensitivity but LOW oiling probability, and therefore MEDIUM vulnerability.
The shoreline areas featuring sheltered riprap (ISL 8), ranked as having MEDIUM sensitivity, are
found in the internal area of Au Port, in the mouth of the Paraba do Sul River. Areas within Au
Port, near the source of the prospective spill, with a HIGH/MEDIUM probability of oiling, are ranked
as having HIGH/MEDIUM vulnerability. The area around the mouth of the Paraba do Sul River is
classified as having MEDIUM vulnerability.
Like mangroves, sheltered tidal flats (ISL 7) are located at the boundary between the municipalities
of So Joo da Barra and So Francisco de Itabapoana, occupying a small portion of the mouth of
the Paraba do Sul. These environments are ranked as having MEDIUM sensitivity, LOW oiling
probability and therefore MEDIUM vulnerability.
Exposed riprap (ISL 6) is found at the outlet of the Au Port channel and along the banks of the mouth
of the Paraba do Sul, and is ranked as having MEDIUM sensitivity. Areas near the port are classified
as having MEDIUM oiling probability, resulting in MEDIUM vulnerability. Areas within the mouth of
the Paraba do Sul are classified as having LOW oiling probability and MEDIUM vulnerability.
Exposed fine/medium grained sand beaches (ISL 4) are present along much of the shoreline in the
study area, and are classified as having LOW sensitivity and MEDIUM vulnerability.
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Exposed man-made smooth structures (ISL 1) are ranked as having LOW sensitivity and MEDIUM
vulnerability.
Biological resources
Different groups of biological resources are present in the area at risk of oiling, including plankton,
benthos and nekton (turtles and cetaceans).
Plankton communities are characterized as drifting organisms, and therefore their sensitivity is HIGH
due to their inability to swim away from oiled areas. The vulnerability of plankton communities is
deemed HIGH in the Au Port area due to the HIGH/MEDIUM probability of oiling, and MEDIUM in
the remainder of the study area.
The nekton community consists of sea turtles (present in coastal feeding and breeding areas) and
large cetaceans (present in the oceanic region, a priority preservation area). Members of the nekton
community are classified as having MEDIUM sensitivity because, although they have the ability to
swim away from affected areas, they are liable to food poisoning. Turtles are classified as having
HIGH/MEDIUM vulnerability in the area near Au Port due to HIGH/MEDIUM oiling probability, and
MEDIUM vulnerability in other areas.
Large cetaceans are classified have having MEDIUM vulnerability due to the LOW oiling probability
in the oceanic zone.
Protected Areas
Protected Areas are environmentally relevant and classified as having HIGH sensitivity. However, no
protected areas were identified in the study region.
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Appendix F
Initial oil spill notification form
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Appendix G
Minimum spill response capacity
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1) BOOMS
Required
Based on the complete vessel encirclement strategy and assuming a maximum vessel length of 330 m
and that the three berths are protected on one side, the required boom quantity is:
3 x 500 = 1,500 meters
2) SKIMMERS
Small discharge volume (8 m3)
Required
EDRC = 8 m3
Rated capacity is = 8 / (24 x 0.20) = 1.7 m3/h
Under section 2.2. of Annex III to CONAMA Resolution 398/08, the Estimated Daily Recovery Capability
(EDRC) for organized ports, other port facilities and other terminals should be determined for a small
discharge volume. In any case, the capacities for medium and worst-case discharge volumes are
presented below.
Medium discharge (200 m3)
Required
EDRC = 100 m3
Nominal capacity is = 100 / (24 x 0.20) = 20.8 m3/h
Worst-case discharge (40,000 m3)
Tier 1
Required
EDRC = 2,400 m3/day
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Nominal capacity = 2,400 / (24 x 0.20) = 500 m3/h

Tier 2
Required
EDRC = 4,800 m3
Nominal capacity = 4,800 / (24 x 0.20) = 1,000 m3/h
Tier 3
Required
EDRC = 8,000 m3
Rated capacity is = 8,000 / (24 x 0.20) = 1.666,7 m3/h
3) CHEMICAL DISPERSANTS
Chemical dispersants are not to be used.
4) MECHANICAL DISPERSION
Mechanical dispersion will be used when oil recovery is no longer practicable.
Required
1 vessel with outboard engine.
5) TEMPORARY STORAGE
Required
1.7 m3/h (nominal collection capacity required for small discharge volume) x 3 hours = 5.1 m3
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6) SORBENT BOOMS
Required
Same length as containment booms = 990 m
7) SORBENT PADS
Required
Equivalent in quantity to the length of the containment booms (990 m). Pad dimensions are 0.50 x 0.50
m. The required quantity is therefore:
990 m 0.50 m = 1,980 pads
8) GRANULAR ABSORBENTS
Required
A quantity compatible with the relevant response strategy.
Organic granular absorbent shall be used in land areas where needed.
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Appendix H
References for oil slick volume estimations
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Estimation of oil slick thickness and volume

Appearance
Approximate thickness (mm)
Approximate oil volume (liters/km2)
1 Barely visible
0.00004
44
2 Silver sheen
0.00008
88
3 First color trace
0.00015
176
4 Bright colors
0.0003
351
5 Dull colors
0.001
1,168
6 Dark colors
0.002
2,237
Source: US Coast Guard
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Photo 1: Barely visible
Photo 2: Silver sheen
Photo 3: First color trace / bright colors
Photo 4: Dull colors
Photo 5: Dark colors

Source: National Oceanic and Atmospheric Administration (NOAA)
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Appendix I
Spill monitoring form
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Monitoring site:
Monitoring date:
Monitoring time:
Person responsible:
Oil slick location and trajectory
Appearance of oil slick

Barely visible
Silver sheen
Estimated area of oil slick:
Bright colors
Dull colors
Estimated oil slick volume:
Remarks:
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Appendix J
Cleanup methods by type of affected environment
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Environment
ESI
Recommended cleanup methods

Natural recovery
Manual removal
Exposed rocky shores
Sorbents
Vacuum
Low-pressure, ambient water flushing
High-pressure, ambient water flushing
Natural recovery
Manual removal
Exposed man-made structures
Sorbents
Natural recovery
Manual removal
Sorbents
Exposed wave-cut platforms
Vacuum
Flooding
Natural recovery (light and medium grade crudes)
Manual removal
Mechanical removal
Fine- to medium-grained sand

beaches
3/4
Sorbents
Vacuum
Sediment reworking
Flooding
Natural recovery (light and medium grade crudes)
Manual removal (medium and heavy grade oils)
Mechanical removal (medium and heavy grade oils)
Mixed sand and gravel beaches 5
Sorbents
Vacuum (medium and heavy grade oils)
Sediment reworking
Flooding (light and medium grade crudes)
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Environment
ESI

Natural recovery
Sorbents
Gravel beaches
Sediment reworking
High-pressure, ambient water flushing (medium and heavy grade oils) (*)
Low-pressure, hot water flushing (heavy grade oils) (*)
Natural recovery
Exposed tidal flats
Sorbents
Flooding
Low-pressure, ambient water flushing (light and medium grade crude)
Natural recovery
Manual removal
Mechanical removal (medium grade oils)
Riprap
Sorbents
Natural recovery
Manual removal (medium grade oils)
Sorbents (light and medium grade crudes)
Sheltered shores and scarps
Vacuum
Flooding
High-pressure, ambient water flushing (medium and heavy grade oils) (*)
Natural recovery
Sheltered man-made
structures
Manual removal
8
Sorbents
High-pressure, ambient water flushing (light and medium grade crude) (*)
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Environment
ESI

Natural recovery
Sorbents
Sheltered tidal flats
10
Vacuum (medium and heavy grade crudes)

Flooding
Natural recovery
Sorbents
Salt to brackish marshes
10
Vacuum
Flooding
Natural recovery
Sorbents
Mangroves
10
Vacuum
Flooding
Low-pressure, ambient water flushing (light grade crude)
ESI: Environmental Sensitivity Index

Source: NOAA, 2000, Characteristic Coastal Habitats Choosing Spill Response Alternatives
(*) The use of cleanup methods involving hot water or high pressure flushing shall be carefully assessed and avoided in
locations hosting sensitive biological communities.
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Appendix K
Description of impact form
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Location of survey:
Date of survey:
Time of survey:
Person responsible for survey:

Oil distribution and oiling width
Oiling width
Oil distribution
Wide
Medium
Narrow
Very narrow
(> 6 m)
(3-6 m)
(0.5-3 m)
(0.5-3 m)
No oil
Total
Continuous
Broken
Patchy
Sparse
Oil slick conditions and degree of weathering
Fresh oil
(unweathered,
liquid oil)
Mousse
(emulsified oil)
Tarballs
Tarry
(weathered, solid
consistency)
Asphalt
pavement
Trace
Partially filled
pores
Oil-filled pores
Asphalt
pavement
Sub-surface oil
No oil
Impacts on fauna
Injured
DOA
Notes:
Birds
Mammals
Reptiles
Fish
Impact on flora:
Remarks:
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November 2015

TPET-I
Appendix L
Incident status summary report form
Rev.: 00
November 2015

TPET-I
Location of spill:
Date of spill:
Spill status
( ) Secured
Remaining potential (m3):
( ) Unsecured
Rate of spillage (m3/h)

Since last report
Volume spilled
Total
Oil mass balance (specify unit)

Recovered
Evaporated
Naturally dispersed
Chemically dispersed
Burned
Floating (contained)
Floating (uncontained)
Onshore:
Total volume released:
Waste generated (specify unit)
Recovered
Stored
Disposed
Cleaned
To be cleaned
Oil
Oily water
Other liquids
Oily solids
Other solids
Extent of the affected shoreline (specify unit)
Degree of oiling
Affected
Light
Moderate
Heavy
Wildlife impacts
Captured
Cleaned
Released
Birds
Mammals
Reptiles
Fish
Total
Rev.: 00
November 2015
DOA
Other

TPET-I
Safety status
Since last report
Total
Responder injury
Public injury
Equipment
Ordered
Available/stag
ed
Assigned
Out of service
Spill response vessel

Fishing vessel
Tugboat
Barge
Skimmer
Boom (m)
Sorbent boom (m)
Vacuum truck
Helicopters / fixed wing
Personnel resources
People in command posts
People in the field
Total people on scene
Own personnel
Contract personnel
Authorities
Volunteers
Total number of response personnel from organizations:

Comments
Prepared by:
Rev.: 00
Date and time:
November 2015

TPET-I
Appendix M
Content and proof of training
Rev.: 00
November 2015

TPET-I
Appendix N
Technical Responsibility Document (ART)
Rev.: 00
November 2015
Tetra Tech Sustentabilidade

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ENVIRONMENTAL AND

Prumo Logstica Global

Tetra Tech Sustentabilidade

Mateus do Nascimento Fonseca

Roberto Simes de Araujo

Bruno Civolani e Said

PROJECT DESCRIPTION .......................................................................................................9

LEGAL FRAMEWORK ...........................................................................................................59

BASELINE: ENVIRONMENTAL AND SOCIAL CONDITIONS ...............................................77

ENVIRONMENTAL AND SOCIAL IMPACTS/ RISK OF THE PROJECT .............................184

ENVIRONMENTAL AND SOCIAL MANAGEMENT SYSTEM .............................................233

PROFESSIONAL TEAM .......................................................................................................363

MAIN SOURCES FOR BACKGROUND INFORMATION

PROPOSED TARGETS AND INDICATORS FOR THE WATER QUALITY

DUTIES AND RESPONSIBILITIES OF OIL SPILL RESPONSE TEAM

AU PORT INDUSTRIAL COMPLEX

DIRECTIONAL ROSE OF ANNUAL WAVE REGIME IN THE REGION OF

FIRE MONITOR INSTALLED IN ONE OF T-OIL BERTHS

OIL SPILL MODELING SHIP-TO-SHIP TRANSFER OPERATIONS

Performance Standard 1: Assessment and Management of Environmental and Social

LOCATION OF THE ENTERPRISE

Copyright: 2014 Esri

Private Reserve of Natural Heritage

Copyright: 2014 Esri

Copyright: 2014 Esri

Private Reserve of Natural Heritage - Farm Caruara

So Joo da Barra Industrial District (DISJB)

Au Port Special Sector (SEPA)

ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT (ESIA) T-OIL

AU PORT INDUSTRIAL COMPLEX

Support Facilities And Utilities

Source: Prumo (Feb ruary, 2016)

CAL Consultoria Ambiental Ltda

Environmental and Social Impact Study of the

Logistics Yard and Port Operations - Au Port

Change of Project and Additional Environmental and

Environmental and Social Impact Assessment of the

and the Licensing of the Dredged Material Disposal

Projetos de Meio Ambiente

Area, performed by MASTERPLAN Consultoria de

TETRA TECH Sustentabilidade

TETRA TECH Sustentabilidade

TETRA TECH Sustentabilidade

TETRA TECH Sustentabilidade

Oil Spill Modeling Ship-To-Ship Transfer

LOCATION OF THE ENTERPRISE

Copyright: 2014 Esri

Copyright: 2014 Esri

Copyright: 2014 Esri

3 - MAP TO IMPRESS IN A3 FORMAT.

ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT (ESIA) T-OIL

Analysis of Project Alternatives

Favorable location for markets in North America, Africa and Europe;

Distance to Maca (km)

Characteristics of the sediments;

Copyright: 2014 Esri

Channel Outline Alternative

Increase of 50m to width of the Channel

Copyright: 2014 Esri

Copyright: 2014 Esri

LOCATION OF THE ENTERPRISE

1 - FUNDAO INSTITUTO BRASILEIRO DE GEOGRAFIA E ESTATSTICA (IBGE).

ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT (ESIA) T-OIL

3 - MAP TO IMPRESS IN A3 FORMAT.