development of integrated facilities (stage i) within the...

Development of integrated facilities (Stage I) within the existing Kandla Port trust at Gandhidham, Kutch, Gujarat

Prepared by:-

Mantec Consultants Pvt. Ltd.

`Table of Contents

1.0 EXECUTIVE SUMMARY ________________________________

3.3 Salient Features Of The Project

3.4 Proposed Planning ________________________________

2.0 INTRODUCTION ________________________________

3.5 Identification of Project Proponent

3.6 Brief Description Of Nature Of The Project

3.7 Need For The Project And Its Importance To The Country And/or Region

3.8 Demand-Supply Gap ________________________________

3.9 IMPORTS VS. Indigenous production

3.10 Export Possibility ________________________________

3.11 Domestic/ Export Markets

3.12 Employment Generation

3.0 PROJECT DESCRIPTION ________________________________

3.13 3.1 TYPE Of Project Including Interlinked And Interdependent Projects, If Any

3.14 3.2 Location of project with Coordinates

3.15 Details Of Alternate Sites considered and the basis of selecting the proposed site,

particularly the environmental considerations gone into should be highl

3.16 Size or Magnitude of Operation

3.17 Project Description With Process DETAILS

3.18 Raw Material Required Along With Estimated Quantity, Likely Source, Marketing

Area Of Final Product/S, Mode Of Transport Of Raw Material And Finished Product

3.19 Resource Optimization/ Recycling And Reuse

3.20 Availability Of Water Its Source, Energy / Power Requirement & Source

3.20.1 Water Requirement

3.20.2 Power ________________________________

3.21 Quantity Of Wastes To Be Generated (Liquid And Solid) And Scheme For Their

Management/ Disposal ________________________________

3.22 SCHEMATIC REPRESENTATIONS OF THE FEASIB

INFORMATION OF EIA PURPOSE

4.0 SITE ANALYSIS ________________________________

4.1 CONNECTIVITY ________________________________

4.2Landform, Landuse And Land Ownership

4.2.1 Landform ________________________________

4.2.2Land Use ________________________________

4.2.3Land Ownership ________________________________

4.3Topography ________________________________

4.4Existing Land Use Pattern

4.4.1 Environmental Sensitivity

4.5 Existing Infrastructure ________________________________

3.23 4.6Soil Classification ________________________________

4.7Climatic Data From Secondary Sources

4.8 Social Infrastructure ________________________________

Development of integrated facilities (Stage I) within the existing Gandhidham, Kutch, Gujarat

Pre-feasibility Report


________________________________________________________________

Salient Features Of The Project____________________________________________________________

________________________________________________________________

________________________________________________________________

Identification of Project Proponent _______________________________________________________

Brief Description Of Nature Of The Project ________________________________

Need For The Project And Its Importance To The Country And/or Region

________________________________________________________________

IMPORTS VS. Indigenous production _____________________________________________________

________________________________________________________________

Domestic/ Export Markets ________________________________________________________________

Employment Generation ________________________________________________________________

________________________________________________________________

3.1 TYPE Of Project Including Interlinked And Interdependent Projects, If Any

3.2 Location of project with Coordinates ________________________________

Details Of Alternate Sites considered and the basis of selecting the proposed site,

particularly the environmental considerations gone into should be highl

Size or Magnitude of Operation ___________________________________________________________

Project Description With Process DETAILS ________________________________

Raw Material Required Along With Estimated Quantity, Likely Source, Marketing

Area Of Final Product/S, Mode Of Transport Of Raw Material And Finished Product

Resource Optimization/ Recycling And Reuse ________________________________

Availability Of Water Its Source, Energy / Power Requirement & Source

Water Requirement ________________________________________________________________

______________________________________________________________________________________

Wastes To Be Generated (Liquid And Solid) And Scheme For Their

________________________________________________________________

SCHEMATIC REPRESENTATIONS OF THE FEASIBILITY DRAWING WHICH GIVE

INFORMATION OF EIA PURPOSE ________________________________________________________________

___________________________________________________________________________________

___________________________________________________________________________________

Landuse And Land Ownership ____________________________________________________

_______________________________________________________________________________________

________________________________________________________________________________________

________________________________________________________________

_______________________________________________________________________________________

4.4Existing Land Use Pattern ________________________________________________________________

4.4.1 Environmental Sensitivity ________________________________________________________________

________________________________________________________________

________________________________________________________________

4.7Climatic Data From Secondary Sources ______________________________________________________

________________________________________________________________

Development of integrated facilities (Stage I) within the existing

feasibility Report

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Need For The Project And Its Importance To The Country And/or Region _________ 24

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3.1 TYPE Of Project Including Interlinked And Interdependent Projects, If Any __ 28

________________________________________________ 28

Details Of Alternate Sites considered and the basis of selecting the proposed site,

particularly the environmental considerations gone into should be highlighted _________ 31

___________________________ 31

______________________________________________ 31

Raw Material Required Along With Estimated Quantity, Likely Source, Marketing

Area Of Final Product/S, Mode Of Transport Of Raw Material And Finished Product ____ 31

__________________________________________ 32

Availability Of Water Its Source, Energy / Power Requirement & Source __________ 32

_______________________________________ 32

______________________ 32

Wastes To Be Generated (Liquid And Solid) And Scheme For Their

_____________________________________________ 32

ILITY DRAWING WHICH GIVE

__________________________________ 32

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Prepared by:-


5.0Planning Brief ________________________________

5.1Planning Concept ________________________________

5.2Assessment Of Infrastructure Demand (Physical & Social)

5.3Amenities/Facilities ________________________________

6.0Proposed Infrastructure ________________________________

6.1 Industrial Area (Processing Area)

6.2Residential Area (Non Processing Area)

6.3 Green Belt ________________________________

6.4 Social Infrastructure ________________________________

6.5 Connectivity ________________________________

6.6 Drinking Water Management

6.7 Sewerage System ________________________________

6.8 Industrial Waste Management

6.9 Solid Waste Management

6.10Power Requirement & Supply/ Source

7.0 REHABILITATION AND RESETTLEMENT

8.0 Project Schedule & Cost Estimates

8.1 Likely Date Of Start Of Construction And Likely Date Of Completion

8.2Estimated Project Cost Along With Analysis In Terms Of Economic Viability Of The

Project ________________________________

9.0 ANALYSIS OF PROPOSAL

9.1Financial And Social Benefits With Special Emphasis On The Benefit To The Local

People Including Tribal Population, If Any, In The Area




____________________________________________________________________________________

________________________________________________________________

5.2Assessment Of Infrastructure Demand (Physical & Social) _______________________________

________________________________________________________________

________________________________________________________________

6.1 Industrial Area (Processing Area) ____________________________________________________________

6.2Residential Area (Non Processing Area) _____________________________________________________

________________________________________________________________________________________

________________________________________________________________

______________________________________________________________________________________

6.6 Drinking Water Management ________________________________________________________________

________________________________________________________________

Industrial Waste Management ________________________________________________________________

6.9 Solid Waste Management ________________________________________________________________

6.10Power Requirement & Supply/ Source _____________________________________________________

ND RESETTLEMENT (R&R) PLAN ________________________________

8.0 Project Schedule & Cost Estimates ____________________________________________________________

8.1 Likely Date Of Start Of Construction And Likely Date Of Completion ___________________


________________________________________________________________________________________________

(FINAL RECOMMENDATIONS) ________________________________


People Including Tribal Population, If Any, In The Area ________________________________


feasibility Report

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Prepared by:-


1.0 EXECUTIVE SUMMARY

Kandla Port is the busiest port of India and serves as the gateway for the trade

generating from/to the entire Northern India. In the terms of cargo handling, Kandla

Port has achieved the first position among all the Major Ports of India, in most of the

years in last decade. To enhance the cargo handling capacity and to handle bigger size

vessels, Kandla Port has long been focussing on various measures like adding the new

facilities, strengthening the existing facilities, etc.

It is submitted that since the starting of KPT, Signal and Navigational Aid (SNA) Section

and Port Craft Parking jetty have been operated from the Bunder Basin Area. These

structures were badly damaged in the cyclone of 1

This necessitated re-location of SNA section and Port Craft Jetty from the safety point of

view and also for smooth functioning of port operations. SNA jetty is primarily meant

for parking of port crafts and no cargo handli

The proposed project is Development of integrated facilities (Stage I) within the existing

Kandla Port trust at Gandhidham, Kutch, Gujarat

The document presents the pre

Setting up of Container Terminal at TunaPPP Model

Providing Railway Lines

Construction of Port Craft Jetty & Shifting of SNA Section at Kandla Port.

Site location was selected basis the study reports made

modeling studies, geo-tech investigation reports, hydraulic model studies, wave and

tidal data. Depth contours were identified to build the terminal so as to make it viable

from both technical and financial perspectives.

The Kandla Port has set up barge handling facility at Tuna (Outside Kandla Creek) for

evacuation of cargo from such vessels by lighterage through barges. Further, the

existing barge jetty with berth length 240 Mtrs. is being extended by 600 Mtrs (500 mtr

through BOT project and 100 mtr through captive project) to augment the handling

capacity of dry cargo.

The Pontoon jetty is located after the approach jetty on the left side on north. The

overall size of this jetty is 114.95 x 12 m. the dredge level at face o

10.35m.






position among all the Major Ports of India, in most of the



ng the existing facilities, etc.



structures were badly damaged in the cyclone of 1998 and the Earthquake of 2001.

location of SNA section and Port Craft Jetty from the safety point of


for parking of port crafts and no cargo handling activity is carried out at this facility


Kandla Port trust at Gandhidham, Kutch, Gujarat.

The document presents the pre-feasibility study of

Container Terminal at Tuna-Tekra, Kandla Port on BOT Basis under

ines from NH 8A to Tuna port


Site location was selected basis the study reports made available to us e.g. numerical

tech investigation reports, hydraulic model studies, wave and



Kandla Port has set up barge handling facility at Tuna (Outside Kandla Creek) for



ugh BOT project and 100 mtr through captive project) to augment the handling

Pontoon jetty is located after the approach jetty on the left side on north. The

overall size of this jetty is 114.95 x 12 m. the dredge level at face of this jetty is taken as


feasibility Report

Page 21



position among all the Major Ports of India, in most of the





998 and the Earthquake of 2001.



ng activity is carried out at this facility


Tekra, Kandla Port on BOT Basis under


available to us e.g. numerical



Kandla Port has set up barge handling facility at Tuna (Outside Kandla Creek) for



ugh BOT project and 100 mtr through captive project) to augment the handling

Pontoon jetty is located after the approach jetty on the left side on north. The

f this jetty is taken as -


Prepared by:-


It is proposed to have 17 rows of R.C.C Bored cast

longitiudinal directions and 3 rows in the transverse direction. In longitudinal direction

the spacing is 7m. the spacing in the trans

projection of 1m on both sides. The piles are connected with main beams (1300 x

1450mm) in the transverse direction and longitunal beam (600 x 850mm) in

longitudinal direction. Secondary beam of 600 x 850mm is propos

longitunal beams to reduce the span of slabs. Pile muff shall be of size 1500 x 1500 x

400mm. the slab thickness proposed is 250mm. The top level of the deck shall be

+9.14m (including 100mm thick wearing coat).

3.3 SALIENT FEATURES OF THE

Project name

Location of the Project

Latitude

Longitude

Land use

Proposed capacity

Water demand

Sources of water

Nearest railway station

Nearest state highway/national

highway

Nearest air-port

Seismic zone




It is proposed to have 17 rows of R.C.C Bored cast-in-situ 1000mm diameter piles in the


the spacing is 7m. the spacing in the transverse direction is 5m with a cantilever



longitudinal direction. Secondary beam of 600 x 850mm is propos




HE PROJECT

Development of integrated facilities (Stage I)

Remaining 3 facilities within existing Kandla Port

at Kandla Dist: Kutch by Kandla Port Trust

Kandla Port Gandhidham – 370201 Kutch District (Gujarat)

23o 01' N

70o 13' E

Industrial

S.No Facility Capacity

1 Development of Container Terminal at Tuna off Tekra on BOT basis

2.19 Million TEUs/ Annum

2 Providing Railway Line from NH-8A to Tuna Port

11Km

3 Construction of Port Craft Jetty & Shifting of SNA Section at Kandla Port Trust.

114.95 X 12 m

450 KLD

Tanker Supply/contractor/ Gujarat Water Supply

and Sewerage Board

Gandhidham Railway station:- 9.06 Km. NE

Nearest state highway/national NH-8A, Adjacent

Kandla Airport:- 15.62 Km. NE

Zone-V (As per 1893:2002)


feasibility Report

Page 22

situ 1000mm diameter piles in the


verse direction is 5m with a cantilever



longitudinal direction. Secondary beam of 600 x 850mm is proposed in between



Development of integrated facilities (Stage I) -

Remaining 3 facilities within existing Kandla Port

at Kandla Dist: Kutch by Kandla Port Trust

Capacity

2.19 Million TEUs/ Annum 11.00 Km

114.95 X 12 m2

Gujarat Water Supply

9.06 Km. NE


Prepared by:-


3.4 PROPOSED PLANNING

Site location was selected basis the study reports made available to

modeling studies, geo-tech investigation reports, hydraulic model studies, wave and



2.0 INTRODUCTION

1) Container Terminal at Tuna off Tekra

with the market demand anticipated. Civil infrastructure and equipment are planned

taking into account the latest developments in container ports worldwide.

1. Construction of 750m berth for three and a half year.

2. Construction of 1100m berth for five years (phase

Phase-2: one and half years).

For the project life of the option developed, financial viability is assessed on the

yardsticks of NPV and IRR. The capital expenditure and operating and maintenance

expenditures are estimated.

Quay location was identified along the 9.4 meter contour. The total quay length is 1,100

meters, which can accommodate a minimum of 3 vessels. The berth & apron area w

constructed on the identified 9.4 meter contour, whereas the stackyard, rail yard, office

buildings and other infrastructure will be built on the land. The berth and the yard area

will be connected by a trestle. Protection in the form of breakwater

to facilitate round the clock operation at berth.

2) Port Craft Jetty & Shifting of SNA Section at Kandla Port Trust

is located after the approach jetty on the left side on north. The overall size of this jetty

is 114.95 x 12 m. the dredge level at face of this jetty is taken as

It is proposed to have 17 rows of R.C.C Bored cast



projection of 1m on both sides. The piles are connected with m









Site location was selected basis the study reports made available to




Container Terminal at Tuna off Tekra - Facility Planning was undertaken in line



n of 750m berth for three and a half year.

ction of 1100m berth for five years (phase-1: three and half years,

2: one and half years).


d IRR. The capital expenditure and operating and maintenance


meters, which can accommodate a minimum of 3 vessels. The berth & apron area w



will be connected by a trestle. Protection in the form of breakwater is required, inorder

to facilitate round the clock operation at berth.

Port Craft Jetty & Shifting of SNA Section at Kandla Port Trust -


is 114.95 x 12 m. the dredge level at face of this jetty is taken as -10.35m.

It is proposed to have 17 rows of R.C.C Bored cast-in-situ 1000mm diameter piles in the










feasibility Report

Page 23

Site location was selected basis the study reports made available to us e.g. numerical



Facility Planning was undertaken in line



1: three and half years,


d IRR. The capital expenditure and operating and maintenance


meters, which can accommodate a minimum of 3 vessels. The berth & apron area will be



is required, inorder

-The Pontoon jetty


10.35m.

ameter piles in the



ain beams (1300 x






Prepared by:-


3) Railway Line from NH-8A to Tuna Port

facility at Tuna (Outside Kandla Creek) for evac

lighterage through barges. Further, the existing barge jetty with berth length 240 Mtrs.

is being extended by 600 Mtrs (500 mtr through BOT project and 100 mtr through

captive project) to augment the handling capacity

expansion plan, the Port has also under taken highly ambitious project for the

“Development of Dry Bulk Terminal off Tekra near Tuna” at an estimated cost of Rs.

1060 Crores and capacity of 14.112 Million Tons to hand

essential to connect the Tuna barge jetty with a broad gauge railway lines for faster and

economic evacuation of cargo as well as to provide connectivity to the proposed three

phases of berthing facility development off Tekra n

current traffic projections by 2015

in handling of dry cargo by more than 30 MMTPA.

3.5 IDENTIFICATION OF PROJECT

Kandla Port is the busiest port of India and serve



years in last decade. To enhance the cargo handling

vessels, Kandla Port has chalked out an ambitious plan of port facility development at

Tuna and nearby waterfront.

The objective of the assignment is four

1. Assess the market demand for the proposed container po

2. Select the most feasible location from the perspective of draft availability and back

land availability

3. Plan the physical infrastructure in order to best cater to the estimated traffic and in

line with the site location identified

4. Assess the financial viability of the project for the project life

3.6 BRIEF DESCRIPTION OF NATURE

The project for Development of integrated facilities (Stage I) within the existing Kandla

Port trust at Gandhidham, Kutch, Gujarat

proposed:-

Container Terminal at Tuna off Tekra

Port Craft Jetty & Shifting of SNA Section at Kandla Port Trust

Railway Line from NH

3.7 NEED FOR THE PROJECT AND




8A to Tuna Port -The Kandla Port has set up barge handling

facility at Tuna (Outside Kandla Creek) for evacuation of cargo from such vessels by



captive project) to augment the handling capacity of dry cargo. As a part of the future



1060 Crores and capacity of 14.112 Million Tons to handle dry cargo. It has become



phases of berthing facility development off Tekra near Tuna. Other projects as per

current traffic projections by 2015-16 and barge jetties by 2016-17, there will be surge

in handling of dry cargo by more than 30 MMTPA.

ROJECT PROPONENT






Tuna and nearby waterfront.

The objective of the assignment is four-fold:

1. Assess the market demand for the proposed container port

2. Select the most feasible location from the perspective of draft availability and back

3. Plan the physical infrastructure in order to best cater to the estimated traffic and in

line with the site location identified

4. Assess the financial viability of the project for the project life

ATURE OF THE PROJECT

Development of integrated facilities (Stage I) within the existing Kandla

Port trust at Gandhidham, Kutch, Gujarat has been proposed. The following facilities are



Railway Line from NH-8A to Tuna Port

ND ITS IMPORTANCE TO THE COUNTRY AND/OR REGION


feasibility Report

Page 24

The Kandla Port has set up barge handling

uation of cargo from such vessels by



of dry cargo. As a part of the future



le dry cargo. It has become



ear Tuna. Other projects as per

17, there will be surge

s as the gateway for the trade



capacity and to handle bigger size


2. Select the most feasible location from the perspective of draft availability and back-up

3. Plan the physical infrastructure in order to best cater to the estimated traffic and in-

Development of integrated facilities (Stage I) within the existing Kandla

The following facilities are

EGION


Prepared by:-


The country, especially northern India is heavily dependent on Kandla Port Trust for its

trade requirements due to its peculiar land locked location compared to many other

regions of India which are comparatively quite nearer to the sea shore. Some state

central India like Madhya Pradesh are also dependent for its specific trade requirement

on Kandla Port Trust.

Hence, considering the vast hinterland that is dependent on KPT for seaborne trade and

currently prevailing traffic congestion at existing fa

of utmost importance at KPT for serving the economy of the influence region and in

turn, the economy of the whole country in the best possible manner.

It is submitted that since the starting of KPT, Signal and Naviga



This necessitated re-location of SNA section and Port Craft Jetty


for parking of port crafts and no cargo handling activity is carried out at this facility. As

narrated above, there are issues connected with th

cargo and hence these activities were initiated earlier.

It is submitted that strengthening of the structures could not be delayed without great

risk of damage to life and property & hence this may be approved as it ha

mangroves or adverse environmental impact & Infact on the other hand will safeguard

& remove the negative impact of the structures if they had not been strengthened.

3.8 DEMAND-SUPPLY GAP


on the traffic projection of Maritime Agenda announced by Ministry of Shipping and

capacity additions envisaged by KPT. The comparison of traffic viz

and gap analysis for the same has been presented below:

(In MMTPA)

Year Traffic

Projections

(As per

Maritime

Agenda) in

MMTPA

2012-13 31.65

2013-14 37.82

2014-15 43.26

2015-16 48.38




specially northern India is heavily dependent on Kandla Port Trust for its


regions of India which are comparatively quite nearer to the sea shore. Some state



currently prevailing traffic congestion at existing facilities of KPT, capacity additions are


turn, the economy of the whole country in the best possible manner.







narrated above, there are issues connected with the safety of human, infrastructure and

cargo and hence these activities were initiated earlier.


risk of damage to life and property & hence this may be approved as it ha



Container Terminal at Tuna off Tekra -Demand-Supply gap has been identified based


capacity additions envisaged by KPT. The comparison of traffic viz-a

and gap analysis for the same has been presented below:

Projections

(As per

Maritime

Agenda) in

Handling Capacity

(As per existing and

proposed facilities at

Kandla part in

future) in MMTPA

Traffic

Capacity Gap Analysis

(in MMTPA)

16.38 15.27

22.88 14.94

45.87 -2.61

59.34 -10.96


feasibility Report

Page 25

specially northern India is heavily dependent on Kandla Port Trust for its


regions of India which are comparatively quite nearer to the sea shore. Some states of



cilities of KPT, capacity additions are


tional Aid (SNA) Section



from the safety point of



e safety of human, infrastructure and


risk of damage to life and property & hence this may be approved as it has no damage to



gap has been identified based


a-viz port capacity

Traffic – Planned


(in MMTPA)


Prepared by:-


2016-17 55.52

2017-18 60.96

2018-19 65.25

2019-20 83.80


amount of planned capacity additions, current positive demand supply gap turns

negative by 2014-15. However, the gap turns again positive quickly in two

time and finally widens to a huge figure of over 24 MMTPA.

The Liquid cargo handling facilities at Kandla have attracted 9.60 million tonnes liquid

cargo for the year 2011-12. The same has grown at CAGR of 6.70% during the last 10

Years. Considering this historical growth rate, the traffic projection for the liquid cargo

at Kandla is provided below:

(In MMTPA)

Years FY

2013

FY

2014

FY

2015

Liquid

Traffic

at

Kandla 10.31 11.00 11.73


Jetties i.e. 13 MMTPA and comparing the same with the projected traffic, demand

supply gap seems to be developed by FY 2017. By FY 2020, the gap is expected to occur

at 3.23 MMTPA.

Demand-Supply gap has been identified based on the traffic projection of Maritime

Agenda announced by Ministry of Shipping and capacity additions envisaged by KPT.

The comparison of traffic viz

presented below:

(In MMTPA)

Year Traffic

Projections

(As per

Maritime

Agenda) in

MMTPA

2012-13 31.65

2013-14 37.82




59.34 -3.82

59.34 1.62

59.34 5.91

59.34 24.46



15. However, the gap turns again positive quickly in two

time and finally widens to a huge figure of over 24 MMTPA.

handling facilities at Kandla have attracted 9.60 million tonnes liquid

12. The same has grown at CAGR of 6.70% during the last 10


la is provided below:

FY

2015

FY

2016

FY

2017

FY

2018

FY

2019

FY

2020

11.73 12.52 13.36 14.25 15.21 16.23

8A to Tuna Port - Considering the existing capacity of 6 Oil



Supply gap has been identified based on the traffic projection of Maritime


The comparison of traffic viz-a-viz port capacity and gap analysis for the same has been

Projections

(As per

Agenda) in

Handling Capacity

(As per existing and

proposed facilities at

Kandla part in

future) in MMTPA

Traffic


(in MMTPA)

16.38 15.27

22.88 14.94


feasibility Report

Page 26

-As there is huge


15. However, the gap turns again positive quickly in two-three years

handling facilities at Kandla have attracted 9.60 million tonnes liquid

12. The same has grown at CAGR of 6.70% during the last 10


FY

2021

FY

2022

FY

2023

17.31 18.47 19.71

Considering the existing capacity of 6 Oil



Supply gap has been identified based on the traffic projection of Maritime


viz port capacity and gap analysis for the same has been

Traffic – Planned


(in MMTPA)


Prepared by:-


2014-15 43.26

2015-16 48.38

2016-17 55.52

2017-18 60.96

2018-19 65.25

2019-20 83.80

As there is huge amount of planned capacity additions, current positive demand supply

gap turns negative by 2014

three years time and finally widens to a huge figure of almost 25 MMTPA.

3.9 IMPORTS VS. INDIGENOUS PRODUCTION

Import does not apply in the present case.

3.10 EXPORT POSSIBILITY

Export does not apply in the present case.

3.11 DOMESTIC/ EXPORT MARKETS

Import/Export does not apply in the present case.

3.12 EMPLOYMENT GENERATION

The employment impact of the container terminal will consist of three levels of job

impacts:

Direct employment impact

containers via the proposed terminal. Direct jobs generated by the containers will

include jobs with railroads and trucking companies moving cargo between inland

origins and destinations and the marine terminals, longshoremen, steamship agents,

freight forwarders, stevedores, etc.

Induced employment impact

because individuals directly employed due to the proposed container terminal will

spend their wages locally on goods and services such as food, housing and clothing.

These jobs are held by residents located throughout the region, since they are estimated

based on local and regional purchases.

Indirect Jobs - Jobs that will be created locally due to purchases of goods and services

by firms, not individuals. These jobs include jobs with local office supply firms,

maintenance and repair firms, parts and equ

impacts associated with marine construction activity are included.

Employment Potential

Construction Phase: During the construction phase, direct and indirect employment

potential for more than 1000 skilled, sem

in the region.




45.87 -2.61

59.34 -10.96

59.34 -3.82

59.34 1.62

59.34 5.91

59.34 24.46


gap turns negative by 2014-15. However, the gap turns again positive quickly in two


NDIGENOUS PRODUCTION

Import does not apply in the present case.

port does not apply in the present case.

ARKETS

port does not apply in the present case.

ENERATION

of the container terminal will consist of three levels of job

Direct employment impact - jobs directly generated by the movement of the

ontainers via the proposed terminal. Direct jobs generated by the containers will

ds and trucking companies moving cargo between inland

and the marine terminals, longshoremen, steamship agents,

freight forwarders, stevedores, etc.

Induced employment impact - jobs that will be created throughout the local econom




based on local and regional purchases.

obs that will be created locally due to purchases of goods and services


maintenance and repair firms, parts and equipment suppliers, etc. Also, the indirect

impacts associated with marine construction activity are included.

: During the construction phase, direct and indirect employment

potential for more than 1000 skilled, semi-skilled and un-skilled workers will be created


feasibility Report

Page 27


15. However, the gap turns again positive quickly in two-


of the container terminal will consist of three levels of job

jobs directly generated by the movement of the

ontainers via the proposed terminal. Direct jobs generated by the containers will

ds and trucking companies moving cargo between inland

and the marine terminals, longshoremen, steamship agents,

jobs that will be created throughout the local economy




obs that will be created locally due to purchases of goods and services


ipment suppliers, etc. Also, the indirect

: During the construction phase, direct and indirect employment

skilled workers will be created


Prepared by:-


Induced Development – Construction Phase

development is likely to occur in the form of non

will create employment potential and also increase income levels of workers in the

existing businesses. For a proposed container terminal, induced employment cannot be

quantified in the initial years.

Employment Potential – Operation Phase

indirect employment potential for skilled, semi

created in the region.

3.0 PROJECT DESCRIPTION

3.1 TYPE OF PROJECT INCLUDING


terminal to be developed through PPP model on BOT basis. The proposed container

terminal is located on the 9.4m contour. The Quay and Apron areas will be constructed

away from the land, in the deep waters so as to minimize the dredging requirement,

forming the offshore section of the port. The backup land will be reclaimed to

accommodate the onshore portion of port. The offshore portion will be connected to

land side portion of the port with trestle. The land side portion includes stacking and

evacuation infrastructure i.e. rail yard and gate and other utilities. There is no

interlinked or interdependent project.


since the starting of KPT, Signal and Navigational Aid (SNA) Section and Port Craft

Parking jetty have been operated from the Bunder Basin Area. These structures were

badly damaged in the cyclone of 1998 and the Earthquake of 2001. Thi

re-location of SNA section and Port Craft Jetty from the safety point of view and also for

smooth functioning of port operations. SNA jetty is primarily meant for parking of port

crafts and no cargo handling activity is carried out at this f


Tuna Port. The same it is proposed to develop the facility at Tuna at Kandla Port to

handle all kind of cargo. Commissioning of the proposed facility shall augment th

cargo handling capacity of Kandla Port by 5.49 MMTPA. Hence this project should be

seen as part of larger Kandla Port complex with interlinked operations.

3.2 LOCATION OF PROJECT WITH C

Tuna-Tekra at Kandla is located on the Northern coast

Coast of India. The proposed container terminal at Tuna

located about 1 km east from dry bulk terminal being constructed by the

and 40 Km East of Mundra port. Kandla port is very wel

infrastructure. This is an advantage compared to other ports where the road and rail

networks are to be established




Construction Phase: During the construction phase, induced

development is likely to occur in the form of non-construction related businesses, which

t potential and also increase income levels of workers in the


quantified in the initial years.

Operation Phase: During the operation phase, direct and

indirect employment potential for skilled, semi-skilled and un-skilled workers will be

NCLUDING INTERLINKED AND INTERDEPENDENT PROJECTS,

ontainer Terminal at Tuna off Tekra-The project is a development of Container



he land, in the deep waters so as to minimize the dredging requirement,



he port with trestle. The land side portion includes stacking and



Port Craft Jetty & Shifting of SNA Section at Kandla Port Trust - It



badly damaged in the cyclone of 1998 and the Earthquake of 2001. Thi

location of SNA section and Port Craft Jetty from the safety point of view and also for


crafts and no cargo handling activity is carried out at this facility.

8A to Tuna Port- Provision of BG Railway Line from NH 8A to


handle all kind of cargo. Commissioning of the proposed facility shall augment th



COORDINATES

Tekra at Kandla is located on the Northern coast of Gulf of Kutch on the West

Coast of India. The proposed container terminal at Tuna-Tekra at Kandla proposed to be

located about 1 km east from dry bulk terminal being constructed by the

and 40 Km East of Mundra port. Kandla port is very well connected by road and rail


networks are to be established.


feasibility Report

Page 28

: During the construction phase, induced

construction related businesses, which

t potential and also increase income levels of workers in the


: During the operation phase, direct and

skilled workers will be

, IF ANY

The project is a development of Container



he land, in the deep waters so as to minimize the dredging requirement,



he port with trestle. The land side portion includes stacking and


It is submitted that



badly damaged in the cyclone of 1998 and the Earthquake of 2001. This necessitated



of BG Railway Line from NH 8A to


handle all kind of cargo. Commissioning of the proposed facility shall augment the dry



of Gulf of Kutch on the West

Tekra at Kandla proposed to be

located about 1 km east from dry bulk terminal being constructed by the Adani group,

l connected by road and rail



Prepared by:-


Location of the site shown in satellite image




shown in satellite image.


feasibility Report

Page 29


Prepared by:-


Figure 1: General location of





Figure 1: General location of project site (Container Terminal at Tuna off Tekra and

Port Craft Jetty & Shifting of SNA Section at Kandla Port Trust)


feasibility Report

Page 30

Container Terminal at Tuna off Tekra and


Prepared by:-


3.13 DETAILS OF ALTERNATE S

PARTICULARLY THE ENVIRONMENTAL CONSIDERA

Not Applicable as the sites have been selected after prior analysis and are proposed in

the premises of Kandla Port Trust.

3.14 SIZE OR MAGNITUDE OF OPERATION



terms of estimated financial investment required to be made is envisaged at Rs. 13.38

Crores.


Investment = Rs. 94.00 Crores.

3.15 PROJECT DESCRIPTION WITH



terminal is located on the 9.4m



accommodate the onshore portion of port.







badly damaged in the cyclone of 1998 and the Earthquake of 2001. This necessitated

re-location of SNA section and Port Craft Jetty from the safety point of view and also for

smooth functioning of port operations. SNA jetty is primarily meant for parking of po




handle all kind of cargo. Commissioning of the proposed facility shall augment the dry



3.16 RAW MATERIAL REQUIRED

AREA OF FINAL PRODUCT/S,

No raw material is required for




SITES CONSIDERED AND THE BASIS OF SELECTING THE PROPOSED SITE

IRONMENTAL CONSIDERATIONS GONE INTO SHOULD BE


the premises of Kandla Port Trust.

PERATION

Container Terminal at Tuna off Tekra- 2.19 million TEUs/Annum.

Shifting of SNA Section at Kandla Port Trust- Project magnitude in


8A to Tuna Port - Length of Railway Lines = approx. 12 KM

Crores.

ITH PROCESS DETAILS

Container Terminal at Tuna off Tekra-The project is a development of Container









t Craft Jetty & Shifting of SNA Section at Kandla Port Trust - It is submitted that



y damaged in the cyclone of 1998 and the Earthquake of 2001. This necessitated


smooth functioning of port operations. SNA jetty is primarily meant for parking of po


8A to Tuna Port- Provision of BG Railway Line from NH 8A to


of cargo. Commissioning of the proposed facility shall augment the dry



EQUIRED ALONG WITH ESTIMATED QUANTITY, LIKELY S

/S, MODE OF TRANSPORT OF RAW MATERIAL AND

No raw material is required for the implementation of the Project.


feasibility Report

Page 31

NG THE PROPOSED SITE,

LD BE HIGHLIGHTED


Project magnitude in


Length of Railway Lines = approx. 12 KM

The project is a development of Container


contour. The Quay and Apron areas will be constructed



The offshore portion will be connected to



It is submitted that



y damaged in the cyclone of 1998 and the Earthquake of 2001. This necessitated



of BG Railway Line from NH 8A to


of cargo. Commissioning of the proposed facility shall augment the dry



SOURCE, MARKETING

ND FINISHED PRODUCT


Prepared by:-


3.17 RESOURCE OPTIMIZATION/

Not applicable in this project.

3.18 AVAILABILITY OF WATER I

3.18.1 WATER REQUIREMENT

The Gujarat Water Supply and Sewerage Board

managing various sources of water in the region. The important so

14.5 Million m3 capacity reservoir of Tapar Dam, besides a number of deep tube wells.

Water is distributed to Kandla area from high service reservoir near Bhachau through

18” dia. CI mains, after chlorination. The capacities of the ele

underground reservoirs at Kandla are 1500 KL and 14000 KL respectively. The average

daily consumption of water at Kandla area is estimated at around 1300 kl. The position

is improved to a great extent by tapping the source of water f

Narmada Nigam Limited.

Presently water is distributed to Tuna area through tankers as fulfilment demand of 5

KL per day. Total requirement of water is 200 MLD water supply is ensured by Gujarat

water supply Board. However, if situatio

water desalination plant at the zone. This is to be installed by private parties and

operated on commercial basis for SEZ area.

However this project requires only 450 KL of water per day.

3.18.2 POWER

The port receives Bulk power supply from PGVCL through seven 11 KV sub stations.

Besides, the port has two diesel generating sets to meet with emergency needs. A

scheme is presently under implementation to augment the power supply to 66 KV and

to provide necessary infrastru

distribution.

3.19 QUANTITY OF WASTES T

MANAGEMENT/ DISPOSAL

Prima facie, waste generated by BOT operator during any operations, is responsibility of

the same and he would have to make arrangements to deal with management of

disposal (both solid and liquid. Details of waste (both solid and liquid) generated and its

management would be ascertained

3.20 SCHEMATIC REPRESENTATIONS

INFORMATION OF EIA PURPOSE




/ RECYCLING AND REUSE

in this project.

ITS SOURCE, ENERGY / POWER REQUIREMENT & SOURCE

The Gujarat Water Supply and Sewerage Board shall be responsible for developing and

managing various sources of water in the region. The important source of water is the

capacity reservoir of Tapar Dam, besides a number of deep tube wells.


18” dia. CI mains, after chlorination. The capacities of the elevated water towers and



is improved to a great extent by tapping the source of water from Sardar Sarovar



water supply Board. However, if situation arises provision is made for a standalone


operated on commercial basis for SEZ area.

However this project requires only 450 KL of water per day.

Bulk power supply from PGVCL through seven 11 KV sub stations.



to provide necessary infrastructure for receiving Bulk supply, stepping down and

TO BE GENERATED (LIQUID AND SOLID) AND


ame and he would have to make arrangements to deal with management of


management would be ascertained at later stages.

REPRESENTATIONS OF THE FEASIBILITY DRAWING

PURPOSE


feasibility Report

Page 32

OURCE

responsible for developing and

urce of water is the

capacity reservoir of Tapar Dam, besides a number of deep tube wells.


vated water towers and



rom Sardar Sarovar



n arises provision is made for a standalone


Bulk power supply from PGVCL through seven 11 KV sub stations.



cture for receiving Bulk supply, stepping down and

ND SCHEME FOR THEIR


ame and he would have to make arrangements to deal with management of


DRAWING WHICH GIVE


Prepared by:-


As the project is categorized under item 7(e

subsequent amendments; it shall be taken up at

Forrest and Climate Change

Schematic representation for EIA purpose is given below:

Figure 3: Schematic flowchart of EIA process

4.0 SITE ANALYSIS

4.1 CONNECTIVITY




ect is categorized under item 7(e) in the EIA notification, 2006 and its

subsequent amendments; it shall be taken up at the Ministry of Environment,

Forrest and Climate Change for the purpose of obtaining Environment Clearance.

Schematic representation for EIA purpose is given below:

Figure 3: Schematic flowchart of EIA process


feasibility Report

Page 33

) in the EIA notification, 2006 and its

Ministry of Environment,

for the purpose of obtaining Environment Clearance.


Prepared by:-


(i) Connectivity

Airway

The national airlines operate daily flights through the district headquarters at Bhuj

which lies 67 Km from Kandla Port.

Railway

Broad gauge (BG) tracks directly connect the Port at New Kandla with the principal

cities of Bombay, Ahmadabad, Surat, Baro

through the route Ahmadabad

Palanpur - Ajmer to Delhi.

Apart from this, the existing meter gauge line from Bhildi to Samdari has been

converted to BG, which provides direct link to Jodhpur in Rajasthan & Bhatinda in

Punjab and reduces the reach to Hinterland by 118 Km.

Road

The proposed container terminal at Tuna

existing Kandla port. Kandla port trust authori

from NH-8A to Tuna port. The approximate distance between Tuna and Tekra Island is

5 km and the road connectivity to Tekra will be facilitated by further extended NH

Apart from the above facility, the proposed port

4 lane road connectivity from Kandla port road.

The city of Gandhidham where the Port Administrative Office and the main staff colony

are located, also lies on NH 8A about 13 Km. from the Port. The port enjoys fully

developed road network, both in and around the Port area to facilitate faster movement

of cargo.

• Asphalted Road Network

• Concrete Road Network

4.2LANDFORM, LANDUSE AND LAND

4.2.1 LANDFORM

The area is a plain area

4.2.2LAND USE

The land use of the site is Industrial

4.2.3LAND OWNERSHIP

The project site is under the ownership of M/s KPT

4.3TOPOGRAPHY

Topography at the site location is generally flat with average ground level of about 6.5m CD. Topsoil appears marshy. The master plan for Kandla Port trust showing topographic details will be provided by KPT.





which lies 67 Km from Kandla Port.


cities of Bombay, Ahmadabad, Surat, Baroda, etc., and also Delhi, Punjab and Haryana

through the route Ahmadabad-Ratlam- Kota - Mathura to Delhi. The second route is via


ich provides direct link to Jodhpur in Rajasthan & Bhatinda in

Punjab and reduces the reach to Hinterland by 118 Km.

The proposed container terminal at Tuna-Tekra is approximately 30 km away from the

existing Kandla port. Kandla port trust authorities have constructed a two lane road

8A to Tuna port. The approximate distance between Tuna and Tekra Island is

5 km and the road connectivity to Tekra will be facilitated by further extended NH

Apart from the above facility, the proposed port is connected to Gandhidham via 15 km

4 lane road connectivity from Kandla port road.




Asphalted Road Network - 30 KMS.

Concrete Road Network - 30 KMS.

AND OWNERSHIP

the site is Industrial

project site is under the ownership of M/s KPT

Topography at the site location is generally flat with average ground level of about 6.5m marshy. The master plan for Kandla Port trust showing

topographic details will be provided by KPT.


feasibility Report

Page 34



da, etc., and also Delhi, Punjab and Haryana

Mathura to Delhi. The second route is via


ich provides direct link to Jodhpur in Rajasthan & Bhatinda in

Tekra is approximately 30 km away from the

ties have constructed a two lane road

8A to Tuna port. The approximate distance between Tuna and Tekra Island is

5 km and the road connectivity to Tekra will be facilitated by further extended NH-8A.

is connected to Gandhidham via 15 km




Topography at the site location is generally flat with average ground level of about 6.5m marshy. The master plan for Kandla Port trust showing


Prepared by:-


The proposed container terminal is located on the 9.4m contour. The Quay and Apron

areas will be constructed away from the land, in the deep waters so as

dredging requirement, forming the offshore section of the port. The backup land will be

reclaimed to accommodate the onshore portion of port. The offshore portion will be

connected to land side portion of the port with trestle.

Map showing study area with 10 km radius around the

Annexure-V.

4.4EXISTING LAND USE PATTERN

The existing land use pattern of

4.4.1 ENVIRONMENTAL SENSITIVITY

Details

Hospital

Sakaria Hospital

Kilol Hospital

Schools

P N Amersery school

Serra International Pre School

Amarchand Singhwi International School

Temples

Swaminarayan Temple

Ambe Dham Mandir

Community Facilities

Sector-8 Post Office

Bank of india

Gandhidham Police Station

4.5 EXISTING INFRASTRUCTURE

There is no existing Infrastructure in the Project Site

3.21 4.6SOIL CLASSIFICATION

The Sub-soil profile (Tentative profile taken from nearby area)





areas will be constructed away from the land, in the deep waters so as



connected to land side portion of the port with trestle.

study area with 10 km radius around the project site

ATTERN

The existing land use pattern of the site belongs to land use category “Industrial

ENSITIVITY

Distance from the site and Direction

Serra International Pre School

Amarchand Singhwi International School

10Km (approx.) in NW direction

10.21Km (approx.) in NW direction


10Km (approx.) in North-West direction

12.53Km (approx.) in North

10Km. (approx.) in North West

11Km. (approx.) in North West direction



10Km. (approx.) in SSW direction

There is no existing Infrastructure in the Project Site

soil profile (Tentative profile taken from nearby area)


feasibility Report

Page 35


areas will be constructed away from the land, in the deep waters so as to minimize the



project site is attached as

Industrial”.

site and Direction


10.21Km (approx.) in NW direction


West direction

(approx.) in North-West direction

(approx.) in North West direction




(approx.) in SSW direction


Prepared by:-


The soil types of the project site are

The sub-soil profile is shown in the

AVERAGE GROUND R.L. (+) 3.60 wrt CD

RL (m) LOG

4.00

3.00

2.00

1.00

0.00

-1.00

-2.00

-3.00

-4.00

-4.80

-5.00

-6.00

-7.00

-8.00

-8.80

-9.00

-10.00

-11.00

-12.00

-13.00

-14.00




the project site are given in Table 3:

soil profile is shown in the table 3 below:

AVERAGE GROUND R.L. (+) 3.60 wrt CD

LOG STRATA DESCRIPTION

Very soft to soft grayish clay

Loose grayish Silty Sand

Highly Weathered Sand Stone

Highly Weathered BASALT


feasibility Report

Page 36


Prepared by:-


-15.00

-16.00

-16.80

Table 3: Soil types

Layer 1: Grey Very soft to soft grayish clay

very soft to soft silty clay. It is present in the bore holes immediately below the sea bed.

The lower boundary of this layer was encountered between RLs of

The ‘N’ values generally varied bet

soft consistency of the clay layer.

Layer 2: Loose silty sand –

The lower boundary of this layer was encountered at a depth of

varied from 6 to 7. The range of N indicated loose relative density of the granular strata.

Layer 3: Highly weathered sand stone

weathered sand stone. This layer is present below the layer no. 2. Thickn

ranged between 4.00 m to 5.00 m.

Layer 4: Highly weathered find grained basalt

highly weathered find grained basalt. The boreholes were terminated in this layer at RL

16.80 m.

4.7CLIMATIC DATA FROM SECONDARY

Tidal Conditions

Tides at Tuna are semi-diurnal in character. The tidal heights with respect to port Chart

Datum is presented in the table below. The oceanographic parameters viz., wind wave

and currents are considered based on the data/

published Literature and reports.

Maximum observed tide

Mean High Water Spring

(MHWS)

Mean High Water Neap

(MHWN)

Mean Sea Level (MSL)

Mean Low Water Neap

(MLWN)

Mean Low Water Spring

(MLWS)

Minimum observed tide




Layer 1: Grey Very soft to soft grayish clay – First layer of subsurface profile is grey


The lower boundary of this layer was encountered between RLs of -

The ‘N’ values generally varied between 1 and 3. These ‘N’ values indicate very soft to

soft consistency of the clay layer.

– Second layer of the subsurface profile is loose silty sand.

The lower boundary of this layer was encountered at a depth of -4.80 m. The SPT


Layer 3: Highly weathered sand stone – Third layer of subsurface profile is highly

weathered sand stone. This layer is present below the layer no. 2. Thickn

ranged between 4.00 m to 5.00 m.

Layer 4: Highly weathered find grained basalt – Fourth layer of subsurface profile is


ECONDARY SOURCES

diurnal in character. The tidal heights with respect to port Chart


and currents are considered based on the data/information available off Mundra from

published Literature and reports.

Maximum observed tide + 6.4 m

Mean High Water Spring

+ 5.8 m

Mean High Water Neap

+ 4.6 m

Mean Sea Level (MSL) + 3.4 m

Mean Low Water Neap

+ 2.1 m

Water Spring

+ 1.0 m

Minimum observed tide 0.0 m


feasibility Report

Page 37

First layer of subsurface profile is grey


-0.1 m and -0.3 m.

ween 1 and 3. These ‘N’ values indicate very soft to

Second layer of the subsurface profile is loose silty sand.

4.80 m. The SPT values


Third layer of subsurface profile is highly

weathered sand stone. This layer is present below the layer no. 2. Thickness of this layer

Fourth layer of subsurface profile is


diurnal in character. The tidal heights with respect to port Chart


information available off Mundra from


Prepared by:-


Mean storm surge

Waves

Nakti Creek is protected from wave disturbances by a number of shoals at its outfall into

the gulf. This provides the setting for a basin with absolute

provides calm waters round the year for easy movement of Barges. Thus, Tuna has the

advantages of becoming an all

large storage area has resulted in high flushing velocities insi

cleansing of the navigational channels, thus providing minimum siltation. Outside in the

gulf, the complex flow phenomenon has given rise to a number of shoals, which are

dynamic in nature. The Barge Port of Tuna is approached throug

from the Outer Tuna Buoy. Barge movements are normally confined to the high tides.

The Port region is free from any significant wave disturbances.

Silt and Salinity

Silt charge and salinity observations were carried out during dry

in April and September 1983 at locations east and west of Kandla Creek and at two

stations in the Gulf of Kutch. The waters of the Creek are heavily silt charged, the range

being 1 to 3 ppt. The Creek waters have a salinity ranging fro

Temperature and Humidity

The climate of Kandla Port is generally tropical and dry. The air temperature varies

from less than 100 C in winter to about 44

minimum temperature observed in the different months at Kandla is presented in the

table below:

Table 4: Climatic data of the project site

Months Range of max.

Temperature

January 27.8 – 23.3

February 32.1 – 24.1

March 34.7 – 24.1

April 38.6 – 29.4

May 41.9 – 32.6

June 38.6 – 31.1

July 34.6 – 26.8

August 33.1 – 29.1

September 40.1 – 31.1

October 37.2 – 31.6

November 37.6 – 25.5




Mean storm surge 2.0 m


the gulf. This provides the setting for a basin with absolute tranquility. The creek


advantages of becoming an all-weather Port. The high amplitude tides coupled with a

large storage area has resulted in high flushing velocities inside. This has helped in



dynamic in nature. The Barge Port of Tuna is approached through the channel starting


The Port region is free from any significant wave disturbances.

Silt charge and salinity observations were carried out during dry and monsoon months



being 1 to 3 ppt. The Creek waters have a salinity ranging from 23 to 25 ppt.

Temperature and Humidity


C in winter to about 440 C in summer. The mean, maximum and


the project site

Range of max.

Temperature

Mean of max.

Temperature

Range of min.

Temperature

23.3 25.2 16.0 – 9.7

24.1 27.5 18.0 – 12.0

24.1 32.0 22.5 – 12.0

29.4 34.6 26.0 – 18.5

32.6 35.9 28.5 – 23.5

31.1 35.0 29.5 – 24.0

26.8 32.4 28.5 – 24.0

29.1 30.7 26.5 – 24.4

31.1 33.3 25.5 – 23.5

31.6 34.2 25.7 – 21.0

25.5 32.4 24.5 – 14.5


feasibility Report

Page 38


tranquility. The creek


weather Port. The high amplitude tides coupled with a

de. This has helped in



h the channel starting


and monsoon months



m 23 to 25 ppt.


C in summer. The mean, maximum and


Mean of min.

Temperature

13.0

15.5

20.2

23.5

25.7

25.4

25.4

24.5

24.5

23.1

20.2


Prepared by:-


December 30.5- 20.6

Kandla region is fairly dry; only July, August and September are humid months. The

range of maximum relative humidity varies from 0% to 100%, whereas minimum

values vary between 0 and 30%, except during July, August and Se

minimum values vary between 25% and 50%.

Rainfall

Rainfall in Kandla is very low. Between January and April, there is normally no rainfall.

Rainfall generally remains confined between June end and mid September. During the

remaining months, the rainfall is scanty. The annual average rainfall is around 200

only.

Wind Conditions

From long term observation of wind velocities and directions, following inferences can

be made:

January

The predominant direction is between NNE and NNW with speed

range normally between 12 and 19 Km/hr. which may exceed for

about 10 % of the time.

February

The direction changes from NNE and SSW, but predominantly

between WSW and SSW. The wind speed from SSW varies between

12 and 39 km/ hr. for 15 % of the time and for rest of the time it

generally varies between 12 and 19 Km/

March

The direction lies between NNW and SSW, but predominantly



generally varies between 12 and 19 Km/ hr.

April to June

The direction for wind is between WSW and SSW. The wind speed

reaches a maximum of 39 km/ hr. except in July, when the speed

may exceed the range.

October

The direction of wind changes from SSW to NNW. Wind speed

ranges between 12 and 19 km/ hr. but the l

% of the time.

Nov. & Dec. The predominant direction is between NNE and NNW and the

speed is between 12 and 19 km/hr.

Storms and Cyclones

Kandla port is not generally affected by cyclonic storms. During June 1998, a severe

cyclonic storm, which passed over Kandla Port with a wind speed of 150 km/hr.,

resulting in high tidal waves of 10.5 m with strong current, caused extensive damages to

the Port installations, crafts and human lives.




20.6 25.6 18.2 – 7.8



values vary between 0 and 30%, except during July, August and Se

minimum values vary between 25% and 50%.



remaining months, the rainfall is scanty. The annual average rainfall is around 200




t 10 % of the time.











may exceed the range.


ranges between 12 and 19 km/ hr. but the limit may exceed for 10

% of the time.

The predominant direction is between NNE and NNW and the

speed is between 12 and 19 km/hr.


storm, which passed over Kandla Port with a wind speed of 150 km/hr.,


the Port installations, crafts and human lives.


feasibility Report

Page 39

13.5



values vary between 0 and 30%, except during July, August and September, when



remaining months, the rainfall is scanty. The annual average rainfall is around 200mm













imit may exceed for 10

The predominant direction is between NNE and NNW and the


storm, which passed over Kandla Port with a wind speed of 150 km/hr.,



Prepared by:-


4.8 SOCIAL INFRASTRUCTURE

The social infrastructure like educational facilities (primary and higher secondary

schools, degree college), drinking water supply, post and telegraph, public

transportation and hospitals are by and large are available in the study area.

5.0PLANNING BRIEF

5.1PLANNING CONCEPT

The project is a development of Container terminal to be developed through PPP model

on BOT basis. The proposed container terminal is located on the 9.4m contour. The

Quay and Apron areas will be constructed away from the land, in the deep wat

to minimize the dredging requirement, forming the offshore section of the port. The

backup land will be reclaimed to accommodate the onshore portion of port. The

offshore portion will be connected to land side portion of the port with trestle. Th

side portion includes stacking and evacuation infrastructure i.e. rail yard and gate and

other utilities.

SNA jetty is primarily meant for parking of port crafts and no cargo handling activity is

carried out at this facility.

It is proposed to provide BG Railway Lines from NH 8A to Tuna Port. Commissioning of

the proposed facility shall enhance the dry cargo evacuation infrastructure of Tuna Port

5.2ASSESSMENT OF INFRASTRUCTURE

Adequate infrastructure facilities are available in the vicinity of

to the proposed activities

infrastructure is required.

The Kandla Port Trust shall undertake the following deve

Providing Rail Connectivity to existing Tuna Port.

Laying of Approx. 12 KM long BG Railway line to support the movement of dry cargo to

the tune of 6.3 MMTPA along with allied facilities like Point Crossing with Railway

Accessories, Culverts and railway Siding.

5.3AMENITIES/FACILITIES

The broad facility plan includes the facilities like jetty structure, approach trestle, back

up area and support infrastructure facilities like water, power, drainage and fire

fighting systems.




infrastructure like educational facilities (primary and higher secondary





Quay and Apron areas will be constructed away from the land, in the deep wat



offshore portion will be connected to land side portion of the port with trestle. Th



de BG Railway Lines from NH 8A to Tuna Port. Commissioning of

the proposed facility shall enhance the dry cargo evacuation infrastructure of Tuna Port

NFRASTRUCTURE DEMAND (PHYSICAL & SOCIAL)

Adequate infrastructure facilities are available in the vicinity of the project site

proposed activities no extra infrastructure over and above the existing

The Kandla Port Trust shall undertake the following development activities for

Providing Rail Connectivity to existing Tuna Port.



Culverts and railway Siding.


up area and support infrastructure facilities like water, power, drainage and fire


feasibility Report

Page 40

infrastructure like educational facilities (primary and higher secondary





Quay and Apron areas will be constructed away from the land, in the deep waters so as



offshore portion will be connected to land side portion of the port with trestle. The land



de BG Railway Lines from NH 8A to Tuna Port. Commissioning of

the proposed facility shall enhance the dry cargo evacuation infrastructure of Tuna Port.

the project site and due

no extra infrastructure over and above the existing

lopment activities for




up area and support infrastructure facilities like water, power, drainage and fire-


Prepared by:-


6.0PROPOSED INFRASTRUCTURE

6.1 INDUSTRIAL AREA (PROCESSING

Temporary arrangements like site office, rest shelters & approa

exist in the premises of KPT.

6.2RESIDENTIAL AREA (NON PROCESSING

As the local person shall be em

6.3 GREEN BELT

The green belt shall be developed as a part of compensatory

regulations. Details would be ascertained in later stages.

6.4 SOCIAL INFRASTRUCTURE

In-line with the Social Responsibility Activities at other operational sites, relevant

developmental assistance shall be rendered depending on the local needs identified

through studies.

6.5 CONNECTIVITY

The proposed site located on National Highway 8A and is well connected to

Gandhidham and Kandla Port and Tuna Port. Moreover, a project is under the advanced

stage of planning for providing rail connectivity up to Tuna port.

6.6 DRINKING WATER MANAGEMENT

Water requirement for drinking will be

and Gujarat Water Supply and Sewerage Board

6.7 SEWERAGE SYSTEM

As per preliminary estimates, it is estimated that 80% of water supply would be

generated as domestic sewerage from Office building and other

not be viable to setup a treatment plant in this case. However, domestic sewage

generated will be treated in the septic tanks followed by disposal in soak pits.

6.8 INDUSTRIAL WASTE MANAGEMENT

There is no industrial waste except dom

this project. Domestic sewage generated will be treated in the septic tanks followed by

disposal in soak pits.

6.9 SOLID WASTE MANAGEMENT

Waste generated from this facility can be broadly categories in three Domestic waste: - sweeping, cleaning, fuel burning, gardening waste, waste wood etc.




ROCESSING AREA)

Temporary arrangements like site office, rest shelters & approach roads etc already

exist in the premises of KPT.

ROCESSING AREA)

As the local person shall be employed, no residential building/housing are proposed.

The green belt shall be developed as a part of compensatory plantation

Details would be ascertained in later stages.

l Responsibility Activities at other operational sites, relevant




stage of planning for providing rail connectivity up to Tuna port.

ANAGEMENT

Water requirement for drinking will be 450 KLD, which will be met from

Gujarat Water Supply and Sewerage Board.


generated as domestic sewerage from Office building and other backup areas. It would



ANAGEMENT

There is no industrial waste except domestic sewage and solid waste generated from


aste generated from this facility can be broadly categories in three types:sweeping, cleaning, fuel burning, gardening waste, waste wood etc.


feasibility Report

Page 41

ch roads etc already

housing are proposed.

plantation as per

l Responsibility Activities at other operational sites, relevant




KLD, which will be met from tanker supply


backup areas. It would



estic sewage and solid waste generated from


types: sweeping, cleaning, fuel burning, gardening waste, waste wood etc.


Prepared by:-


Construction and maintenance debris:

with separately.

Other waste: - packing material, plastics, metal items e

It is assumed that above collected waste would consist of Bio

(75%), Inorganic material (20%) and inert material as 5%. Bio waste will be treated to

form the manure and can be handled on

Non-bio waste which can be recycled (ferrous materials, plastic etc) shall be sold /given

to waste plastic vendors for recycling purposes. Construction material can be used for

site filling purposes.

6.10POWER REQUIREMENT & SUPPLY

The port receives Bulk power supply from PGVCL through seven 11 KV sub stations.



to provide necessary infrastructure for receiving Bulk supply, stepping down and

distribution.

.

7.0 REHABILITATION AND RESETTLEMENT

The existing mine lease area is designated

human settlements and hence, no R &

8.0 PROJECT SCHEDULE & COST E

The Proposed project is envisaged to be completed in two phases. The proposed time

schedule for the 1st phase would span over the 3.5 years (42 Months) from award of the

concession and the 2nd phase

Commissioning date for Phase I is by mid

2019-20.

8.1 LIKELY DATE OF START OF C

No construction activity is involved un

started after getting environmental clearances.

8.2ESTIMATED PROJECT COST A

PROJECT

It is estimated that project cost shall be around Rs. 3097 Crores. For

estimates and phasing, please refer to

viable based on the preliminary estimates as mentioned below:




Construction and maintenance debris: - This waste of construction material will be dealt

packing material, plastics, metal items etc.

It is assumed that above collected waste would consist of Bio-degradable material


form the manure and can be handled on-site through a land fill or waste pit techni

bio waste which can be recycled (ferrous materials, plastic etc) shall be sold /given


UPPLY/ SOURCE

ceives Bulk power supply from PGVCL through seven 11 KV sub stations.



frastructure for receiving Bulk supply, stepping down and

ESETTLEMENT (R&R) PLAN

The existing mine lease area is designated under the ownership of M/s KPT

human settlements and hence, no R & R is envisaged.

ESTIMATES



concession and the 2nd phase would span over the 1.5 years (18 months). Expected

Commissioning date for Phase I is by middle of 2018-19 and for Phase II is by end of

CONSTRUCTION AND LIKELY DATE OF COMPLETION

No construction activity is involved under the project activity. The mining shall be

started after getting environmental clearances.

ALONG WITH ANALYSIS IN TERMS OF ECONOMIC

It is estimated that project cost shall be around Rs. 3097 Crores. For

estimates and phasing, please refer to Annexure B. The project is found to be financial

viable based on the preliminary estimates as mentioned below:


feasibility Report

Page 42

This waste of construction material will be dealt

degradable material


site through a land fill or waste pit technique.

bio waste which can be recycled (ferrous materials, plastic etc) shall be sold /given


ceives Bulk power supply from PGVCL through seven 11 KV sub stations.



frastructure for receiving Bulk supply, stepping down and

under the ownership of M/s KPT and has no



would span over the 1.5 years (18 months). Expected

19 and for Phase II is by end of

OMPLETION

der the project activity. The mining shall be

CONOMIC VIABILITY OF THE

It is estimated that project cost shall be around Rs. 3097 Crores. For detailed project

. The project is found to be financial


Prepared by:-


9.0ANALYSIS OF PROPOSAL (FINAL

9.1FINANCIAL AND SOCIAL BENEFITS

INCLUDING TRIBAL POPULATION

Financial Benefits of project.

I. To Kandla Port Trust

1. Increased cargo handling capacity

2. Earnings in the form of revenue share from the BOT

3. Increase in revenue operations of port due to additional traffic

handling.

4. Reduction in the cost of handling, thereby making Kandla Port

more competitive.

II. To Local community

1. Indirect economic activity for nearby areas.

2. More employment opportunities for local people.




INAL RECOMMENDATIONS)

ENEFITS WITH SPECIAL EMPHASIS ON THE BENEFIT TO

OPULATION, IF ANY, IN THE AREA

Financial Benefits of project.

To Kandla Port Trust

Increased cargo handling capacity

Earnings in the form of revenue share from the BOT

Increase in revenue operations of port due to additional traffic

Reduction in the cost of handling, thereby making Kandla Port

more competitive.

To Local community

Indirect economic activity for nearby areas.

More employment opportunities for local people.


feasibility Report

Page 43

.

O THE LOCAL PEOPLE

Earnings in the form of revenue share from the BOT operator.

Increase in revenue operations of port due to additional traffic

Reduction in the cost of handling, thereby making Kandla Port

More employment opportunities for local people.


Prepared by:-


Social Benefits of project.

To Local community

A. Public image of Kandla port would get enhanced as the world class port

facility with most modern infrastructure.

B. With modernisation and expansion of Kandl

opportunities would be created (both in formal and informal sector) for Local

community.

C. Increase in business activity will bring in prosperity in hinterland, which

consequently would bring better access to social and physical infra




Public image of Kandla port would get enhanced as the world class port

facility with most modern infrastructure.

With modernisation and expansion of Kandla port, more economic


Increase in business activity will bring in prosperity in hinterland, which

consequently would bring better access to social and physical infra

************


feasibility Report

Page 44

Public image of Kandla port would get enhanced as the world class port

a port, more economic


Increase in business activity will bring in prosperity in hinterland, which

consequently would bring better access to social and physical infrastructure.

development of integrated facilities (stage i) within the...

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