development of multipurpose berthing facilities at mundra...

Development of Multipurpose berthing facilities at Mundra (Intake Channel)

Feasibility Report

November 2017

Submitted By Adani Ports and SEZ Limited Adani House Navrangpura, Ahmedabad 380 009


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Contents 1 INTRODUCTION ........................................................................................................... 1

1.1 INTRODUCTION 1 1.2 PROPOSED DEVELOPMENT 1

2 TRAFFIC PROJECTION FOR PROPOSED MULTIPURPOSE BERTHING FACILITIES PROJECT .................................................................................................... 3

2.1 INTRODUCTION 3 2.2 KEY COMMODITIES TO BE HANDLED AT PROPOSED DEVELOPMENT 4 2.3 TRAFFIC SUMMARY 6

3 SITE CONDITIONS ....................................................................................................... 7 3.1 GEOGRAPHICAL LOCATION 7 3.2 SITE SELECTION 8 3.3 CONNECTIVITY 9 3.4 EXISTING MUNDRA PORT FACILITIES 9 3.5 LAND FOR THE PROJECT 10 3.6 TOPOGRAPHIC FEATURES 11 3.7 BATHYMETRY 12 3.8 SOCIAL INFRASTRUCTURE 12 3.9 METEOROLOGICAL AND OCEANOGRAPHIC CONDITIONS 12

4 MARINE PLANNING CONSIDERATIONS .............................................................. 17 4.1 DESIGN VESSEL SIZE 17 4.2 SIZE OR MAGNITUDE OF OPERATION 17 4.3 OVERALL PLAN 17 4.4 BERTH REQUIREMENTS 18 4.5 NAVIGATIONAL 18 4.6 NAVIGATIONAL AIDS 21 4.7 STORAGE REQUIREMENTS 21

5 ONSHORE FACILITIES ............................................................................................. 22 5.1 PLANNING CONSIDERATIONS 22 5.2 BACKUP AREA FOR CARGO STORAGE 22 5.3 LAND USE PLAN 24

6 MATERIAL HANDLING SYTEM (MHS) ................................................................. 25 6.1 OVERVIEW OF MHS 25 6.2 IMPORT - EXPORT SEMI MECHANISED SYSTEM FOR DRY AND BREAKBULK CARGO 25 6.3 CONVEYING SYSTEM 26

7 CONSTRUCTION METHODOLOGY ....................................................................... 27 7.1 INTRODUCTION 27 7.2 STAGE – I DREDGING & LAND RAISING WORKS 27 7.3 STAGE – II – JETTY CONSTRUCTION WORK 27 7.4 REQUIREMENT OF BASIC RAW MATERIAL 27

8 UTILITIES .................................................................................................................... 29 8.1 POWER AND LIGHTING 29 8.2 WATER 29 8.3 SEWERAGE SYSTEM 30 8.4 EFFLUENT TREATMENT PLANT 30 8.5 DUST CONTROL SYSTEM 30 8.6 SOLID WASTE MANAGEMENT 31 8.7 DRAINAGE AND SETTLING PONDS 31 8.8 BUILDINGS AND SURFACES 31 8.9 FIRE FIGHTING SYSTEM 32 8.10 SECURITY 32 8.11 ENVIRONMENT PROTECTION MEASURES 32


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8.12 DISASTER MANAGEMENT PLAN 32 9 IMPLEMENTATION SCHEDULE & COST SCHEDULE ....................................... 33

9.1 IMPLEMENTATION SCHEDULE 33 9.2 CAPITAL COST 33 9.3 EMPLOYMENT GENERATION 33

10 ANALYSIS OF PROPOSAL (FINANCIAL & SOCIAL BENEFITS TO THE LOCALS) .......................................................................................................................... 35

List of Tables

Table 2-1 Traffic Projection Summary for Dry Bulk cargo (Million Metric Tonne) ............................................ 5 Table 2-2 Traffic Projection Summary for Dry Break Bulk cargo (Million Metric Tonne) .................................. 5 Table 2-3 Traffic Projection Summary for Liquid Bulk cargo (Million metric Tonne) ........................................ 5 Table 2-4 Container Traffic Projection Summary .............................................................................................. 6 Table 2-5 Overall Traffic Projection Summary (Million metric Tonne) .............................................................. 6 Table 3-1 Mundra Port Connectivity ................................................................................................................. 9 Table 3-2 Co-ordinates of the project .............................................................................................................. 10 Table 3-3: Climate data of IMD for Kutch (1971–2000) .................................................................................. 12 Table 3-4 Tidal Data of Mundra...................................................................................................................... 15 Table 3-5 Design Waves at Mundra ................................................................................................................ 15 Table 4-1 Design vessel size ........................................................................................................................... 17 Table 4-2 Dredged depth requirements ............................................................................................................ 20 Table 4-3 Depth requirements in front of berth ................................................................................................ 20 Table 5-1 Area Statement ............................................................................................................................... 24 Table 8-3 Water Demand assessment for operation stage................................................................................. 29 Table 9-1 Cost Estimate (INR CR).................................................................................................................. 33 Table 9-2 Direct and Indirect Employment Generation during Construction Phase ........................................... 33 Table 9-3 Direct and Indirect Employment Generation for Operation .............................................................. 34

List of Figures Figure 1 Coastal shipping share of domestic cargo (by volume) ......................................................................... 3 Figure 2 Location of Mundra within Gujarat state ............................................................................................. 7 Figure 3 Location of Mundra port within Kutchch district ................................................................................. 7 Figure 4: Location of proposed project within existing Waterfront development project of APSEZ .................... 8 Figure 5 Project boundary superimposed on Google image .............................................................................. 11 Figure 6 Typical Cross Section of Approach Channel ...................................................................................... 19

List of Annexure A. Layout Drawings B. Details of soil investigation report


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1 INTRODUCTION

1.1 INTRODUCTION

Adani Ports and Special Economic Zone Limited (hereinafter referred to as “APSEZ”), is India’s largest ports developer and operator company. APSEZ is promoted by Adani Group, one of India’s largest business conglomerates. With ten strategically located ports and terminals spread over 5 maritime states of India, APSEZ represent 24% of the country’s port capacity.

APSEZ’s Mundra port is its flagship port facilitated with a port based SEZ. An infrastructural marvel, the mega port at Mundra is major economic gateway that caters to the land locked northern hinterland of India with multimodal connectivity. Mundra Port is a deep draft, all-weather port that is today the largest commercial port of India with a high degree of mechanization. It is the only port in the country with handling and storage facilities for crude oil, containers, dry bulk, break bulk, automobiles and liquid cargo.

APSEZ has planned to develop multipurpose berthing facilities with back up area and all ancillary facilities (including conveyor belt connectivity from port to various industries) to cater needs of various manufacturing units in and around the Port and SEZ areas by means of coastal cargo movement within the country. The said facility is conceptualized to be developed inside the existing sea water Intake channel of two Ultra Mega Power Plants in the region (Adani Power Ltd. and Coastal Gujarat Power Ltd.) Looking at the development and growth potential of various port based industries in the vicinity, there is a scope for to development of dedicated facilities for movement of cargo through barges and coastal carriers. The multipurpose berthing facilities are likely to handle raw material as well as finished products of the targeted industries. These facilities will be state of the art, meeting the best of international benchmarks with respect to quality, efficiency, economy and sustainable productivity.

Road/rail/conveyor/pipeline links connecting existing as well as proposed infrastructure to the proposed multipurpose berthing facility yard will be essential component of overall development.

With above background the multipurpose berths are proposed inside the Intake channel and back up facilities are proposed at the adjacent available land.

1.2 PROPOSED DEVELOPMENT

Salient features of proposed development are as follows: Total cargo handling capacity of the facilities will be approx. 11 MMTPA Type of cargo to be handled – Multipurpose (dry bulk and break bulk, liquid, project cargo

and container) Multipurpose barge berths having total quay length of 720 m


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Approx. 58.6 ha of intermediate backup area development (including various utilities and ancillary support mechanism) for storage of cargo including open yards, closed warehouses and containers

Existing intake channel of 85 m width and (-) 6 m depth will be used for navigation of barges Capital dredging in front of berthing area in intake channel (approx. 0.6 Million Cum) &

utilization of the same for level raising of backup area. No maintenance dredging is envisaged for the project.

Liquid terminal of 150,000 KL storage capacity and pipelines from jetty to terminal area and from terminal to nearby industries (base on requirement)

Road, railway and utility corridor connecting to proposed plot area from main area One mechanised handling system having 1000 TPH of import of clinker and 450 TPH of

export of Fly ash in Pipe conveyor connecting from Adani Cement plant to proposed jetty Electrical connectivity to the proposed yard including transport lines, substations,

switchyard, transformers, LT connections etc. Water supply and sewerage line extensions / developments


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2 TRAFFIC PROJECTION FOR PROPOSED MULTIPURPOSE BERTHING FACILITIES PROJECT

2.1 INTRODUCTION

Coastal shipping is an important component in the development of domestic industry and trade due to its environment-friendly, cost-effective and fuel-efficient services. Increasing delays due to high road and rail congestion is driving companies to transport their goods via coastal shipping. However, as compared to other emerging and developed countries, India’s costal shipping potential remains significantly underutilized. In 2011–12, coastal cargo constituted 17 percent of total cargo at Indian ports and increased at a nominal CAGR of 4.5 percent.

Figure 1 Coastal shipping share of domestic cargo (by volume)

Source – Ministry of Shipping, CRISIL, APSEZL Research

At 7 percent, the share of coastal shipping in India in overall cargo movement is low compared to that of the United States, some European and Asian countries. This can be largely attributed to insufficient infrastructure and the absence of favourable policies in India, which are the driving force in developed countries.

It is important to promote coastal shipping as a preferred mode of transport over road or rail, especially along specific routes, because of its various advantages. The key benefits of transporting goods via coastal shipping vis-à-vis road and rail transportation include: Economical mode - The cost of coast-to-coast transportation of goods by coastal shipping is

about 21 percent of that of road transport and 42 percent of that of rail transport. Lower fuel consumption per tonne of cargo - Fuel consumption by coastal shipping is 4.83

gms/t km, which is 15 percent of consumption by road and 54 percent of that by rail. Significantly more environment friendly - Carbon dioxide emission from rail transport is twice

than that compared with coastal shipping and six times than that compared with road transport.


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Low rate of fatalities - Road and rail movement result in a significant loss of lives in India. It is estimated that one life is lost in a road accident every 3.7 minutes in India.

The development of coastal industries is expected to facilitate access to ports, which would, in turn, lead to the optimum utilization of coastal shipping to transport raw material and finished goods.

By 2020, about 100 MMTPA of thermal coal can be transported through coastal shipping to decongest railways. Expected benefits: Annual savings of Rs 70 billion in coal logistics cost; availability of additional 80,000 rake days. Coal will move from eastern states to southern and western states that need coal for power production. Steel, cement and food grains traffic can shift to low-cost coastal shipping.

By 2020, a total of 20 MMTPA of cement, fertilizers, food grains, marbles, salt, steel, cotton, tiles, sugar, and automobiles can be transported through coastal shipping

While the coastal shipping of containerized cargo at Mundra plays a relatively small role and is limited to tiles, marble, white goods and chemicals, there is an increasing opportunity to convert agricultural goods currently moving via bulk, break bulk or rail to coastal mode, especially along the west coast from Mundra

Coastal shipping seems to be a feasible option for movement between most ports on the west and east coasts. Some prominent coastal shipping routes include Chennai to Chittagong/Yangon through Haldia/Kolkata, southbound cargo from Pipavav/Mundra to Kochi and other ports, and inland and coastal movement in and around Goa.

2.2 KEY COMMODITIES TO BE HANDLED AT PROPOSED DEVELOPMENT

Based on the type of industries expected to come up in near future at Mundra, the target commodities to be handled at the proposed project at Mundra include:

Dry Bulk Cargo (like coal, fertilizers, agro, cement/clinker etc.) Break Bulk Cargo (like Steel, Project cargo, Ro-Ro etc.) Liquid-Edible Oil, Chemicals and POL Container

This section covers each target commodities explaining the demand and supply scenario in India, List of Major players handling target commodities and projected traffic handled by proposed development.

2.2.1 Dry Bulk and Break Bulk

Industrial activity in India as well as across the globe is expected to jumpstart from the year 2017-18; as a result, Dry bulk traffic is expected to grow at 7-9 % during the year.

The dry bulk coastal cargo is likely to grow in the coming years at Mundra, with the aggressive expansion of Industries near the hinterland and SEZ development. Break bulk category of cargo


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like steel products, Project cargo and over dimension cargo etc. will continue to be important component of the dry bulk category of cargo. Even the cement and clinker are main frame bulk cargo with small parcel size for coastal and EXIM movement.

Traffic projection for Dry bulk cargo is as given in table below. Table 2-1 Traffic Projection Summary for Dry Bulk cargo (Million Metric Tonne)

Year Cement/Clinker Fine Fly Ash Bentonite Agro Commodities Cotton Total FY 2020 0.30 0.12 0.05 0.09 0.04 0.60 FY 2025 0.97 0.19 0.08 0.15 0.06 1.46 FY 2030 1.96 0.31 0.13 0.24 0.10 2.74

FY 2040 5.09 0.59 0.25 0.46 0.20 6.59 Source – APSEZL Estimates

Traffic projection for Dry break-bulk cargo is as given in table below. Table 2-2 Traffic Projection Summary for Dry Break Bulk cargo (Million Metric Tonne)

Year Project Cargo RORO Scrap Steel Marble & Tiles Total

FY 2020 0.10 0.00 0.05 0.05 0.10 0.30 FY 2025 0.16 0.00 0.08 0.08 0.16 0.49 FY 2030 0.26 0.00 0.13 0.13 0.26 0.78

FY 2040 0.49 0.01 0.25 0.25 0.49 1.48 Source – APSEZL Estimates

2.2.2 LIQUID CARGO OVERVIEW

Liquid Bulk Industry comprises of crude oil , POL products, bulk chemicals & petrochemicals and vegetable oil. The industry contributes approximately 20% of country’s exports and 40% of imports. The industry acts as a source of raw materials and intermediaries for a number of downstream sectors like automotive, textiles, consumer durables, personal care, energy and food production & processing. The Indian liquid bulk trade is dominated by crude oil, POL and bulk chemical products.

Although the business potential is tremendous, we have already planned to develop sufficient handling capacity in south port. Only the cargo with coastal movement and EXIM cargo with small parcel size are envisaged to be handled at the proposed project. Traffic projection for Liquid bulk cargo is given in table below.

Table 2-3 Traffic Projection Summary for Liquid Bulk cargo (Million metric Tonne)

Year POL Chemical, Edible Oil &

Other Liquid Total

FY 2020 0.15 0.25 0.40 FY 2025 0.24 0.40 0.64 FY 2030 0.39 0.65 1.04 FY 2040 0.74 1.23 1.97

Source – APSEZL Estimates


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2.2.3 CONTAINER

Following table shows container volume forecast for the proposed project: Table 2-4 Container Traffic Projection Summary

Year Container ( MT) Container ( Million TEU) FY 2020 0.20 0.013 FY 2025 0.50 0.033 FY 2030 0.70 0.046 FY 2040 1.00 0.067

2.3 TRAFFIC SUMMARY

Based on the individual commodity analysis, traffic study and the projection of cargo in hinterland the below table summarized the overall traffic. Overall traffic includes coastal and EXIM cargo projection.

Table 2-5 Overall Traffic Projection Summary (Million metric Tonne) Year Dry Break Bulk Dry Bulk Liquid Bulk Container Total

FY 2020 0.30 0.60 0.40 0.20 1.50 FY 2025 0.49 1.46 0.64 0.50 3.09 FY 2030 0.78 2.74 1.04 0.70 5.26 FY 2040 1.48 6.59 1.97 1.00 11.0

Source – APSEZL Estimates


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3 SITE CONDITIONS

3.1 GEOGRAPHICAL LOCATION

Mundra Port is located on the West Coast of India in Gulf of Kutch about 50 Km west of Kandla in District Kachchh of Gujarat state. Proposed project will be located in Tunda village of Mundra Taluka. Multipurpose berths will be located within the existing sea water intake channel at approx. 22° 48' 4.13”N & 69° 32' 18.24” E. The two Power Plants are located north of the location of the proposed multipurpose berths, in barren waste land. On western side nearest town is Mandvi, about 25 Km away and on eastern side is the Port town of Mundra at a distance of about 22 Km. Bhuj and Kandla are the nearest Airports and Rail Link is already available up to Mundra Port. NH - 8A Extension passes north of the Power Plant sites at a distance of approximately 6 Km. Please refer following maps showing location of the proposed project.

Figure 2 Location of Mundra within Gujarat state

Figure 3 Location of Mundra port within Kutchch district

Mundra Port


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Figure 4: Location of proposed project within existing Waterfront development project of APSEZ

3.2 SITE SELECTION Mundra Port enjoys following strategic advantages which make it likely to attract a reliable volume of cargo: Strategically located in vicinity of hinterland and international shipping routes, Protected, deep draft port, capable of accommodating larger vessels, Designed to progressively expand on the contemporary port planning principles, Well connected with integrated infrastructure facility like road, rail and airport without

any congestion. Future potential location in Delhi-Mumbai freight corridor route and Availability of large sparsely populated barren land, ecologically robust with large

carrying capacities.

Justification of site selection

The existing facilities developed at Mundra port are capable to handle largest carriers of the trade, therefore the scale of infrastructure is immense. The proposed multipurpose berthing facilities are targeting industries of the immediate hinterland which requires handling barges/smaller size of vessels. Productivity/ handling rates envisaged at the proposed facilities are about 1/10 in the scale of the available infrastructure. Therefore if such small vessels/barges are handled at existing facilities then berth occupancy will increase drastically and berth will not be able to handle cargo to its optimum capacity.

These multipurpose berthing facilities for SEZ based and nearby industries will allow substantial savings on logistics cost in transportation of raw materials and finished goods

Intake Channel Multipurpose

berthing project location


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between industrial units and proposed multipurpose berthing facilities. This will have direct impact on cash flow and inventory of industries and intern the country.

In addition to that, existing intake channel provides opportunity to develop new berthing facilities without new capital and maintenance dredging. Therefore proposed site inside intake channel is identified and there is no need to identify alternative sites for the proposed project. There is a no requirement of R&R plan since there is a no displacement of people involved. Identified land for the project is not falling under eco-sensitive zones.

3.3 CONNECTIVITY Existing Mundra Port is well connected through the following modes of transport: Table 3-1 Mundra Port Connectivity Mode Details

Road Connected to the NH Network of the Golden Quadrilateral project

of India through NH 8A and extended network of state highways

Railway Connected to national rail network through privately developed rail

line from Mundra to Adipur

Air Connectivity to Bhuj and Kandla airports Mundra has its own air strip of 1900 meters Plans to upgrade to full fledge commercial airport

Pipeline Existing network of cross country pipeline for evacuation of liquid

cargo

3.4 EXISTING MUNDRA PORT FACILITIES APSEZ is the conservator and developer of the Mundra Port including various terminals, rail-road-pipeline connectivity, power, water, pilotage, towage and related ancillary facilities. Waterfront of Mundra Port is spanning over 40 km. There are four port complexes at Mundra. Please refer figure 13 for location details.

1. Existing Mundra Port Complex 2. South Port (partially developed as per the approval) 3. West Port (partially developed as per the approval) 4. East port (approved but not developed yet)

3.4.1 Existing Mundra Port Complex The port infrastructure facilities at the existing ports have been established and operational since 1998. It includes cargo handling facilities for all types of cargo including containers, liquid, dry and break bulk, Ro Ro. Relevant back up areas and storage facilities


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including liquid terminal, container terminal, open and closed go-downs are also well in place. Other infrastructure facilities include water supply system, power distribution network, roads, storm water drainage system, and firefighting system, weigh bridges, paved truck parking areas, building for marine operations and administration.

3.4.2 West Port Development The West Port is located on the western side of existing Mundra Port (at distance of approx. 18 km) and southern side of Tunda- Wandh villages. The existing berths are located at Lat. 22o 45’14.8 N, Long 69o 34’ 62.3 E off Tunda village. West basin has four mechanized berths and associated coal yard facilities. West basin is primarily aimed to handle coal demand of two ultra-mega power plants of the region but will be also expanded as a multipurpose port.

3.4.3 South Port Development South port is located south of existing Mundra Port on the southern edge of Navinal Island. The development of the South Port basin is comprehensive plan aiming to handle Containers, Liquid, RO RO and Multipurpose Cargo. The Project started in 2009 and it aims to be developed in phase wise manner. South Port Container Terminal having 1.6 Million TEU capacity started operation in year 2012. Another Container terminal having 1.3 Million TEU is under commissioning stage. LNG Terminal of South Port having capacity of 5 MTPA is also under construction.

3.5 LAND FOR THE PROJECT

Land for the multipurpose berthing facility and associated back up area belongs to APSEZ. The unsurveyed revenue land is located in Tunda village of Mundra Taluka. Present land requirement for the same is about 58.6 ha. Land for the proposed conveyor belt (connecting the berthing facility to the proposed cement plant) for transfer of clinker / cement also falls in Tunda village. Conveyor belt corridor passes through survey no 180/P, 83, 84, 87, 88 and also through some unsurvey land. Ownership of land for conveyor corridor is with a group company of Adani group which will be transferred at a later stage. Location of the Multipurpose berthing facility, back up area and conveyor belt corridor are mentioned in below table and figure. Table 3-2 Co-ordinates of the project

No Type of area Latitude Longitude A

Backup area

22°48'8.23"N 69°32'44.35"E B 22°47'47.49"N 69°32'43.18"E C 22°47'42.08"N 69°32'13.04"E D 22°47'57.22"N 69°32'13.10"E


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No Type of area Latitude Longitude E 22°47'57.20"N 69°32'16.81"E F 22°48'7.65"N 69°32'16.90"E

BERTH 1 Multipurpose Berth

22°48'1.21"N 69°32'16.23"E BERTH 1 22°47'49.83"N 69°32'12.51"E

C1

Conveyor route from Cement Plant to Jetty

22°49'19.36"N 69°32'41.52"E C2 22°49'2.35"N 69°32'40.27"E C3 22°48'30.56"N 69°32'54.99"E C4 22°48'7.81"N 69°32'36.97"E C5 22°48'7.50"N 69°32'16.99"E

Figure 5 Project boundary superimposed on Google image

3.6 TOPOGRAPHIC FEATURES

There is neither significant vegetation nor any habitation at the proposed project area. The existing level in the back up area is in the range of (+) 5.5 m CD to (+) 10.0 m CD which will be uniformly levelled to (+) 8 m CD. Excess material available after levelling (above + 8.0 m CD) will be transferred to other land of APSEZ area for levelling. Dredged material available from


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capital dredging for the berthing pockets and turning circle will also be used for levelling of the back-up area. The value of CD is +3.41 m with respect to MSL.

3.7 BATHYMETRY

The multipurpose berthing facility is proposed to be located at the north-eastern side of the Intake channel where the existing width of the intake channel is 85 m and has bottom level of around (-) 6.0 m CD.

3.8 SOCIAL INFRASTRUCTURE

Social infrastructures such as Hospital with ambulance; Banks; Post office; Bus station; Fire station; Secondary school; Police station; Shopping complex; Sports infrastructure; Community halls; Primary health care centres are existing in Mundra, which is located at about 20 km from the site.

3.9 METEOROLOGICAL AND OCEANOGRAPHIC CONDITIONS

The Met-Ocean conditions have been previously ascertained at several stages while carrying out various studies for the existing Mundra Port Projects. The site of the proposed multipurpose berthing facility is in the same region. Flow modelling for the proposed location has been covered in the model developed by Environ software Ltd., who has developed the model for the entire Gulf of Kutchch. It has been observed during model studies that conditions at West Port and Intake channel are similar to the conditions at existing port. Hence references to data of Mundra location are valid in the instant case.

Main site condition parameters which have significant impact on planning and design of the proposed backup yard and the Jetty for Multipurpose berthing facility are described below.

3.9.1 Rainfall, Temperature, Relative humidity and Wind speed

The data obtained from the Indian Meteorological Department (IMD) for Kutch observatory are utilized. Summary of 30 years average data is presented in the Table 3.1 below:

Table 3-3: Climate data of IMD for Kutch (1971–2000) Sl.

No. Parameters Description of the Season

1 Rainfall in mm

Total Annual Rainfall is 276.4 mm

Winter (Dec to Feb)

Months Total rainfall (in mm) December 0.2

January 2.0 February 0.6


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Sl. No.

Parameters Description of the Season

Total 2.8

Summer (Mar to May)

March 1.2 April 0.2 May 2.6 Total 4.0

Monsoon (June to Sept)

June 34.7 July 104.6

August 74.4 September 43.5

Total 257.2

Post-Monsoon (Oct to Dec)

October 8.1 November 4.3 December 0.2

Total 12.6

2 Temperature (Mean Daily Temp. in 0C)

Months Max Min Avg

Winter (Dec to Feb) Dec 28.8 9.6 19.2

Jan 27.4 8.4 17.9

Feb 30.1 11.4 20.8

Average 28.7 9.8 19.3

Summer (Mar to May)

Mar 35.4 17.0 26.2 Apr 39.2 21.9 30.6 May 39.7 25.2 32.5

Average 38.1 21.4 29.8


June 37.9 27.2 32.6 Jul 34.3 26.4 30.4

Aug 33.0 25.3 29.2 Sep 34.9 23.9 29.4

Average 35.0 25.7 30.4


Oct 36.8 20.7 28.8 Nov 32.9 14.7 23.8 Dec 28.8 9.6 19.2

Average 32.8 15.0 23.9

3 Relative

Humidity in per cent

Winter (Dec to Feb)

Month 08.30 hrs 17:30 hrs Dec 71 31 Jan 74 30 Feb 70 26

Average 71.7 29 Summer (Mar to May) Mar 67 26


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Sl. No.

Parameters Description of the Season

Apr 66 26 May 70 36

Average 67.7 29.3


Jun 73 50 July 80 63 Aug 82 64 Sep 80 52

Average 78.8 57.3


Oct 71 33 Nov 69 30

December 71 31 Average 70.3 31.3

4 Wind-speed

Winter (Dec to Feb)

Month Speed (kmph) Dec 5.8 Jan 6.1 Feb 6.9

Average 6.2

Summer (Mar to May)

Mar 8.0 Apr 11.0 May 15.6

Average 11.5

Monso17on (June to Sept)

Jun 17.2 July 16.7 Aug 14.6 Sep 10.8

Average 14.8


Oct 6.5 Nov 5.6 Dec 5.8

Average 6.0 Source: Climatological Table 1971 – 2000, Indian Meteorological Department, Govt. of India, New Delhi

3.9.2 Tides

The tidal planes were assessed in 1998 as shown in Table 2-1. The Highest Astronomical Tide (HAT) is estimated to be about +6.4 m above chart datum (CD), and the Lowest Astronomical Tide (LAT) is estimated to be at 0.0 m CD.


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Table 3-4 Tidal Data of Mundra Tide Height (m) above CD

Mean High Water Springs (MHWS) 5.8 Mean High Water Neaps (MHWN) 4.6 Mean Low Water Neaps (MLWN) 2.1 Mean Low Water Springs (MLWS) 1.0

3.9.3 Currents

Current at the proposed site of the jetty is almost negligible as it is proposed to be located in the inner part of channel and is of the order of 0.5 knots.

3.9.4 Cyclones

Last cyclone that occurred in this region was in 1998. The intensity of that cyclone was more than 20 m/sec. Cyclonic disturbances strike North-Gujarat, particularly the Kutch and Saurashtra regions, periodically. These disturbances generally originate over the Arabian Sea and sometimes the Bay of Bengal. Generally during June, the storms are confined to the area north of 15oN and east of 65oE. In August, in the initial stages, they move along the northwest course and show a large latitudinal scatter. West of 80oE, the tracks tend to curve towards north. During October the direction of movement of a storm is to the west in the Arabian Sea, East of 70oE some of the storms moves north-northwest and later recurve northeast to strike Gujarat-north Mekran coast.

3.9.5 Waves

HR Wallingford (HRW) has studied the wave climate considering wave energy from locally generated waves and swell propagating in to the Gulf of Kutch from the Arabian Sea. The results of the study carried out by HRW are presented in the Table below:

Table 3-5 Design Waves at Mundra

Direction Sector (ºN)

Return Period (years)

Inshore Direction (ºN)

Hs (m) T2 (sec)

210

1 222 1.2 5 5 222 1.4 5.3

20 221 1.6 5.8 100 221 1.8 6.1

240

1 226 1.5 5.4 5 226 1.7 5.8

20 225 1.8 6.1 100 225 2 6.5

270 1 239 1.4 5.5 5 236 1.7 6.3

20 236 1.8 6.7


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Direction Sector (ºN)

Return Period (years)

Inshore Direction (ºN)

Hs (m) T2 (sec)

100 235 2 7.4

300

1 240 0.8 5.2 5 240 0.9 5.6

20 239 1 6.2 100 238 1.2 6.7

3.9.6 Humidity

Minimum value of humidity recorded is, a little less than 65 % whereas the highest recorded value is about 85 %.

3.9.7 Visibility

Visibility in this area is good except for short periods in early mornings for a few days in the month of January.

3.9.8 Seismic Conditions

The area falls in most active seismic zone as per IS 1893 (Zone V). This will be considered at the time of detailed design.

3.9.9 Geo-technical Features

Based on the available sub soil investigation data (Attached in Annexure – A) in the vicinity, the sub soil layers are identified as below.

Soil strata to about 3 to 4 m depth consists of very soft to soft medium plastic to plastic silt and clay classified as CI / CH. This stratum exhibits N-values as low as 1 and not more than 3.

Soil strata between 4 m and 8 m depth consists of different stratum of loose to medium dense silty clayey sand (SC), stiff medium plastic silt and clay (CI) and fine to medium sand (SP / SP-SM). N-values in these strata vary from 10 to 23.

Soil strata between 8 to about 14 m consist of either very stiff plastic silt and clay (CI / CH) or medium dense to dense silty clayey sand (SC). N-values range from 30 to 60 and shear strength is very good.

Below 14 m depth layer of variable thickness of lime cemented matrix of sand clay and gravel size particles exists. It resembles to lime stone but geologically it may be still in a process of conversion to rock. Core recovery ranges between 30 % and 40 % with an average of 35 % and RQD is poor. Below this layer soil strata down to 50 in depth consists of bands of very dense sand with silt, plastic clay and lime nodules (SC), very dense mixture of small to large size lime nodules, sand, silt and clay (GC) and hard medium plastic to plastic sandy silt and clay with appreciable lime nodules (CI / CH). Observed N-values are more than 100.


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4 MARINE PLANNING CONSIDERATIONS

4.1 DESIGN VESSEL SIZE

Proposed multipurpose berthing facilities are likely to handle multiple cargo as dry, liquid and breakbulk etc. Present depths in the intake channel are in range of (-) 6 m, barges/ small bulk carriers will be the main size of vessels. The average vessel size for the proposed facility is around 8,000 DWT. The approximate dimensions of barges are shown in table below:

Table 4-1 Design vessel size

Tonnage (T) Length (m) Beam (m) Draft (m)

~ 8000 DWT 100 24 5.0

During the initial period, barges of around 2000 DWT may be used for cargo movement and will be serviced at proposed facilities. Gradually based on the availability of barges and overall logistics cost economics, bigger barges of around 8000 DWT are likely to be handled. The marine infrastructure and shore based infrastructure will be planned and developed to cater to the cargo forecast.

4.2 SIZE OR MAGNITUDE OF OPERATION Total quay length – Approx. 720 m Cargo handling capacity – 11 Million Tonnes per annum Development of port back-up area – 58.6 ha Dredging– 0.6 Million Cum

4.3 OVERALL PLAN

For conceptualizing layout plans for the proposed facility, the requirements like navigation parameters, number of berths, cargo handling facilities, operational parameters, etc. are being identified. Based on that, suitable locations within the proposed port site have been identified where these facilities are to be developed. However, the same is a tentative planning and is subjected to undergo change (within the identified boundary) at a detailed engineering stage.

The basic navigational needs for servicing the vessels are:

Sufficient water depths and widths in approach channel

Tranquillity conditions

Adequate stopping distance for vessels of largest size

Sufficient water area for easy manoeuvrability of vessels throughout the year

Efficient fenders and mooring systems, etc.


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4.4 BERTH REQUIREMENTS

The size of berthing area and the berth will depend upon the dimensions of the largest barge and the number of barges to use the terminal. The required number of berths also depends on the cargo volumes and the handling rates. While considering the handling rates for various commodities, it must be ensured that they are at par or better as compared to the competing facilities so as to be able to attract more cargo. Allowable berth occupancy, the number of operational days in a year and the parcel sizes of ships are other main factors that influence the number of berths. Typically for an 8000 DWT barge, the LOA will be about 100 m. This will not create problem for berthing as adequate clearance will be available as far as the length of the berth and width of the dredged area is concerned. Based on these considerations, the number of cargo handling berths can be estimated during operation phase.

Width of the berth is based on the functional requirement of conveyors, loading equipment, unloading equipment and adequate maneuvering space for other equipment. A total width of 35 m will be provided, keeping a provision for front clearance and conveyors and maneuvering space for other equipment and movement of dumpers.

4.5 NAVIGATIONAL

As a prerequisite for planning the layout of the proposed multipurpose berth and related backup facility, it is essential to set the basic criteria for the design of various components like navigational aspects to handle different types of vessels likely to be handled in intake channel. These conditions are related to the marine environmental conditions at the location. The existing sea water intake channel will be used for navigation as an approach channel for the proposed facility.

The seawater intake channel had been planned and constructed to meet the demand of power plants and industries of the area. The channel takes off from deep sea where the sea bed is at natural level of CD - 6 m. The channel has been dredged to bed level of CD - 6 m right up to boundary of the UMPP with bottom width of 85 m considering 1:5 slope. The straight alignment of the channel ensures hydraulic stability by controlling the phenomenon of simultaneous erosion at one end and deposition at other.

This straight alignment long channel provides an opportunity to industries and users to exploit the available channel for navigation purpose. In proposed project, widening of channel is not envisaged as it can suffice the requirements of barges proposed to be handled.


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Sea water intake channel is part of Waterfront Development Project of APSEZ which is already approved by MoEF&CC in Jan, 2009. Based on the marine hydrodynamic studies carried out, it is constructed and maintained since then. Due to the proposed project, no new impacts on marine hydrodynamics are envisaged therefore no new studies would be required to be undertaken as part of the EIA study. Only minimal amount of capital dredging in front of berth is required. Maintenance dredging for the intake channel will be carried out as per the existing approvals.

4.5.1 Protection against Waves

For providing tranquillity conditions in the existing Intake channel, necessary slope protection work beneath the proposed jetty against predominant marine conditions will be provided.

4.5.2 Navigation Channel Dimensions

The dimensions of the navigation channel are dependent on the vessel size, the behaviour of the vessel when sailing through the channel, the environmental conditions (winds, currents and waves) and the channel bottom conditions. Channel design primarily involves the determination of the safe channel width and depth for the dimensions of the design vessel. The existing sea water intake channel will be utilized for the proposed multipurpose berthing facility. No new approach channel is proposed as part of the project activity.

The width of the existing intake channel to be used as a navigational channel is capable to accommodate maximum beam of the largest barge to be used for the transportation of the cranes. The maximum beam of largest vessel (8,000 DWT – Bulk Cargo vessel) is 24 m.

Figure 6 Typical Cross Section of Approach Channel


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The maximum fully laden draft for design vessel is a 5.0 m. Depth of the intake channel is adequately greater than the static draft of the vessels using the waterway to ensure safe navigation.

Table 4-2 Dredged depth requirements

Ship Size Approach channel (Loaded draft+20%

UKC)

Manoeuvring area (Loaded draft +15%

UKC)

Depth at Berths (Loaded draft + 10%

UKC) 8,000 DWT (5 m Draft) 6.00 5.75 5.50

As the mean highest low water is about +1.0 m CD, tidal advantage of +1.0 m during the traversing of the design ship through the channel and manoeuvring area is also available if required.

4.5.3 Depth opposite to Bulk Berth: BIS: 4651 (Part V) – 1980 recommends that the water depth should be 10% more than the loaded draft of design vessel in the sheltered parts viz. berths and hauling out spaces. The depth requirement in the area opposite the bulk berth was calculated and is given below: Table 4-3 Depth requirements in front of berth

Water depth at proposed berth

Under Keel clearance Margin for siltation and squat allowance (approx. m)

Depth Requirement (m) (% of draft) in m

Maximum draft of barge considered –

5.0 10 0.5 0.5 6.0 m

4.5.4 Deck Elevation:

BIS: 4651 (Part V) – 1980 recommends that the deck elevation is recommended to be at or above highest high water springs plus half height of an incident wave at the berth location plus a beam clearance. Considering all the standard provisions, it is recommended to keep the deck elevation at +8 m above CD.

4.5.5 Turning circle dimensions

The turning circle, required to swing and berth the vessels, is very important and must have proper configuration, dimensions and access. As per IS: 4651 (Part V) – 1980, the minimum diameter of the turning circle should be 1.7 to 2.0 times (1.7 for protected locations and 2.0 for exposed locations) the length of the largest vessel. Since the berthing facility is within the sea water intake channel (protected location), the dimension of the turning circle required would be 170 m. However, proposed berthing area has natural draft of more than 6 m therefore no artificial turning circle is required. Turning area can be marked with navigational aids.


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4.6 NAVIGATIONAL AIDS

The proposed multipurpose berth and related backup facility involves using of an approach channel of 85 m bottom width with available depth of (-) 6 m CD in channel, (-) 6 m CD in berth pocket. These areas will be delineated by appropriate navigational aids. Also, it will be quite useful to establish a well-marked navigation line, by installing two navigation marks / leading light towers, one in the front near the high water line and the other at the rear. These marks will distinctly demarcate the channel.

The height and spacing in between the towers must be designed suitably with adequate day marks and night leading lights, fulfilling the navigational needs of vessels approaching the port facility. The following navigational aids are proposed at existing Intake channel for the proposed development.

Channel marker buoys

Fairway buoy

Turning circle buoys

Front and rear leading light towers

Berth corner lights The existing tug fleet available with APSEZ comprises of sufficient numbers of harbour tugs, with required bollard pull capacity. These are deemed to be adequate for vessel operations for the proposed project. Any additional requirement of tugs will be reviewed in the light of actual operational experience after terminal is commissioned.

4.7 STORAGE REQUIREMENTS

The storage requirement at port/terminal for a particular commodity is mainly determined by the dwell time of the cargo at terminal. It is a common practice to assume a dwell time of 30 days for imported bulk cargo like Fertilizer, Agri products, liquid etc. It should also be ensured that the storage capacity at the port for a particular cargo is at least 1.5 times the parcel size per berth so as to allow faster turnaround and/or avoid delays to unloading of the ship.

This storage will be for mainly semi-mechanised cargo. Storage area will serve following purposes:

Storage of cargo during any exigency Enhance the productivity in case of requirements Inadequate space in plant area in case of any seasonal peak

It is expected that about 0.5 to 0.6 Million tonnes of storage will be required at backup area.


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5 ONSHORE FACILITIES

5.1 PLANNING CONSIDERATIONS The main criteria that have been considered in arriving at selected marine layout are: Availability of area with suitable draft Proximity with captive mine and plant Suitability to provide required waterfront and land area for the infrastructure requirements Adequate back-up space behind the berths for cargo handling and storage Optimum capital and maintenance dredging Suitability for development in phases with traffic growth Environmental issues Ability to construct and commission development on a fast track implementation schedule Optimum capital cost of the overall development and especially of 1st phase

5.2 BACKUP AREA FOR CARGO STORAGE

The dredged material will be used for level raising of the immediate back-up area. After the development of backup area behind the berths and level rising by dredging material, yard will be developed with road connectivity. Environmental management and pollution control measures as stipulated by the Ministry of Environment Forests and Climate Change and State Pollution Control Board will be adopted. The proposed layout for the multipurpose berth and related backup facility envisages transport and utility corridor which will be connected to the SEZ corridor.

5.2.1 Mechanised dry bulk storage It is expected that dry cargo like clinker will directly move through pipe conveyor to their respective plant from the Jetty, therefore dedicated large scale storage may not be required at port for clinker. Adani cement plant is also planning to export Fly ash through their facilities. The same conveyor which is likely to transport clinker from jetty to plant area will be designed in a manner that it can carry fly ash in return side of conveyor. It is proposed to develop 25,000 MT of silo within Cement Grinding unit for the storage of the clinker. However storage for any exigency will be planned in port complex area. The terminal having open storage area behind it will be used as a multipurpose facility for all other dry bulk and miscellaneous cargo. Majority of the equipment required for cargo operation will be mobile type and it will be decided based on the cargo size and weight.

5.2.2 Liquid Terminal The berths will be connected to tank terminal in the backup area via a pipe rack. A multitier RoW for the pipe rack will be at over 10 m height as per requirement. The berths will be equipped


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with manifolds for hose connections to serve smaller tankers. Auxiliaries namely firefighting, safety, security, alarm systems will conform OISD guidelines and Indian standards.

The Liquid Terminal will be designed to handle 1.9 million metric tons of cargo per annum. Tanks would be used to store POL, Chemicals, Edible and Petrochemical products with capacity of 150,000 Kl. The liquid terminal area will be designed for Class – A product. Other facilities such as Pump House, TLF, Substation, Control Room, pavement, drainage, and lighting and formation level will be taken into account while designing the terminal.

Necessary procedures will be in place for operation, cleaning of tanks, changeover of products and cargo information wherein MSDS of the products for storage or for cleaning of tanks would be circulated in advance. Necessary arrangements / accessories as per the standards would be provided at the storage tank for the safe containment of the products. To handle emergency situations quick release, electric driven and remote operated mooring hooks will be provided. All electric fittings will be flame proof on water curtain system and monitors/sprinklers will be operated from control room located in operational building side at suitable distances.

Tank arrangements

Petrochemical and Petroleum tanks shall be located in dyke enclosures with roads all around the enclosure.

Dyke enclosure shall be able to contain the complete contents of the largest tank in the dyke in case of emergency. The height of tank enclosure dyke shall be at least 1.0 meter and shall not be more than 2.0 meter above average inside grade level.

Tanks shall be arranged in maximum two rows so that each tank is approachable form the road surrounding the enclosure.

The tank height shall not be exceeded one and half times the diameter of the tank or 20 meters whichever is less. The minimum distance between a tank shell and the inside toe of the dyke wall shall not be less than half the height of the tank.

5.2.3 Closed warehouse The project is envisaged to handle 0.5 MTPA of agro commodities in closed storage yard. A covered storage warehouse of 300 m x 45 m is proposed for storage of agro and other commodities. The storage capacity of warehouse will be around 33,750 MT. The stockpile will be created with dozer & excavators and reclaiming will be done by pay-loader. Further it will be conveyed to the bagging plant, where the material will be filled into bags and discharge by rail/road.


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5.2.4 Container Terminal It is proposed to have a container storage yard for storing containers. Container yard will have paved storage area. Adequate number of ground slots will be provided in container yard. Trailers will be used for movement of container from berth and storage yard.

5.3 LAND USE PLAN The land use plan has been prepared after identifying the requirement of land for various port related activities of the proposed multipurpose berthing facility. While preparing the land use plan, the extent and limits of surrounding development, limitation/ development needs of infrastructural facilities, ease of access, cargo handling requirements, environmental and safety requirements have been given due consideration.

APSEZ has developed significant greenbelt within the port and SEZ areas. Planning of greenbelt in proposed backup area will be integrated with overall greenbelt area planning by horticulture dept. At the time of detailed engineering (land use planning), it will be ensured that approximately 5% - 10% of the area will be considered for greenbelt development. Following table shows the area bifurcation between various functions for proposed development: Table 5-1 Area Statement

Type of Area Total Area (ha) Storage area (port back up) 45.1 Utilities Buildings & parking area 3.0 Road circulation area 10.5 Total area 58.6


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6 MATERIAL HANDLING SYTEM (MHS)

6.1 OVERVIEW OF MHS Overview of Material Handling system of proposed facilities is shown in below figure:

6.2 IMPORT - EXPORT SEMI MECHANISED SYSTEM FOR DRY AND BREAKBULK CARGO

During the development phase and low volume import and export cargoes, semi mechanized material handling systems are proposed using various equipment and transport combinations as follows. Selection of equipment may be changed at detailed engineering stage upon getting further information and commercial considerations.

Tyre mounted Mobile Harbour Cranes Long boom industrial excavators with grab Tyre mounted hopper Retractable (Shuttle type) or Telescopic Conveyor (for export) Reach stackers and other mobile equipment (for container handling) Liquid cargo handling by flexible hose and ship’s pumps Internal Transfer Vehicles

MHS of proposed facilities

Import - Semi Mechanised

Mobile Harbour Crane & Industrial Excavators &

loading Hoppers

Transport of material via dumpers / trailers

conveyor to storage yard /plant

Export - Semi Mechanised loading operations

Mobile Harbour Crane /Ship loader & loading hoppers

Transport of material via conveyor for fly ash and

dumpers/trailers from storage yard to jetty for other cargo

Liquid cargo movement through pipeline to

tankfarm / direct unit


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Front End Loader / Pay Loader (for heaping operations) Road Weigh Bridge (for weighment of cargo import / export)

6.3 CONVEYING SYSTEM

6.3.1 Conveyor system from proposed Jetty to proposed cement Plant The Clinker unloaded at the jetty is proposed to be transported directly to the Adani cement plant via conveyor of 1000 TPH capacity. Alignment of the same is shown in Annexure – B. For the proposed project, a piped conveyor system will be installed. The pipe conveyor system is essentially like troughed belt conveyor except that after the loading point at tail end, the belt passes through a series of belt folding idlers to form a tubular shape.

The pipe form is maintained throughout the length of transport by means of hexagonal arrangement of idlers around the belt. The pipe form is opened at the discharge end for transfer of material and again formed into pipe on the return run. In addition, the pipe conveyors have the flexibility to accommodate both the horizontal and vertical flights and the profile can be suited to meet the recommended conveyor alignment depending upon the terrain. Considering the future requirements and simultaneously loading/unloading arrangements, provisions of additional conveyor stream is kept between jetty and clinker plant of same capacity. Advantages of the Pipe Conveyors Pipe conveyors have following advantages in comparison to the conventional belt conveyors:

Elimination of multiple transfer points Elimination of multiple drive units Elimination of spillage and dust generation Significantly lower power requirements Lower space requirement for installation Lesser degradation of material by elimination of transfer points Lower structural and foundation cost

6.3.2 Alignment of conveyor corridor Based on secondary data, proposed conveyor alignment has been developed. The proposed conveyor corridor is free from any major encumbrances and it does not pass through any inhabitation. This alignment may change during detailed engineering stage after getting further information.


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7 CONSTRUCTION METHODOLOGY

7.1 INTRODUCTION

All construction activities for proposed multipurpose berth and related backup facility can be divided in to two different stages and brief descriptions of three stages are as follows.

7.2 STAGE – I DREDGING & LAND RAISING WORKS

7.2.1 Dredging

Dredging is required to be carried out for creating and maintaining navigational areas to requisite water depths in proposed facility. Present sea water intake channel has sufficient depth of (-) 6 m CD. Therefore the channel will not be required to be dredged for proposed facilities. The width of the existing channel will be maintained as it exists in most of the parts except the berthing areas where minor local dredging will be required. The quantum of capital dredging for development of multipurpose berthing operation jetty will be approximately 0.6 Mm³. Method of dredging and level raising will be decided during the detailed engineering stage. Presently APSEZ carries out maintenance dredging of sea water intake channel at regular intervals, therefore no separate maintenance dredging is envisaged for the proposed project.

7.2.2 Land Raising

The final level of the back-up area is proposed to be (+) 8 – 8.5 m. The dredged material as well as the excess material from within the back-up area (available after levelling of areas having more than 8 m level) will be utilized for levelling. Excess material, if any, will be used for levelling of other low lying areas within the SEZ.

Top level of backup area without finishing: +7.5 m CD

Finished Top Level of back-up area including fill top, sub-base, base, paving etc.: (+) 8.0 m CD to (+) 8.5 m CD

7.3 STAGE – II – JETTY CONSTRUCTION WORK

Piling Gantry and/or Jack up Piling Platform will be used for the construction of berthing structures. Pre-cast gantry will be used for pre-cast handling and pre-cast erection works for Jetty construction. Rock bund will be used as part of berth construction in order to protect the land adjoining the berth area.

7.4 REQUIREMENT OF BASIC RAW MATERIAL

The requirement of the basic raw material for proposed expansion plan will be as given below.

Coarse aggregate (including Rock): 0.31 MT


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Fine aggregate (Sand) : 0.25 MT Cement : 0.14 MT Steel Reinforcement : 0.062 MT Structural Steel :0.015 MT

Basic raw materials for construction are available in Kutch district. Ready mix concrete will be made out of the basic raw material at site itself. Batching plants of respective size and capacity as per requirement will be installed at the site.


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8 UTILITIES

8.1 POWER AND LIGHTING

Power supply for the project will be made available from the existing substation of West Port which is developed by MPSEZ Utility Private Limited (MUPL). Power will be supplied at 33 KV. Total connected load and maximum demand for the proposed facility works out to be approximately 10 MVA. It is estimated that about 65,000 KWH per day will be consumed during fully operational phase. Since the reliability of power provided by MUPL is over 99%, DG sets for power backup for major operations are not required. However, as part of contingency nearest standing generator ratio of 320 KVA (1 Number) is proposed during operation stage.

During construction stage, power demand will be about 2.5 MVA. During peak construction activities, about 1500 KWH per hour will be consumed which will be provided by APSEZL on temporary basis to handle the electrical requirements of the contractors. This will be mainly for the needs of the construction camps and offices. However, generators (2 number) with 125 KVA will be kept as a standby for any emergency event.

8.2 WATER

It is proposed to meet the water requirement (during construction as well as operation phase) of multipurpose berthing facility from the existing water supply system (Narmada Water/ Desalination Plant) already developed by MUPL in existing Port and SEZ Complex through pipeline and bowsers. Water is required at the proposed facility for the following activities. Supply to ships (if required) Supply to port staff and port users Pollution control and firefighting purposes Environmental conservation and maintenance of greenery in the port Miscellaneous

Demand of water:

During Construction:

Water consumption for domestic purpose: 30 KL/Day Water consumption for Construction purpose: 100 KL/Day

During Operation: Table 8-1 Water Demand assessment for operation stage

Sr No Activity Type of water Water Requirements

( KL/Day) 1 Supply to barges/vessels Potable 50 2 Supply to Port staff and users Potable 40 3 Liquid Terminal/Port operations Raw 120


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4 Greenbelt Raw 50 5 Fire fighting Raw 100 6 Miscellaneous Raw 40 6 Total 400

8.3 SEWERAGE SYSTEM

For construction phase

During construction phase about 20 cum/day of sewage is expected to be generated. The same will be either treated in the existing network of the available STPs within the APSEZ area or it may be discharged through septic tank with soak pit system.

For operation phase

It is estimated that about 30 cum/day of domestic waste water is likely to be generated during operation stage. During the initial period when the cargo volume and operational activities are lesser, same mechanism as mentioned in the construction phase will be followed. At later stage when the facility is fully operational, a 35 KLD capacity STP will be installed The treated sewage from the SPT will be used for irrigation.

8.4 EFFLUENT TREATMENT PLANT

It is estimated that 0.1 MLD effluent would be generated from port operations during its peak operations. Mundra Port has adequate capacity of operational ETP and CETP in existing Port and SEZ area. No new ETP is proposed as part of the project. Effluent will be transported to ETP/ CETP via bowsers.

8.5 DUST CONTROL SYSTEM

Dust control equipment is proposed for efficient control of dust pollution during storage and handling of various cargo at the berth & stockyard. An efficient dust control system will suppress/collect dust particles before it becomes airborne.

For mechanised cargo handling

All the process equipment and dust transfer points are envisaged with dust collection equipment which shall reduce the emissions to <30 mg/Nm³. Fogging Systems are high and medium-pressure misting systems which create fine mist to trap dust particles mid-air is commonly used for dust suppression for handling of material like cement/ clinker etc. This arrangement includes a high pressure pump and a spray nozzle designed to produce water droplets as small as 5 microns (5 millionth of a meter). As a result, the particles in air gets heavier and automatically settle at the bottom.

For semi mechanised cargo handling


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Various measures such as physical buffer, green buffer, wind shield and DSS are envisaged for dust control at following locations:

Mobile Harbour Crane discharging in to hoppers Stockyards

8.6 SOLID WASTE MANAGEMENT

Municipal wastes in the form of canteen wastes, domestic wastes, papers, etc. will be generated. Disposal of municipal solid waste will be carried out as per prevailing norms. Municipal solid waste from canteen and administrative areas for the operation stage is estimated at about 0. 15 TPD, of which 60% will be biodegradable and 40% non-biodegradable.

The solid waste generated from the construction phase will be about 0.2 TPD. During construction phase it is proposed that the EPC contractor will be responsible for collection, transport and disposal of all types of solid waste generation.

Used oil, spent oil, wastes/residue containing oil, Pig wastes, Oil soaked rags, cotton waste, discarded containers, barrels and used battery will be collected and disposed to GPCB/CPCB approved vendors. All hazardous wastes, will be handled as per Hazardous Waste Management Rules (as amended).

8.7 DRAINAGE AND SETTLING PONDS Storm water drain will run along the main approach road near the stockyard and will be mainly RCC or stone masonry type. The total storm run-off from stockyard i.e. from open drain and underground drain will be collected into settling ponds provided at the end of stockyard. In equipment and vehicle maintenance area, an oil interceptor will be provided to collect the contaminated storm water and treat and discharge into the storm water drainage system. All the storm water will be discharged into the sea. The size and the length of the storm water drainage line will be decided during the detail engineering stage.

8.8 BUILDINGS AND SURFACES

Existing Mundra Port complex has sufficient building area to meet the major operational requirements. However, based on the functional requirements, suitable buildings including Administrative building, Port operations building, Canteen, Gate Houses, Maintenance Workshop, Substation building, Fire Station and other ancillary infrastructure facilities will be provided within the back-up area.

Internal road network is planned for interconnectivity between the gate and operational areas as well as amenities and buildings. All the areas other than yard will be open paved. The project site will be fenced appropriately.


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8.9 FIRE FIGHTING SYSTEM

Firefighting system for the proposed facility will be planned, implemented and maintained as per best industry norms considering the size of the facility. It will conform to Tariff Advisory Committee’s Guidelines and meet the relevant codal provisions. System would comprise Fire stations, Hydrants network, Fire Tanks, Pumping stations with standby arrangements and requisite number of Fire Tenders. Fire Alarm arrangements will be built in the design.

The system of fire lines and hydrants will be designed to ensure that adequate quantity of water is available at all times, at all areas of the facility where a potential fire hazard exists. Each hydrant connection will be provided with suitable length of hoses and nozzles to permit effective operation.

8.10 SECURITY

The security systems of the proposed facility will be designed to comply with International Shipping and Port Security Code (ISPS). The following security measures will be provided in the terminal:

Access Control System for restricted entry to certain places Provision of emergency exit gate Security booth at gate for 24 hours security guard

8.11 ENVIRONMENT PROTECTION MEASURES

Environment protection measures, as recommended in the Environment Management Plan of the Environmental Impact Assessment Study will be implemented in addition to Green belt development at appropriate location within the backup area, treatment of sewage, safe disposal of municipal waste, noise control by proper traffic management, protection of local ecology etc.

8.12 DISASTER MANAGEMENT PLAN

Prior to commencement of operations at the multipurpose berthing facility, a comprehensive Disaster Management Plan already prepared for the existing APSEZ facility will be updated and the proposed project activity and its identified risks will be covered


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9 IMPLEMENTATION SCHEDULE & COST SCHEDULE

9.1 IMPLEMENTATION SCHEDULE

An overall implementation program for the construction of proposed multipurpose berthing and backup yard has been prepared. The estimated construction period is 36 months.

9.2 CAPITAL COST

Total capital cost for the proposed development is estimated to be Rs. 958.0 Cr. The cost estimates of various heads are worked out based on current rates. These costs are excluding cross country conveyors from jetty to plant as well as pipelines to respective units and other financial and soft costs etc.

Table 9-1 Cost Estimate (INR CR)

Sr. No Particulars Total Amount 1 Dredging and Land raising 18 2 Multipurpose Berths development 229 3 Equipment 180 4 Backup area development including warehouses 103 5 Liquid Tank farm 218 6 Supporting Infrastructure 86 7 Sub Total 833 8 PMC, Contingency and others etc. 125 9 Total 958

9.3 EMPLOYMENT GENERATION

Approximate direct and indirect employment generation expected is as per the table given below. Table 9-2 Direct and Indirect Employment Generation during Construction Phase

Units Numbers

Direct Employment No. 400

Indirect Employment No. 2000

Total No. 2400

Ratio of skilled/unskilled during construction will be about 30:70.


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Table 9-3 Direct and Indirect Employment Generation for Operation

Units Numbers

Direct Employment No. 150

Indirect Employment No. 750

Total No. 900

Ratio of skilled/unskilled during operation will be about 25:75.


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10 ANALYSIS OF PROPOSAL (FINANCIAL & SOCIAL BENEFITS TO THE LOCALS)

The Adani Foundation is the Corporate Social Responsibility arm of Adani Group, an integrated infrastructure conglomerate that is committed to inclusive growth and sustainable development in not only the communities it operates in, but also in contributing towards nation building. The focus of the activities are mainly on three major dimensions of human development which include expansion of sustainable livelihood opportunities, improving the status of health and education and broadening the range of choices by creating rural infrastructure. The aim is to walk with the communities, help people look ahead, make the right choices and secure a bright and beautiful future, together. The Foundation conceptualizes its purpose by consolidating the activities under four broad working areas that are as follows:

Education Community Health Sustainable Livelihood Development Rural Infrastructure Development

Adani Foundation has already done extensive work in this region considering the above thematic areas. However, need based assessment will be a continual action during the entire construction as well as operation phases of the proposed project. On the basis of the outcomes of the assessment, support for the above mentioned core areas will be provided to the locals.

development of multipurpose berthing facilities at mundra...

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