development of stretch between pankapal / jokadia to...

Project : Development of Stretch between Pankapal to Dhamra and Paradip of National Waterway No. 5 in the State of Odisha for Inland Navigation

Document : Feasibility Report

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FEASIBILITY REPORT

Development of Stretch between Pankapal / Jokadia to Dhamra and Paradip of

National Waterway No. 5 in the State of Odisha

1.0 INTRODUCTION AND BACKGROUND

National Waterways No. 5 of 588 km consisting of East Coast Canal along with

Brahmani, Kharsuan, Tantighai-Kani river system and Mahanadi delta rivers was

declared as National Waterways w.e.f. 25th November 2008 for shipping and navigation

to promote inland water transport. The stretch wise breakup of NW-5 is as given below:

1. Rivers Brahmani- Kharsua- Dhamra (Talcher- Dhamra) - 265 km

2. Matai river (Charbatia- Dhamra) - 39 km

3. Mahanadi delta rivers (Mangalgadi- Paradeep) - 67 km

4. East Coast Canal (Geonkhali- Charbatia) - 217 km

Total = 588 km

Inland Waterways Authority of India, a statutory body under the Ministry of Shipping

has been entrusted the responsibility for development, management, maintenance and

regulation of the waterways with the necessary infrastructures to ensure safe

navigation. A policy decision has been taken initially to develop the commercially viable

stretch between Talcher to Paradip & Dhamra for 332 km for providing the sustainable

and economically viable & alternative mode of transport from the ports to mining area,

industrial hubs & vice versa for the movement of coal, iron ore, other minerals, thermal

(imported) coals, industrial products etc.

Accordingly, a MOU with the major stake holders i.e. Govt. of Odisha, Paradip Port Trust

(PPT) & Dhamra Port Company Ltd. (DPCL) was signed by IWAI on 30.06.2014 for

developing the above stretches of NW-5 under two phases.

1st Phase= 201 km between Pankapal to Dhamra & Paradip

2nd Phase= 131 km between Talcher to Pankapal

Development of NW-5 under Phase-I due to various considerations as in (Figure-1) has

been taken up on priority basis with the main work components:

(i) Fairway Development: with Lad of 3 mt, through dredging, operation, construction of

barrages & navigation locks, river training work, widening etc.

(ii) Terminal facilities: with the required jetties & cargo handling equipment.

(iii) Navigational Aids: to introduce 24 hrs navigation.



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Figure-1 Index map of NW-5, for MoU

2.0 DESCRIPTION OF THE WATERWAYS

Phase I - Development of waterway from Pankpal to Dhamra & Paradip via

Mangalgadi

The waterways can be divided in two groups i.e. non-tidal and tidal. The stretch

between Ponkopal to Padanipal through Brahmani-Kharsuan-Tantighai/kani river system

is non-tidal. The tidal stretches are from Padanipal to Dhamra and Paradip through

Dhamra, Hansuan, estuary of Bay of Bengal, Kharnasi and Mahanadi. In the reach

between Sujanpur to Padanipal, river Kharsua widens (250m to 500 m) and the deep

channel becomes relatively shallow and more braided. Survey of a parallel river branch

(Tantighai / Kani) from Sujanpur to Padanipal has indicated that this river branch is

relatively narrow (100 to 125 m) and deeper. Hence it is decided to explore possibility

of utilizing this route, as shown in Figure -2.



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Figure-2 Proposed Phase I of NW-5, Pankapal to Dhamra and Paradip via Mangalgadi

Similarly, as per earlier proposal, Mangalgadi- Paradip IWT route through rivers

Hansua, Babar, Nuna, Gobri, Ramchandi Galia, Kharnasi and Mahanadi was not suitable

for safe navigation of the vessels of economical size due to the existence of no. of cross

structure, river bends, shallow & narrow waterways etc. Hence it was decided to inspect

and survey an alternative route running along Hansua, Karnasi and Mahanadi rivers and

through the bay along the coastline near Jambu Dweep.

After, Joint Reconnaissance survey by IWAI, WAPCOS and PPT and subsequent

bathymetry survey by IWAI, it has been established the viability of this route having

many advantages over old route. Accordingly, a decision has been taken for developing

this alternative route for movement of economical size and capacity vessels.

3.0 SITE VISIT

As the scope of duties and responsibility for revising the DPR of the Stretch submitted

during 2010, Wapcos have inspected the entire stretch during both non-monsoon and

monsoon season for collecting the required data, information as well as assessing the

status of waterways.. The photographs showing the water levels during the floods at

Railway Bridge, State Highway Bridge, Jokadia, Sujanpur Weir and Manpur Bridge etc.

are given below.



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Figure-3 View of Jokadia during August 2014 floods

Figure-4 View of Sujanpur weir during August 2014 floods

4.0 REVIEW OF THE PROPOSED WATERWAY

The proposed navigation routes from Pankpal to Dhamra via Mangalgadi and

Mangalgadi Paradip along the revised alignment were reviewed on the basis of analysis

of hydrological data (available discharges and their duration especially during lean

season being critical period due to reduced depths) and hydraulic data, mathematical



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model results and survey charts. The review was made taking in to the following

aspects.

Depths available for navigation

Structures (weirs, bridges) across the proposed route and vertical and horizontal

clearance

Radius of bends on the route

Dredging quantity involved

4.1 Flow Depths

As per the TOR provided to WAPCOS, the waterways is to be developed for a fairway

having channel width of minimum 50.0mt and LAD(Least Available Depth) of 3.0mt and

bend radius of approximately 700mt conforming to Class- IV standard as per the

classification of waterways of IWAI. Available river bathymetry data indicates that the

Kharsua river reach downstream of Padanipal being tidal, depths more than 4 m below

CD prevail even during lean season. The problem of required LAD during lean season

exists in the reach upstream of Padanipal where depths is controlled by discharge,

channel geometry and bed slope. Hydraulic calculations as well as preliminary

mathematical model studies for this reach through a trapezoidal channel section of 50m

width with assistance of dredging operation or river training works indicate that for 2m

and 3m flow depths, the required discharge will be in the range of 60 cum/sec and 125

cum/sec respectively. The analysis of hydrological data indicate that in post Rengali

period (1986 to 2013) the lean season flows in river Brahmani at Jenapur have

improved significantly. Flows less than 50 cum/sec may prevail for 7 to 15 days in a

year. During lean season, almost entire flow goes through Kharsua and Tantighai /

Kani. Discharges in the different range will prevail for period as below:

50 to 100 cum/sec : 20 to 90 days

100 to 200 cum/sec : 60 to 150 days

Above 200 cum/sec : 150 to 240 days

Therefore, navigation shall be possible for a period of about 300 days in a year

excluding flood periods and period of flow less than 50 cum/sec .The only challenge will

be to confine flows of 50 to 125 cum/sec in dredged channel width of 50 m in alluvial

rivers with natural width varying from 100 to 500m.Without any special protection

measures the dredged channel in alluvial bed will tend to be wider and shallower due to

flow. Hence further studies and analysis for such protection and river training work will

be explored in due course of time..

4.2 Vertical and Horizontal Clearance, Bend Radius

The reference level for vertical clearance in rivers is the Navigational High Flood Level

(NHFL) which is flood level corresponding to 20 year return flood (5% frequency). For



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the proposed routes under consideration there are bridges and power lines crossing the

river channels as the detail below:-

4.2.1 Review of Pankapal – Mangalgadi to Dhamra Route

Pankapal - Mangalgadi to Dhamra (Along Brahmani-Kharsua)

Bridges: 10 Nos. (2 on Brahmani, 8 on Kharsua) with vertical

clearance from 4 m to 7m. The horizontal clearances are

between 20mt t0 36 mt.

Power/Telephone lines: 10 Nos. with clear vertical clearance 2 to10m. However, the

horizontal clearance is redepuate.

Along Tantighai / Kani river

Bridges: 6 Nos.

The bridges across Tantighai/Kani River are critical with respect to minimum navigation

clearances which vary from 1.5 m to 4 mt only. Out six, 4 bridges are under

construction. IWAI is contemplating to take up the issues with State Govt. for

demolition of these bridges and reconstruction thereafter confirming to the navigational

requirement of IWAI.

Bends along the Route

On this route Pankpal to Dhamra, there are many bends along Kharsua as well as

Tantighai / Kani River.

Kharsua River Reach from Pankpal to Sujanpur:

From Jokadia to Sujanpur (the location of bifurcation of Tantighai and Kharsua)

there are two bends at chainages 117.4 km and 123.5 km where radius of curvature

is 525 m and 432 m respectively.

From Sujanpur to Padanipal along River Tantighai / Kani:

In this reach of about 45 km in Tantighai / Kani River, there are 24 bends and the

radius of curvature in these bends varies from 190 m to 620 m against the

requirement of 700 mt as per Class-IV Waterways.

Attempts may be made to provide cutoffs (where site conditions permit) to increase

the radius of curvature or to avoid acute bends. This may involve land acquisition. It



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is also suggested that the width of dredged channel may be increased on bends

which will facilitate better navigation along the bends.

Along the Kharsua river reach between Sujanpur to Padanipal there are ten bends

with radius of curvature varying from 180 m to 700 m. In the remaining reach from

Padanipal to Dhamra via Mangalgadi the bend radius there are only two locations

where the bend radius is close to less than 700 m.

4.2.2 Review of Mangalgadi to Paradip Route (Revised Proposal)

On this route, there is only one bridge (chainage 6.70 Km) and one power line

(chainage 6.50 Km) at Rajnagar. Vertical clearance above HWL is 5.70 m and 7.0 m for

the bridge and the power line. In Hansua river, depth of the order of 4 to 6 m below CD

are available and no dredging is required except some portion before mouth. In the

estuary of Bay of Bengal portion and Kharnasi River, with the proposed dredging of

about 2 m below CD, adequate depths will be available for proposed navigation.

On the proposed alignment through Hansua River, there are 3 bends with radius of

curvature is close to 700 m. On river Kharnasi there are 3 bends with radius less than

300 m. especially near fishing jetty at village Badatubai Kharnasi River undergoes

through a U shape bend where radius is 250 to 300m. Rest of the route through

Kharnasi, Mahanadi and through estuary between Hansua and Kharnasi outfall is free

from any restrictive bends.

This route being in tidal reach, adequate depths will be available after proposed capital

& maintenance dredging for a quantity of about 2.66 MCM. Maintenance dredging may

be necessary in the estuary portion as Hansua and Gobri Rivers are expected to bring in

sediment during monsoon. This sediment is likely to settle in the creek portion (on

downstream of outfalls of these rivers) where navigation route is proposed. The

boundary of Gahirmatha Wild Life Sanctuary is located on east of the proposed

navigation route in this creek.

5.0 STRUCTURES FOR DEMOLITION & MODIFICATION/RECONCONSTRUCTION

Along the route Pankapal to Mangalgadi there are two existing old & damaged

structures which need to be demolished and reconstructed with suitable navigation

locks for safe movement of the cargo vessels. These are:-

a) Sujanpur weir on river Tantighai, a branch of Kharsua, about 400m downstream

of bifurcation from Kharsua at Sujanpur (Figure-5).



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Figure-5 Existing Sujanpur Weir on Tantighai / Kani River

b) Jokadia weir on river Kharsua about 6 Km downstream of railway bridge (Figure-6)

Figure-6 Jokadia Weir on River Kharsua

Both the structures are to be replaced with suitably designed and constructed barrages

with navigation locks of appropriate size for safe navigation of vessels of above 1500

tonnes capacity. The design is to be developed in consultation with State irrigation



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department taking in to various aspects including flood control, irrigation as well as

navigation requirement with adequate ponding area. The construction and maintenance

of the barrages will be under taken through State Goyt on deposit basis. However, the

operation and maintenance of the navigation locks shall be responsibility of IWAI.

6.0 CARGO & TRAFFIC DETAILS

6.1 Cargo & Traffic Analysis

For development under phase-I, a fresh cargo traffic and projection has been estimated

and according to such estimation, there is a cargo potential of 13.75 MTPA for onward

cargo (towards Pankapal i.e. upstream (u/s) cargo) and a return cargo of 5.36 MTPA

from the ports and industries and mines of Kalingnagar. The consolidated details of

cargo potential are tabulated below:

Table-1 Details of Cargo projections / forecast for year 2030

S. N. Sources of Cargo Upstream (u/s)

cargo in MTPA

Downstream (d/s)

cargo in MTPA

1. Kalinganagar Industries 1.87* 1.66

2. DPCL (Adani) 10.40 -

3. Paradip Port Trust 1.48 3.70

Total Cargo (MTPA) 13.75 5.36

* A cargo of 1.87 MTPA has been considered after deducting some of the cargo like

coal, chrome and limestone which have been already considered in DPCL (Adani) cargo

data.

6.2 Scenarios of Cargo Potential

This total traffic potential is further shown in three different scenarios. Low case i.e.

considering 10% conversion rate; medium case i.e. considering 30% conversion rate

and high case i.e. considering 60% conversion rate. The rationale behind giving these

three scenarios is that these percentage levels are suitably distributed over the 100%

potential. It covers the entire range of possible future scenarios, from pessimistic to

optimistic scenarios. The traffic of pessimistic scenario provides an understanding of

minimum guaranteed traffic that can be expected, whereas the optimistic or the high

case scenario gives the maximum potential that can be generated giving us an

understanding on the upper mark of the feasible investments that can be made in

developing the transportation system. The moderate scenario is the average scenario

which provides a safer option where the risk is low. The annual cargo traffic as per low

case, medium case & high case are given in Table-2.



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Table-2 Scenarios Annual Cargo (Low, Medium and High Cases)

S.

N.

Sources of Cargo Ultimate cargo for year 2030

(MTPA)

Low case

(10%) (MTPA

Medium case

(30%) (MTPA)

High case

(60%) (MTPA)

1. Kalinganagar Industries 3.53 0.353 1.059 2.118

2. DPCL (Adani) 10.40 1.040 3.120 6.240

3. Paradip Port Trust 5.18 0.518 1.554 3.108

Total Cargo (MTPA) 19.11 1.911 5.733 11.466

6.3 Safe Navigation and Movement of Cargo Vessels

The demolition and reconstruction of the existing weir and barrage at Sujanpur and

Jokadia respectively with suitable navigation locks may take minimum three years.

Similarly, the development of fairway with LAD of 3.0 mt with acceptable river bends

and adequate navigation clearances may also require time for the safe navigation of

desired capacity of cargo vessels. Hence, it is proposed to develop the stretch initially

for providing LAD of 2.0mt through dredging operation up to Jokadia (downstream)

along with the alternative/temporary channel through Kharsuan river to commence

navigation in the stretch between the ports and industries at kalinganagar. The

movement of cargo vessels of 500 tonne capacity may be feasible in a channel of 2.0mt

LAD. In this regards, a temporary terminal will be set up downstream (d/s) of Jakodia

barrage to commence the movement of cargo immediately with the existing terminal

facilities of the Ports or their temporary arrangements

7.0 TERMINALFACILITIES AND PLANNING

Under phase-I development, it is proposed to construct, operate and manage three

permanent terminal facilities with required jetties & cargo handling equipment for

catering to the projected cargo. Paradip Port and Dhamra Port Company Ltd will

develop one terminal each as captive facilities at their own premises. The permanent

terminal at Ponkopal is proposed to be developed, operated and managed jointly by the

ports with State Govt. The development of permanent terminal facilities at Pankapal

and thereafter operation may also take some time as it involves reconstruction of

Jokadia barrage with navigation lock. Hence it is planned to set up a temporary terminal

facilities downstream (d/s) of the existing Jokadia barrage to commence vessel

movement on immediate basis..

7.1 Temporary / Floating Terminal at Downstream (d/s) of Jakodia Barrage

The temporary terminal at Jakodia is proposed to be set up for berthing two barges of

500 DWT at a time and four hours of operational cycle, 20 hours working in a day with

330 working days in a year for handling cargo of approx.1.65 MTPA.



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The temporary terminal of floating type shall consist of pontoon, gangway, storage yard

on the shore. The suitable cranes fixed on pontoon shall be provided for handling the

cargo from the barges and stacked on the storage yards or directly loaded to

trucks/trailers for onward movement. The necessary approach road shall also be

provided.

7.2 Site Selections

Three sites have been identified on a river stretch d/s of the Jakodia barrage as shown

in the Figure-7 for setting up of the temporary terminal facilities.

Figure 7 Alternative Locations of Temporary / Floating terminal

One of the alternate locations is on the left bank of the river (Alternative - I) which is

at d/s of state road bridge while the remaining two sites (Alternative - II & III) are

on the right bank of the river d/s of the road bridge. The sites on the right bank have a

good road access for transportation of cargo but needs to cross the bridge. After

crossing the bridge the road runs approx. parallel to the river bank. The first site on the

right bank (Alternative - II) is not found suitable as it is located near to the villages/

habitation. The second site on the right bank (Alternative - III) is suitable for

locating the temporary terminal (Figure-8) as it has adequate space for stacking

of materials between the road and the river bank. The river bank takes a concave turn

at this location and normally the depths on the outer curve are more and hence it is

ideally suited for locating a temporary / floating terminal.



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Figure-8 Details of Temporary Terminal

7.3 Details of Temporary Terminal

The terminal is meant for 500 DWT self-propelled vessels having length of 58m X

beam of 9m and a draft of 1.5m. Two numbers of floating pontoons and gangway

of adequate size, mechanical equipment, adequate storage and dumping area,

approaches etc. are envisaged for this purpose. Each pontoon will be of size 40 m X 15

m and a gangway with a width of 2 m. The hinged gangway will rest on the piled

support on the river bank while the other end will rest on the pontoon. The pontoon will

be suitably anchored. The pontoons will be separated by a distance of 50 m. The

gangway will have suitable railings on the sides. Each pontoon will have a crane

mounted on it for loading and unloading of barges. An area of approximately 20 Ha has

been kept as stacking area. On the shore a retaining wall to be built to hold the

landmass.



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8.0 CARGO HANDLING EQUIPMENT AT TEMPORARY TERMINAL

Though there are many material handling equipment for general cargo and bulk cargo,

following equipment are recommended at Temporary terminal at Jokadia in view of the

quantity and nature of the cargo to be handled at the terminal.

Name of the Equipment Capacity Quantity (No.)

Fixed Cranes on Pontoon for loading as well as unloading of trucks/ dumpers or barges 10 T

125 TPH 2

Forklifts for transporting general cargo such as steel plates, scraps etc to stack yard for stacking 5 T

2

Mobile crane 5T 1

Handling attachments such as

1. Bucket type Grab

2. Palfinger Type Grab

3. Tong

4. Spreader

5 T

5 T

5 T

5 T

1

1

1

1

Crawler crane of 10 T capacities (2 Nos.) can be also considered, in place, since it is

more efficient than pontoon mounted cranes.

Day and night navigation facilities

9.0 DREDGING OPERATION

Dredging Quantity:

In order to develop the fair way with LAD of 3.0mt, dredging of both capital and

maintenance nature for a quantity of 16 M cum is proposed to be undertaken during

different period. The dredging quantities have been computed for 2m depth initially

and 3m depth subsequently with respect to chart datum keeping the bottom base

width as 45m.

Disposal of Dredged Material:

This dredged material can be used for strengthening / extending the existing flood

embankment on both sides of the river; constructing new embankment; used for

reclaiming land in low lying areas; in construction of roads etc. The unused material can

be dumped in adjoining government lands or land under control of Water Resources

Department, especially in the flood plains of the river.



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10.0 WIDENING OF WATERWAYS & BANK PROTECTION

The critical stretch with less width and river bends shall be widened to ensure the safe

navigation. The stretch once widened may be protected with suitable bank protection

work. The bank protection of the waterways at present is being carried out by the State

Irrigation Department with respect to flood and embankment protection. However,

while the movement of the vessels will be increased, more bank protection in the

vulnerable stretch may be required & same to be carried out either by the State

Government on deposit basis or directly by IWAI.

Bank Protection along the River



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11.0 PRELIMINARY COST ESTIMATES

The final DPR is yet to be submitted by WAPCOS. The preliminary cost of development

of the waterways under phase=I has been assessed for providing the fairways of

minimum 2.0mt LAD to facilitate the cargo movement between the Ports up to Jokadia

(b/s) with dredging, temporary terminal facilities, widening, temporary repair of the

weir at Sujanpur, navigational aids and other river conservancy works i.e. bank

protection works widening & river training work. Both capital cost and annual recurring

expenditure on account of repair and maintenance of the terminals, navigation aids

have also been considered besides maintenance dredging, survey activities etc.

The capital and annual maintenance cost is presented in Table-3.

Table-3 Capital and Annual Maintenance Cost

Sl.

No.

Description Amount (Rs. in

Lakhs)

1. Civil and structures 36,050.00

2. Capital dredging of Waterway 24,000.00

3. Mechanical / handling equipments 2,350.00

4. Utilities 950.00

5. Navigational Aids 500.00

6. Bank Protection Works 5,000.00

7. Retailing wall 500.00

8. Operation & Maintenance Cost for Temporary Terminal 13,074.00

Total (in Lakhs) 82,424.00

Total (in Crore) 824.24

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