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Kandla Port Trust
Kandla Port Trust
Pre Feasibility report on Strengthening of Oil Jetty
No. 1
June 2012
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Contents
1. EXECUTIVE SUMMARY ................................................................................................. 3
2. INTRODUCTION OF THE PROJECT / BACKGROUND INFORMATION ................................ 3
3. PROJECT DESCRIPTION ................................................................................................. 5
4. SITE ANALYSIS .............................................................................................................. 6
5. PLANNING BRIEF ........................................................................................................ 13
6. PROPOSED INFRASTRUCTURE .................................................................................... 14
7. REHABILITATION AND RESETTLEMENT (R & R) PLAN ................................................... 15
8. PROJECT SCHEDULE AND COST ESTIMATES ................................................................. 15
9. ANALYSIS OF PROPOSAL (FINAL RECOMMENDATIONS) .............................................. 15
ANNEXURES ...................................................................................................................... 17
Annexure - A – Project Site Location .................................................................................. 18
Annexure – B – Block Cost Estimate ................................................................................... 19
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1. EXECUTIVE SUMMARY
Kandla Port is the busiest port of India and serves as the gateway for the trade generating from/to the
entire Northern India. In the terms of cargo handling, Kandla Port has achieved the first position among
all the Major Ports of India, in most of the years in last decade. To enhance the cargo handling capacity
and to handle bigger size vessels, Kandla Port has long been focussing on various measures like adding
the new facilities, strengthening the existing facilities, etc.
Kandla Port is highly dependent on the liquid cargo commodities for sustaining its cargo growth and top
position among all Major Ports. Liquid cargo handling capacities are to be enhanced through
development of new oil jetty on BOT basis and strengthening of Oil Jetty No. 1 through internal
resources.
The document presents the pre-feasibility study of strengthening of Oil Jetty No. 1.
Oil Jetty No. 1 is to be strengthened for handling of bigger size vessels, i.e. vessels with 13 m draft.
Presently, Oil Jetty No. 1 handles the vessels up to 10.7 m draft handles the vessels with up to 10 m
draft. Therefore the jetties would have to be strengthened and hence, the project involves carrying out
the civil work and required dredging. Civil work would involve putting additional piles along the length,
on the back side of the berths of the T-shaped Jetties.
As per consultants for the project (IIT Madras), having strengthened the jetties would be capable of
handling vessels up to 65000 DWT.
2. INTRODUCTION OF THE PROJECT / BACKGROUND INFORMATION
(i) Identification of project and project proponent.
Kandla Port Trust is the proponent (as the Port Authority) of the proposed project to strengthen the Oil
Jetty No. 1. The proposed project has been identified as part of a series of capacity enhancements
envisaged to augment the port capacity at various facility locations of Kandla Port Trust.
(ii) Brief description of nature of the project
NAME OF PROJECT Strengthening of Oil Jetty No. 1
Jetties Oil Jetty No. 1
Type of Jetty T-Shaped
Length of Jetty 89.6 m
Width of Jetty 12.9 m
Present Draft 10.7 m
Proposed Draft 13 m
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Present Vessel Size 40000 DWT
Proposed Vessels Size 65000 DWT
Mode of Strengthening Additional Piles on Backside of Berth & Capital Dredging for
Draft of 13 m
Project Cost INR 7.5 Crores
Project Phasing Single Phase Project
Mode of Implementation Internal Resources
Project time Schedule 12 Months
(iii) Need of the project and its importance to the country and or region.
Kandla Port is one of the busiest Ports of India. Kandla Port has been achieving first position among all the Major Ports of India in the terms of cargo handling for the most of the years in last decade. Thus, Kandla Port Trust has been contributing the most for the development of port capacity and handling seaborne trade of the country.
Especially northern India is heavily dependent on Kandla Port Trust for its trade requirements due to its peculiar land locked location compared to many other regions of India which are comparatively quite nearer to the sea shore. Some states of central India like Madhya Pradesh are also dependent for its specific trade requirement on Kandla Port Trust.
Hence, considering the vast hinterland that is dependent on KPT for seaborne trade and currently prevailing traffic congestion at existing facilities of KPT, capacity additions are of utmost importance at KPT for serving the economy of the influence region and in turn, the economy of the whole country in the best possible manner. Specifically, the strengthening of Oil Jetties is much required project at this stage. India is a heavily oil deficit country which is largely fed by imports at Major Ports. Among major ports, Kandla is the leader due to its sustained growth of traffic in various commodities including liquid cargo. Strengthening of oil jetty would help KPT to continue leading the traffic growth and fuelling not only the northern part of the country but also the other parts of the country.
(iv) Demand-Supply gap.
Liquid cargo handling facilities at Kandla have attracted 9.60 million tonnes liquid cargo for the year 2011-12. The same has grown at CAGR of 6.70% during the last 10 Years. Considering this historical growth rate, the traffic projection for the liquid cargo at Kandla is provided below:
(In MMTPA)
Years FY 2013
FY 2014
FY 2015
FY 2016
FY 2017
FY 2018
FY 2019
FY 2020
FY 2021
FY 2022
FY 2023
Liquid Traffic at Kandla 10.31 11.00 11.73 12.52 13.36 14.25 15.21 16.23 17.31 18.47 19.71
Considering the existing capacity of 6 Oil Jetties i.e. 13 MMTPA and comparing the same with the projected
traffic, demand supply gap seems to be developed by FY 2017. By FY 2020, the gap is expected to occur at
3.23 MMTPA.
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(v) Imports Vs. Indigenous Production
Not applicable for this project
(vi) Export possibility
Not applicable for this project
(vii) Domestic/export markets.
Not applicable for this project
(viii) Employment generation (Direct & Indirect) due to the project.
The project would generate both direct and indirect type of employment opportunities. Project would
require the manpower for implementation as well as operation period which is a direct employment.
Moreover, the proposed project would enhance the indirect economic activity in the industries like basic
materials i.e., cement, steel, Logistics services, Transportation and many more.
3. PROJECT DESCRIPTION
(i) Type of project including interlinked and interdependent project, if any.
The project is Strengthening of Oil Jetty No. 1 for handling of vessels up to 13 m draft. The project envisages, as suggested by IIT Madras, strengthening T-shaped Oil Jetties i.e. No. 1 by additional piles and also the dredging alongside the berths.
(ii) Location (map showing general location, specific location, and project boundary and project site layout) with coordinates.
Location details are provided in Annexure A.
(iii) Details of alternate sites considered and the basis of selecting the proposed site. Particularly the environmental consideration gone into should be highlighted.
Not applicable for this project.
(iv) Size or magnitude of operation.
Project magnitude in terms of estimated financial investment required to be made is envisaged at Rs. 7.5 Crores. Oil Jetty i.e. No. 1 would be capable of handling 13 m draft vessels after completion of this work.
(v) Project description with process details (a schematic diagram / flow chart showing the project layout, components of the project etc. should be given).
The project components and other details can be referred in the drawing attached in Annexure A.
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(vi) Raw material required along with estimated quantity, likely resource, marketing area of final product/s, mode of transport of raw material and finished products.
This is not applicable for the project.
(vii) Resource optimization / recycling and reuse envisaged in the project, if any, should be briefly outlined.
This is not applicable for the project.
(viii) Availability of water its sources, energy / power requirement and sources should be given.
Water: The Gujarat Water Supply and Sewerage Board is responsible for developing and managing
various sources of water in the region. The important source of water is the 14.5 Million m3
capacity reservoir of Tapar Dam, besides a number of deep tube wells. Water is distributed to
Kandla area from high service reservoir near Bhachau through 18” dia. CI mains, after chlorination.
The capacities of the elevated water towers and underground reservoirs at Kandla are 1500 KL and
14000 KL respectively. The average daily consumption of water at Kandla area is estimated at
around 1300 kl. The position is improved to a great extent by tapping the source of water from
Sardar Sarovar Narmada Nigam Limited.
Power: The port receives Bulk power supply from PGVCL through seven 11 KV sub stations.
Besides, the port has two diesel generating sets to meet with emergency needs. A scheme is
presently under implementation to augment the power supply to 66 KV and to provide necessary
infrastructure for receiving Bulk supply, stepping down and distribution.
Kandla SEZ area which is approximately 16 Km far from the project site, the power supply lines
would be installed for the project requirements.
(ix) Quantity of wastes to be generated (liquid and solid) and scheme for their management / disposal.
This is not applicable for the project.
(x) Schematic representation of the feasibility drawing which give information of EIA purpose.
The project drawing has been attached as Annexure A.
4. SITE ANALYSIS
(i) Connectivity
Airway The national airlines operate daily flights through the district headquarters at Bhuj as well as
Gandhidham which lies 67 Km. & 20 Km. respectively from Kandla Port. Gandhidham airport is also
operational and there is a daily flight to Mumbai from this Airport.
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Railway Broad gauge(BG) tracks directly connect the Port at New Kandla with the principal cities of Bombay,
Ahmadabad, Surat, Baroda, etc., and also Delhi, Punjab and Haryana through the route
Ahmadabad-Ratlam- Kota - Mathura to Delhi. The second route is via Palanpur - Ajmer to Delhi.
Apart from this, the existing meter gauge line from Bhildi to Samdari has been converted to BG,
which provides direct link to Jodhpur in Rajasthan & Bhatinda in Punjab and reduces the reach to
Hinterland by 118 Km.
Road Kandla is connected to the National Highway grid system through NH 8A coming from Mumbai via
Ahmedabad and Morbi and terminates at the Port. All main gates of cargo jetty complex as well as
oil jetty complex are directly connected to N. H. 8 A by four lane wide roads.
The city of Gandhidham where the Port Administrative Office and the main staff colony are located,
also lies on NH 8A about 13 Km. from the Port. The port enjoys fully developed road network, both
in and around the Port area to facilitate faster movement of cargo.
• Asphalted Road Network - 30 KMS.
• Concrete Road Network - 30 KMS.
Presently 11.43 kms long Kandla-Kharirohar road connecting Oil Jetty complex with NH 8A is two
lane wide. This road is being widened from two lane to four lane at a total cost of Rs. 2179 lakhs.
This also includes construction of Railway Over Bridge.
Port has constructed a two lane wide road connecting Existing NH 8A with Tuna Port, which is 5
kms from Tekra. The widening of this road will commence in the near future.
(ii) Land form, land use and land ownership.
Land is under ownership of Kandla Port.
(iii) Topography (along with map).
The site is the existing location of Oil jetty No. 1 and 2. The back side of the berth would have the additional piles. The master plan for Kandla Port trust showing topographic details will be provided by KPT.
(iv) Existing land use pattern (agriculture, non-agricultural, forest, water bodies [including area under CRZ]), shortest distance from the periphery of the project to periphery of the forest, national park, wild life sanctuary, eco sensitive areas, water bodies (distance from the HFL of the river), CRZ. In case of notified industrial area, a copy of the Gazette notification should be given.
Existing land use is port operations (non agricultural) and shortest distance from periphery of the project (Kandla Port) to periphery of eco sensitive areas (mangroves) is Approx. 1 Km (across the Kandla Creek).
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(v) Existing infrastructure.
Existing infrastructure at Kandla Port is described as shown below:
The Port handles cargo at two locations, viz. Kandla and Vadinar (near Jamnagar). Presently, Vadinar has three Single Buoy Moorings (SBMs) and two Product jetties having a draught of upto 14.5 m and have a capacity to handle 14 MMTPA of finished petroleum products, two SBM installed by the Indian Oil Corporation Ltd. (IOCL) & one installed by Vadinar Oil Terminal Ltd. (VOTL) for handling of crude oil for its refineries. These SBMs can accommodate vessels up to 3 Lakhs DWT size and have a capacity to handle around 28.50 Million tons of crude traffic per annum. Kandla has, at present, 10 dry cargo berths along with 2 container handling berths and six oil jetties. The existing twelve general cargo berths have a continuous quay length measuring 2532m. Also, Kandla port has 240.00 meter (160 meter + new 80 meter) long barge handling jetty at tuna and south wharf barge jetty of length 202 meter at Bunder Basin. The permissible draught and sizes of vessels that can be docked along the 12 berths at Kandla Port are given below:
Berth No. Dead Weight Tonnage (DWT) Draught (in metres)
I 45000 9.8
II 45000 9.8
III 45000 9.8
IV 45000 9.8
V 35000 9.1
VI 35000 9.1
VII 55000 11.5
VIII 55000 11.5
IX 55000 11.5
X 55000 11.5
XI 65000 12.5
XII 65000 12.5
Liquid Cargo
Presently, there are six oil jetties, two product jetties and three SBMs to handle various types of
liquid cargo like POL product, edible oils etc. Maximum DWT of the vessels and the permissible
draft at these jetties is shown in the table below:
Oil Jetty No. DWT Draught (M)
I 40000 10.4
II 52000 10.0
III 40000 10.7
IV 56000 10.7
V (IFFCO JETTY) 45000 9.5
VI (IOC JETTY) 45000 10.1
OFF SHORE OIL TERMINAL
VADINAR
SBM 1 IOCL SBM2 IOCL
SBM3VOTL
300000
300000
300000
30
30
30
2 nos Product jetties at Vadinar 105000 14.5
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Mooring Facilities
Cargo lighterage is being carried out at a number of moorings. The details of the moorings available
are given below:-
Barge Handling Facilities
Currently at two locations the barge handling facilities are located at Kandla Port.
Storage Capacity
Liquid Storage Capacity
The tank farms at Kandla for liquid bulk cargo (chemicals, edible oils, POL products, acids, etc.)
storage have a total combined capacity of nearly 21.26 Lakh kilo-litres. The tank farms are
connected to the oil jetties through a number of pipelines facilitating easy and faster handling of
liquid cargo ships. All tank farms are situated behind the port jetties. The total storage capacity for
chemicals and edible oil is around 9.17 Lakh kilo-litres and 12.08 Lakh kilo-litres for POL and acids.
No. of Tanks Capacity in Kilolitres
Chemical & Edible Oil 89 917739
POL + Acid 472 1208369
Dry Storage Capacity (Covered & Open)
The Port has developed storage capacity for dry cargo inside the custom bounded area for storage
of import and export cargo. RCC ramps have been constructed for all godowns, so that cargo can be
loaded /unloaded directly from the godowns which reduce the loading/unloading time. The open
storage and godown capacity is shown in the following table:
Nos. Area (Hectares) Capacity (Lakh MT)
Port Owned
Godowns 32 16.16 4.45
Open storage 166.25 35.97
Private and CWC owned
Godowns 38 7.4 1.48
Moorings Maximum Length overall (in m) Draught (in m)
I & II 152.40 7.9
III 183.93 8.2
DDM 255.55 11.5
Salt Mooring 160.00 8.5
Barge Handling Maximum Length overall (in m) Draught (in m)
Barge Jetty at Bunder Basin 202 4.0
Barge Jetty at Tuna 240 4.0
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Other infrastructural facilities
Other infrastructural facilities at Kandla Port Trust include:
Container Terminal being operated by M/s. ABGKCTL on Berth No. 11 & 12.
Uninterrupted power supply from grid with supplementation from diesel power, generator of
2000 KVA capacity.
Barge handling facilities at Kandla.
Storage facility for LPG to the tune of 30,000 m3.
Two jetties for berthing Port Craft.
One berthing jetty for Port Tugs.
A maintenance jetty with a loading steel dry dock for port craft. The dry dock can
accommodate vessels having displacement upto 2,700 ton and a maximum length of 95 meters,
beam of 15 meters and draft of 4.5 meters. The jetty is equipped with a 10 ton capacity crane.
State of art Container Freight Station (CFS).
28 Nos of Tugs & Launches.
Online computerization of entire port operation and established connectivity with various
business partners viz banks, custom, custom house agent etc.
There are twelve weighbridges at the port (including three private weighbridges at Tuna) which
are summarized as below:-
o Four weighbridges of 40 MT capacity
o Two weighbridges of 50 MT capacity
o One weighbridge of 60 MT capacity
o Two weighbridges of 80 MT capacity
o Three weighbridges of 100 MT capacity
o Two Private Weighbridges of 40 MT & 20 MT capacity respectively
Cargo handling Equipment
The port is equipped with a range of cargo handling equipment to handle different types of cargo
passing through the port. There are nine number of high capacity Electrical Level Luffing cranes
working on the present cargo berths. The mobile cargo handling equipment includes cranes, forklift
trucks, trailers etc. Details of the Cranes presently, held by the port are given as below. There are
twelve cranes:
4 of 16 Tons.
6 of 25 Tons.
2 of 12 Tons.
The Port has purchased 2 nos Mobile Harbour Cranes from Italgru in the month of July 2011. The Port
has eight shipping tugs and two harbour tugs, 15 launches and one fire float, two pilot & oil cum
Debris recovery vessel, one each at Kandla & Vadinar. Ships are berthed / sailed round the clock. The
Pilot embarks / disembarks inward and outward vessels at fair-weather Buoy located about 23 Kms
from Kandla.
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Water Supply
The Gujarat Water Supply and Sewerage Board is responsible for developing and managing various
sources of water in the region. The important source of water is the 14.5 Million m3 capacity
reservoir of Tapar Dam, besides a number of deep tube wells. Water is distributed to Kandla area
from high service reservoir near Bhachau through 18” dia. CI mains, after chlorination. The capacities
of the elevated water towers and underground reservoirs at Kandla are 1500 kl. and 14000 kl.,
respectively. The average daily consumption of water at Kandla area is estimated at around 1300 kl.
The position is improved to a great extent by tapping the source of water from Sardar Sarovour
Narmada Nigam Limited.
Electricity / Power Supply
The port receives Bulk power supply from PGVCL through seven 11 KV sub stations. Besides, the port
has two diesel generating sets to meet with emergency needs. A scheme is presently under
implementation to augment the power supply to 66 KV and to provide necessary infrastructure for
receiving Bulk supply, stepping down and distribution.
(vi) Soil classification.
The sub-soil profile for the existing jetties as shown in the report from IIT Madras is shown in the
following diagram:
As could be seen, the sub-soil profile consists of Gray Soft to Firm Silty Clay up to –10.7 m, Reddish
Brown Hard Silty Clay up to -18.7 m. Reddish Brown Hard Silty Clay with Gypsum is met with below
–18.7 m up to 26.9 m. Yellowish Brown Dense to Very Dense Silty Sand up to –37.52 m. Piles of
existing jetties No. 1 and 2 are founded at -28 m level.
0.0 M
- 10.7 M – Gray Soft to Firm Silty Clay
- 18.7 M – Reddish Brown Hard Silty Clay
- 26.9 M – Reddish Brown Hard Silty Clay with Gypsum
- 37.52 M – Yellowish Brown Dense to Very Dense Silty Sand
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(vii) Climatic data from secondary sources
Temperature and Humidity
The climate of Kandla Port is generally tropical and dry. The air temperature varies from less than
10 C in winter to about 44 C in summer. The mean, maximum and minimum temperature observed
in the different months at Kandla is presented in the table below:
Months Mean of Max. Temp. Mean of Min. Temp.
January 25.2 13.0
February 27.5 15.5
March 32.0 20.2
April 34.6 23.5
May 35.9 25.7
June 35.0 27.7
July 32.4 27.2
August 30.7 25.4
September 33.3 24.5
October 34.2 23.1
November 32.4 20.2
December 25.6 13.5
Kandla region is fairly dry and only July, August and September are humid months. The range of
maximum relative humidity varies from 0% to 100%, whereas minimum values vary between 0 and
30%, except during July, August and September, when minimum values vary between 25% and
50%.
Rainfall Rainfall in Kandla is very low. Between January and April, there is normally no rainfall. Rainfall
generally remains confined between June end and mid September. During the remaining months,
the rainfall is scanty. The annual average rainfall is around 200mm only.
Wind Conditions
From long term observation of wind velocities and directions, following inferences can be made:
January The predominant direction is between NNE and NNW with speed range normally
between 12 and 19 Km/hr. which may exceed for about 10 % of the time.
February
The direction changes from NNE and SSW, but predominantly between WSW and
SSW. The wind speed from SSW varies between 12 and 39 km/ hr. for 15 % of the
time and for rest of the time it generally varies between 12 and 19 Km/ hr.
March The direction lies between NNW and SSW, but predominantly between WSW and
SSW. The wind speed from SSW varies between 12 and 39 km/ hr. for 15 % of the
time and for rest of the time it generally varies between 12 and 19 Km/ hr.
April to June The direction for wind is between WSW and SSW. The wind speed reaches a
maximum of 39 km/ hr. except in July, when the speed may exceed the range.
October The direction of wind changes from SSW to NNW. Wind speed ranges between 12
and 19 km/ hr. but the limit may exceed for 10 % of the time.
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Nov. & Dec. The predominant direction is between NNE and NNW and the speed is between 12
and 19 km/hr.
Tidal Conditions Tides at Kandla are semi-diurnal in character. The tidal heights with respect to port Chart Datum,
with local Mean Sea level as + 3.884 is presented in the table below:
Highest High Water + 7.59 m
Mean High Water Spring + 6.66 m
Mean High Water + 6.185 m
Mean High Water Neaps + 5.71 m
Mean Low Water Neaps + 1.80 m
Mean Low Water + 1.3 m
Mean Low Water Spring +0.80 m
Lowest Low Water + 0.4 m
Average Spring Range 5.86 m
Average Neap Range 3.91 m
Mean Range 4.885 m
Waves
Kandla Creek is protected from wave disturbances by a number of shoals at its outfall into the gulf.
This provides the setting for a basin with absolute tranquillity. The creek provides calm waters
round the year for easy movement of shipping. Thus, Kandla has become an all-weather Port of
repute. The high amplitude tides coupled with a large storage area has resulted in high flushing
velocities inside. This has helped in cleansing of the navigational channels, thus providing minimum
siltation. Outside in the gulf, the complex flow phenomenon has given rise to a number of shoals,
which are dynamic in nature. The Port of Kandla is approached through the channel starting from
the Outer Tuna Buoy. The shallow depths at the turning point of the channel are over passed
during high tides by vessels approaching the harbour. Ship movements are normally confined to
the high tides. Siltation in the channel is confined to a reach of hardly 3 km only. The Port region is
free from any significant wave disturbances.
Storms and Cyclones
Kandla port is not generally affected by cyclonic storms. During June 1998, a severe cyclonic storm,
which passed over Kandla Port with a wind speed of 150 km/hr., resulting in high tidal waves of
10.5 m with strong current, caused extensive damages to the Port installations, crafts and human
lives.
(viii) Social infrastructure available.
Not applicable
5. PLANNING BRIEF
(i) Planning concept (type of industries, facilities, transportation, etc.) town and country planning/development authority classification.
The project is related to strengthening of the Oil Jetty No. 1 and 2. The strengthening would be
carried out for handling vessels with draft up to 13 m. Therefore, civil work and dredging work
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would be carried out for both the jetties. The berth would be strengthened by adding a raw of pile
on the rear side. Apart from this no other work is expected to be involved at this stage.
Other details regarding town and country planning / development authority classification is not
applicable for the project.
(ii) Population projection.
No population projection as it is port operation facility.
(iii) Land use planning (breakup along with green belt, etc.)
Not Applicable
(iv) Assessment of infrastructure demand (physical and social).
Not Applicable
(v) Amenities / facilities
Project does not include any additional facility as the same is for strengthening of existing
structures.
6. PROPOSED INFRASTRUCTURE
(i) Industrial area (processing area)
Not Applicable
(ii) Residential area (non processing area).
There is no proposed residential area as part of this project.
(iii) Green belt.
There is no green belt envisaged for the project as it is just strengthening of existing structure.
(iv) Social infrastructure.
There is no proposed social infrastructure as part of this project. Details would be ascertained in later stages.
(v) Connectivity (traffic and transportation road / rail / metro / water ways etc).
The proposed site located on National Highway 8A and is well connected to Gandhidham and Kandla Port and Tuna Port. Moreover, a project is under the advanced stage of planning for providing rail connectivity up to Tuna port.
(vi) Drinking water management (source and supply of water).
Not Applicable
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(vii) Sewerage system.
Not Applicable
(viii) Industrial waste management.
Not Applicable
(ix) Solid waste management.
There is no solid waste envisaged for the project as it is just strengthening of existing structure.
(x) Power requirement and supply / source.
Not Applicable
7. REHABILITATION AND RESETTLEMENT (R & R) PLAN
(i) Policy to be adopted (central / state) in respect of the project affected persons including home outsees, land outsees and landless labours (a brief outline to be given).
Not applicable
8. PROJECT SCHEDULE AND COST ESTIMATES
(i) Likely date of start of construction and likely date of completion (time schedule for the project to be given)
Proposed project would be completed over the period of 12 months from the date of work order to the selected contractor.
(ii) Estimated project cost along with analysis in terms of economic viability of the project.
It is estimated that project cost shall be around Rs. 13.38 Crores. For block estimated, please refer to Annexure B. Economic viability is not applicable as the project is just a strengthening of existing structure.
9. ANALYSIS OF PROPOSAL (FINAL RECOMMENDATIONS)
(i) Financial and social benefits with special emphasis on the benefit to the local people including tribal population, if any, in the area.
Financial Benefits of project.
I. To Kandla Port Trust 1. Efficient cargo handling at Kandla Port. 2. Reducing congestion at Kandla port.
II. To Local community 1. Indirect economic activity for nearby areas. 2. More employment opportunities for local people.
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Social Benefits of project. To Local community A. Public image of Kandla port would get enhanced as the world class port facility with most
modern infrastructure.
B. With modernisation and expansion of Kandla port, more economic opportunities would be created (both in formal and informal sector) for Local community.
C. Increase in business activity will bring in prosperity in hinterland, which consequently would bring better access to social and physical infrastructure.
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ANNEXURES
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Annexure - A – Project Site Location
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Annexure – B – Block Cost Estimate
BLOCK ESTIMATE
Sr. No. Particulars Rs. Crores
A Dismantling Work 0.16
B Piling Work 11.08
C Building Work 0.10
D Micro Concreting 1.39
Total Basic Cost 12.73
Add: Contingency @ 3% 0.38
Sub Total 13.11
Add: Establishment Charges @2% 0.26
Total Estimated Project Cost 13.38
Kandla Port Trust
Pre Feasibility report on Development of Oil Jetty to Handle Liquid Cargo & Ship bunkering Terminal
at Old Kandla
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1
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Table of Contents LIST OF ABBREVIATIONS ......................................................................................... 2
1. EXECUTIVE SUMMARY ...................................................................................... 3
2. INTRODUCTION OF THE PROJECT/BACKGROUND INFORMATION ...................... 4
3. PROJECT DESCRIPTION...................................................................................... 8
4. SITE ANALYSIS ................................................................................................ 10
5. PLANNING BRIEF ............................................................................................ 18
6. PROPOSED INFRASTRUCTURE ......................................................................... 20
7. REHABILITATION AND RESETTLEMENT (R&R) PLAN......................................... 22
8. PROJECT SCHEDULE AND COST ESTIMATES ..................................................... 24
9. ANALYSIS OF PROPOSAL (FINAL RECOMMENDATIONS) ................................... 28
Annexure A: BLOCK ESTIMATE .............................................................................. 29
Annexure – B: PORT LOCATION ............................................................................. 30
Annexure – B: SITE LOCATION ............................................................................... 31
2
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LIST OF ABBREVIATIONS
BOT Build, Operate and Transfer
CAGR Compounded Annual Growth Rate
DSCR Debt Service Coverage Ratio
DWT Dead Weight Tonnage
GRT Gross Registered Tonnage
IRR Internal Rate of Return
KPT Kandla Port Trust
MMTPA Million Metric Tonnes per Annum
MT Metric Tonne
NPV Net Present Value
POL Petrol Oil Lubricant
PPP Public Private Partnership
SEZ Special Economic Zone
TAMP Tariff Authority for Major Ports
MAT Minimum Alternate Tax
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1. EXECUTIVE SUMMARY
Presently, Kandla Port is handling its liquid cargo at its 4 nos Oil Jetties. These jetties
collectively have a capacity of 8.00 MMTPA. Against this capacity, a total of 10.77 MMTPA of
liquid cargo was handled at Kandla Port resulting in berth occupancy exceeding 75% at
general cargo berths in 2009-2010. In order to ease pressure on the existing oil terminals
and to cater additional liquid cargo, KPT has taken measures to develop a liquid cargo
handling facility and Ship Bunkering Terminal adjoining to the existing oil jetty no. 1 at Old
Kandla. The proposed facility will be able to cater vessels of higher DWT. The vessels shall be
supplied with their requirement of Heavy Fuel oil, Marine Diesel Oil, Marine Gas Oil.
Commissioning of the proposed facility shall augment the liquid cargo handling capacity of
Kandla Port by 3.39 MMTPA.
The proposed facility shall be used for handling all kinds of liquid cargo i.e. POL, vegetable
oils, ammonia, phosphoric acid, others etc. The Bunkering Facility shall cater to vessels
visiting Kandla Port and other ports in the Gulf of Kutch.
Traffic Forecast
The traffic projections of cargo at which the financial viability has been carried out are as
follows: (Traffic in Million MTs)
Traffic Forecast Y1 Y6 Y11 Y16 Y21 Y28
Proposed traffic of liquid cargo
to be handled 14.56 19.68 26.60 35.95 48.59 74.08
(Note: Y1…Y28 is the proposed traffic for the operating years excluding the two years of
construction period)
Project Viability
The financial viability of the Project has been evaluated on the rates for cargo handling,
berth hire, storage and miscellaneous arrived at in the draft TAMP proposal. The proposed
Project can be considered as financially viable based on the following viability indicators:
S.No. Indicator Value
1 Project IRR 14.01%
2 Economic IRR 14.53%
3 Project NPV (Rs. in crore) 48.56
4. Equity IRR 14.85%
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2. INTRODUCTION OF THE PROJECT/BACKGROUND INFORMATION
i. Identification of project and project proponent.
1. The main components of the project which shall be constructed by the BOT operator
are:
a) A jetty of length 300 m*15m with approach of 450 meter
b) Tank terminal for storage of liquid cargo of capacity 132000 KL
c) Ship bunkers of storage capacity of 32500 KL
2. The total estimated cost of the projects is Rs.276.53 crore.
3. The supply of Bunkers through Barges to the vessels waiting mid stream or berthed
alongside jetties.
4. Storage tank farm with an aggregate storage capacity of 132000 KL having pipeline
connectivity for receiving as well as supplying the fuels
5. Bunker storage tank with an aggregate storage capacity of 32500 KL connected with
pipeline.
6. The storage tank farm shall have fire fighting facilities, water sprinkler system, concrete
payment, lab testing facility, etc.
7. Capital and Maintenance dredging in front of the jetty is also proposed to be undertaken
by the BOT operator.
ii. Brief description of nature of the project
In order to ease pressure on the existing liquid cargo berths, KPT has taken a slew of
measures that include development of Oil jetties at Vadinar. In light of the same it is
proposed to develop the facility at Old Kandla Port to handle liquid cargo along with ship
bunkering facility in future. Commissioning of the proposed facility shall augment the liquid
cargo handling capacity of Kandla Port by 3.39 Million MTs.
The proposed facility shall be used for handling liquid cargo.
Name of Project Development of Oil Jetty to Handle Liquid Cargo and Ship Bunkering Terminal at Old Kandla under PPP mode
Length of the wharf 300 meters
Width of the wharf 15 meters
Total Back up area 5.5 hectares
Berthing facility for Vessels One large size vessel or two small size vessels
Maximum Vessel Size upto 80000 DWT
Optimal Capacity of Oil Terminal 3.39 MMTPA
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Annual Handling of liquid cargo assumed for viability
2.37 MT from 1st year of operations (70%)
Design load for wharf 5 MT/m2
Draught at jetty face -13 m (Shall be achieved and maintained by the BOT Operator)
Capital Cost Rs. 276.53 Crore
Source of funds Debt: Equity in 70:30 ratio
Project time Schedule 24 months from the Date of Award of Concession
Capital and Maintenance Dredging will be carried out by successful bidder
Expected Commissioning date FY 2014-15
Viability Indicators
Project IRR 14.01%
Economic IRR 14.53%
NPV (Net Cash Flows) Rs. in Crore 48.56
Equity IRR 14.85%
iii. Need of the project and its importance to the country and or region.
The need of the project can be understood from the demand and supply mismatch at the
Kandla Port in terms of the liquid cargo being handled by the exising 4. Nos. of Jetties.
Existing Liquid Cargo Handling Capacity
Presently, four numbers oil jetties are handling liquid cargo at Old Kandla Port. In future,
proposed one number oil jetty shall be commissioned for handling liquid cargo at Old Kandla
Port. The combined capacity of all facilities at Kandla Port for handling liquid cargo
(excluding containers) is shown in the graph below:
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As could be seen from the above figure, the existing capacity of all 4 nos oil jetty is 8 MMTPA
which shall be augmented by 3.39 MMTPA in the year 2014-15 after the commissioning of
proposed new oil jetty which shall take the total liquid cargo handling capacity at Kandla
Port to 11.39 MMTPA.
Trends in the past liquid cargo traffic
The liquid cargo handled at Kandla Port is shown in the figure below. As could be seen, liquid
cargo traffic at Kandla Port has increased at a compounded annual growth rate (CAGR) of
6.22 % over the last five years. This growth rate has been used for arriving at liquid cargo
projections at Kandla Port over the next 30 years.
Years
Capacity in
MMTPA
Years
Traffic in
MMTPA
Total Capacity: 11.39 MMTPA
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Demand and Supply with future projections
Following figure highlights the gap between the projected liquid cargo traffic at Kandla Port
and the available capacity. The projections are based on the CAGR of 6.22 % observed for
the traffic of last five years.
(Note: The total concession period is of 30 years including two years as construction period)
The central area in the above figure indicates the gap between the capacity and expected
liquid cargo traffic in future years. This is the gap that needs to be plugged by development
of new facilities in future for handling of liquid cargo.
iv. Imports vs. indigenous production
Not applicable for this project.
v. Export possibility
Not applicable for this project.
vi. Domestic/export markets.
Not applicable for this project.
vii. Employment generation (Direct & Indirect) due to the project.
Shall be ascertained in later stages.
Years
Traffic & Capacity in
MMTPA
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3. PROJECT DESCRIPTION
(i) Type of project including interlinked and interdependent project, if any.
As mentioned earlier, construction of Oil Jetty at Old Kandla is proposed to ease the pressure on the existing Oil jetties. It is anticipated that the even after the commissioning of the aforementioned facilitiy, the capacity shall be inadequate to handle the likely liquid cargo traffic in future. Commissioning of the proposed facility shall augment the liquid cargo handling capacity of Kandla Port by 8.00 Million MTs. To 11.39 Million MTs. Hence this project should be seen as part of larger Kandla Port complex with interlinked operations.
(ii) Location (map showing general location, specific location, and project boundary and project site layout) with coordinates.
The proposed project site is situated near Oil Jetty no. 1 as per drawing enclosed at
Annexure B.
(iii) Details of alternate sites considered and the basis of selecting the proposed site. Particularly the environmental consideration gone into should be highlighted.
The proposed Oil jetty site is located adjacent to the existing operational Oil jetties
of Kandla Port and is considered to be the most suitable site. No alternative site has
been considered.
(iv) Size or magnitude of operation.
Backup Land Area : 5.5 HA
Investment: 276.53 Crores
(v) Project description with process details (a schematic diagram / flow chart showing the project layout, components of the project etc. should be given).
Please Refer Annexure B
(vi) Raw material required along with estimated quantity, likely resource, marketing area of final product/s, mode of transport of raw material and finished products.
Please refer annexure A
(vii) Resource optimization / recycling and reuse envisaged in the project, if any, should be briefly outlined.
Shall be ascertained at later stages.
(viii) Availability of water its sources, energy / power requirement and sources should be given.
Water: The Gujarat Water Supply and Sewerage Board is responsible for developing and managing various sources of water in the region. The important source of water
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is the 14.5 Million m3 capacity reservoir of Tapar Dam, besides a number of deep tube wells. Water is distributed to Kandla area from high service reservoir near Bhachau through 18” dia. CI mains, after chlorination. The capacities of the elevated water towers and underground reservoirs at Kandla are 1500 kl. and 14000 kl., respectively. The average daily consumption of water at Kandla area is estimated at around 2000 kl. The position is improved to a great extent by tapping the source of water from Sardar Sarovour Narmada Nigam Limited.
Presently water is distributed to Tuna area through tankers as fulfilment demand of 5 KL per day. Total requirement of water in 562 area is 200 MLD water supply is ensured by Gujarat water supply Board. However, if situation arises provision is made for a stand alone water desalination plant at the zone. This is to be installed by private parties and operated on commercial basis for SEZ area.
Power: The port receives Bulk power supply from PGVCL through seven 11 KV sub stations. Besides, the port has two diesel generating sets to meet with emergency needs. A scheme is presently under implementation to augment the power supply to 66 KV and to provide necessary infrastructure for receiving Bulk supply, stepping down and distribution.
Uninterrupted good quality estimated power requirement of 900MW is expected to be supplied in the SEZ area by the Gujarat Government. However, master plan caters for setting up a dedicated power back up from an independent power producer (IPP) at a later stage, if required. The BOT operator shall be required to install a 11 KV transformer yard for transmission and power distribution for the said project.
(ix) Quantity of wastes to be generated (liquid and solid) and scheme for their management / disposal.
Prima facia, waste generated by BOT operator during any operations, is
responsibility of the same and he would have to make arrangements to deal with
management of disposal (both solid and liquid. Details of waste (both solid and
liquid) generated and its management would be ascertained at later stages.
(x) Schematic representation of the feasibility drawing which give information of EIA purpose.
Please refer to annexure B.
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4. SITE ANALYSIS
(i) Connectivity.
Airway The national airlines operate daily flights through the district headquarters at Bhuj
as well as Gandhidham which lies 67 Km. & 20 Km. respectively from Kandla Port.
Gandhidham airport is also operational and there is a daily flight to Mumbai from
this Airport.
Railway
Broad gauge(BG) tracks directly connect the Port at New Kandla with the principal
cities of Bombay, Ahmadabad, Surat, Baroda, etc., and also Delhi, Punjab and
Haryana through the route Ahmadabad-Ratlam- Kota - Mathura to Delhi. The second
route is via Palanpur - Ajmer to Delhi.
Apart from this, the existing meter gauge line from Bhildi to Samdari has been
converted to BG, which provides direct link to Jodhpur in Rajasthan & Bhatinda in
Punjab and reduces the reach to Hinterland by 118 Km.
Road Kandla is connected to the National Highway grid system through NH 8A coming
from Mumbai via Ahmedabad and Morbi and terminates at the Port. All main gates
of cargo jetty complex as well as oil jetty complex are directly connected to N. H. 8 A
by four lane wide roads. The city of Gandhidham where the Port Administrative
Office and the main staff colony are located, also lies on NH 8A about 13 Km. from
the Port. The port enjoys fully developed road network, both in and around the Port
area to facilitate faster movement of cargo.
(ii) Land form, land use and land ownership.
Land is largely flat with scanty vegetation. Land currently is lying as barren land and is under ownership of Kandla Port.
(iii) Topography (along with map).
Topography at the site location is generally flat with average ground level of about 6.5m CD. Topsoil appears marshy. The master plan for Kandla Port trust showing topographic details will be provided by KPT.
(iv) Existing land use pattern (agriculture, non-agricultural, forest, water bodies [including area under CRZ]), shortest distance from the periphery of the project to periphery of the forest, national park, wild life sanctuary, eco sensitive areas, water bodies (distance from the HFL of the river), CRZ. In case of notified industrial area, a copy of the Gazette notification should be given.
Existing land use pattern of the proposed site is barren land and covered under coastal regulation.
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(v) Existing infrastructure.
The proposed Oil jetty is a green field project and nothing exists on the site as of
now. The backup area earmarked for the jetty is almost barren and flat. It is
proposed to construct and operate a wharf of length 300 m X 15 m on PPP basis. The
jetty shall be used for unloading/loading of cargo from Tankers. The BOT operator
shall undertake the following development activities at the proposed project.
a. Port Infrastructure
The Port handles cargo at two locations, viz. Kandla and Vadinar (near Jamnagar).
Presently, Vadinar has three Single Buoy Moorings (SBMs), two installed by the
Indian Oil Corporation (IOC) & one installed by Vadinar Oil Terminal Ltd. (VOTL) for
handling of crude oil for its refineries. These SBMs can accommodate vessels up to 3
Lakhs DWT size and have a capacity to handle around 28.50 Million tons of crude
traffic per annum. Kandla has, at present, 10 dry cargo berths along with 2 container
handling berths and six oil jetties. The existing twelve general cargo berths have a
continuous quay length measuring 2532m. Also, Kandla port has 240.00 metre long
barge handling jetty at Tuna. The permissible draught and sizes of vessels that can
be docked along the 12 berths at Kandla Port are given below:
Berth No. Dead Weight Tonnage (DWT) Draught (in metres)
I 45000 9.8
II 45000 9.8
III 45000 9.8
IV 45000 9.8
V 35000 9.1
VI 35000 9.1
VII 55000 11.5
VIII 55000 11.5
IX 55000 11.5
X 55000 11.5
XI 65000 12.5
XII 65000 12.5
b. Liquid Cargo
Presently, there are six oil jetties and three SBMs to handle various types of liquid
cargo like POL product, edible oils etc. Maximum DWT of the vessels and the
permissible draft at these jetties is shown in the table below:
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c. Mooring Facilities
Cargo lighterage is being carried out at a number of moorings. The details of the
moorings available together with their occupancy are given below:-
d. Storage Capacity
Liquid Storage Capacity
The tank farms at Kandla for liquid bulk cargo (chemicals, edible oils, POL products,
acids, etc.) storage have a total combined capacity of nearly 21.26 Lakh kilo-litres.
The tank farms are connected to the oil jetties through a number of pipelines
facilitating easy and faster handling of liquid cargo ships. All tank farms are situated
behind the port jetties. The total storage capacity for chemicals and edible oil is
around 9.17 Lakh kilo-litres and 12.08 Lakh kilo-litres for POL and acids.
No. of Tanks Capacity in Kilolitres
Chemical & Edible Oil 89 917739
POL + Acid 472 1208369
Dry Storage Capacity (Covered & Open)
The Port has developed storage capacity for dry cargo inside the custom bounded
area for storage of import and export cargo. RCC ramps have been constructed for
all godowns, so that cargo can be loaded/unloaded directly from the godowns which
reduce the loading/unloading time. The open storage and godown capacity is shown
in the following table:
Oil Jetty No. DWT Draught (M)
I 40000 10.4
II 52000 10.0
III 40000 10.7
IV 56000 10.7
V (IFFCO JETTY) 45000 9.5
VI (IOC JETTY) 45000 10.1
OFF SHORE OIL TERMINAL
VADINAR
SBM 1 IOCL SBM2 IOCL
SBM3VOTL
300000
300000
300000
30
30
30
Moorings Maximum Length overall (in m) Draught (in m)
I & II 152.40 7.9
III 183.93 8.2
DDM 255.55 11.5
Salt Mooring 160.00 8.5
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Nos. Area (Hectares) Capacity (Lakh MT)
Port Owned
Godowns 27 11.90 3.83
Open storage 136.32 29.98
Private and CWC owned
Godowns 38 7.4 1.48
e. Other infrastructural facilities
Other infrastructural facilities at Kandla Port Trust include:
Container Terminal being operated by M/s. ABGKCTL on Berth No. 11 & 12.
Uninterrupted power supply from grid with supplementation from diesel power,
generator of 2000 KVA capacity.
Barge handling facilities at Kandla.
Storage facility for LPG to the tune of 30,000 m3.
Two jetties for berthing Port Craft.
One berthing jetty for Port Tugs.
A maintenance jetty with a loading steel dry dock for port craft. The dry dock
can accommodate vessels having displacement upto 2,700 ton and a maximum
length of 95 meters, beam of 15 meters and draft of 4.5 meters. The jetty is
equipped with a 10 ton capacity crane.
State of art Container Freight Station (CFS).
28 Nos of Tugs & Launches.
Online computerization of entire port operation and established connectivity
with various business partners viz banks, custom, custom house agent etc.
There are twelve weighbridges at the port (including three private weighbridges
at Tuna) which are summarized as below:-
o Four weighbridges of 40 MT capacity
o Two weighbridges of 50 MT capacity
o One weighbridge of 60 MT capacity
o Two weighbridges of 80 MT capacity
o Three weighbridges of 100 MT capacity
o Two Private Weighbridges of 40 MT & 20 MT capacity respectively
Cargo handling Equipment
The port is equipped with a range of cargo handling equipment to handle different
types of cargo passing through the port. There are nine number of high capacity
Electrical Level Luffing cranes working on the present cargo berths. The mobile cargo
handling equipment includes cranes, forklift trucks, trailers etc. Details of the Cranes
presently, held by the port are given as below: There are twelve cranes:
o 2 of 16 Tons.
o 3 of 25 Tons.
o 3 of 25 Tons.
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o 2 of 12 Tons.
o 2 of 16 Tons.
The Port has eight shipping tugs and two harbour tugs, 15 launches and one fire
float, two pilot & oil cum Debris recovery vessel, one each at Kandla & Vadinar. Ships
are berthed / sailed round the clock. The Pilot embarks / disembarks inward and
outward vessels at fair-weather Buoy located about 23 Kms from Kandla.
Water Supply
The Gujarat Water Supply and Sewerage Board is responsible for developing and
managing various sources of water in the region. The important source of water is
the 14.5 Million m3 capacity reservoir of Tapar Dam, besides a number of deep tube
wells. Water is distributed to Kandla area from high service reservoir near Bhachau
through 18” dia. CI mains, after chlorination. The capacities of the elevated water
towers and underground reservoirs at Kandla are 1500 kl. and 14000 kl.,
respectively. The average daily consumption of water at Kandla area is estimated at
around 2000 kl. The position is improved to a great extent by tapping the source of
water from Sardar Sarovour Narmada Nigam Limited.
Total requirement of water in 562 area is 200 MLD water supply is ensured by
Gujarat water supply Board.
Electricity / Power Supply
The port receives Bulk power supply from PGVCL through seven 11 KV sub stations.
Besides, the port has two diesel generating sets to meet with emergency needs. A
scheme is presently under implementation to augment the power supply to 66 KV
and to provide necessary infrastructure for receiving Bulk supply, stepping down and
distribution.
Uninterrupted good quality estimated power requirement of 900MW is expected to
be supplied in the SEZ area by the Gujarat Government. However, master plan
caters for setting up a dedicated power back up from an independent power
producer (IPP) at a later stage, if required.
f. Soil Classification
Sub-soil profile (Tentative profile taken from nearby area)
The sub-soil profile is shown in the diagram below:
Depth (m) Dia of Bore Hole Log Strata Description
0.70
150 mm Grey Soft to Firm Silty Clay
1.00
2.00
3.00
4.00
5.00
6.00
7.00
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8.00
9.00
10.00
10.70
11.00
150 mm Reddish Brown Hard Silty Clay
12.00
13.00
14.00
15.00
16.00
17.00
18.00
18.70
19.00 150 mm Reddish Brown Hard Silty Clay with Gypsum
20.00
21.00
150 mm Reddish Brown Hard Silty Clay with Gypsum
22.00
23.00
24.00
25.00
26.00
26.90
27.00
150 mm Yellowish Brown Dense to Very Dense Silty Sand
28.00
29.00
30.00
30.07
31.00
150 mm
Yellowish Brown Dense to Very Dense Sitly Sand
32.00
33.00
34.00
35.00
36.00
37.00
37.52
As could be seen, the sub-soil profile consists of grey soft to firm silty clay up to -
10.70 m, reddish brown hard silty clay is found up to -18.70 m. A reddish brown hard
silty clay with gypsum is met below -19.00 m up to -26.90 m. Very dense yellowish
brown silty sand is found up to -36.00 m. Between -35.7 to -39.7 hard greyish brown
clay is found. Very dense yellowish silty sand is found below -36.00 m and the bore
hole is terminated at -36.00 m with the same composition being observed.
g. Climatic Data from secondary Sources
Tidal Conditions
Tides at Kandla are semi-diurnal in character. The tidal heights with respect to port Chart
Datum, with local Mean Sea level as + 3.884 is presented in the table below:
Highest High Water + 7.59 m
Mean High Water Spring + 6.66 m
Mean High Water + 6.185 m
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Mean High Water Neaps + 5.71 m
Mean Low Water Neaps + 1.80 m
Mean Low Water + 1.3 m
Mean Low Water Spring +0.80 m
Lowest Low Water + 0.4 m
Average Spring Range 5.86 m
Average Neap Range 3.91 m
Mean Range 4.885 m
Waves
Kandla Creek is protected from wave disturbances by a number of shoals at its outfall into
the gulf. This provides the setting for a basin with absolute tranquility. The creek provides
calm waters round the year for easy movement of shipping. Thus, Kandla has become an all-
weather Port of repute. The high amplitude tides coupled with a large storage area has
resulted in high flushing velocities inside. This has helped in cleansing of the navigational
channels, thus providing minimum siltation. Outside in the gulf, the complex flow
phenomenon has given rise to a number of shoals, which are dynamic in nature. The Port of
Kandla is approached through the channel starting from the Outer Tuna Buoy. The shallow
depths at the turning point of the channel are over passed during high tides by vessels
approaching the harbour. Ship movements are normally confined to the high tides. Siltation
in the channel is confined to a reach of hardly 3 km only. The Port region is free from any
significant wave disturbances.
Silt and Salinity
Silt charge and salinity observations were carried out during dry and monsoon months in
April and September 1983 at locations east and west of Kandla Creek and at two stations in
the Gulf of Kutch. The waters of the Creek are heavily silt charged, the range being 1 to 3
ppt. The Creek waters have a salinity ranging from 23 to 25 ppt.
Temperature and Humidity
The climate of Kandla Port is generally tropical and dry. The air temperature varies from less
than 100 C in winter to about 440 C in summer. The mean, maximum and minimum
temperature observed in the different months at Kandla is presented in the table below:
Months Mean of Max. Temp. Mean of Min. Temp.
January 25.2 13.0
February 27.5 15.5
March 32.0 20.2
April 34.6 23.5
May 35.9 25.7
June 35.0 27.7
July 32.4 27.2
August 30.7 25.4
September 33.3 24.5
October 34.2 23.1
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November 32.4 20.2
December 25.6 13.5
Kandla region is fairly dry and only July, August and September are humid months. The range
of maximum relative humidity varies from 0% to 100%, whereas minimum values vary
between 0 and 30%, except during July, August and September, when minimum values vary
between 25% and 50%.
Rainfall
Rainfall in Kandla is very low. Between January and April, there is normally no rainfall.
Rainfall generally remains confined between June end and mid September. During the
remaining months, the rainfall is scanty. The annual average rainfall is around 200mm only.
Wind Conditions
From long term observation of wind velocities and directions, following inferences can be
made:
January The predominant direction is between NNE and NNW with speed range normally
between 12 and 19 Km/hr. which may exceed for about 10 % of the time.
February
The direction changes from NNE and SSW, but predominantly between WSW and
SSW. The wind speed from SSW varies between 12 and 39 km/ hr. for 15 % of the
time and for rest of the time it generally varies between 12 and 19 Km/ hr.
March The direction lies between NNW and SSW, but predominantly between WSW and
SSW. The wind speed from SSW varies between 12 and 39 km/ hr. for 15 % of the
time and for rest of the time it generally varies between 12 and 19 Km/ hr.
April to June The direction for wind is between WSW and SSW. The wind speed reaches a
maximum of 39 km/ hr. except in July, when the speed may exceed the range.
October The direction of wind changes from SSW to NNW. Wind speed ranges between 12
and 19 km/ hr. but the limit may exceed for 10 % of the time.
Nov. & Dec. The predominant direction is between NNE and NNW and the speed is between 12
and 19 km/hr.
Storms and Cyclones
Kandla port is not generally affected by cyclonic storms. During June 1998, a severe cyclonic
storm, which passed over Kandla Port with a wind speed of 150 km/hr., resulting in high tidal
waves of 10.5 m with strong current, caused extensive damages to the Port installations,
crafts and human lives.
h. Social Infrastructure Available
Not Applicable.
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5. PLANNING BRIEF
(i) Planning concept (type of industries, facilities, transportation, etc.) town and country planning/development authority classification.
The site for the proposed project is situated at Old kandla Port as per drawing
enclosed at Annexure B. it is proposed to develop the facility at Old Kandla Port to
handle liquid cargo and ship bunkering facility in future. Commissioning of the
proposed facility shall augment the liquid cargo handling capacity of Kandla Port by
3.39 Million MTs.
It is proposed to construct and operate a wharf of length 300 m X 15 m on PPP basis.
The jetty shall be used for unloading/loading of liquid cargo from Tankers. The BOT
operator shall undertake the following development activities at the proposed
project.
For further details please refer to 6(i)
(ii) Population projection.
No population projection as it is port operation facility.
(iii) Land use planning (breakup along with green belt, etc.)
It is planned to develop backup area of 5.5 hac approx for tank farms and bunkering
facilities.
(iv) Assessment of infrastructure demand (physical and social).
The BOT operator shall undertake the following development activities at the Tuna
Port.
Construction of wharf of 300 mts. x 15 mts. on pile foundation
Construction of other civil structures on pile foundation such as approach
bridge, connecting platform between jetty and approach bridge, crew office,
high mast lighting tower, fire house
Providing Temporary Custom fencing wall
Providing Fire fighting line
Asphalting paving behind approach till liquid storage tank farm
Electrification works
Gate office and security check
Development of back up area
o Development of Tanks for storage of Liquid cargo
o Construction of permanent boundary wall
o Supply pipelines from the Oil Jetty to the tank farm
o Piping network within the tank farm
o Tank trucks loading racks and pumping
o Product laboratory
o Providing fire fighting system
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o Electrification works
o Construction of office building and security cabin
o High capacity new weigh bridges
Capital dredging and Maintenance dredging alongside the jetty
Apart from undertaking the above activities, BOT operator shall provide Marine
Loading / Unloading Arm for executing liquid cargo handling operations at the jetty
terminal
(v) Amenities / facilities
To be ascertained in later stages.
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6. PROPOSED INFRASTRUCTURE
i. Industrial Area (Processing Area)
The Capacity of the Terminal has been calculated based upon the guidelines published by
TAMP.
1. Draft available at
the proposed Oil Jetty - 13 to 14m (proposed)
2. Dimensions of the
jetty - 300 m x 15 m (proposed)
3. Maximum size of
vessel which can be accommodated – upto 80000 DWT
Handling rate of POL as per TAMP guidelines 1000 ton/hour
Handling rate of Other Liquids as per TAMP 300 ton/hour
Maximum number of working hours in a year 365*0.7*24 = 6132 hours
Average percentage of POL handled during the last 5 years 36.12 %
Average percentage of Other Liquids handled during the last
5 years
63.88 %
Capacity of the Project = (1000*6132*36.12%) + (300*6132*63.88%)
= 3.39 MMTPA
Optimal capacity of the terminal = 3.39 Million Metric Tons.
ii. Residential area (non processing area).
There is no proposed residential area as part of this project.
iii. Green belt.
Details would be ascertained in later stages.
iv. Social infrastructure.
There is no proposed social infrastructure as part of this project. Details would be ascertained in later stages.
v. Connectivity (traffic and transportation road
/ rail / metro / water ways etc).
Site is well connected by an access road of width 7.5 mts from north eastern side to the proposed site.
vi. Drinking water management (source and
supply of water).
As per preliminary estimates, it is estimated that 1000 kl/day of water would be required for office building and other backup area operations. Additional 0.5 % of above (50kl/day)
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would be required for fire fighting purposes. Please refer to point 3 (viii) and details shall be ascertained in later stages.
vii. Sewerage system.
As per preliminary estimates, it is estimated that 75% of water supply (750 kl/day) would generated domestic sewerage from Office building and other backup areas. However, it would not be viable to setup a treatment plant in this case and sewerage shall be transferred to nearest STP. In later stages this can be integrated with STP of Proposed Multi Product SEZ at Kandla. Further details shall be ascertained in later stages.
viii. Industrial waste management.
There is no industrial waste generated from this project. Further details shall be ascertained in later stages.
ix. Solid waste management.
Solid waste generated from this facility can be broadly categories in three types:-
1. Domestic waste: - sweeping, cleaning, fuel burning, gardening waste, waste wood etc.
2. Construction and maintenance debris: - This waste of construction material will be dealt with separately.
3. Other waste: - packing material, plastics, metal items etc.
It is assumed that above waste would be collected will consist of Bio-degradable material (75%), Inorganic material (20%) and inert material as 5%. Bio waste will be treated to form the manure and can be handled on-site through a land fill or waste pit technique. Non bio waste which can be recycled (ferrous materials, plastic etc) shall be sold/given to waste plastic vendors for recycling purposes. Construction material can be used for site filling purposes.
Please refer to point 3 (ix) and details shall be ascertained in later stages.
x. Power requirement and supply / source.
Please refer to point 3 (viii) and details of preliminary power requirements shall be ascertained in later stages.
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7. REHABILITATION AND RESETTLEMENT (R&R) PLAN
i. Policy to be adopted (central / state) in respect of the project affected persons including home outsees, land outsees and landless labours (a brief outline to be given).
Not applicable for this project, as land is under ownership of Port Authorities and free
from all encumbrance. Site is currently operating as dry cargo handling berth and it is
intended to keep the area under same use only.
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8. COST ESTIMATES
i. Estimated project cost along with analysis in terms of economic viability of the project.
Assumptions in the evaluation of Financial Viability
The table below summarizes the major assumptions made with regard to traffic
composition, construction phasing and financing in order to evaluate financial
viability.
Other Assumptions
Traffic Composition
Foreign Traffic 90% of total
Coastal Traffic 10% of total
Construction Phasing First Year 50%
Second Year 50%
Revenue/Expense
Increase in Operating Cost 2% per year
Increase of TAMP rates 3% per year
Depreciation rate- Civil Structure 3.34% SLM
Depreciation rate - Equipment 10.34% SLM
Financing
Debt/Equity Mix 70:30
Interest Rate 13 % per annum
Discount Rate (for NPV Calculations) 12.5 %
Principal Repayment Duration 10 yrs excludes 2 year
moratorium period
Corporate Tax (as per latest budget) 33.22 %
MAT (as per latest budget) 19.93 %
Operating Revenue
Following revenue streams shall accrue to the BOT operator:
A. Cargo handling charges
B. Berth hire charges
A. Cargo handling charges
The cargo handling charges shall include the cargo loading or unloading charges (as
the case may be), transportation through pipelines and storage charges for storing
in tanks, wharfage, etc.
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The financial viability of the project has been worked out based on the following
rates:
Sr. No. Commodities to be handled Cargo Handling
Rate In Rs./MT
1 Bunkering Fuel and POL 50.01
Sr. No. Commodities to be handled Cargo Handling
Rate (Foreign)
In Rs./MT
Cargo Handling
Rate (Coastal)
In Rs./MT
2 Other Liquids 173.66 104.19
Note: Rates are based on the TAMP Guidelines
Based on the assumptions mentioned in section 7.1 and the above rates, the
revenue from cargo handling charges is estimated at Rs.22.40 Crore in the first year
of operation. The revenue for other years is shown in the Annexure C (Projected
Profitability).
B. Berth Hire Charges
Berth hire charges shall include the charges for services rendered at the berth, such
as occupation of berth, rubbish removal, cleaning of berths, fire watch, etc.
The financial viability of the project has been worked out based on the following
rates:
Berth Hire Charges
Foreign Vessels – 1.24 Rs/GRT/hr
Coastal Vessels – 0.74 Rs/GRT/hr
TAMP Method
Details Values
Number of Vessels 1
Average GRT of the Vessel 50000
Number of Available hours at the jetty 6132
Total GRT-hours 306600000
Berth Hire Revenues requirement 36.54
Berth hire charges 1.19
Total GRT hours 306600000
Foreign 90% 275940000
Coastal 10% 30660000
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Revenue Requirement 36.54 Lakhs
Foreign Charges 1.24 Rs/GRT Hr
Coastal 0.74 Rs/GRT Hr
The total revenue accruing to the BOT operator from the above two streams is
estimated to be Rs.41.71 crore in the first year of operations. The revenues accruing
to the BOT operator at different stages of the Concession Period are shown in the
following figure:
Revenues to the BOT Operator
C. Viability Analysis
The financial and economic viability analysis of the project has been carried out for a 30 year
concession period including a construction period of 24 months.
The cash flows of the Project are represented in the following figure:
Project Cash flows
Year of Operation
Annual Cash flow in Rs lakhs
Year of Operation
Annual Revenue
in Rs Crore
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The initial drop in the cash flows indicates the cash outflow for capital expenditure. Detailed
worksheets for balance sheet, profit and loss, cash flows, tax and depreciation are presented
as annexure to this report.
D. Sensitivity Analysis
Sensitivity analysis has been worked out to ascertain the impact of main factors viz.
revenues, operating expenses, traffic projections and the estimated Project cost on the
project viability indicators namely Project IRR and Project NPV.
Following table shows the impact of variation in traffic and estimated project cost on the
Project IRR.
Base Case:
Details Factors
Project IRR for 30 years 14.01%
NPV for 30 years (Rs. in crore) 48.56
Various Scenarios
Cases Project IRR Project NPV (Rs. in crore)
Revenues decreased by 10% 12.69% 5.93
Operating expenses increased by 10%
13.62% 36.30
First year capacity utilization decreased from 50% to 45%
4.52% -156.32
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9. ANALYSIS OF PROPOSAL (FINAL RECOMMENDATIONS)
(i) Financial and social benefits with special emphasis on the benefit to the local people including tribal population, if any, in the area.
Financial Benefits of project I. To Kandla Port Trust
1. Increased liquid cargo handling capacity 2. Earnings in the form of revenue share from the BOT operator. 3. Increase in revenue operations of port due to additional traffic handling. 4. Reducing congestion at othr Oil jetties at Kandla port. 5. Reduction in the cost of handling, thereby making Kandla Port more
competitive. II. To Local community
1. Indirect economic activity for nearby areas. 2. More employment opportunities for local people.
Social Benefits of project To Local community A. Public image of Kandla port as World class facility with most modern infrastructure. B. With modernisation and expansion of Kandla port, more economic opportunities
would be created (both in formal and informal sector) for Local community. C. Increase in business activity will bring in prosperity in hinterland, which
consequently would bring better access to social and physical infrastructure.
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Annexure A: BLOCK ESTIMATE BLOCK ESTIMATE
Project Cost Break up for various facilities Rs. in crore
S.No Project Component Cost excluding berth cost
Storage Tank cost
Bunker cost
Berth Cost
1 5 nos Berthing Dolphins (Size: 24 m x 15 m) 23.15
2 4 nos Connecting Platform (Size: 45 m x 15 m) 13.31
3 Approach Bridge (Size: 450 m x 10 m) 55.94
4 Approach Bridge Connecting Platform (Size: 114 m x 10 m) 5.79
5 Fire House (Size: 10 m x 15 m) 1.33
6 HMT (Size: 7 m x 7 m) 2.25
7 Crew Office (Size: 12 m x 10 m) 0.81
8 Temporary Fencing Wall (Barbed Wire) 0.16
9
Capital Dredging (In put from OOT) - Apportioned for BOT Operator For (Volumetric Dredging) 11.55
10 Anciliary Civil Infrastructure Facilities 10.00
11 DPR preparation and enviormental studies 2.00
Mooring & Berthing Aids
12 250 T Bollards 0.500
13 3 Cell Fender 2.030
14 Ladder 0.025
Tank Farm
15 Civil Cost for Development of Tank Farm 47.85
16 Mechanical Cost for Development of Tank Farm 16.24
Bunker Storage Farm
17 Civil Cost for Development of Bunker Tank Farm 14.90
18 Mechanical Cost for Development of Bunker Tank Farm 4.56
19 Marine Loading & Unloading Arm 12.00
20 Pipe Line cost from Jetty Terminal to Tank Farm (Length: Approx. 1.25 Km) 26.34
21 Way Leave Charges for Laying of tank farm Pipelines @ 15% 3.95
22 Pipe Line cost from Jetty Terminal to Bunker Storage Farm (Length: Approx. 1.00 Km) 7.55
23 Way Leave Charges for Laying of bunker storage farm Pipelines @ 15% 1.13
Sub total 24.16 94.38 28.14 116.68
Total Base project cost (Rs. in Crore) 263.36
Miscellaneous cost @ 5% of base cost (Rs. in Crore) 13.16
Total project cost(Rs. in Crore) 276.53
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Annexure – B: PORT LOCATION
K a n d l a C r e e k
PROPOSED LOCATION
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Annexure – B: SITE LOCATION
Proposed Location for Oil Jetty
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Kandla Port Trust
Kandla Port Trust
Pre Feasibility report on Setting up of Upgradation
of Barge Handling Facilities at
Bunder basin on ppp
May 2015
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Contents
LIST OF ABBREVIATIONS ...................................................................................................... 3
1. EXECUTIVE SUMMARY ................................................................................................. 4
2. INTRODUCTION OF THE PROJECT / BACKGROUND INFORMATION ................................ 4
3. PROJECT DESCRIPTION ................................................................................................. 7
4. SITE ANALYSIS .............................................................................................................. 8
5. PLANNING BRIEF .......................................................................................................... 9
6. PROPOSED INFRASTRUCTURE .................................................................................... 16
7. REHABILITATION AND RESETTLEMENT (R & R) PLAN ................................................... 17
8. PROJECT SCHEDULE AND COST ESTIMATES ................................................................. 17
9. ANALYSIS OF PROPOSAL (FINAL RECOMMENDATIONS) .............................................. 17
ANNEXURES ...................................................................................................................... 19
Annexure - A – Project Site Location .................................................................................. 20
Annexure – B –Cost Estimate and Phasing ......................................................................... 21
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LIST OF ABBREVIATIONS
DBOT Design, Build, Operate and Transfer CAGR Compounded Annual Growth Rate DSCR Debt Service Coverage Ratio DWT Dead Weight Tonnage GRT Gross Registered Tonnage IRR Internal Rate of Return KPT Kandla Port Trust MMTPA Million Metric Tonnes per Annum MT Metric Tonne NPV Net Present Value POL Petrol Oil Lubricant PPP Public Private Partnership SEZ Special Economic Zone TAMP Tariff Authority for Major Ports
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1. EXECUTIVE SUMMARY
Presently, Kandla Port handles dry cargo at its fifteen general cargo berths (Twelve being operated by K.P.T
& three by BOT Operators), six oil jetties for handling POL products and other liquid cargo traffic at Kandla
and three Single Buoy Mooring (SBM) at Vadinar for handling crude oil.
The dry cargo handling capacity at Kandla Port will get augmented to approximately 50 MMTPA by F.Y.
2015-16 based on the future expansions envisaged. Based on the future dry cargo projections at Kandla
port the demand will supersede the supply in F.Y. 2025-30. In light of the same it is proposed to
commission the facility at Bunder Basin to handle all kind of dry cargo (excluding containers) in future.
Commissioning of the proposed facility shall augment the dry cargo handling capacity of Kandla Port by
3.33 MMTs. The proposed facility shall be used for handling all kinds of dry cargo viz. foodgrains, fertilizers,
coal, limestone, minerals, sugar, salt, steel, bagged cargo and timber logs etc.
KPT has already expended an amount of Rs. 10.14 Crore on the construction & extension of the south
wharf and the provision of other facilities at the Bunder Basin. The rest facilities which include the
construction of north and west wharf, installation of cargo handling equipment and other requisite
equipment shall be provided by the BOT operator at an estimated cost of Rs. 109.59 Crore. Capital dredging
alongside the wharf and the maintenance dredging shall also be undertaken by the BOT operator
throughout the concession period i.e. 30 years.
The dry cargo traffic projections considering CAGR 10.99% (CAGR is based on the annual growth rate of the
multipurpose dry cargo handled at Kandla Port in last 10 years) at which the financial viability has been
carried out are as follows:
The financial viability of the Project has been evaluated on the rates for cargo handling, berth hire, storage
and miscellaneous arrived at in the draft TAMP proposal. The proposed Project is financially viable and
yields the following viability indicators:
2. INTRODUCTION OF THE PROJECT / BACKGROUND INFORMATION
(i) Identification of project and project proponent.
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Kandla Port Trust is the proponent (as the Port Authority) of the proposed project to be developed on BOT
Basis through PPP mode. The proposed project has been identified as part of a series of capacity additions
envisaged to augment the port capacity at various facility locations of Kandla Port Trust.
(ii) Brief description of nature of the project
Salient Features of the Project:
(iii) Need of the project and its importance to the country and or region.
Presently, Kandla Port handles dry cargo at its ten general cargo berths and at Tuna. Both these facilities
have a combined capacity of 16 MMTPA. Against this capacity, a total of 23.95 MMTs (excluding containers)
was handled at Kandla Port resulting in berth occupancy exceeding 90% at general cargo berths in 2010-
2011.
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In order to ease pressure on the existing berths, KPT has taken a slew of measures that include
development of 13th to 16th dry cargo berths at Kandla Port and dry bulk cargo berth at Tekra. It is
anticipated that the even after the commissioning of the aforementioned facilities, the capacity shall be
inadequate to handle the likely dry cargo traffic in future. In light of the same it is proposed to commission
the facility at Bunder Basin to handle all kind of dry cargo (excluding containers) in future. Commissioning
of the proposed facility shall augment the dry cargo handling capacity of Kandla Port by 3.33 MMTs. The
proposed facility shall be used for handling all kinds of dry cargo viz. foodgrains, fertilizers, coal, limestone,
minerals, sugar, salt, steel, bagged cargo and timber logs etc.
(iv) Demand-Supply gap.
Following figure highlights the gap between the projected dry cargo traffic at Kandla Port and the available
capacity. The projections are based on the CAGR of 10.99% observed for the traffic of last ten years.
As it could be seen from the above graph, there is a gap between the capacity and expected dry cargo
traffic in the future years. This is the gap that needs to be plugged by development of new facilities in
future for handling of dry cargo. In light of the foreseen capacity constraints, it is proposed to upgrade the
facility at Bunder Basin to handle all types of dry cargo excluding containers.
(v) Imports Vs. Indigenous Production
Not applicable for this project
(vi) Export possibility
Not applicable for this project
(vii) Domestic/export markets.
Not applicable for this project
(viii) Employment generation (Direct & Indirect) due to the project.
Shall be ascertained in later stages
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3. PROJECT DESCRIPTION
(i) Type of project including interlinked and interdependent project, if any.
A basin of size 85 m X 152 m having a wharf length of 152 m on it south which was constructed in North of
Cargo Jetty called Bunder Area. In the South Wharf, the barges were handled prior to earthquake. The
South Wharf was severely damaged in earthquake and declared as unserviceable. It is proposed to further
upgrade the Bunder Basin area for barge handling on PPP basis. The jetty at Bunder Basin shall be used for
unloading/loading of cargo from barges used to lighten/load the ships at Outer Tuna Buoy (OTB).
(ii) Location (map showing general location, specific location, and project boundary and project site layout) with coordinates.
Tentative location details are provided in Annexure A.
(iii) Details of alternate sites considered and the basis of selecting the proposed site. Particularly the environmental consideration gone into should be highlighted.
Not applicable for this project.
(iv) Size or magnitude of operation.
Backup Land Area : 3.33 HA
Investment: 109.59 Crores
(v) Project description with process details (a schematic diagram / flow chart showing the project layout, components of the project etc. should be given).
The project components and other details can be referred in the drawing attached in Annexure A.
(vi) Raw material required along with estimated quantity, likely resource, marketing area of final product/s, mode of transport of raw material and finished products.
This is not applicable for the project.
(vii) Resource optimization / recycling and reuse envisaged in the project, if any, should be briefly outlined.
This is not applicable for the project.
(viii) Availability of water its sources, energy / power requirement and sources should be given.
Water: The Gujarat Water Supply and Sewerage Board is responsible for developing and managing
various sources of water in the region. The important source of water is the 14.5 Million m3
capacity reservoir of Tapar Dam, besides a number of deep tube wells. Water is distributed to
Kandla area from high service reservoir near Bhachau through 18” dia. CI mains, after chlorination.
The capacities of the elevated water towers and underground reservoirs at Kandla are 1500 KL and
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14000 KL respectively. The average daily consumption of water at Kandla area is estimated at
around 1300 kl. The position is improved to a great extent by tapping the source of water from
Sardar Sarovar Narmada Nigam Limited.
Power: The port receives Bulk power supply from PGVCL through seven 11 KV sub stations.
Besides, the port has two diesel generating sets to meet with emergency needs. A scheme is
presently under implementation to augment the power supply to 66 KV and to provide necessary
infrastructure for receiving Bulk supply, stepping down and distribution.
(ix) Quantity of wastes to be generated (liquid and solid) and scheme for their management / disposal.
Prima facie, waste generated by BOT operator during any operations, is responsibility of the same
and he would have to make arrangements to deal with management of disposal (both solid and
liquid. Details of waste (both solid and liquid) generated and its management would be ascertained
at later stages.
(x) Schematic representation of the feasibility drawing which give information of EIA purpose.
The project drawing has been attached as Annexure A.
4. SITE ANALYSIS
(i) Connectivity
Airway The national airlines operate daily flights through the district headquarters at Bhuj which lies 67 Km
from Kandla Port.
Railway Broad gauge (BG) tracks directly connect the Port at New Kandla with the principal cities of
Bombay, Ahmadabad, Surat, Baroda, etc., and also Delhi, Punjab and Haryana through the route
Ahmadabad-Ratlam- Kota - Mathura to Delhi. The second route is via Palanpur - Ajmer to Delhi.
Apart from this, the existing meter gauge line from Bhildi to Samdari has been converted to BG,
which provides direct link to Jodhpur in Rajasthan & Bhatinda in Punjab and reduces the reach to
Hinterland by 118 Km.
Road The proposed container terminal at Tuna-Tekra is approximately 30 km away from the existing
Kandla port. Kandla port trust authorities have constructed a two lane road from NH-8A to Tuna
port. The approximate distance between Tuna and Tekra Island is 5 km and the road connectivity to
Tekra will be facilitated by further extended NH-8A. Apart from the above facility, the proposed
port is connected to Gandhidham via 15 km 4 lane road connectivity from Kandla port road.
The city of Gandhidham where the Port Administrative Office and the main staff colony are located,
also lies on NH 8A about 13 Km. from the Port. The port enjoys fully developed road network, both
in and around the Port area to facilitate faster movement of cargo.
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• Asphalted Road Network - 30 KMS.
• Concrete Road Network - 30 KMS.
(ii) Land form, land use and land ownership.
Land is under ownership of Kandla Port.
(iii) Topography (along with map).
The proposed container terminal is located on the 9.4m contour. The Quay and Apron areas will be constructed away from the land, in the deep waters so as to minimize the dredging requirement, forming the offshore section of the port. The backup land will be reclaimed to accommodate the onshore portion of port. The offshore portion will be connected to land side portion of the port with trestle.
(iv) Existing land use pattern (agriculture, non-agricultural, forest, water bodies [including area under CRZ]), shortest distance from the periphery of the project to periphery of the forest, national park, wild life sanctuary, eco sensitive areas, water bodies (distance from the HFL of the river), CRZ. In case of notified industrial area, a copy of the Gazette notification should be given.
Existing land use is port operations (non agricultural).
(v) Existing infrastructure.
Existing infrastructure at Kandla Port is described as shown below:
The Port handles cargo at two locations, viz. Kandla and Vadinar (near Jamnagar). Presently, Vadinar has three Single Buoy Moorings (SBMs) and two Product jetties having a draught of upto 14.5 m and have a capacity to handle 14 MMTPA of finished petroleum products, two SBM installed by the Indian Oil Corporation Ltd. (IOCL) & one installed by Vadinar Oil Terminal Ltd. (VOTL) for handling of crude oil for its refineries. These SBMs can accommodate vessels up to 3 Lakhs DWT size and have a capacity to handle around 28.50 Million tons of crude traffic per annum. Kandla has, at present, 10 dry cargo berths along with 2 container handling berths and six oil jetties. The existing twelve general cargo berths have a continuous quay length measuring 2532m. Also, Kandla port has 240.00 meter (160 meter + new 80 meter) long barge handling jetty at tuna and south wharf barge jetty of length 202 meter at Bunder Basin. The permissible draught and sizes of vessels that can be docked along the 12 berths at Kandla Port are given below:
Berth No. Dead Weight Tonnage (DWT) Draught (in metres)
I 45000 9.8
II 45000 9.8
III 45000 9.8
IV 45000 9.8
V 35000 9.1
VI 35000 9.1
VII 55000 11.5
VIII 55000 11.5
IX 55000 11.5
X 55000 11.5
XI 65000 12.5
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XII 65000 12.5
Liquid Cargo
Presently, there are six oil jetties, two product jetties and three SBMs to handle various types of
liquid cargo like POL product, edible oils etc. Maximum DWT of the vessels and the permissible
draft at these jetties is shown in the table below:
Mooring Facilities
Cargo lighterage is being carried out at a number of moorings. The details of the moorings available
are given below:-
Barge Handling Facilities
Currently at two locations the barge handling facilities are located at Kandla Port.
Storage Capacity
Liquid Storage Capacity
The tank farms at Kandla for liquid bulk cargo (chemicals, edible oils, POL products, acids, etc.)
storage have a total combined capacity of nearly 21.26 Lakh kilo-litres. The tank farms are
connected to the oil jetties through a number of pipelines facilitating easy and faster handling of
liquid cargo ships. All tank farms are situated behind the port jetties. The total storage capacity for
chemicals and edible oil is around 9.17 Lakh kilo-litres and 12.08 Lakh kilo-litres for POL and acids.
Oil Jetty No. DWT Draught (M)
I 40000 10.4
II 52000 10.0
III 40000 10.7
IV 56000 10.7
V (IFFCO JETTY) 45000 9.5
VI (IOC JETTY) 45000 10.1
OFF SHORE OIL TERMINAL
VADINAR
SBM 1 IOCL SBM2 IOCL
SBM3VOTL
300000
300000
300000
30
30
30
2 nos Product jetties at Vadinar 105000 14.5
Moorings Maximum Length overall (in m) Draught (in m)
I & II 152.40 7.9
III 183.93 8.2
DDM 255.55 11.5
Salt Mooring 160.00 8.5
Barge Handling Maximum Length overall (in m) Draught (in m)
Barge Jetty at Bunder Basin 202 4.0
Barge Jetty at Tuna 240 4.0
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No. of Tanks Capacity in Kilolitres
Chemical & Edible Oil 89 917739
POL + Acid 472 1208369
Dry Storage Capacity (Covered & Open)
The Port has developed storage capacity for dry cargo inside the custom bounded area for storage
of import and export cargo. RCC ramps have been constructed for all godowns, so that cargo can be
loaded /unloaded directly from the godowns which reduce the loading/unloading time. The open
storage and godown capacity is shown in the following table:
Nos. Area (Hectares) Capacity (Lakh MT)
Port Owned
Godowns 32 16.16 4.45
Open storage 166.25 35.97
Private and CWC owned
Godowns 38 7.4 1.48
Other infrastructural facilities
Other infrastructural facilities at Kandla Port Trust include:
Container Terminal being operated by M/s. ABGKCTL on Berth No. 11 & 12.
Uninterrupted power supply from grid with supplementation from diesel power, generator of
2000 KVA capacity.
Barge handling facilities at Kandla.
Storage facility for LPG to the tune of 30,000 m3.
Two jetties for berthing Port Craft.
One berthing jetty for Port Tugs.
A maintenance jetty with a loading steel dry dock for port craft. The dry dock can
accommodate vessels having displacement upto 2,700 ton and a maximum length of 95 meters,
beam of 15 meters and draft of 4.5 meters. The jetty is equipped with a 10 ton capacity crane.
State of art Container Freight Station (CFS).
28 Nos of Tugs & Launches.
Online computerization of entire port operation and established connectivity with various
business partners viz banks, custom, custom house agent etc.
There are twelve weighbridges at the port (including three private weighbridges at Tuna) which
are summarized as below:-
o Four weighbridges of 40 MT capacity
o Two weighbridges of 50 MT capacity
o One weighbridge of 60 MT capacity
o Two weighbridges of 80 MT capacity
o Three weighbridges of 100 MT capacity
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o Two Private Weighbridges of 40 MT & 20 MT capacity respectively
Cargo handling Equipment
The port is equipped with a range of cargo handling equipment to handle different types of cargo
passing through the port. There are nine number of high capacity Electrical Level Luffing cranes
working on the present cargo berths. The mobile cargo handling equipment includes cranes, forklift
trucks, trailers etc. Details of the Cranes presently, held by the port are given as below. There are
twelve cranes:
4 of 16 Tons.
6 of 25 Tons.
2 of 12 Tons.
The Port has purchased 2 nos Mobile Harbour Cranes from Italgru in the month of July 2011. The Port
has eight shipping tugs and two harbour tugs, 15 launches and one fire float, two pilot & oil cum
Debris recovery vessel, one each at Kandla & Vadinar. Ships are berthed / sailed round the clock. The
Pilot embarks / disembarks inward and outward vessels at fair-weather Buoy located about 23 Kms
from Kandla.
Water Supply
The Gujarat Water Supply and Sewerage Board is responsible for developing and managing various
sources of water in the region. The important source of water is the 14.5 Million m3 capacity
reservoir of Tapar Dam, besides a number of deep tube wells. Water is distributed to Kandla area
from high service reservoir near Bhachau through 18” dia. CI mains, after chlorination. The capacities
of the elevated water towers and underground reservoirs at Kandla are 1500 kl. and 14000 kl.,
respectively. The average daily consumption of water at Kandla area is estimated at around 1300 kl.
The position is improved to a great extent by tapping the source of water from Sardar Sarovour
Narmada Nigam Limited.
Electricity / Power Supply
The port receives Bulk power supply from PGVCL through seven 11 KV sub stations. Besides, the port
has two diesel generating sets to meet with emergency needs. A scheme is presently under
implementation to augment the power supply to 66 KV and to provide necessary infrastructure for
receiving Bulk supply, stepping down and distribution.
(vi) Soil classification.
The sub-soil profile for the existing jetties as shown in the report from IIT Madras is shown in the
following diagram:
0.0 M
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As could be seen, the sub-soil profile consists of Gray Soft to Firm Silty Clay up to –10.7 m, Reddish
Brown Hard Silty Clay up to -18.7 m. Reddish Brown Hard Silty Clay with Gypsum is met with below
–18.7 m up to 26.9 m. Yellowish Brown Dense to Very Dense Silty Sand up to –37.52 m. Piles of
existing jetties No. 1 and 2 are founded at -28 m level.
(vii) Climatic data from secondary sources
Temperature and Humidity
The climate of Kandla Port is generally tropical and dry. The air temperature varies from less than
10 C in winter to about 44 C in summer. The mean, maximum and minimum temperature observed
in the different months at Kandla is presented in the table below:
Months Mean of Max. Temp. Mean of Min. Temp.
January 25.2 13.0
February 27.5 15.5
March 32.0 20.2
April 34.6 23.5
May 35.9 25.7
June 35.0 27.7
July 32.4 27.2
August 30.7 25.4
September 33.3 24.5
October 34.2 23.1
November 32.4 20.2
December 25.6 13.5
- 10.7 M – Gray Soft to Firm Silty Clay
- 18.7 M – Reddish Brown Hard Silty Clay
- 26.9 M – Reddish Brown Hard Silty Clay with Gypsum
- 37.52 M – Yellowish Brown Dense to Very Dense Silty Sand
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Kandla region is fairly dry and only July, August and September are humid months. The range of
maximum relative humidity varies from 0% to 100%, whereas minimum values vary between 0 and
30%, except during July, August and September, when minimum values vary between 25% and
50%.
Rainfall Rainfall in Kandla is very low. Between January and April, there is normally no rainfall. Rainfall
generally remains confined between June end and mid September. During the remaining months,
the rainfall is scanty. The annual average rainfall is around 200mm only.
Wind Conditions
From long term observation of wind velocities and directions, following inferences can be made:
January The predominant direction is between NNE and NNW with speed range normally
between 12 and 19 Km/hr. which may exceed for about 10 % of the time.
February
The direction changes from NNE and SSW, but predominantly between WSW and
SSW. The wind speed from SSW varies between 12 and 39 km/ hr. for 15 % of the
time and for rest of the time it generally varies between 12 and 19 Km/ hr.
March The direction lies between NNW and SSW, but predominantly between WSW and
SSW. The wind speed from SSW varies between 12 and 39 km/ hr. for 15 % of the
time and for rest of the time it generally varies between 12 and 19 Km/ hr.
April to June The direction for wind is between WSW and SSW. The wind speed reaches a
maximum of 39 km/ hr. except in July, when the speed may exceed the range.
October The direction of wind changes from SSW to NNW. Wind speed ranges between 12
and 19 km/ hr. but the limit may exceed for 10 % of the time.
Nov. & Dec. The predominant direction is between NNE and NNW and the speed is between 12
and 19 km/hr.
Tidal Conditions Tides at Kandla are semi-diurnal in character. The tidal heights with respect to port Chart Datum,
with local Mean Sea level as + 3.884 is presented in the table below:
Highest High Water + 7.59 m
Mean High Water Spring + 6.66 m
Mean High Water + 6.185 m
Mean High Water Neaps + 5.71 m
Mean Low Water Neaps + 1.80 m
Mean Low Water + 1.3 m
Mean Low Water Spring +0.80 m
Lowest Low Water + 0.4 m
Average Spring Range 5.86 m
Average Neap Range 3.91 m
Mean Range 4.885 m
Waves
Kandla Creek is protected from wave disturbances by a number of shoals at its outfall into the gulf.
This provides the setting for a basin with absolute tranquillity. The creek provides calm waters
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round the year for easy movement of shipping. Thus, Kandla has become an all-weather Port of
repute. The high amplitude tides coupled with a large storage area has resulted in high flushing
velocities inside. This has helped in cleansing of the navigational channels, thus providing minimum
siltation. Outside in the gulf, the complex flow phenomenon has given rise to a number of shoals,
which are dynamic in nature. The Port of Kandla is approached through the channel starting from
the Outer Tuna Buoy. The shallow depths at the turning point of the channel are over passed
during high tides by vessels approaching the harbour. Ship movements are normally confined to
the high tides. Siltation in the channel is confined to a reach of hardly 3 km only. The Port region is
free from any significant wave disturbances.
Storms and Cyclones
Kandla port is not generally affected by cyclonic storms. During June 1998, a severe cyclonic storm,
which passed over Kandla Port with a wind speed of 150 km/hr., resulting in high tidal waves of
10.5 m with strong current, caused extensive damages to the Port installations, crafts and human
lives.
(viii) Social infrastructure available.
Not applicable
5. PLANNING BRIEF
(i) Planning concept (type of industries, facilities, transportation, etc.) town and country planning/development authority classification.
A basin of size 85 m X 152 m having a wharf length of 152 m on it south which was constructed in
North of Cargo Jetty called Bunder Area. In the South Wharf, the barges were handled prior to
earthquake. The South Wharf was severely damaged in earthquake and declared as unserviceable.
It is proposed to further upgrade the Bunder Basin area for barge handling on PPP basis. The jetty
at Bunder Basin shall be used for unloading/loading of cargo from barges used to lighten/load the
ships at Outer Tuna Buoy (OTB).
Other details regarding town and country planning / development authority classification is not
applicable for the project.
(ii) Population projection.
No population projection as it is port operation facility.
(iii) Land use planning (breakup along with green belt, etc.)
Not Applicable
(iv) Assessment of infrastructure demand (physical and social).
Not Applicable
(v) Amenities / facilities
The broad facility plan includes the facilities like jetty structure, approach trestle, back up area
and support infrastructure facilities like water, power, drainage and fire-fighting systems.
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6. PROPOSED INFRASTRUCTURE
(i) Industrial area (processing area)
Not Applicable
(ii) Residential area (non processing area).
There is no proposed residential area as part of this project.
(iii) Green belt.
Details would be ascertained in later stages.
(iv) Social infrastructure.
There is no proposed social infrastructure as part of this project. Details would be ascertained in later stages.
(v) Connectivity (traffic and transportation road / rail / metro / water ways etc).
The proposed site located on National Highway 8A and is well connected to Gandhidham and Kandla Port and Tuna Port. Moreover, a project is under the advanced stage of planning for providing rail connectivity up to Tuna port.
(vi) Drinking water management (source and supply of water).
The drinking water shall be taken from Gujarat Water Supply and Sewerage Board.
(vii) Sewerage system.
As per preliminary estimates, it is estimated that 80% of water supply would be generated as domestic sewerage from Office building and other backup areas. It would not be viable to setup a treatment plant in this case. However, domestic sewage generated will be treated in the septic tanks followed by disposal in soak pits.
(viii) Industrial waste management.
There is no industrial waste except domestic sewage and solid waste generated from this project. Domestic sewage generated will be treated in the septic tanks followed by disposal in soak pits.
(ix) Solid waste management.
Solid waste generated from this facility can be broadly categories in three types:
Domestic waste: - sweeping, cleaning, fuel burning, gardening waste, waste wood etc.
Construction and maintenance debris: - This waste of construction material will be dealt with separately.
Other waste: - packing material, plastics, metal items etc.
It is assumed that above collected waste would consist of Bio-degradable material (75%), Inorganic material (20%) and inert material as 5%. Bio waste will be treated to form the manure and can be handled on-site through a land fill or waste pit technique. Non-bio waste which can be recycled (ferrous materials, plastic etc) shall be sold /given to waste plastic vendors for recycling purposes. Construction material can be used for site filling purposes..
(x) Power requirement and supply / source.
The port receives Bulk power supply from PGVCL through seven 11 KV sub stations. Besides, the port has two diesel generating sets to meet with emergency needs. A scheme is presently under
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implementation to augment the power supply to 66 KV and to provide necessary infrastructure for receiving Bulk supply, stepping down and distribution.
7. REHABILITATION AND RESETTLEMENT (R & R) PLAN
(i) Policy to be adopted (central / state) in respect of the project affected persons including home outsees, land outsees and landless labours (a brief outline to be given).
Not applicable for this project, as land is under ownership of Port Authorities and free from all encumbrance.
8. PROJECT SCHEDULE AND COST ESTIMATES
(i) Likely date of start of construction and likely date of completion (time schedule for the project to be given)
The Proposed project is envisaged to be completed in two phases. The proposed time schedule for the 1st phase would span over the 3.5 years (42 Months) from award of the concession and the 2nd phase would span over the 1.5 years (18 months). Expected Commissioning date for Phase I is by mid of 2018-19 and for Phase II is by end of 2019-20.
(ii) Estimated project cost along with analysis in terms of economic viability of the project.
It is estimated that project cost shall be around Rs. 109.56 Crores. For detailed project estimates and phasing, please refer to Annexure B. The project is found to be financial viable based on the preliminary estimates as mentioned below:
9. ANALYSIS OF PROPOSAL (FINAL RECOMMENDATIONS)
(i) Financial and social benefits with special emphasis on the benefit to the local people including tribal population, if any, in the area.
Financial Benefits of project.
I. To Kandla Port Trust 1. Increased cargo handling capacity 2. Earnings in the form of revenue share from the BOT operator. 3. Increase in revenue operations of port due to additional traffic handling. 4. Reduction in the cost of handling, thereby making Kandla Port more competitive.
II. To Local community 1. Indirect economic activity for nearby areas. 2. More employment opportunities for local people.
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Social Benefits of project. To Local community A. Public image of Kandla port would get enhanced as the world class port facility with most
modern infrastructure.
B. With modernisation and expansion of Kandla port, more economic opportunities would be created (both in formal and informal sector) for Local community.
C. Increase in business activity will bring in prosperity in hinterland, which consequently would bring better access to social and physical infrastructure.
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ANNEXURES
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Annexure - A – Project Site Location
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Annexure – B –Cost Estimate and Phasing
Kandla Port Trust
Kandla Port Trust
Pre Feasibility report on Construction of Rail
Over Bridge at NH 8A near Nakti Bridge
(Crossing of NH 8A)
June 2012
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Contents
LIST OF ABBREVIATIONS ............................................................ Error! Bookmark not defined.
1. EXECUTIVE SUMMARY ................................................................................................. 2
2. INTRODUCTION OF THE PROJECT / BACKGROUND INFORMATION ................................ 3
3. PROJECT DESCRIPTION ................................................................................................. 6
4. SITE ANALYSIS .............................................................................................................. 8
5. PLANNING BRIEF ........................................................................................................ 11
6. PROPOSED INFRASTRUCTURE .................................................................................... 12
7. REHABILITATION AND RESETTLEMENT (R & R) PLAN ................................................... 13
8. PROJECT SCHEDULE AND COST ESTIMATES ................................................................. 13
9. ANALYSIS OF PROPOSAL (FINAL RECOMMENDATIONS) .............................................. 13
Annexure - A – Block Estimates ......................................................................................... 14
Annexure – B - ROB Location ............................................................................................. 20
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1. EXECUTIVE SUMMARY
Kandla Port is the busiest port of India and serves as the gateway for the trade generating from/to the
entire Northern India. In the terms of cargo handling, Kandla Port has achieved the first position among
all the Major Ports of India, in most of the years in last decade. To enhance the cargo handling capacity
and to handle bigger size vessels, Kandla Port has chalked out an ambitious plan of port facility
development at Tuna and nearby waterfront.
Providing rail connectivity upto Tuna Port is an obligation of KPT. Apart from this, it is planned to
extend the existing 240 Mtr. Barge jetty at Tuna port, for further 600 Mtr. Length (500 mtr on BOT basis
and 100 mtr on Captive basis) to handle approximately 7 Million Tons of cargo per annum. With the
commissioning of above facilities, by year 2014-15, over 20 Million Tons of cargo may generate.
The railway lines are crossing NH 8A at near Nakti Bridge. The existing NH 8A connecting Kandla with
Gandhidham is one of the busiest roads. Hence, it becomes essential to provide ROB over NH 8A,
traffic at NH 8A.
The proposed facility shall be used to handle the existing and forecasted cargo transport movement
from Kandla Port and Tuna Port and to reduce the traffic problems.
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2. INTRODUCTION OF THE PROJECT / BACKGROUND INFORMATION
(i) Identification of project and project component.
Presently, Kandla Port and Tuna Port is connected by Road to entire Northern hinterland by NH 8A
which handles dry cargo generated by Kandla Port and Tuna Port. In the year 2011-12 Kandla Port
handles the Dry Bulk, POL, Container Cargo and Other Misc. Cargo Appox. 82.50 Million Metric
Tons in the year 2011-12 which is transported to entire northern hinterland by road & railway.
In order to ease pressure on the existing NH 8A, KPT has taken a slew of measures that include
development of KK Road which can be connected directly to NH 8A at Kharirohar.
Major Project components are:-
1. Six lane ROB is proposed at existing NH-8A connecting Kandla & Gandhidham carrying major
traffic.
2. The ROB will be of 1140 mtr length i.e. 550 mtr approaches on both sides and 40 mtr main
bridge with appropriate width of 29 mtr with necessary footpath and divider etc.
3. Provision of one additional railway siding has been considered under the proposed over bridge,
for future requirement.
4. In addition to direct access, two nos. of service road.
5. The sub structures & super structure consist of pile foundation, rail spans, plate, piers, retaining
walls / reinforced soil retaining wall to support back earth fill, soil testing for calculating safe
bearing capacity, founding strata, retaining wall for back fill behind the abutment on either side
as per Railway Norms.
(ii) Brief description of nature of the project
NAME OF PROJECT Construction of Rail Over Bridge at NH 8A near Nakti Bridge (Crossing of NH 8A)
Length of the Main Bridge 40 Mtr.
Length of Approaches 550 Mtr.
Width of the Bridge 29 Mtr.
Project Cost Rs. 32.17 Crores
Project Phasing Single phase Project
Source of funds From internal resources of Kandla Port Trust
Project time Schedule 1 Year
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(iii) Need of the project and its importance to the country and or region.
Kandla Port is one of the busiest Ports of India and serves the entire Northern India as its hinterland, In the terms of cargo handling. Kandla Port has been achieving first position among all the Major Ports of India, in most of the year in last decade. To enhance the cargo handling capacity and to handle bigger size vessels, Kandla Port has chalked put a ambitious Plan at Tuna Port. Presently, Kandla Port has set up barge handling facility at Tuna for evacuation of cargo from large vessels through lighterage and is being transported through existing two lane National Highway 8A. Under the expansion plan, Kandla Port Trust is setting up a 14.112 million tonnes capacity "T" shaped Terminal at Tuna-Tekra, GOI has already approved the proposal at the cost of Rs. 1060.00 Crores. The proposed terminal will handle dry bulk cargo like coal, fertilizer, salt, wheat, iron ore etc. As per Draft concessionaire agreement of subject work, providing rail connection up to Tuna Port is an obligation of KPT, failing which, Port will be at default. Apart from this, it is planned to extend the existing 240mtr barge jetty at Tuna Port for further 600 meter length ((500 mtr on BOT basis and 100 mtr on Captive basis) to handle around 7 million ton of cargo per annum. With commissioning of above facilities by year 2014-15, over 20 million tons of cargo will be generated. Moreover as per detailed traffic studies carried out by railway approved consultant about 6.3 million ton of rail bounded / rail borne cargo shall be generated. Thus, keeping in view the immediate expansion plan and the upcoming development plans at Tuna, it has become essential to connect the Tuna with rail for handling/transportation of cargo. The Tuna Port is already connected with NH-8A with two lane road connectivity which will be widened to four-lane in future. For rail connectivity to tuna, the Railways have already given consent to carry out railway work as deposit work. The proposed railway line shall be crossing N.H. 8A near NAKHTI bridge. Moreover the existing NH-8A connecting Kandla with Gandhidham is the busiest road. Hence it becomes essential to provide ROB over NH-8A, where proposed rail line to Tuna will cross. Further any congestion at NH-8A will affect the transport of cargo from Kandla which ultimate affect productivity of each cargo berth.
At present, N.H. 8A is four lane and is likely to be widened to six lane in near future. The proposal is prepared keeping in view the future requirement the major traffic is plying between Kandla & Gandhidham. Therefore, it is proposed to provide six lane ROB at NH-8A for Tuna Rail connectivity.
Tuna Rail connectivity is proposed from the existing Gandhidham – Kandla Railway Network. The Tuna Rail Connectivity will cross N.H 8A near Nakti Bridge (on Gandhidham side of the Bridge)
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(iv) Demand-Supply gap.
Not applicable for this project
(v) Export possibility
Not applicable for this project
(vi) Domestic/export markets.
Not applicable for this project
(vii) Employment generation (Direct & Indirect) due to the project.
Direct employment will generate only during the construction of rail over bridge. However, there is
no possibility of indirect employment generation.
.
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3. PROJECT DESCRIPTION
(i) Type of project including interlinked and interdependent project, if any.
As mentioned earlier, construction of ROB at NH 8A near Nakti Bridge (Crossing of NH 8A) is
proposed facility to ease pressure to handle the existing and forecasted cargo transport movement
from Kandla Port and Tuna Port and to reduce the traffic problems. Hence this project should be
seen as part of larger Kandla Port complex with interlinked operations.
(ii) Location (map showing general location, specific location, and project boundary and project site layout) with coordinates.
The proposed site is suited near the Nakti Bridge on NH 8A.
Please refer to annexure B.
(iii) Details of alternate sites considered and the basis of selecting the proposed site. Particularly the environmental consideration gone into should be highlighted.
There is no alternate site for this project.
(iv) Size or magnitude of operation.
Length of ROB = 1140 Mtr.
Investment = Rs. 32.17 Crores
(v) Project description with process details (a schematic diagram / flow chart showing the project layout, components of the project etc. should be given).
Please refer to annexure B.
(vi) Raw material required along with estimated quantity, likely resource, marketing area of final product/s, mode of transport of raw material and finished products.
Please refer to annexure A.
(vii) Resource optimization / recycling and reuse envisaged in the project, if any, should be briefly outlined.
This shall be ascertained at later stage.
(viii) Availability of water its sources, energy / power requirement and sources should be given.
Water: The Gujarat Water Supply and Sewerage Board is responsible for developing and managing
various sources of water in the region. The important source of water is the 14.5 Million m3
capacity reservoir of Tapar Dam, besides a number of deep tube wells. Water is distributed to
Kandla area from high service reservoir near Bhachau through 18” dia. CI mains, after chlorination.
The capacities of the elevated water towers and underground reservoirs at Kandla are 1500 kl. and
14000 kl., respectively. The average daily consumption of water at Kandla area is estimated at
around 1300 kl. The position is improved to a great extent by tapping the source of water from
Sardar Sarovour Narmada Nigam Limited.
Presently water is distributed to Tuna area through tankers as fulfilment demand of 5 KL per day.
Total requirement of water in this area is 200 MLD water supply is ensured by Gujarat water supply
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Board. However, if situation arises provision is made for a standalone water desalination plant at
the zone. This is to be installed by private parties and operated on commercial basis for SEZ area.
Power: The port receives Bulk power supply from PGVCL through seven 11 KV sub stations.
Besides, the port has two diesel generating sets to meet with emergency needs. A scheme is
presently under implementation to augment the power supply to 66 KV and to provide necessary
infrastructure for receiving Bulk supply, stepping down and distribution.
Uninterrupted good quality estimated power requirement of 900MW is expected to be supplied in
the SEZ area by the Gujarat Government. However, master plan caters for setting up a dedicated
power back up from an independent power producer (IPP) at a later stage, if required. As far as the
subject project is concerned, there is no power requirement during the construction phase as it is
envisaged to involve the diesel operated equipments for construction. Moreover there may not be
requirement of additional power requirement during operation period which is mostly restricted to
illumination purpose only.
(ix) Quantity of wastes to be generated (liquid and solid) and scheme for their management / disposal.
Not Applicable for this project.
(x) Schematic representation of the feasibility drawing which give information of EIA purpose.
Please refer to annexure B.
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4. SITE ANALYSIS
(i) Connectivity
Airway The national airlines operate daily flights through the district headquarters at Bhuj as well as
Gandhidham which lies 67 Km. & 20 Km. respectively from Kandla Port. Gandhidham airport is also
operational and there is a daily flight to Mumbai from this Airport.
Railway Broad gauge(BG) tracks directly connect the Port at New Kandla with the principal cities of Bombay,
Ahmadabad, Surat, Baroda, etc., and also Delhi, Punjab and Haryana through the route
Ahmadabad-Ratlam- Kota - Mathura to Delhi. The second route is via Palanpur - Ajmer to Delhi.
Apart from this, the existing meter gauge line from Bhildi to Samdari has been converted to BG,
which provides direct link to Jodhpur in Rajasthan & Bhatinda in Punjab and reduces the reach to
Hinterland by 118 Km.
Road Kandla is connected to the National Highway grid system through NH 8A coming from Mumbai via
Ahmedabad and Morbi and terminates at the Port. All main gates of cargo jetty complex as well as
oil jetty complex are directly connected to N. H. 8 A by four lane wide roads.
The city of Gandhidham where the Port Administrative Office and the main staff colony are located,
also lies on NH 8A about 13 Km. from the Port. The port enjoys fully developed road network, both
in and around the Port area to facilitate faster movement of cargo.
• Asphalted Road Network - 30 KMS.
• Concrete Road Network - 30 KMS.
Presently 11.43 kms long Kandla-Kharirohar road connecting Oil Jetty complex with NH 8A is two
lane wide. This road is being widened from two lane to four lane at a total cost of Rs. 2179 lakhs.
This also includes construction of Railway Over Bridge.
Port has constructed a two lane wide road connecting Existing NH 8A with Tuna Port, which is 5
kms from Tekra. The widening of this road will commence in the near future.
(ii) Land form, land use and land ownership.
Land is under ownership of Kandla Port.
(iii) Topography (along with map).
The site selected lies between Kandla Port and Gandhidham on NH 8A near Nakti Bridge. The master plan for Kandla Port trust showing topographic details will be provided by KPT.
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(iv) Existing land use pattern (agriculture, non-agricultural, forest, water bodies [including area under CRZ]), shortest distance from the periphery of the project to periphery of the forest, national park, wild life sanctuary, eco sensitive areas, water bodies (distance from the HFL of the river), CRZ. In case of notified industrial area, a copy of the Gazette notification should be given.
The land for the proposed project falls under the CRZ area.
(v) Existing infrastructure.
There exists a stretch of NH-8A on the site of proposed ROB.
(vi) Soil classification.
Details would be provided at later stage.
(vii) Climatic data from secondary sources.
Tidal Conditions
Tides at Kandla are semi-diurnal in character. The tidal heights with respect to port Chart Datum,
with local Mean Sea level as + 3.884 is presented in the table below:
Highest High Water + 7.59 m
Mean High Water Spring + 6.66 m
Mean High Water + 6.185 m
Mean High Water Neaps + 5.71 m
Mean Low Water Neaps + 1.80 m
Mean Low Water + 1.3 m
Mean Low Water Spring +0.80 m
Lowest Low Water + 0.4 m
Average Spring Range 5.86 m
Average Neap Range 3.91 m
Mean Range 4.885 m
Waves
Kandla Creek is protected from wave disturbances by a number of shoals at its outfall into the gulf.
This provides the setting for a basin with absolute tranquillity. The creek provides calm waters
round the year for easy movement of shipping. Thus, Kandla has become an all-weather Port of
repute. The high amplitude tides coupled with a large storage area has resulted in high flushing
velocities inside. This has helped in cleansing of the navigational channels, thus providing minimum
siltation. Outside in the gulf, the complex flow phenomenon has given rise to a number of shoals,
which are dynamic in nature. The Port of Kandla is approached through the channel starting from
the Outer Tuna Buoy. The shallow depths at the turning point of the channel are over passed
during high tides by vessels approaching the harbour. Ship movements are normally confined to
the high tides. Siltation in the channel is confined to a reach of hardly 3 km only. The Port region is
free from any significant wave disturbances.
Silt and Salinity
Silt charge and salinity observations were carried out during dry and monsoon months in April and
September 1983 at locations east and west of Kandla Creek and at two stations in the Gulf of Kutch.
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The waters of the Creek are heavily silt charged, the range being 1 to 3 ppt. The Creek waters have
a salinity ranging from 23 to 25 ppt.
Temperature and Humidity
The climate of Kandla Port is generally tropical and dry. The air temperature varies from less than
100 C in winter to about 440 C in summer. The mean, maximum and minimum temperature
observed in the different months at Kandla is presented in the table below:
Months Mean of Max. Temp. Mean of Min. Temp.
January 25.2 13.0
February 27.5 15.5
March 32.0 20.2
April 34.6 23.5
May 35.9 25.7
June 35.0 27.7
July 32.4 27.2
August 30.7 25.4
September 33.3 24.5
October 34.2 23.1
November 32.4 20.2
December 25.6 13.5
Kandla region is fairly dry and only July, August and September are humid months. The range of
maximum relative humidity varies from 0% to 100%, whereas minimum values vary between 0 and
30%, except during July, August and September, when minimum values vary between 25% and
50%.
Rainfall
Rainfall in Kandla is very low. Between January and April, there is normally no rainfall. Rainfall
generally remains confined between June end and mid September. During the remaining months,
the rainfall is scanty. The annual average rainfall is around 200mm only.
Wind Conditions
From long term observation of wind velocities and directions, following inferences can be made:
January The predominant direction is between NNE and NNW with speed range normally
between 12 and 19 Km/hr. which may exceed for about 10 % of the time.
February
The direction changes from NNE and SSW, but predominantly between WSW and
SSW. The wind speed from SSW varies between 12 and 39 km/ hr. for 15 % of the
time and for rest of the time it generally varies between 12 and 19 Km/ hr.
March The direction lies between NNW and SSW, but predominantly between WSW and
SSW. The wind speed from SSW varies between 12 and 39 km/ hr. for 15 % of the
time and for rest of the time it generally varies between 12 and 19 Km/ hr.
April to June The direction for wind is between WSW and SSW. The wind speed reaches a
maximum of 39 km/ hr. except in July, when the speed may exceed the range.
October The direction of wind changes from SSW to NNW. Wind speed ranges between 12
and 19 km/ hr. but the limit may exceed for 10 % of the time.
Nov. & Dec. The predominant direction is between NNE and NNW and the speed is between 12
and 19 km/hr.
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Storms and Cyclones
Kandla port is not generally affected by cyclonic storms. During June 1998, a severe cyclonic storm,
which passed over Kandla Port with a wind speed of 150 km/hr., resulting in high tidal waves of
10.5 m with strong current, caused extensive damages to the Port installations, crafts and human
lives.
(viii) Social infrastructure available.
Not applicable
5. PLANNING BRIEF
(i) Planning concept (type of industries, facilities, transportation, etc.) town and country planning/development authority classification.
The proposed facility is falling under the development of Transportation sector of Kandla Port
Trust.
(ii) Population projection.
No population projection as it is port operation facility.
(iii) Land use planning (breakup along with green belt, etc.)
Not Applicable
(iv) Assessment of infrastructure demand (physical and social).
Not Applicable
(v) Amenities / facilities
To be ascertained in later stages
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6. PROPOSED INFRASTRUCTURE
(i) Industrial area (processing area)
Not Applicable
(ii) Residential area (non processing area).
There is no proposed residential area as part of this project.
(iii) Green belt.
Details would be ascertained in later stages.
(iv) Social infrastructure.
There is no proposed social infrastructure as part of this project. Details would be ascertained in later stages.
(v) Connectivity (traffic and transportation road / rail / metro / water ways etc).
The proposed site located on National Highway 8A and is well connected to Gandhidham and Kandla Port and Tuna Port.
(vi) Drinking water management (source and supply of water).
Not Applicable
(vii) Sewerage system.
Not Applicable
(viii) Industrial waste management.
Not Applicable
(ix) Solid waste management.
Not Applicable
(x) Power requirement and supply / source.
Not Applicable
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7. REHABILITATION AND RESETTLEMENT (R & R) PLAN
(i) Policy to be adopted (central / state) in respect of the project affected persons including home outsees, land outsees and landless labours (a brief outline to be given).
Not applicable
8. PROJECT SCHEDULE AND COST ESTIMATES
(i) Likely date of start of construction and likely date of completion (time schedule for the project to be given)
Proposed project work would be completed within 1 year period after receiving requisite approval from Government.
(ii) Estimated project cost along with analysis in terms of economic viability of the project.
It is estimated that project cost shall be around 32.17 Crores. For block estimated, please refer to annexure 2. As the proposed project is a type of support connectivity infrastructure for the cargo generated to and from Kandla Port, the standalone viability of the project cannot be worked out.
9. ANALYSIS OF PROPOSAL (FINAL RECOMMENDATIONS)
(i) Financial and social benefits with special emphasis on the benefit to the local people including tribal population, if any, in the area.
Financial Benefits of project.
I. To Kandla Port Trust 1. Increased cargo handling capacity due to fast cargo movement by Road & Rail. 2. Reducing congestion at Kandla port.
II. To Local community 1. The project will help to reduce the traffic problem. 2. Indirect economic activity for nearby areas. 3. More employment opportunities for local people.
Social Benefits of project. To Local community A. Public image of Kandla port as World class facility with most modern infrastructure. B. With modernisation and expansion of Kandla port, more economic opportunities would be
created (both in formal and informal sector) for Local community. C. Increase in business activity will bring in prosperity in hinterland, which consequently would
bring better access to social and physical infrastructure.
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Annexure - A – Block Estimates
BLOCK ESTIMATE
Construction of Rail Over Bridge at NH 8A near Nakti Bridge (Crossing of NH 8A)
Details Qty. Rates
in Lakhs
Unit Amount
in Lakhs
Remarks
Construction of ROB at national
Highway 8A for Tuna Rail
connectivity
Width – 29 Mtr.
(Length of ROB 550 x 2
approaches = 100 Mtr.)
(Main Bridge length = 40 Mtr.)
Total Length = 1140 Mtr.
1140 2.36 Rmt. 2690.40 Rate consider as per
budgetary Quotation.
10% Escalation 269.04
2959.44
3% Contingency Charges 88.78
3048.22
2% Establishment Charges 60.96
3109.19
4% Codal Charges payable to
Railway Department on Rs.
2690.40 Lakhs
107.62
3216.80
Say Rs. 32.17 crores
Annexure – B - ROB Location
Proposed jetty length of 660 m [(500m-new)+(160m-existing)]
on BOT basis
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Kandla Port Trust
Kandla Port Trust
Pre Feasibility report on Mechanization of the Berth No. 7 & 8 at Kandla Port on
PPP
June 2012
MOEF Format
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Contents
1. EXECUTIVE SUMMARY ................................................................................................. 3
2. INTRODUCTION OF THE PROJECT / BACKGROUND INFORMATION ................................ 3
3. PROJECT DESCRIPTION ................................................................................................. 5
4. SITE ANALYSIS .............................................................................................................. 6
5. PLANNING BRIEF ........................................................................................................ 14
6. PROPOSED INFRASTRUCTURE .................................................................................... 14
7. REHABILITATION AND RESETTLEMENT (R & R) PLAN ................................................... 16
8. PROJECT SCHEDULE AND COST ESTIMATES ................................................................. 16
9. ANALYSIS OF PROPOSAL (FINAL RECOMMENDATIONS) .............................................. 16
ANNEXURES ...................................................................................................................... 17
Annexure - A – Project Site Location .................................................................................. 18
Annexure – B – Block Cost Estimate ................................................................................... 19
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1. EXECUTIVE SUMMARY
Presently, Kandla Port handles dry cargo at its ten general cargo berths and at Tuna. Both these facilities
have a combined capacity of 16 Million Metric tonnes per annum. Against this capacity, a total of 22.15
MMTs(excluding containers) was handled at Kandla Port resulting in berth occupancy exceeding 90% at
general cargo berths in 2009-2010. In order to augment its dry cargo handling capacity, it is imperative to
install higher capacity superstructures at the berths to achieve higher productivity. Hence, in order to
achieve higher levels of productivity at the dry cargo berths, KPT proposes to equip its berth no. 7 and 8
with 4 absolutely new Mobile Harbour Cranes of 60 T capacity.
The 4 Harbour Mobile Cranes shall be used for handling all kinds of dry cargo viz. foodgrains, fertilizers,
coal, limestone, minerals, sugar, salt, steel, bagged cargo and timber logs etc. The aforementioned
equipment shall be installed by the BOT operator at an estimated cost of Rs. 80.61 Crore and shall have
capacity to handle 7 Million Metric Tons of dry cargo per annum. The BOT operator shall load/unload cargo
to/from vessels and shall charge from users, crane hire charges on a per tonne basis. The caps for crane
hire charges shall be fixed by TAMP and the BOT operator shall share with KPT, a certain portion of Gross
Revenue drawn by it from the cargo handling.
The traffic projections of cargo at which the financial viability has been carried out are as follows:
2. INTRODUCTION OF THE PROJECT / BACKGROUND INFORMATION
(i) Identification of project and project proponent.
The 4 Harbour Mobile Cranes shall be used for handling all kinds of dry cargo viz. foodgrains, fertilizers,
coal, limestone, minerals, sugar, salt, steel, bagged cargo and timber logs etc. The aforementioned
equipment shall be installed by the BOT operator at an estimated cost of Rs. 80.61 Crore and shall have
capacity to handle 7 Million Metric Tons of dry cargo per annum. The BOT operator shall load/unload cargo
to/from vessels and shall charge from users, crane hire charges on a per tonne basis. The caps for crane
hire charges shall be fixed by TAMP and the BOT operator shall share with KPT, a certain portion of Gross
Revenue drawn by it from the cargo handling.
(ii) Brief description of nature of the project
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(iii) Need of the project and its importance to the country and or region.
Presently, Kandla Port handles dry cargo at its ten general cargo berths and at Tuna. Both these facilities
have a combined capacity of 16 Million Metric tonnes per annum. Against this capacity, a total of 22.15
MMTs(excluding containers) was handled at Kandla Port resulting in berth occupancy exceeding 90% at
general cargo berths in 2009-2010. In order to augment its dry cargo handling capacity, it is imperative to
install higher capacity superstructures at the berths to achieve higher productivity. Hence, in order to
achieve higher levels of productivity at the dry cargo berths, KPT proposes to equip its berth no. 7 and 8
with 4 absolutely new Mobile Harbour Cranes of 60 T capacity.
(iv) Demand-Supply gap.
Liquid cargo handling facilities at Kandla have attracted 9.60 million tonnes liquid cargo for the year 2011-12. The same has grown at CAGR of 6.70% during the last 10 Years. Considering this historical growth rate, the traffic projection for the liquid cargo at Kandla is provided below:
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(In MMTPA)
Years FY 2013
FY 2014
FY 2015
FY 2016
FY 2017
FY 2018
FY 2019
FY 2020
FY 2021
FY 2022
FY 2023
Liquid Traffic at Kandla 10.31 11.00 11.73 12.52 13.36 14.25 15.21 16.23 17.31 18.47 19.71
Considering the existing capacity of 6 Oil Jetties i.e. 13 MMTPA and comparing the same with the projected
traffic, demand supply gap seems to be developed by FY 2017. By FY 2020, the gap is expected to occur at
3.23 MMTPA.
(v) Imports Vs. Indigenous Production
Not applicable for this project
(vi) Export possibility
Not applicable for this project
(vii) Domestic/export markets.
Not applicable for this project
(viii) Employment generation (Direct & Indirect) due to the project.
The project would generate both direct and indirect type of employment opportunities. Project would
require the manpower for implementation as well as operation period which is a direct employment.
Moreover, the proposed project would enhance the indirect economic activity in the industries like basic
materials i.e., cement, steel, Logistics services, Transportation and many more.
3. PROJECT DESCRIPTION
(i) Type of project including interlinked and interdependent project, if any.
The 4 Harbour Mobile Cranes shall be used for handling all kinds of dry cargo viz. foodgrains, fertilizers,
coal, limestone, minerals, sugar, salt, steel, bagged cargo and timber logs etc. The aforementioned
equipment shall be installed by the BOT operator at an estimated cost of Rs. 80.61 Crore and shall have
capacity to handle 7 Million Metric Tons of dry cargo per annum. The BOT operator shall load/unload cargo
to/from vessels and shall charge from users, crane hire charges on a per tonne basis. The caps for crane
hire charges shall be fixed by TAMP and the BOT operator shall share with KPT, a certain portion of Gross
Revenue drawn by it from the cargo handling.
(ii) Location (map showing general location, specific location, and project boundary and project site layout) with coordinates.
Location details are provided in Annexure A.
(iii) Details of alternate sites considered and the basis of selecting the proposed site. Particularly the environmental consideration gone into should be highlighted.
Not applicable for this project.
(iv) Size or magnitude of operation.
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Project magnitude in terms of estimated financial investment required to be made is envisaged at Rs. 80.61 Crores.
(v) Project description with process details (a schematic diagram / flow chart showing the project layout, components of the project etc. should be given).
The project components and other details can be referred in the drawing attached in Annexure A.
(vi) Raw material required along with estimated quantity, likely resource, marketing area of final product/s, mode of transport of raw material and finished products.
This is not applicable for the project.
(vii) Resource optimization / recycling and reuse envisaged in the project, if any, should be briefly outlined.
This is not applicable for the project.
(viii) Availability of water its sources, energy / power requirement and sources should be given.
Water: The Gujarat Water Supply and Sewerage Board is responsible for developing and managing
various sources of water in the region. The important source of water is the 14.5 Million m3
capacity reservoir of Tapar Dam, besides a number of deep tube wells. Water is distributed to
Kandla area from high service reservoir near Bhachau through 18” dia. CI mains, after chlorination.
The capacities of the elevated water towers and underground reservoirs at Kandla are 1500 KL and
14000 KL respectively. The average daily consumption of water at Kandla area is estimated at
around 1300 kl. The position is improved to a great extent by tapping the source of water from
Sardar Sarovar Narmada Nigam Limited.
Power: The port receives Bulk power supply from PGVCL through seven 11 KV sub stations.
Besides, the port has two diesel generating sets to meet with emergency needs. A scheme is
presently under implementation to augment the power supply to 66 KV and to provide necessary
infrastructure for receiving Bulk supply, stepping down and distribution.
(ix) Quantity of wastes to be generated (liquid and solid) and scheme for their management / disposal.
This is not applicable for the project.
(x) Schematic representation of the feasibility drawing which give information of EIA purpose.
The project drawing has been attached as Annexure A.
4. SITE ANALYSIS
(i) Connectivity
Airway The national airlines operate daily flights through the district headquarters at Bhuj which lies 67 Km
from Kandla Port.
Railway
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Broad gauge(BG) tracks directly connect the Port at New Kandla with the principal cities of Bombay,
Ahmadabad, Surat, Baroda, etc., and also Delhi, Punjab and Haryana through the route Ahmadabad-
Ratlam- Kota - Mathura to Delhi. The second route is via Palanpur - Ajmer to Delhi.
Apart from this, the existing meter gauge line from Bhildi to Samdari has been converted to BG, which
provides direct link to Jodhpur in Rajasthan & Bhatinda in Punjab and reduces the reach to Hinterland
by 118 Km.
Road Kandla is connected to the National Highway grid system through NH 8A coming from Mumbai via
Ahmedabad and Morbi and terminates at the Port. All main gates of cargo jetty complex as well as oil
jetty complex are directly connected to N. H. 8 A by four lane wide roads.
The city of Gandhidham where the Port Administrative Office and the main staff colony are located,
also lies on NH 8A about 13 Km. from the Port. The port enjoys fully developed road network, both in
and around the Port area to facilitate faster movement of cargo.
• Asphalted Road Network - 30 KMS.
• Concrete Road Network - 30 KMS.
(ii) Land form, land use and land ownership.
Land is under ownership of Kandla Port.
(iii) Topography (along with map).
The site is the existing location of Oil jetty No. 1 and 2. The back side of the berth would have the additional piles. The master plan for Kandla Port trust showing topographic details will be provided by KPT.
(iv) Existing land use pattern (agriculture, non-agricultural, forest, water bodies [including area under CRZ]), shortest distance from the periphery of the project to periphery of the forest, national park, wild life sanctuary, eco sensitive areas, water bodies (distance from the HFL of the river), CRZ. In case of notified industrial area, a copy of the Gazette notification should be given.
Existing land use is port operations (non agricultural).
(v) Existing infrastructure.
Existing infrastructure at Kandla Port is described as shown below:
The Port handles cargo at two locations, viz. Kandla and Vadinar (near Jamnagar). Presently, Vadinar has three Single Buoy Moorings (SBMs) and two Product jetties having a draught of upto 14.5 m and have a capacity to handle 14 MMTPA of finished petroleum products, two SBM installed by the Indian Oil Corporation Ltd. (IOCL) & one installed by Vadinar Oil Terminal Ltd. (VOTL) for handling of crude oil for its refineries. These SBMs can accommodate vessels up to 3 Lakhs DWT size and have a capacity to handle around 28.50 Million tons of crude traffic per annum. Kandla has, at present, 10 dry cargo berths along with 2 container handling berths and six oil jetties. The existing twelve general cargo berths have a continuous quay length measuring 2532m. Also, Kandla port has 240.00 meter (160 meter + new 80 meter) long barge handling jetty at tuna and south wharf barge jetty of
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length 202 meter at Bunder Basin. The permissible draught and sizes of vessels that can be docked along the 12 berths at Kandla Port are given below:
Berth No. Dead Weight Tonnage (DWT) Draught (in metres)
I 45000 9.8
II 45000 9.8
III 45000 9.8
IV 45000 9.8
V 35000 9.1
VI 35000 9.1
VII 55000 11.5
VIII 55000 11.5
IX 55000 11.5
X 55000 11.5
XI 65000 12.5
XII 65000 12.5
Liquid Cargo
Presently, there are six oil jetties, two product jetties and three SBMs to handle various types of
liquid cargo like POL product, edible oils etc. Maximum DWT of the vessels and the permissible
draft at these jetties is shown in the table below:
Mooring Facilities
Cargo lighterage is being carried out at a number of moorings. The details of the moorings available
are given below:-
Barge Handling Facilities
Oil Jetty No. DWT Draught (M)
I 40000 10.4
II 52000 10.0
III 40000 10.7
IV 56000 10.7
V (IFFCO JETTY) 45000 9.5
VI (IOC JETTY) 45000 10.1
OFF SHORE OIL TERMINAL
VADINAR
SBM 1 IOCL SBM2 IOCL
SBM3VOTL
300000
300000
300000
30
30
30
2 nos Product jetties at Vadinar 105000 14.5
Moorings Maximum Length overall (in m) Draught (in m)
I & II 152.40 7.9
III 183.93 8.2
DDM 255.55 11.5
Salt Mooring 160.00 8.5
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Currently at two locations the barge handling facilities are located at Kandla Port.
Storage Capacity
Liquid Storage Capacity
The tank farms at Kandla for liquid bulk cargo (chemicals, edible oils, POL products, acids, etc.)
storage have a total combined capacity of nearly 21.26 Lakh kilo-litres. The tank farms are
connected to the oil jetties through a number of pipelines facilitating easy and faster handling of
liquid cargo ships. All tank farms are situated behind the port jetties. The total storage capacity for
chemicals and edible oil is around 9.17 Lakh kilo-litres and 12.08 Lakh kilo-litres for POL and acids.
No. of Tanks Capacity in Kilolitres
Chemical & Edible Oil 89 917739
POL + Acid 472 1208369
Dry Storage Capacity (Covered & Open)
The Port has developed storage capacity for dry cargo inside the custom bounded area for storage
of import and export cargo. RCC ramps have been constructed for all godowns, so that cargo can be
loaded /unloaded directly from the godowns which reduce the loading/unloading time. The open
storage and godown capacity is shown in the following table:
Nos. Area (Hectares) Capacity (Lakh MT)
Port Owned
Godowns 32 16.16 4.45
Open storage 166.25 35.97
Private and CWC owned
Godowns 38 7.4 1.48
Other infrastructural facilities
Other infrastructural facilities at Kandla Port Trust include:
Container Terminal being operated by M/s. ABGKCTL on Berth No. 11 & 12.
Uninterrupted power supply from grid with supplementation from diesel power, generator of
2000 KVA capacity.
Barge handling facilities at Kandla.
Storage facility for LPG to the tune of 30,000 m3.
Two jetties for berthing Port Craft.
One berthing jetty for Port Tugs.
Barge Handling Maximum Length overall (in m) Draught (in m)
Barge Jetty at Bunder Basin 202 4.0
Barge Jetty at Tuna 240 4.0
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A maintenance jetty with a loading steel dry dock for port craft. The dry dock can
accommodate vessels having displacement upto 2,700 ton and a maximum length of 95 meters,
beam of 15 meters and draft of 4.5 meters. The jetty is equipped with a 10 ton capacity crane.
State of art Container Freight Station (CFS).
28 Nos of Tugs & Launches.
Online computerization of entire port operation and established connectivity with various
business partners viz banks, custom, custom house agent etc.
There are twelve weighbridges at the port (including three private weighbridges at Tuna) which
are summarized as below:-
o Four weighbridges of 40 MT capacity
o Two weighbridges of 50 MT capacity
o One weighbridge of 60 MT capacity
o Two weighbridges of 80 MT capacity
o Three weighbridges of 100 MT capacity
o Two Private Weighbridges of 40 MT & 20 MT capacity respectively
Cargo handling Equipment
The port is equipped with a range of cargo handling equipment to handle different types of cargo
passing through the port. There are nine number of high capacity Electrical Level Luffing cranes
working on the present cargo berths. The mobile cargo handling equipment includes cranes, forklift
trucks, trailers etc. Details of the Cranes presently, held by the port are given as below. There are
twelve cranes:
4 of 16 Tons.
6 of 25 Tons.
2 of 12 Tons.
The Port has purchased 2 nos Mobile Harbour Cranes from Italgru in the month of July 2011. The Port
has eight shipping tugs and two harbour tugs, 15 launches and one fire float, two pilot & oil cum
Debris recovery vessel, one each at Kandla & Vadinar. Ships are berthed / sailed round the clock. The
Pilot embarks / disembarks inward and outward vessels at fair-weather Buoy located about 23 Kms
from Kandla.
Water Supply
The Gujarat Water Supply and Sewerage Board is responsible for developing and managing various
sources of water in the region. The important source of water is the 14.5 Million m3 capacity
reservoir of Tapar Dam, besides a number of deep tube wells. Water is distributed to Kandla area
from high service reservoir near Bhachau through 18” dia. CI mains, after chlorination. The capacities
of the elevated water towers and underground reservoirs at Kandla are 1500 kl. and 14000 kl.,
respectively. The average daily consumption of water at Kandla area is estimated at around 1300 kl.
The position is improved to a great extent by tapping the source of water from Sardar Sarovour
Narmada Nigam Limited.
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Total requirement of water is 200 MLD water supply is ensured by Gujarat water supply Board.
Electricity / Power Supply
The port receives Bulk power supply from PGVCL through seven 11 KV sub stations. Besides, the port
has two diesel generating sets to meet with emergency needs. A scheme is presently under
implementation to augment the power supply to 66 KV and to provide necessary infrastructure for
receiving Bulk supply, stepping down and distribution.
Uninterrupted good quality estimated power requirement of 900MW is expected to be supplied in
the SEZ area by the Gujarat Government. However, master plan caters for setting up a dedicated
power back up from an independent power producer (IPP) at a later stage, if required.
(vi) Soil classification.
Sub-soil profile (Tentative profile taken from nearby area)
The sub-soil profile is shown in the diagram below:
AVERAGE GROUND R.L. (+) 3.60 wrt CD RL (m) LOG STRATA DESCRIPTION 4.00
Very soft to soft grayish clay
3.00 2.00 1.00 0.00 -1.00 -2.00
Loose grayish Silty Sand -3.00 -4.00 -4.80 -5.00
Highly Weathered Sand Stone -6.00 -7.00 -8.00 -8.80 -9.00
Highly Weathered BASALT
-10.00 -11.00 -12.00 -13.00 -14.00 -15.00 -16.00 -16.80
Layer 1: Grey Very soft to soft grayish clay – First layer of subsurface profile is grey very soft
to soft silty clay. It is present in the bore holes immediately below the sea bed. The lower
boundary of this layer was encountered between RLs of -0.1 m and -0.3 m. The ‘N’ values
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generally varied between 1 and 3. These ‘N’ values indicate very soft to soft consistency of the
clay layer.
Layer 2: Loose silty sand – Second layer of the subsurface profile is loose silty sand. The lower
boundary of this layer was encountered at a depth of -4.80 m. The SPT values varied from 6 to
7. The range of N indicated loose relative density of the granular strata.
Layer 3: Highly weathered sand stone – Third layer of subsurface profile is highly weathered
sand stone. This layer is present below the layer no. 2. Thickness of this layer ranged between
4.00 m to 5.00 m.
Layer 4: Highly weathered find grained basalt – Fourth layer of subsurface profile is highly
weathered find grained basalt. The boreholes were terminated in this layer at RL 16.80 m.
(vii) Climatic data from secondary sources
Temperature and Humidity
The climate of Kandla Port is generally tropical and dry. The air temperature varies from less than
10 C in winter to about 44 C in summer. The mean, maximum and minimum temperature observed
in the different months at Kandla is presented in the table below:
Months Mean of Max. Temp. Mean of Min. Temp.
January 25.2 13.0
February 27.5 15.5
March 32.0 20.2
April 34.6 23.5
May 35.9 25.7
June 35.0 27.7
July 32.4 27.2
August 30.7 25.4
September 33.3 24.5
October 34.2 23.1
November 32.4 20.2
December 25.6 13.5
Kandla region is fairly dry and only July, August and September are humid months. The range of
maximum relative humidity varies from 0% to 100%, whereas minimum values vary between 0 and
30%, except during July, August and September, when minimum values vary between 25% and
50%.
Rainfall
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Rainfall in Kandla is very low. Between January and April, there is normally no rainfall. Rainfall
generally remains confined between June end and mid September. During the remaining months,
the rainfall is scanty. The annual average rainfall is around 200mm only.
Wind Conditions
From long term observation of wind velocities and directions, following inferences can be made:
January The predominant direction is between NNE and NNW with speed range normally
between 12 and 19 Km/hr. which may exceed for about 10 % of the time.
February
The direction changes from NNE and SSW, but predominantly between WSW and
SSW. The wind speed from SSW varies between 12 and 39 km/ hr. for 15 % of the
time and for rest of the time it generally varies between 12 and 19 Km/ hr.
March The direction lies between NNW and SSW, but predominantly between WSW and
SSW. The wind speed from SSW varies between 12 and 39 km/ hr. for 15 % of the
time and for rest of the time it generally varies between 12 and 19 Km/ hr.
April to June The direction for wind is between WSW and SSW. The wind speed reaches a
maximum of 39 km/ hr. except in July, when the speed may exceed the range.
October The direction of wind changes from SSW to NNW. Wind speed ranges between 12
and 19 km/ hr. but the limit may exceed for 10 % of the time.
Nov. & Dec. The predominant direction is between NNE and NNW and the speed is between 12
and 19 km/hr.
Tidal Conditions Tides at Kandla are semi-diurnal in character. The tidal heights with respect to port Chart Datum,
with local Mean Sea level as + 3.884 is presented in the table below:
Highest High Water + 7.59 m
Mean High Water Spring + 6.66 m
Mean High Water + 6.185 m
Mean High Water Neaps + 5.71 m
Mean Low Water Neaps + 1.80 m
Mean Low Water + 1.3 m
Mean Low Water Spring +0.80 m
Lowest Low Water + 0.4 m
Average Spring Range 5.86 m
Average Neap Range 3.91 m
Mean Range 4.885 m
Waves
Kandla Creek is protected from wave disturbances by a number of shoals at its outfall into the gulf.
This provides the setting for a basin with absolute tranquillity. The creek provides calm waters
round the year for easy movement of shipping. Thus, Kandla has become an all-weather Port of
repute. The high amplitude tides coupled with a large storage area has resulted in high flushing
velocities inside. This has helped in cleansing of the navigational channels, thus providing minimum
siltation. Outside in the gulf, the complex flow phenomenon has given rise to a number of shoals,
which are dynamic in nature. The Port of Kandla is approached through the channel starting from
the Outer Tuna Buoy. The shallow depths at the turning point of the channel are over passed
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during high tides by vessels approaching the harbour. Ship movements are normally confined to
the high tides. Siltation in the channel is confined to a reach of hardly 3 km only. The Port region is
free from any significant wave disturbances.
Storms and Cyclones
Kandla port is not generally affected by cyclonic storms. During June 1998, a severe cyclonic storm,
which passed over Kandla Port with a wind speed of 150 km/hr., resulting in high tidal waves of
10.5 m with strong current, caused extensive damages to the Port installations, crafts and human
lives.
(viii) Social infrastructure available.
Not applicable
5. PLANNING BRIEF
(i) Planning concept (type of industries, facilities, transportation, etc.) town and country planning/development authority classification.
The 4 Harbour Mobile Cranes shall be used for handling all kinds of dry cargo viz. foodgrains, fertilizers,
coal, limestone, minerals, sugar, salt, steel, bagged cargo and timber logs etc. The aforementioned
equipment shall be installed by the BOT operator at an estimated cost of Rs. 80.61 Crore and shall have
capacity to handle 7 Million Metric Tons of dry cargo per annum. The BOT operator shall load/unload
cargo to/from vessels and shall charge from users, crane hire charges on a per tonne basis. The caps for
crane hire charges shall be fixed by TAMP and the BOT operator shall share with KPT, a certain portion
of Gross Revenue drawn by it from the cargo handling.
Other details regarding town and country planning / development authority classification is not
applicable for the project.
(ii) Population projection.
No population projection as it is port operation facility.
(iii) Land use planning (breakup along with green belt, etc.)
Not Applicable
(iv) Assessment of infrastructure demand (physical and social).
Not Applicable
(v) Amenities / facilities
Project does not include any additional facility as the same is for strengthening of existing
structures.
6. PROPOSED INFRASTRUCTURE
(i) Industrial area (processing area)
Not Applicable
(ii) Residential area (non processing area).
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There is no proposed residential area as part of this project.
(iii) Green belt.
There is no green belt envisaged for the project as it is just strengthening of existing structure.
(iv) Social infrastructure.
There is no proposed social infrastructure as part of this project. Details would be ascertained in later stages.
(v) Connectivity (traffic and transportation road / rail / metro / water ways etc).
The proposed site located on National Highway 8A and is well connected to Gandhidham and Tuna Port. Moreover, a project is under the advanced stage of planning for providing rail connectivity up to Tuna port.
(vi) Drinking water management (source and supply of water).
Not Applicable
(vii) Sewerage system.
Not Applicable
(viii) Industrial waste management.
Not Applicable
(ix) Solid waste management.
There is no solid waste envisaged for the project as it is just strengthening of existing structure.
(x) Power requirement and supply / source.
Not Applicable
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7. REHABILITATION AND RESETTLEMENT (R & R) PLAN
(i) Policy to be adopted (central / state) in respect of the project affected persons including home outsees, land outsees and landless labours (a brief outline to be given).
Not applicable
8. PROJECT SCHEDULE AND COST ESTIMATES
(i) Likely date of start of construction and likely date of completion (time schedule for the project to be given)
Proposed project would be completed over the period of 12 months from the date of work order to the selected contractor.
(ii) Estimated project cost along with analysis in terms of economic viability of the project.
It is estimated that project cost shall be around Rs. 80.61 Crores. For block estimated, please refer to Annexure B. Economic viability is not applicable as the project is just a strengthening of existing structure.
9. ANALYSIS OF PROPOSAL (FINAL RECOMMENDATIONS)
(i) Financial and social benefits with special emphasis on the benefit to the local people including tribal population, if any, in the area.
Financial Benefits of project.
I. To Kandla Port Trust 1. Efficient cargo handling at Kandla Port. 2. Reducing congestion at Kandla port.
II. To Local community 1. Indirect economic activity for nearby areas. 2. More employment opportunities for local people.
Social Benefits of project. To Local community A. Public image of Kandla port would get enhanced as the world class port facility with most
modern infrastructure.
B. With modernisation and expansion of Kandla port, more economic opportunities would be created (both in formal and informal sector) for Local community.
C. Increase in business activity will bring in prosperity in hinterland, which consequently would bring better access to social and physical infrastructure.
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ANNEXURES
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Annexure - A – Project Site Location
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Annexure – B – Block Cost Estimate
BLOCK ESTIMATE
Sr. No. Particulars Rs. Crores
A Dismantling Work 0.16
B Piling Work 11.08
C Building Work 0.10
D Micro Concreting 1.39
Total Basic Cost 12.73
Add: Contingency @ 3% 0.38
Sub Total 13.11
Add: Establishment Charges @2% 0.26
Total Estimated Project Cost 13.38
FEASIBILITY REPORT OF MODIFICATION AND
STRENGTHENING OF CARGO BERTH No. 6 AT KANDLA PORT TRUST
Department of OEC, IIT Madras has been appointed as the technical advisor for preparation of techno feasibility studies & detailed design, engineering, etc. for “modification and strengthening of existing cargo berths
No. 1 to 6”. Accordingly, Department of OEC, IIT Madras has prepared the feasibility Report for 1 to 6 Cargo Berths.
However, Kandla Port Trust has taken up only Cargo Berth no. 6 for
modification and strengthening purpose. The technical details for the
modification and strengthening of Cargo Berth no. 6 are similar as of cargo berths no. 1 to 6, which is enclosed for your reference.
FEASIBILITY REPORT OF MODIFICATION AND STRENGTHENING
OF CARGO BERTHS
1 TO 6 AT KANDLA PORT TRUST
1.0 INTRODUCTION
Department of OEC, IIT Madras has been appointed as the technical
advisor for preparation of techno feasibility studies & detailed
design, engineering, etc. for “modification and strengthening of
existing cargo berths No. 1 to 6” and the tender was accepted by
Chief Engineer, Kandla Port Trust vide Letter No. EG/WK/3353/06/91
dated 06-01-2007 and the accepted tender copy was received vide
Letter No. HW/WK/1400-I/63 dated 03-02-2007 from Executive
Engineer (H), Kandla Port Trust.
2.0 SITE INSPECTION AND DISCUSSIONS
The project staff of Oean Engineering, IIT Madras visited Kandla Port
from 10-03-2007 to 13-03-2007 to assess the existing condition of
cargo berth no. 1 to 6. They surveyed the condition of the structure
from underneath the berths along with KPT engineers.
As reported by them, the condition of the piles, beams and deck
slab appears to be good from visual examination.
One proposal in the form of a schematic diagram showing the new
piles to be introduced along the berths for the increased draught of
14.0 m was sent to Chief Engineer, Kandla Port Trust on 13-04-07.
After further discussion with KPT Engineers, a proposal to provide one
row of 1200 dia piles near the existing 1200 θ piles and two row of
1200 θ piles in the sea side and another 2 rows of piles in the middle
was made and a design report was submitted in August 2007.
Further to this, the undersigned visited Kandla Port from 19-10-07 to
21-10-07 to discuss and finalize the design. It was decided during
discussions with Kandla Port Engineers to do the strengthening of the
berths by removing and relaying of front two rows of piles and
connecting these piles with the existing 1200 θ piles in the rear and
not to disturb other rows of piles. The detailed design of this proposal
has been carried out and details are given below.
3.0 TIDAL DATA
The various tidal levels are given below:-
MHWS : + 6.70 m
MHWN : + 5.70 m
MLWN : +1.80 m
MLWS : + 0.8 m
MSL : + 3.9 m
4.0 GENERAL ARRANGEMENT OF EXISTING JETTY
The cargo berths 1 to 5 supported on 500 mm diameter RCC per
cast hollow piles at 3.81 c/c in the longitudinal direction. There are
nine rows of piles in the transverse direction (Row No. A to Row No. I
from sea to landside). The desk slabs is 600 mm thick and include the
cable conduit and water conduit. There are longitudinal and
transverse tie beams at + 3.0 m level of size 460 mm x 610 mm
spanning along the length and across the length of the block. The
existing 500 θ piles are founded at – 15.00m.
5.0 DETAILS OF PROPOSALS FOR STRENGTHENING
Proposal No. I
It was proposed to provide two rows of 1200 mm dia piles to be
provided in the sea side.
The proposed no. of 1200 dia piles per block = 12
The foundation level of the proposed 1200 dia piles is – 25.00m.
Proposal No. II
It was proposed to provide one row of 1200 dia bored cast-in situ
middle of the existing berth and two rows of 1200 mm dia piles to be
provided in the sea side.
The proposed no. of 1200 mm dia piles per block = 18
The founding level of the proposed 1200 dia piles is – 28.00m.
Proposal No. III
It was proposed to provide one row of 1200 dia bored cast-in situ
near the existing 1200mm dia piles and two rows of 1200mm dia piles
to be provided in the sea side.
The proposed no. of 1200 dia piles per bloc = 18
The founding level of the proposed 1200 dia piles is – 28.00m.
Modified Proposal No. I
It was proposed to provide one row of 1200 dia bored cat-in situ
near the existing 1200mm dia piles and two rows of 1200 mm dia
piles to be provided in the sea side and another one more row of
1200mm dia piles to be provided in the middle of panel
The proposed no. of 1200 dia piles per block = 24
The founding level of the proposed 1200 dia piles is – 28.00m.
Modified Proposal No. II
It was proposed to provide one row of 1200 dia bored cast-in situ
near the existing 1200mm dia piles and two rows of 1200mm dia piles
to be provided in the sea side and another two more row of
1200mm dia piles to be provided in the middle of panel.
The proposed no. of 1200 dia piles per block = 30
The founding level of the proposed 1200 dia piles is – 28.00m.
Modified Proposal No. III
It was proposed to provide two rows of 1200mm dia piles to be
provided in the sea side.
The proposed no. of 1200 dia piles per block = 12
The founding level of the proposed 1200 dia piles is – 28.00m.
During my inspection Modified Proposal No. III was agreed upon
during discussion. Modified proposal no. 3 has been analyzed and
details are given below:-
Founding Level of Piles:
The founding level of piles 500 dia piles is -14.00m and the founding
level of the proposed 1200 dia piles is -28.00m.
Soil Spring Constants:
The sub grade modulus and spring constants of the soil are
calculated based on the equation given by Vesic (Bowles 1974).
Materials:
The following materials shall be used for piles and deck system
Concrete : M30 grade for piles and deck slab
Steel : CRS Fe 415
Portal Pozzolona / slag cement only shall be used as per IS 4651
(1989) Part IV clause 8.3.1.
Cover to Reinforcement:
Clear cover to main reinforcement to be provided is as follows:-
For Piles : 75mm
Beams : 50mm
Deck : 40mm
Loads:
The following loads have been considered in the analysis and design
of the structure
a. Dead Load
The dead load of structural numbers are considered. The density of
concrete is assumed as 25 kN/m3.
b. Live Load
Uniform live load. A live load of 5 t/m2 has been considered on the
deck slab.
c. Berthing and Mooring Force
The berthing force of the structure is calculated as per IS 4651-1974
considering triple cell type fender of 1000H with M.S. portal frame of
7.50m x 1.50m x 0.2m.
d. Seismic Force
The design for seismic force has been carried out in accordance
with the IS code 1893-2002. The code specifies the earthquake zone
for Kandla as Zone V. In the calculation of seismic force, 50% of the
live load plus 100% of the dead load has been considered.
e. Earth Pressure
The force on the piles due to the instability of slope of soil is
calculated based on the Geotechnical Investigation Report for
Proposed Restoration after Earthquake for Cargo Berth 1st, 2nd, 3rd, 4th
& 5th New Kandla Port, Gujarat.
f. Crane Load
The berth has been designed for container crane of 10T lifting
capacity. The maximum corner load is considered as 800 kN
distributed over 4 wheels.
Load of each wheel = 800/4 = 200 kN
Analysis:
A 3D analysis of the structure has been carried out using the STADD III
package.
Load Combinations:
Load combination factors considered for the analysis are in
accordance with IS 4651-1974 “Code of practice for planning and
design of Ports and Harbor”. The following load combination are
considered in the analysis
1.5 DL + 1.5 LL + 1.0 EP + 1.5 BF
1.5 DL + 1.5 LL + 1.0 EP + 1.5 MF
1.2 DL + 1.2 LL + 1.0 EP + 1.5 SF
1.5 DL + 1.5 LL + 1.0 EP + 1.5 SF
1.5 DL + 1.5 LL + 1.5 CL
DL – Dead Load
LL – Live Load
BF – Berthing Force
SF – Seismic Force
MF – Mooring Force
EP – Passive Earth Pressure
CL – Crane Load
Design:
The structural design of the structure has been carried out using limit
state method and limit state factors.
Maximum forces and moments obtained from STADD PRO results are
tabulated and percentage of steel is obtained for piles and beams.
Indian Standard Code Referred:
IS 4651-1974 Code of practice for planning and design of ports
and harbors
IS 2911-1980 Code of practice for planning and design and
construction of pile foundation
IS 875-1987 Code of practice for design loads
IS 1893-2002 Criteria for earthquake resistant design of structure
IS 456-2000 Code of practice for plain and reinforced
concrete
SP-16 Design aids for reinforced concrete to IS 456-1978
Summary:
The report gives 3D analysis and design of “Modification and
Strengthening of Cargo berth 1 to 6 at Kandla Port Trust”. It is felt that
the present proposal will strengthen the structure and it will be
adequate for increased dredge level of -15.0m. Hence, this proposal
is recommended.
(R. SUNDARAVADIVELU)
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Kandla Port Trust
Kandla Port Trust
Pre Feasibility report on Multipurpose Cargo
Terminal at Tekra off Tuna on BOT Basis
May 2015
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Contents
LIST OF ABBREVIATIONS ...................................................................................................... 3
1. EXECUTIVE SUMMARY ................................................................................................. 4
2. INTRODUCTION OF THE PROJECT / BACKGROUND INFORMATION ................................ 4
3. PROJECT DESCRIPTION ................................................................................................. 8
4. SITE ANALYSIS .............................................................................................................. 9
5. PLANNING BRIEF ........................................................................................................ 11
6. PROPOSED INFRASTRUCTURE .................................................................................... 14
7. REHABILITATION AND RESETTLEMENT (R & R) PLAN ................................................... 15
8. PROJECT SCHEDULE AND COST ESTIMATES ................................................................. 15
9. ANALYSIS OF PROPOSAL (FINAL RECOMMENDATIONS) .............................................. 16
ANNEXURES ...................................................................................................................... 17
Annexure - A – Project Site Location .................................................................................. 18
Annexure – B – Block Cost Estimate ................................................................................... 19
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LIST OF ABBREVIATIONS
DSCR Debt Service Coverage Ratio
GRT Gross Registered Tonnage
IRR Internal Rate of Return
KPT Kandla Port Trust
MHC Mobile Harbour Crane
MMTPA Million Metric Tonnes per Annum
MT Metric Tonne
NH 8A National Highway 8 A
NPV Net Present Value
PPP Public Private Partnership
SEZ Special Economic Zone
BOT Built, Operate & Transfer
OTB Outer Tuna Buoy
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1. EXECUTIVE SUMMARY
Kandla Port is one of the busiest Ports of India. Kandla Port has been achieving first position among all
the Major Ports of India the terms of cargo handling for the most of the years in last decade. Thus,
Kandla Port Trust has been contributing the most for the development of port capacity and handling
seaborne trade of the country.
Especially northern India is heavily dependent on Kandla Port Trust for its trade requirements due to its
peculiar land locked location compared to many other regions of India which are comparatively quite
nearer to the sea shore. Some states of central India like Madhya Pradesh are also dependent for its
specific trade requirement on Kandla Port Trust. Hence, considering the vast hinterland that is
dependent on KPT for seaborne trade and currently prevailing traffic congestion at existing facilities of
KPT, capacity additions are of utmost importance at KPT for serving the economy of the influence
region and in turn, the economy of the whole country in the best possible manner.
Presently, Kandla Port has set up barge handling facility at Tuna for evacuation of cargo from large
vessels and is being transported through a existing two lane National Highway 8A. Under the expansion
plan, Kandla Port Trust is setting up 18 Million Tons capacity “T” shaped Terminal at Tuna-Tekra, GoI
has already approved the proposal at the cost of Rs. 1251.00 Crores. The proposed offshore Terminal
will handle dry bulk cargo like Coal, Fertiliser & its raw material, salt, Wheat, iron Ore, etc.
Taking forward further capacity additions at Tuna-Tekra, a multipurpose cargo terminal with capacity of
18 MMTPA has been proposed to be developed on BOT basis under PPP mode. The proposed facility
would help reduce the overall traffic congestion at Kandla Port Trust.
2. INTRODUCTION OF THE PROJECT / BACKGROUND INFORMATION
(i) Identification of project and project proponent.
Kandla Port Trust is the proponent (as the Port Authority) of the proposed project to be developed on BOT
Basis through PPP mode. The proposed project has been identified as part of a series of capacity additions
envisaged to augment the port capacity at various facility locations of Kandla Port Trust.
(ii) Brief description of nature of the project
Kandla Port Trust
Salient Features of the Project
Project: Development of Multipurpose Cargo Terminal at Tuna off Tekra, Kandla Port on BOT Basis
Name of Project Development of Multipurpose Cargo Terminal at Tuna off Tekra, Kandla
Port on BOT Basis Length of the wharf 750 meters
Width of the wharf 60 meters
Back Up Area in Ha 101.00
Design Vessel Size (Maximum) 1,00,000 DWT
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Optimal Capacity - Multipurpose Cargo (in MMTPA)
18.00
Design load for wharf 5 MT/m2
Maximum Draught and Depth Alongside the Berth
Capital Cost 1,400.92 Cr.
Source of funds Debt: Equity in 70:30 ratio
Project time Schedule
Viability Indicators
Project IRR - Pre Tax 16.03%
Project NPV in Rs. Crores 826.94 Cr.
Equity IRR 17.40%
Average DSCR 1.32
(iii) Need of the project and its importance to the country and or region.
Presently, Kandla Port handles dry cargo at its twelve general cargo berths (Ten being operated by
K.P.T & two by concessionaire), six oil jetties for handling POL products and other liquid cargo traffic
at Kandla and thee Single Buoy Mooring (SBM) at Vadinar for handling crude oil.
The traffic handled by the Port has shown a consistent increase and it’s been growing at a faster pace.
The total traffic (both liquid and dry cargo) handled by the Port has gone from 41.52 million tons in
2003-04to 92.50 million tons in 2014 -15. It shows the CAGR of 8.33% over the said ten years’ period.
During 2014 -15, Kandla Port handled 92.50 MMT of cargo. Analysis of Dry Cargo (i.e. excluding
liquid and containers) handling has been carried out as presented below:
In 2013-14, of 84.3 million tons of dry bulk cargo was handled in the primary competitive landscape Kutch cluster, Gujarat Adani Port (Mundra) handled 40.7 million tons thus handling the largest dry
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bulk volumes amongst the different ports in the primary competitive landscape of the proposed multi-purpose cargo terminal.
Table 1: Dry Bulk Traffic handled in primary competitive landscape of proposed multi-purpose cargo terminal
(Million tonne)
2011-12 2012-13 2013-14
Coal (Coking & Thermal Coal) 31.0 42.3 53.1
% of Dry Bulk Cargo Handled in Kutch
49.8% 54.2% 63.0%
Fertilizer 10.94 8.8 5.51
% of Dry Bulk Cargo Handled in Kutch
17.6% 11.3% 6.5%
Limestone 0.6 0.45 0.94
% of Dry Bulk Cargo Handled in Kutch
1.0% 0.6% 1.1%
Source: Gujarat Maritime Board
Above table clearly highlights that Coal (thermal & coking) is the highest quantity of dry bulk cargo handled by ports in in primary competitive landscape of proposed multi-purpose cargo terminal. Breakup of Coal handled by various ports is tabulated below.
Dry cargo (excluding liquids and containers) have been the significant portion of the total cargo
handled at KPT. It has been hovering around 25-32% during the last decade. Dry cargo traffic has
been growing steadily at CAGR around 10% during the last 5, 10 and 15 years’ analysis.
Dry Cargo Traffic (excluding containers) has been growing at 10.12% over the past 10 years which, of
course includes fairly prolonged period of recession and low growth. However, this may be expected
to improve along with improvement of the facilities at KPT, better overall economic environment of the
country.
The Country’s GDP is growing at present at an average growth rate of 6-7% and this growth rate is
going to be accelerated to 7-8% in coming years. Traffic of Dry cargo has been projected in Maritime
Agenda 2020 issued by Ministry of Shipping for future period based on the potential of traffic of dry
cargos originating from Hinterland, industries coming up in the Kutch region, development of port
infrastructure and country’s Economy is as shown below:
Table 2: Dry Cargo Traffic Projections at Kandla Port Trust as per Maritime Agenda – 2020
Year Traffic Projections MMT for Dry Cargo excluding containers
2012-13 31.65 2013-14 37.82 2014-15 43.26 2015-16 48.38 2016-17 55.52 2017-18 60.96 2018-19 65.25 2019-20 83.80
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The present handling capacity of existing 12 dry cargo berths to handle non container dry cargo
including Barge Jetties, as assessed is 21 Million Tons. As against this, Dry cargo berths have handled
a Dry cargo to the tons of 29.84 MMT (excluding containerized cargo), which has resulted in berth
occupancy some times as high as 95% on almost all available days.
Thus, in view of the expected recovery in the economic growth of the country, steadily growing dry
cargo traffic at Kandla and over-utilized dry cargo handling infrastructure at Kandla Port, it is felt that
the additional facilities are required. Indicative quantitative analysis has been carried out through a
desk-based research by considering expected growth in traffic of dry cargo at Kandla and the allocation
of the same to existing and upcoming various dry cargo handling facilities at Kandla.
A gap of traffic projections and allocation to available facilities has been found as the indication of
requirement of the capacity addition through proposed project.
(iv) Demand-Supply gap.
Demand-Supply gap has been identified based on the traffic projection of Maritime Agenda announced by Ministry of Shipping and capacity additions envisaged by KPT. The comparison of traffic viz-a-viz port capacity and gap analysis for the same has been presented below:
(In MMTPA)
Year Traffic Projections (As per Maritime
Agenda) in MMTPA
Handling Capacity (As per existing and proposed
facilities at Kandla part in future) in MMTPA
Traffic – Planned Capacity Gap Analysis (in MMTPA)
2012-13 31.65 16.38 15.27
2013-14 37.82 22.88 14.94
2014-15 43.26 45.87 -2.61
2015-16 48.38 59.34 -10.96
2016-17 55.52 59.34 -3.82
2017-18 60.96 59.34 1.62
2018-19 65.25 59.34 5.91
2019-20 83.80 59.34 24.46
As there is huge amount of planned capacity additions, current positive demand supply gap turns negative
by 2014-15. However, the gap turns again positive quickly in two-three years time and finally widens to a
huge figure of over 24 MMTPA.
(v) Imports Vs. Indigenous Production
Not applicable for this project
(vi) Export possibility
Not applicable for this project
(vii) Domestic/export markets.
Not applicable for this project
(viii) Employment generation (Direct & Indirect) due to the project.
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The project would generate both direct and indirect type of employment opportunities. Project would
require the manpower for implementation as well as operation period which is a direct employment.
Moreover, the proposed project would enhance the indirect economic activity in the industries like basic
materials i.e., cement, steel, Logistics services, Transportation and many more.
3. PROJECT DESCRIPTION
(i) Type of project including interlinked and interdependent project, if any.
The project is a development of multipurpose (other than Liquid / Container Cargo) cargo terminal to be developed through PPP model on BOT basis. The project envisages developing a T-shaped jetty at Tuna off Tekra. There is no interlinked or interdependent project.
(ii) Location (map showing general location, specific location, and project boundary and project site layout) with coordinates.
Tentative location details are provided in Annexure A.
(iii) Details of alternate sites considered and the basis of selecting the proposed site. Particularly the environmental consideration gone into should be highlighted.
Not applicable for this project.
(iv) Size or magnitude of operation.
Size or magnitude of operation for the proposed project is envisaged by the capacity of the proposed project, i.e. 18 MMTPA in this case. In terms of estimated financial investment required to be made for the project is envisaged at Rs. 1400.92 Crores.
(v) Project description with process details (a schematic diagram / flow chart showing the project layout, components of the project etc. should be given).
The project components and other details can be referred in the drawing attached in Annexure A.
(vi) Raw material required along with estimated quantity, likely resource, marketing area of final product/s, mode of transport of raw material and finished products.
This is not applicable for the project.
(vii) Resource optimization / recycling and reuse envisaged in the project, if any, should be briefly outlined.
This is not applicable for the project.
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(viii) Availability of water its sources, energy / power requirement and sources should be given.
Water: The Gujarat Water Supply and Sewerage Board is responsible for developing and managing
various sources of water in the region. The important source of water is the 14.5 Million m3
capacity reservoir of Tapar Dam, besides a number of deep tube wells. Water is distributed to
Kandla area from high service reservoir near Bhachau through 18” dia. CI mains, after chlorination.
The capacities of the elevated water towers and underground reservoirs at Kandla are 1500 KL and
14000 KL respectively. The average daily consumption of water at Kandla area is estimated at
around 1300 kl. The position is improved to a great extent by tapping the source of water from
Sardar Sarovar Narmada Nigam Limited.
Power: The port receives Bulk power supply from PGVCL through seven 11 KV sub stations.
Besides, the port has two diesel generating sets to meet with emergency needs. A scheme is
presently under implementation to augment the power supply to 66 KV and to provide necessary
infrastructure for receiving Bulk supply, stepping down and distribution.
(ix) Quantity of wastes to be generated (liquid and solid) and scheme for their management / disposal.
This is not applicable for the project.
(x) Schematic representation of the feasibility drawing which give information of EIA purpose.
The project drawing has been attached as Annexure A.
4. SITE ANALYSIS
(i) Connectivity
Airway The national airlines operate daily flights through the district headquarters at Bhuj which lies 67 Km
from Kandla Port.
Railway Broad gauge(BG) tracks directly connect the Port at New Kandla with the principal cities of Bombay,
Ahmadabad, Surat, Baroda, etc., and also Delhi, Punjab and Haryana through the route
Ahmadabad-Ratlam- Kota - Mathura to Delhi. The second route is via Palanpur - Ajmer to Delhi.
Apart from this, the existing meter gauge line from Bhildi to Samdari has been converted to BG,
which provides direct link to Jodhpur in Rajasthan & Bhatinda in Punjab and reduces the reach to
Hinterland by 118 Km.
Road Kandla is connected to the National Highway grid system through NH 8A coming from Mumbai via
Ahmedabad and Morbi and terminates at the Port. All main gates of cargo jetty complex as well as
oil jetty complex are directly connected to N. H. 8 A by four lane wide roads.
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The city of Gandhidham where the Port Administrative Office and the main staff colony are located,
also lies on NH 8A about 13 Km. from the Port. The port enjoys fully developed road network, both
in and around the Port area to facilitate faster movement of cargo.
• Asphalted Road Network - 30 KMS.
• Concrete Road Network - 30 KMS.
(ii) Land form, land use and land ownership.
Land is under ownership of Kandla Port.
(iii) Topography (along with map).
The site selected lies adjacent to the proposed dry bulk terminal at Tuna off Tekra. The master plan for Kandla Port trust showing topographic details will be provided by KPT.
(iv) Existing land use pattern (agriculture, non-agricultural, forest, water bodies [including area under CRZ]), shortest distance from the periphery of the project to periphery of the forest, national park, wild life sanctuary, eco sensitive areas, water bodies (distance from the HFL of the river), CRZ. In case of notified industrial area, a copy of the Gazette notification should be given.
Existing land use is port operations (non agricultural).
(v) Existing infrastructure.
There is no existing infrastructure developed at the project site.
(vi) Soil classification.
The sub-soil profile is shown in the diagram below:
AVERAGE GROUND R.L. (+) 3.60 wrt CD RL (m) LOG STRATA DESCRIPTION 4.00
Very soft to soft grayish clay
3.00 2.00 1.00 0.00 -1.00 -2.00
Loose grayish Silty Sand -3.00 -4.00 -4.80 -5.00
Highly Weathered Sand Stone -6.00 -7.00 -8.00 -8.80 -9.00 Highly Weathered BASALT
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-10.00 -11.00 -12.00 -13.00 -14.00 -15.00 -16.00 -16.80
Layer 1: Grey Very soft to soft grayish clay – First layer of subsurface profile is grey very soft
to soft silty clay. It is present in the bore holes immediately below the sea bed. The lower
boundary of this layer was encountered between RLs of -0.1 m and -0.3 m. The ‘N’ values
generally varied between 1 and 3. These ‘N’ values indicate very soft to soft consistency of the
clay layer.
Layer 2: Loose silty sand – Second layer of the subsurface profile is loose silty sand. The lower
boundary of this layer was encountered at a depth of -4.80 m. The SPT values varied from 6 to
7. The range of N indicated loose relative density of the granular strata.
Layer 3: Highly weathered sand stone – Third layer of subsurface profile is highly weathered
sand stone. This layer is present below the layer no. 2. Thickness of this layer ranged between
4.00 m to 5.00 m.
Layer 4: Highly weathered find grained basalt – Fourth layer of subsurface profile is highly
weathered find grained basalt. The boreholes were terminated in this layer at RL 16.80 m.
(vii) Climatic data from secondary sources
Tidal Conditions
Tides at Tuna are semi-diurnal in character. The tidal heights with respect to port Chart Datum
is presented in the table below. The oceanographic parameters viz., wind wave and currents
are considered based on the data/information available off Mundra from published Literature
and reports.
Maximum observed tide + 6.4 m
Mean High Water Spring
(MHWS) + 5.8 m
Mean High Water Neap + 4.6 m
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(MHWN)
Mean Sea Level (MSL) + 3.4 m
Mean Low Water Neap
(MLWN) + 2.1 m
Mean Low Water Spring
(MLWS) + 1.0 m
Minimum observed tide 0.0 m
Mean storm surge 2.0 m
Waves
Nakti Creek is protected from wave disturbances by a number of shoals at its outfall into the gulf. This
provides the setting for a basin with absolute tranquility. The creek provides calm waters round the year for
easy movement of Barges. Thus, Tuna has the advantages of becoming an all-weather Port. The high
amplitude tides coupled with a large storage area has resulted in high flushing velocities inside. This has
helped in cleansing of the navigational channels, thus providing minimum siltation. Outside in the gulf, the
complex flow phenomenon has given rise to a number of shoals, which are dynamic in nature. The Barge
Port of Tuna is approached through the channel starting from the Outer Tuna Buoy. Barge movements are
normally confined to the high tides. The Port region is free from any significant wave disturbances.
Silt and Salinity
Silt charge and salinity observations were carried out during dry and monsoon months in April and
September 1983 at locations east and west of Kandla Creek and at two stations in the Gulf of Kutch. The
waters of the Creek are heavily silt charged, the range being 1 to 3 ppt. The Creek waters have a salinity
ranging from 23 to 25 ppt.
Temperature and Humidity
The climate of Kandla Port is generally tropical and dry. The air temperature varies from less than 100 C in
winter to about 440 C in summer. The mean, maximum and minimum temperature observed in the different
months at Kandla is presented in the table below:
Months Range of max. Temperature
Mean of max. Temperature
Range of min. Temperature
Mean of min. Temperature
January 27.8 – 23.3 25.2 16.0 – 9.7 13.0
February 32.1 – 24.1 27.5 18.0 – 12.0 15.5
March 34.7 – 24.1 32.0 22.5 – 12.0 20.2
April 38.6 – 29.4 34.6 26.0 – 18.5 23.5
May 41.9 – 32.6 35.9 28.5 – 23.5 25.7
June 38.6 – 31.1 35.0 29.5 – 24.0 25.4
July 34.6 – 26.8 32.4 28.5 – 24.0 25.4
August 33.1 – 29.1 30.7 26.5 – 24.4 24.5
September 40.1 – 31.1 33.3 25.5 – 23.5 24.5
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October 37.2 – 31.6 34.2 25.7 – 21.0 23.1
November 37.6 – 25.5 32.4 24.5 – 14.5 20.2
December 30.5- 20.6 25.6 18.2 – 7.8 13.5
Kandla region is fairly dry; only July, August and September are humid months. The range of maximum
relative humidity varies from 0% to 100%, whereas minimum values vary between 0 and 30%, except
during July, August and September, when minimum values vary between 25% and 50%.
Rainfall
Rainfall in Kandla is very low. Between January and April, there is normally no rainfall. Rainfall generally
remains confined between June end and mid September. During the remaining months, the rainfall is
scanty. The annual average rainfall is around 200mm only.
Wind Conditions
From long term observation of wind velocities and directions, following inferences can be made:
January The predominant direction is between NNE and NNW with speed range normally between 12 and 19 Km/hr. which may exceed for about 10 % of the time.
February
The direction changes from NNE and SSW, but predominantly between WSW and SSW. The wind speed from SSW varies between 12 and 39 km/ hr. for 15 % of the time and for rest of the time it generally varies between 12 and 19 Km/ hr.
March
The direction lies between NNW and SSW, but predominantly between WSW and SSW. The wind speed from SSW varies between 12 and 39 km/ hr. for 15 % of the time and for rest of the time it generally varies between 12 and 19 Km/ hr.
April to June The direction for wind is between WSW and SSW. The wind speed reaches a maximum of 39 km/ hr. except in July, when the speed may exceed the range.
October The direction of wind changes from SSW to NNW. Wind speed ranges between 12 and 19 km/ hr. but the limit may exceed for 10 % of the time.
Nov. & Dec. The predominant direction is between NNE and NNW and the speed is between 12 and 19 km/hr.
Storms and Cyclones
Kandla port is not generally affected by cyclonic storms. During June 1998, a severe cyclonic storm, which
passed over Kandla Port with a wind speed of 150 km/hr., resulting in high tidal waves of 10.5 m with
strong current, caused extensive damages to the Port installations, crafts and human lives.
5. PLANNING BRIEF
(i) Planning concept (type of industries, facilities, transportation, etc.) town and country planning/development authority classification.
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The basic concept of the proposed project revolves around developing a T-shaped jetty with vessel
berthing facility which can accommodate the vessels like Panamax and Post-Panamax for handling
of multipurpose cargo. Further, the project concept includes the appropriate cargo/material
handling, storage and other support infrastructure like water, power, drainage, lighting, fire
fighting, etc.
Other details regarding town and country planning / development authority classification is not
applicable for the project.
(ii) Population projection.
No population projection as it is port operation facility.
(iii) Land use planning (breakup along with green belt, etc.)
Not Applicable
(iv) Assessment of infrastructure demand (physical and social).
Not Applicable
(v) Amenities / facilities
The broad facility plan includes the facilities like jetty structure, approach trestle, back up area
and support infrastructure facilities like water, power, drainage and fire-fighting systems.
6. PROPOSED INFRASTRUCTURE
(i) Industrial area (processing area)
Not Applicable
(ii) Residential area (non processing area).
There is no proposed residential area as part of this project.
(iii) Green belt.
Details would be ascertained in later stages.
(iv) Social infrastructure.
There is no proposed social infrastructure as part of this project. Details would be ascertained in later stages.
(v) Connectivity (traffic and transportation road / rail / metro / water ways etc).
The proposed site located on National Highway 8A and is well connected to Gandhidham and Kandla Port and Tuna Port. Moreover, a project is under the advanced stage of planning for providing rail connectivity up to Tuna port.
(vi) Drinking water management (source and supply of water).
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The Gujarat Water Supply and Sewerage Board is responsible for developing and managing various sources of water in the region. The important source of water is the 14.5 Million m3 capacity reservoir of Tapar Dam, besides a number of deep tube wells. Water is distributed to Kandla area from high service reservoir near Bhachau through 18” dia. CI mains, after chlorination. The capacities of the elevated water towers and underground reservoirs at Kandla are 1500 kl. and 14000 kl., respectively. The average daily consumption of water at Kandla area is estimated at around 2000 kl. The position is improved to a great extent by tapping the source of water from Sardar Sarovour Narmada Nigam Limited.
(vii) Sewerage system.
Not Applicable
(viii) Industrial waste management.
Not Applicable
(ix) Solid waste management.
Details would be ascertained in later stages.
(x) Power requirement and supply / source.
The port receives Bulk power supply from PGVCL through its 66 KVA sub stations and has 11 KV
substation giving power supply to the various other cranes and installations. Besides, the port has two
diesel generating sets to meet with emergency needs. Kandla Port Trust is a distribution Licensee for
power and distributes power to the various users of Kandla.
7. REHABILITATION AND RESETTLEMENT (R & R) PLAN
(i) Policy to be adopted (central / state) in respect of the project affected persons including home outsees, land outsees and landless labours (a brief outline to be given).
Not applicable
8. PROJECT SCHEDULE AND COST ESTIMATES
(i) Likely date of start of construction and likely date of completion (time schedule for the project to be given)
Proposed time schedule for the project would span over the five years from award of the concession (five years with two phases of two & a half years each).
(ii) Estimated project cost along with analysis in terms of economic viability of the project.
It is estimated that project cost shall be around Rs. 1251 Crores. For block estimated, please refer to Annexure B. The project is found to be financial viable based on the preliminary estimates as mentioned below:
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Pre-tax Post-tax
Project IRR 16.03% 13.50%
Equity IRR 17.40% 14.03%
NPV in Rs Crores 826.94 Cr. 362.71 Cr.
Average DSCR 1.32
9. ANALYSIS OF PROPOSAL (FINAL RECOMMENDATIONS)
(i) Financial and social benefits with special emphasis on the benefit to the local people including tribal population, if any, in the area.
Financial Benefits of project.
I. To Kandla Port Trust 1. Increased cargo handling capacity due to fast cargo movement by Road & Rail. 2. Reducing congestion at Kandla port.
II. To Local community 1. Indirect economic activity for nearby areas. 2. More employment opportunities for local people.
Social Benefits of project. To Local community A. Public image of Kandla port would get enhanced as the world class port facility with most
modern infrastructure.
B. With modernisation and expansion of Kandla port, more economic opportunities would be created (both in formal and informal sector) for Local community.
C. Increase in business activity will bring in prosperity in hinterland, which consequently would bring better access to social and physical infrastructure.
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ANNEXURES
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Annexure - A – Project Site Location
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Annexure – B – Project Capital Cost Estimates
Sr.
No.
Description Qty Rate Unit Amount Misc TOTAL
Part-A (Civil Work)
1 Cost of Jetty (750M X 60M) 45000 55900 Sq. M.
2,515,500,000.00
125,775,000
2,641,275,000
2 Cost of RCC Pile Approach (2250M X 24M) 54000 28800 Sq. M.
1,555,200,000.00
77,760,000
1,632,960,000
3 Cost of Rock Bund Approach (900M X 30 M) 27000 4500 Sq. M.
121,500,000.00
6,075,000
127,575,000
4 Cost of Backup Area Development 102.00 5858800 Ha
597,597,600.00
29,879,880
627,477,480
5 Dredging Cost 10712221.00 200 cum
2,142,444,200.00
2,142,444,200
6 Cost of Road connectivity (2500M X 7.30M) 2500 30000 Rmt
75,000,000.00
3,750,000
78,750,000
7 Rail over bridge over AKBTL Rly line 1 280,000,000 Each
280,000,000.00
14,000,000
294,000,000
8 Cost of facilities creation in Back-up area
-
9 Bagging plant 300 x 50 m Civil work 15000 15000 M2
225,000,000.00
11,250,000
236,250,000
10 Cost of silo's 5000MT capacity inc. civil worl 5 14000000 Nos.
70,000,000.00
3,500,000
73,500,000
11 Cost of storage shed 800 x 50 m 40000 14000 M2
560,000,000.00
28,000,000
588,000,000
12 Cost of SWD & Cable trench 16575 10000 Rmt.
165,750,000.00
8,287,500
174,037,500
13 Cost of 100 M.T. Weigh Bridges (Civil work) 16 900000 Nos.
14,400,000.00
720,000
15,120,000
14 Computerized data management system, Acces control,
CC TV, Networking etc
L.S.
200,000,000.00
10,000,000
210,000,000
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15 RCC custom fencing wall 4100 15000 Rmt.
61,500,000.00
3,075,000
64,575,000
16 Fire Fighting & Water Supply line 30750 3500 Rmt
107,625,000.00
5,381,250
113,006,250
17 Enviorment Measures L.S.
10,000,000.00
500,000
10,500,000
18 Buildings 1000 15000 Sq. M.
15,000,000.00
750,000
15,750,000
Civil Total
Part-B (Mechanization Work)
1 Conveyor Belt of 7.5m/s rated (2500 MT/Hr ) 01 Nos. X
3500 M
3500 350000 Rmt.
1,225,000,000.00
61,250,000
1,286,250,000
2 Bagging plant 300 x 50 m Mechanization work L.S.
100,000,000.00
5,000,000
105,000,000
3 Cost of 100 M.T. Weigh Bridges (Michanical work) 16 900000 Nos.
14,400,000.00
720,000
15,120,000
4 Mobile Harbour Cranes (60 T) *8 8.00 Nos. 233134098.75
1,865,072,790.00
93,253,640
1,958,326,430
5 Fork Lift 30 MT 12.00 Nos. 12752000.00
153,024,000.00
7,651,200
160,675,200
6 Fork Lift 35 MT 12.00 Nos. 15940000.00
191,280,000.00
9,564,000
200,844,000
7 Payloader 10 MT 12.00 Nos. 4015000.00
48,180,000.00
2,409,000
50,589,000
8 Hitachi of 200 Tonnes 8.00 Nos. 4670354.00
37,362,832.00
1,868,142
39,230,974
9 Hitachi 350 T 8.00 Nos. 8022504.00
64,180,032.00
3,209,002
67,389,034
10 Dumpers 20 MT 32.00 Nos. 2740095.00
87,683,040.00
4,384,152
92,067,192
11 Trailers 32.00 Nos. 2640095.00
84,483,040.00
4,224,152
88,707,192
12 Trucks 32.00 Nos. 2340095.00
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74,883,040.00 3,744,152 78,627,192
13 Timber Grabs 8.00 Nos. 6359846.00
50,878,768.00
2,543,938
53,422,706
14 Fork for payloaders 24.00 Nos. 250000.00
6,000,000.00
300,000
6,300,000
15 Payloaders for storage area (10 MT) 12.00 Nos. 4015000.00
48,180,000.00
2,409,000
50,589,000
Part-C (Electrification Work)
1 Cost of 11 KV Power Transmission line from KASEZ ( 18
Km.) incl. High Mast Tower, Civil work & 11 KV line
18000 15000 Rmt.
270,000,000.00
13,500,000
283,500,000
2 Electrification in back-up area L.S.
10,000,000.00
500,000
10,500,000
3 Electrick Sub-station 4 9000000 Nos.
36,000,000.00
1,800,000
37,800,000
Mechanical Total
Part-D (Rail Connectivity)
1 Cost of Rail connectivity (3000M BG line) 3000 50000 Rmt
150,000,000.00
7,500,000
157,500,000
2 Cost of Rail Sidings in Back-up area (1000M five Tracks
= 5000 M)
5000 42200 Rmt
211,000,000.00
10,550,000
221,550,000
Railway Total
13,444,124,342.00
565,084,007
14,009,208,349
Say Rs.(Crore) 1,344.41 56.51 1401
Total 1,401.00