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PRE-FEASIBILITY REPORT FOR REVISED
MASTER PLAN OF DHAMRA PORT
2016
January 2016
Pre-Feasibility Report for Revised Master Plan of Dhamra
2
CLIENT Dharma Port Company Ltd.
PROJECT Dhamra Master Plan
TITLE Pre-feasibility Report On Revised Master Plan for Dhamra Port
DOCUMENT NO. 2351-E-GEN-GEN-DG-R-1-001 REV.
NO. 7
NOTES
Revised as per mail from environment team on date 05 / 01 / 2016.
REV. DATE Description Prepared by Reviewed by Approved by
0 25 / 11 / 2015 For Information GJ /TR / NS SS / JB RMB
1 11 / 12 / 2015 For Information TR / NS SS / JB RMB
2 15 / 12 / 2015 For Information TR / NS SS / JB RMB
3 16 / 12 / 2015 For Information TR / NS SS / JB RMB
4 24 / 12 / 2015 For Information TR / NS SS / JB RMB
5 26 / 12 / 2015 For Information TR / NS SS / JB RMB
6 01 / 01 / 2016 For Information TR / NS SS / JB RMB
7 05 / 01 / 2016 For Information TR / NS SS / JB RMB
This Document is the property of DPCL. It should not be used, copied or reproduced without their written permission.
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Contents 1 EXECUTIVE SUMMARY .................................................................................................................................. 7
1.1 Introduction............................................................................................................................................. 7
1.1.1 Background......................................................................................................................................... 7
2 INTRODUCTION OF PROPOSED MASTER PLAN FACILITIES ...................................................................... 9
2.1 Project Identification .............................................................................................................................. 9
2.2 Project Brief ............................................................................................................................................ 9
2.2.1 Phase - I Development (Existing Development) .......................................................................... 9
2.2.2 Phase - II Expansion .................................................................................................................... 10
2.2.3 Traffic forecast ............................................................................................................................ 13
2.2.4 Project Importance and Need .................................................................................................... 13
2.2.5 Employment generation.............................................................................................................. 14
3 Project Description ...................................................................................................................................... 15
3.1 Location of Project ............................................................................................................................... 15
3.2 Size / Magnitude of the Project ........................................................................................................... 16
3.2.1 Design size vessel ........................................................................................................................ 16
3.2.2 Conceptual Layout Planning ...................................................................................................... 16
3.3 Project description and Process .......................................................................................................... 16
3.4 Water and Power Availability ............................................................................................................... 16
3.4.1 Water Availability ........................................................................................................................ 16
3.4.2 Power Availability ........................................................................................................................ 18
3.5 Requirement of Basic Raw Material .................................................................................................... 18
3.6 Schematic Representation of Feasibility Drawing ............................................................................. 18
4 Site Analysis ................................................................................................................................................. 19
4.1 Connectivity .......................................................................................................................................... 19
4.1.1 Road connectivity ....................................................................................................................... 19
4.1.2 Railway connectivity ................................................................................................................... 19
4.2 Land Form, Land use and Land Ownership ......................................................................................... 21
4.2.1 Land Use ...................................................................................................................................... 21
4.2.2 Land Ownership ........................................................................................................................... 22
4.3 Topographic Features .......................................................................................................................... 23
4.4 Existing Land use Pattern .................................................................................................................... 23
4.5 Soil Classification .................................................................................................................................. 23
4.6 Climate Data .......................................................................................................................................... 23
4.6.1 Temperature ................................................................................................................................ 24
4.6.2 Cyclones ....................................................................................................................................... 24
4.6.3 Tsunami ........................................................................................................................................ 25
4.6.4 Wind.............................................................................................................................................. 25
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4.6.5 Tides ............................................................................................................................................. 25
4.6.6 Currents ....................................................................................................................................... 26
4.6.7 Waves ........................................................................................................................................... 26
4.6.8 Littoral Drift ................................................................................................................................. 27
4.6.9 Seismic Conditions ...................................................................................................................... 27
4.7 Social Infrastructure ............................................................................................................................. 28
5 Planning Brief ............................................................................................................................................... 29
5.1 Planning Concept ................................................................................................................................. 29
5.1.1 Navigational...................................................................................................................................... 29
5.1.2 Protection against Waves ........................................................................................................... 30
5.1.3 Navigation Channel Dimensions ................................................................................................ 30
5.1.4 Maneuvering Area ....................................................................................................................... 32
5.1.5 Dredging and Reclamation ......................................................................................................... 33
5.1.6 Berthing Area Dimensions .......................................................................................................... 33
5.1.7 Navigational Aids......................................................................................................................... 34
5.1.8 Harbour Crafts ............................................................................................................................. 36
5.1.9 Berth Requirements .................................................................................................................... 37
5.2 Land use Planning................................................................................................................................. 39
5.2.1 Coal - Import ................................................................................................................................ 40
5.2.2 Coal / Iron Ore - Export ............................................................................................................... 41
5.2.3 Multipurpose Material Import / Export ...................................................................................... 42
5.2.4 Liquid Terminal: Storage and Handling ..................................................................................... 43
5.2.5 LNG Handling ............................................................................................................................... 46
5.2.6 LPG Handling ............................................................................................................................... 47
5.2.7 Container Terminal ...................................................................................................................... 48
5.2.8 Transloading Facility ................................................................................................................... 51
5.2.9 Barge Loading Facility ................................................................................................................ 51
5.2.10 Internal Roads .............................................................................................................................. 51
5.2.11 Railway Works .............................................................................................................................. 52
5.3 Amenities / Facilities ............................................................................................................................ 54
5.3.1 Communications & Automation Facilities ................................................................................. 54
5.3.2 Water Supply ................................................................................................................................ 54
5.3.3 Power Supply ............................................................................................................................... 55
5.3.4 Dust Suppression System ........................................................................................................... 56
5.3.5 Wastewater Management .......................................................................................................... 56
5.3.6 Buildings ...................................................................................................................................... 57
5.3.7 Fire-Fighting Facilities ................................................................................................................ 59
6 Proposed Infrastructure .............................................................................................................................. 63
6.1 Industrial Area ....................................................................................................................................... 63
6.2 Residential Area .................................................................................................................................... 63
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6.3 Greenbelt development and water harvesting ................................................................................... 63
6.4 Proposed Social Infrastructure ............................................................................................................ 63
6.5 Connectivity .......................................................................................................................................... 63
6.6 Drinking Water Management ............................................................................................................... 63
6.7 Drainage and Sewage System ............................................................................................................. 63
6.8 Power Requirement and Supply / Source ........................................................................................... 64
7 Rehabilitation and Resettlement ................................................................................................................ 65
8 Project Schedule and Cost Estimation ....................................................................................................... 66
8.1 Project Schedule ................................................................................................................................... 66
8.2 Cost Estimation ..................................................................................................................................... 66
9 Analysis of Proposal (Financial & social benefits to the locals) ............................................................... 68
List of Tables
Table 2-1 Cargo Handling Capacity for the revised Master Plan 11
Table 2-2 Berth details for the revised Master Plan 12
Table 2-3 Phase wise Traffic Forecast in MMTPA 13
Table 2-4 Direct and Indirect Employment Generation (For 30 year Plan) 14
Table 3-1 Design Vessel Size 16
Table 3-2 Water consumption and sewage/effluent generation for Revised Master plan 17
Table 4-1 Status of usable land of Port boundary 22
Table 4-2 Revised Land use Break up for Master Plan 22
Table 4-3 Tidal Data of Dhamra 25
Table 4-4 Extracted wave height in m for 10% Exceedance 26
Table 4-5 Extracted wave height in m for 1% Exceedance 26
Table 5-1 Dredged depth of Proposed channel (For 5 year Plan) 32
Table 5-2 Proposed cargo-handling rates at the port 37
Table 5-3 Proposed Parcel Size of Cargo 38
Table 5-4 Proposed Berth Capacity & Length 39
Table 5-5 Cargo specification for Import bulk Cargo 40
Table 5-6 Cargo specification for Export bulk Cargo 41
Table 5-7 List of the Codes for Liquid Terminal 45
Table 5-8 Dwell time for different Container Yards 49
Table 5-9 Stack Height for different Container Yards 49
Table 5-10 Storage Area Calculations for Container – Dhamra Southern side of Port 50
Table 5-11 List of the Buildings with area summary 58
Table 8-1 Capital Cost for proposed Development 66
List of Figure
Figure - 1 Location of Dhamra Port 15
Figure - 2 Route of existing raw water pipeline 17
Figure - 3 Layout showing Road and Railway Connectivity to Port 20
Figure - 4 Salient Features of Study Area 21
Figure - 5 Tracks of cyclones & depressions crossed Odisha coast during 2000-07 24
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Figure - 6 Wind Rose diagram 25
Figure - 7 Seismic Zoning Map of Odisha 27
Figure - 8 Typical Cross Section of Approach Channel 31
Annexures
Annexure – A: Layout Drawings
A1 – Phase – II expansion Layout Map (MoEF Approved)
A2 – Immediate Development Layout
A3 – Revised Master Plan (first 5 years)
A4 Sheet 1 – Overall Master Plan (30 years)
A4 Sheet 2 – Revised Master Plan (30 years)
A5 – Land Use Plan
Annexure – B: Sub Soil Investigation Report
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1 EXECUTIVE SUMMARY
1.1 Introduction
As a part of major initiative to propel the economic growth, the Government of Odisha (GoO) is
aggressively working on the improvement of the import/export capabilities of the sea ports
along the coast of the Odisha State.
1.1.1 Background
Odisha has a rich maritime heritage with a coastline of 480 km and with historic trade links to
Southeast Asian islands, Sri Lanka, Burma, etc. The coastal state had a number of ancient
ports and Dhamra port is only a part of that legacy. While many of the ancient ports were
forgotten with the time, this port was vibrant even during the British Raj and was an important
link for trade and commerce between Bengal, Odisha and the South East Asia.
Dhamra has a vast hinterland generating cargo. Exports and imports of food grains, mineral
sands, raw materials, finished goods, fertilizers, edible oils and petroleum products, by the
large industrial houses located in the hinterland offer long term potential for cargo. In view of
this, the state of Odisha had decided to expand the existing minor port at Dhamra in to a full-
fledged all weather multi-user port. The state decided to develop the port on a public-private
partnership (“PPP”) mode based on the pre-feasibility study performed to explore possibilities
of expansion of the existing port at Dhamra.
The Consent to establish (NOC) for Phase I development project was obtained from Odisha
Pollution Control Board, under section 25 of Water (Prevention and Control of Pollution) Act,
1974 and section 21 of Air (Prevention and Control of Pollution) Act, 1981 vide OPCB Office
Memorandum No. 12096 dated 17th
September, 1998. Ministry of Surface Transport (MoST),
Government of India accorded the environmental clearance for expansion of Dhamra port
project vides their Office Memorandum No. PD/26017/8/98-PDZ (CRZ) dated 4th
January,
2000. DPCL has implemented Phase I facility consists of Coal, Iron Ore and Lime Stone
handling facilities and same was commenced by May, 2011.
Further to the Phase I development; DPCL has proposed Phase II expansion of Dhamra Port.
Phase II expansion includes development of 11 additional berths plus 1 barge loading facility
and one transloading facility to handle dry bulk cargo, liquid cargo, LNG, container and other
clean cargo. The Consent to establish (NOC) for Phase II expansion project was obtained from
Odisha Pollution Control Board, vide order no. 2615-IND-II-NOC-5659 dated 19.02.2013.
Ministry of Environment & Forest (MoEF), Government of India accorded the environmental
and CRZ clearances for Phase II expansion of Dhamra port project vide their letter no. F. No.
11-104/2009-IA.III dated 1st
January, 2014.
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In the revised Master Plan development, total 35 berths are proposed which include 2 existing
operational berths; 1 under construction berth (as per MoEF & CC approval). In addition to that
independent port craft facilities are also proposed. Total cargo handling capacity will be 314
MMTPA. Average dredge depth at berths will be (-) 20.5 m CD. The layout maps showing
project plan of various phases are enclosed as Annexure – A4 sheet 1.
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2 INTRODUCTION OF PROPOSED MASTER PLAN FACILITIES
2.1 Project Identification
Dhamra port has a significant locational advantage over its counterparts on the eastern coast.
The mineral heartlands of the country (Odisha, Jharkhand, Chhattisgarh and West Bengal) are
in close proximity to Dhamra port. Number of steel plants, thermal power plants and mineral
based industries are located in these states and many more are proposed.
The dedicated railway link developed by the port provides connectivity to Howrah - Chennai
main railway line which offers an efficient and cost effective supply chain/ value proposition
to the local importers and exporters in the states of Odisha, Chhattisgarh and Jharkhand. It
will also serve as an alternative gateway to ports on the west coast of India for trade between
North East India and Asia.
The Dhamra Port revised master plan comprises of the construction of total 35 berths, such as
barge handling berths, one mooring facility for trans-loading operations, liquid berths,
container and break bulk/clean/general cargo berths. LNG, LPG berths and reclamation of
approximately 1075.7 ha area and development of associated back up facilities.
2.2 Project Brief
The existing port is located to the North of Dhamra River mouth. The site provides full and
natural protection for a tranquil harbour where no breakwater is required.
2.2.1 Phase - I Development (Existing Development)
DPCL has implemented Phase-I development of port with two fully mechanized berths of 350
m each along with backup facilities for handling of Coal, Iron Ore and Lime Stone which
commenced commercial operations in May, 2011. The features of Phase-I development of port
are as follows.
Cargo handling capacity – 25.0 MMTPA
Land area – 234 ha
700 m long Jetty with two berths and dredged depth in berth pocket is (-) 19 m CD
18 km long navigation channel as described below
o Outer channel 240 m wide and (-) 18.3 m CD dredged depth
o Inner channel 170 m wide and (-) 17.5 m CD to (-) 17.0 m CD dredged depth
o Turning circle of 600 m diameter with (-) 17.0 m CD
o Berth pockets dredged depth up to (-) 19.0 m CD
Bulk Material Handling System such as Covered Conveyors, Wagon tippler complex,
Stacker and Reclaimer, Ship Loaders and Unloaders, Silo (rapid loading facility)
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Stack Yards for Coal, Limestone and Iron Ore
Dust suppression system
Water/wastewater Treatment facilities
Storm Water Drainage System
Relevant infrastructure to support port operation including connectivity.
2.2.2 Phase - II Expansion
DPCL has now obtained the Environment & CRZ clearance vide letter dated 1st
January, 2014
for Phase – II expansion of port which consists of material handling area, cargo storage area,
operational and utility area, internal connectivity, drainage, greenbelt and buildings etc. . Total
11 additional berths plus 1 barge loading facility and one transloading facility to handle
container, coal, iron ore, liquid, LNG and other cargos with a cumulative capacity of 71.3
MMTPA cargo and 1 million TEU’s of containers in addition to additional throughput at the
barge and transloading facility are approved.
Other features include dredging at proposed berthing areas, channel widening and deepening
and for reclamation, development of cargo storage areas, tanks farms for storage of Crude oil,
Naphtha, POL, LNG / LPG and External road connectivity along the 62.5 km rail alignment from
Bhadrak to Dhamra Port Internal road/rail connectivity in the expansion area. The layout map
showing Phase II expansion is enclosed as Annexure – A1.
Development of Revised Master Plan
For the integrated development plan for Dhamra port it is important to utilize the maximum
marine development potential. Therefore based on the future Cargo projections and business
requirement of the hinterland, DPCL has decided to revise master plan for the Dhamra port.
Marine structures of the port will be developed with the flexibility to handle various cargos.
Type of berth and type of cargo is a commercial and business requirement. So master plan is
revised with those flexibilities to accommodate berths as multi-purpose. Revised master plan
will consist of berths at various locations, material handling area, cargo storage area,
operational and utility area, internal connectivity, drainage, greenbelt and various utilities and
amenities.
2.2.2.1 Immediate Development Plan
In addition to existing 2 berths, 3 additional bulk berths; 1 LNG / LPG / PoL berth, 1 LNG /LPG
berth, 1 Container berth and barge facilities along with backup facilities and independent port
craft facilities, conveyor systems, drainage, water supply, electrical works, internal roads,
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railway works and other utilities and amenities will be developed to accommodate dry bulk
cargo, multipurpose cargo and LNG / LPG cargo. Total cargo handling capacity will increase
from existing 25 MMTPA to approximately 99.6 MMTPA.
The layout map showing immediate development plan based on Phase II expansion is enclosed
as Annexure – A2.
2.2.2.2 Revised Master Plan (First 5 years)
In addition to 2 existing operational berths, additional 14 berths are proposed as part of
revised master plan for first five years. Total cargo handling capacity will be approximately
169.5 MMTPA. Average dredge depth at berths will be (-) 20.5 m CD. For easy evacuation of
cargo, a new rail, road and utilities corridor (12 km x 125 m wide) is proposed from Northern
side development of Dhamra Port. Tentative alignment of corridor is shown in Master Plan.
However, feasibility of alignment of proposed corridor will be checked during detailed study.
This corridor will connect Dhamra port with existing rail-road corridor near Bansada, Bhadrak.
The layout map showing revised master plan (first 5 years) is enclosed as Annexure – A3.
2.2.2.3 Revised Master Plan (30 years)
Total 35 berths are proposed as part of revised master plan including 2 existing berths. In
addition to that independent port craft facilities are also proposed. Total cargo handling
capacity will be approximately 314 MMTPA. Average dredge depth at berths will be (-) 20.5 m
CD. The layout map showing revised master plan is enclosed as Annexure – A4.
Table 2-1 Cargo Handling Capacity for the revised Master Plan
Sr. no.
Cargo type Cargo mix Estimated Cargo
handling Capacity (MMTPA)
1 Dry bulk
cargo
Coal / Iron ore / limestone / Mines & Minerals &
Other dry bulk 159
2 Multipurpose
& General Cargo
Fertilizers and raw materials for manufacture of fertilizer / food grains / sugar / clinker / cement / Project cargo / timber & wood / machines/ Iron
steel products / Break Bulk etc.
47
3 Container Container 4.66
(in mTEU) 1 TEU = 14 MT
4 Liquid and
Gas
Crude oil / Naphtha / POL / LPG / LNG / Ammonia / Chemicals / Phosphoric Acid / motor spirit /
Kerosene / Aviation fuel / High speed diesel / Lubricating oil / Butane / Propane / CNG / Furnace
Oil / Low sulphure heavy stock / Edible oil
42
Grand total (1 + 2 + 3 +4) 314
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Table 2-2 Berth details for the revised Master Plan
Sr. no.
Berth No.
Berth Length
(m)
Cargo handling Capacity (MMTPA)
Phase 1 (MoEF
approved)
Revised Master plan
MoEF approved
New proposal
Immediate development
First 5 year plan
30 year plan
1 B1 350 12 Bulk Berth
2 B2 350 13 Bulk Berth
3 B3 384 15 Bulk Berth 4 B3A 384 17 Bulk Berth
5 B4 410 17 Bulk Berth
6 B5 350 17 Bulk Berth
7 B6 355 17 Bulk Berth
8 B7 355 17 Bulk Berth
9 B8 355 17 Bulk Berth
10 B9 405 17 Bulk Berth
11 B10 350 0.72 mTEU* Container
12 B11 300 0.72 mTEU* Container
13 B12 350 0.72 mTEU* Container
14 B13 430 0.83 mTEU* Container
15 B14 300 0.83 mTEU* Container
16 B15 430 0.83 mTEU* Container
17 B16 350 4.5 Multipurpose
/ Liquid
18 B17 350 4.5 Multipurpose
/ Liquid
19 B18 300 4.5 Multipurpose
/ Liquid
20 B19 400 4.5 Multipurpose
/ Liquid
21 B20 400 4.5 Multipurpose
/ Liquid
22 B21 345 4.5 Multipurpose
/ Liquid
23 B22 300 4.5 Multipurpose
/ Liquid
24 B23 205 4.5 Multipurpose
/ Liquid
25 B24 240 4.5 Multipurpose
/ Liquid
26 B25 350 4.5 Multipurpose
/ Liquid
27 B26 320 4.5 Multipurpose
/ Liquid
28 B27 260 4.5 Multipurpose
/ Liquid
29 B 28 495 10 LNG/LPG /
PoL
30 B 29 495 10 LNG / LPG
(2.5 MMTPA) LNG / LPG
(7.5 MMTPA)
31 B 30 134 3 Barge
32 B 31 170 3 Barge
33 B 32 167 3 Barge
34 B 33 161 3 Barge
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35 B 34 250 3 Transloading
36 TB 1 100 -
Port Craft Berth (for 4
tugs)
37 TB 2 100 -
Port Craft Berth (for 4
tugs)
Total** 11,750 m 314 MMTPA
2 Nos Berths (25 MMTPA)
11 Nos Berths (99.6
MMTPA)
18 Nos Berths (169.5
MMTPA)
37 Nos Berths (314
MMTPA)
* 1 TEU = 14 MT
** Berth nos and cargo capacity in cumulative figure.
2.2.3 Traffic forecast
Based on the available hinterland the traffic forecast for the Dhamra port has been worked out
and same has been summarized in below given table.
Table 2-3 Phase wise Traffic Forecast in MMTPA
Commodity Existing
(Year 0)
Immediate
Phase
5 Year
Development
Long Term
(Year 30)
Dry bulk Cargo 24.0 62.3 84.0 157.0
Container (in mTEU) 1 TEU = 14 MT - 1 2.15 4.5
Multipurpose & General Cargo - 8.5 15.0 43.0
Liquid & Gas - 12.0 21.0 40.0
Total in MMTPA 24.0 96.8 150.1 303.00
2.2.4 Project Importance and Need
2.2.4.1 National Scenario
The Indian Economy has been on a growth trajectory since the process of liberalization started
in the year 1991. Various sectors and new models of development have been adopted to
address the basic infrastructure needed to match the growing GDP of the country. Among
many sectors of infrastructure, Sea Port infrastructure are grossly inadequate for the nation to
meet the growing challenges which in turn successfully integrate Indian Trade with the Global
economy in terms of productivity, efficiency, state-of-art technology and surpass global
developments in the Shipping sector.
Realising this need, the Government of India has given adequate thrust to Sea Port
infrastructure by setting targets to reach 2600 Million Tons (MT) capacity by the year 2016-
2017.
The world's proven natural gas reserves as on January 2010 are estimated at 190.16 Trillion
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cubic meter, of which almost three-quarters are located in the Middle East and Eurasia.
The developing nations like China and India are aggressively adopting natural gas to fuel their
industry and to make their economic growth more environmentally sustainable. According to
experts, the world LNG trade is expected to grow at a rate of 6% over the period from 2011-
2020.
2.2.4.2 State (Odisha) Scenario
The State of Odisha with a coast line of 480 km has the responsibility to serve the land locked
states such as Jharkand, Chattisgarh, Bihar, Northeastern States and land locked areas of
Odisha and West Bengal. This region houses the largest mineral resource base of the country
in terms of Iron Ore, Thermal Coal & Coking Coal, and other critical minerals such as
Manganese, Copper etc. This region is housing nearly 80% of the country’s Integrated Steel
Plants both from Public Sector such as SAIL and Private Sectors such as TATA Steel, Jindals,
Essars, Bhushan, etc. The region also has Fertiliser and other Agricultural input demands apart
from Heavy Engineering and Automobiles etc.
2.2.4.3 Dhamra Port
Dhamra port has a significant locational advantage over its counterparts on the eastern coast.
The mineral heartlands of the country (Odisha, Jharkhand, Chhattisgarh and West Bengal) are
in close proximity to Dhamra port. Besides, the limited draft of approach channel, Kolkata and
Haldia ports cannot cater for cape size and super cape size vessels now used for shipment of
crude oil. In view of this, super cape size carriers can call on Dhamra port from where cargo
can be shipped to Kolkata and Haldia by smaller vessels and barges.
2.2.5 Employment generation
During construction phase, approximately 500 workers will be employed. During operation
phase, approximate direct and indirect employment generation expected due to the proposed
revised master plan is as per the table given below.
Table 2-4 Direct and Indirect Employment Generation (For 30 year Plan)
Units Numbers
Direct Employment No. 4,000
Indirect Employment No. 20,000
Total No. 24,000
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3 Project Description
3.1 Location of Project
Dhamra Port is geographically located north of Dhamra River mouth between Latitude 200 48’
N to 200 56’ N and Longitude 86
0 55’ E to 87
0 16’ E on the East Coast of India in Chandbali
Tehsil, Bhadrak District of Odisha State. Dhamra port is located at a distance of 85 km by road
from Bhadrak, which is the nearest major town on the Chennai- Kolkata highway NH 5, the
nearest major railway station also is Bhadrak situated at a distance of 62 km from Dhamra on
the Cuttack –Khargapur section. The nearest airport is Bhubaneswar located approximately
220 km southwest of the project site.
Figure - 1 Location of Dhamra Port
The bases of selection of the proposed site for the proposed facility are as per the criteria
discussed below. There are certain key advantages of Dhamra and they are as given below.
Strategic location
Availability of deep draft
Gateway for dedicated maritime facilities to land – locked states
Multi-modal connectivity through Rail & Road network
Availability of reliable power
No rehabilitation & relocation of existing settlements
No archaeological / historical / cultural place
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Large stretches of non-agricultural / highly saline barren land available for
development
However, Since Dhamra port has already been established and operational, for expansion of
the port no other site selection criterion has been considered.
3.2 Size / Magnitude of the Project
Selection of a maximum design vessel size for the cargo configuration of a proposed facility is
among the most important inputs in the planning and design of facilities. However, in actual
practice barges for transportation of the cranes may be carried in different sizes of vessels
depending upon the availability of vessels for the transportation. Hence, it is also useful to
have an idea of the range of vessel sizes that would call at the proposed facility.
3.2.1 Design size vessel
The Terminal has been planned for the following ship related data.
Table 3-1 Design Vessel Size
Sr. No. Vessel Size Type LOA (m) Beam (m) Depth (m) Draft (m)
1 2,50,000 DWT Bulk Carrier 335 55 25.9 19.0
2 18,500 TEU Container Ship 400 60 32.5 16.0
3 1,50,000 DWT Liquid Carrier 298 48.1 25.9 17.4
4 2,65,000 m3
LNG Carrier 345 53.8 - 12.0
5 85,660 m3 LPG Carrier 249.8 35.5 22.9 12.9
3.2.2 Conceptual Layout Planning
For conceptualizing layout plans for the proposed facility, the requirements like navigation
parameters, number of berths, cargo handling facilities, operational parameters, etc. have been
identified. Based on above, suitable locations within the proposed port site have been
identified where these facilities are to be developed.
3.3 Project description and Process
The proposed master plan development of Dhamra port has been briefly discussed in the
section of Land Use Plan in Chapter – 5.
3.4 Water and Power Availability
3.4.1 Water Availability
Water required during construction activity will be met through the bowsers and existing
water supply system. Water requirement during construction activity will be approximately
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1.95 MLD. Water requirement during operation phase (30 year Master Plan) will be
approximately 40 MLD which will be met by proposed desalination plant near existing WTP.
Existing WTP has capacity of 5 MLD. The source of water for this WTP is from Manthai River
intake location approximately 12 KM distance from port. Raw water shall be taken from
Manthai River at the existing intake location. The maximum water withdrawal shall be 100
MLD (for 40 MLD desalination plant). The demand shall be increased gradually as the
operation ramps up. The outfall quantity from desalination plant will be approximate 60 MLD.
The treatment technology for the desalination plant will be UV/SWRO/BWRO. The reject brine
from the desalination plant will be sent back to sea through an outfall arrangement. The exact
location of the outfall point shall be finalised after dispersion modelling studies to ensure
minimal impact to receiving environment.
Figure - 2 Route of existing raw water pipeline
Sewage and effluent generation during construction phase as well as during operation phase
will be treated in STP and ETP respectively. Capacity of STP and ETP will be to the tune of
2000 KLD and 5000 KLD respectively. Please refer table below for water balance.
Table 3-2 Water consumption and sewage/effluent generation for Revised Master plan
Activity Construction phase (KLD) Operation phase (KLD)
Construction activity 1,500 0
Industrial 0 33,000
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Activity Construction phase (KLD) Operation phase (KLD)
Domestic 150 5,000
Sprinkling/ greenbelt 300 2,000
Total Consumption 1,950 40,000
Sewage generation 120 2,000
Effluent generation 0 5,000
Process water for LNG and LPG will be taken from sea and discharged back in to the sea.
Estimated quantity of process water is approximate 1, 20,000 cu.m /hr for 20 MTPA. However,
detailed study will be carried out for exact requirement of water.
Tentative location of intake and outfall is shown in master plan. However, best suitable
location of intake and outfall, if required for regasification, will be located after detailed study.
Sea water may be utilized for fire-fighting purpose. Fire water pumps and pipelines will be
installed in CRZ areas as per the requirements.
3.4.2 Power Availability
The electric power requirement during construction phase will be approximately 10,125
kWh/day which will be sourced from the existing power source (OPTCL). Electricity
requirement during operation phase will be approximately 816,000 kWh/day. It will also be
sourced from OPTCL. During operation phase, power back up in form of DG sets will be
available to the tune of approximately 30 MVA. Diesel consumption for the same will be to the
tune of 1000 Lit/hr.
3.5 Requirement of Basic Raw Material
The requirement of the basic raw material for the revised Master Plan development will be as
given below.
Coarse aggregate – 11.48 MMT
Fine aggregate (Sand) – 6.6 MMT
Stone – 5.4 MMT
Dredged material for reclamation – 110 Mm3
(7.55 Mm3 is already approved for Phase II
development)
However, Basic raw material for construction is available in near vicinity of Dhamra Port. Ready
mix concrete will be made out of the basic raw material on site itself. Batching plants of
respective size and capacity as per requirement will be installed at the site.
3.6 Schematic Representation of Feasibility Drawing
The layout map showin.g revised master plan (30 year plan) is enclosed as Annexure – A4.
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4 Site Analysis
4.1 Connectivity
The port has acquired 100 m to 125 m wide land corridor from Dhamra to Bhadrak for
providing exclusive connectivity with the hinterland. Corridor is planned with 4 lane road and 2
rail tracks with future provision of 2 lane road and 1 rail tracks. 125 m wide corridor is meant to
accommodate three rail tracks, a six-lane road, an electric overhead transmission line, utility
corridor and side drain.
During Phase – I development, DPCL has already constructed 62.5 km rail connectivity from
Dhamra to Bhadrak on the main Howrah-Chennai line. In addition a 132 kV electric overhead
transmission line for providing electric power supply to Dhamra port was constructed through
this corridor. A water pipe line for supply of raw water was laid in this corridor from Manthai
River to port for a distance of 12.39 km.
For easy evacuation of cargo, a new rail, road and utilities corridor (12 km x 125 m wide) is also
proposed from Northern side development of Dhamra Port. Tentative alignment of corridor is
shown in Master Plan. However, feasibility of alignment of proposed corridor will be checked
during detailed study.
4.1.1 Road connectivity
Dhamra is connected by road with Bhadrak (85 km), the nearest major town on NH 5. Distance
between Dhamra and Bhubaneswar is 220 km. DPCL has made a provision for development of
six lane dedicated road and for three track rail link (including one existing rail track) within the
road/rail corridor. The existing road connectivity from NH 5 to Dhamra is available at
Jamujhadi, which is around 25 km from Bhadrak towards Balasore.
4.1.2 Railway connectivity
Bhadrak railway station of Khurda Road Division, East Coast Railway (ECoR) on the Chennai-
Howrah main line, is the nearest rail head to Dhamra Port. Bhadrak is located at 143 km from
Bhubaneswar and 297 km from Howrah.
Dhamra port is connected with Indian railway network at Bhadrak & Ranital Cabin of ECoR
through single electrified 62Km long dedicated private railway line, developed within above
100-125m wide corridor and commissioned in May 2011 as Phase – I. The existing rail
connectivity takes off through Dedicated UP & DN lines from Bhadrak & Ranital cabin to
Bhatatira station. There are 4 crossing stations, Bhatatira, Tihri, Gurdaspur & Bansara on the
existing railway connectivity with an R&D yard at Dhamra Terminal before Handling yard of
Port. Existing 62 Km long Rail connectivity has total 113 km track length. The line is provided
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with electric traction and CTC signalling. The railway line is connected to the port entrance
and aligned inside the port bulb to facilitate loading and unloading of cargo through
mechanized system provided in the port boundary with possibility of conversion to automatic
signalling system.
Above existing single line rail connectivity will be augmented with proposed doubling with
suitable up gradation in existing signalling & OHE system to cater the projected traffic of
proposed Dhamra Southern side of Port.
It is also envisaged that the evacuation of projected traffic of Dhamra Northern side of Port
will not be feasible through proposed port bulb at Dhamra Southern side of Port and R&D yard
at DTY terminal. Therefore, separate rail connectivity will be required for Dhamra Northern
side of Port which shall be linked to the existing lead line at suitable location. In addition to
that for the additional traffic of Dhamra Northern side of Port proposed doubling of the lead
line will need to be further augmented by provision of third line.
Figure - 3 Layout showing Road and Railway Connectivity to Port
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4.2 Land Form, Land use and Land Ownership
4.2.1 Land Use
A map covering salient features in 5 / 10 / 15 km radius is shown below.
Figure - 4 Salient Features of Study Area
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4.2.2 Land Ownership
The Phase – I of the Dhamra Port has been developed in an area of 234 ha Phase – II approval
has been received to develop 456 Ha in addition to development of phase – I. Further
expansion is proposed in an additional area of 1323.4 Ha within the existing port limits
adjacent to the Phase – I development. Out of total 2013.4 Ha area, approximately 1075.7 Ha
land will be reclaimed and approximately 23 ha from phase – II approved land will be dredged
to create marine facilities. Area required for the proposed revised master plan development is
calculated considering all the facilities essential for envisaged operations and also by focusing
on possibility of limiting the extent of land area requirement. Accordingly, revised master plan
layout has been prepared. Careful site selection ensures that no Habitations are present. The
proposed expansion site comprises of mostly dry mud and mud without much vegetation and
any habitations. Hence, no rehabilitation and resettlement (R&R) is envisaged and this impact
is completely avoided.
Table 4-1 Status of usable land of Port boundary
Sr. No. Description Area in (Ha.)
1 Phase – I development 234
2 Phase – II approved area (to be utilized for further development)
433
3 Proposed applied land 247.7
4 Land to be reclaimed 1075.7
Total Land in ha. 1990.4
Out of 1990.4 Ha area, approximate 9 Ha will left as no development zone for existing
mangroves on the southern side of the port. Hence approximate 1981.4 Ha area will be used
for development. The layout map showing land use plan is enclosed as Annexure – A5.
The proposed development will consist of material handling area, cargo storage/backup area,
operational and utility area, internal connectivity, drainage, greenbelt and buildings etc. The
proposed revised land use for master plan development of Dhamra port is given below.
Table 4-2 Revised Land use Break up for Master Plan
Sr. No. Description Area in (Ha.) %
1 Bulk Material Handling Area 407.15 20.46
2 Container Terminal Backup Area 108.64 5.46
3 Multipurpose Cargo Backup Area 363.27 18.25
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4 Liquid Tank Farm 203.3 10.21
5 Fertilizer Godown Area 30.4 1.53
6 LNG Tank Farm 59.31 2.98
7 LPG Terminal 90.78 4.56
8 Gate Complex & Parking 38.05 1.91
9 Greenbelt and other Areas 258.9 13.01
10 Internal Rail and Road Approaches and Corridors 321.08 16.13
11 Desalination Plant + ETP + STP + WTP 8.95 0.45
12 Buildings + Workshops 7.02 0.35
13 Misc. (Open storage + recreation facilities + etc.) 84.55 4.25
14 Mangroves Area 9.0 0.45
Total Land in ha. 1990.4 100
4.3 Topographic Features
The project site is located at average (-) 1.0 m CD to (+) 3.5 m CD level. Project site is sloping
towards East i.e., towards Sea side.
4.4 Existing Land use Pattern
Total area covered by Phase – I of the Dhamra Port is 234 Ha In addition to this, approximately
1747.4 Ha area will be required for the revised master plan (30 year plan) within the existing
port limits (excluding mangroves area). The proposed development of master plan site consists
of dry mud barren land; dry mud with sparse and thick Giria grass; mud and sparse vegetation
which fall in intertidal zone without any macro vegetation, habitation and built-up area.
4.5 Soil Classification
Based on the sub-soil information from available geotechnical investigation reports of the
boreholes explored in the area, it is observed that the top soil in entire area is comprised of
highly plastic soft to medium inorganic clay up to a depth of 15 to 18 m having SPT ‘N’ values
varying from 1 to 8. This clay layer is followed by medium to stiff silty clay layer having
thickness of 5 to 10m with SPT 'N' values varying from 10 to 30. The soil beneath this is
comprised of stiff to hard clay with silt having SPT > 30. Average ground water table is at 0 to
0.5 m below NGL. Underground water quality does not have any appreciable excesses of
chlorides or sulphates.
The summary report of sub-soil investigation has been attached in Annexure – B for reference.
4.6 Climate Data
The Met-Ocean conditions and climate data has been described as given below.
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4.6.1 Temperature
The maximum and minimum temperatures observed are 39.70 C and 14.2
0 C respectively.
4.6.2 Cyclones
Occurrence of storms and depressions is very high during October and November and
negligible during January-March. It is also high during southwest monsoon. The monsoon
depressions formed in the head of Bay move towards west / northwest and reach the Odisha
coast at times. The initial movement of the cyclones is towards north westerly / westerly
direction, but occasionally they change their direction and move in a north easterly direction.
Altogether 387 depressions and cyclones crossed Odisha coast from 1891 to 2007, 32 from
1988 to 2007 and 11 depressions during 2000-07. These depressions crossing Odisha coast
are presented in Figures below.
An analysis of cyclones / depressions that have crossed Odisha coast during the period 1891-
1994 show that these are confined to the months of May to November. Balasore district is
more prone to cyclones (50%) than other districts, while Ganjam gets the least (11%).
Figure - 5 Tracks of cyclones & depressions crossed Odisha coast during 2000-07
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4.6.3 Tsunami
Tsunami that had developed in Indian Ocean near 275 Km SSW of Sumatra Islands in Indonesia
in December, 2004 travelled over 2,500 km, before hitting the East and South Coast of India
taking toll on life and property. As per the assessment made by Odisha State Disaster
Management Authority, 22 blocks of different districts are vulnerable to Tsunami of which,
Chandbali block of Bhadrak district is also included.
4.6.4 Wind
The predominant wind directions observed were from South and South West; Calm conditions
prevailed for 8.06% of the total time. The wind speed varied between 0.5 to 2.1 m/s for most of
the time during this period. The average wind speed was observed to be 1.82 m/s.
Figure - 6 Wind Rose diagram
4.6.5 Tides
The tides near Dhamra region are of the semi-diurnal type and has occurrence of two high and
two low waters every day. Tide levels with respect to Chart Datum are as given in table below.
Table 4-3 Tidal Data of Dhamra
Tide Height (m) above CD
Mean High Water Springs (MHWS) + 3.40
Mean High Water Neaps (MHWN) + 2.50
Mean Low Water Neaps (MLWN) + 1.50
Mean Low Water Springs (MLWS) + 0.80
MSL + 2.00
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4.6.6 Currents
The analysis shows that the maximum measured and simulated currents speed at measured
locations is 1.96 m/s. The cross and longitudinal current velocities vary along the channel
alignment in space and time. Cross current velocities are insignificant in the inner channel and
increase in amplitude toward the seaward end of the outer channel. Longitudinal velocities are
strong in the inner channel and reduce seaward in the outer channel.
4.6.7 Waves
It is observed that offshore wave heights are higher during the SW and NW monsoon. During
the months of June, July and August, more than 95% of waves are higher than 1.0 m, 35 % of
the waves are higher than 2.0 m and 5% of waves are greater than 3.0 m. While the wave
heights during the months of November, December & January are in the range of 0.5 m to 2.0
m which accounts to 90 % of the total occurrences.
The predominant deep water wave directions during the pre-monsoon (Mar-May) are wind
generated waves from SW, SSW and swells from S, during the NE-monsoon (Jun-Aug) are from
NNE and NE and swells from S and SSE, during the transition (Feb, Oct) are swells from S and
SSE.
Table 4-4 Extracted wave height in m for 10% Exceedance
Location NNE NE SSE S SSW SW
Outer channel 0.84 0.68 1.53 1.71 0.67 1.04
Channel Bend 0.45 0.51 0.05 0.03 0.00 0.00
Turning Circle 0.44 0.44 0.04 0.02 0.00 0.00
Berth 0.33 0.38 0.00 0.00 0.00 0.00
Table 4-5 Extracted wave height in m for 1% Exceedance
Location NNE NE SSE S SSW SW
Outer channel 0.67 0.76 1.80 1.38 1.34 1.05
Channel Bend 0.44 0.58 0.11 0.00 0.00 0.00
Turning Circle 0.45 0.58 0.05 0.00 0.00 0.00
Berth 0.33 0.40 0.00 0.00 0.00 0.00
The near shore maximum wave height at 20 m contour for 10 % and 0.1 % exceedance during
the SW monsoon are 2.4 m and 4.97 m respectively. While during the NE monsoon, the near
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shore maximum wave height at the 20m contour for 10 % and 0.1 % exceedance are 1.53 m
and 2.64 m respectively.
4.6.8 Littoral Drift
Waves induce currents along the coast when they break, known as long shore currents. These
currents resulting from oblique wave approach run parallel to the shore in the surf zone. These
currents transport sediments disturbed by the waves in the direction of current known as
littoral drift or long shore sediment transport.
During SW monsoon the waves approach the coast generally from south to SE. During this
period, the associated littoral current and littoral drifts are directed up-coast in the northeast
direction. Whereas, during the fair weather period including NE monsoon when the wave
direction is northeast to east, the coast experiences down-coast drift.
Central Water Power Research Station (CWPRS) estimated the drift from south to north of the
order of 0.9 Mm³ / year during SW monsoon season and the southerly drift during NE monsoon
season as 0.16 Mm³ / year. Thus, the net northward littoral drift along the coast is of the order
of 0.74 Mm³ / year. It can be concluded that the northerly drift (March–September) is the most
dominant for this coast and accounts for major sand movements and shoreline changes.
4.6.9 Seismic Conditions
As per the IS: 1893 (Part 1) 2002 of Bureau of Indian Standards (BIS), Dhamra falls in Zone II is
a low risk zone. The seismic zoning map of Odisha is shown in Figure below.
Figure - 7 Seismic Zoning Map of Odisha
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4.7 Social Infrastructure
In nearby population areas, houses are made of pucca and kaccha, both types. Tar road is
available in near villages. People are mostly dependent on agriculture and fishing activities.
However, due to uncertainty and irregular incomes from these two sources, people of the area
move towards other places in search of employment. Due to the proposed revised master plan
of Dhamra port, employment opportunities during construction as well as operation phase will
be generated. Number of approximate direct and indirect employment opportunities is
mentioned in section 2.2.5.
Educational facilities are available in the form of primary and secondary schools. For further
education, students are availing facilities from the nearest towns. Medical facilities in the
project study area need improvement. Communication services like post office and telephones
are available in the study area. Most of the villagers are having mobile phones. Further social
assessment of the study area will be carried out in detail during EIA study.
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5 Planning Brief
5.1 Planning Concept
For conceptualizing layout plans for the proposed facility, the requirements like navigation
parameters, number of berths, cargo handling facilities, operational parameters, etc. has been
identified. Based on above, suitable locations within the proposed port site have been
identified where these facilities are to be developed.
The basic navigational needs for servicing the vessels are as given below.
Sufficient water depths and widths in approach channel
Harbour basin and jetty for the cargo handling operation
Tranquillity conditions
Adequate stopping distance for vessels of largest size
Sufficient water area for easy Maneuverability of vessels throughout the year
Efficient fenders and mooring systems, etc.
Present Mooring Issues at Dhamra Port
It is evident from various studies of existing port that current velocity in the existing
navigation channel in front of berth is very high and is in tune of 1.5 to 1.9 m/s. Studies also
show that current velocity under and behind the berth are very less as compare to that in front
of the berth during both flood and ebb tides.
Above phenomenon results into development of pressure head and difference in water level
because of velocity gradient across the channel and berth pocket. Additional forces on the
vessel, called stand-off forces, are being developed due to this, which creates heavy lateral
forces on the vessel in addition to the regular mooring forces.
Because of above, numbers of occasions were recorded in the port in which the ropes of
vessels subjected exponentially high forces and were broken during peak flood and peak ebb.
To take care of this situation and to ensure that this condition does not get repeated in future,
the quay line of the bigger vessel berths are shifted away from the main channel and taken
back towards land side, which is expected to give fairly good conditions for the mooring and
safety of the vessel during operation. Also to get the tranquil conditions, port craft jetties are
shifted inside towards land.
5.1.1 Navigational
As a prerequisite for planning the layout of the proposed revised master plan development of
the Dhamra port and related backup facility, it is essential to set the basic criteria for the
design of various components like navigational aspects to handle different types of vessels
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likely use for the transportation of cargo. These conditions are related to the marine
environmental conditions at the location. However, due to Kanika Island in the nearby vicinity
of the proposed development site no breakwater has been envisaged for this expansion.
5.1.2 Protection against Waves
For providing tranquillity conditions in the existing approach channel, in the proposed basin
and also for the smooth cargo operations, necessary slope protection work beneath the
proposed jetty against predominant marine conditions will be provided if required. However,
due to Kanika Sand Island waves are not significant in nature.
5.1.3 Navigation Channel Dimensions
The channel alignment will be oriented considering the following aspects:
The channel is aligned in a straight line as far as possible.
The channel is oriented so as to reach the deep-water contours in shortest possible
distance (this is to optimize the quantity of dredging).
The dimensions of the navigation channel are dependent on the vessel size, the behaviour of
the vessel when sailing through the channel, the environmental conditions (winds, currents
and waves) and the channel bottom conditions. Channel design primarily involves
determination of the safe channel width and depth for the dimensions of the design vessel.
The existing approach channel is a one way channel and the dimensions of the navigational
facilities are as follows.
Navigation channel – 18.0 km long
Outer channel – 240 m wide and (-) 18.3 m CD dredged depth
Inner channel – 170 m wide, (-) 17.5 m to (-) 17.0 m CD dredged depth
The widening & deepening of the approach channel will be required for the proposed revised
Master Plan development. The proposed approach channel dimensions are as follows:
Navigation Channel – 21.0 km long (2 way) at (-) 19.0 m CD dredged depth and 24.0 km
long at (-) 22.0 m CD dredged depth
Outer channel – 500 m wide and (-) 19.0 m CD dredged depth
Inner channel – 500 m wide and (-) 19.0 m CD dredged depth
Berth Pockets of all bulk & multipurpose berth (-) 20.5 m CD dredged depth
5.1.3.1 Channel width
The width of the proposed navigational channel is 500 m used for the transportation of the
cargo vessels for 2 way movement simultaneously. The maximum beam of largest vessel is
55.0 m for 2, 50,000 DWT Bulk Cargo vessels and 60.0 m for 18,500 TEUs container vessel.
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For the proposed revised master plan layout, widening & deepening of the existing channel has
been envisaged to meet the requirement of the cargo volumes.
Figure - 8 Typical Cross Section of Approach Channel
Based upon the guidelines given in the PIANC document titled “Approach Channels – A Guide
to Design” approach channel width has been calculated.
For 5 year development plan base width of channel will be limited to 300 m considering
projected cargo & vessels.
5.1.3.2 Channel Depth
The depth in the channel should be adequately greater than the static draft of the vessels
using the waterway to ensure safe navigation. Generally, the depth in the channel is
determined by following factors.
Vessel’s loaded draft
Trim or tilt due to the loading within the holds
Ship’s motion due to waves, such as pitch, roll and heave
Character of the sea bottom, soft or hard
Wind influence of water level and tidal variations
Based on the PIANC guidelines, the following general recommendations on under keel
clearances shall be adopted to determine the dredge depths:
Open sea area (in outer approach channel) : for those exposed to strong and long stern
or quarter swell, where speed may be high, gross under keel clearance should be about
20% of the maximum draft of ships.
Channel: for sections exposed to strong and long swell, gross under keel clearance
should be about 15% of the draft.
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Channel: less exposed to swell, gross under keel clearance should be about 10% of the
draft.
Maneuvering and berthing areas for those exposed to swell (without full protection of
breakwater): gross under keel clearance should be about 10 to 15% of the draft.
Maneuvering and berthing areas protected (full protection by breakwater): gross under
keel clearance to be about 7% of the draft.
Considering the above factors and guidelines given in PIANC, the under keel clearance is taken
as 15 % of the draft of the maximum size of the vessel in the channel and maneuvering in
existing and proposed approach channel has been considered as sheltered area. The maximum
fully laden draft for design vessel is 19.0 m for bulk carrier and 16.0 m for 18,500 TEU
container vessels.
Based on considerations, under keel clearance to be adopted in proposed crane roll-on facility
development may be 15 % of vessel draft in channel, basin area and in the berth pocket. From
the above considerations, the depths required in the navigation channel at the proposal port
are worked out and presented below. However to optimize the dredging quantity in initial
phase, tidal advantage up to 3.0 m has been considered to accommodate largest size vessels.
Table 5-1 Dredged depth of Proposed channel (For 5 year Plan)
Description
Max. Draft
of vessel
(m)
UKC
(m)
Tidal
Advantage
(m)
Water Depth
required
(m)
Approach Channel 19.0 2.85 (15 % UKC) 3.0 18.85
Basin Area 19.0 1.9 (10 % UKC) 2.0 18.90
Berth Pocket 19.0 1.33 (7 % UKC) 0.0 20.33
Hence, from the above table it can be seen that for safe maneuvering of the vessel with
entering limiting tide in the approach channel and the basin area (-) 19.0 m CD dredge depth is
required and for berth pocket (-) 20.5 m CD dredged depth is required.
However, for revised Master Plan (30 year) with the design vessel size of 2,50,000 DWT for
bulk cargo, the dredged depth of the approach channel and basin area is required up to (-)
22.0 m CD as with increased frequency of largest vessel for which estimated dredging quantity
is approximate 185 Mm3.
5.1.4 Maneuvering Area
The location of the maneuvering area or the turning basin, required to swing and berth the
vessels, is very important and its design must provide the proper configuration, the proper
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dimensions and access. The size of the maneuvering area is a function of the length and
maneuverability of the vessels and the time available for executing the turning maneuver.
The optimum configuration of such basin would be circular. By considering environmental
conditions and the fact that vessels will be assisted by tugs, the diameter of the turning circle
is required to be kept as 1.7 to 1.8 times length of the vessel. However, for the 400 m long
vessel, minimum 700 m dia turning circle is required.
The dimensions and sizing of the maneuvering and the basin area has been carried out in such
a manner that 700 m dia turning circle will be available.
5.1.5 Dredging and Reclamation
Dredging will be carried out at proposed berthing areas and for widening of existing approach
channel. The estimated quantity of total dredge material during proposed Master Plan
development is 140 Mm³ out of which 24.85 Mm³ is the approved dredging volume for the
approved MoEF drawing. Approximately 100 to 110 Mm³ will be used for reclamation of
proposed backup yard and level rising upto 5 to 7 m CD and remaining dredged material will be
disposed-off at the disposal ground beyond (-) 20 m depth offshore in an area which will be
identified after the study later.
Dredging quantity for the immediate phase, 5 year development and master plan has been
worked out and cumulative values are listed below.
Immediate development Plan – 24.85 Mm³
5 Year development Plan – 110 Mm³
Revised Master Plan (30 year) – 140 Mm³ for (-) 19.0 m CD
Revised Master Plan (30 year) – 185 Mm3 for (-) 22.0 m CD
As a preliminary estimate maintenance dredging requirement as per the master plan will
approximately 19.6 Mm3. However, the same will depend upon type of the sediments and sea
bed material.
5.1.6 Berthing Area Dimensions
The size of berthing area and the berth depend upon the dimensions of the largest ship and
the number of ships to use the proposed facility. The berth layout is affected by many factors
such as given below.
The size of the port basin for maneuvering
Satisfactory arrival and departure of ships to and from the harbour
Whether the ships are equipped with stern and bow thrusters
Availability of tugs, direction and magnitude of wind, waves and current.
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5.1.7 Navigational Aids
The proposed development of berths as per the master plan and its related backup facility
involves creating an approach channel of 500 m wide base width having (-) 19.0 m CD depth in
approach channel and in turning circles. These areas will be delineated by appropriate
navigational aids. Also, it will be quite useful to establish a well-marked navigation line, by
installing two navigation marks / leading light towers, one in the front near the high water line
and the other at the rear. These marks will distinctly demarcate the channel.
The height and spacing in between the towers must be designed suitably with adequate day
marks and night leading lights, fulfilling the navigational needs of vessels approaching the port
facility. The following navigational aids are available in existing approach channel.
Channel marker buoys
Fairway buoy and Turning circle buoys
Front and rear leading light
Berth corner lights
In existing approach channel the buoyage system follows IALA standards as applicable to
Region A countries. One fairway buoy has been installed at the entrance of the channel. The
channel is marked with 19 lateral buoys spaced at a distance of 1 NM. Turning circle is marked
with 2 cardinal buoys. The visibility of the fairway buoy and navigational buoy is 10 NM and 5
NM respectively in fair weather. The navigational buoys are fitted with GPS system and fairway
buoy is having a recon transmitting code letter “D”.
However, the addition or change in the location of these buoys will be required once the entire
channel widening as per the proposed master plan development get completed.
5.1.7.1 Fairway Buoy
Fairway buoy (FB) marks the entry to the approach channel and also indicates the location of
the pilot boarding area. Hence the vessels calling at port should be able to detect the fairway
buoy while approaching the port.
The characteristics of the fairway buoy will be as follows:
Type - Fibre Reinforced Plastic (FRP) (3m dia)
Radar Reflector - Fitted
Light characteristics - Fl RW 105 10m LED 20W Halogen Lamps
Power - Solar with backup battery for optimum autonomy.
Anchoring arrangement - with 32mm diameter chain and 3.0 T anchor weight
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5.1.7.2 Channel Marker Buoys
There will be a pair of Channel Marker Buoys at the beginning of the channel on either side.
Thereafter two pairs of Channel Marker Buoys are provided along the channel at a spacing of
1 km. The channel marker buoys will have the following characteristics:
Type - FRP (3m dia)
Day mark - Single Green, Cone type (Starboard buoy) & Single Red, Can type (Portside
buoy)
Radar reflector - Fitted
Light characteristics - Fl G 3s 2m (star board buoys)
LED 20W Halogen Lamps
Power - Solar plus backup battery for optimum autonomy.
Anchoring arrangement - with 32mm diameter chain and 3.0 T anchor weight
5.1.7.3 Front and rear Leading Light
It is necessary to mark the center line of the channel with leading lights to ensure safe day and
night navigation of vessels visiting the port. The leading lines will be having following criteria:
Visibility range - 20 nautical miles
The Leading lines and Leading lights are designed in accordance with IALA Guidelines
and recommendations and the details are as follows:
Day mark - As per IALA Guidelines
Light Characteristics - Front Light Fl Y 1s & Rear Light Occ. Y 3s
The leading lights will be controlled by a sun-switch to ensure that the lights operate only
during darkness or bad visibility. Power supply will be provided by batteries, to be recharged by
solar panel systems mounted on the supporting structure, and/ or by power supply from the
port distribution system. The battery banks shall be sized to ensure 24 hours continuous
operation of the lighting system.
5.1.7.4 Vessel Traffic Management System (VTMS)
The purpose of the VTMS is to provide a clear and concise real time representation of vessel
movements and interaction in the Vessel Traffic Service (VTS) area. In Dhamra Port case, the
service area will be the approach channel, harbour basin area etc. This system will be used for
marine operations and will also be linked to the PMIS (Port Management and Information
System). The information provided by VTMS system allows the operator or user of the system
to following facilities.
Provide the required level of VTS: Information, Assistance or Organization
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Enhance safety of life and property
Reduce risks associated with marine operations
Enhance efficiency of vessel movements and port marine resources
Distribute VTS related information
Provide Search and rescue assistance
Provide VTS data for administrative purposes, analysis of incidents and planning
The VTS in recent years has changed from Traffic Monitoring to Traffic Planning by
introduction and interconnection of databases and expert systems. It allows access of static
and dynamic information about ships, their cargo and port service requirements. Together with
an automatic update of traffic information the VTMS provides a powerful tool for
programming of traffic movement within the surveillance area. Operators can associate
tracked targets with vessels registered in the database, which makes the data readily available
and allows the system to automatically provide pertinent voyage information to other port
service providers.
5.1.8 Harbour Crafts
All vessel-handling operations inside the port area will be assisted by tugs. The number and
capacity of the tugs will depend upon the size of the largest vessel, and number of vessels to
be handled. The effect of wind on container vessels is highest. The largest vessel likely to be
handled will be 18,500 TEU container vessel. Tugs will be sufficient to handle vessels up to
18,500 TEU or 2,50,000 DWT bulk vessels. Tug boats will be used for maintenance of the
navigational AIDS, channel Buoys and fenders, etc.
In existing development, the tugs are moored on the rear side of the northern berth, later
whenever proposed expansion of the berths will be done, a separate facility will be provided.
Apart from tugboats, a pilot launch is also required.
The bollard pull of the tugs shall be compatible with capacity of on board bollards in the
vessels to be towed. For smaller bulk vessels, lesser capacity of the same tugs will be used. The
tugs will be provided with appropriate towing gear with necessary pollution control
equipment.
It is envisaged that each Cape size bulk carrier requires assistance of 3 to 4 tugs whereas a
Panamax size ships require 2 to 3 tugs of 50 MT bollard-pull capacity for maneuvering and
berthing operations including a standby tug. In addition for each shipping movement an escort
tug is expected to move in the navigational channel along with the ship. The turnaround time
for an escort tug is about 4 hours, which includes following activities.
maneuver 0.50 Hrs.
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1.95 Hrs.
1.22 Hrs.
3.67 Hrs.
However, on many occasions the tugs could combine the ship departure and ship arrival
operations to optimize their movements. Based on this it has been assessed that about 10 to
12 tugs would need to be provided during proposed master plan development.
5.1.9 Berth Requirements
The number of berths required, is a function of cargo type and volume, and the expected cargo
handling rates. Certain cargoes can be handled at the same (multi-purpose) berth, while others
require dedicated facilities. Other factors that would influence are as given below.
Vessel sizes and parcel sizes
Number of operational days per year
Number of working hours per day
Time required for peripheral activities and
Allowable berth occupancy.
The cargo handling rates and the other factors are discussed in the subsequent sections.
5.1.9.1 Cargo Handling Rates
The following cargo handling rates are considered for planning purposes:
Coal – Import : 2750 TPH per cranes & 2 - 3 cranes / berth
Coal – Export : 5000 – 9000 TPH per cranes & 1 crane / berth
Container : 31 - 32 moves/hr/crane (considering, 1 move = 1.3 TEU)
& 11 - 15 RMQC for 3 no. of berth cluster.
General & Break bulk Cargo : 1000 TPH per crane & 2 cranes / berth
Fertilizer and FRM : 1000 TPH per crane & 2 cranes / berth
Liquid Cargo : 350 TPH – 1800 TPH (depending upon type of cargo)
The average cargo handling rates based on the productivity of the topsides for various
commodities are presented in table below. The handling rates indicated in are worked out, for
effective topside working hours of 21 to 24 hours per day and other factors that influences the
berth and stockyard operation.
Table 5-2 Proposed cargo-handling rates at the port
Sr. No Cargo Type Range of Handling Rate / berth
1. Coal Import 63,500 – 95,250 TPD
2. Coal Export 54,500 – 98,250 TPD
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Sr. No Cargo Type Range of Handling Rate / berth
3. Iron Ore Export 68,250 TPD
4. General & break bulk Cargo 15,00 TPD – 22,000 TPD
5. Barge Loading 12500 TPD – 19,800 TPD
6. Fertilizer and FRM 15,000 TPD – 22,000 TPD
7. Liquid 20,000 TPD – 35,750 TPD
8. LNG 94,000 TPD
9. LPG 13,650 TPD
5.1.9.2 Parcel Size
The expected parcel sizes of the cargo are indicated in table below.
Table 5-3 Proposed Parcel Size of Cargo
Sr. No Cargo Type Average Parcel Size
1. Coal Import 1,00,000 MT
2. Coal Export 1,00,000 MT
3. Container 4500 TEU
4. General & break bulk Cargo 40,000 MT
5. Barge Loading 10,000 MT
6. Fertilizer and FRM 50,000 MT
7. Liquid 40,000 MT – 60,000 MT
8. LNG 1, 35,000 cu.m.
9 LPG 44,000 MT
5.1.9.3 Operational Time
It is assumed that proposed master plan facilities will work round the clock, seven days a week.
Allowing 15 days weather downtime, the effective number of working days will be 350 days /
year, subject to limiting current and tide conditions.
5.1.9.4 Time Required for Peripheral Activities
Apart from the time involved in the handling of cargo, additional time will be required for other
activities such as the berthing and de-berthing of the vessels, customs clearance, cargo
surveys, positioning and hook up of equipment, waiting for clearance to sail, etc. As per
industry standards, these activities are assumed to take on an average, 6 (six) hours per vessel
call. However, this does not include downtime due to currents and tidal conditions.
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5.1.9.5 Allowable Level of Berth Occupancy
Berth occupancy is expressed as the ratio of the total number of days per year that a berth is
occupied by a vessel (which includes the time lost in peripheral activities), to the number of
port operational days in a year. The berth occupancy percentage is an indication of the time
that a vessel calling at the port will have to wait on an average for a berth – higher berth
occupancy will entail a longer pre-berthing detention, and lower level berth occupancy will
ensure the least waiting time.
The main consideration while planning the number of berths, is to ensure that the ratio of
waiting time to service time be kept at an acceptable level, in order to avoid paying demurrage.
5.1.9.6 Number of Berths required
Based on the above given parameters, requirement of number of berths have been worked out.
The below table shows the number of berths required along with length and capacity.
Table 5-4 Proposed Berth Capacity & Length
Sr. Description of Berth / Jetty Nos. Total Length
(m)
Capacity
(MMTPA)
1 Container Berths (in mTEU) 1 TEU = 14 MT 6 2160 4.66
2 Multipurpose Berths 7 2005 31.5
3 Bulk Berths 10 3698 159.0
4 LNG / LPG berth 2 990 20.0
5 Liquid / Multipurpose Berths 5 1815 22.5
6 Trans-loading Berth 1 250 3.0
7 Barge Berths 4 632 12.0
8 Independent Port Craft Facilities 2 200 -
Total 37 11,750 314
5.2 Land use Planning
The proposed master plan development will consist of material handling area, cargo storage /
backup area, operational and utility area, internal connectivity, drainage, greenbelt and
buildings etc.
Further due to strategic location of the port and resultant logistics advantages, substantial
traffic may be attracted to the terminal. However, to calculate the area of the storage yard and
transit godowns following factors plays vital role.
Dwell time
Storage factor
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Density of the cargo Materials or stowage factor
Aisle space
Peaking Factor
Methods of cargo handling
Utilization factor of storage area
Higher of 1.5 times parcel size and 5 % of cargo throughput
Considering all these factors, area for the cargo storage has been worked out and described in
the sections below.
5.2.1 Coal - Import
Coal will be stacked in the stockyard areas initially before evacuation by rail/road. Number of
separate stockpiles need to be provided to cater for different grades of coal. However,
following parameters have been considered to calculate the storage capacity of the stockyard.
Table 5-5 Cargo specification for Import bulk Cargo
S. No. Parameters Coal
1 Density 800 kg / cu.m
2 Maximum Lump size 100 (up to 150)
3 Avg. base width of stack 50 m
4 Angle of repose 37 deg
5 Extra space for circulation 20% approx.
6 Average height of stack 12 to 14 m (for mechanized handling)
5.2.1.1 Cargo Unloading Mechanism
Coal will be unloaded with unloader which moves on the rail which will be installed on the
berth. Mechanical grab of unloader crane will pick up the cargo from the ship hold and unload
the material in to the hopper. Hopper will load the conveyor with control/ discharge gate/ belt
feeder which will retrieve coal from hopper & discharge on the Jetty conveyor for onward
transportation to coal storage yard through series of conveyors.
5.2.1.2 Stock Yard
Cargo will be stacked in coal yard by mechanized handling system. Coal cargo received by belt
conveyor system from the jetty will be stacked in coal yard through yard conveyors along
stockyard using stacker cum reclaimer. Each yard conveyor is equipped with one stacker cum
reclaimer machine.
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5.2.1.3 Evacuation of Coal Cargo
Coal is also being reclaimed from stockyard through stacker cum reclaimer and conveyed
towards reclaiming conveyors which will discharge material in wagon loading silo. An in-
motion wagon loading arrangement with conveyor connectivity has been planned. The rake
consists of 59 wagons (maximum) of 68 MT capacities each subject to wagon carrying
capacity & density of coal. However, to enhance the capacity of the exiting railway loop,
additional lines and silo will be constructed to match the berth capacity.
5.2.2 Coal / Iron Ore - Export
Coal / Iron Ore will be received at the port from trains traversing in the rail loop. To meet the
requirement independent Coal / Iron Ore paths rail Dump Stations or wagon tippler will be
provided on each of the tracks in the loop. Each station will be connected to its own parallel
system of conveyors and stockpile equipment.
Table 5-6 Cargo specification for Export bulk Cargo
S. No. Parameters Coal Iron-Ore
1 Density 800 kg / cu.m 2400 kg / cu.m
2 Maximum Lump size 100 (up to 150) 50 (up to 150)
3 Avg. base width of stack 50 m 40 – 50 m
4 Angle of repose 37 deg 35 deg
5 Extra space for circulation 20% approx 20% approx
5.2.2.1 In-loading Stream
Coal / Iron Ore trains of BOXN wagons will travel along the rail spurs and empty their wagons
into train unloading stations i.e. tippler. Rail lines with dump station for unloading Coal / Iron
Ore in BOBRN wagons have been proposed within the existing Marry-go-round (MGR) of
Dharma Terminal.
The thermal coal from various coal fields in Odisha is expected to be shipped through Dhamra
port and the receipt of such coal will be through BOBRN/ BOXN wagons rakes would require a
different type of facility in which the wagon contents is discharged through a track hopper or
wagon tippler. The coal will be conveyed through the apron feeders or belt feeders or unloader
below the hopper to the conveyor system and finally stacked into the stockyard through a
stacker cum reclaimer.
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5.2.2.2 Stock Yard
Coal / Iron Ore would be transferred from the train unloading stations to the storage area for
stockpiling via stacking conveyors. The combined stacker / reclaimers have a stacking and
reclaiming capability. Coal / Iron Ore would be reclaimed from the storage area and conveyed
to the wharf facilities and ship loaders, as required.
5.2.2.3 Evacuation of Coal / Iron Ore Cargo
Out loading conveyors will discharge the Coal / Iron Ore into surge silo. Two surge silo bins will
be installed near the berth facilities to allow coal conveyed from the coal storage area to be
temporarily stored during hatch changes when loading ships. Further Coal / Iron Ore will be
transferred on Jetty conveyor from the surge silo via conveyor.
When vessel is not on the berth, stockpile area can be used for the storage of Coal / Iron Ore
simultaneously. Tunnel Conveyor can discharge the Coal / Iron Ore on receiving conveyor
which will transfer the Coal / Iron Ore on yard conveyor. For cargo reclaiming from stockyard,
yard conveyor will reclaim the Coal / Iron Ore on dispatch conveyor which will discharge the
Coal / Iron Ore in surge silo. From the surge silo it will discharge on berth conveyor. Berth
conveyor will feed the ship loader through which Coal / Iron Ore will be exported in to vessels.
5.2.3 Multipurpose Material Import / Export
The storage area is designed to handle all type of multi-purpose cargo such as fertilizer, FRM,
steel other bulk cargo, etc. The choice of yard system is determined by the volume of material
to be handled and its stacking heights, and the space available for storage.
5.2.3.1 Specifications of Yard
Yard drainage system design shall be based upon the runoff quantity, the intensity of rainfall
and area of drainage. There shall not be any backflow during high tide-monsoon conditions.
30~40m high lighting mast will be adopted for yard lighting.
5.2.3.2 Operation Modes in Yard
It has been anticipated that the internal transportation of cargo will be carried out using
heavy-duty fork-lift, trucks and other smaller lifting plants, as per requirements. These will
operate to and from railcars and trucks and the identified temporary storage / lifting area of
the storage yard.
5.2.3.3 Design Specification for steel Yard
The storage yard paving shall be suitable for the following vehicles;
Tractor/Trailer trucks suitable for maximum loads of 56 MT
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Heavy duty Fork – Lift trucks.
Asphaltic and Block Pavements shall be designed in accordance with the recommendation as
per standard Code of Practice.
Block Pavement Material
Block pavement shall generally consist of rectangular or shaped pavers of the
interlocking types, 100 mm thick and laid in a herringbone pattern. A 20 mm thick sand
bedding layer shall be laid below the concrete blocks.
Asphaltic Pavement material
Asphaltic pavement shall generally consist of 130 mm thick asphaltic base course laid
in one layer and a 50 mm thick layer of surfacing wearing course,
5.2.4 Liquid Terminal: Storage and Handling
The Liquid Terminal for proposed master plan will be developed in line with business
requirement of liquid cargo. Tanks would be used to store PoL, Crude oil, non-classified
hydrocarbons, edible and non-edible oils, and other specialty commodities like CBFS, Bitumen,
etc. Other facilities such as Pump House, Manifolds, TLF, TULF, Utility Blocks, Substation,
Control Room, pavement, drainage, lighting and formation level, OWS, ETP is taken into
account while designing the terminal. Necessary arrangements / accessories as per the
standards would be provided at the storage tank for the safe containment of the products. A
cross- country pipe line for transportation of liquid can be provided as and when required. The
pipeline may pass through CRZ area. Alignment of the same will be finalized at the time of
requirement.
5.2.4.1 General Layout
General layout of the Liquid terminal provides following facility.
Storage Tank Facility
Pump House
Truck Loading & Unloading Facilities
Access Road to Liquid Terminal
5.2.4.2 Operation Modes in Liquid Terminal
Import Operations:
Vessel carriers will discharge their cargo, using the vessel’s pumps, through the marine
unloading arms or hoses into the onshore pipeline system (Dock lines). The unloading arms or
hoses are connected to the pipeline system through a pipeline manifold. Since the allocated
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space for the tank farm is close to the jetties, the cargo can be directly pumped to the tank
farm without the need of booster pumps.
Export operations:
Road tankers will get unloaded at Tanker unloading facility (TULF) and fill Storage tanks in
Liquid terminal with the help of unloading pumps at TULF. The Storage tanks contents will
then be evacuated into vessel carriers via dock lines with the help of export pumps in the
terminal.
Dock line cleaning:
Pig launching/receiving station at both ends (Jetty and Tank farm) to be installed.
Product will be imported in from various locations and discharged at terminal jetty to the
storage tank; Product will be distributed in local market through truck loading facility at the
enclosures.
An empty tank truck will be pre-weighed on a weight bridge before proceeding to the TULF.
The empty weight on the truck shall be entered into the tanker loading software. Further the
required quantity to be filled into the tanker would be feed in from the control room. The field
operator will check the alignment and line up prior to commencing of tank truck filling
operation. The field operator or the control room will initiate the tanker filling operation as per
predefined set-up. This need to be worked out in detailed engineering and incorporated in the
design.
5.2.4.3 Tank Arrangement
Petrochemical and Petroleum tanks shall be located in dyke enclosures with roads all
around the enclosure.
Dyke enclosure shall be able to contain the complete contents of the largest tank in
the dyke in case of emergency.
The height of tank enclosure dyke shall be at least 1.0 m and shall not be more than
2.0 m above average inside grade level.
Tanks shall be arranged in maximum two rows so that each tank is approachable from
the road surrounding the enclosure.
The tank height shall not be exceeded one and half times the diameter of the tank or
20 m whichever is less. The minimum distance between a tank shell and the inside toe
of the dyke wall shall not be less than half the height of the tank.
5.2.4.4 Metering
A metering facility shall be provided at the service platform for the following purposes.
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Continuous pressure recording of each pipeline, with alarm in case of surge pressures
as a safety precaution
Continuous temperature recording of each pipeline as a safety precaution
Flow and density measurements
5.2.4.5 Design Specification for Liquid Terminal
Design Criteria
Valve shall be selected for long & leak proof service.
Normal design conditions of temperature and pressure will be most severe conditions
expected to co-exist under usual long term operation conditions. These usual
conditions include all operation and control functions such as throttling, bypassing and
blowing to be used for operation and control.
Design Temperature is the most severe sustained fluid temperature. Design
Temperature will be the maximum fluid operating temperature with safety margin (5 to
20%)
Codes and Standards
The design and construction shall be carried to ensure that the most stringent Indian or
International Design Codes are applied. The design codes and standards, which shall be
considered as minimum requirements. Latest version of there shall be followed.
Table 5-7 List of the Codes for Liquid Terminal
Code Description
ASME B 31.3 Chemical plant and Petroleum Refinery Piping
ASME B 31.4 Liquid transportation systems for Hydrocarbons, Liquid Petroleum Gas
ASME B 16.5 Steel pipe flanges and flanged fittings
ASME B 16.9 Factory Made Wrought Steel Butt Weld Fittings
ASME B 16.10 Face to Face & End to End Dimensions of Ferrous Valves
ASME B 16.11 Forged Steel Fittings Socket
ASME B 16.34 Steel Valves Flanged and Butt Welding Ends
ASME B 16.20 Ring Joint Gaskets and Grooved for Steel Pipes Flanges
ASME B 16.21 Non Metallic Flat Gaskets for Pipe Flanges
ASME B 16.25 Butt Welding Ends
ASME B 18.2 Square & Hex. Bolts and Screws
ASME B 36.10 Welded and Seamless Wrought Steel
ASME B 36.19 Stainless Steel Pipe
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API 1102 Liquid Petroleum pipeline crossing rail, roads and Highways
API 650 Storage Tank design.
ASME Sec-Vlll, Div 1 American Standard for Vessel Design
IS 803 Storage Tank Design ( Indian STD)
OISD-STD-117 Fire Protection facilities for petroleum Depots and Terminals
OISD-STD-118 Layout for Oil and Gas installation.
OISD-STD-156 Fire Protection Facility for Ports Handling Hydrocarbons
5.2.4.6 Internal Road within Liquid Terminal
The main road approaching to the liquid terminal will have two lanes. The road network is
planned so that it provides easy access for maintenance, fire-fighting, escape during
emergency and dead end should be avoided. Single lane roads will have 4 m width, with
minimum 0.5 m shoulder on each side. The width of double lane roads is 8 m. Intersections
and corners shall be of sufficient width and radius to permit fire equipment, with a minimum
turning radius of 15 m, to turn corners without reversing.
5.2.5 LNG Handling
The principal components of the ship-to-shore LNG transfer system are the ships’ pumps, the
marine unloading arms, pipeline manifolds and connected cryogenic pipelines to handle LNG in
liquid form at particular temperature.
5.2.5.1 Marine Unloading / loading Arms
Marine unloading / loading arms of required diameter would be provided on the central
unloading platform. Each such unloading arm has a sufficient capacity of pumping along with
one vapour return arm of will be provided. The unloading arms are moved with a remote-
controlled hydraulic system located on the berth. After connection is completed, the
communication cable is connected to shore and the emergency shutdown system is tested.
After the unloading arms are cooled, the LNG will be transferred from the carrier to the
storage tanks using the carrier's pumps.
5.2.5.2 Pipelines
It is proposed to provide required numbers and sufficient diameter of pipelines for transfer of
LNG from berth to tank farm area. To allow for expansion of these cryogenic pipelines, loops
shall be provided at every regular interval along the length of the pipelines.
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A cross- country pipe line for transportation of LNG will be provided as and when required. The
pipeline may pass through CRZ area. Alignment of the same will be finalized at the time of
requirement.
5.2.5.3 Tankages
The LNG will be stored near atmospheric pressure and in full-containment LNG tanks that
typically consist of the following facilities.
Primary inside tank made of a "cryogenic material" such as 9% Nickel steel, aluminum
alloy or reinforced pre-stressed concrete
Insulation or loose insulation material (such as perlite) surrounding the inner nickel
steel tank (sides, floor and roof);
Outer tank will be reinforced, pre-stressed concrete designed to independently store
both the LNG liquid and vapour
Domed roof will be reinforced, pre-stressed concrete
The LNG shall be contained in the tanks at its cryogenic temperature of approximately -162 °C
near atmospheric pressure. Four tanks of 180,000 m³ capacity each are proposed to be
provided. The diameter of each tank will be 84 m and height 45 m.
However, the dimensions and parameters of the LNG tank and pipelines may change during
detail design stage.
Tentative location of intake and outfall is shown in master plan. However, best suitable
location of intake and outfall, if required for regasification, will be located after detailed study.
5.2.6 LPG Handling
The principal components of the ship-to-shore LPG transfer system are the ship pumps, the
marine loading / unloading arms, pipeline manifolds and connected pipelines to handle butane,
Propene and LPG.
5.2.6.1 Marine Unloading / loading Arms
Marine unloading / loading arms of required diameter would be provided on the central
unloading platform. The loading / unloading arms are moved with a remote-controlled
hydraulic system located on the berth. After connection is completed, the communication
cable is connected to shore and the emergency shutdown system is tested.
5.2.6.2 Pipelines
It is proposed to provide required numbers and sufficient diameter of pipelines for transfer of
LPG from berth to tank farm area. To allow for expansion of these pipelines, loops will be
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provided at every regular interval along the length of the pipelines. The pipelines shall also be
insulated with adequate material to limit heat ingress through outside environment.
A cross- country pipe line for transportation of LPG will be provided as and when required. The
pipeline may pass through CRZ area. Alignment of the same will be finalized at the time of
requirement.
5.2.6.3 Tankages
The cargo will be stored near atmospheric pressure and in full-containment LPG tanks. Total
six tanks of 25000 MT capacities each are proposed to be provided in phase manner.
However, the dimensions and parameters of the LPG tank and pipelines may change during
detail design stage.
Tentative location of intake and outfall is shown in master plan. However, best suitable
location of intake and outfall, if required for regasification, will be located after detailed study.
5.2.7 Container Terminal
The major factors effecting the area requirement for the container terminal are as given
below.
Utilization Factor
Dwell time
Stack height
5.2.7.1 Utilization Factor
Utilization factor of the yard is depends on the RTG size. For Container Terminal facility 7 wide
+ 1 truck lane and 1 over 5 high RTG crane has been selected. However, for this layout and RTG
system 0.7 utilization factors has been assumed.
5.2.7.2 Box Sizes
Presently in India the proportion of 20’ boxes is relatively high as compared to world
standards. This is basically due to existing road infrastructure and also due to lower stowage
factors and hence, the smaller boxes are more economical. Internationally the ratio of TEU /
Box is around 1.4 and there is an on‐going trend towards larger boxes. However, it can be
assumed that in India the ratio of TEU / Box shall ultimately reach 1.3. For a typical
distribution, the critical container weight for mixes of 20’ and 40’ containers has been
considered about 23 MT.
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5.2.7.3 Dwell Time
A Container Terminal capacity is directly proportional to the dwell time. In a fully operating and
well managed terminal, 5 days for imports is quite practicable and certainly achievable.
The table below shows, for different type of container cargo different dwell times has been
considered for detailed calculations.
Table 5-8 Dwell time for different Container Yards
Yard Type Dwell Days
20' EXPORT / Import & 40' EXPORT / Import
MTs (other than ICD) 5
Fulls (Other than ICD) 5
Reefer 5
ICD (Fulls + MTs) 5
Transshipment
20' Transshipment 10
40' Transshipment 10
5.2.7.4 Stack Height
The import stack height must be kept in such a way that it easily reaches, prevents congestion
or extra handling operations. Each container is destined for a particular client and/or
destination and each must therefore be easily accessible. For the proposed facility stack
height of 4 to 5 has been considered. Table below shows the stack height which has been
considered for the yard area calculation.
Table 5-9 Stack Height for different Container Yards
Yard Type Stack Height
20' EXPORT / Import & 40' EXPORT / Import
MTs (other than ICD) 5
Fulls (Other than ICD) 5
Reefer 4
ICD (Fulls + MTs) 5
Transshipment
20' Transshipment 5
40' Transshipment 5
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Following calculation represents the requirements for Container Yard. However, certain
assumption has been done to evaluate the requirement of TGS such as Peaking factor as 1.15,
yard utilization as 0.7. etc.
Table 5-10 Storage Area Calculations for Container – Dhamra Southern side of Port
Yard Type Throughput Dwell
Days
Stack
Height
Utilization Peaking
Factor
TGS
Required
20' EXPORT
MTs (other than ICD) 0 5 5 0.70 1.15 0
Fulls (Other than ICD) 349754 5 5 0.70 1.15 1574
Reefer 0 5 4 0.70 1.15 0
ICD (Fulls + MTs) 233169 5 5 0.70 1.15 1049
20' IMPORT
MTs (other than ICD) 111921 5 5 0.70 1.15 504
Fulls (Other than ICD) 167882 5 5 0.70 1.15 756
Reefer 0 5 4 0.70 1.15 0
ICD (Fulls + MTs) 186535 5 5 0.70 1.15 840
40' EXPORT
MTs (other than ICD) 0 5 5 0.70 1.15 0
Fulls (Other than ICD) 149895 5 5 0.70 1.15 1349
Reefer 11992 5 4 0.70 1.15 135
ICD (Fulls + MTs) 99930 5 5 0.70 1.15 900
40' IMPORT
MTs (other than ICD) 47966 5 5 0.70 1.15 432
Fulls (Other than ICD) 71949 5 5 0.70 1.15 648
Reefer 5756 5 4 0.70 1.15 65
ICD (Fulls + MTs) 79944 5 5 0.70 1.15 720
20' Transshipment 149895 10 5 0.70 1.15 1349
40' Transshipment 16655 10 5 0.70 1.15 300
Total throughput (Box) 1665495 TOTAL TGS Required 10620
Total throughput (TEU) 2165144
Similarly, Total throughput & required TGS worked out for Dhamra Northern side of Port as
2498243 TEU and 12253 TGS respectively.
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Based on the total required TGS, the yard area has been worked out considering 7 wide
container stacks with 1 truck lane. The RTG arrangement has been done back to back position
with additional high-mast space after every 4 RTG modules. Each alternate module has been
spaced for the truck passing lane for having flexibility of the container cargo movement in
yard. The provision of reefer platforms has been also kept in the terminal. Detailed planning
shall be reviewed again during execution phase.
5.2.8 Transloading Facility
The Transloading facility is proposed to be similar to Liquid berth without the central platform
as there is no loading /unloading is to take place from the berth. One mooring facility with a
dredged depth of (-) 19.0 m CD to accommodate 180,000 DWT vessel will be developed.
5.2.9 Barge Loading Facility
The barge facility is proposed opposite side of Berth 3A towards shore. All barge berths are
proposed connected to land to handle cargo efficiently. The total length of barge berth will be
632 m with overall width of 20.5 m with sufficient dredged depth to accommodate up to
10,000 DWT barges.
5.2.10 Internal Roads
The approach road leading to the Container Terminal, Dry Bulk & Liquid Terminals widens out
near the main terminal gates where security checks will be undertaken.
5.2.10.1 Road Structure
The approach roads to the Container terminal and dry bulk & liquid bulk terminal area are
designed taking into consideration the density of traffic and the wheel pressure of the tractor
trailers, tankers, trucks, etc. All roads are designed to IRC 20 ton axle load.
5.2.10.2 Maintenance of Road
Road maintenance work is to be carried out as per IRC Code 82-1982. The Maintenance work
will involve following tasks.
Restoration of rain cuts
Maintenance of earthen shoulders
Maintenance and Repairs work in connection with Bituminous work viz Filling potholes
and patch repairs, Fog seal, Crack fill, resurfacing of carriageway, etc.
However, major maintenance by resurfacing the carriageway will be required in every 5 years.
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5.2.10.3 Street Lighting
On Central median of the road, street lighting will be installed on street light poles of 9.0 m
height at sufficient spacing with high pressure sodium lanterns/ LED with 15-20 Lux average
level of illumination.
5.2.11 Railway Works
5.2.11.1 Existing Railway works
At present there are 6 R&D lines at DTY yard, which are connected to the port bulb. The Rail
infrastructure facilities available inside MGR port bulb are as under-
2 Wagon Tippler with full rake length pre & post tippler lines
2 Wagon loading silos with full rake length pre & post silo lines
1 Bypass line
1 Loading line through pay loader
2 In-motion weigh bridges for weighment of outward cargo
Wagon cleaning facilities between Post tippler and pre silo lines
5 locomotives for shunting, placement & removal of rakes for loading & unloading.
Loco-shed for routine repair & maintenance of port locomotives
Rail operation building
Running room for Indian railway crew
Store for maintenance of Rail system
5.2.11.2 Proposed Railway works
Following facilities has been proposed in port bulb to handle the projected traffic of Dhamra
Southern side of Port-
• Wagon Tippler – Additional 2 nos. with full rake length Pre & Post tippler line
• Track Hopper – 4 nos. with full rake length Pre & Post hopper line with each hopper
• Wagon Loading Silos – Additional 5 nos. with full rake length Pre & Post line with each
silo
• Loading by Pay loader – Realignment of existing line for loading with pay loader
• Extension of existing bye-pass line
• One handling line for liquid cargo in tank wagons
• Fertilizer Godowns – 4 lines of full rake length with engine escape facility to serve FCC
godowns
• Clinker loading silo - 1 silo with full rake length Pre & Post hopper line with engine
escape facility combined with Fertilizer Cargo Complex (FCC).
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• Container yard - 6 lines of full rake length with engine escape facility
• In-Motion weigh bridge - 3 additional In motion weigh bridges with associated FOIS
building
• Locomotives – Additional 15 locomotives for shunting, placement & removal of rakes
for loading & unloading inclusive stand by arrangement
• Locoshed - Augmentation of loco shed to cater to maintenance requirement of
additional locomotives.
• Sick wagon shed - For repair of unfit wagons
• Commercial Facilities – Suitable augmentation in existing facilities related to rail
commercial
• To serve the above mentioned additional facilities in port bulb following additional
facilities will be augmented in Dhamra Terminal yard for reception & dispatch of trains-
• 6 additional lines at R&D yard with suitable augmentation in Signaling & OHE traction
facilities
• Augmentation of Rail operation building
• Running Room - Suitable augmentation in existing crew & guard running room
facilities
Following facilities has been proposed in port bulb to handle the projected traffic of Dhamra
Northern side of Port-
• Wagon Tippler – 2 nos. with full rake length Pre & Post tippler line with each tippler
• Track Hopper – 2 nos. with full rake length Pre & Post hopper line with each hopper
• Wagon Loading Silos – 5 nos. with full rake length Pre & Post line with each silo
• One handling line for liquid cargo in tank wagons
• Fertilizer Godowns – 2 lines of full rake length with engine escape facility to serve FCC
godowns
• Container yard - 6 lines of full rake length with engine escape facility
• In-Motion weigh bridge - 3 In motion weigh bridges with associated FOIS building
• Locomotives – 10 locomotives for shunting, placement & removal of rakes for loading &
unloading inclusive stand by arrangement
• Commercial Facilities – Facilities related to rail commercial for FOIS & Railway
commercial staff
• To serve the above mentioned additional facilities in northport a separate R&D yard
with following facilities will be required for reception & dispatch of trains-
• 10 full rake length lines with suitable signalling and OHE facilities
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• Rail operation building
• Running Room
• Store
5.3 Amenities / Facilities
5.3.1 Communications & Automation Facilities
Provisions will be made in the civil works for the installation of fibre optic data and telephone
cables by the installation of ducts and draw pits to allow connection between the operation
area, administration building, the gate house, Customs, and all other major installations. In
general duct runs for data cables will follow the main service routes.
The Automation system at the port will be designed for controlling and safety of the port
facilities. Dedicated control rooms are proposed in Material Handling facilities, LPG/LNG re-
gasification facilities, container terminal facility, overall port operation centre which will be
designed to monitor and controlling the process, utility, jetty, fire & gas and other port
operational area as per OISD & Port guidelines.
Emergency Shutdown Systems are proposed in all critical areas. DCS/ SCADA /PLC systems are
proposed in Material Handling facilities, LPG/LNG re-gasification facilities, container terminal
facility.
Preliminary HAZOP and risk assessment study will be carried out at the time of EIA and
detailed HAZOP and risk assessment study will be done during design stage for critical process
like LPG/LNG for process safety and recommendation will be implemented during design
stages.
Port Operation related automation like Fuel Management System, Port Information
Management system, GPS, Tugs and Dredger Fleet Management System will be implemented
during design stages.
5.3.2 Water Supply
Water supply planned for Phase – I will be extended to cater to proposed revised master plan
development covering the following.
Potable water for consumption of operating personnel
Potable water for ships calling at the port
Water for dust suppression system
Water for fire fighting
Water for greenbelt development
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Water will be sourced from existing source for construction phase. 40 MLD capacity
desalination plant will be constructed to obtain water for operation phase of the revised
master plan.
Construction phase requirement : 1.95 MLD
Operation phase requirement : 40 MLD
5.3.3 Power Supply
The power distribution system planned is simple to operate and maintain high reliability, being
accessible for inspection and repair with safety.
Designing of electrical distribution system ensures that voltage at the utilization equipment is
maintained within the tolerance limits under all load conditions since poor voltage regulation
is detrimental to the life and operation of the equipment.
Power required for port expansion during construction phase will be sourced from existing
port facilities. Power required for operation phase of the revised master plan is approx.
8,16,000 kWh/day. Odisha Power Transmission Corporation Limited (OPTCL) will provide
additional power supply from the Bhadrak substation to the existing substation in the port
premises to meet the power demand for the port expansion.
5.3.3.1 Lightning Protection
Lightning protection will be provided for all structures in accordance with Indian Standard
code of practice IS: 2309-1969 or other internationally recognized standards. The system will
be complete with air-terminations, down conductors, testing joints and electrodes.
5.3.3.2 Area Lighting
Adequate provision for general and security lighting of the jetties and other port areas, and
access roads etc. will be provided. The plant lighting system includes the normal AC lighting
and emergency AC lighting which contributes together 100% lighting as well as emergency DC
lighting in selected areas of the plant during plant emergency conditions. The emergency AC
lighting will provide about 30 % of the total AC lighting in select areas.
The plant lighting (illumination level) is varying at different locations of the plant depending
on the utility and nature of work expected to be carried out at that area.
Following approximate average levels of illumination will be ensured while designing the
lighting system.
Terminal and Stacking area : 15 Lux
Roads and Permanent ways : 20 Lux
Car Park and Parking Area : 15 Lux
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Jetties : 15 Lux
Container Yard : 35 Lux
Control Room and Equipment : 300 Lux
Office Rooms, Relay Rooms : 300 Lux
Switchgear Rooms, MCC Rooms : 150 Lux
5.3.4 Dust Suppression System
Dust suppression equipment will be provided for efficient control of dust pollution on
environment during storage and handling of Coal, Iron ore and other dry bulk cargo berth and
stockyard. An efficient dust suppression system will contain dust particles before it is airborne.
A common system consisting of suitable pump, storage tank, nozzles for dust suppression at
discharge / feeding points of belt conveyors have been proposed at each transfer tower for
efficient dust control system. In addition to above suitable spray system shall also be provided
at ship unloader, stockyards & wagon loading station. Dust control is envisaged at following
locations.
Ship unloader discharging in to hoppers
Stockyards
Discharge and feeding points of conveyors
Rapid loading system
Sprinklers / nozzles will be provided to control dust emission at various points or areas.
5.3.5 Wastewater Management
5.3.5.1 Storm Water Management and Treatment
Water used for dust suppression in the conveyor transfer points and the stockyards will get
absorbed to the extent of the property of the material and remaining water will be collected
through proper drainage. During rainy season the rain water over vast stockyard area will also
to be collected. For this purpose the stockyard ground level will be provided with a slope in
each of each stockyard from the centre to the sides. For collecting water draining out of the
stockyards RCC toe drains will be constructed along the length of the each row and
interconnected to finally lead it to a settlement pond. Settling ponds will be constructed out
of concrete. Lime will be added in the settling pond to neutralize heavy metal, if any in the
runoff from the stockyard. The settled materials will be retrieved and sent back to respective
cargo stockyard. The supernatant water will be discharge into sea.
The storm water runoff of remaining port will be diverted through site grading into the storm
water drainage system and will be discharged into sea with suitable outfall arrangement.
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5.3.5.2 Sewage and Effluent Treatment
Sewage generated from toilet blocks, canteens etc. and effluent generated from liquid tank
washing etc. will be treated in Sewage Treatment Plant and Effluent Treatment Plant
respectively. STP of 2 MLD capacity and ETP of 5 MLD capacity will be developed outside CRZ
area. Treated sewage will be used for irrigating greenbelt.
5.3.6 Buildings
5.3.6.1 Administration Building
The Administration Building shall house office for finance, marine, operation, marketing,
planning and environmental and engineering departments with conference hall, banks,
canteen and parking facility etc. It will be 3-storeyed building of RCC structures with pile
foundations with a floor area of 1200 m².
5.3.6.2 Port and Marine Operations Building
The Vessel Traffic Management Service (VTMS) Control Centre will be located in this building.
It will have a commanding view of the access and entrance channels and the berths. This will
house the VTMS operator work stations with facilities to monitor and control the complete
Vessel Traffic Management System. The building will have control towers for housing the
control panels and ancillary equipment and will also be provided with suitable communication
systems to contact ground staff. The port and marine operation building is having total area of
500 m² of RCC structures with suitable foundations.
5.3.6.3 Port User Building
Port User Building would consist of offices for shipping companies, cargo agents, freight
forwarders, stevedore services, custom agents with Bank, Canteen and parking facility. It will
be 2-storeyed building of RCC structures with pile foundations with floor area of 1000 m². The
planning, interior and exterior finishes and sanitary facilities will be in accordance with modern
architectural practice.
5.3.6.4 Electrical Buildings
Various substations and control room having total area of 22,000 m² will be located near
Switch yard and it the other area as per requirement. Smaller satellite substations and
electrical rooms will be provided at various locations in the terminal areas as well as at rear of
the berths.
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5.3.6.5 Main Gate House Complex
These mainly consist of gates for entry and exit of truck trailers and other vehicles, staff buses,
etc. Two main gate house complexes of 2200 m² each are planned. Sufficient numbers of
incoming and outgoing gates will be provided to avoid traffic congestion at each terminal gate
complex. There will be provision of cabins for Customs and Security personals near the main
entrance and exit gates of the terminals to ensure speedy implementation of customs and
security regulations.
5.3.6.6 Rail Administration Building
Rail operation and various other activities (Signalling & control, FOIS, Running Rooms, C&W
staff, Loco shed, sick wagon shed, stores) related to the rail operations will be controlled
through various buildings comprising of total area of approx. 20,000 m² with RCC or Pre-
engineering building with suitable foundation. These buildings will be located near rail railway
tracks inside port at various suitable locations for rail operations.
5.3.6.7 Workshop / Stores
These mainly comprise of a central maintenance / stores building having total area of 2850 m²
located at the rear of the container terminal. A workshop building having 10, 500 m² areas will
be provided for 30 year Master Plan. This will be structural steel or pre-cast concrete
structure. The building will be provided with suitable foundation. This building comprises a
repair workshop and servicing facilities for mechanical and electrical repairs for all plant and
equipment. This will also house the spare part warehouse and the offices of the workshop and
service facility staff.
5.3.6.8 Fuelling Station
A fuelling station of 300 m² of RCC structures with suitable foundation provided inside the
port and near container terminal to cater to the requirements of ITV’s and other vehicles used.
The table below shows proposed building with area summary.
Table 5-11 List of the Buildings with area summary
Name of Building Approx. Area (m²) Nos Area, (m²)
Administration Building 1,200 1 1,200
Port and Marine Operations Building 500 1 500
Port User Building 1,000 1 1,000
Electrical Buildings (approximately 22 no.) 22,000 1 22,000
Main Gate House Complex 2,200 2 4,400
Rail Administration Building 20,000 1 20,000
Workshops
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Railway (Existing 1 number) 1,500 2 3,000
Dredging Workshop 1,500 2 3,000
Central workshop 1,500 1 1,500
Container Terminal Workshop 1,500 2 3,000
Fuelling Station 150 2 300
Transit Shed / Godowns 4,500 1 4,500
Store 1 1,400 1 1,400
Store 2 1,450 1 1,450
Miscellaneous buildings
Water tank & Pump House (DSS & FSS) 2,745 8 21,960
Toilet block (per 100 person use) 22 165 3,630
TOTAL AREA (APPROX.) 92,840
The above list of the buildings along with the area is tentative and subject to change based on
the business scenario and type of cargo.
5.3.7 Fire-Fighting Facilities
5.3.7.1 Dry Bulk Berths and Stockyards
The firefighting system at the port will be capable of both controlling and extinguishing fires.
It is proposed to install Fire Hydrant System, which will be designed to give adequate fire
protection for the facility based on Indian Standard or equivalent and conform to the
provisions of the Tariff Advisory Committee's fire protection manual.
Fire hydrant system is proposed at the following areas, which are classified as ordinary hazard
areas.
Proposed bulk import / Export berths
Bulk import and bulk export stockyards
All galleries of bulk import and bulk export conveyors
The fire hydrant system will be designed to ensure that adequate quantity of water is available
at all times, at all areas of the facility where a potential fire hazard exists Each hydrant
connection will be provided with suitable length of hoses and nozzles to permit effective
operation.
The hydrant service will consist of ring mains to cover the facility, with its pump, located in a
common pump house. Adequate arrangement with jockey pumps, pressure switches, etc. will
be provided to maintain the required pressure in the hydrant system. The operation of pumps
provided for the system will be automatic.
5.3.7.2 Container Terminal
The fire-fighting system will be designed to give suitable fire protection for the containerized
cargo and container handling facilities in the terminal and shall conform to the provision of
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Tariff Advisory Committee’s fire protection manual. The fire-fighting system shall be a
combination of water hydrants, fire alarm system and fire extinguishers.
The fire hydrant system will be sea water based and designed to ensure that an adequate
quantity of water is available at all times, at all areas of the facility where a potential fire
hazard exists. There will be provision for connecting the system to the potable water supply in
order that the system can be flushed and rested on potable water after a fire-fighting event.
The fire-fighting system will consist of ring main with spur lines to cover the facilities in the
yard. Hydrants will be provided at sufficient spacing. Each hydrant connection will be provided
with a suitable length of hose and nozzle to permit effective operation. The main fire-fighting
pumps will be provided in the pump house located at the western end of the berth.
5.3.7.3 Liquid Jetty and Tank Farm Area
Jetty:
The liquid jetty will be provided with fixed fire-fighting facilities according to the requirements
of OISD Guidelines. Sea water will be used for fire-fighting facilities. The facilities will include a
pump house on trestle, tower mounted water/foam monitors as well as hydrants and water
curtains. The proposed fire-fighting facility for the jetty broadly consists of following.
A sea water pump house with a control room on top along the approach trestle at
adequate safety distance from the loading platform / manifold.
Two tower mounted foam/water monitors
Monitors of stand pipe type at Jetty service platform
Water curtain system at jetty service platform and on the two breasting dolphins.
Fire hydrants on the jetty service platform, breasting and mooring dolphins and on the
pile trestle.
Leak detection/ Alarm system.
On the fire hydrant line standard double headed hydrants are proposed for installation one on
each of the breasting and mooring dolphins and two nos. on the service platform. In addition it
is proposed to provide similar fire hydrants on the pile trestle from the pump room to the jetty
along with pipeline at a required spacing.
At any given point of time the fire hydrant pipe line will be capable of supplying water enough
for feeding hydrants and the water curtains located on the service platform, breasting and
mooring dolphins.
For the jetty and pipeline trestle it is proposed to have fire gas detector and an air sampling
type detector. A sampling type detector consists of piping or tubing distribution from the
detector unit to the areas to be protected. An air pump draws air from the protected area back
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to the detector through the air sampling ports and piping. At the detector the air is analysed
for the fire products.
It is also proposed to have an alarm system which comes into operation automatically through
the fire gas detector and the sampling type detector. This can also be manually operated for
conveying fire alert message.
Tank farms
The fire-fighting system inside the tank farms will be as per the norms of OISD. The fire-
fighting system will comprise of a jockey pump (electric driven), main pumps (diesel engine
driven), fire water ring main with monitors & spray, foam system for storage Tanks. Besides, the
fire alarm system consisting of break glass type manual call points at field & Fire Alarm Panel
in the Fire Pump-house/control room.
The fire water header is kept pressurized with the jockey pump and on loss of pressure due to
opening of hydrants on the header, the pressure switches activate the pump contacts & main
pump start in sequence to ensure adequate pressure and flow is maintained in the system.
The storage tanks have spray rings with nozzle on shell and foam chamber attached to foam
nozzle of the Tank. The foam chamber is connected by foam water line to the fixed foam Tank
outside the dyke. In the event of fire to the liquid in two of the storage Tanks, the foam system
is activated & foam poured on the top of the burning liquid surface. For the other tanks in the
vicinity of this affected tank, the spray system is activated and the tank surface kept cool.
Further the small water monitors, hydrants help in large quantity of water being poured onto
the Tank roof / shell. Small fires are doused with portable wheeled extinguishers. The manual
call points provided in the various areas are for fire warning. In the event of fire being noticed
by any personnel, the break glass type call button if pressed activates the hooter & alarm at
the fire alarm panel in Pump-house.
5.3.7.4 LNG / LPG Terminal
A centralized spill, fire and combustible gas alarm and control system provides input to an
information management system. Automatic detection devices, manual alarms and audible and
visual signalling devices are generally strategically located throughout the terminal. Automatic
detection devices include flame, fire and heat, smoke, low temperature and combustible gas
detectors. Emergency shutdown system (ESD) incorporates in the design of the terminal and
provides the operators with the capability of remotely shutting down the entire or selective
portions of the terminal. The unloading arms are generally equipped with Powered Emergency
Release Couplers (PERCs). The PERC maintains containment integrity and prevents damage to
the unloading arms in the event of an emergency. Fire-fighting facilities are provided in the
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LNG / LPG terminal which operates through centralized alarm & control system. Following fire-
fighting facilities are provided for the LNG / LPG terminal including jetty:
Fire water storage facility
Fire water pumps (Motor & Engine driven)
Motor driven jockey pumps
Fire water distribution network
Fire hydrant & hoses
Fixed deluge spraying system
Monitors
Water curtains wherever required
Clean agent system
Mobile & Portable fire-fighting equipment
Appropriate Building protection
Fire Tender
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6 Proposed Infrastructure
6.1 Industrial Area
The Dhamra Port master plan comprises of the construction of total 35 berths, such as barge
handling berths, one mooring facility for trans-loading operations, liquid berths, container and
break bulk/clean/general cargo berths. LNG, LPG berths and reclamation of approximately
1075.7 ha area and development of associated back up facilities. Total cargo handling capacity
will be approximately 314 MMTPA.
6.2 Residential Area
Approximately 500 labours and 50 office staff will be employed during construction phase.
Construction workers are expected to reside in nearby villages in Dhamra town where social
infrastructure is available. They will be transported to and from the construction site by the
construction contractor.
6.3 Greenbelt development and water harvesting
The proposed project of development will create the marine facility for operation of coal,
liquid, container and other break bulk cargo. Green belt will be developed in 258.9 Ha areas.
6.4 Proposed Social Infrastructure
The proposed project of development will create the marine facility for operation of coal,
liquid, container and other break bulk cargo. Hence there will not be any development of the
social infrastructural activity.
6.5 Connectivity
Please refer point 4.1 for details with respect to connectivity.
6.6 Drinking Water Management
The existing water supply for port operation and drinking purpose is met from existing WTP of
capacity 5 MLD. Water for WTP is drawn from Manthai River near Bansada village.
Considering master plan of the port, future total water demand of 40 MLD will be met by
desalination plant. The treated water from desalination plant will be distributed for port
infrastructure and potable purpose through water supply distribution system.
6.7 Drainage and Sewage System
An adequate drainage system will be provided at the site with separate collection streams to
segregate the storm run-off from roads, open areas, material storage areas, vehicle wash water
and other wastewater streams. Wastewater treatment facilities such as Sewage Treatment
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Plant (STP) of capacity 2 MLD, Effluent Treatment Plant (ETP) of capacity 5 MLD will be
developed outside CRZ limit. The treated sewage will be used for irrigating greenbelt.
Existing Storm water drainage/ Nalas will be rerouted and developed form main outfall drains
to discharge the runoff from Catchment area within and around the port boundary. Same
drains will provide the tidal water to villager’s requirement (if any).
6.8 Power Requirement and Supply / Source
A dedicated 132 kV double circuit, double stringing transmission line of about 65 km long has
been constructed from the existing 220 kV/ 132 kV substation at Bhadrak to 132 kV/ 6.6 kV
substations at Dhamra port premises. Augmentation of existing substation is proposed to
meet the power requirement of Phase-II port expansion. Odisha Power Transmission
Corporation Limited (OPTCL) will provide additional power supply from the Bhadrak substation
to the existing substation in the port premises for the port expansion.
In support of Government of India’s vision for promoting renewable power generation, we will
explore the possibility to utilize wind and solar energy for power generation.
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7 Rehabilitation and Resettlement
The Phase-I of the Dhamra Port has been developed in an area of 234 ha and expansion is
proposed in an area which is within the existing port limits adjacent to the Phase I
development.
Area required for the master plan development has been arrived considering the all the
facilities essential for cargo handling operations and also by focusing on the possibility of
limiting the extent of land area requirement. Accordingly, master plan layout is prepared.
Careful site selection ensures that no Habitations are present.
The land proposed for expansion is between high tide and low tide lines and the land belongs
to GoO, where neither habitation no private land is situated. The proposed expansion site
comprises of mostly dry mud and mud without much vegetation and any habitations. Out of
other than phase – II approved majority land will be created by reclamation.
Hence, no Resettlement and Rehabilitation is envisaged during proposed master plan
development of Dhamra Port.
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8 Project Schedule and Cost Estimation
8.1 Project Schedule
The revised master plan is prepared considering development in phase wise manner
(Immediate development, 5 years development & 30 years development). Detailed break-up of
phase wise development is given in table 2-2.
8.2 Cost Estimation
The capital cost estimates have been prepared for the proposed master plan development of
the project. These are based on the project descriptions and drawings given under the relevant
sections of the present report. The basis of the costing is as follows:
The cost estimates of civil works have been prepared on the basis of current rates for
various items of work prevailing in the region and also on the past costs for similar
works elsewhere. No escalation has been considered.
The costs of equipment and machinery are based on budgetary quotations with the
manufacturers and also in-house data. The costs include all taxes and duties.
All costs towards overheads, labour, tools, materials, insurance, financing costs, etc.,
are covered in the rates for individual items.
The costs towards plant and machinery include manufacture, supply, installation and
commissioning of the respective items.
Total capital cost for the proposed development is estimated to be Rs. 58949 Cr. The cost
estimates of various heads are worked out based on current rates and it is summarized in
below table.
Table 8-1 Capital Cost for proposed Development
Sr. No Particulars Amount (Rs. in Cr.)
1 Dredging and reclamation 3032
2 Stone protection 819
3 Berths and Jetties 7513
4 Road work (within Port Boundary) 559
5 RoB, Bridges and cross drain work 1221
6 Railway works 2256
7 Ground Improvement work 3956
8 Yard development work (Civil, Mechanical, Electrical
and Instrumentation) 29928
9 Boundary wall 113
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Sr. No Particulars Amount (Rs. in Cr.)
10 Building works 330
11 Green Belt development 146
12 Waste Management work 63
13 Desalination plant 370
14 Jetty and Yard Equipment 8062
15 Engineering Consultancy and QA-QC charges 584
Project cost (including Contingency and PMC
charges) 58949
Following assumptions are made about this table:
The numbers represented here are indicative. Capital costs are based on rational cost
estimate exercise although actual costs will not be known until the final development.
Reasonable assumptions on tax / duty, expected to be applicable on the indigenous /
imported component of the capital cost, have been made in the capital cost
estimation.
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9 Analysis of Proposal (Financial & social benefits to the locals)
The Adani Foundation is the Corporate Social Responsibility arm of Adani Group, an integrated
infrastructure conglomerate that is committed to inclusive growth and sustainable
development in not only the communities it operates in, but also in contributing towards
nation building.
The focus of the activities are mainly on three major dimensions of human development which
include expansion of sustainable livelihood opportunities, improving the status of health and
education and broadening the range of choices by creating rural infrastructure. The aim is to
walk with the communities, help people look ahead, make the right choices and secure a bright
and beautiful future, together.
The Foundation conceptualises its purpose by consolidating the activities under four broad
working areas that are as follows:
Education
Community Health
Sustainable Livelihood Development
Rural Infrastructure Development
Need based assessment will be a continual action during the entire construction as well as
operation phases of the revised master plan and based on the outcomes of the assessment,
support for the above mentioned four core areas will be provided to the locals.
Layout Drawings Annexure - A
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R
M
6
6
8
x
6
m
C
O
M
M
O
N
L
O
O
P
C
A
L
7
2
5
m
(
F
R
O
M
S
R
J
T
O
S
R
J
)
C
O
M
M
O
N
L
O
O
P
C
A
L
7
8
3
.9
m
(
F
R
O
M
F
M
T
O
F
M
)
C
O
M
M
O
N
L
O
O
P
C
A
L
8
5
6
.3
m
(
F
R
O
M
F
M
T
O
F
M
)
M
A
IN
L
IN
E
C
A
L
9
5
0
.2
m
(
F
R
O
M
S
R
J
T
O
F
M
)
C
O
M
M
O
N
L
O
O
P
C
A
L
1
4
4
6
.1
m
(F
R
O
M
F
M
T
O
F
M
)
C
O
M
M
O
N
L
O
O
P
C
A
L
1
5
1
7
.4
m
(
F
R
O
M
F
M
T
O
F
M
)
M
A
IN
C
A
L
1
2
9
0
m
(
F
R
O
M
F
M
T
O
F
M
)
C
O
M
M
O
N
L
O
O
P
C
A
L
1
2
1
0
.5
m
(
F
R
O
M
S
R
J
T
O
S
R
J
)
F
U
T
U
R
E
L
O
O
P
C
A
L
7
2
5
(
F
M
T
O
F
M
)
1
2
8
7
6
5
4
3
F
U
T
U
R
E
L
O
O
P
C
A
L
7
2
5
m
(
F
M
T
O
F
M
)
6
m
1
2
0
m
O
V
E
R
R
U
N
(N
O
S
T
A
B
L
IN
G
)
1
2
0
m
O
V
E
R
R
U
N
(N
O
S
T
A
B
L
IN
G
)
T
O
B
H
A
D
R
A
K
1
2
0
m
O
V
E
R
R
U
N
(N
O
S
T
A
B
L
IN
G
)
1
2
8
7
6
5
4
3
1
2
8
7
6
5
4
3
FM
FM
1 IN 8.5
1 IN 8.5
7
m
7
m
6
m
6
m
6
m
6
m
6
m
D
N
1
2
4
3
EX
IS
TIN
G B
UL
K
EX
PO
RT
M
ULT
IP
UR
PO
SE
T
ER
M
IN
AL
EX
IS
TIN
G B
UL
K
IM
PO
RT
BU
LK
IM
PO
RT
BU
LK
E
XP
OR
T
FU
TU
RE
B
UL
K
IM
PO
RT
X
X
M
A
N
G
R
O
V
E
S
RAW WATER RESERVOIR
L
U
N
A
B
U
N
D
L
U
N
A
B
U
N
D
N 20°50'
N 20°49'
N 20°48'
E 86°57'
E 86°58'
N 20°51'
10
SCALE IN KM
E 86°59'
MANGROVE FOREST
3
45 67
8
9 10
111213
1415
16
1718
19
202122
23
24252628
2930 31
32 33
34
35
3637
38
39
4041
1
23
45 6
7 89
1011 12
13
1415
161718
1920
21
22
23
24
2526
272829303132
33343536
37
3839
40 41
42
43 4445
4647
48
4950
51
5253
5455
5657
58 59
6061
62
6364 65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
8384
85
86
87
88
899091929394
959697
98
99
100101
102
103104105106107108109110111
112113114
115116117118
119120
121122123124125
126
127128129
130
131
12
34
56
78
910
11
12
ABC
DEFGH
12
34
56
78
910
11
12
ABC
DEFGH
Description VerifiedRev Drawn
Designed
Checked
Verified
Approved
Date
Drawing TitleClient
Rev
By
Client Drawing No.
Date N
S
W E
ISSUED FOR INFORMATION
Phase-II Expansion of Dhamra Port
DHAMRA PORT DEVELOPMENT PLAN
2351-E-GEN-GEN-BG-L-I-005
-
RMB-
NS/TRSGP
-
ISSUED FOR INFORMATION0 13.09.2014
Last Save :-December 16, 2015 6:58 PM
--
ISSUED FOR INFORMATION1 26.06.2015--
PMC PROJECTS
(INDIA) PRIVATE LIMITED
from vision to reality...
COPYRIGHT
The concepts, diagrams and information contained in
this document are the sole property and copyright of
Dhamra Port Company Ltd. Any use, copying,
reproduction or disclosure of the document, whether
directly or indirectly, or in whole or in part without the
prior written permission of Dhamra Port Company Ltd
is prohibited.
REFERENCE OLD NUMBER : DMG01-01-CI-P10G-D11-005
FOR MoEF PURPOSE
ANNEXURE - A1
LT
L
H
T
L
H
T
L
H
TL
LT
L
L
T
L
BCU-3BCU-4
BCU-7
TP-12
TP-8
TP-2
TP-5
BCL-3
TP-7
TP-9
BCU-2
CONV.CONV.
BCL-8
BCU-7
BCL-7
BC
L-2
BCL-1A
BCU-8
BCL-7
TP-13
TP-11
TP-3
BCU-9
NEW TP-3 NRBF
NB
FB
CU
-5
BC
U-6
BC
L-5
TP-1C
TP-1B
BCL-5A
CONV.BC
L-5BTP-5A
Existing
back-up Yard
Turning
Circle
650m Ø
Turning
Circle
600m Ø
1,8
0
,0
0
0
D
W
T
1,8
0
,0
0
0
D
W
T
1,8
0
,0
0
0
D
W
T
4
,0
0
0
D
W
T
7
0
0
2
6
2
8
1
2
0
3
3
8
4
4
10
34
6
Railway Corridor
Road Corridor
Ro
ad
C
orrid
or
Ra
ilw
ay C
orrid
or
Expansion of
back-up Yard/
Multipurpose
Expansion of
back-up Yard/
Multipurpose
L
N
G
/ L
P
G
A
r
e
a
2
4
.8
8
H
a
.
Expansion of
back-up Yard/
Multipurpose
L
P
G
/ L
N
G
A
r
e
a
5
5
.4
0
H
a
.
LNG/LPG Outfall
Option-1
LNG/LPG Outfall
Option-2
LN
G
/L
PG
In
ta
ke
Turning
Circle
600m Ø
P
ip
e
c
o
r
r
id
o
r
49
40
00
2302000
2303000
49
50
00
49
60
00
49
70
00
49
80
00
49
90
00
49
30
00
2301000
2304000
2305000
2306000
2307000
2308000
12
34
56
78
910
11
12
ABCDEFGH
12
34
56
78
910
11
12
ABCDEFGH
Description VerifiedRev Drawn
Designed
Checked
Verified
Approved
Date
Drawing TitleClient
Rev
By
Client Drawing No.
Date N
S
W E
ISSUED FOR INFORMATION
IMMEDIATE DEVELOPMENT PLAN
DHAMRA PORT DEVELOPMENT PLAN
2351-E-GEN-GEN-BG-L-I-003
-
RMB-
NS/TRSGP
-
ISSUED FOR INFORMATION0 16-09-2014
Last Save :-January 1, 2016 6:30 PM
--
PMC PROJECTS
(INDIA) PRIVATE LIMITED
from vision to reality...
COPYRIGHT
The concepts, diagrams and information contained in
this document are the sole property and copyright of
Dhamra Port Company Ltd. Any use, copying,
reproduction or disclosure of the document, whether
directly or indirectly, or in whole or in part without the
prior written permission of Dhamra Port Company Ltd
is prohibited.
ISSUED FOR INFORMATION1 24-11-2014RMBSGP
FOR MoEF PURPOSE
ANNEXURE - A2
ISSUED FOR INFORMATION2 15-12-2014RMBSGP
ISSUED FOR INFORMATION3 01-01-2016RMBSGP
LT
L
H
T
L
H
T
L
HT
L
LT
L
L
T
L
Turning
Circle
650m Ø
Proposed
Turning
Circle
550m Ø
LN
G
/LP
G
In
take
Co
nta
in
er B
ac
ku
p /
Mu
ltip
urp
ose
A
re
a 3
7.5
9 H
a.
Turning
Circle
700m Ø
L
N
G
/ L
P
G
A
r
e
a
2
4
.8
8
H
a
.
Existing
back-up Yard
Co
nta
in
er B
ac
ku
p / M
ultip
urp
ose
A
re
a 4
6.8
4 H
a.
1,8
0
,0
0
0
D
W
T
1,8
0
,0
0
0
D
W
T
1,8
0
,0
0
0
D
W
T
1,8
0,0
00
D
WT
4
,0
0
0
D
W
T
70
,00
0 D
WT
4,5
00
T
EU
10
,0
0
0
D
W
T
7
0
0
2
6
2
8
1
40
0
2
9
7
2
0
3
3
8
4
40
0
30
4
40
0
73
0
170
4
10
4,5
00
T
EU
3
5
0
34
6
BCU-3BCU-4
BCU-7
TP-12
TP-8
TP-2
TP-5
BCL-3
TP-7
TP-9
BCU-2
CONV.CONV.
BCL-8
BCU-7
BCL-7
BC
L-2
BCL-1A
BCU-8
BCL-7
TP-13
TP-11
TP-3
BCU-9
NEW TP-3 NRBF
NB
F
BC
U-5
BC
U-6
BC
L-5
TP-1C
TP-1B
BCL-5A
CONV.BC
L-5BTP-5A
Ra
ilw
ay C
orrid
or
C
O
M
M
O
N
LO
O
P
C
A
L 1517.4m
( F
R
O
M
F
M
T
O
F
M
)
C
O
M
M
O
N
LO
O
P
C
A
L 725m
(F
R
O
M
S
R
J T
O
S
R
J )
P
H
A
S
E
-1_C
O
M
M
O
N
LO
O
P
C
A
L 765m
( F
R
O
M
F
M
T
O
F
M
)
C
O
M
M
O
N
LO
O
P
C
A
L 843m
( F
R
O
M
F
M
T
O
F
M
)
M
A
IN
LIN
E
C
A
L 950.2m
(F
R
O
M
S
R
J T
O
F
M
)
C
O
M
M
O
N
LO
O
P
C
A
L 1446.1m
(F
R
O
M
F
M
T
O
F
M
)F
U
T
U
R
E
C
O
M
M
O
N
LO
O
P
C
A
L 1017m
(F
R
O
M
F
M
T
O
F
M
)
M
A
IN
C
A
L 1246m
( F
R
O
M
F
M
T
O
F
M
)F
U
T
U
R
E
LO
O
P
C
A
L 789 (F
M
T
O
F
M
)
F
U
T
U
R
E
LO
O
P
C
A
L 1035m
(F
M
T
O
F
M
)
F
U
T
U
R
E
LO
O
P
C
A
L 813m
(F
M
T
O
F
M
)
F
U
T
U
R
E
LO
O
P
C
A
L 750m
(S
R
J T
O
S
R
J)
RAILWAY
BUILDING
ROOM
Expansion of
back-up Yard/
Multipurpose
Expansion of
back-up Yard/
Multipurpose
Expansion of
back-up Yard/
Multipurpose
L
P
G
/ L
N
G
A
r
e
a
5
5
.7
3
H
a
.
LNG / LPG Area
36.45 Ha.
Ge
ne
ra
l C
arg
o / M
ultip
urp
ose
B
ac
k-u
p A
re
a 2
7.9
4 H
A
LPG / LNG Area
35.04 Ha.
LNG/LPG Outfall
Option-1
LNG/LPG Outfall
Option-2
LNG/LPG Outfall
Option-3
P
ip
e
c
o
r
r
id
o
r
D
H
A
M
R
A
S
O
U
T
H
D
H
A
M
R
A
N
O
R
T
H
49
40
00
2302000
2303000
49
50
00
49
60
00
49
70
00
49
80
00
49
90
00
49
30
00
2301000
2304000
2305000
2306000
2307000
2308000
2309000
Liq
uid
T
erm
in
al /
Mu
ltip
urp
ose
Are
a 3
8.0
0 H
A
12
34
56
78
910
11
12
ABCDEFGH
12
34
56
78
910
11
12
ABCDEFGH
Description VerifiedRev Drawn
Designed
Checked
Verified
Approved
Date
Drawing TitleClient
Rev
By
Client Drawing No.
Date N
S
W E
ISSUED FOR INFORMATION
FIVE YEAR DEVELOPMENT PLAN
DHAMRA PORT DEVELOPMENT PLAN
2351-E-GEN-GEN-BG-L-I-002
-
RMB-
NS/TRSGP
-
ISSUED FOR INFORMATION0 16-09-2015
Last Save :-January 1, 2016 5:29 PM
RMBSGP
PMC PROJECTS
(INDIA) PRIVATE LIMITED
from vision to reality...
COPYRIGHT
The concepts, diagrams and information contained in
this document are the sole property and copyright of
Dhamra Port Company Ltd. Any use, copying,
reproduction or disclosure of the document, whether
directly or indirectly, or in whole or in part without the
prior written permission of Dhamra Port Company Ltd
is prohibited.
ISSUED FOR INFORMATION1 24-11-2015
FOR MoEF PURPOSE
ANNEXURE - A3
ISSUED FOR INFORMATION2 15-12-2015
ISSUED FOR INFORMATION3 16-12-2015
RMBSGP
RMBSGP
RMBSGP
RMBSGP 26-12-2015ISSUED FOR INFORMATION4
RMBSGP 01-01-2016ISSUED FOR INFORMATION5
1,8
0
,0
0
0
D
W
T
1,8
0
,0
0
0
D
W
T
1,8
0
,0
0
0
D
W
T
1,8
0,0
00
D
WT
1,8
0,0
00
D
WT
1,8
0,0
00
D
WT
1,8
0,0
00
D
WT
1,8
0,0
00
D
WT
4
,0
0
0
D
W
T
1,0
0,0
00
D
WT
2,5
00
T
EU
70
,00
0 D
WT
14
,0
00
T
EU
4,5
00
T
EU
14
,0
00
T
EU
1,0
0,0
00
D
WT
Tra
nslo
ad
in
g
10
,0
0
0
D
W
T
10
,0
0
0
D
W
T
10
,0
0
0
D
W
T
7
0
0
2
6
4
9
8
3
9
7
2
8
1
450
260
40
0
2
9
7
2
0
3
3
8
4
40
0
3
5
5
43
0
1115
30
4
35
0
35
0
73
0
670
170
65
0
4
10
35
0
7
4
5
34
6
P
ip
e
c
o
r
r
id
o
r
BCU-3BCU-4
BCU-7
TP-12
TP-8
TP-2
TP-5
BCL-3
TP-7
TP-9
BCU-2
CONV.CONV.
BCL-8
BCU-7
BCL-7
BC
L-2
BCL-1A
BCU-8
BCL-7
TP-13
TP-11
TP-3
BCU-9
NEW TP-3 NRBF
NB
F
BC
U-5
BC
U-6
BC
L-5
TP-1C
TP-1B
BCL-5A
CONV.BC
L-5BTP-5A
LT
L
H
T
L
H
T
L
H
TL
LT
L
L
T
L
Ge
ne
ra
l C
arg
o / M
ultip
urp
ose
B
ac
k-u
p A
re
a 2
7.9
4 H
A
Ra
ilw
ay C
orrid
or
LN
G
/LP
G
In
ta
ke
Co
nta
in
er B
ac
ku
p / M
ultip
urp
ose
Are
a 6
1.8
0 H
a.
Mu
ltip
urp
ose
S
to
ra
ge
/ L
iq
uid
T
erm
in
al
Are
a 2
5.8
2 H
a.
Liq
uid
T
erm
in
al / M
ultip
urp
ose
Are
a 6
4.8
4 H
a.
Liquid Terminal / Multipurpose
Area 139.47 Ha.
Existing
back-up Yard
Expansion of
back-up Yard/
Multipurpose
Expansion of
back-up Yard/
Multipurpose
Expansion of
back-up Yard/
Multipurpose
Liq
uid
T
erm
in
al /
Mu
ltip
urp
ose
Are
a 3
8.0
0 H
A
Coal & Iron Back-up / M
ultipurpose
Area 182.38
Ha.
Co
nta
in
er B
ac
ku
p / M
ultip
urp
ose
A
re
a 4
6.8
4 H
a.
Mu
ltip
urp
ose
C
arg
o S
to
ra
ge
/ L
iq
uid
T
erm
in
al
A
re
a 72
.2
9 H
a.
Pro
po
se
d R
ail &
Ro
ad
Co
rrid
or
L
P
G
A
r
e
a
L
o
c
a
tio
n
-
1
5
5
.7
3
H
a
.
L
N
G
A
r
e
a
L
o
c
a
tio
n
-
1
2
4
.8
8
H
a
.
P
o
rt B
a
c
k
u
p
A
re
a
1
9
8
.1
9
.H
A
LNG Area
Location-2
36.45 Ha .
Turning
Circle
650m Ø
Proposed
Turning
Circle
550m Ø
Turning
Circle
700m Ø
LPG Area
Location-2
35.04 Ha.
LNG/LPG Outfall
Option-1
LNG/LPG Outfall
Option-2
LNG/LPG Outfall
Option-3
D
H
A
M
R
A
S
O
U
T
H
D
H
A
M
R
A
N
O
R
T
H
49
30
00
2301000
2306000
2311000
49
80
00
50
30
00
50
80
00
513
00
0
48
80
00
Description VerifiedRev Drawn
Designed
Checked
Verified
Approved
Date
Drawing TitleClient
Rev
By
1 2 3 4 5 6 7 8 9 10 11 12
A
B
C
D
E
F
G
H
1 2 3 4 5 6 7 8 9 10 11 12
A
B
C
D
E
F
G
H
Client Drawing No.
Date Consultant
ISSUED FOR INFORMATION
N
S
W E
--
--
--
--
ISSUED FOR INFORMATION1
-
-
ISSUED FOR INFORMATION0 15-09-2015
DMG01-01-CI-P10G-D11-001 (SHEET - 1)
RMB-
NS/TRSGP
DHAMRA PORT DEVELOPMENT PLAN
-
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24-11-2015
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RMBSGP
PMC PROJECTS
(INDIA) PRIVATE LIMITED
from vision to reality...
COPYRIGHT
The concepts, diagrams and information contained in
this document are the sole property and copyright of
Dhamra Port Company Ltd. Any use, copying,
reproduction or disclosure of the document, whether
directly or indirectly, or in whole or in part without the
prior written permission of Dhamra Port Company Ltd
is prohibited.
FOR MoEF PURPOSE
ANNEXURE - A4
OVERALL MASTER PLAN
ISSUED FOR INFORMATION2 15-12-2015RMBSGP
ISSUED FOR INFORMATION3 16-12-2015RMBSGP
ISSUED FOR INFORMATION 26-12-2015RMBSGP4
ISSUED FOR INFORMATION 01-01-2016RMBSGP5
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RAILWAY
BUILDING
ROOM
LNG Area
Location-2
36.45 Ha.
Turning
Circle
650m Ø
Proposed
Turning
Circle
550m Ø
Turning
Circle
700m Ø
LPG Area
Location-2
35.04 Ha.
LNG/LPG Outfall
Option-1
LNG/LPG Outfall
Option-2
LNG/LPG Outfall
Option-3
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2302000
2303000
49
50
00
49
60
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49
70
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49
80
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49
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2304000
2305000
2306000
2307000
2308000
2309000
12
34
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ABCDEFGH
12
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56
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ABCDEFGH
Description VerifiedRev Drawn
Designed
Checked
Verified
Approved
Date
Drawing TitleClient
Rev
By
Client Drawing No.
Date N
S
W E
ISSUED FOR INFORMATION
MASTER PLAN
DHAMRA PORT DEVELOPMENT PLAN
DMG01-01-CI-P10G-D11-001 (SHEET - 2)
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RMB-
NS/TRSGP
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ISSUED FOR INFORMATION0 15-09-2015
Last Save :-January 1, 2016 5:32 PM
PMC PROJECTS
(INDIA) PRIVATE LIMITED
from vision to reality...
COPYRIGHT
The concepts, diagrams and information contained in
this document are the sole property and copyright of
Dhamra Port Company Ltd. Any use, copying,
reproduction or disclosure of the document, whether
directly or indirectly, or in whole or in part without the
prior written permission of Dhamra Port Company Ltd
is prohibited.
ISSUED FOR INFORMATION1 24-11-2015
FOR MoEF PURPOSE
ANNEXURE - A4
ISSUED FOR INFORMATION2 15-12-2015
ISSUED FOR INFORMATION3 16-12-2015
ISSUED FOR INFORMATION4 26-12-2015RMBSGP
RMBSGP
RMBSGP
RMBSGP
RMBSGP
ISSUED FOR INFORMATION5 01-01-2016RMBSGP
Proposed Land use
Sr.
No DescriptionArea Marked
Area in Ha.
(Approx.)
ATotal Land
1Phase-I and Phase-II Area
690.00
2 Proposed Reclaimed Land 1075.70
3 Proposed Applied Land 247.70
B Un-Usable Land
1 Proposed Basin Area 23.00
2 Excluded Mangrove Area 9.00
Total Usable Land (A-B)1981.40
49
40
00
2302000
2303000
49
50
00
49
60
00
49
70
00
49
80
00
49
90
00
49
30
00
2301000
2304000
2305000
2306000
2307000
2308000
2309000
12
34
56
78
910
11
12
ABCDEFGH
12
34
56
78
910
11
12
ABCDEFGH
Description VerifiedRev Drawn
Designed
Checked
Verified
Approved
Date
Drawing TitleClient
Rev
By
Client Drawing No.
Date N
S
W E
ISSUED FOR INFORMATION
LAND USE PLAN
DHAMRA PORT DEVELOPMENT PLAN
2351-E-GEN-GEN-BG-L-I-004
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RMB-
NS/TRSGP
-
ISSUED FOR INFORMATION0 05-10-2015
Last Save :-January 1, 2016 11:38 AM
PMC PROJECTS
(INDIA) PRIVATE LIMITED
from vision to reality...
COPYRIGHT
The concepts, diagrams and information contained in
this document are the sole property and copyright of
Dhamra Port Company Ltd. Any use, copying,
reproduction or disclosure of the document, whether
directly or indirectly, or in whole or in part without the
prior written permission of Dhamra Port Company Ltd
is prohibited.
ISSUED FOR INFORMATION1 24-11-2015RMBSGP
FOR MoEF PURPOSE
ANNEXURE - A5
ISSUED FOR INFORMATION2 15-12-2015RMBSGP
RMBSGP
ISSUED FOR INFORMATION3 26-12-2015RMBSGP
ISSUED FOR INFORMATION4 01-01-2016RMBSGP
Sub-soil Investigation Report – Dhamra Port Annexure - B
Sub-soil Investigation Report of Dhamra Port
1
Index
1 Introduction ................................................................................................................... 2
Location of Boreholes................................................................................................................................ 2 1.1
Field operations ......................................................................................................................................... 4 1.2
General ............................................................................................................................................ 4 1.2.1
Field work ........................................................................................................................................ 4 1.2.2
Boring .............................................................................................................................................. 4 1.2.3
Standard Penetration Test ............................................................................................................... 4 1.2.4
Sampling ................................................................................................................................................... 5 1.3
Undisturbed Soil Sampling .............................................................................................................. 5 1.3.1
Ground Water Level ......................................................................................................................... 5 1.3.2
Laboratory Work .............................................................................................................................. 5 1.3.3
Chemical Analysis ........................................................................................................................... 5 1.3.4
Particle Size Distribution .................................................................................................................. 6 1.3.5
Atterberg’s Limits In (%) .................................................................................................................. 6 1.3.6
Field Moisture Content ..................................................................................................................... 6 1.3.7
Bulk Density ..................................................................................................................................... 6 1.3.8
Shear Strength Parameters of a Specimen: - .................................................................................. 6 1.3.9
Consolidation Test ........................................................................................................................... 7 1.3.10
Specific Gravity ................................................................................................................................ 7 1.3.11
Voids Ratio ...................................................................................................................................... 7 1.3.12
Differential Free Swell Index ............................................................................................................ 7 1.3.13
Classification of Soil ......................................................................................................................... 7 1.3.14
Sub-Soil Condition & Properties ...................................................................................................... 7 1.3.15
Non – Cohesive Soil ........................................................................................................................ 7 1.3.16
Effect of Ground Water Table .......................................................................................................... 7 1.3.17
Borehole wise Test Results Summary ....................................................................................................... 7 1.4
Boreholes by Beaumonde Associates ............................................................................................. 7 1.4.1
Boreholes by IDAX Lab Testing Ltd ................................................................................................10 1.4.2
Boreholes by Ideal Geoservices Pvt. Ltd. .......................................................................................16 1.4.3
2 Soil Resistivity Test .................................................................................................... 22
Sub-soil Investigation Report of Dhamra Port
2
1 Introduction
Dhamra Port Authority limited (DPCL) have entrusted the work of Geo-technical Investigation
of both onshore & off shore to the following Geotechnical Agencies.
1. Offshore Portion – Bulk Berth Area - M/S Beaumonde associates, Balasore September 2015
2. Onshore portion – Back up Area - M/s Idax Testing Lab Pvt. Ltd., Bhubaneswar July 2015
3. Offshore portion – Container Berth & Multipurpose Berth Area - M/s Ideal Geoservices
Private Limited December 2015
The above-said agencies carried out the Geotechnical investigations, field tests, sampling and
laboratory testing under the instructions of DPCL.
The scope of work comprised of boring of 62 no of bore holes at the proposed site. The field
work includes making of boreholes in the soil by Auger & Shell boring method. The scope
included conducting standard Penetration tests at regular intervals and collecting soil samples
for identification and logging purposes. UDS samples were also collected by UDS tube.
Collected Soil and Water samples were tested in the Base Laboratory & all data were analysed.
Location of Boreholes 1.1
Name Of Agency:- Beaumonde Associates
Bore Hole
No.
Co-Ordinates
E.G.L
Termination
Depth
(In Meter) Easting Northing
BH-4 496791.1787 2303319.3885 2.12 60.0
BH-5 496812.4208 2303401.7158 2.355 60.0
BH-6 496860.1163 2303570.0908 2.093 60.0
BH-7 496907.8118 2303738.4658 1.998 60.0
BH-8 496955.5073 2303906.4808 1.861 60.0
BH-9 497003.2028 2304075.2157 1.735 60.0
BH-10 497050.8983 2304243.5907 1.707 60.0
BH-11 497098.5938 2304411.9657 1.676 60.0
BH-12 497125.8483 2304508.1800 1.628 60.0
BH-13 497169.4556 2304662.1229 1.539 60.0
BH-14 497213.0630 2304816.0657 1.400 60.0
BH-15 497256.6703 2304970.0086 1.25 60.0
BH-16 497300.2776 2305123.9514 1.15 60.0
Name Of Agency:- IDAX Lab Testing Ltd.
N-1 496518.4931 2303318.0635 2.985 40.0
N-2 496289.4881 2303408.3298 4.666 40.0
N-3 496030.4167 2303408.3298 3.810 40.0
N-4 495699.0515 2303408.3298 4.258 40.0
N-5 496641.8448 2303634.7391 2.050 40.0
N-6 496378.3001 2303676.6391 2.850 40.0
Sub-soil Investigation Report of Dhamra Port
3
N-7 496153.8215 2303622.9675 6.100 40.0
N-8 495812.2100 2303634.7391 3.600 40.0
N-9 496533.3478 2304074.6079 2.390 40.0
N-10 496273.9650 2303949.0580 3.180 40.0
N-11 495930.6280 2303901.9797 3.800 40.0
N-12 495724.2519 2304073.2423 3.800 40.0
N-13 496136.7650 2304255.7961 3.200 40.0
N-14 495667.0018 2304260.1083 3.900 40.0
N-15 496533.3478 2304504.6841 2.300 40.0
N-16 495657.8813 2304467.4877 4.200 40.0
N-17 496275.5261 2304665.4987 2.700 40.0
N-18 495862.3650 2304631.5041 4.100 40.0
N-19 495667.1858 2304776.3502 3.850 40.0
N-20 496599.4677 2305022.1520 1.900 40.0
N-21 496273.9650 2304962.9019 2.800 40.0
N-22 495999.5650 2304963.0055 2.400 40.0
N-23 496395.3948 2305066.8122 2.300 40.0
N-24 496133.4501 2305150.6893 3.200 40.0
N-25 495735.2347 2305133.9901 4.200 40.0
Name Of Agency:- Ideal Geoservices Private Limited
M-1 496959 2302558 (-)8.50 46.5
M-2 496957 2302696 (-)2.10 53.0
M-3 497076 2302851 (-)9.20 46.5
M-4 497159 2303138 (-)8.50 46.5
M-5 497160 2303354 (-)2.00 53.0
M-6 497300 2303505 (-)10.00 45.0
M-7 497277 2303716 (-)2.00 53.0
M-8 497422 2303856 (-)9.00 46.0
M-9 497398 2304060 (-)2.00 53.0
M-10 497543 2304214 (-)5.00 50.7
C-1 496710 2301790 (-)6.00 49.0
C-2 496657 2301644 (-)6.50 48.5
C-2a 496671 2301539 (-)6.00 49.0
C-3 496662 2301431 (-)8.50 46.5
C-3a 496625 2301328 (-)11.00 45.0
C-4 496600 2301242 (-)10.50 44.5
C-4a 496602 2301150 (-)11.00 45.0
C-5 496615 2301028 (-)11.00 44.0
C-5a 496576 2300947 (-)11.50 44.0
C-6 496542 2300837 (-)11.50 44.0
Sub-soil Investigation Report of Dhamra Port
4
C-6a 496551 2300735 (-)10.50 44.5
C-7 496572 2300633 (-)10.30 45.0
C-8 496505 2300341 (-)8.20 44.0
C-9 496959 2302558 (-)8.00 47.0
Field operations 1.2
General 1.2.1
The entire Geotechnical investigation work has been divided mainly into two parts.
a) Field works
b) Laboratory Test.
a) Field works determine the types of sub –soil deposit and their characteristics.
b) Laboratory tests helps in determining the relevant geo-technical properties of the sub-
surface deposits leading to finalization of foundation depth of the structure basing on bearing
capacity of the foundation strata as well as the influence zone.
Field work 1.2.2
For investigation of the sub- soil strata, the field Work consists of drilling bore holes to a
required depth from ground level. To carry out field test if it is required to collect undisturbed
and disturbed samples. The bore hole, Locations, depth boring and ground levels are given by
DPCL. The required tools & plants such as Tripod, Augers, Diamond core drilling machines,
winch, flush joint casings, Spilt spoon samplers, then walled samplers core barrels, D.T, T.C &
different type of Diamond bits soil cutter, pumps, Diesel Engines etc. and available for site with
minimum number skilled workers and technical staff for conducting drilling field tests and
collection of samples were carried out as per IS 1892.
Boring 1.2.3
The required Diameter drilling proceed first by manual auger up to the ground water level then
followed by wash boring. Drilling tools are lowered with the help of mechanical winch fixed on
the tripod. During boring drilling fluid like bentonite solution is pushed simultaneously with
boring with driving flush joint casing pipes to keep the borehole preserve for collection of
samples and as well as field testing purpose. The drilling fluid flowing out of cutter bottom
mixed of with the cut soil and flow to the borehole surface setting tank and back to the slurry
tank. Drilling tools are lowered with the help of mechanical which fixed on the tripod. After the
drilling is reached up to the desired depth, pumping of the slurry is continued for 10 to 15
minutes for bottom clearing to conduct field tests and sample collection. All the boring
operation is conducted strictly as per I.S- 1892.
Standard Penetration Test 1.2.4
To evaluate standard strength data such as ‘N’ value (Number of blows per 30cm. of
penetration) the required spilt spoon sampler is conform to IS-9640. The sampler is lowered to
the bottom of borehole of required level with strings of ‘A’ type drill rods. The drive weight of
63.5 kg is hammered with a free fall of 0.75 m through one guide. The number of blows
Sub-soil Investigation Report of Dhamra Port
5
required to detect each 15 cm penetration is recorded. The first 15 cm is considered as seating
drive. The total blows required for the second & third 15 cm. penetration is termed penetrate
resistance ‘N’ where sampler could not penetrate 15 cm. If we applied 50 blows ‘N’ value is
considered as greater than 50 and the depth of penetration is also recorded. The test is carried
out of every 1.5 m depth of boring as per technical specification IS code. After the end of the
test spilt spoon is opened and length and weight of the sample recovered is measured for
calculation of bulk density and samples are preserved for laboratory test.
Sampling 1.3
Undisturbed Soil Sampling 1.3.1
After these samples are collected by thin walled sampler as per as IS: 2132. The sampling
equipment Used, consist of two tier assembly of sample tubes, 45cm in length and 10cm Dia,
fitting at its lower end with a cutting shoe. The sampling assembly was driven by means of a
jarring link to its full length or as far down as found practicable. Immediately after taking an
undisturbed sample in a tube, the adopter head was removed along with the disturbed material,
the visible ends of the sample each are trimmed off any wet disturbed soil. The ends will then
be coated alternately with four layers of just molten wax. More molten wax will then be added
to give a total thickness of not less than 25mm.
Ground Water Level 1.3.2
Ground water table is measured as per IS code / Technical specification.
Laboratory Work 1.3.3
Laboratory tests were carried out as directed by DPCL, in accordance with the procedures
described in the relevant Indian Standard Codes (IS: 2720) of practiced. The laboratory testing
was done on collected material as per relevant IS Codes. The laboratory –testing program
consisted of testing the soil index and strength properties, as well as the consolidation
characteristics. The index tests were performed to determine the soil moisture content, unit
weight ,specific gravity ,gradation characteristics (gravel, sand and fines content –the silt &
clay fraction) and consistency limit. The strength tests were performed to determine the shear
parameters (cohesion, friction angle) of soil: the consolidation tests were performed to find out
the consolidation properties. The index tests were perfumed on disturbed split-spoon soil
samples or undisturbed samples. Except the natural moisture content and dry density tests,
which were performed only on undisturbed soil samples. The strength tests consisted of the
tri-axial unconsolidated – undrained (UU) test, CU and CD tests. The consolidation
characteristics tests were performed on a one-dimensional consolidometer. The strength and
consolidation tests were performed on undisturbed soil samples.
Chemical Analysis 1.3.4
During investigation, soil / ground water samples were collected for chemical analysis to
determine their pH and contents of sulphates and chlorides in them and the results are
tabulated below.
Sub-soil Investigation Report of Dhamra Port
6
Chemical Analysis of Soil Samples:
BH No. Depth in m pH value Chlorides in mg/lit Sulphates in mg/lit
N-4 1.5 8.02 52.62 21.54
N-20 2 7.98 50.04 18.54
Chemical Analysis of Water Samples:
BH No. pH value Chlorides in mg/lit Sulphates in mg/lit
N-4 8.22 54.32 23.20
N-20 8.08 53.22 22.04
Particle Size Distribution 1.3.5
The sieve analysis is carried out in accordance with IS: 2720 (Pt.IV). The results are presented
in the form of Grain size distribution curve. Representative soil sample is obtained from the
bulk soil sample collected or received from site by method of DS and UDS. Quantity of soil
taken will be dependent on the maximum size of particle size present in the soil. Grain size
analysis is done by standard sieves by mechanical means & silt clay size particles are
determined by wet sieve method.
Atterberg’s Limits In (%) 1.3.6
Liquid & plastic limits & plasticity index in % are determined from UDS & DS samples as per IS -
2720 (part- 5).
Field Moisture Content 1.3.7
F.M.C of UDS, DS and SPT samples are determined in the laboratory as per IS – 2720 (part-2).
Bulk Density 1.3.8
Bulk density of soil sample is determined by as per IS-2720.
Shear Strength Parameters of a Specimen: - 1.3.9
For find out cohesion © and angle of shearing resistance (Ф) of U.D.S samples the Triaxial
(undrained) tests are carried out to determine the shear parameters. The shear tests are
carried out in accordance with IS: 2720 on saturated samples. For unconsolidated undrained
tri-axial compression test, the undisturbed soil specimen having diameter 38 mm and height to
diameter ration 2 is prepared and placed on the pedestal of the tri-axial cell. The cell is then
assembled with the loading ram and then placed in the loading machine. The cell fluid is
admitted to the cell and the pressure is raised to the desired value. An initial reading of the
gauge measuring axial compression of the specimen is recorded. The test is then commenced
and sufficient number of simultaneous readings of load and compression measuring gauge
being taken. The test is continued until the maximum value of the stress has been passed or
until an axial strain of 20 per cent has been reached. Additional tests are carried out on
identical specimen at confining pressure of 1 kg/cm2, 2 kg/cm
2 and 3 kg/cm
2. The shear
parameters are obtained from the plot of Mohr circles.
Sub-soil Investigation Report of Dhamra Port
7
Consolidation Test 1.3.10
The consolidation tests were carried out on undisturbed soil specimen in order to determine
the settlement characteristics of soil at different depths. The tests were conducted in
accordance to IS: 2720. From the observations of all incremental pressure, void ratio versus log
(pressure) curve is obtained. The slope of the straight line portion is designated as compression
index cc.
Specific Gravity 1.3.11
Specific gravity of U.D.S samples are determined as per IS - 2720 (part-3).
Voids Ratio 1.3.12
Void ratio of U.D.S samples is calculated.
Differential Free Swell Index 1.3.13
Differential free swell index are determined by U.D.S samples as per IS-2720 (part-40).
Classification of Soil 1.3.14
The soil are properly classified as per the above test results and as per IS- 1498.
Sub-Soil Condition & Properties 1.3.15
The boring records showing the various soils met with are enclosed. These are prepared from
field bore logs after proper modification in the light of laboratory and observation of
disturbance & penetrometer soil sample. The result of the S.P.T tests are given as N values in
these boring record. When N value is greater than 15, modified value of N is calculated as
Ne=15+1/2(N-15)
Non – Cohesive Soil 1.3.16
For non-cohesive soil, it is not possible to take UDS sample. The SPT is taken regular interval.
The C-phi values are determined by direct shear Test.
Effect of Ground Water Table 1.3.17
The ground water table has significant role on the safe bearing capacity of the soil. For
cohesion less soil the safe bearing capacity is reduced by 50%, if the water table is above or
near the bearing surface of the soil. If the water table is below the bearing surface of the soil
at a distance at least equal to the width of the foundation no such reduction is applicable, for
intermediate depth of the water table, proportional of the safe bearing capacity is made.
Borehole wise Test Results Summary 1.4
Boreholes by Beaumonde Associates 1.4.1
BH-4:
From Ground level to 0.5 m, 1.0 to 2.0 m, 3.0 to 4.0 m, 23.0 to 24.0 m and 45.0 to 46.0 m the
Soil strata is of clayey sands of non-plasticity with non-expansiveness. At 0.5 m to 1.0 m the
soil strata are of silty sands non-plasticity with non-expansiveness. At 2.0 m to 3.0 m, 14.0 m to
15.0 m, 24 m to 28 m, 30 m to 33 m, 35 m to 45.0 m, 46.0 m to 50.0 m and 52.0 m to 60.0 m
the soil strata is of inorganic Clay of low plasticity with medium expansiveness and 4.0 m to
14.0 m, 15.0 m to 23.0 m, 28.0 m to 30.0 m, 33.0 m to 35.0 m, 50.0 m to 52.0 m the soil strata
is of high plasticity with very highly expansiveness.
Sub-soil Investigation Report of Dhamra Port
8
BH-5
From Ground level to 12.0 m, 13.5 m to 19.5 m,21.0 m to 25.5 m,27.0 m to 28.5 m,30.0 m to 31.5
m,36.0 m to 37.5 m and 40.5 m to 60.0 m the soil strata is of high plasticity with very highly
expansiveness. At 25.5 m to 27.0 m, 33.0 m to 36.0 m and 37.5 m to 39.0 m the soil strata is of
inorganic Clay of low plasticity with moderate expansiveness. At 12.0 m to 13.5 m, 28.5 m to
30.0 m and 31.5 m to 33.0 m the soil strata are of silty sands non-plasticity with non-
expansiveness. At 19.5 m to 21.0 m, 39.0 m to 40.5 m the Soil strata are of Gravel Mix with silty
sand of non-plasticity with non-expansiveness.
BH-6
From Ground level to 4.0 m the soil strata are of silty sands non-plasticity with non-
expansiveness. At 4.0 m to 12.0 m, 13.0 m to 16.0 m, 17.0 m to 20.0 m, 22.0 m to 26.0 m, 31.0
m to 36.0 m, 37.0 m to 39.0 m, 43.0 m to 49.0 m and 51.0 m to 60.0 m the soil strata is of high
plasticity with very highly expansiveness. At 12.0 m to 13.0 m, 16.0 m to 17.0 m, 26.0 m to 31.0
m, 39.0 m to 42.0 m and 49.0 m to 51.0 m the soil strata is of inorganic Clay of low plasticity
with medium expansiveness. At 20.0 m to 22.0 m, 36.0 m to 37.0 m, 42.0 m, to 43.0 m the Soil
stratum is of Gravel Mix with silty sand of non-plasticity with non expansiveness.
BH-7
From Ground level to 0.5 m,16.0 m to 17.0 m,18.0 m to 20.0 m,22.0 m to 24.0 m,27.0 m to 30.0
m,36.0 m to 41.0 m,43.0 m to 45.0 m,50.0 m to 53.0 m,54.0 m to 58.0 m,59.0 m to 60.0 m
the soil strata is of inorganic Clay of low plasticity with medium expansiveness. At 0.5 m to 1.0
m,2.0 m to 16.0 m,17.0 m to 18.0 m,20.0 m to 2.0 m,24.0 m to 27.0 m,30.0 m to 36.0 m,41.0 m
to 43.0 m,45.0 m to 50.0 m,53.0 m to 54.0 m,58.0 m to 59.0 m the soil strata is of high
plasticity with very highly expansiveness. At 1.0 m to 2.0 m the Soil strata is of Gravel Mix with
silty sand of non-plasticity with non-expansiveness.
BH-8
From Ground level to 7.0 m, 21.0 m to 25.0 m, 37.0 m to 41.0 m, 44.0 m to 48.0 m, 50.0 m to
60.0 m the soil strata is of inorganic Clay of low plasticity with medium expansiveness. At 7.0
m to 21.0 m, 35.0 m to 37.0 m, 41.0 m to 44.0 m, 48.0 m to 50.0 m the soil strata is of high
plasticity with very highly expansiveness.
BH-9
From Ground level to 0.5 m the soil strata are of silty sands non-plasticity with non-
expansiveness. At 0.5 m to 3.0 m, 7.0 m to 21.0 m, 22.0 m to 24.0 m, 26.0 m to 29.0 m, 30.0 m
to 31.0 m, 35.0 m to 42.0 m, 43.0 m to 45.0 m, 50.0 m to 60.0 m the soil strata is of inorganic
Clay of low plasticity with medium expansiveness. At 3.0 m to 7.0 m, 21.0 m to 22.0 m, 24.0 m
to 26.0 m, 29.0 m to 30.0 m, 31.0 m to 35.0 m, 42.0 m to 43.0 m, 45.0 m to 50.0 m the soil
strata is of high plasticity with very highly expansiveness.
BH-10
From Ground level to 0.5 m the soil strata are of silty sands non-plasticity with non-
expansiveness. At 0.5 m to 20.0 m, 28.0 m to 32.0 m, 52.0 m to 53.0 m the soil strata is of high
Sub-soil Investigation Report of Dhamra Port
9
plasticity with very highly expansiveness. At 20.0 m to 28.0 m, 33.0 m to 52.0 m, 53.0 m to
60.0 m the soil strata is of inorganic Clay of low plasticity with medium expansiveness.
BH-11
From Ground level to 1.0 m the soil strata are of silty sands non-plasticity with non-
expansiveness. At 1.0 m to 9.0 m, 12.0 m to 20.0 m the soil strata are of high plasticity with
very highly expansiveness. At 9.0 m to 12.0 m, 20.0 m to 60.0 m the soil strata are of inorganic
Clay of low plasticity with medium expansiveness.
BH-12
From Ground level to 1.0 m the soil strata are of silty sands non-plasticity with non-
expansiveness. At 1.0 m to 2.0 m, 21.0 m to 30.0 m, 34.0 m to 36.0 m, 38.0 m to 42.0 m,45.0 m
to 50.0 m,55.0 m to 60.0 m the soil strata is of inorganic Clay of low plasticity with medium
expansiveness. At 2.0 m to 21.0 m, 30.0 m to 34.0 m, 36.0 m to 38.0 m, 42.0 m to 45.0 m, 50.0
m to 55.0 m the soil strata is of high plasticity with very highly expansiveness.
BH-13
From Ground level to 1.0 m the soil strata are of silty sands non-plasticity with non-
expansiveness. At 1.0 m to 2.0 m, 21.0 m to 30.0 m, 36.0 m to 41.0 m, 49.0 m to 54.0 m the
soil strata is of inorganic Clay of low plasticity with medium expansiveness. At 2.0 m to 21.0 m,
30.0 m to 36.0 m, 41.0 m to 49.0 m, 54.0 m to 60.0 m the soil strata is of high plasticity with
very highly expansiveness.
BH-14
From Ground level to 1.0 m the soil strata are of silty sands non-plasticity with non-
expansiveness. At 1.0 m to 2.0 m, 18.0 m to 20.0 m, 23.0 m to 34.0 m, 45.0 m to 51.0 m the soil
strata is of inorganic Clay of low plasticity with medium expansiveness. At 2.0 m to 18.0 m,
20.0 m to 23.0 m, 34.0 m to 45.0 m, 51.0 m to 52.0 m, 54.0 m to 60.0 m the soil strata is of
high plasticity with very highly expansiveness.
BH-15
From Ground level to 1.0 m the soil strata are of silty sands non-plasticity with non-
expansiveness. At 8.0 m to 9.0 m, 11.0 m to 12.0 m, 15.0 m to 19.0 m, 28.0 m to 32.0 m, 40.0 m
to 50.0 m, 52.0 m to 54.0 m, 58.0 m to 60.0 m the soil strata is of inorganic Clay of low
plasticity with medium expansiveness. At 1.0 m to 8.0 m, 9.0 m to 11.0 m, 12.0 m to 15.0 m,
19.0 m to 28.0 m, 32.0 m to 40.0 m, 50.0 m to 52.0 m, 54.0 m to 58.0 m the soil strata is of
high plasticity with very highly expansiveness.
BH-16
From Ground level to 1.0 m the soil strata are of silty sands non-plasticity with non-
expansiveness. At 16.0 m to 19.0 m, 30.0 m to 31.0 m, 36.0 m to 45.0 m, 48.0 m to 50.0 m,
58.0 m to 60.0 m the soil strata is of inorganic Clay of low plasticity with medium
expansiveness. At 1.0 m to 16.0 m, 19.0 m to 30.0 m, 31.0 m to 36.0 m, 45.0 m to 48.0 m, 50.0
m to 58.0 m the soil strata is of high plasticity with very highly expansiveness.
Sub-soil Investigation Report of Dhamra Port
10
Boreholes by IDAX Lab Testing Ltd 1.4.2
N-1 ( RL=2.985M)
Sl No. Depth in m Description of Borehole strata
1
0-15
High plastic high expansive clay soil of high compressibility layer was exists. The field N value from SPT was varied from 02 to 08. Three UD sample was collected at 1.5m, 3.0m & 4.5m depth.
2
15-34.5
High plastic high expansive clay soil of intermediate compressibility layer was exists. The field N value from SPT was varied from 14 to 74 at respective depth.
3 34.5-36 Non plastic non expansive poorly graded sand stratum was present. The field N value from SPT was found 65 at 34.5m depth.
4
36-40
High plastic high expansive clay soil of intermediate compressibility layer was present. The field N value from SPT was varied from 24 to 49 at respective depth.
N-2 ( RL=4.666M)
Sl No. Depth in m Description of Borehole strata
1
0-15
High plastic high expansive clay soil of high compressibility layer was exists. The field N values from SPT was varied from 02 to 08. Three UD sample collected at 1.5m, 3.0m & 4.5m depth.
2
15-34.5
High plastic high expansive clay soil of intermediate compressibility layer was exists. The field N value from SPT was varied from 14 to 74 at respective depth.
3 34.5-36 Non plastic non expansive poorly graded sand stratum was present. The field N value from SPT was found 65 at 34.5m depth
4
36-40 High plastic high expansive clay soil of intermediate compressibility layer was exists. The field N value from SPT was varied from 24 to 49 at respective depth.
BH-N-3 ( RL=3.810M)
Sl No. Depth in m Description of Borehole strata
1 0-3 Medium plastic moderate expansive clayey sand strata exist. The field N value from SPT was found 02 at 2m depth.
2
3-21
High plastic high expansive clay soil of high compressibility layer was exists. The field N value from SPT was varied from 01 to 07 at respective depth.
3
21-27
High plastic high expansive clay soil of intermediate compressibility layer was exists. The field N value from SPT was varied from 06 to 27 at respective depth.
4
27-34
High plastic high expansive clay soil of high compressibility layer was exists. The field N value from SPT was varied from 31 to 47 at respective depth.
5
34-40
High plastic high expansive clay soil of intermediate compressibility layer was exists. The field N value from SPT was varied from 54 to 58 at respective depth.
Sub-soil Investigation Report of Dhamra Port
11
N-4 ( RL=4.258M)
Sl No. Depth in m Description of Borehole strata
1 0-0.8 Non plastic non expansive poorly graded sand strata exist. DS was collected at 0.5m depth.
2
0.8-17
High plastic high expansive clay soil of high compressibility layer was exists. The field N value from SPT was varied from 01 to 12 at respective depth.
3
17-22
High plastic high expansive clay soil of intermediate compressibility layer was exists. The field N value from SPT was varied from 37 to 42 at respective depth.
4
22-24
Medium plastic moderate expansive clay soil of low compressibility layer was exists. The field N value from SPT was found 46 at 22.5m depth.
5
24-29
High plastic high expansive clay soil of high compressibility layer was exists. The field N value from SPT was varied from 26 to 51 at respective depth.
6
29-34
High plastic high expansive clay soil of intermediate compressibility layer was exists. The field N value from SPT was varied from 52 to 96 at respective depth.
7 34-37 Non plastic non expansive poorly graded sand strata exist. The
field N value from SPT was found 52 & 54 at 34.5 & 36m depth.
8
37-40
High plastic high expansive clay soil of intermediate compressibility layer was exists. The field N value from SPT was varied from 48 to 55 at respective depth.
N-5 ( RL=2.050M)
Sl No. Depth in m Description of Borehole strata
1
0-6
High plastic moderate to high expansive clay soil of intermediate compressibility layer was exists. The field N value from SPT was varied from 01 to 02 at respective depth.
2
6-31
High plastic high expansive clay soil of high compressibility layer was exists. The field N value from SPT was varied from 02 to 48 at respective depth.
3
31-40
High plastic high expansive clay soil of intermediate compressibility layer was exists. The field N value from SPT was varied from 49 to 65 at respective depth.
N-6 ( RL=2.950M)
Sl No. Depth in m Description of Borehole strata
1 0-4 High plastic high expansive clay soil of intermediate compressibility layer was exists.
2
4-18
High plastic high expansive clay soil of high compressibility layer was exists. The field N value from SPT was varied from 01 to 07 at respective depth.
3
18-23
High plastic high expansive clay soil of intermediate compressibility layer was exists. The field N value from SPT was varied from 29 to 43 at respective depth.
Sub-soil Investigation Report of Dhamra Port
12
4
23-35
High plastic high expansive clay soil of high compressibility layer was exists. The field N value from SPT was varied from 39 to 49 at respective depth.
5
35-40
High plastic high expansive clay soil of intermediate compressibility layer was exists. The field N value from SPT was varied from 50 to 59 at respective depth.
N-7 ( RL=6.100M)
Sl No. Depth in m Description of Borehole strata
1
0-4.5
High plastic moderate expansive clay soil of intermediate compressibility layer was exists. The field N value from SPT was found 1 at 4m depth.
2
4.5-32
High plastic high expansive clay soil of high compressibility layer was exists. The field N value from SPT was varied from 02 to 47 at respective depth.
3
32-37
High plastic high expansive clay soil of intermediate compressibility layer was exists. The field N value from SPT was varied from 49 to 74 at respective depth.
4
37-40
High plastic high expansive clay soil of high compressibility layer was exists. The field N value from SPT was varied from 32 to 49 at respective depth.
N-8 ( RL=3.600M)
Sl No. Depth in m Description of Borehole strata
1 0-1.5 Non plastic non expansive poorly graded sand strata exist. The field N value from SPT was found 01 at 1.5m depth
2
2-17
High plastic high expansive clay soil of high compressibility layer was exists. The field N value from SPT was varied from 02 to 05 at respective depth.
3
17-36
High plastic high expansive clay soil of intermediate compressibility layer was exists. The field N value from SPT was varied from 14 to 47 at respective depth.
4
36-40
High plastic high expansive clay soil of high compressibility layer was exists. The field N value from SPT was varied from 33 to 53 at respective depth.
N-9 ( RL=2.390M)
Sl No. Depth in m Description of Borehole strata
1
0-22
High plastic high expansive clay soil of high compressibility layer was exists. The field N value from SPT was varied from 01 to 08 at respective depth.
2
22-31
High plastic high expansive clay soil of intermediate compressibility layer was exists. The field N value from SPT was varied from 18 to 30 at respective depth.
Sub-soil Investigation Report of Dhamra Port
13
3
31-40
High plastic high expansive clay soil of high compressibility layer was exists. The field N value from SPT was varied from 32 to 55 at respective depth.
N-10 ( RL=3.180M)
Sl No. Depth in m Description of Borehole strata
1
0-21
High plastic high expansive clay soil of high compressibility layer was exists. The field N value from SPT was varied from 02 to 12 at respective depth.
2
21-26
High plastic high expansive clay soil of intermediate compressibility layer was exists. The field N value from SPT was varied from 17 to 22 at respective depth.
3
26-37
High plastic high expansive clay soil of high compressibility layer was exists. The field N value from SPT was varied from 32 to 63 at respective depth.
4
37-40
High plastic high expansive clay soil of intermediate compressibility layer was exists. The field N value from SPT was varied from 66 to 70 at respective depth.
N-11 ( RL=3.800M)
Sl No. Depth in m Description of Borehole strata
1
0-24
High plastic high expansive clay soil of high compressibility layer was exists. The field N value from SPT was varied from 02 to 23 at respective depth.
2
24-34
High plastic high expansive clay soil of intermediate compressibility layer was exists. The field N value from SPT was varied from 39 to 74 at respective depth.
3
34-40
High plastic high expansive clay soil of high compressibility layer was exists. The field N value from SPT was varied from 40 to 67 at respective depth.
N-12 ( RL=3.800M)
Sl No. Depth in m Description of Borehole strata
1
0-30
High plastic high expansive clay soil of high compressibility layer was exists. The field N value from SPT was varied from 01 to 41 at respective depth.
2
30-40
High plastic high expansive clay soil of intermediate compressibility layer was exists. The field N value from SPT was varied from 32 to 67 at respective depth.
N-13 ( RL=3.200M)
Sl No. Depth in m Description of Borehole strata
Sub-soil Investigation Report of Dhamra Port
14
1
0-35
High plastic high expansive clay soil of high compressibility layer was exists. The field N value from SPT was varied from 01 to 47 at respective depth.
2
35-40
High plastic high expansive clay soil of intermediate compressibility layer was exists. The field N value from SPT was varied from 53 to 64 at respective depth.
N-14 ( RL=3.900M)
Sl No. Depth in m Description of Borehole strata
1
0-35
High plastic high expansive clay soil of high compressibility layer was exists. The field N value from SPT was varied from 01 to 52 at respective depth.
2
35-40
High plastic high expansive clay soil of intermediate compressibility layer was exists. The field N value from SPT was varied from 58 to 67 at respective depth.
N-15 ( RL=2.300M)
Sl No. Depth in m Description of Borehole strata
1
0-30
High plastic high expansive clay soil of high compressibility layer was exists. The field N value from SPT was varied from 01 to 32 at respective depth.
2
30-40
High plastic high expansive clay soil of intermediate compressibility layer was exists. The field N value from SPT was varied from 35 to 65 at respective depth.
N-16 ( RL=4.200M)
Sl No. Depth in m Description of Borehole strata
1
0-34
High plastic high expansive clay soil of high compressibility layer was exists. The field N value from SPT was varied from 01 to 43 at respective depth.
2
34-40
High plastic high expansive clay soil of intermediate compressibility layer was exists. The field N value from SPT was varied from 65 to 72 at respective depth.
N-17 ( RL=2.700M)
Sl No. Depth in m Description of Borehole strata
1
0-33
High plastic high expansive clay soil of high compressibility layer was exists. The field N value from SPT was varied from 01 to 42 at respective depth.
2
33-40
High plastic high expansive clay soil of intermediate compressibility layer was exists. The field N value from SPT was varied from 48 to 65 at respective depth.
Sub-soil Investigation Report of Dhamra Port
15
N-18 ( RL=4.100M)
Sl No. Depth in m Description of Borehole strata
1
0-34
High plastic high expansive clay soil of high compressibility layer was exists. The field N value from SPT was varied from 01 to 46 at respective depth.
2
34-40
High plastic high expansive clay soil of intermediate compressibility layer was exists. The field N value from SPT was varied from 61 to 68 at respective depth.
N-19 ( RL=3.850M)
Sl No. Depth in m Description of Borehole strata
1
0-34
High plastic high expansive clay soil of high compressibility layer was exists. The field N value from SPT was varied from 01 to 46 at respective depth.
2
34-40
High plastic high expansive clay soil of intermediate compressibility layer was exists. The field N value from SPT was varied from 60 to 68 at respective depth.
N-20 ( RL=1.900M)
Sl No. Depth in m Description of Borehole strata
1
0-36
High plastic high expansive clay soil of high compressibility layer was exists. The field N value from SPT was varied from 01 to 44 at respective depth.
2
36-40
High plastic high expansive clay soil of intermediate compressibility layer was exists. The field N value from SPT was varied from 47 to 55 at respective depth.
N-21 ( RL=2.800M)
Sl No. Depth in m Description of Borehole strata
1
0-20
High plastic high expansive clay soil of high compressibility layer was exists. The field N value from SPT was varied from 01 to 07 at respective depth.
2
20-27
High plastic high expansive clay soil of intermediate compressibility layer was exists. The field N value from SPT was varied from 22 to 31 at respective depth.
3
27-33
High plastic high expansive clay soil of high compressibility layer was exists. The field N value from SPT was varied from 32 to 37 at respective depth.
4
33-40
High plastic high expansive clay soil of intermediate compressibility layer was exists. The field N value from SPT was varied from 47 to 61 at respective depth.
N-22 ( RL=2.400M)
Sl No. Depth in m Description of Borehole strata
Sub-soil Investigation Report of Dhamra Port
16
1
0-31
High plastic high expansive clay soil of high compressibility layer was exists. The field N value from SPT was varied from 01 to 37 at respective depth.
2
31-40
High plastic high expansive clay soil of intermediate compressibility layer was exists. The field N value from SPT was varied from 48 to 68 at respective depth.
N-23 ( RL=2.300M)
Sl No. Depth in m Description of Borehole strata
1
0-34
High plastic high expansive clay soil of high compressibility layer was exists. The field N value from SPT was varied from 01 to 34 at respective depth.
2
34-40
High plastic high expansive clay soil of intermediate compressibility layer was exists. The field N value from SPT was varied from 46 to 60 at respective depth.
N-24 ( RL=3.200M)
Sl No. Depth in m Description of Borehole strata
1
0-29
High plastic high expansive clay soil of high compressibility layer was exists. The field N value from SPT was varied from 01 to 35 at respective depth.
2
29-40
High plastic high expansive clay soil of intermediate compressibility layer was exists. The field N value from SPT was varied from 36 to 64 at respective depth.
N-25 ( RL=4.200M)
Sl No. Depth in m Description of Borehole strata
1
0-34
High plastic high expansive clay soil of high compressibility layer was exists. The field N value from SPT was varied from 01 to 43 at respective depth.
2
34-40
High plastic high expansive clay soil of intermediate compressibility layer was exists. The field N value from SPT was varied from 57 to 66 at respective depth.
Boreholes by Ideal Geoservices Pvt. Ltd. 1.4.3
M-1 to M-3
The sub surface stratigraphy can be briefly summarized as comprising top layer of very soft
CLAY upto an elevation varying between -11.50m CD to -13.70m CD. This layer is underlain by a
layer of SILT upto an elevation varying between -14.10m CD to -16.70m CD followed by a layer
of Very Dense SAND upto the elevation varying between -17.10m CD to -19.0m CD. This is
underlain by very Hard CLAY layer upto an elevation varying between -41.0m CD to -43.0m CD
interspersed by a 1.50m thick layer of very dense silty SAND. This is followed by a Very Dense
Sub-soil Investigation Report of Dhamra Port
17
Silt SAND/SAND upto the maximum explored depth of -55.0m CD with the presence of a very
Hard CLAY Layer in between.
Table 1: Generalized Sub-Soil Profile
Sr. No.
Soil Description Designated As
Thickness Encountered in the Boreholes (m)
Max. Min. Average
1. Very Soft Clay Unit 1 8.90 3.00 5.47
2. Loose to Medium Dense SILT Unit 2 4.50 3.00 3.53
3 Very Dense SAND Unit 3 3.00 1.50 2.50
4 Very Hard CLAY Unit 4 9.00 7.50 8.50
5 Very Dense Silty SAND Unit-5 1.50 1.50 1.50
6 Very Hard CLAY Unit-6 15.00 13.50 14.00
7 Very Dense SAND Unit-7 4.90 1.50 3.13
8 Very Hard CLAY/Sandy CLAY Unit-8 2.00 1.50 1.83
9 Very Dense SAND Unit-9 9.80 7.00 7.93
Table 2: Details of Boreholes Drilled and Thickness of Strata Encountered
BH. NO
R.L of
S.B.L. w.r.t C.D
Strata Thickness Encountered (m)
Unit 1 Unit 2 Unit 3 Unit 4 Unit 5 Unit 6 Unit 7 Unit 8 Unit 9
M-1 -8.50 3.00 4.50 3.00 9.00 1.50 13.50 3.00 2.00 7.00
M-2 -2.10 8.90 3.10 3.00 9.00 1.50 13.50 4.90 2.00 7.00
M-3 -9.20 4.50 3.00 1.50 7.50 1.50 15.00 1.50 1.50 9.80
M-4 to M-6
The sub surface stratigraphy can be briefly summarized as comprising top layer of very soft
CLAY upto an elevation varying between -14.50m CD to -16.0m CD. This layer is underlain by a
layer of Very Dense SAND upto the elevation varying between -17.50m CD to -20.0m CD. This is
underlain by very Hard CLAY layer upto an elevation varying between -40.0m CD to -43.0m CD
interspersed by a 1.5m thick layer of very dense silty SAND. This is followed by a Very Dense Silt
SAND/SAND upto the maximum explored depth of -55.0m CD with the presence of a very Hard
CLAY Layer in between in boreholes M-4 and M-5.
Table 3: Generalized Sub-Soil Profile
Sr. No.
Soil Description
Designated As
Thickness Encountered in the Boreholes (m)
Max. Min. Average
1. Very Soft Clay Unit 1 13.50 4.50 8.50
2. Very Dense SAND Unit 2 5.50 1.50 3.33
3 Very Hard CLAY Unit 3 10.50 6.50 8.67
Sub-soil Investigation Report of Dhamra Port
18
4 Very Dense Silty SAND Unit 4 1.50 1.00 1.33
5 Very Hard CLAY Unit-5 15.00 11.00 13.00
6 Very Dense SAND Unit-6 3.00 2.00 2.50
7 Very Hard CLAY/Sandy CLAY Unit-7 3.00 3.00 3.00
8 Very Dense SAND Unit-8 12.00 8.00 9.67
Table 4: Details of Boreholes Drilled and Thickness of Strata Encountered
BH. NO
R.L of
S.B.L. w.r.t C.D
Strata Thickness Encountered (m)
Unit 1 Unit 2 Unit 3 Unit 4 Unit 5 Unit 6 Unit 7 Unit 8
M-4 -8.50 7.50 1.50 10.50 1.00 11.00 3.00 3.00 9.00
M-5 -2.00 13.50 3.00 9.00 1.50 13.00 2.00 3.00 8.00
M-6 -10.0 4.50 5.50 6.50 1.50 15.00 12.00
M-6 to M-8
The sub surface stratigraphy can be briefly summarized as comprising top layer of very soft
CLAY upto an elevation varying between -14.50m CD to -16.5m CD. This layer is underlain by a
layer of Very Dense SAND upto the elevation varying between -17.0m CD to -20.0m CD, this
layer is not present in M-8. This is underlain by very Hard CLAY layer upto an elevation varying
between -34.5m CD to -43.0m CD interspersed by a 1.5m thick layer of very dense silty SAND.
This is followed by a Very Dense Silt SAND/SAND upto the maximum explored depth of -55.0m
CD.
Table 5: Generalized Sub-Soil Profile
Sr. No.
Soil Description
Designated As
Thickness Encountered in the Boreholes (m)
Max. Min. Average
1. Very Soft Clay Unit 1 13.50 4.50 8.50
2. Very Dense SAND Unit 2 5.50 1.50 3.50
3 Very Hard CLAY Unit 3 10.50 6.50 9.17
4 Very Dense Silty SAND Unit 4 2.00 1.50 1.67
5 Very Hard CLAY Unit-5 15.00 5.50 9.83
6 Very Dense SAND Unit-6 20.50 12.00 16.50
Table 6: Details of Boreholes Drilled and Thickness of Strata Encountered
BH. NO
R.L of
S.B.L. w.r.t C.D
Strata Thickness Encountered (m)
Unit 1 Unit 2 Unit 3 Unit 4 Unit 5 Unit 6
M-6 -10.0 4.50 5.50 6.50 1.50 15.00 12.00
M-7 -2.00 13.50 1.50 10.50 1.50 9.00 17.00
M-8 -9.0 7.50 10.50 2.00 5.50 20.50
Sub-soil Investigation Report of Dhamra Port
19
M-8 to M-10
The sub surface stratigraphy can be briefly summarized as comprising top layer of very soft
CLAY upto an elevation varying between -15.50m CD to -16.5m CD. This is underlain by very
Hard CLAY layer upto an elevation varying between -34.5m CD to -44.0m CD interspersed by a
1.5m thick layer of very dense silty SAND. This is followed by a Very Dense Silt SAND/SAND
upto the maximum explored depth of - 55.0m CD. In M-9 two patches of sand each 1.50m thick
are encountered at an elevation of -18.50m CD and -24.5m CD.
Table 7: Generalized Sub-Soil Profile
Sr. No.
Soil Description
Designated As
Thickness Encountered in the Boreholes (m)
Max. Min. Average
1. Very Soft Clay Unit 1 13.50 7.50 10.50
2. Very Hard CLAY Unit 2 12.00 10.50 11.50
3 Very Dense Silty SAND Unit 3 3.00 1.50 2.17
4 Very Hard CLAY Unit 4 13.50 5.50 10.83
5 Very Dense SAND Unit 5 20.50 11.00 14.67
Table 8: Details of Boreholes Drilled and Thickness of Strata Encountered
BH. NO
R.L of
S.B.L. w.r.t C.D
Strata Thickness Encountered (m)
Unit 1 Unit 2 Unit 3 Unit 4 Unit 5
M-8 7.50 10.50 2.00 5.50 20.50 7.50
M-9 13.50 12.00 3.00 13.50 11.00 13.50
M-10 10.50 12.00 1.50 13.50 12.50 10.50
C-1 to C-3
The sub surface stratigraphy can be briefly summarized as comprising top layer of very soft
CLAY upto an elevation varying between -12.00m CD to -17.0m CD. This layer is underlain by a
layer of Dense SAND upto the elevation varying between -18.00m CD to -19.0m CD in
boreholes C2a and C-3 and a 1.50m thick layer of SILT in C-1, this layer is not present in
boreholes C-1 and C-2. This is underlain by very Hard CLAY layer upto an elevation varying
between -44.0m CD to -46.0m CD interspersed by 1.5m thick lenses of very dense silty SAND in
C-1 and C-2a. This is followed by a layer of Very Dense Silt SAND/SAND upto the maximum
explored depth of -55.0m CD in all boreholes except C-1 with the presence of very Hard CLAY
lenses in boreholes C-2 and C-3. In borehole C-1 very Hard CLAY is encountered from an
elevation of -51.0m CD upto the maximum explored depth of -55.0m CD
Sub-soil Investigation Report of Dhamra Port
20
Table 9: Generalized Sub-Soil Profile
Sr. No.
Soil Description
Designated As
Thickness Encountered in the Boreholes (m)
Max. Min. Average
1. Very Soft Clay Unit 1 10.50 6.00 8.25
2. Very Dense SAND Unit 2 4.50 0.00 1.50
3 Very Hard CLAY Unit 3 28.50 23.00 26.38
4 Very Dense Silty SAND Unit 4 14.00 6.00 9.63
5 Very Hard CLAY Unit-5 4.00 0.00 2.13
Table 10: Details of Boreholes Drilled and Thickness of Strata Encountered
BH. No
R.L of
S.B.L. w.r.t C.D
Strata Thickness Encountered (m)
Unit 1 Unit 2 Unit 3 Unit 4 Unit 5
C-1 -6.00 6.00 0.00 28.50 9.00 4.00 Sandy SILT -12.0m CD to 13.5m CD
C-2 -6.50 10.50 0.00 27.00 9.50 1.50
C-2a -6.00 10.50 1.50 23.00 14.00 0.00
C-3 -8.50 6.00 4.50 27.00 6.00 3.00
C-3 to M-5
The sub surface stratigraphy can be briefly summarized as comprising top layer of very soft
CLAY upto an elevation varying between -14.50m CD to -18.5m CD except in borehole C-5 .In
borehole C-5 the top layers comprises of loose SAND upto an elevation of -14.5mCD. This layer
is underlain by a layer of Medium Dense Sandy SILT upto the elevation varying between -13.5m
CD to -20.0m CD, this layer is not present in borehole C-3 and C-3a. This is underlain by very
Hard CLAY layer upto an elevation varying between -46.0m CD to -51.5m CD. This clay layer is
interspersed two layers of Very Dense SAND.
First layer between -14.5m CD to -21.0m CD in boreholes C-3, C-3a and C-4 and second
between -34.5m CD and -39.5m CD in boreholes C-3a thru C-5. This is followed by a Very Dense
Silty SAND/SAND upto the maximum explored depth of -55.0m CD with a hard CLAY layer of
3.0m in C-3.
Table 11: Generalized Sub-Soil Profile
Sr. No.
Soil Description
Designated As
Thickness Encountered in the Boreholes (m)
Max. Min. Average
1. Very Soft Clay Unit 1 4.50 3.00 3.80
2. Medium Dense Sandy SILT Unit 2 3.00 0.00 1.20
3 Very Dense Silty SAND Unit 3 4.50 3.00 3.90
4 Very Hard CLAY Unit 4 31.50 27.00 28.50
5 Very Dense Silty SAND Unit-5 9.50 3.50 6.50
Sub-soil Investigation Report of Dhamra Port
21
Table 12: Details of Boreholes Drilled and Thickness of Strata Encountered
BH. NO
R.L of
S.B.L. w.r.t C.D
Strata Thickness Encountered (m)
Unit 1 Unit 2 Unit 3 Unit 4 Unit 5
C-3 -8.50 4.50 0.00 4.50 31.50 6.00
C-3A -11.00 3.00 0.00 4.50 27.00 9.50
C-4 -10.50 3.00 3.00 3.00 27.00 8.50
C-4A -11.00 4.50 1.50 4.50 28.50 5.00
C-5 -11.00 4.00 1.50 3.00 28.50 3.50 The top layer is loose SAND from -
11.0m CD to -14.5CD
C-5 to C-7
The sub surface stratigraphy can be briefly summarized as comprising top layer of very soft
CLAY upto an elevation varying between –16.0m CD to -18.0m CD in boreholes C-6 thru C-7
and Loose SAND upto an elevation of -14.50m CD in boreholes C-5 and C-5a. This layer is
underlain by a layer of Medium Dense SILT upto an elevation of -19.3m CD to -20.0m CD, this
layer is not encountered in boreholes C-5a and C-6. This is underlain by very Hard CLAY layer
upto an elevation varying between -47.8m CD to -51.5m CD interspersed by layers of very dense
silty SAND in boreholes C-5, C-5a and C-7 at different elevations. This hard CLAY is followed by
a Very Dense Silty SAND/SAND upto an elevation varying between -47.8m CD to -55.0m CD.
This is underlain by Very Hard CLAY Layer upto the maximum explored depth of -55.0m CD, this
layer is not encountered in C-5 and C-5a.
Table 13: Generalized Sub-Soil Profile
Sr. No.
Soil Description Designated As
Thickness Encountered in the Boreholes (m)
Max. Min. Average
1. Very Soft Clay Unit -1 7.50 3.00 5.24
2. Loose SAND Unit-1A 3.50 1.50 2.50
3 Medium Dense Sandy SILT Unit -2 2.30 0.00 1.06
4 Very Hard CLAY Unit -3 33.00 21.00 26.40
5 Very Dense Silty SAND Unit -4 12.00 1.50 7.30
6 Very Hard CLAY Unit -5 7.20 4.00 5.23
Table 14: Details of Boreholes Drilled and Thickness of Strata Encountered
BH. NO
R.L of
S.B.L. w.r.t C.D
Strata Thickness Encountered (m)
Unit 1 Unit 1A Unit 2 Unit 3 Unit 4 Unit 5
C-5 -11.00 4.00 3.50 1.50 28.50 6.50 -
C-5A -11.50 3.00 1.50 0.00 27.00 12.00 -
C-6 -11.00 5.00 - 0.00 33.00 1.50 4.50
Sub-soil Investigation Report of Dhamra Port
22
C-6A -10.50 7.50 - 1.50 22.50 9.00 4.00
C-7 -10.3 6.70 - 2.30 21.00 7.50 7.20
C-8 and C-9
The sub surface stratigraphy can be briefly summarized as comprising top layer of very soft
CLAY upto an elevation varying between -12.5m CD to -14.2m CD in borehole C-8 the top layer
comprises of loose SAND. In borehole C-8 this layer is underlain by a layer of Dense SAND upto
the elevation of -18.2m CD followed by a 1.50m thick layer of medium dense SILT. This is
underlain by very Hard CLAY layer upto an elevation varying between -41.0m CD to -44.2m CD
interspersed by 1.5m thick lenses of very dense silty SAND in borehole C-8. This is followed by a
layer of Very Dense Silt SAND/SAND upto an elevation varying between -50.2m CD to -51.50m
CD. Below this hard CLAY is encountered in borehole C-9 upto the maximum explored depth of
-55.0m. Borehole C-8 was terminated at an elevation of -50.2m CD
Table 15: Generalized Sub-Soil Profile
Sr. No.
Soil Description Designated As
Thickness Encountered in the Boreholes (m)
Max. Min. Average
1. Very Soft Clay Unit -1 4.50 4.50 4.50
2. Loose SAND Unit -1A 1.50 0.00 0.75
3 Medium Dense SILT Unit -2 1.50 0.00 0.75
4 Very Hard CLAY Unit -3 28.50 22.50 25.50
5 Very Dense Silty SAND Unit -4 12.00 10.50 11.25
6 Very Hard CLAY/Sandy CLAY Unit -5 3.50 0.00 1.75
Table 16: Details of BH Drilled and Thickness of Strata Encountered
BH. NO
R.L of
S.B.L. w.r.t C.D
Strata Thickness Encountered (m)
Unit 1 Unit 1A Unit 2 Unit 3 Unit 4 Unit 5
C-8 -8.20 4.50 1.50 1.50 22.50 12.00 0.00
C-9 -8.00 4.50 0.00 0.00 28.50 10.50 3.50
2 Soil Resistivity Test
For determining the soil resistivity, geophysical surface method of exploration by electrical
resistivity tests were conducted as per IS: 3043-1987.The method is based on injection of
artificially generated high frequency current. The flow of current or the resistivity differs for
various strata depending on their density. Soil strata are distinguished to their resistivity. On
this principle, resistivity of soil was determined.
Sub-soil Investigation Report of Dhamra Port
23
For subsurface investigation by Electrical Resistivity Method, the instrument used for this
method was D.C. resistivity meter. The instrument is specially designed to measure the
resistivity of layers by the four electrodes method as well as for the self-potential survey. The
instrument consists of mainly two independent sections namely
The current measuring section;
The potential measuring section;
The current & voltage (potential) are supplied to the ground by the respective electrodes.
Wenner’s Four Electrode Method: Accordingly four electrodes are placed along a common line.
Two outside electrodes are used to apply current to the ground, while the inside two are used
to measure voltage (potential difference). Now electric current (I) is applied to outer electrodes
and the apparent potential difference (V) between the two inner electrodes is measured. Then
the four outer electrodes are shifted to greater space at equal distance to each other on the
common line. In the test, current difference, potential difference and the distance between the
electrodes are recorded. From the recorded values, resistivity in Ohm – m for corresponding
distance is calculated based on the following formula. The observed values are annexed in the
test report.
Apparent resistivity (ρ) = F x (R) Ohm. m ( Where, Factor ( F ) = 2πS
S = Distance between electrodes
R = Resistance in Ohm
I = Current in ampere)
ERT-1
Distance
in m
Measured Resistance in Ohm
Factor
(F)
Calculated Apparent
Resistivity in Ohm.m
Average Apparent
Resistivity in Ohm.m N – S E – W N - S E- W
I R I R
1 52 1.25 62 1.68 6.3 7.88 10.58 9.23
2 45 0.68 53 0.75 12.6 8.57 9.45 9.01
5 40 0.224 39 0.202 31.4 7.03 6.34 6.69
10 38 0.103 36 0.102 62.8 6.47 6.41 6.44
ERT-2
Distance
in m
Measured Resistance in Ohm
Factor
(F)
Calculated Apparent
Resistivity in Ohm.m
Average Apparent
Resistivity in Ohm.m N – S E – W N - S E- W
I R I R
Sub-soil Investigation Report of Dhamra Port
24
1 68 1.32 70 1.45 6.3 8.32 9.14 8.73
2 53 0.59 50 0.62 12.6 7.43 7.81 7.62
5 48 0.201 42 0.198 31.4 6.31 6.22 6.26
10 40 0.098 35 0.084 62.8 6.15 5.28 5.71
CBH-1 BH-05 BH-06BH-08
BH-02
BH-01
BH-12
BH-20
N-5
N-6
N-7
N-8
N-9
N-11
N-10
N-17
N-18
N-16
N-14
N-13
LEGENDS:-
IDAX BORE HOLES
L&T BORE HOLES
BEAUMONDE BORE HOLES
Turning
Circle
650m Ø
Proposed
Turning
Circle
550m Ø
Turning
Circle
700m Ø
L-2
L-3
L-4
L-5
L-6
L-8
L-7
L-1
BEAUMONDE BORE HOLES
(FINAL REPORT AWAITED)
C-9
C-8
C-7
C-5
C-4
C-3
C-2
C-1
M-2
M-3
M-5
C-5a
C-6a
IGPL BORE HOLES
49
40
00
2302000
2303000
49
50
00
49
60
00
49
70
00
49
80
00
49
90
00
49
30
00
2301000
2304000
2305000
2306000
2307000
2308000
2309000
12
34
56
78
910
11
12
ABC
DEFGH
12
34
56
78
910
11
12
A
BC
DEFGH
Description VerifiedRev Drawn
Designed
Checked
Verified
Approved
Date
Drawing TitleClient
Rev
By
Client Drawing No.
Date N
S
W E
ISSUED FOR INFORMATION
BOREHOLE LOCATION PLAN
DHAMRA PORT DEVELOPMENT PLAN
2351-E-GEN-GEN-BG-L-I-006
-
RMB-
NS/TRSGP
-
ISSUED FOR INFORMATION0 30-10-2015
Last Save :-January 1, 2016 5:31 PM
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is prohibited.
ISSUED FOR INFORMATION1 24-11-2015RMBSGP
ISSUED FOR INFORMATION2 15-12-2015RMBSGP
RMBSGP
ISSUED FOR INFORMATION3 26-12-2015RMBSGP
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