Pre Feasibility report on Strengthening of Oil Jetty No....

1 | P a g e

Kandla Port Trust

Kandla Port Trust

Pre Feasibility report on Strengthening of Oil Jetty

No. 1

June 2012

MOEF Format

MoEF Format Kandla Port Trust

2 | P a g e

Contents

1. EXECUTIVE SUMMARY ................................................................................................. 3

2. INTRODUCTION OF THE PROJECT / BACKGROUND INFORMATION ................................ 3

3. PROJECT DESCRIPTION ................................................................................................. 5

4. SITE ANALYSIS .............................................................................................................. 6

5. PLANNING BRIEF ........................................................................................................ 13

6. PROPOSED INFRASTRUCTURE .................................................................................... 14

7. REHABILITATION AND RESETTLEMENT (R & R) PLAN ................................................... 15

8. PROJECT SCHEDULE AND COST ESTIMATES ................................................................. 15

9. ANALYSIS OF PROPOSAL (FINAL RECOMMENDATIONS) .............................................. 15

ANNEXURES ...................................................................................................................... 17

Annexure - A – Project Site Location .................................................................................. 18

Annexure – B – Block Cost Estimate ................................................................................... 19


3 | P a g e

1. EXECUTIVE SUMMARY

Kandla Port is the busiest port of India and serves as the gateway for the trade generating from/to the

entire Northern India. In the terms of cargo handling, Kandla Port has achieved the first position among

all the Major Ports of India, in most of the years in last decade. To enhance the cargo handling capacity

and to handle bigger size vessels, Kandla Port has long been focussing on various measures like adding

the new facilities, strengthening the existing facilities, etc.

Kandla Port is highly dependent on the liquid cargo commodities for sustaining its cargo growth and top

position among all Major Ports. Liquid cargo handling capacities are to be enhanced through

development of new oil jetty on BOT basis and strengthening of Oil Jetty No. 1 through internal

resources.

The document presents the pre-feasibility study of strengthening of Oil Jetty No. 1.

Oil Jetty No. 1 is to be strengthened for handling of bigger size vessels, i.e. vessels with 13 m draft.

Presently, Oil Jetty No. 1 handles the vessels up to 10.7 m draft handles the vessels with up to 10 m

draft. Therefore the jetties would have to be strengthened and hence, the project involves carrying out

the civil work and required dredging. Civil work would involve putting additional piles along the length,

on the back side of the berths of the T-shaped Jetties.

As per consultants for the project (IIT Madras), having strengthened the jetties would be capable of

handling vessels up to 65000 DWT.

2. INTRODUCTION OF THE PROJECT / BACKGROUND INFORMATION

(i) Identification of project and project proponent.

Kandla Port Trust is the proponent (as the Port Authority) of the proposed project to strengthen the Oil

Jetty No. 1. The proposed project has been identified as part of a series of capacity enhancements

envisaged to augment the port capacity at various facility locations of Kandla Port Trust.

(ii) Brief description of nature of the project

NAME OF PROJECT Strengthening of Oil Jetty No. 1

Jetties Oil Jetty No. 1

Type of Jetty T-Shaped

Length of Jetty 89.6 m

Width of Jetty 12.9 m

Present Draft 10.7 m

Proposed Draft 13 m


4 | P a g e

Present Vessel Size 40000 DWT

Proposed Vessels Size 65000 DWT

Mode of Strengthening Additional Piles on Backside of Berth & Capital Dredging for

Draft of 13 m

Project Cost INR 7.5 Crores

Project Phasing Single Phase Project

Mode of Implementation Internal Resources

Project time Schedule 12 Months

(iii) Need of the project and its importance to the country and or region.

Kandla Port is one of the busiest Ports of India. Kandla Port has been achieving first position among all the Major Ports of India in the terms of cargo handling for the most of the years in last decade. Thus, Kandla Port Trust has been contributing the most for the development of port capacity and handling seaborne trade of the country.

Especially northern India is heavily dependent on Kandla Port Trust for its trade requirements due to its peculiar land locked location compared to many other regions of India which are comparatively quite nearer to the sea shore. Some states of central India like Madhya Pradesh are also dependent for its specific trade requirement on Kandla Port Trust.

Hence, considering the vast hinterland that is dependent on KPT for seaborne trade and currently prevailing traffic congestion at existing facilities of KPT, capacity additions are of utmost importance at KPT for serving the economy of the influence region and in turn, the economy of the whole country in the best possible manner. Specifically, the strengthening of Oil Jetties is much required project at this stage. India is a heavily oil deficit country which is largely fed by imports at Major Ports. Among major ports, Kandla is the leader due to its sustained growth of traffic in various commodities including liquid cargo. Strengthening of oil jetty would help KPT to continue leading the traffic growth and fuelling not only the northern part of the country but also the other parts of the country.

(iv) Demand-Supply gap.

Liquid cargo handling facilities at Kandla have attracted 9.60 million tonnes liquid cargo for the year 2011-12. The same has grown at CAGR of 6.70% during the last 10 Years. Considering this historical growth rate, the traffic projection for the liquid cargo at Kandla is provided below:

(In MMTPA)

Years FY 2013

FY 2014

FY 2015

FY 2016

FY 2017

FY 2018

FY 2019

FY 2020

FY 2021

FY 2022

FY 2023

Liquid Traffic at Kandla 10.31 11.00 11.73 12.52 13.36 14.25 15.21 16.23 17.31 18.47 19.71

Considering the existing capacity of 6 Oil Jetties i.e. 13 MMTPA and comparing the same with the projected

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

3.23 MMTPA.


5 | P a g e

(v) Imports Vs. Indigenous Production

Not applicable for this project

(vi) Export possibility


(vii) Domestic/export markets.


(viii) Employment generation (Direct & Indirect) due to the project.

The project would generate both direct and indirect type of employment opportunities. Project would

require the manpower for implementation as well as operation period which is a direct employment.

Moreover, the proposed project would enhance the indirect economic activity in the industries like basic

materials i.e., cement, steel, Logistics services, Transportation and many more.

3. PROJECT DESCRIPTION

(i) Type of project including interlinked and interdependent project, if any.

The project is Strengthening of Oil Jetty No. 1 for handling of vessels up to 13 m draft. The project envisages, as suggested by IIT Madras, strengthening T-shaped Oil Jetties i.e. No. 1 by additional piles and also the dredging alongside the berths.

(ii) Location (map showing general location, specific location, and project boundary and project site layout) with coordinates.

Location details are provided in Annexure A.

(iii) Details of alternate sites considered and the basis of selecting the proposed site. Particularly the environmental consideration gone into should be highlighted.

Not applicable for this project.

(iv) Size or magnitude of operation.

Project magnitude in terms of estimated financial investment required to be made is envisaged at Rs. 7.5 Crores. Oil Jetty i.e. No. 1 would be capable of handling 13 m draft vessels after completion of this work.

(v) Project description with process details (a schematic diagram / flow chart showing the project layout, components of the project etc. should be given).

The project components and other details can be referred in the drawing attached in Annexure A.


6 | P a g e

(vi) Raw material required along with estimated quantity, likely resource, marketing area of final product/s, mode of transport of raw material and finished products.

This is not applicable for the project.

(vii) Resource optimization / recycling and reuse envisaged in the project, if any, should be briefly outlined.


(viii) Availability of water its sources, energy / power requirement and sources should be given.

Water: The Gujarat Water Supply and Sewerage Board is responsible for developing and managing

various sources of water in the region. The important source of water is the 14.5 Million m3

capacity reservoir of Tapar Dam, besides a number of deep tube wells. Water is distributed to

Kandla area from high service reservoir near Bhachau through 18” dia. CI mains, after chlorination.

The capacities of the elevated water towers and underground reservoirs at Kandla are 1500 KL and

14000 KL respectively. The average daily consumption of water at Kandla area is estimated at

around 1300 kl. The position is improved to a great extent by tapping the source of water from

Sardar Sarovar Narmada Nigam Limited.

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

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

presently under implementation to augment the power supply to 66 KV and to provide necessary

infrastructure for receiving Bulk supply, stepping down and distribution.

Kandla SEZ area which is approximately 16 Km far from the project site, the power supply lines

would be installed for the project requirements.

(ix) Quantity of wastes to be generated (liquid and solid) and scheme for their management / disposal.


(x) Schematic representation of the feasibility drawing which give information of EIA purpose.

The project drawing has been attached as Annexure A.

4. SITE ANALYSIS

(i) Connectivity

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

Gandhidham which lies 67 Km. & 20 Km. respectively from Kandla Port. Gandhidham airport is also

operational and there is a daily flight to Mumbai from this Airport.


7 | P a g e

Railway Broad gauge(BG) tracks directly connect the Port at New Kandla with the principal cities of Bombay,

Ahmadabad, Surat, Baroda, etc., and also Delhi, Punjab and Haryana through the route

Ahmadabad-Ratlam- Kota - Mathura to Delhi. The second route is via Palanpur - Ajmer to Delhi.

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

which provides direct link to Jodhpur in Rajasthan & Bhatinda in Punjab and reduces the reach to

Hinterland by 118 Km.

Road Kandla is connected to the National Highway grid system through NH 8A coming from Mumbai via

Ahmedabad and Morbi and terminates at the Port. All main gates of cargo jetty complex as well as

oil jetty complex are directly connected to N. H. 8 A by four lane wide roads.

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

also lies on NH 8A about 13 Km. from the Port. The port enjoys fully developed road network, both

in and around the Port area to facilitate faster movement of cargo.

• Asphalted Road Network - 30 KMS.

• Concrete Road Network - 30 KMS.

Presently 11.43 kms long Kandla-Kharirohar road connecting Oil Jetty complex with NH 8A is two

lane wide. This road is being widened from two lane to four lane at a total cost of Rs. 2179 lakhs.

This also includes construction of Railway Over Bridge.

Port has constructed a two lane wide road connecting Existing NH 8A with Tuna Port, which is 5

kms from Tekra. The widening of this road will commence in the near future.

(ii) Land form, land use and land ownership.

Land is under ownership of Kandla Port.

(iii) Topography (along with map).

The site is the existing location of Oil jetty No. 1 and 2. The back side of the berth would have the additional piles. The master plan for Kandla Port trust showing topographic details will be provided by KPT.

(iv) Existing land use pattern (agriculture, non-agricultural, forest, water bodies [including area under CRZ]), shortest distance from the periphery of the project to periphery of the forest, national park, wild life sanctuary, eco sensitive areas, water bodies (distance from the HFL of the river), CRZ. In case of notified industrial area, a copy of the Gazette notification should be given.

Existing land use is port operations (non agricultural) and shortest distance from periphery of the project (Kandla Port) to periphery of eco sensitive areas (mangroves) is Approx. 1 Km (across the Kandla Creek).


8 | P a g e

(v) Existing infrastructure.

Existing infrastructure at Kandla Port is described as shown below:

The Port handles cargo at two locations, viz. Kandla and Vadinar (near Jamnagar). Presently, Vadinar has three Single Buoy Moorings (SBMs) and two Product jetties having a draught of upto 14.5 m and have a capacity to handle 14 MMTPA of finished petroleum products, two SBM installed by the Indian Oil Corporation Ltd. (IOCL) & one installed by Vadinar Oil Terminal Ltd. (VOTL) for handling of crude oil for its refineries. These SBMs can accommodate vessels up to 3 Lakhs DWT size and have a capacity to handle around 28.50 Million tons of crude traffic per annum. Kandla has, at present, 10 dry cargo berths along with 2 container handling berths and six oil jetties. The existing twelve general cargo berths have a continuous quay length measuring 2532m. Also, Kandla port has 240.00 meter (160 meter + new 80 meter) long barge handling jetty at tuna and south wharf barge jetty of length 202 meter at Bunder Basin. The permissible draught and sizes of vessels that can be docked along the 12 berths at Kandla Port are given below:

Berth No. Dead Weight Tonnage (DWT) Draught (in metres)

I 45000 9.8

II 45000 9.8

III 45000 9.8

IV 45000 9.8

V 35000 9.1

VI 35000 9.1

VII 55000 11.5

VIII 55000 11.5

IX 55000 11.5

X 55000 11.5

XI 65000 12.5

XII 65000 12.5

Liquid Cargo

Presently, there are six oil jetties, two product jetties and three SBMs to handle various types of

liquid cargo like POL product, edible oils etc. Maximum DWT of the vessels and the permissible

draft at these jetties is shown in the table below:

Oil Jetty No. DWT Draught (M)

I 40000 10.4

II 52000 10.0

III 40000 10.7

IV 56000 10.7

V (IFFCO JETTY) 45000 9.5

VI (IOC JETTY) 45000 10.1

OFF SHORE OIL TERMINAL

VADINAR

SBM 1 IOCL SBM2 IOCL

SBM3VOTL

300000

300000

300000

30

30

30

2 nos Product jetties at Vadinar 105000 14.5


9 | P a g e

Mooring Facilities

Cargo lighterage is being carried out at a number of moorings. The details of the moorings available

are given below:-

Barge Handling Facilities

Currently at two locations the barge handling facilities are located at Kandla Port.

Storage Capacity

Liquid Storage Capacity

The tank farms at Kandla for liquid bulk cargo (chemicals, edible oils, POL products, acids, etc.)

storage have a total combined capacity of nearly 21.26 Lakh kilo-litres. The tank farms are

connected to the oil jetties through a number of pipelines facilitating easy and faster handling of

liquid cargo ships. All tank farms are situated behind the port jetties. The total storage capacity for

chemicals and edible oil is around 9.17 Lakh kilo-litres and 12.08 Lakh kilo-litres for POL and acids.

No. of Tanks Capacity in Kilolitres

Chemical & Edible Oil 89 917739

POL + Acid 472 1208369

Dry Storage Capacity (Covered & Open)

The Port has developed storage capacity for dry cargo inside the custom bounded area for storage

of import and export cargo. RCC ramps have been constructed for all godowns, so that cargo can be

loaded /unloaded directly from the godowns which reduce the loading/unloading time. The open

storage and godown capacity is shown in the following table:

Nos. Area (Hectares) Capacity (Lakh MT)

Port Owned

Godowns 32 16.16 4.45

Open storage 166.25 35.97

Private and CWC owned

Godowns 38 7.4 1.48

Moorings Maximum Length overall (in m) Draught (in m)

I & II 152.40 7.9

III 183.93 8.2

DDM 255.55 11.5

Salt Mooring 160.00 8.5

Barge Handling Maximum Length overall (in m) Draught (in m)

Barge Jetty at Bunder Basin 202 4.0

Barge Jetty at Tuna 240 4.0


10 | P a g e

Other infrastructural facilities

Other infrastructural facilities at Kandla Port Trust include:

Container Terminal being operated by M/s. ABGKCTL on Berth No. 11 & 12.

Uninterrupted power supply from grid with supplementation from diesel power, generator of

2000 KVA capacity.

Barge handling facilities at Kandla.

Storage facility for LPG to the tune of 30,000 m3.

Two jetties for berthing Port Craft.

One berthing jetty for Port Tugs.

A maintenance jetty with a loading steel dry dock for port craft. The dry dock can

accommodate vessels having displacement upto 2,700 ton and a maximum length of 95 meters,

beam of 15 meters and draft of 4.5 meters. The jetty is equipped with a 10 ton capacity crane.

State of art Container Freight Station (CFS).

28 Nos of Tugs & Launches.

Online computerization of entire port operation and established connectivity with various

business partners viz banks, custom, custom house agent etc.

There are twelve weighbridges at the port (including three private weighbridges at Tuna) which

are summarized as below:-

o Four weighbridges of 40 MT capacity

o Two weighbridges of 50 MT capacity

o One weighbridge of 60 MT capacity


o Three weighbridges of 100 MT capacity

o Two Private Weighbridges of 40 MT & 20 MT capacity respectively

Cargo handling Equipment

The port is equipped with a range of cargo handling equipment to handle different types of cargo

passing through the port. There are nine number of high capacity Electrical Level Luffing cranes

working on the present cargo berths. The mobile cargo handling equipment includes cranes, forklift

trucks, trailers etc. Details of the Cranes presently, held by the port are given as below. There are

twelve cranes:

4 of 16 Tons.

6 of 25 Tons.

2 of 12 Tons.

The Port has purchased 2 nos Mobile Harbour Cranes from Italgru in the month of July 2011. The Port

has eight shipping tugs and two harbour tugs, 15 launches and one fire float, two pilot & oil cum

Debris recovery vessel, one each at Kandla & Vadinar. Ships are berthed / sailed round the clock. The

Pilot embarks / disembarks inward and outward vessels at fair-weather Buoy located about 23 Kms

from Kandla.


11 | P a g e

Water Supply

The Gujarat Water Supply and Sewerage Board is responsible for developing and managing various

sources of water in the region. The important source of water is the 14.5 Million m3 capacity

reservoir of Tapar Dam, besides a number of deep tube wells. Water is distributed to Kandla area

from high service reservoir near Bhachau through 18” dia. CI mains, after chlorination. The capacities

of the elevated water towers and underground reservoirs at Kandla are 1500 kl. and 14000 kl.,

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

The position is improved to a great extent by tapping the source of water from Sardar Sarovour

Narmada Nigam Limited.

Electricity / Power Supply

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

has two diesel generating sets to meet with emergency needs. A scheme is presently under

implementation to augment the power supply to 66 KV and to provide necessary infrastructure for

receiving Bulk supply, stepping down and distribution.

(vi) Soil classification.

The sub-soil profile for the existing jetties as shown in the report from IIT Madras is shown in the

following diagram:

As could be seen, the sub-soil profile consists of Gray Soft to Firm Silty Clay up to –10.7 m, Reddish

Brown Hard Silty Clay up to -18.7 m. Reddish Brown Hard Silty Clay with Gypsum is met with below

–18.7 m up to 26.9 m. Yellowish Brown Dense to Very Dense Silty Sand up to –37.52 m. Piles of

existing jetties No. 1 and 2 are founded at -28 m level.

0.0 M

- 10.7 M – Gray Soft to Firm Silty Clay

- 18.7 M – Reddish Brown Hard Silty Clay

- 26.9 M – Reddish Brown Hard Silty Clay with Gypsum

- 37.52 M – Yellowish Brown Dense to Very Dense Silty Sand


12 | P a g e

(vii) Climatic data from secondary sources

Temperature and Humidity

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

10 C in winter to about 44 C in summer. The mean, maximum and minimum temperature observed

in the different months at Kandla is presented in the table below:

Months Mean of Max. Temp. Mean of Min. Temp.

January 25.2 13.0

February 27.5 15.5

March 32.0 20.2

April 34.6 23.5

May 35.9 25.7

June 35.0 27.7

July 32.4 27.2

August 30.7 25.4

September 33.3 24.5

October 34.2 23.1

November 32.4 20.2

December 25.6 13.5

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

maximum relative humidity varies from 0% to 100%, whereas minimum values vary between 0 and

30%, except during July, August and September, when minimum values vary between 25% and

50%.

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

generally remains confined between June end and mid September. During the remaining months,

the rainfall is scanty. The annual average rainfall is around 200mm only.

Wind Conditions

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

January The predominant direction is between NNE and NNW with speed range normally

between 12 and 19 Km/hr. which may exceed for about 10 % of the time.

February

The direction changes from NNE and SSW, but predominantly between WSW and

SSW. The wind speed from SSW varies between 12 and 39 km/ hr. for 15 % of the

time and for rest of the time it generally varies between 12 and 19 Km/ hr.

March The direction lies between NNW and SSW, but predominantly between WSW and



April to June The direction for wind is between WSW and SSW. The wind speed reaches a

maximum of 39 km/ hr. except in July, when the speed may exceed the range.

October The direction of wind changes from SSW to NNW. Wind speed ranges between 12

and 19 km/ hr. but the limit may exceed for 10 % of the time.


13 | P a g e

Nov. & Dec. The predominant direction is between NNE and NNW and the speed is between 12

and 19 km/hr.

Tidal Conditions Tides at Kandla are semi-diurnal in character. The tidal heights with respect to port Chart Datum,

with local Mean Sea level as + 3.884 is presented in the table below:

Highest High Water + 7.59 m

Mean High Water Spring + 6.66 m

Mean High Water + 6.185 m

Mean High Water Neaps + 5.71 m

Mean Low Water Neaps + 1.80 m

Mean Low Water + 1.3 m

Mean Low Water Spring +0.80 m

Lowest Low Water + 0.4 m

Average Spring Range 5.86 m

Average Neap Range 3.91 m

Mean Range 4.885 m

Waves

Kandla Creek is protected from wave disturbances by a number of shoals at its outfall into the gulf.

This provides the setting for a basin with absolute tranquillity. The creek provides calm waters

round the year for easy movement of shipping. Thus, Kandla has become an all-weather Port of

repute. The high amplitude tides coupled with a large storage area has resulted in high flushing

velocities inside. This has helped in cleansing of the navigational channels, thus providing minimum

siltation. Outside in the gulf, the complex flow phenomenon has given rise to a number of shoals,

which are dynamic in nature. The Port of Kandla is approached through the channel starting from

the Outer Tuna Buoy. The shallow depths at the turning point of the channel are over passed

during high tides by vessels approaching the harbour. Ship movements are normally confined to

the high tides. Siltation in the channel is confined to a reach of hardly 3 km only. The Port region is

free from any significant wave disturbances.

Storms and Cyclones

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

which passed over Kandla Port with a wind speed of 150 km/hr., resulting in high tidal waves of

10.5 m with strong current, caused extensive damages to the Port installations, crafts and human

lives.

(viii) Social infrastructure available.

Not applicable

5. PLANNING BRIEF

(i) Planning concept (type of industries, facilities, transportation, etc.) town and country planning/development authority classification.

The project is related to strengthening of the Oil Jetty No. 1 and 2. The strengthening would be

carried out for handling vessels with draft up to 13 m. Therefore, civil work and dredging work


14 | P a g e

would be carried out for both the jetties. The berth would be strengthened by adding a raw of pile

on the rear side. Apart from this no other work is expected to be involved at this stage.

Other details regarding town and country planning / development authority classification is not

applicable for the project.

(ii) Population projection.

No population projection as it is port operation facility.

(iii) Land use planning (breakup along with green belt, etc.)

Not Applicable

(iv) Assessment of infrastructure demand (physical and social).

Not Applicable

(v) Amenities / facilities

Project does not include any additional facility as the same is for strengthening of existing

structures.

6. PROPOSED INFRASTRUCTURE

(i) Industrial area (processing area)

Not Applicable

(ii) Residential area (non processing area).

There is no proposed residential area as part of this project.

(iii) Green belt.

There is no green belt envisaged for the project as it is just strengthening of existing structure.

(iv) Social infrastructure.

There is no proposed social infrastructure as part of this project. Details would be ascertained in later stages.

(v) Connectivity (traffic and transportation road / rail / metro / water ways etc).

The proposed site located on National Highway 8A and is well connected to Gandhidham and Kandla Port and Tuna Port. Moreover, a project is under the advanced stage of planning for providing rail connectivity up to Tuna port.

(vi) Drinking water management (source and supply of water).

Not Applicable


15 | P a g e

(vii) Sewerage system.

Not Applicable

(viii) Industrial waste management.

Not Applicable

(ix) Solid waste management.

There is no solid waste envisaged for the project as it is just strengthening of existing structure.

(x) Power requirement and supply / source.

Not Applicable

7. REHABILITATION AND RESETTLEMENT (R & R) PLAN

(i) Policy to be adopted (central / state) in respect of the project affected persons including home outsees, land outsees and landless labours (a brief outline to be given).

Not applicable

8. PROJECT SCHEDULE AND COST ESTIMATES

(i) Likely date of start of construction and likely date of completion (time schedule for the project to be given)

Proposed project would be completed over the period of 12 months from the date of work order to the selected contractor.

(ii) Estimated project cost along with analysis in terms of economic viability of the project.

It is estimated that project cost shall be around Rs. 13.38 Crores. For block estimated, please refer to Annexure B. Economic viability is not applicable as the project is just a strengthening of existing structure.

9. ANALYSIS OF PROPOSAL (FINAL RECOMMENDATIONS)

(i) Financial and social benefits with special emphasis on the benefit to the local people including tribal population, if any, in the area.

Financial Benefits of project.

I. To Kandla Port Trust 1. Efficient cargo handling at Kandla Port. 2. Reducing congestion at Kandla port.

II. To Local community 1. Indirect economic activity for nearby areas. 2. More employment opportunities for local people.


16 | P a g e

Social Benefits of project. To Local community A. Public image of Kandla port would get enhanced as the world class port facility with most

modern infrastructure.

B. With modernisation and expansion of Kandla port, more economic opportunities would be created (both in formal and informal sector) for Local community.

C. Increase in business activity will bring in prosperity in hinterland, which consequently would bring better access to social and physical infrastructure.


17 | P a g e

ANNEXURES

18 | P a g e

Annexure - A – Project Site Location


19 | P a g e

Annexure – B – Block Cost Estimate

BLOCK ESTIMATE

Sr. No. Particulars Rs. Crores

A Dismantling Work 0.16

B Piling Work 11.08

C Building Work 0.10

D Micro Concreting 1.39

Total Basic Cost 12.73

Add: Contingency @ 3% 0.38

Sub Total 13.11

Add: Establishment Charges @2% 0.26

Total Estimated Project Cost 13.38

Kandla Port Trust

Pre Feasibility report on Development of Oil Jetty to Handle Liquid Cargo & Ship bunkering Terminal

at Old Kandla

MOEF Format

1

MoEF Format

MoEF Format

Table of Contents LIST OF ABBREVIATIONS ......................................................................................... 2

1. EXECUTIVE SUMMARY ...................................................................................... 3

2. INTRODUCTION OF THE PROJECT/BACKGROUND INFORMATION ...................... 4

3. PROJECT DESCRIPTION...................................................................................... 8

4. SITE ANALYSIS ................................................................................................ 10

5. PLANNING BRIEF ............................................................................................ 18

6. PROPOSED INFRASTRUCTURE ......................................................................... 20

7. REHABILITATION AND RESETTLEMENT (R&R) PLAN......................................... 22

8. PROJECT SCHEDULE AND COST ESTIMATES ..................................................... 24

9. ANALYSIS OF PROPOSAL (FINAL RECOMMENDATIONS) ................................... 28

Annexure A: BLOCK ESTIMATE .............................................................................. 29

Annexure – B: PORT LOCATION ............................................................................. 30

Annexure – B: SITE LOCATION ............................................................................... 31

2

MoEF Format

MoEF Format

LIST OF ABBREVIATIONS

BOT Build, Operate and Transfer

CAGR Compounded Annual Growth Rate

DSCR Debt Service Coverage Ratio

DWT Dead Weight Tonnage

GRT Gross Registered Tonnage

IRR Internal Rate of Return

KPT Kandla Port Trust

MMTPA Million Metric Tonnes per Annum

MT Metric Tonne

NPV Net Present Value

POL Petrol Oil Lubricant

PPP Public Private Partnership

SEZ Special Economic Zone

TAMP Tariff Authority for Major Ports

MAT Minimum Alternate Tax

3

MoEF Format

MoEF Format


Presently, Kandla Port is handling its liquid cargo at its 4 nos Oil Jetties. These jetties

collectively have a capacity of 8.00 MMTPA. Against this capacity, a total of 10.77 MMTPA of

liquid cargo was handled at Kandla Port resulting in berth occupancy exceeding 75% at

general cargo berths in 2009-2010. In order to ease pressure on the existing oil terminals

and to cater additional liquid cargo, KPT has taken measures to develop a liquid cargo

handling facility and Ship Bunkering Terminal adjoining to the existing oil jetty no. 1 at Old

Kandla. The proposed facility will be able to cater vessels of higher DWT. The vessels shall be

supplied with their requirement of Heavy Fuel oil, Marine Diesel Oil, Marine Gas Oil.

Commissioning of the proposed facility shall augment the liquid cargo handling capacity of

Kandla Port by 3.39 MMTPA.

The proposed facility shall be used for handling all kinds of liquid cargo i.e. POL, vegetable

oils, ammonia, phosphoric acid, others etc. The Bunkering Facility shall cater to vessels

visiting Kandla Port and other ports in the Gulf of Kutch.

Traffic Forecast

The traffic projections of cargo at which the financial viability has been carried out are as

follows: (Traffic in Million MTs)

Traffic Forecast Y1 Y6 Y11 Y16 Y21 Y28

Proposed traffic of liquid cargo

to be handled 14.56 19.68 26.60 35.95 48.59 74.08

(Note: Y1…Y28 is the proposed traffic for the operating years excluding the two years of

construction period)

Project Viability

The financial viability of the Project has been evaluated on the rates for cargo handling,

berth hire, storage and miscellaneous arrived at in the draft TAMP proposal. The proposed

Project can be considered as financially viable based on the following viability indicators:

S.No. Indicator Value

1 Project IRR 14.01%

2 Economic IRR 14.53%

3 Project NPV (Rs. in crore) 48.56

4. Equity IRR 14.85%

4

MoEF Format

MoEF Format

2. INTRODUCTION OF THE PROJECT/BACKGROUND INFORMATION

i. Identification of project and project proponent.

1. The main components of the project which shall be constructed by the BOT operator

are:

a) A jetty of length 300 m*15m with approach of 450 meter

b) Tank terminal for storage of liquid cargo of capacity 132000 KL

c) Ship bunkers of storage capacity of 32500 KL

2. The total estimated cost of the projects is Rs.276.53 crore.

3. The supply of Bunkers through Barges to the vessels waiting mid stream or berthed

alongside jetties.

4. Storage tank farm with an aggregate storage capacity of 132000 KL having pipeline

connectivity for receiving as well as supplying the fuels

5. Bunker storage tank with an aggregate storage capacity of 32500 KL connected with

pipeline.

6. The storage tank farm shall have fire fighting facilities, water sprinkler system, concrete

payment, lab testing facility, etc.

7. Capital and Maintenance dredging in front of the jetty is also proposed to be undertaken

by the BOT operator.

ii. Brief description of nature of the project

In order to ease pressure on the existing liquid cargo berths, KPT has taken a slew of

measures that include development of Oil jetties at Vadinar. In light of the same it is

proposed to develop the facility at Old Kandla Port to handle liquid cargo along with ship

bunkering facility in future. Commissioning of the proposed facility shall augment the liquid

cargo handling capacity of Kandla Port by 3.39 Million MTs.

The proposed facility shall be used for handling liquid cargo.

Name of Project Development of Oil Jetty to Handle Liquid Cargo and Ship Bunkering Terminal at Old Kandla under PPP mode

Length of the wharf 300 meters

Width of the wharf 15 meters

Total Back up area 5.5 hectares

Berthing facility for Vessels One large size vessel or two small size vessels

Maximum Vessel Size upto 80000 DWT

Optimal Capacity of Oil Terminal 3.39 MMTPA

5

MoEF Format

MoEF Format

Annual Handling of liquid cargo assumed for viability

2.37 MT from 1st year of operations (70%)

Design load for wharf 5 MT/m2

Draught at jetty face -13 m (Shall be achieved and maintained by the BOT Operator)

Capital Cost Rs. 276.53 Crore

Source of funds Debt: Equity in 70:30 ratio

Project time Schedule 24 months from the Date of Award of Concession

Capital and Maintenance Dredging will be carried out by successful bidder

Expected Commissioning date FY 2014-15

Viability Indicators

Project IRR 14.01%

Economic IRR 14.53%

NPV (Net Cash Flows) Rs. in Crore 48.56

Equity IRR 14.85%

iii. Need of the project and its importance to the country and or region.

The need of the project can be understood from the demand and supply mismatch at the

Kandla Port in terms of the liquid cargo being handled by the exising 4. Nos. of Jetties.

Existing Liquid Cargo Handling Capacity

Presently, four numbers oil jetties are handling liquid cargo at Old Kandla Port. In future,

proposed one number oil jetty shall be commissioned for handling liquid cargo at Old Kandla

Port. The combined capacity of all facilities at Kandla Port for handling liquid cargo

(excluding containers) is shown in the graph below:

6

MoEF Format

MoEF Format

As could be seen from the above figure, the existing capacity of all 4 nos oil jetty is 8 MMTPA

which shall be augmented by 3.39 MMTPA in the year 2014-15 after the commissioning of

proposed new oil jetty which shall take the total liquid cargo handling capacity at Kandla

Port to 11.39 MMTPA.

Trends in the past liquid cargo traffic

The liquid cargo handled at Kandla Port is shown in the figure below. As could be seen, liquid

cargo traffic at Kandla Port has increased at a compounded annual growth rate (CAGR) of

6.22 % over the last five years. This growth rate has been used for arriving at liquid cargo

projections at Kandla Port over the next 30 years.

Years

Capacity in

MMTPA

Years

Traffic in

MMTPA

Total Capacity: 11.39 MMTPA

7

MoEF Format

MoEF Format

Demand and Supply with future projections

Following figure highlights the gap between the projected liquid cargo traffic at Kandla Port

and the available capacity. The projections are based on the CAGR of 6.22 % observed for

the traffic of last five years.

(Note: The total concession period is of 30 years including two years as construction period)

The central area in the above figure indicates the gap between the capacity and expected

liquid cargo traffic in future years. This is the gap that needs to be plugged by development

of new facilities in future for handling of liquid cargo.

iv. Imports vs. indigenous production


v. Export possibility


vi. Domestic/export markets.


vii. Employment generation (Direct & Indirect) due to the project.

Shall be ascertained in later stages.

Years

Traffic & Capacity in

MMTPA

8

MoEF Format

MoEF Format



As mentioned earlier, construction of Oil Jetty at Old Kandla is proposed to ease the pressure on the existing Oil jetties. It is anticipated that the even after the commissioning of the aforementioned facilitiy, the capacity shall be inadequate to handle the likely liquid cargo traffic in future. Commissioning of the proposed facility shall augment the liquid cargo handling capacity of Kandla Port by 8.00 Million MTs. To 11.39 Million MTs. Hence this project should be seen as part of larger Kandla Port complex with interlinked operations.


The proposed project site is situated near Oil Jetty no. 1 as per drawing enclosed at

Annexure B.


The proposed Oil jetty site is located adjacent to the existing operational Oil jetties

of Kandla Port and is considered to be the most suitable site. No alternative site has

been considered.


Backup Land Area : 5.5 HA

Investment: 276.53 Crores


Please Refer Annexure B


Please refer annexure A


Shall be ascertained at later stages.


Water: The Gujarat Water Supply and Sewerage Board is responsible for developing and managing various sources of water in the region. The important source of water

9

MoEF Format

MoEF Format

is the 14.5 Million m3 capacity reservoir of Tapar Dam, besides a number of deep tube wells. Water is distributed to Kandla area from high service reservoir near Bhachau through 18” dia. CI mains, after chlorination. The capacities of the elevated water towers and underground reservoirs at Kandla are 1500 kl. and 14000 kl., respectively. The average daily consumption of water at Kandla area is estimated at around 2000 kl. The position is improved to a great extent by tapping the source of water from Sardar Sarovour Narmada Nigam Limited.

Presently water is distributed to Tuna area through tankers as fulfilment demand of 5 KL per day. Total requirement of water in 562 area is 200 MLD water supply is ensured by Gujarat water supply Board. However, if situation arises provision is made for a stand alone water desalination plant at the zone. This is to be installed by private parties and operated on commercial basis for SEZ area.

Power: The port receives Bulk power supply from PGVCL through seven 11 KV sub stations. Besides, the port has two diesel generating sets to meet with emergency needs. A scheme is presently under implementation to augment the power supply to 66 KV and to provide necessary infrastructure for receiving Bulk supply, stepping down and distribution.

Uninterrupted good quality estimated power requirement of 900MW is expected to be supplied in the SEZ area by the Gujarat Government. However, master plan caters for setting up a dedicated power back up from an independent power producer (IPP) at a later stage, if required. The BOT operator shall be required to install a 11 KV transformer yard for transmission and power distribution for the said project.


Prima facia, waste generated by BOT operator during any operations, is

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

management of disposal (both solid and liquid. Details of waste (both solid and

liquid) generated and its management would be ascertained at later stages.


Please refer to annexure B.

10

MoEF Format

MoEF Format

4. SITE ANALYSIS

(i) Connectivity.

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

as well as Gandhidham which lies 67 Km. & 20 Km. respectively from Kandla Port.

Gandhidham airport is also operational and there is a daily flight to Mumbai from

this Airport.

Railway

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

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

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

route is via Palanpur - Ajmer to Delhi.

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

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

Punjab and reduces the reach to Hinterland by 118 Km.

Road Kandla is connected to the National Highway grid system through NH 8A coming

from Mumbai via Ahmedabad and Morbi and terminates at the Port. All main gates

of cargo jetty complex as well as oil jetty complex are directly connected to N. H. 8 A

by four lane wide roads. The city of Gandhidham where the Port Administrative

Office and the main staff colony are located, also lies on NH 8A about 13 Km. from

the Port. The port enjoys fully developed road network, both in and around the Port

area to facilitate faster movement of cargo.


Land is largely flat with scanty vegetation. Land currently is lying as barren land and is under ownership of Kandla Port.


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


Existing land use pattern of the proposed site is barren land and covered under coastal regulation.

11

MoEF Format

MoEF Format


The proposed Oil jetty is a green field project and nothing exists on the site as of

now. The backup area earmarked for the jetty is almost barren and flat. It is

proposed to construct and operate a wharf of length 300 m X 15 m on PPP basis. The

jetty shall be used for unloading/loading of cargo from Tankers. The BOT operator

shall undertake the following development activities at the proposed project.

a. Port Infrastructure

The Port handles cargo at two locations, viz. Kandla and Vadinar (near Jamnagar).

Presently, Vadinar has three Single Buoy Moorings (SBMs), two installed by the

Indian Oil Corporation (IOC) & one installed by Vadinar Oil Terminal Ltd. (VOTL) for

handling of crude oil for its refineries. These SBMs can accommodate vessels up to 3

Lakhs DWT size and have a capacity to handle around 28.50 Million tons of crude

traffic per annum. Kandla has, at present, 10 dry cargo berths along with 2 container

handling berths and six oil jetties. The existing twelve general cargo berths have a

continuous quay length measuring 2532m. Also, Kandla port has 240.00 metre long

barge handling jetty at Tuna. The permissible draught and sizes of vessels that can

be docked along the 12 berths at Kandla Port are given below:


I 45000 9.8

II 45000 9.8

III 45000 9.8

IV 45000 9.8

V 35000 9.1

VI 35000 9.1

VII 55000 11.5

VIII 55000 11.5

IX 55000 11.5

X 55000 11.5

XI 65000 12.5

XII 65000 12.5

b. Liquid Cargo

Presently, there are six oil jetties and three SBMs to handle various types of liquid

cargo like POL product, edible oils etc. Maximum DWT of the vessels and the

permissible draft at these jetties is shown in the table below:

12

MoEF Format

MoEF Format

c. Mooring Facilities

Cargo lighterage is being carried out at a number of moorings. The details of the

moorings available together with their occupancy are given below:-

d. Storage Capacity


The tank farms at Kandla for liquid bulk cargo (chemicals, edible oils, POL products,

acids, etc.) storage have a total combined capacity of nearly 21.26 Lakh kilo-litres.

The tank farms are connected to the oil jetties through a number of pipelines

facilitating easy and faster handling of liquid cargo ships. All tank farms are situated

behind the port jetties. The total storage capacity for chemicals and edible oil is

around 9.17 Lakh kilo-litres and 12.08 Lakh kilo-litres for POL and acids.



POL + Acid 472 1208369


The Port has developed storage capacity for dry cargo inside the custom bounded

area for storage of import and export cargo. RCC ramps have been constructed for

all godowns, so that cargo can be loaded/unloaded directly from the godowns which

reduce the loading/unloading time. The open storage and godown capacity is shown

in the following table:


I 40000 10.4

II 52000 10.0

III 40000 10.7

IV 56000 10.7




VADINAR


SBM3VOTL

300000

300000

300000

30

30

30


I & II 152.40 7.9

III 183.93 8.2

DDM 255.55 11.5


13

MoEF Format

MoEF Format


Port Owned

Godowns 27 11.90 3.83



Godowns 38 7.4 1.48

e. Other infrastructural facilities



Uninterrupted power supply from grid with supplementation from diesel power,

generator of 2000 KVA capacity.





A maintenance jetty with a loading steel dry dock for port craft. The dry dock

can accommodate vessels having displacement upto 2,700 ton and a maximum

length of 95 meters, beam of 15 meters and draft of 4.5 meters. The jetty is

equipped with a 10 ton capacity crane.



Online computerization of entire port operation and established connectivity

with various business partners viz banks, custom, custom house agent etc.

There are twelve weighbridges at the port (including three private weighbridges

at Tuna) which are summarized as below:-








The port is equipped with a range of cargo handling equipment to handle different

types of cargo passing through the port. There are nine number of high capacity

Electrical Level Luffing cranes working on the present cargo berths. The mobile cargo

handling equipment includes cranes, forklift trucks, trailers etc. Details of the Cranes

presently, held by the port are given as below: There are twelve cranes:

o 2 of 16 Tons.

o 3 of 25 Tons.

o 3 of 25 Tons.

14

MoEF Format

MoEF Format

o 2 of 12 Tons.

o 2 of 16 Tons.

The Port has eight shipping tugs and two harbour tugs, 15 launches and one fire

float, two pilot & oil cum Debris recovery vessel, one each at Kandla & Vadinar. Ships

are berthed / sailed round the clock. The Pilot embarks / disembarks inward and

outward vessels at fair-weather Buoy located about 23 Kms from Kandla.

Water Supply

The Gujarat Water Supply and Sewerage Board is responsible for developing and

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

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

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

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

towers and underground reservoirs at Kandla are 1500 kl. and 14000 kl.,

respectively. The average daily consumption of water at Kandla area is estimated at

around 2000 kl. The position is improved to a great extent by tapping the source of

water from Sardar Sarovour Narmada Nigam Limited.

Total requirement of water in 562 area is 200 MLD water supply is ensured by

Gujarat water supply Board.


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

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

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

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

distribution.

Uninterrupted good quality estimated power requirement of 900MW is expected to

be supplied in the SEZ area by the Gujarat Government. However, master plan

caters for setting up a dedicated power back up from an independent power

producer (IPP) at a later stage, if required.

f. Soil Classification

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

The sub-soil profile is shown in the diagram below:

Depth (m) Dia of Bore Hole Log Strata Description

0.70

150 mm Grey Soft to Firm Silty Clay

1.00

2.00

3.00

4.00

5.00

6.00

7.00

15

MoEF Format

MoEF Format

8.00

9.00

10.00

10.70

11.00

150 mm Reddish Brown Hard Silty Clay

12.00

13.00

14.00

15.00

16.00

17.00

18.00

18.70

19.00 150 mm Reddish Brown Hard Silty Clay with Gypsum

20.00

21.00

150 mm Reddish Brown Hard Silty Clay with Gypsum

22.00

23.00

24.00

25.00

26.00

26.90

27.00

150 mm Yellowish Brown Dense to Very Dense Silty Sand

28.00

29.00

30.00

30.07

31.00

150 mm

Yellowish Brown Dense to Very Dense Sitly Sand

32.00

33.00

34.00

35.00

36.00

37.00

37.52

As could be seen, the sub-soil profile consists of grey soft to firm silty clay up to -

10.70 m, reddish brown hard silty clay is found up to -18.70 m. A reddish brown hard

silty clay with gypsum is met below -19.00 m up to -26.90 m. Very dense yellowish

brown silty sand is found up to -36.00 m. Between -35.7 to -39.7 hard greyish brown

clay is found. Very dense yellowish silty sand is found below -36.00 m and the bore

hole is terminated at -36.00 m with the same composition being observed.

g. Climatic Data from secondary Sources

Tidal Conditions

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

Datum, with local Mean Sea level as + 3.884 is presented in the table below:




16

MoEF Format

MoEF Format








Mean Range 4.885 m

Waves

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

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

calm waters round the year for easy movement of shipping. Thus, Kandla has become an all-

weather Port of repute. The high amplitude tides coupled with a large storage area has

resulted in high flushing velocities inside. This has helped in cleansing of the navigational

channels, thus providing minimum siltation. Outside in the gulf, the complex flow

phenomenon has given rise to a number of shoals, which are dynamic in nature. The Port of

Kandla is approached through the channel starting from the Outer Tuna Buoy. The shallow

depths at the turning point of the channel are over passed during high tides by vessels

approaching the harbour. Ship movements are normally confined to the high tides. Siltation

in the channel is confined to a reach of hardly 3 km only. The Port region is free from any

significant wave disturbances.

Silt and Salinity

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

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

the Gulf of Kutch. The waters of the Creek are heavily silt charged, the range being 1 to 3

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


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

than 100 C in winter to about 440 C in summer. The mean, maximum and minimum

temperature observed in the different months at Kandla is presented in the table below:


January 25.2 13.0

February 27.5 15.5

March 32.0 20.2

April 34.6 23.5

May 35.9 25.7

June 35.0 27.7

July 32.4 27.2

August 30.7 25.4

September 33.3 24.5

October 34.2 23.1

17

MoEF Format

MoEF Format

November 32.4 20.2

December 25.6 13.5

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

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

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

between 25% and 50%.

Rainfall

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

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

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

Wind Conditions

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

made:



February












and 19 km/hr.

Storms and Cyclones

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

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

waves of 10.5 m with strong current, caused extensive damages to the Port installations,

crafts and human lives.

h. Social Infrastructure Available

Not Applicable.

18

MoEF Format

MoEF Format

5. PLANNING BRIEF


The site for the proposed project is situated at Old kandla Port as per drawing

enclosed at Annexure B. it is proposed to develop the facility at Old Kandla Port to

handle liquid cargo and ship bunkering facility in future. Commissioning of the

proposed facility shall augment the liquid cargo handling capacity of Kandla Port by

3.39 Million MTs.

It is proposed to construct and operate a wharf of length 300 m X 15 m on PPP basis.

The jetty shall be used for unloading/loading of liquid cargo from Tankers. The BOT

operator shall undertake the following development activities at the proposed

project.

For further details please refer to 6(i)




It is planned to develop backup area of 5.5 hac approx for tank farms and bunkering

facilities.


The BOT operator shall undertake the following development activities at the Tuna

Port.

Construction of wharf of 300 mts. x 15 mts. on pile foundation

Construction of other civil structures on pile foundation such as approach

bridge, connecting platform between jetty and approach bridge, crew office,

high mast lighting tower, fire house

Providing Temporary Custom fencing wall

Providing Fire fighting line

Asphalting paving behind approach till liquid storage tank farm

Electrification works

Gate office and security check

Development of back up area

o Development of Tanks for storage of Liquid cargo

o Construction of permanent boundary wall

o Supply pipelines from the Oil Jetty to the tank farm

o Piping network within the tank farm

o Tank trucks loading racks and pumping

o Product laboratory

o Providing fire fighting system

19

MoEF Format

MoEF Format

o Electrification works

o Construction of office building and security cabin

o High capacity new weigh bridges

Capital dredging and Maintenance dredging alongside the jetty

Apart from undertaking the above activities, BOT operator shall provide Marine

Loading / Unloading Arm for executing liquid cargo handling operations at the jetty

terminal


To be ascertained in later stages.

20

MoEF Format

MoEF Format


i. Industrial Area (Processing Area)

The Capacity of the Terminal has been calculated based upon the guidelines published by

TAMP.

1. Draft available at

the proposed Oil Jetty - 13 to 14m (proposed)

2. Dimensions of the

jetty - 300 m x 15 m (proposed)

3. Maximum size of

vessel which can be accommodated – upto 80000 DWT

Handling rate of POL as per TAMP guidelines 1000 ton/hour

Handling rate of Other Liquids as per TAMP 300 ton/hour

Maximum number of working hours in a year 365*0.7*24 = 6132 hours

Average percentage of POL handled during the last 5 years 36.12 %

Average percentage of Other Liquids handled during the last

5 years

63.88 %

Capacity of the Project = (1000*6132*36.12%) + (300*6132*63.88%)

= 3.39 MMTPA

Optimal capacity of the terminal = 3.39 Million Metric Tons.

ii. Residential area (non processing area).


iii. Green belt.

Details would be ascertained in later stages.

iv. Social infrastructure.


v. Connectivity (traffic and transportation road

/ rail / metro / water ways etc).

Site is well connected by an access road of width 7.5 mts from north eastern side to the proposed site.

vi. Drinking water management (source and

supply of water).

As per preliminary estimates, it is estimated that 1000 kl/day of water would be required for office building and other backup area operations. Additional 0.5 % of above (50kl/day)

21

MoEF Format

MoEF Format

would be required for fire fighting purposes. Please refer to point 3 (viii) and details shall be ascertained in later stages.

vii. Sewerage system.

As per preliminary estimates, it is estimated that 75% of water supply (750 kl/day) would generated domestic sewerage from Office building and other backup areas. However, it would not be viable to setup a treatment plant in this case and sewerage shall be transferred to nearest STP. In later stages this can be integrated with STP of Proposed Multi Product SEZ at Kandla. Further details shall be ascertained in later stages.

viii. Industrial waste management.

There is no industrial waste generated from this project. Further details shall be ascertained in later stages.

ix. Solid waste management.

Solid waste generated from this facility can be broadly categories in three types:-

1. Domestic waste: - sweeping, cleaning, fuel burning, gardening waste, waste wood etc.

2. Construction and maintenance debris: - This waste of construction material will be dealt with separately.

3. Other waste: - packing material, plastics, metal items etc.

It is assumed that above waste would be collected will consist of Bio-degradable material (75%), Inorganic material (20%) and inert material as 5%. Bio waste will be treated to form the manure and can be handled on-site through a land fill or waste pit technique. Non bio waste which can be recycled (ferrous materials, plastic etc) shall be sold/given to waste plastic vendors for recycling purposes. Construction material can be used for site filling purposes.

Please refer to point 3 (ix) and details shall be ascertained in later stages.

x. Power requirement and supply / source.

Please refer to point 3 (viii) and details of preliminary power requirements shall be ascertained in later stages.

22

MoEF Format

MoEF Format

7. REHABILITATION AND RESETTLEMENT (R&R) PLAN

i. Policy to be adopted (central / state) in respect of the project affected persons including home outsees, land outsees and landless labours (a brief outline to be given).

Not applicable for this project, as land is under ownership of Port Authorities and free

from all encumbrance. Site is currently operating as dry cargo handling berth and it is

intended to keep the area under same use only.

23

MoEF Format

MoEF Format

24

MoEF Format

MoEF Format

8. COST ESTIMATES

i. Estimated project cost along with analysis in terms of economic viability of the project.

Assumptions in the evaluation of Financial Viability

The table below summarizes the major assumptions made with regard to traffic

composition, construction phasing and financing in order to evaluate financial

viability.

Other Assumptions

Traffic Composition

Foreign Traffic 90% of total

Coastal Traffic 10% of total

Construction Phasing First Year 50%

Second Year 50%

Revenue/Expense

Increase in Operating Cost 2% per year

Increase of TAMP rates 3% per year

Depreciation rate- Civil Structure 3.34% SLM

Depreciation rate - Equipment 10.34% SLM

Financing

Debt/Equity Mix 70:30

Interest Rate 13 % per annum

Discount Rate (for NPV Calculations) 12.5 %

Principal Repayment Duration 10 yrs excludes 2 year

moratorium period

Corporate Tax (as per latest budget) 33.22 %

MAT (as per latest budget) 19.93 %

Operating Revenue

Following revenue streams shall accrue to the BOT operator:

A. Cargo handling charges

B. Berth hire charges

A. Cargo handling charges

The cargo handling charges shall include the cargo loading or unloading charges (as

the case may be), transportation through pipelines and storage charges for storing

in tanks, wharfage, etc.

25

MoEF Format

MoEF Format

The financial viability of the project has been worked out based on the following

rates:

Sr. No. Commodities to be handled Cargo Handling

Rate In Rs./MT

1 Bunkering Fuel and POL 50.01

Sr. No. Commodities to be handled Cargo Handling

Rate (Foreign)

In Rs./MT

Cargo Handling

Rate (Coastal)

In Rs./MT

2 Other Liquids 173.66 104.19

Note: Rates are based on the TAMP Guidelines

Based on the assumptions mentioned in section 7.1 and the above rates, the

revenue from cargo handling charges is estimated at Rs.22.40 Crore in the first year

of operation. The revenue for other years is shown in the Annexure C (Projected

Profitability).

B. Berth Hire Charges

Berth hire charges shall include the charges for services rendered at the berth, such

as occupation of berth, rubbish removal, cleaning of berths, fire watch, etc.

The financial viability of the project has been worked out based on the following

rates:

Berth Hire Charges

Foreign Vessels – 1.24 Rs/GRT/hr

Coastal Vessels – 0.74 Rs/GRT/hr

TAMP Method

Details Values

Number of Vessels 1

Average GRT of the Vessel 50000

Number of Available hours at the jetty 6132

Total GRT-hours 306600000

Berth Hire Revenues requirement 36.54

Berth hire charges 1.19

Total GRT hours 306600000

Foreign 90% 275940000

Coastal 10% 30660000

26

MoEF Format

MoEF Format

Revenue Requirement 36.54 Lakhs

Foreign Charges 1.24 Rs/GRT Hr

Coastal 0.74 Rs/GRT Hr

The total revenue accruing to the BOT operator from the above two streams is

estimated to be Rs.41.71 crore in the first year of operations. The revenues accruing

to the BOT operator at different stages of the Concession Period are shown in the

following figure:

Revenues to the BOT Operator

C. Viability Analysis

The financial and economic viability analysis of the project has been carried out for a 30 year

concession period including a construction period of 24 months.

The cash flows of the Project are represented in the following figure:

Project Cash flows

Year of Operation

Annual Cash flow in Rs lakhs

Year of Operation

Annual Revenue

in Rs Crore

27

MoEF Format

MoEF Format

The initial drop in the cash flows indicates the cash outflow for capital expenditure. Detailed

worksheets for balance sheet, profit and loss, cash flows, tax and depreciation are presented

as annexure to this report.

D. Sensitivity Analysis

Sensitivity analysis has been worked out to ascertain the impact of main factors viz.

revenues, operating expenses, traffic projections and the estimated Project cost on the

project viability indicators namely Project IRR and Project NPV.

Following table shows the impact of variation in traffic and estimated project cost on the

Project IRR.

Base Case:

Details Factors

Project IRR for 30 years 14.01%

NPV for 30 years (Rs. in crore) 48.56

Various Scenarios

Cases Project IRR Project NPV (Rs. in crore)

Revenues decreased by 10% 12.69% 5.93

Operating expenses increased by 10%

13.62% 36.30

First year capacity utilization decreased from 50% to 45%

4.52% -156.32

28

MoEF Format

MoEF Format



Financial Benefits of project I. To Kandla Port Trust

1. Increased liquid cargo handling capacity 2. Earnings in the form of revenue share from the BOT operator. 3. Increase in revenue operations of port due to additional traffic handling. 4. Reducing congestion at othr Oil jetties at Kandla port. 5. Reduction in the cost of handling, thereby making Kandla Port more

competitive. II. To Local community

1. Indirect economic activity for nearby areas. 2. More employment opportunities for local people.

Social Benefits of project To Local community A. Public image of Kandla port as World class facility with most modern infrastructure. B. With modernisation and expansion of Kandla port, more economic opportunities

would be created (both in formal and informal sector) for Local community. C. Increase in business activity will bring in prosperity in hinterland, which

consequently would bring better access to social and physical infrastructure.

29

MoEF Format

MoEF Format

Annexure A: BLOCK ESTIMATE BLOCK ESTIMATE

Project Cost Break up for various facilities Rs. in crore

S.No Project Component Cost excluding berth cost

Storage Tank cost

Bunker cost

Berth Cost

1 5 nos Berthing Dolphins (Size: 24 m x 15 m) 23.15

2 4 nos Connecting Platform (Size: 45 m x 15 m) 13.31

3 Approach Bridge (Size: 450 m x 10 m) 55.94

4 Approach Bridge Connecting Platform (Size: 114 m x 10 m) 5.79

5 Fire House (Size: 10 m x 15 m) 1.33

6 HMT (Size: 7 m x 7 m) 2.25

7 Crew Office (Size: 12 m x 10 m) 0.81

8 Temporary Fencing Wall (Barbed Wire) 0.16

9

Capital Dredging (In put from OOT) - Apportioned for BOT Operator For (Volumetric Dredging) 11.55

10 Anciliary Civil Infrastructure Facilities 10.00

11 DPR preparation and enviormental studies 2.00

Mooring & Berthing Aids

12 250 T Bollards 0.500

13 3 Cell Fender 2.030

14 Ladder 0.025

Tank Farm

15 Civil Cost for Development of Tank Farm 47.85

16 Mechanical Cost for Development of Tank Farm 16.24

Bunker Storage Farm

17 Civil Cost for Development of Bunker Tank Farm 14.90

18 Mechanical Cost for Development of Bunker Tank Farm 4.56

19 Marine Loading & Unloading Arm 12.00

20 Pipe Line cost from Jetty Terminal to Tank Farm (Length: Approx. 1.25 Km) 26.34

21 Way Leave Charges for Laying of tank farm Pipelines @ 15% 3.95

22 Pipe Line cost from Jetty Terminal to Bunker Storage Farm (Length: Approx. 1.00 Km) 7.55

23 Way Leave Charges for Laying of bunker storage farm Pipelines @ 15% 1.13

Sub total 24.16 94.38 28.14 116.68

Total Base project cost (Rs. in Crore) 263.36

Miscellaneous cost @ 5% of base cost (Rs. in Crore) 13.16

Total project cost(Rs. in Crore) 276.53

30

MoEF Format

MoEF Format

Annexure – B: PORT LOCATION

K a n d l a C r e e k

PROPOSED LOCATION

31

MoEF Format

MoEF Format

Annexure – B: SITE LOCATION

Proposed Location for Oil Jetty

1 | P a g e

Kandla Port Trust

Kandla Port Trust

Pre Feasibility report on Setting up of Upgradation

of Barge Handling Facilities at

Bunder basin on ppp

May 2015

MOEF Format


2 | P a g e

Contents

LIST OF ABBREVIATIONS ...................................................................................................... 3




4. SITE ANALYSIS .............................................................................................................. 8

5. PLANNING BRIEF .......................................................................................................... 9





ANNEXURES ...................................................................................................................... 19


Annexure – B –Cost Estimate and Phasing ......................................................................... 21


3 | P a g e


DBOT Design, Build, Operate and Transfer CAGR Compounded Annual Growth Rate DSCR Debt Service Coverage Ratio DWT Dead Weight Tonnage GRT Gross Registered Tonnage IRR Internal Rate of Return KPT Kandla Port Trust MMTPA Million Metric Tonnes per Annum MT Metric Tonne NPV Net Present Value POL Petrol Oil Lubricant PPP Public Private Partnership SEZ Special Economic Zone TAMP Tariff Authority for Major Ports


4 | P a g e


Presently, Kandla Port handles dry cargo at its fifteen general cargo berths (Twelve being operated by K.P.T

& three by BOT Operators), six oil jetties for handling POL products and other liquid cargo traffic at Kandla

and three Single Buoy Mooring (SBM) at Vadinar for handling crude oil.

The dry cargo handling capacity at Kandla Port will get augmented to approximately 50 MMTPA by F.Y.

2015-16 based on the future expansions envisaged. Based on the future dry cargo projections at Kandla

port the demand will supersede the supply in F.Y. 2025-30. In light of the same it is proposed to

commission the facility at Bunder Basin to handle all kind of dry cargo (excluding containers) in future.

Commissioning of the proposed facility shall augment the dry cargo handling capacity of Kandla Port by

3.33 MMTs. The proposed facility shall be used for handling all kinds of dry cargo viz. foodgrains, fertilizers,

coal, limestone, minerals, sugar, salt, steel, bagged cargo and timber logs etc.

KPT has already expended an amount of Rs. 10.14 Crore on the construction & extension of the south

wharf and the provision of other facilities at the Bunder Basin. The rest facilities which include the

construction of north and west wharf, installation of cargo handling equipment and other requisite

equipment shall be provided by the BOT operator at an estimated cost of Rs. 109.59 Crore. Capital dredging

alongside the wharf and the maintenance dredging shall also be undertaken by the BOT operator

throughout the concession period i.e. 30 years.

The dry cargo traffic projections considering CAGR 10.99% (CAGR is based on the annual growth rate of the

multipurpose dry cargo handled at Kandla Port in last 10 years) at which the financial viability has been

carried out are as follows:

The financial viability of the Project has been evaluated on the rates for cargo handling, berth hire, storage

and miscellaneous arrived at in the draft TAMP proposal. The proposed Project is financially viable and

yields the following viability indicators:




5 | P a g e

Kandla Port Trust is the proponent (as the Port Authority) of the proposed project to be developed on BOT

Basis through PPP mode. The proposed project has been identified as part of a series of capacity additions



Salient Features of the Project:


Presently, Kandla Port handles dry cargo at its ten general cargo berths and at Tuna. Both these facilities

have a combined capacity of 16 MMTPA. Against this capacity, a total of 23.95 MMTs (excluding containers)

was handled at Kandla Port resulting in berth occupancy exceeding 90% at general cargo berths in 2010-

2011.


6 | P a g e

In order to ease pressure on the existing berths, KPT has taken a slew of measures that include

development of 13th to 16th dry cargo berths at Kandla Port and dry bulk cargo berth at Tekra. It is

anticipated that the even after the commissioning of the aforementioned facilities, the capacity shall be

inadequate to handle the likely dry cargo traffic in future. In light of the same it is proposed to commission

the facility at Bunder Basin to handle all kind of dry cargo (excluding containers) in future. Commissioning

of the proposed facility shall augment the dry cargo handling capacity of Kandla Port by 3.33 MMTs. The

proposed facility shall be used for handling all kinds of dry cargo viz. foodgrains, fertilizers, coal, limestone,

minerals, sugar, salt, steel, bagged cargo and timber logs etc.


Following figure highlights the gap between the projected dry cargo traffic at Kandla Port and the available

capacity. The projections are based on the CAGR of 10.99% observed for the traffic of last ten years.

As it could be seen from the above graph, there is a gap between the capacity and expected dry cargo

traffic in the future years. This is the gap that needs to be plugged by development of new facilities in

future for handling of dry cargo. In light of the foreseen capacity constraints, it is proposed to upgrade the

facility at Bunder Basin to handle all types of dry cargo excluding containers.








Shall be ascertained in later stages


7 | P a g e



A basin of size 85 m X 152 m having a wharf length of 152 m on it south which was constructed in North of

Cargo Jetty called Bunder Area. In the South Wharf, the barges were handled prior to earthquake. The

South Wharf was severely damaged in earthquake and declared as unserviceable. It is proposed to further

upgrade the Bunder Basin area for barge handling on PPP basis. The jetty at Bunder Basin shall be used for

unloading/loading of cargo from barges used to lighten/load the ships at Outer Tuna Buoy (OTB).


Tentative location details are provided in Annexure A.




Backup Land Area : 3.33 HA

Investment: 109.59 Crores














8 | P a g e









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

and he would have to make arrangements to deal with management of disposal (both solid and

liquid. Details of waste (both solid and liquid) generated and its management would be ascertained

at later stages.



4. SITE ANALYSIS

(i) Connectivity

Airway The national airlines operate daily flights through the district headquarters at Bhuj which lies 67 Km

from Kandla Port.

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

Bombay, Ahmadabad, Surat, Baroda, etc., and also Delhi, Punjab and Haryana through the route





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

Kandla port. Kandla port trust authorities have constructed a two lane road from NH-8A to Tuna

port. The approximate distance between Tuna and Tekra Island is 5 km and the road connectivity to

Tekra will be facilitated by further extended NH-8A. Apart from the above facility, the proposed

port is connected to Gandhidham via 15 km 4 lane road connectivity from Kandla port road.





9 | P a g e






The proposed container terminal is located on the 9.4m contour. The Quay and Apron areas will be constructed away from the land, in the deep waters so as to minimize the dredging requirement, forming the offshore section of the port. The backup land will be reclaimed to accommodate the onshore portion of port. The offshore portion will be connected to land side portion of the port with trestle.


Existing land use is port operations (non agricultural).



The Port handles cargo at two locations, viz. Kandla and Vadinar (near Jamnagar). Presently, Vadinar has three Single Buoy Moorings (SBMs) and two Product jetties having a draught of upto 14.5 m and have a capacity to handle 14 MMTPA of finished petroleum products, two SBM installed by the Indian Oil Corporation Ltd. (IOCL) & one installed by Vadinar Oil Terminal Ltd. (VOTL) for handling of crude oil for its refineries. These SBMs can accommodate vessels up to 3 Lakhs DWT size and have a capacity to handle around 28.50 Million tons of crude traffic per annum. Kandla has, at present, 10 dry cargo berths along with 2 container handling berths and six oil jetties. The existing twelve general cargo berths have a continuous quay length measuring 2532m. Also, Kandla port has 240.00 meter (160 meter + new 80 meter) long barge handling jetty at tuna and south wharf barge jetty of length 202 meter at Bunder Basin. The permissible draught and sizes of vessels that can be docked along the 12 berths at Kandla Port are given below:


I 45000 9.8

II 45000 9.8

III 45000 9.8

IV 45000 9.8

V 35000 9.1

VI 35000 9.1

VII 55000 11.5

VIII 55000 11.5

IX 55000 11.5

X 55000 11.5

XI 65000 12.5


10 | P a g e

XII 65000 12.5

Liquid Cargo




Mooring Facilities


are given below:-



Storage Capacity








I 40000 10.4

II 52000 10.0

III 40000 10.7

IV 56000 10.7




VADINAR


SBM3VOTL

300000

300000

300000

30

30

30



I & II 152.40 7.9

III 183.93 8.2

DDM 255.55 11.5






11 | P a g e



POL + Acid 472 1208369







Port Owned

Godowns 32 16.16 4.45



Godowns 38 7.4 1.48





2000 KVA capacity.




















12 | P a g e







twelve cranes:

4 of 16 Tons.

6 of 25 Tons.

2 of 12 Tons.





from Kandla.

Water Supply















The sub-soil profile for the existing jetties as shown in the report from IIT Madras is shown in the

following diagram:

0.0 M


13 | P a g e

As could be seen, the sub-soil profile consists of Gray Soft to Firm Silty Clay up to –10.7 m, Reddish

Brown Hard Silty Clay up to -18.7 m. Reddish Brown Hard Silty Clay with Gypsum is met with below

–18.7 m up to 26.9 m. Yellowish Brown Dense to Very Dense Silty Sand up to –37.52 m. Piles of

existing jetties No. 1 and 2 are founded at -28 m level.







January 25.2 13.0

February 27.5 15.5

March 32.0 20.2

April 34.6 23.5

May 35.9 25.7

June 35.0 27.7

July 32.4 27.2

August 30.7 25.4

September 33.3 24.5

October 34.2 23.1

November 32.4 20.2

December 25.6 13.5

- 10.7 M – Gray Soft to Firm Silty Clay

- 18.7 M – Reddish Brown Hard Silty Clay

- 26.9 M – Reddish Brown Hard Silty Clay with Gypsum

- 37.52 M – Yellowish Brown Dense to Very Dense Silty Sand


14 | P a g e




50%.

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



Wind Conditions




February












and 19 km/hr.













Mean Range 4.885 m

Waves




15 | P a g e










Storms and Cyclones




lives.


Not applicable

5. PLANNING BRIEF


A basin of size 85 m X 152 m having a wharf length of 152 m on it south which was constructed in

North of Cargo Jetty called Bunder Area. In the South Wharf, the barges were handled prior to

earthquake. The South Wharf was severely damaged in earthquake and declared as unserviceable.

It is proposed to further upgrade the Bunder Basin area for barge handling on PPP basis. The jetty

at Bunder Basin shall be used for unloading/loading of cargo from barges used to lighten/load the

ships at Outer Tuna Buoy (OTB).






Not Applicable


Not Applicable


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

and support infrastructure facilities like water, power, drainage and fire-fighting systems.


16 | P a g e



Not Applicable



(iii) Green belt.







The drinking water shall be taken from Gujarat Water Supply and Sewerage Board.


As per preliminary estimates, it is estimated that 80% of water supply would be generated as domestic sewerage from Office building and other backup areas. It would not be viable to setup a treatment plant in this case. However, domestic sewage generated will be treated in the septic tanks followed by disposal in soak pits.


There is no industrial waste except domestic sewage and solid waste generated from this project. Domestic sewage generated will be treated in the septic tanks followed by disposal in soak pits.


Solid waste generated from this facility can be broadly categories in three types:

Domestic waste: - sweeping, cleaning, fuel burning, gardening waste, waste wood etc.

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

Other waste: - packing material, plastics, metal items etc.

It is assumed that above collected waste would consist of Bio-degradable material (75%), Inorganic material (20%) and inert material as 5%. Bio waste will be treated to form the manure and can be handled on-site through a land fill or waste pit technique. Non-bio waste which can be recycled (ferrous materials, plastic etc) shall be sold /given to waste plastic vendors for recycling purposes. Construction material can be used for site filling purposes..


The port receives Bulk power supply from PGVCL through seven 11 KV sub stations. Besides, the port has two diesel generating sets to meet with emergency needs. A scheme is presently under


17 | P a g e

implementation to augment the power supply to 66 KV and to provide necessary infrastructure for receiving Bulk supply, stepping down and distribution.



Not applicable for this project, as land is under ownership of Port Authorities and free from all encumbrance.



The Proposed project is envisaged to be completed in two phases. The proposed time schedule for the 1st phase would span over the 3.5 years (42 Months) from award of the concession and the 2nd phase would span over the 1.5 years (18 months). Expected Commissioning date for Phase I is by mid of 2018-19 and for Phase II is by end of 2019-20.


It is estimated that project cost shall be around Rs. 109.56 Crores. For detailed project estimates and phasing, please refer to Annexure B. The project is found to be financial viable based on the preliminary estimates as mentioned below:




I. To Kandla Port Trust 1. Increased cargo handling capacity 2. Earnings in the form of revenue share from the BOT operator. 3. Increase in revenue operations of port due to additional traffic handling. 4. Reduction in the cost of handling, thereby making Kandla Port more competitive.



18 | P a g e






19 | P a g e

ANNEXURES

20 | P a g e


21 | P a g e

Annexure – B –Cost Estimate and Phasing

Kandla Port Trust

Kandla Port Trust

Pre Feasibility report on Construction of Rail

Over Bridge at NH 8A near Nakti Bridge

(Crossing of NH 8A)

June 2012

MOEF Format


1 | P a g e

Contents

LIST OF ABBREVIATIONS ............................................................ Error! Bookmark not defined.




4. SITE ANALYSIS .............................................................................................................. 8

5. PLANNING BRIEF ........................................................................................................ 11





Annexure - A – Block Estimates ......................................................................................... 14

Annexure – B - ROB Location ............................................................................................. 20


2 | P a g e


Kandla Port is the busiest port of India and serves as the gateway for the trade generating from/to the

entire Northern India. In the terms of cargo handling, Kandla Port has achieved the first position among

all the Major Ports of India, in most of the years in last decade. To enhance the cargo handling capacity

and to handle bigger size vessels, Kandla Port has chalked out an ambitious plan of port facility

development at Tuna and nearby waterfront.

Providing rail connectivity upto Tuna Port is an obligation of KPT. Apart from this, it is planned to

extend the existing 240 Mtr. Barge jetty at Tuna port, for further 600 Mtr. Length (500 mtr on BOT basis

and 100 mtr on Captive basis) to handle approximately 7 Million Tons of cargo per annum. With the

commissioning of above facilities, by year 2014-15, over 20 Million Tons of cargo may generate.

The railway lines are crossing NH 8A at near Nakti Bridge. The existing NH 8A connecting Kandla with

Gandhidham is one of the busiest roads. Hence, it becomes essential to provide ROB over NH 8A,

traffic at NH 8A.

The proposed facility shall be used to handle the existing and forecasted cargo transport movement

from Kandla Port and Tuna Port and to reduce the traffic problems.


3 | P a g e


(i) Identification of project and project component.

Presently, Kandla Port and Tuna Port is connected by Road to entire Northern hinterland by NH 8A

which handles dry cargo generated by Kandla Port and Tuna Port. In the year 2011-12 Kandla Port

handles the Dry Bulk, POL, Container Cargo and Other Misc. Cargo Appox. 82.50 Million Metric

Tons in the year 2011-12 which is transported to entire northern hinterland by road & railway.

In order to ease pressure on the existing NH 8A, KPT has taken a slew of measures that include

development of KK Road which can be connected directly to NH 8A at Kharirohar.

Major Project components are:-

1. Six lane ROB is proposed at existing NH-8A connecting Kandla & Gandhidham carrying major

traffic.

2. The ROB will be of 1140 mtr length i.e. 550 mtr approaches on both sides and 40 mtr main

bridge with appropriate width of 29 mtr with necessary footpath and divider etc.

3. Provision of one additional railway siding has been considered under the proposed over bridge,

for future requirement.

4. In addition to direct access, two nos. of service road.

5. The sub structures & super structure consist of pile foundation, rail spans, plate, piers, retaining

walls / reinforced soil retaining wall to support back earth fill, soil testing for calculating safe

bearing capacity, founding strata, retaining wall for back fill behind the abutment on either side

as per Railway Norms.


NAME OF PROJECT Construction of Rail Over Bridge at NH 8A near Nakti Bridge (Crossing of NH 8A)

Length of the Main Bridge 40 Mtr.

Length of Approaches 550 Mtr.

Width of the Bridge 29 Mtr.

Project Cost Rs. 32.17 Crores

Project Phasing Single phase Project

Source of funds From internal resources of Kandla Port Trust

Project time Schedule 1 Year


4 | P a g e


Kandla Port is one of the busiest Ports of India and serves the entire Northern India as its hinterland, In the terms of cargo handling. Kandla Port has been achieving first position among all the Major Ports of India, in most of the year in last decade. To enhance the cargo handling capacity and to handle bigger size vessels, Kandla Port has chalked put a ambitious Plan at Tuna Port. Presently, Kandla Port has set up barge handling facility at Tuna for evacuation of cargo from large vessels through lighterage and is being transported through existing two lane National Highway 8A. Under the expansion plan, Kandla Port Trust is setting up a 14.112 million tonnes capacity "T" shaped Terminal at Tuna-Tekra, GOI has already approved the proposal at the cost of Rs. 1060.00 Crores. The proposed terminal will handle dry bulk cargo like coal, fertilizer, salt, wheat, iron ore etc. As per Draft concessionaire agreement of subject work, providing rail connection up to Tuna Port is an obligation of KPT, failing which, Port will be at default. Apart from this, it is planned to extend the existing 240mtr barge jetty at Tuna Port for further 600 meter length ((500 mtr on BOT basis and 100 mtr on Captive basis) to handle around 7 million ton of cargo per annum. With commissioning of above facilities by year 2014-15, over 20 million tons of cargo will be generated. Moreover as per detailed traffic studies carried out by railway approved consultant about 6.3 million ton of rail bounded / rail borne cargo shall be generated. Thus, keeping in view the immediate expansion plan and the upcoming development plans at Tuna, it has become essential to connect the Tuna with rail for handling/transportation of cargo. The Tuna Port is already connected with NH-8A with two lane road connectivity which will be widened to four-lane in future. For rail connectivity to tuna, the Railways have already given consent to carry out railway work as deposit work. The proposed railway line shall be crossing N.H. 8A near NAKHTI bridge. Moreover the existing NH-8A connecting Kandla with Gandhidham is the busiest road. Hence it becomes essential to provide ROB over NH-8A, where proposed rail line to Tuna will cross. Further any congestion at NH-8A will affect the transport of cargo from Kandla which ultimate affect productivity of each cargo berth.

At present, N.H. 8A is four lane and is likely to be widened to six lane in near future. The proposal is prepared keeping in view the future requirement the major traffic is plying between Kandla & Gandhidham. Therefore, it is proposed to provide six lane ROB at NH-8A for Tuna Rail connectivity.

Tuna Rail connectivity is proposed from the existing Gandhidham – Kandla Railway Network. The Tuna Rail Connectivity will cross N.H 8A near Nakti Bridge (on Gandhidham side of the Bridge)


5 | P a g e



(v) Export possibility


(vi) Domestic/export markets.


(vii) Employment generation (Direct & Indirect) due to the project.

Direct employment will generate only during the construction of rail over bridge. However, there is

no possibility of indirect employment generation.

.


6 | P a g e



As mentioned earlier, construction of ROB at NH 8A near Nakti Bridge (Crossing of NH 8A) is

proposed facility to ease pressure to handle the existing and forecasted cargo transport movement

from Kandla Port and Tuna Port and to reduce the traffic problems. Hence this project should be

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


The proposed site is suited near the Nakti Bridge on NH 8A.



There is no alternate site for this project.


Length of ROB = 1140 Mtr.

Investment = Rs. 32.17 Crores




Please refer to annexure A.


This shall be ascertained at later stage.






The capacities of the elevated water towers and underground reservoirs at Kandla are 1500 kl. and

14000 kl., respectively. The average daily consumption of water at Kandla area is estimated at


Sardar Sarovour Narmada Nigam Limited.

Presently water is distributed to Tuna area through tankers as fulfilment demand of 5 KL per day.

Total requirement of water in this area is 200 MLD water supply is ensured by Gujarat water supply


7 | P a g e

Board. However, if situation arises provision is made for a standalone water desalination plant at

the zone. This is to be installed by private parties and operated on commercial basis for SEZ area.





Uninterrupted good quality estimated power requirement of 900MW is expected to be supplied in

the SEZ area by the Gujarat Government. However, master plan caters for setting up a dedicated

power back up from an independent power producer (IPP) at a later stage, if required. As far as the

subject project is concerned, there is no power requirement during the construction phase as it is

envisaged to involve the diesel operated equipments for construction. Moreover there may not be

requirement of additional power requirement during operation period which is mostly restricted to

illumination purpose only.


Not Applicable for this project.




8 | P a g e

4. SITE ANALYSIS

(i) Connectivity

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

Gandhidham which lies 67 Km. & 20 Km. respectively from Kandla Port. Gandhidham airport is also

operational and there is a daily flight to Mumbai from this Airport.















Presently 11.43 kms long Kandla-Kharirohar road connecting Oil Jetty complex with NH 8A is two

lane wide. This road is being widened from two lane to four lane at a total cost of Rs. 2179 lakhs.

This also includes construction of Railway Over Bridge.

Port has constructed a two lane wide road connecting Existing NH 8A with Tuna Port, which is 5

kms from Tekra. The widening of this road will commence in the near future.




The site selected lies between Kandla Port and Gandhidham on NH 8A near Nakti Bridge. The master plan for Kandla Port trust showing topographic details will be provided by KPT.


9 | P a g e


The land for the proposed project falls under the CRZ area.


There exists a stretch of NH-8A on the site of proposed ROB.


Details would be provided at later stage.

(vii) Climatic data from secondary sources.

Tidal Conditions

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












Mean Range 4.885 m

Waves












Silt and Salinity

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

September 1983 at locations east and west of Kandla Creek and at two stations in the Gulf of Kutch.


10 | P a g e

The waters of the Creek are heavily silt charged, the range being 1 to 3 ppt. The Creek waters have

a salinity ranging from 23 to 25 ppt.



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

observed in the different months at Kandla is presented in the table below:


January 25.2 13.0

February 27.5 15.5

March 32.0 20.2

April 34.6 23.5

May 35.9 25.7

June 35.0 27.7

July 32.4 27.2

August 30.7 25.4

September 33.3 24.5

October 34.2 23.1

November 32.4 20.2

December 25.6 13.5




50%.

Rainfall

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



Wind Conditions




February












and 19 km/hr.


11 | P a g e

Storms and Cyclones




lives.


Not applicable

5. PLANNING BRIEF


The proposed facility is falling under the development of Transportation sector of Kandla Port

Trust.




Not Applicable


Not Applicable


To be ascertained in later stages


12 | P a g e



Not Applicable



(iii) Green belt.





The proposed site located on National Highway 8A and is well connected to Gandhidham and Kandla Port and Tuna Port.


Not Applicable


Not Applicable


Not Applicable


Not Applicable


Not Applicable


13 | P a g e



Not applicable



Proposed project work would be completed within 1 year period after receiving requisite approval from Government.


It is estimated that project cost shall be around 32.17 Crores. For block estimated, please refer to annexure 2. As the proposed project is a type of support connectivity infrastructure for the cargo generated to and from Kandla Port, the standalone viability of the project cannot be worked out.




I. To Kandla Port Trust 1. Increased cargo handling capacity due to fast cargo movement by Road & Rail. 2. Reducing congestion at Kandla port.

II. To Local community 1. The project will help to reduce the traffic problem. 2. Indirect economic activity for nearby areas. 3. More employment opportunities for local people.

Social Benefits of project. To Local community A. Public image of Kandla port as World class facility with most modern infrastructure. B. With modernisation and expansion of Kandla port, more economic opportunities would be

created (both in formal and informal sector) for Local community. C. Increase in business activity will bring in prosperity in hinterland, which consequently would

bring better access to social and physical infrastructure.


14 | P a g e

Annexure - A – Block Estimates

BLOCK ESTIMATE

Construction of Rail Over Bridge at NH 8A near Nakti Bridge (Crossing of NH 8A)

Details Qty. Rates

in Lakhs

Unit Amount

in Lakhs

Remarks

Construction of ROB at national

Highway 8A for Tuna Rail

connectivity

Width – 29 Mtr.

(Length of ROB 550 x 2

approaches = 100 Mtr.)

(Main Bridge length = 40 Mtr.)

Total Length = 1140 Mtr.

1140 2.36 Rmt. 2690.40 Rate consider as per

budgetary Quotation.

10% Escalation 269.04

2959.44

3% Contingency Charges 88.78

3048.22

2% Establishment Charges 60.96

3109.19

4% Codal Charges payable to

Railway Department on Rs.

2690.40 Lakhs

107.62

3216.80

Say Rs. 32.17 crores

Annexure – B - ROB Location

Proposed jetty length of 660 m [(500m-new)+(160m-existing)]

on BOT basis

1 | P a g e

Kandla Port Trust

Kandla Port Trust

Pre Feasibility report on Mechanization of the Berth No. 7 & 8 at Kandla Port on

PPP

June 2012

MOEF Format


2 | P a g e

Contents




4. SITE ANALYSIS .............................................................................................................. 6

5. PLANNING BRIEF ........................................................................................................ 14





ANNEXURES ...................................................................................................................... 17




3 | P a g e



have a combined capacity of 16 Million Metric tonnes per annum. Against this capacity, a total of 22.15

MMTs(excluding containers) was handled at Kandla Port resulting in berth occupancy exceeding 90% at

general cargo berths in 2009-2010. In order to augment its dry cargo handling capacity, it is imperative to

install higher capacity superstructures at the berths to achieve higher productivity. Hence, in order to

achieve higher levels of productivity at the dry cargo berths, KPT proposes to equip its berth no. 7 and 8

with 4 absolutely new Mobile Harbour Cranes of 60 T capacity.

The 4 Harbour Mobile Cranes shall be used for handling all kinds of dry cargo viz. foodgrains, fertilizers,

coal, limestone, minerals, sugar, salt, steel, bagged cargo and timber logs etc. The aforementioned

equipment shall be installed by the BOT operator at an estimated cost of Rs. 80.61 Crore and shall have

capacity to handle 7 Million Metric Tons of dry cargo per annum. The BOT operator shall load/unload cargo

to/from vessels and shall charge from users, crane hire charges on a per tonne basis. The caps for crane

hire charges shall be fixed by TAMP and the BOT operator shall share with KPT, a certain portion of Gross

Revenue drawn by it from the cargo handling.

The traffic projections of cargo at which the financial viability has been carried out are as follows:












4 | P a g e



have a combined capacity of 16 Million Metric tonnes per annum. Against this capacity, a total of 22.15

MMTs(excluding containers) was handled at Kandla Port resulting in berth occupancy exceeding 90% at

general cargo berths in 2009-2010. In order to augment its dry cargo handling capacity, it is imperative to

install higher capacity superstructures at the berths to achieve higher productivity. Hence, in order to

achieve higher levels of productivity at the dry cargo berths, KPT proposes to equip its berth no. 7 and 8

with 4 absolutely new Mobile Harbour Cranes of 60 T capacity.


Liquid cargo handling facilities at Kandla have attracted 9.60 million tonnes liquid cargo for the year 2011-12. The same has grown at CAGR of 6.70% during the last 10 Years. Considering this historical growth rate, the traffic projection for the liquid cargo at Kandla is provided below:


5 | P a g e

(In MMTPA)

Years FY 2013

FY 2014

FY 2015

FY 2016

FY 2017

FY 2018

FY 2019

FY 2020

FY 2021

FY 2022

FY 2023

Liquid Traffic at Kandla 10.31 11.00 11.73 12.52 13.36 14.25 15.21 16.23 17.31 18.47 19.71

Considering the existing capacity of 6 Oil Jetties i.e. 13 MMTPA and comparing the same with the projected

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

3.23 MMTPA.






















Location details are provided in Annexure A.





6 | P a g e

Project magnitude in terms of estimated financial investment required to be made is envisaged at Rs. 80.61 Crores.
























4. SITE ANALYSIS

(i) Connectivity


from Kandla Port.

Railway


7 | P a g e

Broad gauge(BG) tracks directly connect the Port at New Kandla with the principal cities of Bombay,

Ahmadabad, Surat, Baroda, etc., and also Delhi, Punjab and Haryana through the route Ahmadabad-

Ratlam- Kota - Mathura to Delhi. The second route is via Palanpur - Ajmer to Delhi.

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

provides direct link to Jodhpur in Rajasthan & Bhatinda in Punjab and reduces the reach to Hinterland

by 118 Km.


Ahmedabad and Morbi and terminates at the Port. All main gates of cargo jetty complex as well as oil

jetty complex are directly connected to N. H. 8 A by four lane wide roads.


also lies on NH 8A about 13 Km. from the Port. The port enjoys fully developed road network, both in

and around the Port area to facilitate faster movement of cargo.






The site is the existing location of Oil jetty No. 1 and 2. The back side of the berth would have the additional piles. The master plan for Kandla Port trust showing topographic details will be provided by KPT.





The Port handles cargo at two locations, viz. Kandla and Vadinar (near Jamnagar). Presently, Vadinar has three Single Buoy Moorings (SBMs) and two Product jetties having a draught of upto 14.5 m and have a capacity to handle 14 MMTPA of finished petroleum products, two SBM installed by the Indian Oil Corporation Ltd. (IOCL) & one installed by Vadinar Oil Terminal Ltd. (VOTL) for handling of crude oil for its refineries. These SBMs can accommodate vessels up to 3 Lakhs DWT size and have a capacity to handle around 28.50 Million tons of crude traffic per annum. Kandla has, at present, 10 dry cargo berths along with 2 container handling berths and six oil jetties. The existing twelve general cargo berths have a continuous quay length measuring 2532m. Also, Kandla port has 240.00 meter (160 meter + new 80 meter) long barge handling jetty at tuna and south wharf barge jetty of


8 | P a g e

length 202 meter at Bunder Basin. The permissible draught and sizes of vessels that can be docked along the 12 berths at Kandla Port are given below:


I 45000 9.8

II 45000 9.8

III 45000 9.8

IV 45000 9.8

V 35000 9.1

VI 35000 9.1

VII 55000 11.5

VIII 55000 11.5

IX 55000 11.5

X 55000 11.5

XI 65000 12.5

XII 65000 12.5

Liquid Cargo




Mooring Facilities


are given below:-



I 40000 10.4

II 52000 10.0

III 40000 10.7

IV 56000 10.7




VADINAR


SBM3VOTL

300000

300000

300000

30

30

30



I & II 152.40 7.9

III 183.93 8.2

DDM 255.55 11.5



9 | P a g e


Storage Capacity









POL + Acid 472 1208369







Port Owned

Godowns 32 16.16 4.45



Godowns 38 7.4 1.48





2000 KVA capacity.









10 | P a g e





















twelve cranes:

4 of 16 Tons.

6 of 25 Tons.

2 of 12 Tons.





from Kandla.

Water Supply










11 | P a g e

Total requirement of water is 200 MLD water supply is ensured by Gujarat water supply Board.






Uninterrupted good quality estimated power requirement of 900MW is expected to be supplied in

the SEZ area by the Gujarat Government. However, master plan caters for setting up a dedicated

power back up from an independent power producer (IPP) at a later stage, if required.


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


AVERAGE GROUND R.L. (+) 3.60 wrt CD RL (m) LOG STRATA DESCRIPTION 4.00

Very soft to soft grayish clay

3.00 2.00 1.00 0.00 -1.00 -2.00

Loose grayish Silty Sand -3.00 -4.00 -4.80 -5.00

Highly Weathered Sand Stone -6.00 -7.00 -8.00 -8.80 -9.00

Highly Weathered BASALT

-10.00 -11.00 -12.00 -13.00 -14.00 -15.00 -16.00 -16.80

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

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

boundary of this layer was encountered between RLs of -0.1 m and -0.3 m. The ‘N’ values


12 | P a g e

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

clay layer.

Layer 2: Loose silty sand – Second layer of the subsurface profile is loose silty sand. The lower

boundary of this layer was encountered at a depth of -4.80 m. The SPT values varied from 6 to

7. The range of N indicated loose relative density of the granular strata.

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

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

4.00 m to 5.00 m.

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

weathered find grained basalt. The boreholes were terminated in this layer at RL 16.80 m.







January 25.2 13.0

February 27.5 15.5

March 32.0 20.2

April 34.6 23.5

May 35.9 25.7

June 35.0 27.7

July 32.4 27.2

August 30.7 25.4

September 33.3 24.5

October 34.2 23.1

November 32.4 20.2

December 25.6 13.5




50%.

Rainfall


13 | P a g e

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



Wind Conditions




February












and 19 km/hr.













Mean Range 4.885 m

Waves










14 | P a g e




Storms and Cyclones




lives.


Not applicable

5. PLANNING BRIEF





capacity to handle 7 Million Metric Tons of dry cargo per annum. The BOT operator shall load/unload

cargo to/from vessels and shall charge from users, crane hire charges on a per tonne basis. The caps for

crane hire charges shall be fixed by TAMP and the BOT operator shall share with KPT, a certain portion

of Gross Revenue drawn by it from the cargo handling.






Not Applicable


Not Applicable


Project does not include any additional facility as the same is for strengthening of existing

structures.



Not Applicable



15 | P a g e


(iii) Green belt.

There is no green belt envisaged for the project as it is just strengthening of existing structure.




The proposed site located on National Highway 8A and is well connected to Gandhidham and Tuna Port. Moreover, a project is under the advanced stage of planning for providing rail connectivity up to Tuna port.


Not Applicable


Not Applicable


Not Applicable


There is no solid waste envisaged for the project as it is just strengthening of existing structure.


Not Applicable


16 | P a g e



Not applicable



Proposed project would be completed over the period of 12 months from the date of work order to the selected contractor.


It is estimated that project cost shall be around Rs. 80.61 Crores. For block estimated, please refer to Annexure B. Economic viability is not applicable as the project is just a strengthening of existing structure.




I. To Kandla Port Trust 1. Efficient cargo handling at Kandla Port. 2. Reducing congestion at Kandla port.







17 | P a g e

ANNEXURES

18 | P a g e



19 | P a g e

Annexure – B – Block Cost Estimate

BLOCK ESTIMATE

Sr. No. Particulars Rs. Crores

A Dismantling Work 0.16

B Piling Work 11.08

C Building Work 0.10

D Micro Concreting 1.39

Total Basic Cost 12.73

Add: Contingency @ 3% 0.38

Sub Total 13.11

Add: Establishment Charges @2% 0.26

Total Estimated Project Cost 13.38

FEASIBILITY REPORT OF MODIFICATION AND

STRENGTHENING OF CARGO BERTH No. 6 AT KANDLA PORT TRUST

Department of OEC, IIT Madras has been appointed as the technical advisor for preparation of techno feasibility studies & detailed design, engineering, etc. for “modification and strengthening of existing cargo berths

No. 1 to 6”. Accordingly, Department of OEC, IIT Madras has prepared the feasibility Report for 1 to 6 Cargo Berths.

However, Kandla Port Trust has taken up only Cargo Berth no. 6 for

modification and strengthening purpose. The technical details for the

modification and strengthening of Cargo Berth no. 6 are similar as of cargo berths no. 1 to 6, which is enclosed for your reference.

FEASIBILITY REPORT OF MODIFICATION AND STRENGTHENING

OF CARGO BERTHS

1 TO 6 AT KANDLA PORT TRUST

1.0 INTRODUCTION

Department of OEC, IIT Madras has been appointed as the technical

advisor for preparation of techno feasibility studies & detailed

design, engineering, etc. for “modification and strengthening of

existing cargo berths No. 1 to 6” and the tender was accepted by

Chief Engineer, Kandla Port Trust vide Letter No. EG/WK/3353/06/91

dated 06-01-2007 and the accepted tender copy was received vide

Letter No. HW/WK/1400-I/63 dated 03-02-2007 from Executive

Engineer (H), Kandla Port Trust.

2.0 SITE INSPECTION AND DISCUSSIONS

The project staff of Oean Engineering, IIT Madras visited Kandla Port

from 10-03-2007 to 13-03-2007 to assess the existing condition of

cargo berth no. 1 to 6. They surveyed the condition of the structure

from underneath the berths along with KPT engineers.

As reported by them, the condition of the piles, beams and deck

slab appears to be good from visual examination.

One proposal in the form of a schematic diagram showing the new

piles to be introduced along the berths for the increased draught of

14.0 m was sent to Chief Engineer, Kandla Port Trust on 13-04-07.

After further discussion with KPT Engineers, a proposal to provide one

row of 1200 dia piles near the existing 1200 θ piles and two row of

1200 θ piles in the sea side and another 2 rows of piles in the middle

was made and a design report was submitted in August 2007.

Further to this, the undersigned visited Kandla Port from 19-10-07 to

21-10-07 to discuss and finalize the design. It was decided during

discussions with Kandla Port Engineers to do the strengthening of the

berths by removing and relaying of front two rows of piles and

connecting these piles with the existing 1200 θ piles in the rear and

not to disturb other rows of piles. The detailed design of this proposal

has been carried out and details are given below.

3.0 TIDAL DATA

The various tidal levels are given below:-

MHWS : + 6.70 m

MHWN : + 5.70 m

MLWN : +1.80 m

MLWS : + 0.8 m

MSL : + 3.9 m

4.0 GENERAL ARRANGEMENT OF EXISTING JETTY

The cargo berths 1 to 5 supported on 500 mm diameter RCC per

cast hollow piles at 3.81 c/c in the longitudinal direction. There are

nine rows of piles in the transverse direction (Row No. A to Row No. I

from sea to landside). The desk slabs is 600 mm thick and include the

cable conduit and water conduit. There are longitudinal and

transverse tie beams at + 3.0 m level of size 460 mm x 610 mm

spanning along the length and across the length of the block. The

existing 500 θ piles are founded at – 15.00m.

5.0 DETAILS OF PROPOSALS FOR STRENGTHENING

Proposal No. I

It was proposed to provide two rows of 1200 mm dia piles to be

provided in the sea side.

The proposed no. of 1200 dia piles per block = 12

The foundation level of the proposed 1200 dia piles is – 25.00m.

Proposal No. II

It was proposed to provide one row of 1200 dia bored cast-in situ

middle of the existing berth and two rows of 1200 mm dia piles to be


The proposed no. of 1200 mm dia piles per block = 18

The founding level of the proposed 1200 dia piles is – 28.00m.

Proposal No. III


near the existing 1200mm dia piles and two rows of 1200mm dia piles

to be provided in the sea side.

The proposed no. of 1200 dia piles per bloc = 18


Modified Proposal No. I

It was proposed to provide one row of 1200 dia bored cat-in situ

near the existing 1200mm dia piles and two rows of 1200 mm dia

piles to be provided in the sea side and another one more row of

1200mm dia piles to be provided in the middle of panel



Modified Proposal No. II


near the existing 1200mm dia piles and two rows of 1200mm dia piles

to be provided in the sea side and another two more row of

1200mm dia piles to be provided in the middle of panel.



Modified Proposal No. III

It was proposed to provide two rows of 1200mm dia piles to be




During my inspection Modified Proposal No. III was agreed upon

during discussion. Modified proposal no. 3 has been analyzed and

details are given below:-

Founding Level of Piles:

The founding level of piles 500 dia piles is -14.00m and the founding

level of the proposed 1200 dia piles is -28.00m.

Soil Spring Constants:

The sub grade modulus and spring constants of the soil are

calculated based on the equation given by Vesic (Bowles 1974).

Materials:

The following materials shall be used for piles and deck system

Concrete : M30 grade for piles and deck slab

Steel : CRS Fe 415

Portal Pozzolona / slag cement only shall be used as per IS 4651

(1989) Part IV clause 8.3.1.

Cover to Reinforcement:

Clear cover to main reinforcement to be provided is as follows:-

For Piles : 75mm

Beams : 50mm

Deck : 40mm

Loads:

The following loads have been considered in the analysis and design

of the structure

a. Dead Load

The dead load of structural numbers are considered. The density of

concrete is assumed as 25 kN/m3.

b. Live Load

Uniform live load. A live load of 5 t/m2 has been considered on the

deck slab.

c. Berthing and Mooring Force

The berthing force of the structure is calculated as per IS 4651-1974

considering triple cell type fender of 1000H with M.S. portal frame of

7.50m x 1.50m x 0.2m.

d. Seismic Force

The design for seismic force has been carried out in accordance

with the IS code 1893-2002. The code specifies the earthquake zone

for Kandla as Zone V. In the calculation of seismic force, 50% of the

live load plus 100% of the dead load has been considered.

e. Earth Pressure

The force on the piles due to the instability of slope of soil is

calculated based on the Geotechnical Investigation Report for

Proposed Restoration after Earthquake for Cargo Berth 1st, 2nd, 3rd, 4th

& 5th New Kandla Port, Gujarat.

f. Crane Load

The berth has been designed for container crane of 10T lifting

capacity. The maximum corner load is considered as 800 kN

distributed over 4 wheels.

Load of each wheel = 800/4 = 200 kN

Analysis:

A 3D analysis of the structure has been carried out using the STADD III

package.

Load Combinations:

Load combination factors considered for the analysis are in

accordance with IS 4651-1974 “Code of practice for planning and

design of Ports and Harbor”. The following load combination are

considered in the analysis

1.5 DL + 1.5 LL + 1.0 EP + 1.5 BF

1.5 DL + 1.5 LL + 1.0 EP + 1.5 MF

1.2 DL + 1.2 LL + 1.0 EP + 1.5 SF

1.5 DL + 1.5 LL + 1.0 EP + 1.5 SF

1.5 DL + 1.5 LL + 1.5 CL

DL – Dead Load

LL – Live Load

BF – Berthing Force

SF – Seismic Force

MF – Mooring Force

EP – Passive Earth Pressure

CL – Crane Load

Design:

The structural design of the structure has been carried out using limit

state method and limit state factors.

Maximum forces and moments obtained from STADD PRO results are

tabulated and percentage of steel is obtained for piles and beams.

Indian Standard Code Referred:

IS 4651-1974 Code of practice for planning and design of ports

and harbors

IS 2911-1980 Code of practice for planning and design and

construction of pile foundation

IS 875-1987 Code of practice for design loads

IS 1893-2002 Criteria for earthquake resistant design of structure

IS 456-2000 Code of practice for plain and reinforced

concrete

SP-16 Design aids for reinforced concrete to IS 456-1978

Summary:

The report gives 3D analysis and design of “Modification and

Strengthening of Cargo berth 1 to 6 at Kandla Port Trust”. It is felt that

the present proposal will strengthen the structure and it will be

adequate for increased dredge level of -15.0m. Hence, this proposal

is recommended.

(R. SUNDARAVADIVELU)

1 | P a g e

Kandla Port Trust

Kandla Port Trust

Pre Feasibility report on Multipurpose Cargo

Terminal at Tekra off Tuna on BOT Basis

May 2015

MOEF Format


2 | P a g e

Contents

LIST OF ABBREVIATIONS ...................................................................................................... 3




4. SITE ANALYSIS .............................................................................................................. 9

5. PLANNING BRIEF ........................................................................................................ 11





ANNEXURES ...................................................................................................................... 17




3 | P a g e


DSCR Debt Service Coverage Ratio

GRT Gross Registered Tonnage

IRR Internal Rate of Return

KPT Kandla Port Trust

MHC Mobile Harbour Crane

MMTPA Million Metric Tonnes per Annum

MT Metric Tonne

NH 8A National Highway 8 A

NPV Net Present Value

PPP Public Private Partnership

SEZ Special Economic Zone

BOT Built, Operate & Transfer

OTB Outer Tuna Buoy


4 | P a g e


Kandla Port is one of the busiest Ports of India. Kandla Port has been achieving first position among all

the Major Ports of India the terms of cargo handling for the most of the years in last decade. Thus,

Kandla Port Trust has been contributing the most for the development of port capacity and handling

seaborne trade of the country.

Especially northern India is heavily dependent on Kandla Port Trust for its trade requirements due to its

peculiar land locked location compared to many other regions of India which are comparatively quite

nearer to the sea shore. Some states of central India like Madhya Pradesh are also dependent for its

specific trade requirement on Kandla Port Trust. Hence, considering the vast hinterland that is

dependent on KPT for seaborne trade and currently prevailing traffic congestion at existing facilities of

KPT, capacity additions are of utmost importance at KPT for serving the economy of the influence

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

Presently, Kandla Port has set up barge handling facility at Tuna for evacuation of cargo from large

vessels and is being transported through a existing two lane National Highway 8A. Under the expansion

plan, Kandla Port Trust is setting up 18 Million Tons capacity “T” shaped Terminal at Tuna-Tekra, GoI

has already approved the proposal at the cost of Rs. 1251.00 Crores. The proposed offshore Terminal

will handle dry bulk cargo like Coal, Fertiliser & its raw material, salt, Wheat, iron Ore, etc.

Taking forward further capacity additions at Tuna-Tekra, a multipurpose cargo terminal with capacity of

18 MMTPA has been proposed to be developed on BOT basis under PPP mode. The proposed facility

would help reduce the overall traffic congestion at Kandla Port Trust.



Kandla Port Trust is the proponent (as the Port Authority) of the proposed project to be developed on BOT

Basis through PPP mode. The proposed project has been identified as part of a series of capacity additions



Kandla Port Trust

Salient Features of the Project

Project: Development of Multipurpose Cargo Terminal at Tuna off Tekra, Kandla Port on BOT Basis

Name of Project Development of Multipurpose Cargo Terminal at Tuna off Tekra, Kandla

Port on BOT Basis Length of the wharf 750 meters

Width of the wharf 60 meters

Back Up Area in Ha 101.00

Design Vessel Size (Maximum) 1,00,000 DWT


5 | P a g e

Optimal Capacity - Multipurpose Cargo (in MMTPA)

18.00

Design load for wharf 5 MT/m2

Maximum Draught and Depth Alongside the Berth

Capital Cost 1,400.92 Cr.

Source of funds Debt: Equity in 70:30 ratio

Project time Schedule

Viability Indicators

Project IRR - Pre Tax 16.03%

Project NPV in Rs. Crores 826.94 Cr.

Equity IRR 17.40%

Average DSCR 1.32


Presently, Kandla Port handles dry cargo at its twelve general cargo berths (Ten being operated by

K.P.T & two by concessionaire), six oil jetties for handling POL products and other liquid cargo traffic

at Kandla and thee Single Buoy Mooring (SBM) at Vadinar for handling crude oil.

The traffic handled by the Port has shown a consistent increase and it’s been growing at a faster pace.

The total traffic (both liquid and dry cargo) handled by the Port has gone from 41.52 million tons in

2003-04to 92.50 million tons in 2014 -15. It shows the CAGR of 8.33% over the said ten years’ period.

During 2014 -15, Kandla Port handled 92.50 MMT of cargo. Analysis of Dry Cargo (i.e. excluding

liquid and containers) handling has been carried out as presented below:

In 2013-14, of 84.3 million tons of dry bulk cargo was handled in the primary competitive landscape Kutch cluster, Gujarat Adani Port (Mundra) handled 40.7 million tons thus handling the largest dry


6 | P a g e

bulk volumes amongst the different ports in the primary competitive landscape of the proposed multi-purpose cargo terminal.

Table 1: Dry Bulk Traffic handled in primary competitive landscape of proposed multi-purpose cargo terminal

(Million tonne)

2011-12 2012-13 2013-14

Coal (Coking & Thermal Coal) 31.0 42.3 53.1

% of Dry Bulk Cargo Handled in Kutch

49.8% 54.2% 63.0%

Fertilizer 10.94 8.8 5.51


17.6% 11.3% 6.5%

Limestone 0.6 0.45 0.94


1.0% 0.6% 1.1%

Source: Gujarat Maritime Board

Above table clearly highlights that Coal (thermal & coking) is the highest quantity of dry bulk cargo handled by ports in in primary competitive landscape of proposed multi-purpose cargo terminal. Breakup of Coal handled by various ports is tabulated below.

Dry cargo (excluding liquids and containers) have been the significant portion of the total cargo

handled at KPT. It has been hovering around 25-32% during the last decade. Dry cargo traffic has

been growing steadily at CAGR around 10% during the last 5, 10 and 15 years’ analysis.

Dry Cargo Traffic (excluding containers) has been growing at 10.12% over the past 10 years which, of

course includes fairly prolonged period of recession and low growth. However, this may be expected

to improve along with improvement of the facilities at KPT, better overall economic environment of the

country.

The Country’s GDP is growing at present at an average growth rate of 6-7% and this growth rate is

going to be accelerated to 7-8% in coming years. Traffic of Dry cargo has been projected in Maritime

Agenda 2020 issued by Ministry of Shipping for future period based on the potential of traffic of dry

cargos originating from Hinterland, industries coming up in the Kutch region, development of port

infrastructure and country’s Economy is as shown below:

Table 2: Dry Cargo Traffic Projections at Kandla Port Trust as per Maritime Agenda – 2020

Year Traffic Projections MMT for Dry Cargo excluding containers

2012-13 31.65 2013-14 37.82 2014-15 43.26 2015-16 48.38 2016-17 55.52 2017-18 60.96 2018-19 65.25 2019-20 83.80


7 | P a g e

The present handling capacity of existing 12 dry cargo berths to handle non container dry cargo

including Barge Jetties, as assessed is 21 Million Tons. As against this, Dry cargo berths have handled

a Dry cargo to the tons of 29.84 MMT (excluding containerized cargo), which has resulted in berth

occupancy some times as high as 95% on almost all available days.

Thus, in view of the expected recovery in the economic growth of the country, steadily growing dry

cargo traffic at Kandla and over-utilized dry cargo handling infrastructure at Kandla Port, it is felt that

the additional facilities are required. Indicative quantitative analysis has been carried out through a

desk-based research by considering expected growth in traffic of dry cargo at Kandla and the allocation

of the same to existing and upcoming various dry cargo handling facilities at Kandla.

A gap of traffic projections and allocation to available facilities has been found as the indication of

requirement of the capacity addition through proposed project.


Demand-Supply gap has been identified based on the traffic projection of Maritime Agenda announced by Ministry of Shipping and capacity additions envisaged by KPT. The comparison of traffic viz-a-viz port capacity and gap analysis for the same has been presented below:

(In MMTPA)

Year Traffic Projections (As per Maritime

Agenda) in MMTPA

Handling Capacity (As per existing and proposed

facilities at Kandla part in future) in MMTPA

Traffic – Planned Capacity Gap Analysis (in MMTPA)

2012-13 31.65 16.38 15.27

2013-14 37.82 22.88 14.94

2014-15 43.26 45.87 -2.61

2015-16 48.38 59.34 -10.96

2016-17 55.52 59.34 -3.82

2017-18 60.96 59.34 1.62

2018-19 65.25 59.34 5.91

2019-20 83.80 59.34 24.46

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

by 2014-15. However, the gap turns again positive quickly in two-three years time and finally widens to a

huge figure of over 24 MMTPA.









8 | P a g e







The project is a development of multipurpose (other than Liquid / Container Cargo) cargo terminal to be developed through PPP model on BOT basis. The project envisages developing a T-shaped jetty at Tuna off Tekra. There is no interlinked or interdependent project.


Tentative location details are provided in Annexure A.




Size or magnitude of operation for the proposed project is envisaged by the capacity of the proposed project, i.e. 18 MMTPA in this case. In terms of estimated financial investment required to be made for the project is envisaged at Rs. 1400.92 Crores.








9 | P a g e


















4. SITE ANALYSIS

(i) Connectivity


from Kandla Port.











10 | P a g e









The site selected lies adjacent to the proposed dry bulk terminal at Tuna off Tekra. The master plan for Kandla Port trust showing topographic details will be provided by KPT.




There is no existing infrastructure developed at the project site.



AVERAGE GROUND R.L. (+) 3.60 wrt CD RL (m) LOG STRATA DESCRIPTION 4.00

Very soft to soft grayish clay

3.00 2.00 1.00 0.00 -1.00 -2.00

Loose grayish Silty Sand -3.00 -4.00 -4.80 -5.00

Highly Weathered Sand Stone -6.00 -7.00 -8.00 -8.80 -9.00 Highly Weathered BASALT


11 | P a g e

-10.00 -11.00 -12.00 -13.00 -14.00 -15.00 -16.00 -16.80

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

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

boundary of this layer was encountered between RLs of -0.1 m and -0.3 m. The ‘N’ values

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

clay layer.

Layer 2: Loose silty sand – Second layer of the subsurface profile is loose silty sand. The lower

boundary of this layer was encountered at a depth of -4.80 m. The SPT values varied from 6 to

7. The range of N indicated loose relative density of the granular strata.

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

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

4.00 m to 5.00 m.

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

weathered find grained basalt. The boreholes were terminated in this layer at RL 16.80 m.


Tidal Conditions

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

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

are considered based on the data/information available off Mundra from published Literature

and reports.

Maximum observed tide + 6.4 m

Mean High Water Spring

(MHWS) + 5.8 m

Mean High Water Neap + 4.6 m


12 | P a g e

(MHWN)

Mean Sea Level (MSL) + 3.4 m

Mean Low Water Neap

(MLWN) + 2.1 m

Mean Low Water Spring

(MLWS) + 1.0 m

Minimum observed tide 0.0 m

Mean storm surge 2.0 m

Waves

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

provides the setting for a basin with absolute tranquility. The creek provides calm waters round the year for

easy movement of Barges. Thus, Tuna has the advantages of becoming an all-weather Port. The high

amplitude tides coupled with a large storage area has resulted in high flushing velocities inside. This has

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

complex flow phenomenon has given rise to a number of shoals, which are dynamic in nature. The Barge

Port of Tuna is approached through the channel starting from the Outer Tuna Buoy. Barge movements are

normally confined to the high tides. The Port region is free from any significant wave disturbances.

Silt and Salinity

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

September 1983 at locations east and west of Kandla Creek and at two stations in the Gulf of Kutch. The

waters of the Creek are heavily silt charged, the range being 1 to 3 ppt. The Creek waters have a salinity

ranging from 23 to 25 ppt.


The climate of Kandla Port is generally tropical and dry. The air temperature varies from less than 100 C in

winter to about 440 C in summer. The mean, maximum and minimum temperature observed in the different

months at Kandla is presented in the table below:

Months Range of max. Temperature

Mean of max. Temperature

Range of min. Temperature

Mean of min. Temperature

January 27.8 – 23.3 25.2 16.0 – 9.7 13.0

February 32.1 – 24.1 27.5 18.0 – 12.0 15.5

March 34.7 – 24.1 32.0 22.5 – 12.0 20.2

April 38.6 – 29.4 34.6 26.0 – 18.5 23.5

May 41.9 – 32.6 35.9 28.5 – 23.5 25.7

June 38.6 – 31.1 35.0 29.5 – 24.0 25.4

July 34.6 – 26.8 32.4 28.5 – 24.0 25.4

August 33.1 – 29.1 30.7 26.5 – 24.4 24.5

September 40.1 – 31.1 33.3 25.5 – 23.5 24.5


13 | P a g e

October 37.2 – 31.6 34.2 25.7 – 21.0 23.1

November 37.6 – 25.5 32.4 24.5 – 14.5 20.2

December 30.5- 20.6 25.6 18.2 – 7.8 13.5

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

relative humidity varies from 0% to 100%, whereas minimum values vary between 0 and 30%, except

during July, August and September, when minimum values vary between 25% and 50%.

Rainfall

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

remains confined between June end and mid September. During the remaining months, the rainfall is

scanty. The annual average rainfall is around 200mm only.

Wind Conditions


January The predominant direction is between NNE and NNW with speed range normally between 12 and 19 Km/hr. which may exceed for about 10 % of the time.

February

The direction changes from NNE and SSW, but predominantly between WSW and SSW. The wind speed from SSW varies between 12 and 39 km/ hr. for 15 % of the time and for rest of the time it generally varies between 12 and 19 Km/ hr.

March

The direction lies between NNW and SSW, but predominantly between WSW and SSW. The wind speed from SSW varies between 12 and 39 km/ hr. for 15 % of the time and for rest of the time it generally varies between 12 and 19 Km/ hr.

April to June The direction for wind is between WSW and SSW. The wind speed reaches a maximum of 39 km/ hr. except in July, when the speed may exceed the range.

October The direction of wind changes from SSW to NNW. Wind speed ranges between 12 and 19 km/ hr. but the limit may exceed for 10 % of the time.

Nov. & Dec. The predominant direction is between NNE and NNW and the speed is between 12 and 19 km/hr.

Storms and Cyclones

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

passed over Kandla Port with a wind speed of 150 km/hr., resulting in high tidal waves of 10.5 m with

strong current, caused extensive damages to the Port installations, crafts and human lives.

5. PLANNING BRIEF



14 | P a g e

The basic concept of the proposed project revolves around developing a T-shaped jetty with vessel

berthing facility which can accommodate the vessels like Panamax and Post-Panamax for handling

of multipurpose cargo. Further, the project concept includes the appropriate cargo/material

handling, storage and other support infrastructure like water, power, drainage, lighting, fire

fighting, etc.






Not Applicable


Not Applicable


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

and support infrastructure facilities like water, power, drainage and fire-fighting systems.



Not Applicable



(iii) Green belt.








15 | P a g e

The Gujarat Water Supply and Sewerage Board is responsible for developing and managing various sources of water in the region. The important source of water is the 14.5 Million m3 capacity reservoir of Tapar Dam, besides a number of deep tube wells. Water is distributed to Kandla area from high service reservoir near Bhachau through 18” dia. CI mains, after chlorination. The capacities of the elevated water towers and underground reservoirs at Kandla are 1500 kl. and 14000 kl., respectively. The average daily consumption of water at Kandla area is estimated at around 2000 kl. The position is improved to a great extent by tapping the source of water from Sardar Sarovour Narmada Nigam Limited.


Not Applicable


Not Applicable




The port receives Bulk power supply from PGVCL through its 66 KVA sub stations and has 11 KV

substation giving power supply to the various other cranes and installations. Besides, the port has two

diesel generating sets to meet with emergency needs. Kandla Port Trust is a distribution Licensee for

power and distributes power to the various users of Kandla.



Not applicable



Proposed time schedule for the project would span over the five years from award of the concession (five years with two phases of two & a half years each).


It is estimated that project cost shall be around Rs. 1251 Crores. For block estimated, please refer to Annexure B. The project is found to be financial viable based on the preliminary estimates as mentioned below:


16 | P a g e

Pre-tax Post-tax

Project IRR 16.03% 13.50%

Equity IRR 17.40% 14.03%

NPV in Rs Crores 826.94 Cr. 362.71 Cr.

Average DSCR 1.32




I. To Kandla Port Trust 1. Increased cargo handling capacity due to fast cargo movement by Road & Rail. 2. Reducing congestion at Kandla port.







17 | P a g e

ANNEXURES

18 | P a g e



19 | P a g e

Annexure – B – Project Capital Cost Estimates

Sr.

No.

Description Qty Rate Unit Amount Misc TOTAL

Part-A (Civil Work)

1 Cost of Jetty (750M X 60M) 45000 55900 Sq. M.

2,515,500,000.00

125,775,000

2,641,275,000

2 Cost of RCC Pile Approach (2250M X 24M) 54000 28800 Sq. M.

1,555,200,000.00

77,760,000

1,632,960,000

3 Cost of Rock Bund Approach (900M X 30 M) 27000 4500 Sq. M.

121,500,000.00

6,075,000

127,575,000

4 Cost of Backup Area Development 102.00 5858800 Ha

597,597,600.00

29,879,880

627,477,480

5 Dredging Cost 10712221.00 200 cum

2,142,444,200.00

2,142,444,200

6 Cost of Road connectivity (2500M X 7.30M) 2500 30000 Rmt

75,000,000.00

3,750,000

78,750,000

7 Rail over bridge over AKBTL Rly line 1 280,000,000 Each

280,000,000.00

14,000,000

294,000,000

8 Cost of facilities creation in Back-up area

-

9 Bagging plant 300 x 50 m Civil work 15000 15000 M2

225,000,000.00

11,250,000

236,250,000

10 Cost of silo's 5000MT capacity inc. civil worl 5 14000000 Nos.

70,000,000.00

3,500,000

73,500,000

11 Cost of storage shed 800 x 50 m 40000 14000 M2

560,000,000.00

28,000,000

588,000,000

12 Cost of SWD & Cable trench 16575 10000 Rmt.

165,750,000.00

8,287,500

174,037,500

13 Cost of 100 M.T. Weigh Bridges (Civil work) 16 900000 Nos.

14,400,000.00

720,000

15,120,000

14 Computerized data management system, Acces control,

CC TV, Networking etc

L.S.

200,000,000.00

10,000,000

210,000,000


20 | P a g e

15 RCC custom fencing wall 4100 15000 Rmt.

61,500,000.00

3,075,000

64,575,000

16 Fire Fighting & Water Supply line 30750 3500 Rmt

107,625,000.00

5,381,250

113,006,250

17 Enviorment Measures L.S.

10,000,000.00

500,000

10,500,000

18 Buildings 1000 15000 Sq. M.

15,000,000.00

750,000

15,750,000

Civil Total

Part-B (Mechanization Work)

1 Conveyor Belt of 7.5m/s rated (2500 MT/Hr ) 01 Nos. X

3500 M

3500 350000 Rmt.

1,225,000,000.00

61,250,000

1,286,250,000

2 Bagging plant 300 x 50 m Mechanization work L.S.

100,000,000.00

5,000,000

105,000,000

3 Cost of 100 M.T. Weigh Bridges (Michanical work) 16 900000 Nos.

14,400,000.00

720,000

15,120,000

4 Mobile Harbour Cranes (60 T) *8 8.00 Nos. 233134098.75

1,865,072,790.00

93,253,640

1,958,326,430

5 Fork Lift 30 MT 12.00 Nos. 12752000.00

153,024,000.00

7,651,200

160,675,200

6 Fork Lift 35 MT 12.00 Nos. 15940000.00

191,280,000.00

9,564,000

200,844,000

7 Payloader 10 MT 12.00 Nos. 4015000.00

48,180,000.00

2,409,000

50,589,000

8 Hitachi of 200 Tonnes 8.00 Nos. 4670354.00

37,362,832.00

1,868,142

39,230,974

9 Hitachi 350 T 8.00 Nos. 8022504.00

64,180,032.00

3,209,002

67,389,034

10 Dumpers 20 MT 32.00 Nos. 2740095.00

87,683,040.00

4,384,152

92,067,192

11 Trailers 32.00 Nos. 2640095.00

84,483,040.00

4,224,152

88,707,192

12 Trucks 32.00 Nos. 2340095.00


21 | P a g e

74,883,040.00 3,744,152 78,627,192

13 Timber Grabs 8.00 Nos. 6359846.00

50,878,768.00

2,543,938

53,422,706

14 Fork for payloaders 24.00 Nos. 250000.00

6,000,000.00

300,000

6,300,000

15 Payloaders for storage area (10 MT) 12.00 Nos. 4015000.00

48,180,000.00

2,409,000

50,589,000

Part-C (Electrification Work)

1 Cost of 11 KV Power Transmission line from KASEZ ( 18

Km.) incl. High Mast Tower, Civil work & 11 KV line

18000 15000 Rmt.

270,000,000.00

13,500,000

283,500,000

2 Electrification in back-up area L.S.

10,000,000.00

500,000

10,500,000

3 Electrick Sub-station 4 9000000 Nos.

36,000,000.00

1,800,000

37,800,000

Mechanical Total

Part-D (Rail Connectivity)

1 Cost of Rail connectivity (3000M BG line) 3000 50000 Rmt

150,000,000.00

7,500,000

157,500,000

2 Cost of Rail Sidings in Back-up area (1000M five Tracks

= 5000 M)

5000 42200 Rmt

211,000,000.00

10,550,000

221,550,000

Railway Total

13,444,124,342.00

565,084,007

14,009,208,349

Say Rs.(Crore) 1,344.41 56.51 1401

Total 1,401.00

Pre Feasibility report on Strengthening of Oil Jetty No....

Documents

Transcript of Pre Feasibility report on Strengthening of Oil Jetty No....