SHIPYARD CUM CAPTIVE JETTIES & LNG TERMINAL...
Transcript of SHIPYARD CUM CAPTIVE JETTIES & LNG TERMINAL...
GUJARAT INTEGRATED MARITIME COMPLEX PRIVATE LIMITED / SEALAND PORTS PRIVATE
LIMITED
SHIPYARD CUM CAPTIVE JETTIES & LNG TERMINAL
NANALAYJA, KUTCH DISTRICT, GUJARAT
PRE – FEASIBILITY REPORT
February 2013
HOWE INDIA HOUSE, 81, NEHRU PLACE NEW DELHI - 110 019
Shipyard Cum Captive Jetties & LNG Terminal at Nana Layja - Pre-Feasibility Report
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Table of Contents
1 EXECUTIVE SUMMARY ................................................................................................................. 5
1.1 BACKGROUND ............................................................................................................................. 5 1.2 LOCATION .................................................................................................................................... 6 1.3 MARKET ....................................................................................................................................... 6
1.3.1 Shipyard ..................................................................................................................... 7 1.3.2 Captive Jetties ........................................................................................................... 8
1.4 PROJECT FACILITIES ................................................................................................................... 9 1.5 INFRASTRUCTURE ..................................................................................................................... 10 1.6 PROJECT COST & IMPLEMENTATION SCHEDULE ...................................................................... 11
2 PROJECT BACKGROUND ............................................................................................................ 13
2.1 PROJECT DEVELOPER ............................................................................................................... 13 2.1.1 IL&FS ....................................................................................................................... 13 2.1.2 Allcargo Logistics Ltd. (AGL) ................................................................................... 14
2.2 PROJECT SITE LOCATION ......................................................................................................... 14 2.3 NEED FOR THE PROJECT .......................................................................................................... 15
3 MARKET .......................................................................................................................................... 16
3.1 MARKET OVERVIEW FOR SHIPBUILDING & REPAIRS ................................................................ 16 3.2 LOCATION ADVANTAGE OF NANA LAYJA ................................................................................... 16 3.3 SHIP-REPAIR ............................................................................................................................. 17 3.4 SHIP-BUILDING .......................................................................................................................... 18 3.5 SHIPYARD - TARGET THROUGHPUT - ........................................................................................ 20 3.6 CAPTIVE JETTIES FOR THE SEZ AND FTWZ ............................................................................ 20
3.6.1 Proposed SEZ & FTWZ Project ............................................................................... 21 3.6.2 Captive Jetties ......................................................................................................... 22
3.7 BENEFITS OF THE PROJECT ...................................................................................................... 23 3.7.1 Benefits to Kutch Region: ........................................................................................ 23 3.7.2 Employment Generation (Direct and Indirect) ......................................................... 23 3.7.3 Magnitude of Investment ......................................................................................... 23
4 PROJECT DESCRIPTION ............................................................................................................. 25
4.1 TYPE OF PROJECT .................................................................................................................... 25 4.2 DETAILS OF ALTERNATIVE SITES ............................................................................................... 25
4.2.1 Comparative Analyses of Alternate Sites ................................................................ 26 4.3 SITE INFORMATION .................................................................................................................... 30 4.4 SITE CONNECTIVITY / ACCESS .................................................................................................. 32 4.5 EXISTING INFRASTRUCTURE ..................................................................................................... 33
4.5.1 Water........................................................................................................................ 33 4.5.2 Power ....................................................................................................................... 33 4.5.3 Wastewater management ........................................................................................ 34 4.5.4 Solid waste management ........................................................................................ 34 4.5.5 Social Infrastructure ................................................................................................. 34
4.6 SITE CONDITIONS ...................................................................................................................... 34 4.6.1 Site specific surveys & studies ................................................................................ 36 4.6.2 Marine conditions ..................................................................................................... 39 4.6.3 Meteorological conditions ........................................................................................ 39
5 FACILITIES REQUIREMENTS AND LAYOUT ........................................................................ 42
5.1 TARGET THROUGHPUT AND SHIP SIZE ..................................................................................... 42
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5.1.1 Shipyard ................................................................................................................... 42 5.1.2 Captive Jetties ......................................................................................................... 43
5.2 FACILITIES REQUIREMENT & CONCEPT DESIGN - SHIPYARD .................................................. 44 5.2.1 Vessel Retrieval and Launching and System Selection (Repair and Build) ............ 44 5.2.2 Ship Repair Facilities (Dry berths, Wet berths and production areas) .................... 46 5.2.3 Ship Building Facilities (Berths, Outfitting quays and production areas) ................. 48 5.2.4 Concept Design ....................................................................................................... 52
5.3 FACILITIES REQUIREMENT – CAPTIVE JETTIES ........................................................................ 61 5.3.1 Jetties / Berths ......................................................................................................... 61 5.3.2 Cargo Handling & Storage Requirements ............................................................... 62 5.3.3 Other auxiliary facilities ............................................................................................ 65
5.4 HARBOUR PLANNING & LAYOUT OF FACILITIES........................................................................ 65 5.4.1 Positioning of Facilities ............................................................................................ 65 5.4.2 Dredging & Reclamation .......................................................................................... 66 5.4.3 Facilities Layout ....................................................................................................... 67 5.4.4 Capital Dredging ...................................................................................................... 73 5.4.5 Navigational aids ...................................................................................................... 73 5.4.6 Utilities ..................................................................................................................... 74 5.4.7 Power Requirement and Source .............................................................................. 74 5.4.8 Water Requirement and Source .............................................................................. 74 5.4.9 Waste Management ................................................................................................ 75 5.4.10 Fire safety ................................................................................................................ 75 5.4.11 Other Requirements ................................................................................................. 76
5.5 LAND OWNERSHIP / AVAILABILITY .............................................................................................. 76 5.6 MATERIAL SOURCING ................................................................................................................ 78 5.7 RESOURCE OPTIMISATION ......................................................................................................... 78
5.7.1 Water........................................................................................................................ 78 5.7.2 Solar Powered lighting ............................................................................................. 78 5.7.3 Biodegradable waste management ......................................................................... 79 5.7.4 Common amenity building ....................................................................................... 79 5.7.5 Use of Fly Ash .......................................................................................................... 79
5.8 SOCIAL INFRASTRUCTURE ........................................................................................................ 79
6 REHABILITATION & RESETTLEMENT PLAN ....................................................................... 80
7 PROJECT SCHEDULE & COST ESTIMATES ........................................................................... 81
7.1 PROJECT SCHEDULE ................................................................................................................. 81 7.2 COST ESTIMATES ...................................................................................................................... 81
8 ANALYSIS OF PROPOSAL ........................................................................................................... 83
ANNEXURE I - MOU WITH GOG FOR THE PROJECT ................................................................... 84
List of Figures
Figure 1-1 Geographic Project Location
Figure 1-2 SEZ & FTWZ Location
Figure 1-3 Existing connectivity to the Project site
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Figure 2-1 Project Site Location
Figure 3-1 International shipping route
Figure 3-2 Shipyard performance
Figure 3-3 SEZ & FTWZ Location
Figure 4-1 Alternative Sites location
Figure 4-2 Alternative Site Locations on Toposheets
Figure 4-3 Site Access
Figure 4-4 Extent of Surveys & Investigations
Figure 4-5 Wind Rose Diagram
Figure 4-6 Wave Rose Diagram
Figure 5-1 Shipyard Design Concept A
Figure 5-2 Shipyard Design Concept B
Figure 5-3 Shipyard Design Concept C
Figure 5-4 Offshore Wave Rose
Figure 5-5 Overall Marine Facility Layout
Figure 5-6 Project Area with Land Survey Numbers
List of Tables
Table 1-1 Proposed throughput for ship repair facility
Table 1-2 Proposed annual throughput for shipbuilding facility
Table 1-3 Estimated SEZ cargo for Captive Jetties
Table 3-1 Ship repair – Demand & Supply in the region
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Table 3-2 Proposed Annual Throughput / Capacity for the ship repair Facility Development
Table 3-3 Proposed Annual Throughput for the shipbuilding Facility Development
Table 3-4 Estimated SEZ Cargoes for Captive Jetties
Table 4-1 Comparative Analysis for Alternate Sites
Table 4-2 Site Information Summary
Table 4-3 Site Specific Surveys
Table 4-4 Landside general soil profile
Table 4-5 Marine side general soil profile
Table 5-1 Planned ship repair annual throughput
Table 5-2 Planned ship build annual throughput
Table 5-3 Target ship sizes for shipyard
Table 5-4 Captive Jetties - Cargo
Table 5-5 Design ship sizes for Captive jetties
Table 5-6 Number of dry berths
Table 5-7 Principal Ship Repair Workshop Area
Table 5-8 Number of Shipbuilding Positions Required
Table 5-9 Small Vessel Production -Calculated Workshop Area Requirements
Table 5-10 Large Vessel Production -Calculated Workshop Area Requirements
Table 5-11 Dredged Depth Summary
Table 7-1 Broad cost estimate
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1 EXECUTIVE SUMMARY
1.1 Background
Gujarat Integrated Maritime Complex Private Limited (GIMCO) is the Joint
Venture of Infrastructure Leasing and Financial Services Limited (IL&FS) and
Allcargo Global Logistics (AGL).
GIMCO has a Memorandum of Understanding (MOU) with the Gujarat Maritime
Board (GMB) for the development of a Shipyard at Nana Layja coast in the Kutch
District of Gujarat. The shipyard essentially includes ship building & ship repair
facilities for handing small vessels upto Panamax / Baby Capes
IL&FS and AGL are also developing a Multi-Product Special Economic Zone
(SEZ) and a Free Trade and Warehousing Zone (FTWZ) near Layja Mota Village
(about 10.5 Km from Nana Layja coast) through its Project Company - Sealand
Ports Private Limited (SPPL). SPPL has received In-Principle approval for the
development of the SEZ from the Board of Approvers, Government of India
(GoI).The MOU have been signed between Government of Gujarat (GoG) &
SPPL for support of the SEZ. To cater to this SEZ cargoes, four captive jetties
are proposed along with the proposed shipyard facilities.
The current document forms the Pre Feasibility Report (PFR) for the Project
Development of Shipyard and Captive Jetties including a LNG Terminal at
Nana Layja, Gujarat “and is prepared as per the Guidelines issued by the
Ministry of Environment & Forest (Guidelines of Pre-Feasibility report for
obtaining prior environmental clearance in terms of the provisions of EIA
notifications, 2006) dated December 30, 2010.
In accordance with the guidelines this report is structured in the following
sections:
Executive Summary
Project Background
Market
Project Description
Facility Requirement & Layout
Rehabilitation & Resettlement Plan
Project schedule & Cost estimates
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Analysis of Proposal
This Pre-feasibility Report has been prepared by Howe India Limited using the
inputs from Royal Haskoning and Saipem India Projects from their expert
services for DPR of Shipyard and LNG Terminal respectively
1.2 Location
The proposed project location is in Mandvi Taluka of Kutch District,
approximately at the mouth of the Gulf of Kutch at Latitude 22° 50’ N Longitude
69° 14' E. It is in a segment of Kutch coastline. The same has been shown in
Figure 1-1 below;
Figure 1-1 Geographic Project Location
1.3 Market
A market study for the proposed Shipyard has been carried out by engaging the
renowned international Consultant - Royal Haskoning and the cargo volumes for
the captive jetties are based on the requirement of the adjacent Multi –product
Special Economic Zone (SEZ), for which a feasibility study including the target
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sectors and market has been carried out. The facilities planning and preliminary
design for the captive jetties for this PFR have been carried out by engaging
HOWE (INDIA) Pvt Ltd (the Consultant)
1.3.1 Shipyard
A detailed market study has been carried out by RH considering the global
scenario, location of the yard, competition, level of applied technology,
productivity & cost etc. The market study has confirmed that there are two
distinct market sectors that could provide a viable product mix for the proposed
facility. Namely, all vessel types in the Handymax/ Handy size/ Panamax range,
together with a wide range of small vessels, tugs, OSVs and workboats for both
ship building and repair.
As per the market study, the recommended capacity planning for the ship repair
yard is;
Table 1-1 Proposed throughput for ship repair facility
Small
Up to 150m long Handy
210m x 32.2m Panamax
250m x 32.2m Total Target
Repairs per Year
Ship Repair (Number of
Vessels) 109 141 59 309
For the shipbuilding yard, in the Handy max / Handy size sector the target annual
throughput defined in the market study is around eight vessels per year, which is
approximately 140,000 CGT (225,000 GT). In the small vessels sector the target
annual throughput is defined as around 30,000 CGT, which is the equivalent of
six OSV’s
The table below shows the proposed annual throughputs for ship building yard
capacity development.
Table 1-2 Proposed annual throughput for shipbuilding facility
Shipbuilding yard – proposed throughput Small Vessels Handy size/
Handy max Total
Number of Ships 10 10 20
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1.3.2 Captive Jetties
Captive jetties are proposed under the Project to cater to the SEZ situated at
Layja Mota, about 10.5 Km from Nana Layja coast over an area of 3,449 acres.
The SEZ & FTWZ location w.r.t marine facility is as shown below in Figure 1-2;
Figure 1-2 SEZ & FTWZ Location
The target industries of the proposed SEZ mainly comprise of:
Power (6000 MW – 4000 MW coal based and 2000 MW gas based)
Marine Ancillary & Support Industries like Fabrication and Assembly
Facilities, Equipment Manufacturing, Navigational Equipment and
Machinery control and platform management systems
Logistics & Focus Engineering Goods
Textiles and Handicrafts
Basic Chemicals, Polymers Products, and Specialty Chemicals
Pharmaceuticals and Medicinal Products
The target industries identified for the SEZ are based on the locational advantage
of Nana Layja and the Kutch area. The Nana Layja SEZ can be leveraged more
effectively to reduce transportation cost, improve competitive advantage, benefit
investment and employment and thus enhance its value proposition.
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In order to facilitate the SEZ units for import-export of their raw materials and
finished goods and make them more competitive, it is proposed to set up captive
jetties at Nana Layja coast.
The port based cargo volumes expected from the SEZ is as below Table 1-3;
Table 1-3 Estimated SEZ cargo for Captive Jetties
Sectors Cargo Type Million Tonnes per annum
(MTPA)
Thermal power plant Coal
17
Gas-based power plants LNG 5
Engineering goods – heavy, light and metal forming,
Textiles and apparels , Bulk chemicals, polymers
products, allied and speciality chemicals, Shipping
ancillary and naval offsets , Pharmaceuticals and
medicinal products , Non metallic minerals/ building
products
General
multipurpose
Cargo 3
Total
25
1.4 Project Facilities
Based on the shipyard market study and the SEZ throughput for the captive
jetties, the project facility comprises of ship repair yard, shipbuilding yard &
captive jetties for handling coal, LNG and other general cargo.
The shipyard is planned to repair more than 300 ships per annum up to Panamax
size (of 250 m long) and to build 20 ships per year up to Handy size (of 210 m
long). The Captive jetties are planned to handle 5 MTPA LNG, 17 MTPA of coal
and about 3 MTPA of general cargo.
The proposed marine facilities for catering to the above shipyard & captive jetties
throughput include the followings;
Breakwater about 5.2 km (3.3 Km of main & 1.9 Km of Lee breakwater)
Capital dredging approximately 20 million cum with a navigational
channel about 6.7 km long
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Reclamation of about 181 Ha
Ship yard facilities consisting of dry dock, outfitting quay, ship lift, dry
berths, piers, wet berths for ship repair & ship building operations
Captive Jetties consisting One LNG berth comprising of unloading
platform with dolphins, Two Mechanised Coal berths with covered
conveyors from berth to stockyard and One Multipurpose cargo berth
Back up area development consisting of coal storage area, general cargo
storage area, LNG re-gasification plant, and other allied infrastructure
facilities like admin building, port control room, workshops, substation,
fuel depot, ancillary buildings, production offices, amenities & utilities &
services
1.5 Infrastructure
Road: The closest major road to the site is, NH-8A (two lane road connecting
Mandvi and Naliya) at a distance of 3.5 km North from the project site. The
existing Katcha road connectivity from NH-8A to the project site shall be
improved
Rail: The nearest railway station to the project site is at Kothara at a distance of
approximately 45 km which falls on the metre gauge Bhuj-Naliya link (102 km).
The nearest broad gauge rail connection to the project site is at Bhuj
approximately 65 km from the project site.
No rail connectivity development to the project site is envisaged presently.
However it will be taken up in future. The existing connectivity to the project
location is shown in Figure 1.3 below;
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Figure 1-3 Existing connectivity to the Project site
Water: A water demand of 6 MLD is estimated and the same will be sourced
from the proposed 60 MLD desalination plant in SEZ at Layja Mota.
Wastewater Treatment and Disposal: The drainage system is estimated to be
equipped with sewage treatment plant (STP) facility treating a total of 2 MLD of
waste water. The treated water is proposed to be used for the water
requirements of green belt & green areas.
Power: The source of power for the proposed shipyard and captive jetties is
estimated to be about 50 MW & it would be sourced from the 4000 MW power
plant proposed within the SEZ site. During construction phase, the required
power (approximately about 4 MW initially) would be sourced from national grid.
Social Infrastructure: Necessary housings & allied social infrastructure to cater
to the employees of the marine facility shall be provided within the designated
area for the same.
1.6 Project Cost & Implementation schedule
The magnitude of capital investment for the proposed project is in the order of
INR 10,765 Crores. The project development activities are proposed to
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commence at the site in the financial year 2013-14 and is expected to be
commissioned by the year 2017-18. The estimated direct employment generation
from the Project once fully operational is assessed to be about 10,000.
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2 PROJECT BACKGROUND
The proposed Project consists of a Shipyard (repair and new build facility),
Captive jetties & a LNG Terminal near Nana Layja village in Mandvi Taluka,
Kutcch District of Gujarat
2.1 Project Developer
Gujarat Integrated Maritime Complex Private Limited (GIMCO) is developing a
state-of-the-art shipyard in Nana Layja coast, Gujarat. GIMCO has entered into
an MOU with the Gujarat Maritime Board (GMB) for the development of the
same. The MOU is provided as Annexure A of this report
Sealand Ports Pvt. Ltd. (SPPL) is the Project Company developing a Multi
Product Special Economic Zone (SEZ) at Layja Mota, around 10.5 km from the
Nana Layja waterfront.
The Project Companies (GIMCO and SPPL) are both a Joint Venture of
Infrastructure Leasing and Financial Services Limited (IL&FS) and Allcargo
Logistics Ltd. (AGL).
2.1.1 IL&FS
The Infrastructure Leasing and Financial Services Limited incorporated in 1987,
is one of India's leading infrastructure development and finance companies with
an investment of over USD 10 billion in infrastructure projects.
IL&FS was promoted by the Central Bank of India (CBI), Housing Development
Finance Corporation Limited (HDFC) and Unit Trust of India (UTI). Over the
years, IL&FS has broad-based its shareholding and inducted Institutional
shareholders including State Bank of India, Life Insurance Corporation of India,
ORIX Corporation - Japan and Abu Dhabi Investment Authority. IL&FS has a
distinct mandate of catalysing the development of infrastructure in the country.
The organisation has focussed on the commercialisation and development of
infrastructure projects and creation of value added financial services. The
business operations of IL&FS may be classified into the following broad
segments:
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Infrastructure Business Segment
Financial Services Segment
The IL&FS will act as Project Developer and Investor.
2.1.2 Allcargo Logistics Ltd. (AGL)
Allcargo Logistics Ltd. is today a leading multinational company providing
integrated logistics solutions. It offers specialized logistics services across
Multimodal Transport Operations, Container Freight Station Operations and
Project & Engineering Solutions. Benchmarked quality standards, standardized
processes and operation excellence across all the services and facilities, have
enabled Allcargo to emerge as the market leader in all these segments.
Allcargo Logistics Ltd. has established steady growth, overcoming stiff
competition and challenges to emerge as a pioneer in the global logistics
industry. The company currently operates out of 140 own offices in 65 countries
and gets supported by an even larger network of franchisee offices across the
world. With a consolidated turnover of over Rs. 2,862 crores and market
capitalization of over Rs. 2,199 crores, Allcargo Logistics Ltd. has demonstrated
superior performance and significant growth prospects in the recent seven years.
2.2 Project Site Location
The Nana Layja site is in Mandvi Taluka of Kutch district in Northwest Gujarat
approx. 65km west of the Port of Mundra and 95km from the Port of Kandla. It is
located approximately at the mouth of the Gulf of Kutch at Latitude 22° 50’ N
Longitude 69° 14' E.
The road connectivity of Nana Layja village is through NH-8A, which is a two-
lane National Highway connecting Mandvi and Naliya.
Location of the project site is presented in Figure 2-1 below;
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Figure 2-1 Project Site Location
2.3 Need for the Project
The need for the project is based on the demand – supply gap for the proposed shipyard, SEZ development in the vicinity & its requirements, employment generation from the project and the economical benefits of the region.
The details of the demand supply gap are provided in Section 3.
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3 MARKET
The Market study for the Nana Layja Shipyard has been carried out by Royal
Haskoning and the cargo volumes for the captive jetties is based on the
requirement of the adjacent Multi –product Special Economic Zone (SEZ)
3.1 Market Overview for Shipbuilding & Repairs
India currently accounts for only 1.4% of the total global shipbuilding industry.
There has been a gradual shift of shipbuilding focus from Europe to Asia
because of the availability of low-cost skilled labour. However, with limited
effective capacity for ship build/repair available in India; the Indian Shipbuilding
/Ship-repair industry carries a significant potential in the years to come to
leverage on this opportunity
Growth in the maritime economy in the Indian Ocean region will require
expansion of the fleet to support it. In line with general traffic, growth in demand
for tugs and other workboats will also benefit from rapid industrialization and port
growth
The blend of ship repair and shipbuilding, which are each very different
businesses of opportunistic engineering and programmed manufacturing
respectively, offers commercial strength to the shipyard due to the diverse
business cycles
3.2 Location advantage of Nana Layja
The site location is in close proximity to major international shipping route
between the Middle East & Asia claiming advantage in ship repair and ship
building activity
Nana Layja, which lies on the west coast of India, is strategically located
especially for commercial ship repair, by virtue of its proximity to shipping lanes
for vessels trading between the Middle East and Asia and is on-route to India's
business ports of Kandla and Mundra.
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3.3 Ship-Repair
Ship repair is a location-dependent business. Ships tend to repair close to
their operating routes to avoid expensive deviations, and location in
relation to the available market is of paramount importance
The Gujarati coast is a good location for a large world class commercial
ship repair yard due its proximity to the major shipping lanes between the
Middle East and Asia
Two main routes that define the catchment area of the proposed shipyard
are:
(i) Ships trading to the West Coast of India
(ii) Ships trading to and from the Arabian Gulf
For vessels on Eastern routes to and from the Gulf, the deviation time for
a vessel to visit Gujarat for repair is less than 1 day, as shown below
Figure 3-1. Gujarat is well located to service this traffic
Figure 3-1 International shipping route
Vessel deviation : 1 dayVessel deviation : 2 days
Route from Arabian Gulf to Asia via Nana Layja Vessels travelling from Europe to Far East via Suez Canal
Despite recent economic turmoil, long term prospects for trade growth,
and thereby growth of the fleet and demand for ship repair services,
remain good. Growth in demand of between 2-4% per annum is predicted
over the next twenty years, based on expected economic and fleet
growth.
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An estimate of total available docking demand (no. of vessels) is given in
the following Table 3-1 :
Table 3-1 Ship repair – Demand & Supply in the region
Year Small Handy Pana’x Afra’x Suez/
Cape
VLCC Total
2010 (Demand) 1,076 1,025 258 145 175 225 2,904
2020 (Demand) 1,446 1,366 345 182 231 281 3,851
2030 (Demand) 2,080 1,942 494 234 323 359 5,432
Planned
capacity/repairs 2,400 400 600 3,400
There is limited effective capacity for ship repair on the west coast of
India. Competition facing the yard will be global, however, in particular for
large vessels from yards in the Middle East, Singapore and China.
Regional competition is strong from yards in the Arabian Gulf and is
growing with the development of new capacity. Overcapacity is emerging
in the small ship and the large ship sectors but significant opportunities
for development of capacity in the handy sector remain
The opportunity for Nana Layja lies in the general international
commercial sector & the niche international market for the shipyard is the
mid-size sector of Handy to Panamax size plus a local market share of
small ships size of up to 150m length
3.4 Ship-Building
(1) Small Shipbuilding Demand:
The need to replace and locate new hydrocarbon reserves is encouraging
continued offshore exploration worldwide
Added demand for the replacement of old ships, given that the average
age of ships in the region is high and this is a positive indicator of a
demand increase. Also there are additional opportunities such as offshore
support vessels, which are currently providing significant work for yards in
the region
Currently over 70% of India’s crude requirements are imported and
growth in demand for energy has the potential to rise rapidly in the years
ahead. With India aiming to reduce dependency on energy imports and
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with the potential for sustained high oil prices, growth in exploration and
production is expected to continue
The OSV market is buoyant at present but in the long term the capability
to build a range of products should be taken into account
A target throughput of 30,000 CGT per annum is envisaged, equating to
between 6 to 10 vessels (including OSVs) per annum
(2) Large Shipbuilding Demand:
India’s order intake for large ship-building has increased significantly in
recent years, the total volume of ships increasing from 0.17 million CGT
in 1998 to around 2.3 million CGT in 2009. Despite this, India’s share of
the total global order book remains at only 1.4%
After a peak in 2010, the large shipbuilding market is expected to peak
again in 2030 to 2035 according to the historical 30 years cycle. The
planned timing of the large shipbuilding capability later in the shipyard
development is aimed to be able to take of advantage of such a peak.
Below is the chart showing Shipyard performance in Figure 3-2;
Figure 3-2 Shipyard performance
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(i) A throughput of 8 to 9 vessels per annum is envisaged to be
achievable for the Nana Layja shipyard comprising handy bulk
carriers and product tankers.
3.5 Shipyard - Target throughput -
A repair facility capable of handling up to 200 mid-sized vessel dockings
(Panamax / Handy size) and up to 100 small ships per annum is forecast based
on the large available market.
Table 3-2 Proposed Annual Throughput / Capacity for the ship repair Facility Development
Small
Up to 150m long Handy
210m x 32.2m Panamax
250m x 32.2m Total Target
Repairs per Year
Ship Repair (Number of
Vessels) 109 141 59 309
Based on achievable market capture rates and the stable nature of the small
shipbuilding market, building a broad mix of between six to ten small ships totally
around 30,000 CGT per annum is forecasted
Additionally, a target large new building throughput of eight to nine Handymax /
size ships is forecasted which would provide the flexibility to cope with market
shifts through the wide potential product mix
The ultimate target throughput for ship-building for the Nana Layja shipyard is as
follows:
Table 3-3 Proposed Annual Throughput for the shipbuilding Facility Development
Shipbuilding yard – proposed throughput Small Vessels Handy size/
Handymax Total
Number of Ships 10 10 20
3.6 Captive Jetties for the SEZ and FTWZ
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3.6.1 Proposed SEZ & FTWZ Project
The proposed SEZ and FTWZ is situated at Layja Mota, about 10 Km from Nana
Layja coast over an area of 3,600 acres as shown in Figure 3-3;.
Figure 3-3 SEZ & FTWZ Location
The target industries of the SEZ mainly comprise of:
Power (6000 MW – 4000 MW coal based and 2000 MW gas based)
Marine Ancillary & Support Industries like Fabrication and Assembly
Facilities, Equipment Manufacturing, Navigational Equipment and
Machinery control and platform management systems
Logistics & Focus Engineering Goods
Textiles and Handicrafts
Basic Chemicals, Polymers Products, and Specialty Chemicals
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Pharmaceuticals and Medicinal Products
3.6.2 Captive Jetties
A SEZ works on the principle of providing concessional and cost-effective
infrastructure and ease of business. Efficient and cost effective connectivity/
evacuation are the key to a successful SEZ, to facilitate the logistics flow of the
import and export of raw material and goods of the SEZ units
The target industries identified for the SEZ based on the locational advantage of
Nana Layja and the Kutch area are mostly port-based industries. The Nana Layja
SEZ can be leveraged more effectively to reduce transportation cost, improve
competitive advantage, benefit investment and employment and thus enhance its
value proposition.
With the Nana Layja waterfront only around 10.5 km from the SEZ, it is therefore
intended to develop captive jetties catering to the SEZ on this coastline.
The port based cargo volumes expected from the SEZ is as below in Table 3-4;
Table 3-4 Estimated SEZ Cargoes for Captive Jetties
Sectors Cargo Type Million tonnes per annum
(MTPA)
Thermal power plant Coal
17
Gas-based power plants LNG 5*
Engineering goods – heavy, light and metal forming,
Textiles and apparels , Bulk chemicals, polymers
products, allied and speciality chemicals, Shipping
ancillary and naval offsets , Pharmaceuticals and
medicinal products , Non metallic minerals/ building
products
General
multipurpose
Cargo 3
Total 25
* 2.5 MTPA is for the SEZ requirement. Additional 2.5 MTPA is reserved for the Gujarat
Government as per the LNG Terminal Policy 2012, GoG
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3.7 Benefits of the Project
3.7.1 Benefits to Kutch Region:
Kutch region in Gujarat State is an arid and relatively underdeveloped region of
the state. Kutch District is amongst the least developed districts with limited
employment opportunities of the State of Gujarat.
However, Kutch region is known for entrepreneurial abilities in trade and
commerce and in the last decade, the Gulf of Kutch has also produced some
great opportunities for development of maritime activities. The relatively short
shoreline on the Gulf of Kutch can now be seen to house some of the largest and
most modern maritime facilities that are under development in India
With the successful development of the proposed Project; there shall be a
significant positive economic and social impact in the region.
A marine ancillary industrial cluster in the region would also be able to cater to
the number of shipyards upcoming in the state of Gujarat. The proposed
maritime cluster would provide a platform for bringing in more international
investors and technology into the state thereby generating additional business
opportunities.
3.7.2 Employment Generation (Direct and Indirect)
The Project (Shipyard & captive jetties) can provide direct and indirect
employment to over 15,000 people in the Kutch region with entry of new
enterprises, up gradation of skill sets and employability of the local population
3.7.3 Magnitude of Investment
The magnitude of capital investment for the Project is in the order of INR 10,765
Crores. The broad breakup of this is given below;
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Common infrastructure facilities like Breakwaters, dredging, reclamation
etc – INR 3844 Cr
Shipyard including shipbuilding & ship repair infrastructure facilities - INR
4872 Crores
Captive jetties facilitating SEZ cargo - INR 2049 Crores
The Project is expected to generate revenue to the tune of USD 500 Mn.
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4 PROJECT DESCRIPTION
4.1 Type of Project
The proposed Project is a Ship yard (comprising ship building & ship repair
facilities) cum Captive jetties including a LNG terminal (to cater to the throughput
of the proposed SEZ & FTWZ in the vicinity) near Nana Layja in Kutch District of
Gujarat State.
4.2 Details of alternative sites
The proposed site for the Project has been selected based on appropriate sitting
with regard to the proposed Shipyard and Captive jetties required for handling
SEZ traffic
Accordingly, the following three sites were evaluated to arrive at the most
suitable one:
Alternative Site 1: Near Jakahu, in Kutch District, Gujarat
Alternative Site 2: Near Mandvi Port, in Kutch District, Gujarat
Alternative Site 3: Nana Layja Coast in Kutch District, Gujarat
The three alternate site locations are shown in Figure 4.1 below;
Figure 4-1 Alternative Sites location
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4.2.1 Comparative Analyses of Alternate Sites
Alternative Site 1 - Jakhau
Jakhau Port is located about 160 kms from Bhuj, & 30 km west of Naliya on the
north-western shore of the Jakhau creek, in Kutch District. There exists a captive
jetty of Good Earth Maritime Limited for export of Salt to foreign countries and for
domestic consumption. The salt is loaded into the barges for transhipment to the
mother ships at anchorage. Jakhau Port has an effective 17,000 acre of saltpan,
which has a capacity to produce large amount of salt.
Jakhau port is also a famous fishing port of Gujarat (operated by GMB), where
the fishing communities from almost all of the Gujarat Coast migrates during the
eight months fishing season.
This site was not feasible due to the difficulties expected in the R&R issues to
develop the Project.
Alternative Site 2 – Mandvi
It is located at about 56 km southwest of the regional capital, Bhuj. The Port of
Mandvi is a fair-weather lighter age port with current capacity to handle 300
thousand tons of cargo. A 245-meter-long wharf with alongside depths from 2.5
to 3 meters is available for sailing vessels and light load vessels to load and
unload. The Port of Mandvi also has a 120-meter-long wharf at Ahsapura
Minechem (local producer) for handling bentonite and for salt. Mandvi port also
has a a very old ship-building yard which produces small country vessels.
Due to the close by Mandvi town, there is a very limited area available and hence
expansion of this port into a modern mechanized port capable of handling large
volume of cargoes and a large shipyard with state of the art facilities would have
been difficult. Hence this site is also found not suitable for the Project
Alternative Site 3 – Nana Layja Coast
GIMCO was awarded a MoU from GMB for the development of a shipyard facility
at Nana Layja, Kutch in 1997. Based on the preliminary feasibility studies carried
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out, it was found to be environmentally and technically feasible to develop a
shipyard in the site. The Developers further proposed to explore the feasibility of
developing a SEZ in the vicinity of the shipyard. This site was found to be most
feasible for Shipyard cum captive jetties.
The location of the three alternate sites along with the surrounding features on topo survey sheets are shown in Figure 4.2 below;
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Figure 4-2 Alternative Site Locations on Toposheets
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A detailed comparative analysis of the three Alternate sites is provided in Table
4-1 below;
Table 4-1 Comparative Analysis for Alternate Sites
Attribute Alternative Site 1 Alternative Site 2 Alternative Site 3
Location Jakhau Port, Kutch District
Mandvi Port, Kutch District
Near Nana Layja, Kutch District
Latitude 23° 14' 5" N 22°49' 11'' N 22°49' 56'' N
Longitude 68° 36' 5" E 69°21' 5'' E 69°14' 27'' E
Land availability Available Limited land availability
Adequate land available
Land Use
Most of the Cultivable wastelands near the coast are used as salt pans and for grazing
Mostly urban inhabitation near the Port
Open scrub and barren land, no inhabitant & no cultivation
Distance From Sea Onshore Onshore Onshore
Social & R&R Issues High High Nil
Road NH-8 A at a distance of 27 km ~2 km from NH-8A ~3.5 km from NH-8A
Railway Line Naliya station (~28 km Meter Gauge)
Bhuj (~ 52 km Broad Gauge)
Kothara (~ 45 km Meter Gauge)
Bhuj (~ 62 km Broad Gauge)
Seaport Kandla (~195 km) Kandla (~100 km) Kandla (~115 km)
Mundra ( ~ 135 km) Mundra ( ~ 45 km) Mundra ( ~ 55 km)
Airport Bhuj (120 ~km) Bhuj (~ 52 km) Bhuj (~ 62 km)
Kandla ( ~90 km) Kandla ( ~100 km)
Reserve Forest in the vicinity & Other Sensitive Areas (within 10 km)
Nil Nil Nil
Kutch Forest located in 35 km
Shoreline Stable coast Stable coast Stable coast
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Recommendation
Considering the current use of land (saltpans) and the location being a hub for fishing activity in Gujarat, R&R issues are expected to be high for the proposed Project. Hence the development of Project not found suitable for this site
Limited land availability
Adequate unoccupied land area available.
Social & RR issues anticipated for possessing land required for the Project.
Environmental & social sensitivity is very low
Hence this site is found not suitable for the proposed shipyard cum captive jetties
No R&R issues
Accessible to coastal waters.
Proximity to NH-8A
Site is most suitable for proposed shipyard cum captive jetties Project
4.3 Site Information
The project site location is discussed in Section 2.2. The Project site information
is summarised in the following Table 4-2 below;
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Table 4-2 Site Information Summary
No Details Description
1. Location Nana Layja village coast, , Mandvi Taluka
2. District Kutch
3. State Gujarat
4. Topography The site observes lowest reduced level of 2.885 m, while the highest reduced level of 13.472 m and the total difference of level is 10.367 m on the plot.(Over a distance of 3 Km)
5. Temperature Mean Daily Maximum: 300 C Mean Daily Minimum: 130 C Yearly Maximum: 42.90 C Yearly Minimum: 5.20 C
6. Wind Speed 34 km per hour mean wind speed Predominant wind direction is West followed by South-
West
7. Rainfall Maximum annual rainfall: 1,980 mm Annual average rainfall: 250 mm Generally rainfall occurs in the period of July to
September and the number of wet days per year is 30.
8. Relative Humidity Maximum: 85% Minimum: 56%
9. Present Land use Unused waste land
10. Seismicity The study area falls in Seismic Zone V (High risk zone)1
11. Nearest Road Connectivity NH-8A SH-47, SH-48 and SH-49
12. Nearest Rail Connectivity Railway station at Kothara – for meter gauge Railway station at Bhuj – for broad gauge
13. Nearest Seaport Major port at Kandla Minor port Mundra
14. Nearest Airport Domestic airport at Bhuj and Kandla International airport at Ahmedabad
15. Nearest Town/ Village Bayat and Layja Mota
Ecological Features within 10 km radius
16. Hills/Valleys Nil
17. Archeologically Important Places
Nil
18. National Parks/ Wild Life Sanctuaries
Nil
19. Reserved and Protected Forests
Nil
20. Defence Installations Nil
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4.4 Site Connectivity / Access
The proposed Project site is well connected by road, rail
and airport in the region. The information on the existing
connectivity is provided in Table 5.1 and is explained in
detail below.
Road: National Highway-8A is at a distance of
approximately 3.5 km to the Northern side of project site.
The existing road from NH-8A to the project is is an
unpaved, rough (Kuchcha) road
Railway: Nearest railway station is at Kothara at a
distance of approximately 45 km from the project site.
Kothara is located on the Bhuj-Naliya meter guage rail link. The nearest broad
gauge linkage to the Project site is at Bhuj at a distance of approximately 65 km
.
Seaport: Mundra and Kandla are the nearby ports located. Mundra is at a
distance of approximately 55km & the major port of Kandla is at a distance of
approximately 100 km.
Airport: The nearest domestic airport is at Bhuj which is at a distance of
approximately 62 km towards northeast direction of the project site. The nearest
international airport is at Ahmedabad at a distance of approximately 350 km
towards east of the project site. Presently air services operate connecting Bhuj
and Kandla only to Mumbai. As per the published report the Government of
Gujarat is actively promoting the creation of an operation of feeder services
connecting Bhuj to Ahmedabad by air.
The following Figure 4.3 shows the existing connectivity to the Project site
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Figure 4-3 Site Access
4.5 Existing Infrastructure
4.5.1 Water
There is currently no reliable water source or water supply system near the site
for intended development. However River Karod flows about 600 m behind shore
line and river mouth lies about 500 m North-West. The river is non-perennial in
nature.
4.5.2 Power
At present, there is no power supply to the project site. However, the near by
Nana Layja village is connected to the national grid. During construction phase,
power shall be drawn from the nearest 66 KV substation at Bayat falling under
Bhuj circle of Paschim Gujarat Vij Company Limited.
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4.5.3 Wastewater management
There is currently no operational wastewater management project undergoing in
the vicinity. However the wastewater generated by washing, cleaning, and
personnel uses etc shall be treated as per national standard of treating non-
hazardous waste before disposal
4.5.4 Solid waste management
There is no hazardous waste envisaged to be generated from proposed facility
development.
However concept of common secured landfill would be adopted for treating solid
municipal waste as per standard practice in the state of Gujarat. The nearest
regional landfill site being developed by GUDCL is located at Bhuj.
4.5.5 Social Infrastructure
The proposed project site vicinity has no major social infrastructure. The nearest
urban centre is Bhuj at a distance of approx 65 Km. Bhuj is the headquarters of
the Kutch District and has a population of about 1.5 lakhs. It is well connected by
road, rail and air to all the major cities in India. There is a University located in the
Bhuj with 28 affiliated colleges overall and 7 in the city itself. The nearest school
and primary health centre is located at Layja Mota and Mandvi within 10 and 20
km respectively.
4.6 Site Conditions
The proposed Project land is government waste land and does not have
permanent habitation by people, show cultivation, pasture grazing or water
reservoirs (ponds). The surrounding area of the proposed site is free from
mangroves, coral reef, seaweeds or marine ecological anomaly/population etc.
The proposed site comprises an intertidal zone, scrub forest and wasteland, the
rough land is present along the entire zone
A few photographs of the site taken recently are shown below;
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Site Photographs
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4.6.1 Site specific surveys & studies
Following site specific surveys & investigations have been conducted forming
base for this Pre-Feasibility Study for the proposed marine facility development at
Nana Layja, Mandvi Taluka, Kutch district, Gujarat.
Table 4-3 Site Specific Surveys
S. No
Survey Agency
Survey Extent
1. Oceanographic Investigations
(Bathymetric Survey , Shallow Seismic Survey,
Side Scan Sonar Survey, Tidal measurements,
Current measurements , Water and Sea Bed
Samples
INDOMER Coastal
Hydraulics (P) Limited,
Chennai
5 km along the
coast and about 10
km into the sea
2. Topographic Survey
M/s DBM Geotechnics
& Constructions Pvt.
Ltd.
Area of about
Acres
3. Land borehole investigations
M/s DBM Geotechnics
& Constructions Pvt.
Ltd.
44 land borehole
4. Maine geotechnical investigations M/s DBM Geotechnics
& Constructions Pvt.
Ltd.
34 marine
borehole
The extent of above mentioned survey is shown in Figure 4.4 below;
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Figure 4-4 Extent of Surveys & Investigations
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The features of the site, based on the above surveys is summarised below;
Topography
The location of the Project site back-up land consists of sand dunes or small
sand hills, with the topographic survey showing a maximum elevation difference
of about 10m. As per the survey the lowest reduced level observed on the plot is
2.885 m, while the highest reduced level of 13.472 m and the total difference of
level is 10.367 m.
Bathymetry
The bathymetry along with side scan sonar & shallow seismic survey was
undertaken covering 55 sq Km area coverage of sea frontage of the proposed
site location. The survey output indicates that 5m, 8m, 10 m depths are located at
a distance of about 300 m, 900 m and 1500 m respectively.
Geotechnical condition
Landside
The landside ground investigation comprised forty four boreholes drilled to depths of between 15 m and 36m. The sequence of strata anticipated on the site, in terms of superposition is estimated to comprise the followings:
Table 4-4 Landside general soil profile
Strata Description Thickness
Alluvium/Estuarine deposits (including coral layers)
Medium dense to very dense SAND. Locally silty and/or gravely.
4.5m to 15m
Rock (weathered) Slightly to completely weathered red and brown sandstone.
Varying
Marine side
The marine ground investigation comprised thirty four boreholes drilled to
depths of between 6 m and 42 m. The sequence of strata anticipated on the
site, in terms of superposition is likely to comprise the following strata:
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Table 4-5 Marine side general soil profile
Strata Description Thickness
Alluvium/Estuarine deposits (including coral layers)
Medium dense to very dense SAND. Locally silty and/or gravely.
2.5m to 12.5m
Rock (weathered) Slightly to completely weathered red and brown sandstone. Weathered rock recovered at
Varying
The Kutch region is vulnerable to Seismic Action as demonstrated by the 2001
Bhuj earthquake. The Nana Layja site lies in Zone V designated by the Indian
Standards.
4.6.2 Marine conditions
The site is in a relatively exposed location in the Gulf of Kutch and a fairly strong
wave action may be expected, especially during the monsoon. Hence
oceanographic conditions have been accessed by conducting physical survey on
tide, current measurements along with water sample analysis & sediments size
analysis.
The tidal variation observed as per the survey is nearly 3.2m.
A summary of the water levels (with respect to Chart Datum) that can be
expected as per Admiralty Chart 682 are as follows:
Mean Highest High Water (MHHW) + 4.1m
Mean Lowest High Water (MLHW) + 3.5m
Mean Sea Level (MSL) + 2.6m
Mean Highest Low Water (MHLW) + 1.7m
Mean Lowest Low Water (MLLW) + 0.9m
4.6.3 Meteorological conditions
The wind profile for the area is dominated by the SW and NE monsoons,
occurring from June - August and December - March respectively. During these
periods the wind directions are variable and during the SW Monsoon season, it is
possible for the winds to exceed Beaufort level 7 for 1-2 days per month. During
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April, May and June, and to a lesser extent October, November and December
tropical storms and cyclones form in the Arabian Sea and can affect the Gulf of
Kuchchh and consequently the proposed site deriving predominantly from the
south to southwest.
The results of the analysis of the offshore wind and wave data off Nana Layja
coast is presented in this section. These data from the global spectral wave
model operated by British Met Office (BMO), U.K. is regularly calibrated against
direct wave measurements from satellites, buoys and other sources. The wind &
wave rose based on BMO data for 1998-2008 is shown in Figure 4.5 and Figure
4.6 respectively
Figure 4-5 Wind Rose Diagram
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Figure 4-6 Wave Rose Diagram
.
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5 FACILITIES REQUIREMENTS AND LAYOUT
5.1 Target Throughput and Ship size
Based on the market assessment detailed earlier in Chapter 3, the target cargo
volumes and ship size adopted for planning of the shipyard and captive jetties is
presented in this section;
5.1.1 Shipyard
The expected ship repair throughput is;
Table 5-1 Planned ship repair annual throughput
Small Vessels Handy size Panamax Total
109 141 59 309
The expected ship build throughput is;
Table 5-2 Planned ship build annual throughput
Small Vessels Handy size/
Handy max Total
10 10 20
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Table 5-3 Target ship sizes for shipyard
Ship Repair
Maximum ship size Panamax 250m long x 32.2m beam
General large ship size Handymax 210m long x 32.2m beam
Small ship size OSVs etc 100m long x 20.0m beam
Shipbuilding - Large
General large ship size Handymax 210m long x 32.2m beam
Long term extreme size Suezmax 280m long x 51.0m beam
Shipbuilding - Small
Ship size OSVs 100m long x 20.0m beam
5.1.2 Captive Jetties
The operations of the SEZ will lead to large movement of goods to and from the
SEZ. It is estimated that total movement of goods exclusive of the raw materials
(coal and natural gas) for the proposed coal-based and gas-based power plants
and import/ export of material for the SEZ units.
Table 5-4 Captive Jetties - Cargo
Sr No Cargo type Volume (MTPA)
1 Coal 17.0
2 LNG 5.0
3 General Multipurpose Cargo 3.0
The design ship size for different captive cargo is as below;
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Table 5-5 Design ship sizes for Captive jetties
For cargo
handling
Ship
Capacity
Classification Length
m
Beam
m
Draught
m
General cargo 50,000 – 80,000 Panamax 276 32.3 12
LNG 207,000 cum Standard 315 50 13.2
Coal 200,000 DWT Capesize 300 50 18.3
The facilities planning for coal will be governing the harbour / channel depth for
the proposed Project. The maximum coal vessel size has been assumed as
200,000 DWT.
5.2 Facilities Requirement & Concept Design - Shipyard
5.2.1 Vessel Retrieval and Launching and System Selection (Repair and Build)
A number of options for the retrieval and launching of ships undergoing repair
and new construction have been considered. These include:
Ship lift with dry berths for repair and new construction.
Dry docks for ship repair and new construction.
Floating dock for ship repair.
Travel lift for small ship repair and new construction
The product mix established in the market study identifies the maximum size of
ships for repair as Panamax and the maximum size of ship for new construction
as Handymax. An efficient planning will aim maximising shared facilities if the
shipyard is to achieve the target throughput particularly for ship repair.
For the repair operations, a single shiplift with associated vessel transfer and dry
berths serviced by jib cranes can accommodate the range and number of vessels
anticipated for repair and will provide more repair dry berths than a floating dock
or dry dock solution. It also enables a better utilisation of the depth of the site
providing more water frontage for the mooring of vessels undergoing afloat
repairs. However, it does require a substantial area of land for the transfer of
vessels between the shiplift and the dry berths. Also, should the size of vessels
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be increased beyond Panamax size in the future then additional facilities will be
needed to accommodate vessels above the shoplift capacity.
For large shipbuilding of Handymax size vessels, a dry dock serviced by a large
capacity Goliath crane for erection and augmented with small capacity jib cranes
for outfitting offers the optimum solution for maximising the throughput of a single
construction point. As the maximum size of vessels are of medium size, a double
ship width, semi-tandem dry dock would not only be capable of achieving the
throughput determined in the market study but would also accommodate a future
expansion of throughput up to in the region of twelve vessels per annum. In
addition, this configuration of building dock offers economy of construction
cranage with the added advantage that vessels up to Suezmax size can be
constructed in the semi-tandem dock giving added flexibility in the shipbuilding
market.
For both small shipbuilding and small ship repair a travel lift could potentially be
used for vessel retrieval and launching. However, although manufacturers claim
it is possible to construct a travel lift with a capacity of up to 2000 tonnes the
largest constructed to date have a capacity of 820 tonnes and this could only be
used to supplement another system of vessel retrieval and launching.
Therefore, for small ship construction the optimum solution is to construct the
vessels either on an open berth or in a construction hall and use a shiplift and
transfer system for launching.
From the above it is suggested that the use of a shared shiplift with a split level
vessel transfer system is proposed for ship repair and small shipbuilding with a
double ship width, semi-tandem building dock for large shipbuilding.
The dimensions of the building dry dock are derived as:
Overall Length of 350m (240m for LOA Handymax + 10m for intermediate dock
gate + 100m for Handymax aft section construction
including working space)
Width of 90m = 2 x 32.2m Handymax Beams + 25m working space
between and adjacent to ships + 0.6m fendering
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Although the use of a split level ship transfer system means that a large area of
the yard is effectively unusable, the system is generally cheaper and simpler to
operate and maintain than a land level system that requires the use of hydraulic
jacking and propelled, rotating bogies to affect vessel transfer in both longitudinal
and transverse directions.
5.2.2 Ship Repair Facilities (Dry berths, Wet berths and production areas)
Ship repair facility requires dry berths and production area (work shops, storage
and buildings) requirement. Also adequate wet berthing is needed to support
afloat – only repair and completion of repairs following dry berthing. Normally, on
an average a dry dock will require three wet berths and a dry berth will require
two wet berths
Based on the proposed throughput and capacity planning provided in section 5.1
for ship repair, the number of dry berths / dry docks and wet berths required for
the development is shown below;
Table 5-6 Number of dry berths
Vessels
Planned ship repair through put and facilities
No of Vessels
Dry Berths Wet Berths
Small 109 3 9
Handy size /Handymax 141 4 12
Panamax 59 2 6
Total 309 9 27
Workshops and Buildings
The repair workshop sizes have been calculated for an annual throughput of 309
vessels. In phases 1 and 2 of the development the throughput will be lower than
this. However, it is not practical or economical to construct buildings and
subsequently extend them in later development phases therefore the
construction of the buildings during each phase of the development needs careful
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consideration. The total ship repair workshop area requirements for the fully
developed facility are shown in the table below.
Table 5-7 Principal Ship Repair Workshop Area
Principal Production Area – Ship Repair Area Required (m2)
Fitters and engineering workshop 2,750
Electrical workshops, electricians stores and offices 1.450
Steel Repair Workshop 2,500
Pipe workshop and pickling plant 1,100
Sheet metal workshop 650
Woodwork shop 800
Rigger and shipwrights workshop 500
Contractors workshop 500
Blasting and painting workshop 150
Maintenance and garage 500
Main ship repair stores 1,000
In addition to the above, a number of ancillary buildings will be required and, in
some cases, these may be combined with those required for shipbuilding. These
ancillary buildings will include:
Paint stores
Vessel lay-off stores
Main/administrative offices
Religious Building (optional)
Technical offices
Production, contractors and surveyors offices
Amenities
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5.2.3 Ship Building Facilities (Berths, Outfitting quays and production areas)
Construction Berths, Outfitting Quays:
The shipbuilding production area requirements are based on an annual
throughput of 20 vessels per annum, which equates approximately to 213,665
CGT depending upon the product mix. Given that the size of vessels to be
constructed ranges from small workboats to Handymax size vessels it will not be
economical to use the same type of construction and launching arrangements for
all vessels.
For the purposes of determining the number of vessel construction positions
required the following general assumptions have been made.
Construction Position:
Small vessels: Single vessel construction positions on
either a land level berth or inclined slipway.
Handy size / Handymax vessels: Single vessel or semi-tandem construction
positions on either a land level berth or in a
dry dock. Alternatively, single vessel
construction positions in a semi-dock.
Clearly, berth construction times will vary greatly depending upon the size and
complexity of the vessels being constructed. For the purposes of determining the
number of construction positions required the following norms relative to the
previously determined levels of performance and applied technology have been
used.
Berth Performance:
Small vessels: Average of six vessels per annum from
each construction position.
Handy size / Handymax vessels: Average of four vessels per annum from
each single ship construction position and
six vessels per annum from each semi-
tandem construction position.
Applying the above construction position options and berth performance norms,
the number of construction points required for each phase of the facility
development are shown tabulated below.
A definition of the types of ship construction points is as follows:
A building dock is a single ship-length dock.
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A semi-dock is where the building berth is constructed on reclaimed land
and is essentially it is a single ship length inclined slipway with a dock
gate constructed across the lower end of the slipway.
A semi-tandem dock is a dock where one full vessel and a portion of a
second vessel can be built in tandem with an intermediate removable
gate between.
Table 5-8 Number of Shipbuilding Positions Required
Small Vessels
Number of Vessels
Dry Berths / Slip ways
2 dry berths are recommended with the ship lift used for launching of
small vessels built 10 2
Large Vessels
No of vessels EITHER Docks/ semi-docks
ORSemi-tandem docks
Comments
10 3 2
Semi tandem dry docks are recommended
Workshops and Buildings
The methodologies for building small vessels as against those for building large
vessels are very different. For large vessels, an interim product, outfit module
and block building and outfitting methodology is used while for small boats a
complete hull with sequential outfitting methodology is used.
The fundamentally different assembly and construction methods illustrated above
mean that although some preparation and assembly workshops may be
combined, the major assembly shops need to be separated for large and small
vessels for optimum performance in both market sectors.
For the purposes of calculating the production area requirements, small vessel
production areas and large vessel production areas have been calculated
separately. For the areas which can be efficiently and economically combined
there will be a rationalisation of the area requirements.
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The preliminary area requirements for the principal shipbuilding production
activities have been calculated based on achieving a final annual throughput of
55,600 CGT per annum for small vessels and 158,065 CGT per annum for large
vessels applying a level of technology of 3.57 and working one and a half
shifts/day.
The two tables below show the calculated area requirements for small vessel
production and large vessel production for the target throughputs at each phase
of the facility development. It should be noted that the calculated areas are the
theoretical minimum. During the development of the design concepts these
calculated areas have been used as the basis and due consideration has been
given to the size of production equipment, optimum plate sizes and building
column spacing plus the rationalisation effect of combining common facilities for
small shipbuilding, large shipbuilding and ship repair.
Table 5-9 Small Vessel Production -Calculated Workshop Area Requirements
Development Plan 10 vessels per annum
Net steel throughput per annum (T) 6,202
Principal Production Area Area required (m2)
Steelwork Production Areas
Plate stockyard 573
Stiffener stockyard 469
Access and conveyors (Exc Treatment Hall) 174
Plate cutting and forming 1645
Stiffener cutting and forming 1151
Minor assembly 1398
Sub assembly 2302
Hull assembly and outfitting 4523
Outfit Production Areas
Pipework shop 1233
Electrical workshop 395
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Sheetmetal workshop 691
Woodwork shop 691
Shipwrights 345
Riggers 345
Table 5-10 Large Vessel Production -Calculated Workshop Area Requirements
Development Phase 10 Vessels per annum
Net steel throughput per annum (T) 74,385
Principal Production Area Area required (m2)
Steelwork Production Areas
Plate stockyard 6873
Stiffener stockyard 5642
Access and conveyors (Exc Treatment Hall) 2083
Plate cutting and forming 2480
Stiffener cutting and forming 1735
Minor assembly 2108
Sub assembly 3471
Unit and block Assembly 5114
Outfit Production Areas
Pipe work shop 1860
Electrical workshop 595
Sheet metal workshop 1041
Woodwork shop 1041
Shipwrights 521
Riggers 521
Outfit module assembly 1860
The areas calculated in both tables above include allowances for access ways
and buffer storage areas within the production workshops.
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In addition to the principal workshops, a number of ancillary buildings will be
required and in some cases these may be combined with those required for ship
repair. These ancillary buildings will include:
Outside component and block storage area
Paint stores
Main/administrative offices
Religious Building (optional)
Technical offices
Production, contractors and surveyors offices
Amenities
Emergency services buildings
Electrical and mechanical services buildings
Training facilities
5.2.4 Concept Design
Alternative shipyard design concepts have been considered to develop the layout
for the above shipyard facilities adopting the preferred vessel retrieval, launching,
repair and construction methodology described in the sections above.
Design Concept A, shown in the Figure 5-1 below occupies an area of
approximately 1280 m long by 925 m deep for the shipbuilding and repair
operations with an additional 260m deep area to the North of the shipyard
allocated for worker and visitor accommodation and amenities.
The layout adopts a traditional facility arrangement in that the ship lift, and piers
for afloat repairs are perpendicular to the land. Vessels for repair are retrieved
and launched using a ship lift and a ship transfer area located to the North of the
ship lift, transfers vessels transversely to line up with one of seven repair berths
to the North of the transfer area.
The new construction operations are centred around a dry dock in the Western
part of the site. The dry dock is capable of constructing up to four Handymax
size vessels in a semi-tandem configuration simultaneously. The dry dock size is
350m long x 90m wide. Small vessel construction is undertaken on the western-
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most dry berth of the repair berth complex with positions for the construction of
two small vessels simultaneously.
The dry berth complex for repair consists of six Handymax size berth areas each
of 235m long by 57m wide that include a berthing area for the vessels and
component lay down areas at either side of the vessels. A single Panamax berth
of 275m long by 57m wide is located directly in line with the shiplift for direct
transfer without transverse ship movement. This arrangement of a Panamax
sized repair berth means that a shorter Handy size ship length transfer area can
be used rather than a Panamax ship length which significantly reduces
construction costs.
For shipbuilding and repair production operations, an unloading quay with a jib
crane services vessels delivering equipment and materials to the shipyard. Steel
deliveries are offloaded by the crane into a dedicated receiving area within the
steel stockyard for sorting and marshalling prior to being stored in the stockyard.
From the stockyard, which holds the major stock for both ship building and ship
repair operations, the steel is blasted and primed in a treatment hall prior to being
delivered to either the shipbuilding or ship repair workshops.
For shipbuilding the blasted and primed steel is transported to the steel cutting
and forming workshops to the North of the stockyard. After cutting and forming
the steel parts continue Northwards to the minor and sub assembly workshops
then eastwards into the unit and block assembly shops at the head of the building
dock. Because of the different assembly processes employed in large and small
shipbuilding there is a dedicated small ship assembly workshop to the East of the
large ship block assembly shop.
After block assembly and hot work outfitting, the finished ship blocks are
transported South from the assembly shops to the blasting and painting cells and
from there to block storage areas adjacent to the building dock and small
shipbuilding berth for final outfitting prior to being erected on the ships.
The shipbuilding outfit workshops for both the large and small ship construction
are located to the East of the building dock to give ready access to both the large
ship building dock and small ship building berth.
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The ship repair operations are located to the North of the ship repair berths. Each
of the workshops has dedicated local storage areas for holding ready use stock
and ship components waiting for repair in the workshops. Large open production
areas are provided to the South of the workshops at the head of the repair
berths. These open areas are for the storage of ships components undergoing
repair and for the repair of large items such as hatch covers, which are too large
to repair in the workshops,
A total of four finger piers each 520m long provide wet berthing for an average of
twenty vessels. In addition to the finger piers, wet berthing for an average of five
small vessels is provided alongside the ship lift piers.
For new construction, a jetty of 520m in length is provided to the West of the
building dock for the mooring of vessels undergoing final afloat outfitting and
commissioning.
The common production support facilities together with the various offices,
training centre, research centre, medical centre, waste disposal compound,
visitor reception centre and car parks are located near the Northern boundary of
the shipyard equally accessible from both the ship repair and new construction
production facilities.
Although this layout offers a workable solution, there are a number of areas
where the layout causes some concern, namely:
The open small shipbuilding berth is adjacent to the Panamax ship repair
berth and grit and dust from the repair operations will contaminate the
new vessels.
The distance from the afloat repair piers to the repair workshops is over
1,000m which is excessive considering the volume of component
movement to and from the afloat repair piers.
During afloat repairs, there are often a large number of components
removed from the vessels either for cleaning or to gain access to the
parts that need repairing. It is usual for these to be temporarily stored
adjacent to the vessels. In this concept there is insufficient area available
at the foot of the repair piers for this.
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Figure 5-1 Shipyard Design Concept A
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Design Concept B
Design Concept B, shown in the Figure 5-2 below, is similar to Concept A,
occupying an area of approximately 1325m long by 925m deep for the
shipbuilding and ship repair operations with an additional 260m deep area to the
North of the shipyard allocated for worker and visitor accommodation and
amenities.
Overall, the arrangement has the ship repair operations focused to the East of
the site with shipbuilding operations to the West and common production support
workshops together with offices etcetera to the North.
In this concept, the vessel transfer system has been moved to the North with the
ship repair workshops located at the foot of the afloat repair piers and the repair
berths to the North of the workshops. This relieves some of the problems
associated with Concept A in that the workshops are in the optimum location to
provide ready access from both the repair berths and piers without excessive
movement of materials and manpower. Additional component laydown and open
work area is provided at the foot of the piers. The shipbuilding dry dock size is
350m long x 90m wide.
Although for ship repair operations the arrangement is an improvement over
Concept A there are some major disadvantages in that:
The average distance that a vessel has to move between the shiplift and
the berths is approximately 1200m. With a total of 309 vessels per year
for repair and 10 small new construction vessels per year that is a total of
628 moves between shiplift and berths per year. Therefore, it may not be
possible to achieve the required vessel transfers over the distance from a
single shiplift.
The excessive ship transfer requirement will incur extensive and costly
ground works.
Although the longitudinal transfer area goes someway to separating the
ship repair berths and small shipbuilding berths they remain in close
proximity and consequently there is still a high risk of contamination.
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Figure 5-2 Shipyard Design Concept B
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Design Concept C
Design Concept C adopts a very different arrangement to the previous two
concepts. In Concept C, the shiplift is oriented parallel to the shoreline and the
vessel transverse transfer is immediately inland from the shiplift, as shown in the
figure below. Also, the afloat repair piers are oriented parallel to the shoreline
which has the effect of reducing the length of the required breakwaters compared
with the previous concepts.
The facility occupies an area approximately 1325m long by 760m deep with an
area to the North allocated for worker and visitor accommodation and amenities.
The ship repair facilities are located in the Western part of the site with the
shipbuilding facilities located in the East. The two facilities are separated by the
vessel transfer system that serves both the repair berths in the West and the
small shipbuilding berths to the East.
The shipbuilding facilities are of a similar arrangement to the previous concepts
with the production workshops focused around the building dock, 350m long x
90m wide. A steel stockyard and treatment area with an adjacent steel unloading
quay is located at the Eastern boundary of the site. Raw steel flows from the
stockyard Northwards through a treatment hall and into the cutting and forming
workshops.
Following cutting and forming the steel parts continue Northwards and
Westwards through the minor assembly, sub assembly, unit assembly and block
assembly workshops. Following block assembly and hotwork outfitting the ship
blocks for erection are transported to the blasting and painting cells located to the
South-West of the block assembly workshop where they are cleaned and
painted. After leaving the paint cells, the finished blocks are stored in dedicated
storage areas at the West side and head of the building dock. Here, the
coldwork outfitting of the blocks is completed prior to them being erected on the
vessels in the building dock.
The small shipbuilding workshops for sub assembly, unit and block assembly are
located immediately to the East of the vessel transfer area. These workshops
feed the blocks for small shipbuilding into a covered construction hall complex,
where small vessels are fully constructed, outfitted and completed before being
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transferred to the shiplift for launching and commissioning at a quay adjacent to
the shiplift and vessel transfer area.
The shipbuilding outfit workshops are located between the small shipbuilding
workshops and the building dock immediately South of the large ship block
assembly workshops. This location provides ready access for the outfitting of
blocks in the assembly workshops and for the outfitting of large and small vessels
in the building dock and small vessel construction hall complex.
The ship repair facilities are located to the West of the vessel transfer area.
Vessels are transferred from the transverse transfer area Westwards directly
onto the repair berths. As with the previous concepts, a Panamax size repair
berth is located directly in line with the ship lift so as to avoid transverse transfer
and the need to have a wider transfer area.
To the West of the ship repair berths adequate open work and component lay
down area is provided between the berths and the repair workshops.
The afloat repair piers are to the South of the repair berths and are oriented
parallel to the shore. Three piers, two of 810m and one of 395m together with a
740m quay provide wet berthing for approximately 23 vessels. At the foot of
each of the piers, large areas are allocated for component laydown and open
repair of components for vessels at the piers.
As with the previous concepts, common facilities and offices are conveniently
located to the North of the vessel transfer area and main production facilities with
ready access to and from both the ship repair and shipbuilding facilities. The
details are as below in Figure 5-3
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Figure 5-3 Shipyard Design Concept C
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Preferred Shipyard Design Concept
From the alternative shipyard design concepts developed, it is clear that Concept C offers the optimum solution for a facility embracing such a broad market spectrum in both ship repair and shipbuilding. The arrangement enables the distinct physical separation of shipbuilding and ship repair operations, which is essential as the businesses are fundamentally different in culture, organisation and operations.
The levels of applied technology, production area requirements, manpower build-up and the facility design concepts have been based upon the target throughput of twenty vessels per year for new construction and three-hundred and nine vessels for repair as defined in the market study to support a viable shipbuilding and repair facility at Nana Layja.
5.3 Facilities Requirement – Captive Jetties
The facilities are required to be developed for the following;
LNG receiving and re-gasification facility with a capacity to import, store
and regasify 5 MTPA of LNG;
Unloading, conveyance, storage and evacuation of coal to handle about
17 MTPA;
Handling of general cargoes (including some containers) up to about 3
MTPA;
The required infrastructure facilities to for the above are assessed and presented
in this section.
5.3.1 Jetties / Berths
One dedicated LNG berth comprising unloading platform with dolphins for
a vessel length of 315 m,
Two dedicated berths (each 350 m long to suit the design vessel size) to
receive coal
One berth (300 m) for the general purpose cargoes
One berth (150 m) for the port crafts
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5.3.2 Cargo Handling & Storage Requirements
LNG
Vessels carrying LNG will be berthed at a dedicated captive berth with an
LNG unloading platform. Three LNG unloading arms (two for liquid and
one for gas) are proposed for the transfer of the liquid LNG from ship to
shore and the gas-unloading arm to act as an equaliser. One of the liquid
arms would be dual purpose to also act as an arm for gas, thus enabling
the transfer of LNG, albeit at a lower rate, in the event when one of the
liquid arms become unavailable for any reason.
The LNG terminal will have storage tanks to receive LNG from the ships
and re-gasification facilities for delivering LNG in gaseous form. The
require capacity of LNG import and regasification terminal has been
assessed as 5.0 Million Ton Per Annum (Mtpa).
Two LNG tanks with a capacity of about 200,000 m3 for each tank in full
containment design are considered for planning of the terminal. The
capacity of each tank is arrived at based on storage volume required for
receiving one full shipload from the vessel at the berth while at the same
time continuing the supply to consumers from the other tank.
Re-gasification facilities will be designed for delivering gas having a
capacity of 5.0 MTPA at an agreed maximum rate per hour. A land area
of 350 m by 580 m is considered for the storage facility for LNG.
The tanks will be supported on a deck insulated from the concrete
foundation. The Tanks will be typically in alloy steel of appropriate grade
(9% Nickel) and designed as full containment. The inner tank in the
present case is reckoned to have a size of 80m to 85m diameter with a
floating roof and sealing unit. The outer tank shall be in reinforced
concrete with a dome.
The tanks will be fitted with in-tank high-pressure LNG pumps for sending
the LNG to consumers as compressed gas. Open Rack Vaporisers
(ORVs) could be considered suitable for gas vaporisation as has been the
case in the recent such terminals in India and also their nearly universal
application. The definitive choice of course is a matter to be considered at
later more advanced stage of design and in consultation with qualified
bidders.
Transfer of LNG between the berth and the shore terminal will be by
cryogenic pipeline in a secure corridor.
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A boil off gas (BOG) compressor and condenser will be provided to take
the gases from the tank and liquefy the same after compression. The
system will be designed for mainly two types of operation, one normal
send out mode and the other for unloading mode. Usually the unloading
mode governs the capacity of the compressor, as the flow rates are high
during this operation.
In both the cases, the gases from the tanks will be withdrawn in such a
way as to maintain the pressure inside tanks within set limits. The gases
withdrawn will be compressed and condensed using the sub-cooled LNG
coming from the tanks.
Inside the tanks typically two Low Pressure (LP) pumps will be installed
(one high capacity and other one low capacity) to transfer the LNG and
send it out to High Pressure (HP) pumps via the re-condenser unit. There
are different approaches for the selection but typically one low capacity
pump and one high capacity pump are installed. The low capacity pump
will be sized to send out minimum quantities of LNG while the high
capacity pump will be in operation for normal send out capacities.
Generally when there are two tanks, only one tank is used for sending out
the LNG with other tank kept on stand-by for receiving LNG from the ship.
A set of send out pumps are provided to increase the pressure of LNG
received from the tanks and send it out to consumers after being re-
gasified in the vaporiser units. Depending upon the nature of demand
and variations in the rate of despatch that is expected, these pumps are
also configured in two sets of low capacity and high capacity pumps and
work in tandem so as to meet the range of despatch rates with minimum
need for flaring the gas.
The LNG coming from the tank and exchanging heat with BOG condenser
is further pumped to despatch line pressure and passed through
vaporisers and is transported through pipeline as pressurised gas. There
are several methods for gasifying the LNG to required specifications and
choice of the vaporiser. This will be assessed at a later detailed study
based on considerations of both capital and operating costs, reliability of
design, impact on environment etc. Among the widely used options are
Open Rack Vaporisers (ORV) and Ambient Air Vaporisers (AAV) with
further options of natural and forced draft. For the present study, the ORV
option has been assumed. In fact that was the option adopted by Shell for
their Hazira LNG Terminal.
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Coal
Ship unloading facility for unloading of coal at rate of 4,000 TPH at each
coal berth is assumed for planning. At this time, suitable numbers of grab
unloaders have been assumed to be employed and further details can be
worked out during detailed engineering after review of the type of ships,
size range and other such details. The alternative to install continuous
ship unloaders would be considered but there are less flexible and
operate more efficiently in entirely swell free conditions.
Typically, at least two ship unloaders are used simultaneously on each
berth and unloading efficiency on an average is 75% (this is arrived at
considering that the operation period in one day is around 20 hrs due to
variety of factors including due to variation in sea level. Also the peak
unloading rate is limited by the capacity of the receiving conveying
system. The ship unloaders will feed the material to jetty conveyors and in
the present case one conveyor per berth is proposed. At present, the
design capacity of each of the conveyor is considered as 4000 TPH.
Typically for such capacity a belt of around 1.6 m width with a speed of
about 5 m/s could be adequate.
Coal is intended to serve the captive requirements of the SEZ. For this
purpose, upon unloading, the coal will be transferred directly to the SEZ.
However an intermediate stock pile area in the port is proposed
considering the distance of the SEZ and any unforeseen emergency
situations.
It is proposed to provide a nominal coal stack pile capacity of 350,000 T
(7 days) is provided in the jetty area corresponding to about two shiploads
of the cargo received simultaneously and this would amount to 4
stockpiles, each with a live capacity of 90,000 MT. Typically this would
require a land area of about 700m by 300m with one stacker and two
stacker cum reclaimer with a bypass arrangement. The bypass
arrangement facilitates transfer of coal to the ultimate consumer point in
the SEZ without requiring the coal to be stockpiled in the jetty
intermediate stockpile area. All the modern coal conveying systems
typically have dust separation system at the transfer point and near the
stockpiles. The system also typically has magnetic separator, metal
detector, sampling system, belt weigher system etc.
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The coal will be transferred by means of covered conveyor system from
the berth to storage area and then to the SEZ.
General Cargo
For the general cargo to be handled at the multi-purpose berth it is most
likely that a pair of large harbour mobile cranes will be used in the first
instance. These will provide the flexibility required to handle most types of
cargo.
For general cargoes it will be necessary to provide both covered storage
sheds and open storage areas along with other facilities for dispatch of
cargoes. It is envisaged that cargoes will be received / dispatched by
trucks between the SEZ and the berth. For the purpose of this report an
initial allowance has been made of a 400m width storage area behind the
full length of the 300m long berth.
The preliminary berthing analysis carried out for each of the LNG, coal and
general cargo berths indicate that the berth occupancy is reasonably low for the
cargo volumes required at these berths.
5.3.3 Other auxiliary facilities
Other auxiliary facilities including required utilities, emergency power supply,
storage for water supply, inert gas generator required for LNG storage system,
fire fighting facilities will also form an integral part of the captive jetties facility
requirements.
5.4 Harbour Planning & Layout of Facilities
5.4.1 Positioning of Facilities
This section examines the arrangement for positioning of the shipyard & captive
jetties and the layout of facilities for the proposed Project. The available coast for
the proposed facilities extends from the mouth of River Kharod eastwards. Since
the site is in an exposed area of the coast, breakwaters will be required to shelter
the channel and the quays, piers & quays. The construction of breakwater may
affect the movement of sediment at the shoreline and hence there may be an
accumulation of material against the breakwater. Since this accumulation may
affect the spit development at the mouth of the Karod river, a 500 m distance is
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kept between the river mouth and the main Western Breakwater. This 500 m
distance is expected to provide a reasonable margin for accumulation of
sediments and its management.
5.4.2 Dredging & Reclamation
Dredged depths
The dredged depths required in various parts of the harbour area are based on
the design vessel sizes provided in the earlier section & are calculated as below
adopting standard norms. The norms adopted are 30% Under Keel Clearance
(UKC) for unsheltered areas and 10% UKC in sheltered areas.
Table 5-11 Dredged Depth Summary
Sr. No. Location Depth Remarks
1 Approach Channel (Outer) -19.4 m CD As per the Loaded Draft of 200,000 DWT vessel using tide and Based on entry to
harbour at half tide (+2.6m CD)
2 Turning Basin -17.6 m CD
Governing vessel size for dredged depth - Loaded Draft of 200,000 DWT coal
vessels using half tide. Governing vessel for Turning circle dia will
be Coal vessel length of 300m - dia of turning circle 600 m
3 Shipyard Manoeuvring Area
-8.0 m CD As per the draft of lightly loaded Panamax
Vessel
4 Berth Pockets Coal: -20.2 m CD LNG: -14.6 m CD General cargo-13.0
As per design vessel size given in earlier section with required UKC
Reclamation
The available bathymetry data and marine borehole profiles have been analysed
in detail and based on this analysis, the concept marine facilities layout include
an area of reclaimed land which is approximately 835 m seaward of the existing
shoreline approximately in line with the -5 m CD contour. The limit for land
reclamation has been determined through an initial economic assessment of the
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cut and fills balance of material, ease of dredging and environmental
considerations rather than a requirement to provide additional site area.
The bathymetric survey showed that the shoreline is very gently sloping and to
provide the required depth along the existing shoreline would require very
significant dredging with the material being disposed of elsewhere. Reclaiming
an area of land not only moves the shipyard quay line into deeper water thus
reducing the amount of dredging required but also provides a disposal area for
some of the dredged materials. During the detailed design phase, the precise
location of the quay line may be tweaked to further optimise the dredge and fill
balance.
5.4.3 Facilities Layout
The big drivers for selection of locations for the berths and other marine facilities
are: location of breakwaters, navigation access (approach channel, port
entrance, turning circle etc), dredging costs and rock head levels, segregation of
various shipyard and captive jetties facility, segregation with respect to cargo
types & safety,
Approach Channel
After considering the predominant wave direction and various options possible for
the orientation of channel, South South-Westerly channel is proposed.
Breakwaters
Conditions at the site are dominated by swell generated during the South West
monsoon and by the large storm waves generated by tropical storms and
cyclones. The annual average wave height along this part of the Indian coast is
1.5m with a wave period of about 6 seconds. Waves of this size and larger storm
waves are incompatible with the tranquil conditions required for the shipyard
operations and a breakwater is required to protect the shipyard. A sample off-
shore wave rose for the site is shown below Figure 5-4.
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Figure 5-4 Offshore Wave Rose
To provide protection from SW monsoon waves, a main or West Breakwater will
be required extending seawards from the western end of the development. In
addition, a lee or Eastern Breakwater will also be required to protect the planned
facilities from locally generated waves from the south east.
A mathematical model study has been conducted for the proposed Project. The
report output recommended breakwaters requirement to provide tranquillity to the
facilities in the harbour area.
An optimum breakwater alignment study has been carried out minimising impacts
on sediments, littoral drift & navigational parameters.
A West (Main) Breakwater is planned to provide protection from the dominant
wave attack which is from the South West during the monsoon season to the
shipyard & the East (Lee) Breakwater is planned to provide protection from the
wind derived waves from the South East fetch across the Gulf of Kutch
Considering the stopping distance required for the largest governing vessel size
(300 m long) of the Project, the stopping distance required equates to about 1500
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m. To achieve this, the length of main breakwater required is 3.3 km, lee
breakwater length 1.9 km; - total main breakwater length is 5.2 km. The planned
layout for the shipyard & captive jetties is sheltered well inside the two large
breakwaters. After analyses of the facilities requirements and their positioning, it
is proposed that the breakwaters are positioned at a distance of 2500 m of which
shipyard itself occupies approximately 1400 m and the balance will be occupied
by Captive Jetties Facilities.
Shipyard & Captive Berths location
The shipyard is proposed to be located on the western side of the proposed
sheltered area within the breakwater occupying 1400 m length of coast.
With regard to captive jetties location, there are three distinct types of cargo to be
handled at this captive port facility, i.e. LNG, coal and general cargo. The
characteristics of the vessels, cargo handling equipment, transfer systems and
storage requirements are all very different for these cargoes. Separate terminals
will therefore be required with appropriate facilities to cater for each of the
cargoes. It is desirable to keep these separate from one another to avoid any
potential clashes, interference or contamination between cargoes or activities. In
the case of LNG, the highest possible safety standards will be required for
navigation, cargo handling and storage. It will therefore be especially necessary
for segregation, preferably to a location that is remote from other users. There is
a preference to place LNG facilities away from hot work areas and wherever
possible downwind of concentrations of people.
A potential risk to the harbour and its traffic and to the LNG carrier while at the
berth arises from the spillage of liquid gas escaping from a manifold either on the
vessel or on the jetty head. Ignition of the spillage would lead to an explosion.
Potential sources of ignition include:
Naked flames, including welding and cutting equipment;
Smoking;
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electrical lighting, power circuits and equipment which are not suitably
protected against igniting a flammable vapour, e.g. not explosion
protected;
The spreading out of an LNG spillage on water depends upon a number of
environmental factors, particularly currents and winds. A recent report from
Sandia National Laboratories, USA, “Guidance on Risk Analysis and Safety
Implications of a Large LNG Spill Over Water” gives the guidance on the risk of
an explosion from large LNG spillages: The report is available at:
www.fossil.energy.gov/programs/oilgas/storage/lng/sandia_lng_1204.pdf.
The risk of fire and explosion can be greatly reduced by separating the LNG
carrier and the associated cargo transfer system from passing vessels, that is by
creating a berth exclusion zone. The larger the separation distances, the larger
the dilution of flammable releases
Based on the Consultant’s experience at other LNG terminals, we recommend
that the berth exclusion zone should be based on a radius of 250m centred on
the manifold on the LNG jetty.
To ensure the safe operation of the terminal and the LNG carriers, a safety
exclusion zone should be established. All other terminals and berths should be
located outside this safety exclusion zone.
For this Project, there would be a general preference to locate LNG berths on the
eastern breakwater with the cryogenic pipeline running along the trestle on the
lee of the east breakwater to the shore. The bulk carriers importing coal will be
the deepest drafted vessels and these should be located where dredging can be
achieved economically. This is likely to be close to the harbour entrance. Both
LNG pipelines and conveyors for coal can use for the transport over reasonably
long distances to storage. General cargo vessels should be berthed close to the
storage yards so as to minimise the transfer distance.
The wave model studies for the shipyard have shown reasonable attenuation of
waves inside the harbour. However, the tranquillity could be improved by
constructing spurs on the inner side of both breakwaters close to the entrance.
These would also significantly reduce the wave climate at the berths located
immediately adjacent to the breakwaters and therefore reduce the amount of
downtime in certain storm conditions.
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Based on the above facilities requirement and discussion, the layout of facilities
developed for the project is given in Figure 5-5
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Figure 5-5 Overall Marine Facility Layout
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5.4.4 Capital Dredging
The total quantity of capital dredging for the proposed development is 20 million
cum. Based on assessment of the site investigation information, the material to
be dredged will be marine deposits of very dense silty / clayey sands with
frequent layer of stiff to very stiff clay and completely weathered /moderately
weathered sandstone. It has been arrived that the material from capital dredging
of the harbour can be used in the reclamation of 181 Ha. In addition site grading
for onshore area would require cutting of about 3 Mcum material, which is also
reusable for reclamation. The quantity of material required for reclamation works
out to about 18 Mcum and hence about 5 Mcum of material shall be surplus,
mainly from the approach channel dredging. The disposal site for this excess
material will be identified to the South of the Ranwara Shoals in water depths in
excess of -25 m CD. The disposal site will be selected & confirmed for its
suitability by carrying out required mathematical model study for dispersion of
dredged plume during the next stage of study.
5.4.5 Navigational aids
The marine facility is planned to be equipped with navigational aids as below;
Port Crafts
Pilot cum Survey Launches
Mooring Launches
Channel marking buoys
Land fall buoy
Manoeuvring area buoys
Leading & transit lights
Breakwater Becon Lights
Berth lights
Racon
VTMS
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5.4.6 Utilities
Other auxiliary facilities including required utilities, emergency power supply,
storage for water supply, inert gas generator required for LNG storage system,
fire fighting facilities will also form an integral part of the marine facility.
5.4.7 Power Requirement and Source
The shipyard requires a large amount of electricity for effective shipbuilding and
repair operations. The total estimated electrical power supply for the ship yard is
between 20 MW per day.
The captive jetties handling Coal, LNG & general goods and other back up
facilities would require power for consumption for various demands like cargo
handling equipments, buildings, utilities etc. The estimated power requirements
for the captive jetties facility would be 30 MW per day.
Thus the total cumulative power requirement for the Project is estimated as 50
MW.
The Project will be powered from the Gujarat State Electricity Board’s grid, and
from the proposed power plant in the nearby SEZ once in operation.
5.4.8 Water Requirement and Source
The water supply requirements are for:
Potable water for consumption of shipyard / captive jetties personnel
Potable water for ships calling at the port
Water for dust suppression
Water for fire fighting
Water for greenery
Large volumes of industrial-quality fresh water for shipyard operations and fire
fighting systems together with potable water for human consumption and for
ships provision will be required.
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The captive jetties handling Coal, LNG & general goods and other back up
facilities would require water for consumption for various demands like potable
water for ships calling at the port & port personnel, raw water for dust
suppression, fire fighting & greenery.
The estimated water requirements for the project is about 6 MLD
The required water will be sourced from the proposed desalination plant in the
SEZ area.
5.4.9 Waste Management
Waste water from WC, urinals, etc will be collected separately through soil pipes,
and discharged directly into the sewerage pipeline system, while wastes from
wash basins, showers, kitchens will be collected separately to the nearest
manhole, through gully trap / grease trap. Sewage will flow by gravity through
external sewer lines up to the last manhole and sump, from where it will be
pumped to the Sewage Treatment Plant (STP), for treatment and recycling.
The drainage system for the proposed facilities are estimated to generate 1.8
MLD. The drainage system are proposed to equipped with sewage treatment
plant (STP) facility. The proposed capacity of STP is 2 MLD. The treated water
from STP will be used for green belt and dust suppression
ETP is envisaged for treatment of solid waste generated during the various
processes. The capacity & detailed assessment of the ETP shall be studied in
detail at the later stage of project study.
5.4.10 Fire safety
A zonal fire detection and alarm system for all buildings covering substations,
control rooms, workshops, etc, are planned to be installed. The type of fire
detectors planned would include smoke detectors, UV detectors, rate of heat rise
detectors, etc. The system shall be complete with manual call points, break glass
stations, sirens and zonal and central fire alarm panels. Fire extinguishers
appropriate to the location are also planned. A reserve capacity of 1.5 MLD is
planned for creating fire water pool.
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5.4.11 Other Requirements
Adequate Security arrangements
Communication system.
Greenbelt / green area
5.5 Land ownership / availability
The proposed Project land is government waste land and does not have
permanent habitation by people, show cultivation, pasture grazing or water
reservoirs (ponds). The surrounding area of the proposed site is free from
mangroves, coral reef, seaweeds or marine ecological anomaly/population etc
including the area along the Karod river estuary, which runs along the side of the
site
The proposed site comprises an intertidal zone, scrub forest and wasteland, the
rough land is present along the entire zone
The total project land (excluding reclamation) requirement is 155 Hectares, out of
which 79 Hectares of land is under possession by the Developers and balance
76 Hectares of government land has been applied for.
The project area with land survey numbers is presented below in Figure 5-6
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Figure 5-6 Project Area with Land Survey Numbers
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5.6 Material sourcing
Basic construction materials including cement, sand, aggregates & steel can be
easily made available to the site. There is a presence of various cement & steel
manufacturing units in the region and hence the same can be made available as
& when required. Other miscellaneous material requirement can be sourced from
growing local market in the vicinity.
One of the materials is the availability of rock for the construction of the
breakwaters & aggregates for concrete productions. The available nearest quarry
site is located near to Bhuj, which is 80 km from the proposed site location. From
the preliminary observation and available information, the rock available at quarry
site is sedimentary rock. Investigations have shown that the Gajoad, Dhunai,
Nani Tumbadi and Khoja Chora quarries are the closest to the site being 50-60
km away on the Bhuj road. Another possibility is a quarry located at Vidi near to
Anjar which provided rock for the breakwater construction at Mundra but this is
some 100 to 120 km from the Nana Layja site.
5.7 Resource optimisation
5.7.1 Water
The gross water demand of the proposed marine facility would be about 7 MLD.
The net water demand after considering reuse of treated wastewater for green
belt maintenance and toilet flushing is 6 MLD.
5.7.2 Solar Powered lighting
At least 25% of the installed external lighting in the Marine facility is
recommended to be solar powered for Green Marine facility development.
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5.7.3 Biodegradable waste management
The biodegradable waste is estimated to be generated from the processing and
non processing area of the Shipyard. Gujarat Energy Development Authority is
currently operating a biomass based Power Plant at Kothara in Kutch District
located about 47 km to the north west of the marine facility along NH-8A. The
possibility of utilising the biodegradable waste from shipyard as a raw material for
this power plant shall be explored. If this proposal does not materialise, the
biodegradable waste shall be vermi-composted within the environmental
management site at the proposed marine facility.
5.7.4 Common amenity building
All the buildings within marine terminal development are planned to be energy
efficient as per the Energy Conservation Building Code (ECBC).
5.7.5 Use of Fly Ash
Fly ash is planned to be used appropriately for construction of common amenity
buildings, pavements, boundary walls and all other civil works. It is planned to be
procured from the nearest Coal Based Thermal Power Plant project of Adani
Power Limited at Mundra or part of that from proposed thermal power plant from
SEZ at Layja Mota once completed.
5.8 Social Infrastructure
Social infrastructure which includes the educational, medical facilities is proposed
in the Mandvi or the nearby villages. These facilities will include schools, clinics,
recreational facilities & other allied infrastructure required for people residing
during construction & operation phases as well.
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6 REHABILITATION & RESETTLEMENT PLAN
The land to be utilised for the proposed Project is presently vacant, waste land
with no permanent habitation and owned by the Government. In view of this no
rehabilitation and resettlement plan for human habitat is required or foreseen.
A part of the project land has been transferred to the Project Company and the
remaining Government land is applied for and under consideration.
The nearest habitation is Nana Layja, which is at a distance of around 2 Km from
the proposed site and thus is not expected to be affected either during
construction phase or during normal operation.
However, there will be temporary influx of construction workers requiring
temporary habitation arrangements. In fact, this should be considered having
positive social and economic impact on local populous with creation of job during
construction phase.
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7 PROJECT SCHEDULE & COST ESTIMATES
7.1 Project schedule
The project development activities are proposed to commence at the site in the
year 2013 -14 and is expected to be commissioned by the year 2017 - 18. This
includes the time required for statutory approvals and financial closure.
7.2 Cost estimates
The capital cost estimated for the Project is as below;
Table 7-1 Broad cost estimate
Principal Headings INR Crores
Preliminaries & general items 400
Dredging & Reclamation 2330
Breakwater and Revetments 640
Dry Dock 383
Finger Piers 248
Shiplift Civils Works 51
Shiplift Equipment 367
Dry Berths and Transfer Bay 729
Quay Structure 62
Building Costs Workshops 989
Building Costs Ancillary 143
Roadways and Hardstandings 113
M&E services 533
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Shipyard Equipment including Cranage 1,022
LNG Berth, Storage and Facilities 1309
Coal Berth, Storage and Facilities 534
Multi-Purpose Berth and Facilities 108
Harbour Craft & Navigational Aid 291
Total 10,252
Net Contingency (5%) 513
Gross 10,765
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8 ANALYSIS OF PROPOSAL
The project site faces no significant environmental or social issues. The master
plan for marine infrastructure has been conceptualised in such a manner so as to
reduce the environmental impacts of the project developments on the
surrounding elements.
The land availability is adequate and mostly waste and uninhabited land. The
surrounding area of the proposed site is free from mangroves, coral reef,
seaweeds or marine ecological anomaly/population etc hence least impact on
marine ecology is envisaged.
The site has good marine access. The bathymetry at the harbour is good as it is
deep enough to only require a moderate amount of dredging whilst not being
excessively deep for breakwater construction. The site location is well balanced
in terms of wave climate and sedimentation. The new harbour is expected to be
relatively free from major sedimentation issues which can be a serious
environmental problem. The ground conditions underlying the site are favourable
as they are neither extremely hard nor very soft and no serious problems are
expected.
The project shall bring major investments to the region covering a wide range of
sectors – connectivity, shipping industry, social infrastructure.
The project once fully operation shall bring total employment potential of 18,000
and an investment of INR 10,765 Crores thereby opening up employment
opportunities for the youth in the region.
The proposed shipyard along with captive jetties facilitating SEZ therefore
immensely adds to the social economic value of the region.
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ANNEXURE I - MoU with GoG For the Project
I
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