construction of fifth oil (j5) berth at...

CONSTRUCTION OF FIFTH OIL (J5) BERTH AT JAWAHAR DWEEP

DETAILED PROJECT REPORT (Doc. No. IIT-MBPT-JD5-001)

Consultant

Prof. S. Nallayarasu

DEPARTMENT OF OCEAN ENGINEERING INDIAN INSTITUTE OF TECHNOLOGY MADRAS

CHENNAI – 600 036

MUMBAI PORT TRUST Port house, 3rd Floor, Shoorji Vallabhdas Marg,

Ballard Estate

Mumbai – 400 001.

12th JANUARY 2015

DETAILED PROJECT REPORT

DOCUMENT NO. IITM-MBPT-JD5-001

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CONSTRUCTION OF FIFTH OIL (J5) BERTH AT JAWAHAR DWEEP, MUMBAI

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TABLE OF CONTENTS

1.0 INTRODUCTION................................................................................................................................8

1.1 Mumbai harbour Area ........................................................................................................................ 8

1.2 Existing Marine Facilities at Jawahar Dweep ....................................................................................... 9

1.3 Scope of this report .......................................................................................................................... 10

1.4 Terms of Reference .......................................................................................................................... 10

1.5 Data Provided by MbPT.................................................................................................................... 13

2.0 EXISTINGFACILITIESATJAWAHARDWEEP.......................................................................14

2.1 Marine Oil Terminal (MOT) berths at Jawahar Dweep ...................................................................... 14

2.2 Details of Existing Berth J4 ............................................................................................................... 14

2.3 Approach Trestle to Jawahar Dweep ................................................................................................ 16

2.4 Approach Channel ............................................................................................................................ 16

2.5 Cargo Handling Equipment ............................................................................................................... 16

2.6 Transfer of Crude Oil/Products from Jawahar Dweep ....................................................................... 18

2.7 Utility Services ................................................................................................................................. 19

2.8 Dirty Ballast ..................................................................................................................................... 19

2.9 Fire Fighting Facilities ....................................................................................................................... 20

3.0 SITEENVIRONMENTALDATA...................................................................................................26

3.1 Rainfall ............................................................................................................................................ 26

3.2 Relative Humidity ............................................................................................................................ 26

3.3 Temperature .................................................................................................................................... 26

3.4 Wind ................................................................................................................................................ 26

3.5 Cyclones .......................................................................................................................................... 28

3.6 Special Weather Phenomena ........................................................................................................... 28

3.7 Tides ................................................................................................................................................ 28

3.8 Currents ........................................................................................................................................... 29

3.9 Waves .............................................................................................................................................. 30

3.10 Visibility ........................................................................................................................................ 32

4.0 OPERATIONALCONSIDERATIONS...........................................................................................33

4.1 Use of existing J4 ............................................................................................................................. 33

4.2 Replacement for J4 Approach Trestle and pipelines .......................................................................... 33

4.3 Interaction with Oil Industries .......................................................................................................... 33



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4.4 Design Ship Size ............................................................................................................................... 34

4.5 Use of 36” ONGC Submarine pipeline ............................................................................................... 34

4.6 Additional berthing Facilities ............................................................................................................ 35

5.0 MASTERPLAN.................................................................................................................................36

5.1 Approach Channel ............................................................................................................................ 36

5.2 Location of Fifth Oil Jetty (J5) ........................................................................................................... 37

5.3 Channel Width ................................................................................................................................. 39

5.4 Turning Circle ................................................................................................................................... 40

5.5 Channel Depth ................................................................................................................................. 40

6.0 PROPOSEDPRELIMINARYDESIGN..........................................................................................44

6.1 Layout of J5 ..................................................................................................................................... 44

6.2 Layout for Optional configurations ................................................................................................... 45

6.2.1 Mirror Berthing ............................................................................................................................ 45

6.2.2 Mirror Berthing ............................................................................................................................ 45

6.2.3 Parallel Berthing ........................................................................................................................... 46

6.3 Approach trestle .............................................................................................................................. 47

6.4 Service Platform............................................................................................................................... 49

6.5 Berthing Dolphins ............................................................................................................................ 50

6.6 Mooring Dolphins ............................................................................................................................ 52

6.7 Boat Landing Jetty & Control Tower building .................................................................................... 54

6.7.1 Boat Landing Jetty ........................................................................................................................ 54

6.7.2 Control Tower building ................................................................................................................ 54

6.8 Link Bridge to existing J4 Unloading Platform ................................................................................... 57

6.9 Link Bridge to Existing Pump house .................................................................................................. 58

6.10 Link Walkways .............................................................................................................................. 59

6.11 Conceptual Design ......................................................................................................................... 59

7.0 DREDGINGANDRECLAMATION...............................................................................................61

7.1 Dredging Requirement ..................................................................................................................... 61

7.2 Dredging Plan .................................................................................................................................. 62

7.3 Reclamation Plan for Jawahar Dweep .............................................................................................. 63

7.4 Space Required by Oil Industries ...................................................................................................... 63

7.5 Proposed Area of Reclamation ......................................................................................................... 64

7.6 Reclamation Plan ............................................................................................................................. 65



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8.0 MECHANICAL,ELECTRICALANDFIREFIGHTINGFACILITIES........................................67

8.1 Jetty head Layout ............................................................................................................................. 67

8.2 Crude and Product Pipelines ............................................................................................................ 68

8.2.1 Parameters Considered for Pipeline ............................................................................................ 68

8.2.2 Proposed Pipelines on Trestle ..................................................................................................... 68

8.2.3 Crude Oil Pipelines ....................................................................................................................... 69

8.2.4 Product Pipelines ......................................................................................................................... 69

8.2.5 Bunker Oil Pipeline ....................................................................................................................... 69

8.2.6 Dirty ballast Pipeline .................................................................................................................... 69

8.2.7 Flushing water pipeline ................................................................................................................ 69

8.3 Marine Loading Arm (MLA) .............................................................................................................. 72

8.3.1 Design Data .................................................................................................................................. 72

8.3.2 Crude ............................................................................................................................................ 73

8.3.3 Product ........................................................................................................................................ 74

8.3.4 Bunker and Dirty Ballast Line ....................................................................................................... 74

8.3.5 Drainage and Sampling Arrangement .......................................................................................... 74

8.4 Fire Fighting Requirements .............................................................................................................. 74

8.4.1 Existing Firefighting system ......................................................................................................... 74

8.4.2 Firefighting system for J5 ............................................................................................................. 76

8.4.2.1 Fire Water Pumps ..................................................................................................................... 76

8.4.2.2 Water/ Foam Monitor System .................................................................................................. 78

8.4.2.3 Foam injection System .............................................................................................................. 79

8.4.2.4 Hydrant ..................................................................................................................................... 81

8.4.2.5 Jumbo Water Curtain ................................................................................................................ 82

8.4.2.6 Remote Control System ............................................................................................................ 83

8.4.2.7 Fire Alarm System ..................................................................................................................... 84

8.4.2.8 Public Address & Talk Back System ........................................................................................... 84

8.4.2.9 Gas Detection & Alarm System ................................................................................................. 84

8.4.2.10 Fire Extinguishers .................................................................................................................... 85

8.4.2.11 Water Borne Fire Fighting Equipment .................................................................................... 85

8.5 Oil Spill Response (OSR) Facilities ..................................................................................................... 86

8.5.1 General ........................................................................................................................................ 86

8.5.2 Booms .......................................................................................................................................... 86

8.5.3 Spill Oil Recovery Skimmer .......................................................................................................... 87

8.6 Berthing Aids System (BAS) .............................................................................................................. 88



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8.7 Telescopic Gangway ......................................................................................................................... 90

8.8 Dirty Ballast Reception Facility ......................................................................................................... 92

8.8.1 Existing System ............................................................................................................................ 92

8.8.2 Capacity Requirement of Storage Tank ....................................................................................... 92

8.8.3 Treatment Facility ........................................................................................................................ 92

8.8.4 Dirty ballast Water Storage Tanks ............................................................................................... 93

8.9 Crude Storage Capacity .................................................................................................................... 93

8.10 Flushing System ............................................................................................................................ 94

8.11 Electrical Facilities ......................................................................................................................... 95

8.11.1 Existing Power source ................................................................................................................ 95

8.11.2 Existing Connected load ............................................................................................................. 95

8.11.3 Electrical Power Requirement ................................................................................................... 95

8.11.4 Earthing ...................................................................................................................................... 95

8.11.5 Flame proof fittings .................................................................................................................... 96

8.11.6 Lighting ...................................................................................................................................... 96

8.11.7 Protection Switch Gear .............................................................................................................. 97

9.0 BASISOFDESIGN...........................................................................................................................98

9.1 Design Life ....................................................................................................................................... 98

9.2 Codes, Standards and Guidelines ...................................................................................................... 98

9.3 Design Loads .................................................................................................................................. 100

9.4 Dead Loads .................................................................................................................................... 101

9.5 Live Loads ...................................................................................................................................... 101

9.6 Wave Loads ................................................................................................................................... 101

9.7 Current Loads ................................................................................................................................ 102

9.8 Wind Loads .................................................................................................................................... 103

9.9 Mooring Loads ............................................................................................................................... 103

9.10 Seismic Loads .............................................................................................................................. 103

9.11 RC Design Criteria ........................................................................................................................ 103

9.12 Reinforced concrete .................................................................................................................... 104

9.13 Reinforcement steel .................................................................................................................... 104

9.14 Structural steel ............................................................................................................................ 104

9.15 Marine growth ............................................................................................................................ 104

9.16 Pile Design Safety Factor ............................................................................................................. 104

9.17 Deck Level ................................................................................................................................... 104



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9.18 Berthing Criteria .......................................................................................................................... 104

10.0 GEOTECHNICALCONSIDERATIONS......................................................................................106

10.1 Bore Hole .................................................................................................................................... 106

10.2 Subsoil Stratification ................................................................................................................... 107

10.3 Foundation Recommendations .................................................................................................... 109

11.0 BERTHINGSTUDY......................................................................................................................111

11.1 Approach .................................................................................................................................... 111

11.2 Berthing Philosophy .................................................................................................................... 111

11.3 Berthing Energy ........................................................................................................................... 112

11.4 Fender layout .............................................................................................................................. 115

11.5 Angular berthing ......................................................................................................................... 117

11.6 Fender vertical arrangement ....................................................................................................... 118

12.0 MOORINGSTUDY........................................................................................................................119

12.1 General ....................................................................................................................................... 119

12.2 Mooring layout ........................................................................................................................... 119

12.3 Mooring dolphin position ............................................................................................................ 120

12.4 Horizontal Mooring angles .......................................................................................................... 121

12.5 Vertical Mooring angles ............................................................................................................... 122

12.6 Design Mooring Conditions ......................................................................................................... 124

12.7 Windage area .............................................................................................................................. 125

12.8 Mooring Analysis ......................................................................................................................... 125

12.9 Mooring Hook Capacity ............................................................................................................... 126

14.0 ENVIRONMENTALIMPACTMANAGEMENT.......................................................................129

14.1 Environmental Impact Assessment (EIA) ...................................................................................... 129

14.2 Impacts due to Operation of berth .............................................................................................. 129

14.3 Mitigation Measures ................................................................................................................... 130

14.3.1 Air Pollution ............................................................................................................................. 130

14.3.2 Noise ........................................................................................................................................ 130

14.3.3 Fire Fighting ............................................................................................................................. 131

14.3.4 Ship loading and Unloading ..................................................................................................... 131

15.0 IMPLEMENTATIONMETHODANDSCHEDULE.................................................................132



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15.1 Implementation Method ............................................................................................................. 132

15.2 Work elements and Scope ........................................................................................................... 133

15.3 Pre‐Construction Activities .......................................................................................................... 134

15.4 Contract Packages ....................................................................................................................... 134

15.5 Construction Method and Estimation of duration ........................................................................ 136

15.6 Contract Schedule ....................................................................................................................... 138

16.0 COSTESTIMATES........................................................................................................................139

16.1 Assumptions ............................................................................................................................... 139

16.2 Methodology .............................................................................................................................. 139

16.3 Cost Estimate Summary ............................................................................................................... 139

16.4 Conclusion .................................................................................................................................. 141

16.5 Contract Values ........................................................................................................................... 141 APPENDICESAPPENDIXA–BERTHLAYOUTDRAWINGSAPPENDIXB–COSTESTIMATE

APPENDIXC–CONSTRUCTIONSCHEDULE

APPENDIXD–GEOTECHNICALREPORTAPPENDIXE–BERTHINGENERGYCALCULATION

APPENDIXF–MOORINGANALYSIS



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1.0 INTRODUCTION

1.1 Mumbai harbour Area

The Mumbai port is natural harbour sheltered between Mumbai Island and main land. Within the

Mumbai harbour area, the ports handling liquid, solid and container cargo are located. The Mumbai

harbour houses the Mumbai Port Trust (MbPT) Jetties located in Jawahar Dweep (JD) Island, Pir Pau

Jetties and Jawaharlal Nehru Port Terminals on the east. The dock area located on the east coast of

Mumbai Island houses various Naval docks. The map of Mumbai harbour is shown in Figure 1.1

Figure 1.1 Mumbai harbour area



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1.2 Existing Marine Facilities at Jawahar Dweep

The crude traffic in Mumbai, the major seaport situated on India’s west coast is handled at Jawahar

Dweep (Island). There are four jetties for the purpose known as J1, J2, J3 and J4. The Fourth Oil

Berth i.e. J4 is located in offshore to Jawahar Deep (Island). The berth face of J4 is about 1.8 km

from the Island. Layout plan of Oil Terminals at Jawahar Dweep is shown in Figure 1.2.

Figure 1.2 Existing Berths at Jawahar Dweep



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1.3 Scope of this report

Fourth Oil Berth i.e. J4 was commissioned in the year 1984. This jetty was designed to cater to a

draft of 14.3 m capable of handling a maximum parcel of 95,000 MT of crude oil tanker. According

to MbPT, J4 would outline its useful life by 2014. Besides, MbPT has observed that berthing

structures and approach jetty of J4 have been badly damaged due to saline climate. Oil companies

insists that a facility to handle fully laden Suez Max tankers for crude import to be created. This will

achieve economy in freight charges. With expanding refining capacity of the different oil companies

the crude oil traffic is increasing. Therefore, the need to construct an additional jetty for handling

fully laden Suez Max tankers is being considered by MbPT.

MbPT engaged Department of Ocean Engineering, IIT Madras to carry out the tasks of preparation

of the said Detailed Project Report vide MbPT letter No CE.CF.481C/FBBI/2635 Dated 6 Dec 2014.

1.4 Terms of Reference

With this objective MbPT has initiated a study for preparation of Detailed Project Report (DPR) for

the construction of 5th Oil Berth at Jawahar Dweep. The TOR for the study is given below.

a) Revision of DPR (using DPR prepared by CES 2008 as a base document) incorporating the

following changes

Berth shall be designed for 150,000 DWT Tankers (Fully Laden Suezmax) and

250,000 DWT tankers (Lightly loaded VLCC’s) with maximum dredge depth of 14m

with a future dredging to 17m (with 3m tide).

Berth shall be designed to accommodate mirror berthing on opposite with optimized

layout using common facilities.

An additional option of constructing a Sixth berth (J6) parallel to JD5 instead of

Mirror Jetty.

Berth to be located south west of existing Berth 4 (J4) along the main channel

b) Study of Approach trestle and bund up to the JD land fall point and prepare / update the

layout to suit the interconnection to the existing J4, Pump house



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c) A study and feasibility of installing a subsea pipeline originating from Pir Pau to JD land fall

point and through the land and approach trestle to new J5 and linked to JD4 for discharging

crude oil.

d) A study on the use of J5 mirror jetty for the storage of imported crude oil using tanker

berthed at the jetty (mirror Jetty) and pumped through the new pipelines whenever Oil

industry requires to be pumped onshore.

e) Preliminary design and preparation of General arrangement drawings for

Single side berthing facility (J5a)

Mirror berthing facilities (J5b)

Additional jetty (J6) parallel to J5 instead of Mirror Jetty

Approach Trestle

Control tower buildings

Fire water pump house

f) The revised report shall cover the following aspects.

Addition of firefighting facility for J5a, J5b

g) Preparation of cost estimate for the proposed J5 berth considering the following options

Single side berthing

Mirror berthing as an option 1 and parallel jetty (J6) as Option 2

h) Cost estimate shall include the following items.

Marine Structures comprising berth, Port craft jetty, approach trestle and bund

Crude import, export and utility Pipelines from J5a and 5b to Landfall point

Marine gangway with telescopic ladder and crane

Fender, Quick Release Mooring Hooks and Bollards

Berthing Aid system and Navigational aids

Firefighting facilities

Mechanical, Electrical and Instrumentation facilities

New submarine/Onshore pipeline from J5 to Pir Pau

Dredging and reclamation

Cost estimate shall have three options as described in table 1.1.



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Table 1.1 Cost estimate options (A) Base Case (B) Mirror Jetty (C) Parallel Jetty

New Berth (J5a) Mirror Berth (J5b) Mirror Berth (J6)

Approach Trestle Connection Trestle Connection Trestle

Fire Fighting Facilities Fire Fighting Facilities for Mirror

berth

Fire Fighting Facilities for J6

Mechanical, Electrical and

Instrumentation Facilities





Dredging (Front) Dredging (Back) Dredging

Pipelines Additional Pipelines Additional Pipelines

Gangway Additional Gangway Additional Gangway

Mooring Hooks and Fenders Mooring Hooks and Fenders Mooring Hooks and Fenders

Berthing and Navigational Aid

system

Berthing Aid system Berthing Aid system

Connection to J4

Pump House extension

Port Craft Jetty

Control Building

Marine loading arm options for

flexibility in operation

(2 of 24" and 3 of 20" OR 2 of 20"

and 3 of 16" with separate controls

and power packs)

Additional manifold connecting the

J5 and mirror jetty

Additional manifold connecting the

J6 to J5

36” subsea pipeline

36” onshore pipeline

36” Trestle pipeline

Valves and fitting including

instrumentation for remote control

valves

Extension of Black Oil bunkering

line to Jetty 5a


line to Jetty 5b


line to Jetty 6

Bunkering Facilities Bunkering Facilities Bunkering Facilities

Land reclamation (24 Hectare)



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1.5 Data Provided by MbPT

The following Reports/Documents were provided by MbPT.

No Document No Document name

1

-

Detailed Project Report for construction of 5th Oil berth at Jawahar Dweep (Volume I of III) , June 2008 prepared by Consulting Engineering Services Private Limited, New Delhi.

2 -

Report of Sub-soil Investigation along with Bore log Data pertaining to Fourth Oil Berth in November 1973.

3 -

Marine Survey Chart of Shipping Channel in and around Oil Jetties at Jawahar Dweep

4 - Design Basis for J4 5 DRG.NO. JD 3926/1997 Layout of Jawahar Dweep 6 DRG.NO. OB

1706/1982 Construction of 4th Berth General Layout, Elevation and Sections

8 DRG.NO. FOB 1706/1982

Construction of 4th Berth Approach Jetty – Details of Piles in Zone I (Bent 1 to 61)

9 Tender No. CME.09/2005

Supply and delivery of three nos. floating type pneumatic rubber fenders each of size 3.3 m diameter and 10.6m length at the port of Mumbai, India

10 Marine Survey and Research Cell, MbPT

Jawahar Dweep – JD No. 4, Soundings taken on 03/04/2013

Central Water and Power Research Station

11 Technical Report No. 4030

Field investigations and mathematical model studies for siltation in Mumbai Harbour



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2.0 EXISTING FACILITIES AT JAWAHAR DWEEP

2.1 Marine Oil Terminal (MOT) berths at Jawahar Dweep

The berths J1, J2 and J3 are situated at the eastern side of the Jawahar Dweep Island and fourth oil

berth (J4) is located offshore about 1.8 km away from south east shoreline of the island. Berthing

line of the J4 is at the edge of shipping channel to Jawaharlal Nehru Port and is oriented SW-NE.

The distance from the main shipping channel from open sea is approximately 26 Km. There are two

locations for anchoring oil tankers at the downstream of J4. The capacities of J1, J2, J3, & J4 for

handling tankers are given in Table 2.1.

Table 2.1 Tanker Handling Capacity of J1, J2, J3 and J4

Jetty Design Draft

(m) Displacement Tonnage (T)

Length (m) Year of Re-

commissioning

J1 11.58 70,000 226 2004

J2 10.97 48,000 183 2004

J3 11.58 70,000 226 2003

J4 14.30 1,25,000 300 1987

It is to be noted that the berths J1, J2 and J3 are revamped during the year 2003-2004 and breasting

and mooring dolphins remain the old caisson type. During revamping, only unloading platform,

mechanical, electrical and firefighting facilities has been changed.

2.2 Details of Existing Berth J4

The fourth oil berth (J4) consists of two berthing dolphins and six mooring dolphins, service

platform and the approach trestle to Jawahar Dweep. The service platform is 46 m x 23 m. The

berthing dolphins are spaced at 90 m between their centre lines. Three mooring dolphins are located

on either side of the service platform. Overall length of the berth J4 between the extreme mooring

dolphins set back 54 m shoreward from berthing line.



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The Berthing & Mooring Dolphins and Service Platform are founded on RCC circular caisson type

gravity structures. The diameter, foundation level of the caisson and corresponding deck levels are

given in Table 2.1. The layout of berth J4 is shown in Figure 2.1.

Figure 2.1 Layout of berth J4

The Deck level of Approach Trestle is +7.27 m CD. All levels are reduced to chart datum of MbPT.

One Pneumatic fender is fitted to each berthing dolphin to absorb berthing impact from vessels. All

the dolphins are fitted with Cast Iron bollards with capstan as summarised in Table 2.2.

Table 2.1 Details of caissons at J4

Dolphins Foundation level

(m) Deck Level

(m) Diameter

(m) Nos

Mooring Caisson (-) 15.0 m +7.0 13.75 6

Berthing Caisson (-) 17.0 +8.0 17.60 2

Pier Head Caisson (-) 17.30 +8.0 17.60 2

Table 2.2 Bollard Capacities at J4

Dolphins Bollard Capacity

Mooring Caisson 2x250 Tonnes

Berthing Caisson 1x150 Tonnes

Pier Head Caisson 4x10 Tonnes



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2.3 Approach Trestle to Jawahar Dweep

A 1.8 km long trestle connects the service platform to Jawahar Dweep. The trestle is a RCC framed

structure supported on a pair of RCC bored piles spaced 5.1 m centre to centre in transverse

direction. Depending on the sea bed level and the rock contour the piles are clubbed into 2 zones. All

the piles are 950 mm dia. and installed at 12 m centre to centre longitudinally. The zone II is divided

into nine groups of varying length. A strong point is constructed at the centre of each group

consisting of four piles of 1400 mm dia. The oil and utility pipe lines are laid on the cantilever arm

of the cross beam. Overall width of approach trestle is 11.30 m. A 3.5 m wide carriage way with

0.750 m wide cable tray exists at the centre of the trestle.

2.4 Approach Channel

The Approach channel from the open sea is dredged to a depth of -11mCD for a distance of 26 Km

and the turning circle is located north-east of the J4 berth. The radius of turning circle is 600m. Sea

bed level in front of the jetty is dredged to facilitate berthing of tankers of laden draught up to 14.3 m

at all tides. The sea bed levels of this dredge cut vary from -15.0 m CD to -18.0 m CD as per latest

bathymetric chart.

2.5 Cargo Handling Equipment

At present both import and export crude is handled at J4. Five 300 mm dia Marine Loading Arm

(MLA) are installed at the service platform of J4. The rated capacity of discharge of each MLA is

1700 MT/hr. All the MLAs are hooked up with the main header pipe line for crude. Three MLAs are

used at a time for loading and unloading of crude. Second and fourth MLAs are connected to the

main header line for the Dirty Ballast and first, third and fifth MLAs are connected to header from

light Diesel Oil (LDO)/Furnace Oil (FO) bunker line.

Both import and export crude pipe lines are connected to a common header of 910mm dia which is

laid on the Service Platform. The export line is for ONGC and the import line is common for

Hindustan Petroleum (HP) and Bharat Petroleum (BP). The main header is in turn connected to all

the MLAs with necessary accessories. The common header for Furnace Oil (FO) and light Diesel Oil



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(LDO) bunker line is connected to 1st, 3rd and 5th MLA and Dirty Ballast line is connected to 2nd

and 4th MLA. The Fire Fighting Line is connected to Fire Monitors at either side of Service Platform

and to Jumbo Curtain nozzles at the front of Service Platform. Three Slop Oil tanks of total 15 kl

capacity are provided at the lower deck of Service Platform. The slop oil from MLAs and main

headers of crude and bunker along with spillages on the jetty are collected in the slop tanks and later

on pumped into the crude pipeline designated for HP and BP. A single line diagram showing piping

arrangement with MLAs on Service Platform is shown in Figure 2.2.

Figure 2.2 Facilities at J4

Crude and service pipelines laid on J4 Approach trestle is summarised in Table 2.1.



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Table 2.1 Summary of Pipelines on J4 Approach Trestle

Product Pipeline

Crude Import for HP & BP 910 mm dia (36”)

Crude Export for (C) ONGC 910 mm dia (36”)

FO Bunker 300 mm dia (12”)

LDO Bunker 200 mm dia (8”)

Dirty Ballast 350 mm dia (14”)

Fire Water 350 mm dia (14”)

Fresh Water (FW) 200 mm dia (8”) F.O: Furnace Oil LDO: Light Diesel Oil H.P: Hindustan Petroleum BP : Bharat Petroleum ONGC: Oil & Natural Gas Corporation

2.6 Transfer of Crude Oil/Products from Jawahar Dweep

The Crude Oil and POL products are transferred between Jawahar Dweep and Pir Pau through

submarine pipelines. The submarines pipelines were replaced in the year 2000. The existing

pipelines between Jawahar Dweep Marine Oil Terminal to Pir Pau are summarised in Table 2.2.

Table 2.2 Summary of Submarine Pipelines from Jawahar Dweep

Service Nomenclature Diameter (mm)

(nominal bore)

Wall Thickness

(mm)

Crude Oil C 1067(42”) 14.3

Black Oil B1 910 (36”) 12.7

White Oil W1 762 (30”) 12.7

White Oil W2 762 (30”) 12.7

White Oil W3 762 (30”) 12.7

Fresh Water FW 200 (8”) 6.4



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Crude oil for HPCL and BPCL are pumped into the common pipe line laid on J4. This crude line is

connected to pipe ‘C’ at the Jawahar Dweep Crude Manifold. F.O. pipe lines at J4 are connected to

B1. These lines are having branches to J1, J2 & J3. A provision of interchanging facility between ‘C’

and B1 pipe line is kept to meet the emergency need; besides, there are two 910 mm dia submarine

pipelines (one old and one new) laid by Oil and Natural Gas Corporation (ONGC) for transferring

Bombay High Crude from their manifold at Pir Pau to Marine Oil Terminal (MOT) Jawahar Dweep.

ONGC has commissioned a new crude export pipeline and discarded the old pipeline. MbPT is

planning to use the old crude pipeline of ONGC to use for crude import for HP and BP.

2.7 Utility Services

MbPT is having a piping network with pumping arrangement connected to various storage tanks.

Fresh water, LDO/FO is transferred from manifold to Jawahar Dweep using respective submarine

pipe lines and stored in separate reservoir/storage tanks. Fresh water for supply to vessels and for use

of Jawahar Dweep is pumped into a tank installed at a higher altitude to enable further distribution

by gravity flow. Part of the fresh water is used for cargo line flushing as and when required. LDO/FO

is used for bunkering. The system was installed in 1955 at the time of construction of J1, J2 and J3.

This is a very old one and at present pumps for bunkering LDO and transferring Dirty ballast to the

oil refineries are only functional. Bunkering of FO to the vessel is being done by the respective oil

refineries.

2.8 Dirty Ballast

Dirty Ballast is pumped into Dirty Ballast Storage tank of MbPT using ships’ pumps. Originally an

underground open tank with Oil Water Separator System was installed. The system was out of order

for a long time. Later on Thermax Oil water Separator System was installed which also failed to

perform effectively. The detailed drawings, design basis and operation manual of the above systems

are not available with MbPT. At present the Dirty Ballast is received in the storage tank and

thereafter pumped into the crude line to both the refineries on equal sharing basis.



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2.9 Fire Fighting Facilities

A comprehensive firefighting facility exists at Marine Oil Terminal, Jawahar Dweep to cater to four

oil jetties, tank farms & manifold and other installations with island. The pumps with prime movers

are housed in a pump house located at a safe distance from potential fire hazard area. Entire demand

of fire water is drawn from sea.

Total eleven vertical turbine fire pumps have been installed inside the Pump House constructed

offshore alongside Approach Trestle. Out of 11 pumps 5 are diesel driven main pumps, 3 are electric

driven standby pumps and remaining 3 are electric driven jockey pumps. The details of pumps are

indicated in schematic layout of Pump House in Figure 2.5.

The firefighting facilities at J4 consist of

i) Hydrants are located at approach trestle at about 45 m intervals for protection of fire in

trestle.

ii) Two monitors each is mounted on RCC towers installed at berthing dolphins for protection of

marine arms & first aid to tankers. At present foam is not inducted through monitors.

iii) Two ground monitors with the provision of manual foam induction are installed at service

platform to take care of jetty manifold.

iv) Three of jumbo curtains with deflector type nozzles at the front side of service platform have

been provided for segregation of arms/ piping/ manifold and ship tanker in the event of fire

on either on these facilities.

v) Fire alarms with addressable type communication system for detection of fire at an early

stage have been provided at service.

vi) One overhead foam tank has been installed at service platform but, in line foam induction

system is not in used at J-4

All the Diesel Engine (DE) main pumps are in auto starting mode and put in operation one after

another depending on need of fire water at jetties, tank farm & manifold. Pressure indicator &

switches have been provided in strategic locations of sea water pipe lines in order to start DE pumps

automatically. In case the line pressure is dropped below 7 bar DE pumps will automatically start to

cater the demand of pressurised water to tackle fire in jetty areas.



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Figure 2.3 Electric Motor Driven Pump (Existing)

Figure 2.4 Diesel Engine Driven Pump (Existing)



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The diesel engine pumps are provided with pneumatic starting arrangement with a standby battery

starting facility. Jockey pumps are electrically operated auto start up type to make up the loss of

pressure in the network and maintain minimum line pressure of 7 bar. The standby electrically driven

main pumps are operated manually. None of the pumps are dedicated for any particular Jetties/Tank

farm/ Manifold.

Figure 2.5 Schematic of existing fire water network at J4

At J4 fire water is supplied through 450 mm diameter main at 15 Kg/cm2 pressure for the aforesaid

systems from a common sea water pump house. The fire water system with minimum pressure of 7.0

bar is available at the furthest point of application. The network is laid in closed loops with isolation

valves provided at strategic locations.



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Summary of fire water pumps (both diesel driven and electric motor driven) are summarised Table

2.3 together with their capacity and head.

Table 2.3 Details of fire water pumps

Tag no Nature of drive Operation Nominal flow

(m3/hr) Head (kg/cm2)

P1 Electric motor Stand by 545 15.0



P4 Diesel engine Main 626 15.0




P8 Electric motor Jockey #1 180 8.8




Layout of pump house with existing pumps and fire water header is shown in figure 2.6. The outside

elevation of the pump house is shown in figure 2.7.

Pump house has been equipped with 7.5 tones capacity E.O.T. crane for handling of pumping

machineries. The photograph of the existing pump house is shown in figure 2.8.

Transformers of 1000 KVA & 500 KVA are installed inside the pump house from where power

supply is made to electric driven pumps, compressors and cranes etc. All the pumps and other

equipment are operated from local control panels which are installed in the pump house.



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Figure 2.6 Plan of Existing pump house

Figure 2.7 Elevation of existing pump house



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Figure 2.8 Existing pump house near J4 Approach Trestle

Figure 2.9 Existing J4 Approach Trestle



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3.0 SITE ENVIRONMENTAL DATA

3.1 Rainfall The climate of the region is influenced by two annual monsoon seasons : south–west monsoon (June

to September) and north–east monsoon (November to March). The fair weather period is from

October to May. Most of the rainfall in the region occurs during south west monsoon, the average

monthly rainfall being 450 mm. The average annual rainfall over the past 20 years is about 2000

mm. The rainfall during November to March is minimal.

3.2 Relative Humidity

Relative humidity is moderate to high all around the year, 60 to 90% during summer months and

reducing to 60 to 70% during November to February.

3.3 Temperature

Mean daily temperature is 25 to 33°C which falls in winter to 20 to 25°C. The hotter months are

March to June.

3.4 Wind

The Seasonal variations of wind direction and speed within Mumbai harbour area are as given in

Table 3.1

Table 3.1 Wind speed and direction

Month Predominant direction Wind Speed

(Beaufort Scale)

March to May From NW to N 4 to 6 (Max.10)

June to September From SW to NW 6 to 8 (Max.10)

October to November From NW to NE 2 to 6 (Max.8)

December to February From ENW to NW 2 to 6 (Max.8)



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During day there are short periods when the wind speed exceeds the prevailing wind speed by a

substantial amount resulting in gusts of wind from directions different from that of the prevailing

wind. The maximum wind occurs from the NW during the month of September and has a speed of

54 km/hr.

The yearly wind rose diagrams for the offshore wind are shown in Fig. 3.1 showing the cumulative

percentage of occurrence of various wind speeds. It is seen that in this region the wind blows from

the sector SW to North for 92% the time. Also, the wind speed is less than 20m/second (72km/hr.)

for 95% of the time.

Figure 3.1 Wind rose diagram



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3.5 Cyclones

The west – coast of India is subjected to occasional severe cyclonic storms. The region experiences a

very strong winds and heavy wide spread rain in May/June or in the post-monsoon months of

October and November. The storms are mostly confined to the months of June and September.

During strong winds, the swell can have significant effect but due to channel bathymetry the wave

heights are considerably reduced. The last severe cyclonic storm having wind speed of above 48

knots was experienced in 1982. 3.6 Special Weather Phenomena

The thunder storms occur mainly in May and June and the later September to the middle of

November. The squalls occur mainly in the monsoon months from June to September. During these

squalls wind force goes up to 6 on Beaufort scale. On an average the squalls may occur for about 15

days in a year. The occurrences of dust storm and fog are very rare.

3.7 Tides The tidal levels are listed in Table 3.2. The water level at the Jawahar Dweep varies between MLWS

and MHWS for most period of time in a year with a range of variation of 3.66m.

Table 3.2 Tidal levels

Tide Tide Level (in metres)

High-High Water Level HHW +5.38

Mean High Water Spring MHWS +4.42

Mean High Water Neap MHWN +3.30

Mean Sea Level MSL +2.50

Mean Low Water Neap MLWN +1.85

Mean Low Water Spring MLWS +0.76

Low-Low Water Level LLW -0.44

The above tide levels refer to Chart datum which is taken as 0.0.



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In many studies related to Mumbai Harbour reveal:

i) All high tides exceed + 2.7m

ii) About 95% of all higher high tides exceed + 3.2 m.

iii) About 95% of all lower high tides would be greater than + 2.85 m. 3.8 Currents

The currents in the harbour waters are essentially caused by the tides. In Mumbai harbour area

during ebb and flood flows normally the currents are in the range of 2 to 3 knots, through a

maximum of 4 knots could be expected in the ebb during monsoon spring tide. The currents

generally flow parallel to the navigational channel as shown in figure 3.2 and 3.3 for flood and ebb

tide respectively.

Figure 3.2 Flood Tidal current flow



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Figure 3.3 Ebb Tidal current flow

3.9 Waves

As the Mumbai harbour is sheltered, no significant wave climate exists within the harbour area. The

wave height reaches a maximum of 1.5 m under normal conditions with wave period ranging from 6

to 10 seconds. The National Institute of Oceanography (NIO), Goa, have complied and published

wave data for the entire coastline of India in the form of a “wave atlas”.

The monthly wave rose diagrams published in the “wave atlas” for the area from latitude 15°C to

25°C and Longitude 70°N to 75°E show that during monsoon period the predominant wave

directions are from Southwest to west. During this period, wave of 4-5 m height normally occur;

however, waves up to 8.0 m in height and period of 14 seconds have also been reported. October and



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November are the transition months during which the predominant wave direction changes to North

– Northeast.

During December and January the waves mainly occur from North to Northeast and from February

to May waves predominantly come from the Northwest quadrant.

The yearly wave rose diagrams for the inshore and offshore waves are enclosed as Fig.3.4 and 3.5

respectively.

Figure 3.4 Wave rose diagram for inshore area



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Figure 3.5 Wave rose diagram in offshore area

3.10 Visibility

The visibility in the Butcher Island area is generally good throughout the year, except for a few days

during winter season and during periods of heavy rain. On an average, the visibility is less than 4

kms for about 18 days in a year. Most often in the months of November to march, shortly after

sunrise and occasionally in the evenings, smog may hang over the land obscuring the view for short

period.



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4.0 OPERATIONAL CONSIDERATIONS

4.1 Use of existing J4

As the existing J4 has completed its design life and due for repair and restoration due to structural

defects due to aging, it is apparent that a new jetty replacing J4 is imminent. However, MbPT felt

that the J4 could be operated until another 10 years and hence shall be retained for the time being.

However, due to leakage of oil pipelines in the recent times, the replacement of existing approach

trestle is essential.

4.2 Replacement for J4 Approach Trestle and pipelines

Due to recent leakage of crude oil pipelines and deteriorated approach trestle structure from JD to J4,

it is felt that it could not be repaired for further use. Hence the new approach trestle built for J5 can

be used in conjunction with J4 by adding an interconnection between J4 service platform and the

approach trestle with pipelines. This arrangement can be used for next 10 years to operate the

existing J4 berth for import and export of crude and products.

4.3 Interaction with Oil Industries

The crude traffic through MbPT is solely to cater the requirement of HPCL, BPCL and ONGC.

MbPT had convened a meeting with Hindustan Petroleum, Bharat Petroleum on 12/12/2014. The

objective of this meeting was to formulate realistic crude traffic forecast based on refinery expansion

programme and Bombay High Crude export and also to obtain vessel/parcel sizes proposed to be

deployed by Oil companies.

The jetty should be designed to handle fully laden Suez Max Tanker. MbPT mentioned that they

would like the design the jetty for handling VLCC tankers dead freighted to permissible draft of fully

laden Suez Max Tanker.

The requirement of additional crude oil pipeline from JD to Pir Pau was also discussed and finally

the existing crude pipeline abandoned by ONGC will be used for this prupose.



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4.4 Design Ship Size The oil companies using the oil jetties at Jawahar Dweep, Mumbai insist that a facility to handle

fully laden Suez Max tankers for crude import to be created. This will achieve economy in freight

charges. MbPT suggested the new facility shall be designed for handling VLCC tankers partially

loaded corresponding to this available draft and also smaller size product tankers.

Considering the available ship sizes on the world fleet of Crude & POL cargo and also taking into

the consideration of the requirement of the users of the port and suggestion of MbPT, the vessel sizes

considered for the purpose of layout planning and structural design of the proposed jetty J5 is

summarised in Table 4.1.

Table 4.1 Design Vessel sizes

Commodity DWT LOA (m) BEAM (m) DRAUGHT (m)

Crude VLCC 2,50,000 349 56.1 17.6*

Suez Max 1,50,000 298 48.1 17.4

*Dead Freighted

The J4 & J5 will mainly handle crude traffic. The product traffic which is being transported in

smaller size tankers will continue to be handling at J1, J2 & J3 as at present. Only large size product

tankers having adequate LOA, compatible with the layout of J5 is proposed to be handled at J5.

4.5 Use of 36” ONGC Submarine pipeline

The existing 42” crude submarine pipeline is used by BPCL/HPCL for transfer to crude oil to Pir

Pau. However, Oil companies required a separate submarine pipeline from JD to Pir Pau for each

company. MbPT is proposing to use the existing 36” ONGC pipeline abandoned in 2010. Hence the

pipeline shall be tested and upgraded during the construction of J5. The upgradation includes the

following.

Inspection of submarine portion for exposure and burial depth

Pressure testing and connecting to JD manifold and Pir Pau Manifold.



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Internal lining to protect the pipeline against corrosion

Provision of new cathodic protection

Coastal area protection

4.6 Additional berthing Facilities

Oil companies also felt that the construction of new berth J5 and associated approach trestle facilities

will cost considerable time and cost. Hence an additional berthing facility at a marginal cost increase

could be provided and this will increase their operational efficiency in terms of waiting time of the

tankers in the anchorages. Two suggestions were made.

a) Mirror berthing facility at J5

b) Parallel jetty by extending the new approach trestle along the south west direction

Both options were reviewed and incorporated in the present report.



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5.0 MASTER PLAN

5.1 Approach Channel

The ship anchorage of Mumbai Port Trust is located at about 26km from Fourth Oil Berth (J4). The

alignment of shipping channel from anchorage to J4 has two major bends. From the second bend the

straight length to J4 is approximately 2.5 km.

Figure 5.1 Approach Channel to J5



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The approach channel to Jawahar Dweep and J5 is shown in figure 5.1. The seabed level of the

shipping channel for approaching J4 is maintained at -13.9 m CD. The width of the approach channel

is 390m. MbPT has informed that JNPT requires the approach channel to be dredged to -16.1m CD

in the next phase of dredging which is expected to be implemented in the year 2015-16.

5.2 Location of Fifth Oil Jetty (J5) The proposed location of J5 is down stream of existing J4 berth at a distance of approximately 600m

south west. The berthing face of J4 is on the edge of shipping channel. The alignment of berthing

face is parallel to shipping channel and is oriented to NE-SW direction. The existing turning circle of

J4 merges with the proposed layout and the turning circle for J5 is located just south of the proposed

location.

The location of J5 in relation to J4 is shown in figure 5.2. The distance of 300m is maintained

between the berthed vessels of J4 and J5 to maintain the safety standards during simultaneous crude

transfer in both berths. The J5 berth is connected to the JD by approach trestle and is planned in such

a way that the approach trestle runs parallel to the existing approach trestle for J4. This facilitates the

connection between new approach trestle and J4 platform and also the existing pump house along the

existing approach trestle as shown in figure 5.3.

Figure 5.2 Location of J5



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Figure 5.3 Overall layout of J5 and approach trestle



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5.3 Channel Width The minimum width of a straight channel depends on the size and manoeuvrability of vessel

navigating the channel, the type of sea bed and channel banks, the approach velocity of tankers,

effects of wind, waves & currents, cargo hazard level and navigational aids available in the channel.

The basic parameters considered for working out the minimum width requirement (one way traffic)

are given below:

Vessel Speed : >8 – 12 knot

Prevailing Cross Wind : >15 – 33 knots

Prevailing Cross Current : >0.2 – 0.5 knots

Prevailing Longitudinal Current : >3 knots

Significant Wave Height : 3 > Hs > 1 m

Aids to Navigation : good

Bottom Surface : Smooth or sloping and hard

Depth of Water way : 1.05 – 1.15 times draft

Cargo Hazard Level : High

The width requirement of the channel (one way) is worked out as follows:

Basic Manoeuvring Lane : 2.5 B (ref. Table 5.1 of PIANC)

(Ship manoeuvrability moderate)

Additional Widths

a) Vessel Speed : 0.0

b) Prevailing Cross Wind : 0.4 B

c) Prevailing Cross Current : 0.2 B

d) Prevailing Longitudinal Current : 0.2 B

e) Significant Wave Height : 1.0 B

f) Aids to Navigation : 0.1 B

g) Bottom Surface : 0.1 B

h) Depth of Water way : 0.1 B

i) Cargo Hazard Level (high) : 1.0 B



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Additional Width bank Clearance

A. Sloping Channel edges and shoals : 2 x 0.5 B = 1.0 B

(Two sides)

Total : 6.6 B

B. Beam of largest design vessel : 59m

The beam 250,000 DWT tanker is 59 m. Accordingly 390 m wide channel is required for one way

traffic.

The width of the existing approach channel is 370 m, therefore the channel in this area need to be

widened suitably. However the width of existing approach channel near J4 is 450m and diameter of

turning circle for J4 is 600 m. Hence dredging for an average width of about 150 m of approach

channel and turning circle will be required for a length of about 2000 m westward from the centre

line of proposed J5 for safe manoeuvring as shown in figure 5.4.

5.4 Turning Circle

Turning Circle for J5 is proposed in front of the berth. The distance on the straight path from the last

bend is about 2300 m which is more than 5 times LOA (330m) of largest size design vessel. Hence

sufficient distance is available for stopping distance to the turning circle. The diameter of the turning

circle is proposed to be 2 times the maximum LOA (330 m) of design vessel which is 660m. The

turning circle is having sufficient distance from the existing berth J4.

5.5 Channel Depth As the depth dredge depth of existing channel is only -13.9m CD, it is important to evaluate the

minimum required channel depth during navigation and berthing. It is assumed that the approach of

the tankers and berthing will be carried out during high tide thus using the additional water depth

available during the period. An average tide elevation of 3m will be available during high tide. Two

cases are considered for the J5 berth. (a) Fully loaded 150,000 DWT Tankers (b) Lightly loaded

250,000 DWT Tankers. The dredge depth requirement for the cases is summarised in Table 5.1 and

5.2 for 150,000 DWT and 250,000 DWT tankers respectively.



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Figure 5.4 Berthing of Tankers at J5a and J5b



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Table 5.1 Dredging Requirement for Berthing 150,000 DWT Tankers (Fully Loaded)

Parcel Size (DWT) 150,000 T

Displacement (MD) 190,000 T

Lightship weight (LWT) 40,000 T

Length Overall (LOA) 298m

Moulded Width (B) 48.1m

Moulded Depth (D) 25.9m

Fully loaded Draft (DL) 17.4

Under keel clearance (KL) 1.74m

Allowance for vessel

movement

0.5m

Total Water depth required 19.64m

Dredge Depth 14m

Tide Available 3m

Water depth available 16.64m

Result Water depth not adequate and dredging needs to be

increased to16.64m.

Limitation Tankers can arrive in to the channel only during high

tide.

Note :

a) The tanker sizes and related information has been taken from PIANC Guidelines with 75% confidence limit.

b) Berthing of 250,000 DWT Tankers (Partly Loaded) – Data based on averaging 200k and 300 k Tankers as PIANC

does not have specific information for 250,000 tankers.



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Table 5.2 Dredging Requirement for Berthing 150,000 DWT Tankers (Fully Loaded)

Parcel Size (DWT) 250,000 T

Displacement (MD) – Fully Loaded 309,000 T

Displacement (MD) – Partly Loaded 150,000 + 59,000 = 309,000 T

Lightship weight (LWT) 59,000 T

Length Overall (LOA) 349m

Moulded Width (B) 56.15m

Moulded Depth (D) 30.9m

Fully loaded Draft (DL) 26.0m

Partly Loaded Draft (DP) 26*(309,000-100000)/100000=17.6m

Under Keel Clearance (UKC) 1.76m

Allowance for vessel movement 0.5m

Total Water depth required 19.86m

Dredge Depth 14m

Tide Available 3m

Water depth available 16.86m

Result Water depth not adequate and dredging needs

to be increased to16.86m.

Limitation Tankers can arrive in to the channel only

during high tide.

Note :

c) The tanker sizes and related information has been taken from PIANC Guidelines with 75% confidence limit.

d) Berthing of 250,000 DWT Tankers (Partly Loaded) – Data based on averaging 200k and 300 k Tankers as PIANC

does not have specific information for 250,000 tankers.

It will be seen from the Table 5.2 that tankers having a draft of 17.6 m can navigate the channel

during high spring tides only. The proposed second phase dredging planned for JNPT to -16.3m will

be sufficient to cater for the required dredge depth to operate 250,000 DWT vessels at J5.



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6.0 PROPOSED PRELIMINARY DESIGN

6.1 Layout of J5 The proposed fifth oil jetty consists of a central service platform with berthing dolphins and mooring

dolphins provided symmetrically on either side and interconnecting walkways. The service platform

is connected to shore by an approach trestle of adequate width to accommodate pipelines and a 4.3 m

wide service roadway. The berthing face of the J5 is recommended along the same alignment of J4.

The coordinates of centre of berthing face of J5 is 21945N and 22961E. The centre line distance

between J4 & J5 is kept 600 m from safety consideration based on preliminary risk analysis keeping

in view of simultaneous handling of huge volume of crude (i.e. class A Cargo) with large tankers at

J4 & J5. This will provide a clear gap of 300 m between Suez Max and VLCC tankers berthed

simultaneously at J4 & J5. Layout of J5 with vessel mooring arrangement is shown in Figure 6.1.

Figure 6.1 Layout Berth J5

The service platform will have sufficient space to accommodate three present marine loading arms

and two future marine loading arms, manifold for crude oil transfer, space for slop tanks, fire

fighting facilities etc. A turning space for vehicular movement shall also be provided at the service

platform. The service platform is provided with marine gangway and fire monitor tower.



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6.2 Layout for Optional configurations 6.2.1 Mirror Berthing

Oil companies have requested MbPT to consider additional berthing facility during the development

of new berth J5. This is to increase the redundancy and efficiency of their marine operations at an

incremental cost as most of the facilities will be common such as approach trestle, pipelines, fir

fighting and other utilities. Oil companies requested for the following configurations to be

investigated.

a) Mirror berthing of tankers

b) Parallel berthing of tankers

6.2.2 Mirror Berthing

Typical mirror facility of the berth with additional service platform, breasting and mooring dolphins

is shown in figure 6.2 with a common approach trestle.

Figure 6.2 Mirror berthing option



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The transverse distance between the berths J5a and J5b is around 150m which is greater than 100m

hence it is acceptable for crude tankers. This option will require a large area of dredging for turning

circle and approach of the vessels behind the approach channel as shown in figure 6.3.

Figure 6.3 Approach for Mirror berthing

6.2.3 Parallel Berthing

This option is introduction of additional berth J6 along the J5 berthing line as shown in Figure 6.4.

This option does not require additional dredging as it is located along the approach channel and will

be considered to be best. However, additional 700m of approach trestle needs to be constructed

together with the J6 berth.



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Figure 6.4 Parellel berthing option

6.3 Approach trestle This approach trestle is common for J5 south face & also to take care of north face in future. It is

designed to accommodate crude pipelines for the proposed fifth oil jetty with a service road of 4.3 m

wide. The length of the trestle is approximately 2.0 km and overall width is 14.9 m. The substructure

consists of three 1200 mm dia vertical bored cast-in-situ piles at each pile bent spaced longitudinally

at 12 m centre to centre. Keeping in view of safe construction of piles with jack up barges the clear

gap between the edges of existing and new pipeline trestle is kept 25m.

Figure 6.5 Section of Approach Trestle



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Figure 6.6 Approach Trestle



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To facilitate the interchangeability of pipe network (crude & product) system, potable water, Fire

Fighting & Other utility Pipe Lines, between J-4 & J-5, two Junctions (JN-03 & JN-02) are provided

at required locations.

This link is provided to connect J5 approach trestle to Existing Pump House for laying firefighting

pipe lines. This link is provided to connect J5 approach trestle to existing Service Platform of J4 to

facilitate interconnectivity of all pipe lines including Crude & Product. This will enable

decommissioning of J4 approach trestle while J4 can still be operated.

6.4 Service Platform

The service platform consists of RCC deck with precast / cast-in-situ beams supported on 32 vertical

RCC bored piles of 1400 mm diameter. Over all dimension of service platform is 42 m x 23 m. The

deck level is kept at +8.5 in CD. This deck can accommodate 5 Marine Loading Arms and also one

Telescopic Gangway. A slop oil tank of 10 KL capacity is provided at Service Platform.

Figure 6.7 Layout of Service platform



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Figure 6.8 Sectional view of Service platform

6.5 Berthing Dolphins

Two berthing dolphins are proposed with one each on either side of service platform. The center line

distance between these dolphins is kept at 100 m. which can accommodate vessels of LOA between

330 m & 250 m. The layout of the piles has been finalized after optimizing the loads on the piles.

Each berthing dolphin is supported on 20 Nos. 1400 mm diameter vertical piles. These piles are

founded suitably below in hard stratum. The deck consists of 20 m x 16 m x 2 m deep R.C flat slab.

Each dolphin is fitted with one double hook remote controlled Quick Release Mooring Hooks



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(QRMH) of 200 Tonne capacity mounted with 2 Tonne electrically operated capstan. The berthing

dolphins are designed to withstand reaction force of 330 t for absorbing energy due to berthing of

design maximum ship size. Based on the performance characteristics of different fenders as per the

data sheet of fender manufacturers, it is proposed to provide cell fenders of 3000 H, for each dolphin

with adequate size frontal frame and pad commensurate with permissible hull pressure of the tanker.

Installation of 20m high fire monitor tower is proposed at the berthing dolphins to provide fire

coverage for the design maximum size tanker. A laser docking system displaying approach velocity

of tanker will be provided al two berthing dolphins to facilitate effective and efficient berthing of

tankers. Plan view of the breasting dolphin and sectional elevation is shown in figure 6.9 and 6.10

respectively.

Figure 6.9 Plan view of breasting dolphin



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Figure 6.10 Sectional view of breasting dolphin

6.6 Mooring Dolphins Six mooring dolphins are proposed with 3 on either side of Service Platform. Each mooring dolphin

is designed for a mooring pull of 300 Tonnes in addition to dead load and live load. Each mooring

dolphin consists of 15.6 m x 15.6 m x 2 m deep RC flat slabs supported on 12 x 1400 mm dia piles

and 4 Nos of 1500 Dia piles. The deck level is kept at +8.0 m CD. One triple hook remote controlled

QRMH of 300 Tonne capacity mounted with 2 Tonne electrically operated capstan is proposed at

each mooring dolphin. The pile layout and the sectional view of the mooring dolphin is shown figure

6.11 and 6.12 respectively.



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Figure 6.11 Plan view of breasting dolphin

Figure 6.12 Sectional view of breasting dolphin



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6.7 Boat Landing Jetty & Control Tower building 6.7.1 Boat Landing Jetty The salient features of Boat Landing Jetty are as under Landing Jetty including area for Control Tower — 54.5 m x 17.00m

Supported on 1000 diameter Cast-In-Situ RCC Piles

Grid Pattern for Piles 7500 C/C both ways

Area earmarked for Control Tower — 23.00 m x 12.00 m

500 mm thick deck slab supported on Main Beams & Secondary Beams

Facia Beam for berthing of Vessels

Tie Beam at intermediate level

Landing Steps supported on separate pile foundation — for all tide landing

The deck area will have revolving type lifting hook of 5 T Capacity. Illumination on Jetty area

shall be sufficient for use of facility in night.

6.7.2 Control Tower building The salient features of Control Tower (CT) are as under Over all area allocated for control tower is 23.00 m x 12.00 m

Off this the covered area (constructed area) at jetty level (Ground Floor for CT) is

18.00 m x 12.00 m and an Open space of 5.00 m x 12.00 m for multipurpose use like

Foam Tank, and Pumps, Transformer etc.

The area proposed for various floors of control tower is as under

The Ground, First and Second Floor will have adequate doors & windows & ventilation.

Electrification & Part Air Conditioning is proposed for the all the floors. The Third Floor (Top

Floor) will have two doors & fully glassed windows all around so as to

get Bird’s View from this floor. This floor is proposed to be fully air-conditioned. Plan view,

sectional elevation, connection between approach trestle and sectional elevation is shown in figures

6.13 to 6.16.



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Figure 6.13 Plan view of boat landing platform

Figure 6.14 Sectional view of boat landing jetty



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Figure 6.15 Plan view of connection between approach trestle and boat landing platform

Figure 6.16 Sectional view of boat landing jetty connection



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6.8 Link Bridge to existing J4 Unloading Platform The existing approach trestle will be decommissioned once the approach trestle to J5 is ready and

hence the operation of J4 shall be through the new approach trestle. Hence a connecting bridge

between the existing unloading platform of J4 and new approach trestle is planned. The intersection

shall allow the new pipelines from JD manifold connecting the J5 berth shall also be routed to J4.

The arrangement for interconnection is shown in figure 6.17.

Figure 6.17 Plan view of J4 Link Bridge



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6.9 Link Bridge to Existing Pump house The existing pump house will supply fire water requirement to the new berth J5 and the existing

approach trestle will be decommissioned. Hence the existing pump house shall be connected with the

new approach trestle with a link bridge for approach and support the piping connecting the jetty head

and the pump house. The connecting link bridge plan view and section is shown in figure 6.18 and

6.19 respectively.

Figure 6.18 Plan view of J4 Link Bridge



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6.10 Link Walkways Six Mooring dolphins, berthing dolphins and service platform are separately interconnected by

walkways. These walkways will be in the form of long span steel truss structure supported both ends.

The width of the walkways is 1.5 m. One end of the truss will be sliding end while the other end will

be provided with pin support. Galvanised steel hand rails are provided on both sides of walkways.

Longitudinal elevation of the jetty with link walkway bridges is shown in figure 6.20. Typical steel

truss for link walkway is shown in figure 6.21.

Figure 6.20 Elevation view of J4 Link Bridges

Figure 6.21 Link Bridges geometry

6.11 Conceptual Design Conceptual design of proposed berth J5 has been carried out using the available information and the

user requirements. The preliminary drawings prepared for this purpose is listed in Table 6.1 and

attached in Appendix A for understanding purpose. The shall be used for further detail engineering

and complete construction drawings together with the bill of quantities (BOQ) shall be prepared for

execution purpose.



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Table 6.1 Preliminary drawings

Sl. No

Drawing Number Drawing Title Rev

1 IITM-DOE-DWG-J5-001 Drawing Index A

2 IITM-DOE-DWG-J5-002 Mumbai Port And Approach A

3 IITM-DOE-DWG-J5-003 Location Plan Of J5 A

4 IITM-DOE-DWG-J5-004 Layout & Section Of Berth J5 A

5 IITM-DOE-DWG-J5-005 Layout Of Jawahar Dweep Island A

6 IITM-DOE-DWG-J5-006 Layout & Section Of Approach Trestle (12 Shets) A

7 IITM-DOE-DWG-J5-007 General Arrangement Of Service Platform (3 Sheets) A

8 IITM-DOE-DWG-J5-008 General Arrangement Of Breasting Dolphin (2 Sheets)

A

9 IITM-DOE-DWG-J5-009 General Arrangement Of Mooring Dolphin A

10 IITM-DOE-DWG-J5-010 Layout Of Mirror Berths J5a & J5b A

11 IITM-DOE-DWG-J5-011 Layout Of Berths J5 & J6 A

12 IITM-DOE-DWG-J5-012 Equipment Layout On Service Platform A

13 IITM-DOE-DWG-J5-013 Layout Of Offshore Pipeline A

14 IITM-DOE-DWG-J5-014 Pipelines Connection At Jawahar Dweep A

15 IITM-DOE-DWG-J5-015 General Arrangement Of Pump house (2 Sheets) A

16 IITM-DOE-DWG-J5-016 General Arrangement Of Control Tower Building (5 Sheets)

A

17 IITM-DOE-DWG-J5-017 Schematic Diagram Of Existing Piping With Mla On Service Platform-J4

A

18 IITM-DOE-DWG-J5-018 Schematic Diagram Of Existing Piping Fire Fighting System At J4

A

19 IITM-DOE-DWG-J5-019 Schematic Diagram Of Tap Off System In Fire Water Pump House

A

20 IITM-DOE-DWG-J5-020 Schematic Diagram Of Crude Oil Flow At Marine Oil Terminal Jawahar Dweep (Existing)

A

21 IITM-DOE-DWG-J5-021 Schematic Diagram Of Piping With Mla On Service Platform-J5

A

22 IITM-DOE-DWG-J5-022 Reclaimed Area For Tank Farm (2 Sheets) A

23 IITM-DOE-DWG-J5-023 Geotechnical Borehole Locations A



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7.0 DREDGING AND RECLAMATION

7.1 Dredging Requirement

The dredging for the approach channel from the outer harbour area is planned to be taken up during

2015-2016. The preparation of detailed project report and approval is in the process of finalisation.

Hence cost of channel dredging is not included in the J5 cost estimation. However, this may not

include the localised dredging for the berthing area, turning circle and widening near the berth etc.

The layout of J5 with single and double berthing face including approach channel, turning circle and

berthing pocket area to be dredged is shown in Figure 7.1.

Soil investigation has been carried out at the location of proposed J5 by MbPT. As per the

bore log prepared by Fugro Geotech, Navi Mumbai, marine clay exist up to proposed dredged level

at the approach channel and berth pocket for J5a. However, for J5b, weathered rock and strong basalt

rock presence is noticed below a depth of -14m. This may require considerable amount of blasting

work for dredging.

Figure 7.1 Turning circle for J5a and J5b



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7.2 Dredging Plan

The dredging for the approach channel and the berthing pocket is summarised in Table 7.1.

Table 3.2 Dredging quantity

Region / Area Provision

for

Soil/sediment Quantity

(million m3)

Rock (million m3)

Berthing Pocket and Turning circle area

J5a 1.3 -


J5b - 3.1


J6 1.3 -

For dredging in soft marine clay, Trailing Suction Hopper Dredging (TSHD) is the most suitable

equipment for carrying out the capital dredging works. For rocky formation, blasting and cutter

suction or other suitable equipment can be deployed.

The estimated quantity of marine clay to be dredged is in the order of 1.3 million m3

for approach channel, deployment of 2 medium capacity TSHD dredgers of 4500 m3 hopper capacity

is recommended.

The characteristics of bed materials to be dredged are unsuitable for reclaiming purpose except the

small quantity of rock / weathered rock from the dredging in the berthing pocket area.

Therefore it is recommended to dispose dredged materials at the designated disposal area of

MbPT. One complete cycle of dredging and dumping may take about 6 hours.

Model studies need to be conducted to estimate sedimentation / erosion in the project area for

quantifying the requirement of maintenance dredging. For estimation purposes, maintenance

dredging of the above quantity can be considered over the period of 10 years. Thus, a 10% annual

dredging cost (of the capital dredging cost) shall be considered for estimation and planning purposes

of the berth.



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7.3 Reclamation Plan for Jawahar Dweep

Considering scarcity of land at BPCL & HPCL Refineries and also limited storage capacity of

crude available with ONGC, it is proposed to reclaim certain area at south-west coast of JD for

development of Tank Farm for crude (both import & export) by the oil industries for augmenting

storage capacities in Jawahar Dweep. It is suggested to execute this project on B.O.T. basis. Hence

only seabed space available within the purview of MbPT around Jawahar Dweep will be made

available to the oil industries and the development including reclamation, compaction,

preparation and approval from all agencies involved will be taken up by them directly.

7.4 Space Required by Oil Industries

The proposed crude tank capacity for HPCL & BPCL is in the order of 140,000 Tonnes i.e. 175,000

m3. each matching with design parcel load of Suez Max tanker. Similarly the tank capacity

for ONGC is considered in the order of 75000 Tonnes i,e 95000 m3 each. It is proposed to provide

storage capacities of twice the design parcel load of tankers as aforesaid for each oil Companies.

The BOT Developer will have the option to provide number and Capacities of each storage

tank be left to BOT developer, subject to the proposed capacity provision for each oil companies i.e.

3 tanks of 175,000 cu m.

The diameter of each tank could be in the order of 85m and 3 tanks may occupy an area of 300m

x150m and thus the space required will be 30,000 m2 (4.5 hectare). If all three companies (namely,

BPCL, HPCL and ONGC) plan to develop simultaneously, the total space required will be 14 hectare

(140,000 m2).

However, the available space for reclamation needs to be finalised after survey and identification of

area for green belt, roads and fire fighting requirements. Hence a detailed study including sediment

transport, siltation and wave tranquillity and environmental impact assessment due to this

reclamation needs to be carried out to confirm the available area for reclamation. A separate study

needs to be commissioned with appropriate agency.

Based on the above space required, total volume of fill required will be in the order of 156 million

m3 assuming the existing seabed level as 0.0m CD and the proposed ground level of 6.5m CD.

Hence considerable borrow material is required for reclamation.



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7.5 Proposed Area of Reclamation

The proposed area of reclamation is shown figure 7.2. in a photograph taken at the site (see below).

It can be seen from the photograph that the existing tank farms are located just on the northern side

of the proposed reclamation area. The proposed area does not have any mangroves and rock outcrop

can be seen in some locations. Thus it provides table ground and foundation capacity for loading

arising from the large tanks.

Figure 7.2 Proposed location of reclamation

The proposed area for reclamation is on the south side of the island abutting the existing approach

trestle to J4 berth. The existing approach bund extends from the land fall point for a distance of

366m beyond which the approach trestle in the form of piled structure. Further, the proposed new

approach bund/trestle is planned towards the western side of the existing approach bund, which may

also occupy another 25m. This needs to be taken in to account while finalising the area available for

tank farm.

Proposed area for reclamation



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7.6 Reclamation Plan

The proposed area for reclamation with some dimension is shown in figure 7.3. The total area

available for reclamation is approximately 13 hectares. This needs to be confirmed by suitable

measurement and survey. A dyke is required to be constructed with appropriate armour rocks and

riprap protection against breaking waves and disturbances during changing tidal current. The typical

cross section of the dyke is shown in figure 7.4. The inner space between the dyke and island can be

filled with granular material (borrowed).

Figure 7.3 Extent of Area available for reclamation



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Figure 7.4 Dyke wall

The granular material can be borrowed from Navi Mumbai area. For this barge purpose,

Loading/Unloading facility on main land and JD will be required. Secondly layer by layer

compaction using vibro roller or similar equipment will be required.

The layout and orientation of proposed reclamation area needs to be examined by conducting

model study for any adverse effect in the region due to change in sedimentation pattern &

regime flow.



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8.0 MECHANICAL, ELECTRICAL AND FIRE FIGHTING FACILITIES

8.1 Jetty head Layout

The proposed berth J5 is intended for import and export of crude and products and hence sufficient

number of marine loading arms, manifold and associated piping shall be provided. The layout at the

jetty head is shown in figure 8.1. A total of 5 loading arms with a common header manifold are

provided. Hence it is expected that the header needs to be emptied before use of another pipeline or

product. In addition, fire water curtain, gangway, slop tank, fire monitor towers are also provided on

the platform. Details of each of these facilities are discussed in subsequent sections.

Figure 8.1 Facilities at Berth J5



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8.2 Crude and Product Pipelines

8.2.1 Parameters Considered for Pipeline

The following parameters are considered for selection of size of pipeline for crude import and export for fifth oil jetty.

a) Maximum velocity of flow : 4.5 m/sec

b) Discharge pressure : 15 kg/cm2

c) Sp. Gravity of crude : 0.80

8.2.2 Proposed Pipelines on Trestle

The details of pipeline proposed for J5 are given in Table 8.1

Table 8.1 Details of Pipelines for Fifth Oil Jetty

Sl. No

Commodity Brief Details

01. Crude Import 1 no. 1060 mm (42”) dia service platform to Jawahar Dweep Manifold for HPCL exclusively

02. Crude Import 1 no. 910 mm (36”) dia from service platform to Jawahar Dweep Manifold for BPCL exclusively

03. Crude Export 1 no. 910 mm (36”) dia from service platform to ONGC installation at Jawahar Dweep

04. Product (Future) 1 nos. 750 mm (30”) dia - 1 White Oil and 1 Black Oil

05. Dirty Ballast 1 no. 300mm (12”) from service platform to Dirty Ballast Storage tank

06. FO Bunker 1 no. 300mm (12”) dia for bunkering from service platform to utility pump house

07. Fresh Water 1 no 200 mm (8”) dia for service platform to fresh water storage tank

08. Fire Water 1 no. 450 mm (18”) dia 1 no. 400 mm (16”) dia fire water line from fire pump house to jetty head

09. Foam 1 no. 100 mm dia (4”) SS – 316 Foam line from central tower to jetty

10. Salt water for Line Flushing

1 no. 400 mm (16”) dia from Control Tower to Jetty



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8.2.3 Crude Oil Pipelines

HPCL & BPCL have requested for dedicated crude import line to avoid undue contamination of

different grades of crude and also for effective inventory management. Hence two separate 36” crude

import pipelines is provided one for each oil company.

The diameter of existing submarine pipelines for handling import crude is 1060 mm (42”) and crude

export pipe of ONGC and F.O of MbPT is 910 mm (36”). For the sake of compatibility of discharge

rate of crude oil, one 1060 mm dia (42”) and one 910 mm dia (36”) pipeline for crude import and

one 910 m dia (36”) for crude export is proposed for J5.

8.2.4 Product Pipelines The diameters of existing submarine white oil pipelines are 750mm (30”).

Provision of space for laying two 750mm dia pipe (30”), one for Black Oil and one for White Oil, for

handling POL products is made for future use. These lines will be laid in future depending on traffic

pattern & need.

8.2.5 Bunker Oil Pipeline

Furnace Oil (FO) is supplied to vessels for bunkering on demand. One 300mm dia Black Oil pipe is

provided for F.O bunkering.

8.2.6 Dirty ballast Pipeline

Average discharge of Dirty Ballast per vessel is about 600 Tonnes. Hence laying of one 300mm dia

pipe for Dirty Ballast is recommended.

8.2.7 Flushing water pipeline

One 400mm dia (16”) pipeline is provided from Control Tower to Jetty for flushing pipelines.



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The cross section of the approach trestle showing the position of various pipelines is shown in figure

8.2. The arrangement of pipeline connection to the existing J4 is shown figure 8.3. The layout of the

pipelines from jetty head to the Jawahar Dweep manifold is shown in figure 8.4.

Figure 8.2 Pipeline arrangement on Approach Trestle

Figure 8.3 Pipeline connection to existing J4



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Figure 8.4 Pipeline alignment from J5 to JD



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8.3 Marine Loading Arm (MLA)

8.3.1 Design Data

The loading arms provided in berth J5 is summarised in Table 8.2. The layout of the loading arm

together with the manifold connection is shown in Figure 8.1.

Table 8.2 Datasheet for loading arms

Sl. No. Parameters Crude Oil and Bunker/ Dirty Ballast

1. Present Unloading Arms – Nos / Diameter 3x20”

Future Unloading Arms – Nos / Diameter 2x24”

2. Operating Envelope

a)

b)

Height of operation

Drift Dimensions

- Longitudinal Direction

- Transverse Direction

18m

6m

4m

c) Lowest Astronomical Tide 0.3m below CD

d) High Water Level +5.0m CD

3. Capacity range of vessels proposed for

operation

80,000 – 2,50,000 DWT

4. Mode of operation Electro-Hydraulic

5. Power Supply available at site 415 V 3 ph. 50 Cycles

6. Location from where arms to be controlled

Remote Control desk at the jetty/pendant control

7. a) Extreme wind condition 45 m/sec

b) Design wave height 2m

8. Ambient Temperature 35

9. Design pressure of operation of unloading

arms

22 kg/cm2



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The arms will be fitted with:

Hydraulically operated quick connect/disconnect coupler (QC/DC)

Emergency release system (ERS) will be of three stages

Common hydraulic power pack

Storm locking device

Insulating flange

Audio-visual alarm for safety

IP 66 is proposed as degree of protection for all outdoor electrical equipment.

8.3.2 Crude

The diameter of submarine crude import pipeline is 1060 mm (42”). The diameter of submarine

Black Oil line is 910 mm (36”) which is proposed to be converted to crude import line to ensure

simultaneous handling of import crude for HPCL & BPCL. Therefore it is proposed to lay one 42”

dia and one 36” dia pipeline for crude import and one 36” dia pipeline for crude export from service

platform to the respective designated submarine pipelines as aforesaid The import pipeline will have

provision for interconnectivity on JD for effecting total flexibility. All the crude lines at J5 will have

interconnections with that of J4 near Approach Caisson.

The discharge capacity of on board pumps of Suez Max/VLCC tankers is about 10,000 TPH.

However, the reception capacity of storage tanks of HPCL & BPCL refineries is 6,000 TPH.

Therefore BPCL & HPCL should take appropriate action for receiving crude matching with tankers

discharge rate. Permissible discharge rate through 42” dia pipeline is about 11,440 TPH. The

capacity of 500 mm (20” dia) MLA for transporting crude oil is 7,000 TPH. Hence provide three 500

mm (20” dia) MLAs for handling both import and export crude to ensure minimum operational time

of Suez Max/VLCC tankers at this jetty because of non-availability of MLA.



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8.3.3 Product Adequate space for future installation of Two MLA with manifold & pipeline is made on the service

platform for loading/unloading POL Product/White Oil. Bunker & Dirty Ballast Line

8.3.4 Bunker and Dirty Ballast Line FO Bunker line and Dirty Ballast line are proposed to be connected to 20” – MLA.

8.3.5 Drainage and Sampling Arrangement

Drainage and sampling point are also provided at the respective pipeline manifold at the jetty.

8.4 Fire Fighting Requirements

8.4.1 Existing Firefighting system A comprehensive firefighting facility exists at Marine Oil Terminal, Jawahar Dweep to cater

to four oil jetties, tank farm & manifold and other installations within the island. The pumps with

prime movers are housed in a pump house located at a safe distance from potential fire hazard

area. Entire demand of fire water is drawn from sea.

Total eleven vertical turbine fire pumps have been installed inside the Pump House constructed

offshore alongside Approach Trestle. Out of 11 pumps 5 are diesel driven main pumps, 3 are

electric driven standby pumps and remaining 3 are electric driven jockey pumps. The details

of pumps are indicated in schematic layout of Pump House.

The firefighting facilities at J4 consist of:

i. Hydrants are located at approach trestle at about 45 m intervals for protection of fire in

trestle.

ii. Two monitors each is mounted on RCC towers installed at berthing dolphins for

protection of marine arms & first aid to tankers. At present foam is not inducted

through monitors.



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iii. Two ground monitors are installed at service platform to take care of jetty manifold.

iv. Three of jumbo curtains with deflector type nozzles at the front side of service platform

have been provided for segregation of arms / piping manifold and ship tanker in the

event of fire on either on these facilities.

v. Fire alarm with addressable type communication system for detection of fire has been

provided at service platform.

vi. One overhead foam tank has been installed at service platform but, in line foam induction

system is not in use at J4.

All the Diesel Engine (DE) main pumps are in auto starting mode and put in operation one

after another depending on need of fire water at jetties, tank farm & manifold. Pressure

indicator & switches have been provided in strategic locations of sea water pump house in

order to start the DE pumps automatically. In case the line pressure is dropped below 7 bar

DE pumps will automatically start to cater the demand of pressurized water to tackle fire in

Jetty areas.

The diesel engine pumps are provided with pneumatic starting arrangement with a standby

battery starting faci1it. Jockey pumps are electrically operated auto start up type to make up

the loss of pressure in the network and maintain minimum line pressure of 7 bar. The

electrically driven main pumps are operated manually. None of the pumps are dedicated for

any particular Jetties/Tank farm/ Manifold.

At J4 fire water is supplied through 450 mm dia main at 15 Kg/cm2 pressure for the aforesaid

systems from a common sea water pump house. The fire water system with minimum pressure

of 7.0 bar is available at the furthest point of application. The network is laid with isolation

valves provided at strategic locations.



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Pump house has been equipped with 7.5 tonnes capacity E.O.T. crane for handling of pumping

machineries. Transformers of 1000 KVA & 500 KVA are installed inside the pump house from

where power supply is made to electric driven pumps, compressors and cranes etc. All the pumps

and other equipment can be operated from local control panels, which are installed in the pump

house.

8.4.2 Firefighting system for J5 The J5 is located at the downstream of J4 and about 600 in away from the existing fire water

pump house. Firewater demand for entire marine oil terminal including jetties, tank farm and

trestle area are met by operating the pumps from the existing pump house.

The firefighting arrangement for J5 is proposed as per OISD guideline which consists of the

following systems:

1) Fire Water Pump Sets

2) Tower Mounted Electrical Remote Controlled Water/ Foam Monitor System

3) Foam Injection System

4) Hydrant / Jumbo Water Curtain / Base Monitor Water System

5) Remote Control System

6) Fire Alarm System

7) Public Address / Talk Back System

8) Gas Detection System

9) Fire Extinguisher

10) Water Borne Fire Fighting Equipment

A brief description of each system is given in the subsequent sections. 8.4.2.1 Fire Water Pumps The pumping capacity has been selected to cater to the requirements of the single largest risk at

the 5th Oil Jetty which is the case of crude oil jetty or handling vessel of 2,50,000 DWT



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maximum. Design flow rate considered as per Table 1 of OISD — 156 for crude/POL tanker as

given in Table 8.3.

Table 8.3 Peak Fire Water Demand for J5

Sl. No. item Capacity

(LPM)

Quantity

(Nos.)

Total Flow

(LPM)

1. Monitor System

a. Tower Monitor

(Water/Foam)

7,500 2 15,000

b. Ground Monitor

Hydrant system

3,000

2

6,000

2. Water curtain 400 22 8,800

3. Double Headed Hydrants 1,800 4 7,200

Total 37,000 It can be seen from the Table 8.3 that total fire water demand to combat firefighting at J5 is 37000 LPM (Litre per Minute). Following recommendation are made with regard to firefighting for J5 by operation of existing pumps as follows:

Diesel driven pumps 5 nos. Tag No. P4, P5, P6, P7 & Pl0

Discharge capacity 10,440 LPM at 150 MWC (Metre Water Column)

Electric Motor Driven Pumps: One Tag No. P3 Total discharge capacity of 5 diesel driven and one electric motor driven pump is 61,248LPM.

OISD guidelines stipulate that 50% capacity of total fire water demand should be kept

as standby. As such it is proposed to use four pumps of Tag Nos. P4, P5, P6 & P7 as main pumps

and two pumps of Tag Nos P10 & P3 is to be kept standby. Jockey pump no. P11 (electric

driven) with discharge rating of 3000 LPM at head of 8.8 kg/cm2 shall be used to maintain

minimum pressure of 7 kg/cm2 in fire distribution work. These pumps are already in service

and discharging through a common header of 600 mm dia. Two nos. dedicated pipelines, one

450 mm dia for the monitors and other 400 mm dia for hydrants & jumbo curtain are required.



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Minimum line pressure at the farthest point of the jetty after losses is 1.2 kg/cm2. Above two

pipelines will be tapped off from 600 mm dia common header in the pump house at suitable

location. Necessary modification in control & annunciation system shall be made for these

pumps so that these pumps can be used for J5 as well as for present firefighting scenarios.

8.4.2.2 Water/ Foam Monitor System

It is assumed that in case of FIRE on the POL Tanker, the tanker shall he towed to open sea

and that fire water / foam protection for the tanker provided from the installation on J 5 shall be

treated as first-aid till towing has been done. The tower mounted remote operated water / foam

monitors shall be used for providing first-aid to the tanker and providing protection to the

unloading arms and other installations on the jetty.

The remote operated tower mounted water/foam monitors are considered the most suitable for

jetty protection as their manoeuvrability permits the fire fighter to operate from a safe distance

and direct the foam / water stream directly at the fire and follow up any progress until the fire

is extinguished. The monitors also have the ability of discharging both in FOG pattern and in

JET pattern allowing the fire fighter to switch from a JET (which can be specifically aimed

directly at the seat of the fire or any hot spots) to a FOG (which can be used for a general coverage of

the affected area).

The pipeline feeding the monitors is kept pressurized automatically using the jockey pump.

The fire pumps are having automatic starting facility. On opening of the electrical operated

water valve of any of the monitors the jet of water shall he immediately available. On sensing

the rapid drop in pressure in the pipeline the main fire pump shall start automatically and

supply the water demand of the monitors. In case the main pump fails to start the stand-by

pump shall start automatically. The total operation and control of the system shall be possible

from the remote control desk located in the control room. Local electric operations & manual

override is also provided.



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The proposed monitor system consists of 2 nos. water I foam monitors mounted on 20 meters

high RCC / Steel towers. The towers shall be located 15 meters away from the jetty face and

shall be spaced 100 meters apart to enable the best coverage of the crude tanker and installations on

the jetty. Each tower monitor shall be connected by a branch line of 200 NB di& to the common

monitor main of 450 NB dia. coming from the fire water pump house to the jetty.

The system for J5 shall consist of various components such as:

Remote operated Water/Foam Tower Monitors of capacity 7500 LPM - 2 Nos.

Branch Pipelines CS (internal cement lined)

Gate Valves Electric Operated.

RCC / Steel Towers 8.4.2.3 Foam injection System

In order to effectively combat, control & extinguish large hydrocarbon fires foam has been

proved useful due to its inherent blanketing ability, heat resistance and security against burn-

back. in case of jetties foam applied through long-range remote operated monitors is a reliable

and effective firefighting system.

The proposed foam system shall be a fixed injection type using a foam-pressurizing pump and

inline balance pressure proportionator. The foam compound proposed to be used is Low

Expansion AFFF of 3% concentration and the system capacity as been considered as per

O1SD-156. The foam pumping and storage capacity shall be able to operate for 1 hour

considering both the tower monitors operating simultaneously for the single largest risk or it

shall be able to cater to the 50% requirement of all the jetties for 1 hour. The capacity to be

considered shall be the larger risk in J5.

For the single largest risk i.e. Crude Oil Jetty J5 the Tower Monitors Water Capacity = 7500

1pm x 2 nos. = 15000 1pm x 3% 450 1pm x 60 mins. = 27000 liters + Base monitor water

capacity = 2 x 3000 1pm x 3% = 180 1pm x 60 mins. = 10800 liters.



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For the Single largest risk i.e. Crude Oil Jetty-5 Foam Storage Tank Capacity = 27000 + 10800= 37800 liters. In view of above we can consider the foam storage and pumping capacity as follows: Total foam storage = Say 40,000 litres. Foam Injection Pump Capacity 450 lpm Foam Injection Pump Head = 160 meters The foam pumps & foam storage tank shall be located at the Fire Water Pump House. Foam

tank shall be always filled with storage capacity of tank. Therefore provision of additional

quantity may be considered for storage at Jawahar Dweep. The foam system proposed is a

manual system wherein the fire fighter shall start the foam pumps as and when the foam has to

be injected into the monitors for firefighting operations. The foam can be injected through all

the monitors simultaneously or only one monitor as required for the firefighting operations by

opening the motorized monitor foam valve. The manual controls of the foam system as

proposed can be carried out from the remote control panel or from the motor starters I control

stations. The foam pumps proposed to be used are one motor driven & other diesel engine

driven positive displacement type gear pumps. Each pump has the capacity to meet the

requirements of both the tower monitors and one base monitor simultaneously. The foam

compound stored in the storage tank shall be pumped under pressure and carried by SS 316

pipelines of 4” sizes to the base of both the tower and base monitors. The foam under pressure

is injected into the tower monitor water line through a motorized ball valve, non-return valve

and the inline balanced pressure proportionator. The proportionator shall automatically control

the proportion of foam compound injected into the water line based on the system demand.

The components proposed to be used in the foam injection system for all of jetties are as

follows:

Foam Storage Tank of capacity 40,000 Ltrs

Motor Driven Foam Pump Set of capacity 450 1pm at 16 bar head



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Diesel Driven Foam Standby Pump Set of capacity 450 1pm at 16 bar head

Foam Pump sets starting & control electrical equipment

Ball Valves Manual Operated

Ball Valves Electric Operated

Non Return Valves

Pressure Relief Valves

SS 316 Pipelines

Inline Balance Pressure Foam Proportionator

8.4.2.4 Hydrant Throughout the J5 jetty head and approach trestle, fire water hydrants shall be spaced at an interval

of every 30m. The hydrants shall be double-headed type mounted on a 100 NB (Nominal Bore) dia.

stand post connected to the fire mains. Each stand post shall be provided with an isolating butterfly

valve and orifice plate. On the approach trestle / road carrying the crude / POL / pipelines hydrants

as described above shall be spaced at every 30 meters. Each hydrant stand post shall be provided

with a Hose box containing 2 x 15 meter long hoses & one short branch pipe nozzle. The fire main

shall be designed to ensure a minimum pressure of 7 kg/cm2 at the remotest hydrant.

Internal single hydrant points shall be provided at each level inside control building. Each internal

hydrant shall be provided with a hose box containing 2 x 7 meters long fire hoses and I short branch

pipe nozzle.

International Shore Connections at one side of jetty shall also be provided at suitable locations.

These shall be connected to the fire water mains through 150 NB size of pipeline along with isolating

gate valves.



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8.4.2.5 Jumbo Water Curtain The jumbo / water curtain system shall be provided to suit a design flow rate of 8800 lpm.

Twelve nos. water curtain nozzles are proposed at the front side edge of service platform to form

water curtain between the tankers and MLAs in the event of fire on either of these facilities. Spacing

between two adjacent nozzles is kept 4 m (max.). Five Jumbo Curtain Nozzles are proposed in front

of each tower monitors. Coverage of these nozzles shall be 20 m high & 5 m wide fan.

The above systems will consist of various components such as:

Double Hydrant Valves / Stand posts

Single Hydrant Valves

External Hose boxes

Internal Hose boxes

Base Monitor

Jumbo / Water Curtain Nozzles

Butterfly Valves (Manual Operated)

Pipelines

Butterfly Valves (Electric Operated)

The fire water mains feeding the above equipment’s are kept pressurized automatically using

the jockey pump. The fire pumps are having automatic starting facility. On opening of the

electrical operated water valve of the water curtain system or any other manual valve / hydrant

water shall be immediately available. On sensing the rapid drop in pressure in the pipeline the

main fire pump shall start automatically and supply the water demand of the system in

operation. In case the main pump fails to start the stand-by pump shall start automatically. The

total operation and control of the system shall be possible from the remote control desk located

in the control room. Local electric operations & manual override is also provided.



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8.4.2.6 Remote Control System The remote control system shall be provided so as to offer total flexibility to the fire fighter for

effective fire fighting operations on the Jetty. The system shall enable control / operation of all

systems from the fire control room (except the hydrant valves). The fire control room shall be

located at Control Tower Building and shall provide a total overview of the Jetties J4 & J5 and

the tankers. The fire control room floor elevation shall be minimum 15 meters from jetty top to

enable full view of the tanker deck in unloaded condition. The location of fire control room is

considered in the safe area.

The main desk type remote control panel shall be located in the fire control room. The desktop of the

panel shall be provided with the following functions:

1) Auto / Manual selection of fire pumps & jockey pumps.

2) Manual Start / Stop of main pumps, jockey pumps, foam pumps

3) Manual Open / Close of all electrical operated water valves

4) Manual Open / close of all electrical operated foam valves.

5) Remote Joystick control of all tower monitors.

6) Remote Fog /Jet control of tower monitors.

The indications proposed on the remote control panel are as follows:

1) ON / OFF / TRIP for firewater pumps

2) ON / OFF / TRIP for foam pumps

3) OPEN / CLOSE / TRIP for all electrical operated water valves

4) OPEN / CLOSE / TRIP for all electrical operated foam valves

5) Position Indication for all tower monitors

6) Pressure in Fire Water Mains

7) Pressure in Foam Main Line



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8) Foam Compound Level in Storage Tank.

The remote control desk-top shall be also provided with a MIMIC Diagram of the jetties and

system.

The control relays / starters and other components in the electrical control system shall be

housed fully wired inside the bottom of the control desk with easy access for checks &

maintenance.

8.4.2.7 Fire Alarm System The fire alarm panel shall be microprocessor based addressable type provided with a MIMIC

layout diagram of the jetties. It shall have zone wise LED display for FIRE & FAULT conditions.

The LCD display shall provide details of various FIRE & FAULT conditions.

Provision shall be made in the panel for providing repeat annunciation to any other location.

The panel shall provide potential free FIRE & FAULT contacts. The panel shall also have auto

telephone dial facility. The panel shall be located at the control room.

The fire alarm system is provided with addressable Manual Call Points (Flameproof type)

along the jetties and alongside the approach trestle. These shall be spaced at every 60 meters.

These MCP shall be connected to the fire alarm panel by means of PVC insulated copper

control cables.

8.4.2.8 Public Address & Talk Back System The public address & talk back system proposed for the jetty shall consist of a main

communication console located in the fire control room and speaker / talk back units located

along the jetty and approach trestle. The spacing proposed is two nos., one at FWPH, and one every

100 meters on the approach trestle.

8.4.2.9 Gas Detection & Alarm System The gas detection and alarm panel shall be microprocessor based provided with a MIMIC

layout diagram of the jetty. It shall have detector wise LED digital display for gas levels and



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alarm settings. Provision shall be made in the panel for providing repeat annunciation to any

other location. The panel shall provide potential free ALARM & FAULT contacts. The gas

alarm system is provided with suitable gas detection sensors at the unloading manifold area of

crude oil jetty. These detectors shall be connected into the gas detection panel by means of

PVC insulated copper control cables. The panel shall be located at the control room.

8.4.2.10 Fire Extinguishers Suitable number of fire extinguishers, fire suit and first aid box shall be provided at jetty/control

room as per guidelines of OISD-156. The proposed type, size and quantities are as

follows:

1) DCP l0kg = 6Nos

2) DCP 75kg = 4 Nos

3) CO2 Portable

4) CO2 Bigger size

5) Fire Suit — 6 sets

6) First Aid Box —4 sets

8.4.2.11 Water Borne Fire Fighting Equipment Water borne firefighting equipment in the form of fire tugs is available at MbPT. It is

understood from MbPT that these tugs are generally berthed at harbour & deployed to the oil

terminals at JD if required. As per OISD guidelines water borne firefighting at terminal is

essential. Accordingly a landing jetty with small crane having capacity of 5 Tonne near to control

tower of J5 is proposed for berthing of tugs and boats handling of small equipment/spare parts

etc. It is recommended that fire tug already available at MbPT may be berthed within the

geographical jetty area in order to reach the scene of the fire in J5 within 10 minutes.



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8.5 Oil Spill Response (OSR) Facilities

8.5.1 General

If a spill occurs, it is most effectively dealt with by tackling it speedily, whilst it is still

localized. Since wave heights in the harbour are not excessive, it may also be possible to use

mechanical means to contain and collect the oil and booms. In general, oil booms are used to deflect

oil away from sensitive areas, to guide oil towards a location in which it might be

recovered or to encircle and entrap oil on the water. Different forms of skimmers, vacuum

units and recovery devices may be used to remove the oil from the water surface. Dispersant

chemicals may be used to disperse the oil on the surface of the water. Different types of

absorbent materials and products to enhance biological degradation etc. are available.

The most common system includes oil containment and recovery using booms and skimmers.

This system consists of a recovery vessel, tug boats, containment booms, skimmers, transfer

pumps, and temporary storage. The effectiveness of the system depends on weather and sea

conditions, current, size of spill, type of oil, presence of debris, seamanship, vessel capability. boom

configuration /performance, skimmer type, type and capacity of transfer pump, and

storage capability.

When a spill occurs, the first step is to prevent it spreading and to restrict it in an area for

further action. This is achieved by using booms.

8.5.2 Booms

Booms are floating devices that may have one or more of the following functions in connection

with oil spill response:

Deflecting oil to prevent the oil slick from containing sensitive areas

Containment of liquid cargo

Containment and concentration of oil (for recovery by a skimmer)



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Booms are designed and manufactured in many sizes and materials in order to meet various

requirements. However, although they may differ structurally, basically they have in common

the following components:

Freeboard to prevent or reduce splash over

Subsurface skirt to prevent or reduce escape of oil under the boom

Floatation by air or some buoyant material

Longitudinal tension member (chain I wire) to withstand effects of wind, waves and

currents.

8.5.3 Spill Oil Recovery Skimmer

The oil spill contained in the boom is recovered from the surface of the water of a skimmer.

The skimmer will be of the weir type suitable for harbour oil spillage clean-up operations

will have the following accessories:

Pump unit with three pontoon floating frame and inlet weir

Cutting knives fitted in both the inlet & outlet units of the pump system in order to handle

all types of oil

Diesel driven hydraulic power pack

Collecting tank for recovered oil.

The skimmer head assembly is fabricated out of stainless steel and fixed to a superstructure

supported on buoyancy chambers. These chambers are cylindrical in shape and also

constructed out of stainless steel. The design allows each buoyancy chamber to keep the

skimmer head floating. The structure is designed to have reserve buoyancy of about 50% so

that if one chamber is punctured, the skimmer head can still float. The chambers are polished

or painted in bright colors for easy spotting.

The skimmer head is usually designed to handle all types of oils, and the weir has perforated

sections to allow flow of the oil into the rear pump.



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The skimmer unit has a hydraulic power pump driven by a diesel engine of about 20 HP. The

recovered oil is discharged into a container, which transported to a shore based reception

facility for treatment. Oily water of less than 15 ppm is released in accordance with the

MARPOL convention.

It is proposed to procure one 10 Tonne Bollard Pull tug boat fitted with Oil Spill Dispersant along

with oil spill recovery and disposal system. The system shall include Oil Spill Skimmer

capable to recover oil @ 50m3/hour boom of adequate length to cover 330 m LOA VLCCs for

containment and deflecting oil spill, transfer pump and temporary storage of about 10 KL

capacity along with accessories.

8.6 Berthing Aids System (BAS)

It is proposed to install a berthing aid system which is basically a laser docking system to assist

pilots and crew during final berthing manoeuvres for increasing the safety and security of the

whole operation. The laser docking system, which shall employ advanced positioning and

telemetry techniques, in order to empower the pilot with dynamic navigation capabilities and

provide docking assistance information.

This system consist of two laser sensors (see figure 8.5) located at two points on the jetty, 2/3 pagers

with tug

boat master, pilot on board ship and to an operation staff on the shore.

With the use of two laser modules, the distance, angle and speed of approach of a vessel during

final approach is communicated to the Pilot in one of several ways. These laser units are

binocular type emit invisible eye safe (class 1) infra-red energy pulses. Sophisticated circuitry and a

high speed clock are used to instantaneously calculate distance by measuring the time it takes for

each pulse to travel from the sensor to the target and back. Two identical laser units

are mounted on adjustable support frames on the wharf face inside the fender line.

Measurements are made using fender lines as a datum point. Fender compression will be

recorded as negative distances.



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Figure 8.5 Laser system

Figure 8.6 Digital Displace for Velocity of Approach



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A traffic light’ display is used to give safe, warning and danger indications of speed of

approach fore and aft. A large numeric display (see figure 8.6) unit gives continuous advice about

speed of approach. Distance from fenders and angle of approach. Additionally, hand held ‘pager or

PDA’ units provide the same data to on board personnel and / or tug boat crews.

8.7 Telescopic Gangway

A telescopic gangway system is proposed for easy access to ship deck at various heights. The

gangway will be of column type telescopic ladder for reaching all ship deck levels without

limitations. Once the telescopic gangway is positioned on ship’s deck, it shall follow all ship

movements up/down, in/out and over the horizontal level. This type of gangway system is

frequently used for ships with maximum ship deck height of not more than 15 m above jetty

deck.

All movements shall be operated hydraulically by means of hydraulic cylinders through a

control box located on the top of platform. Pressure will be made by explosion proof electric

power pack system. The principal features of the telescopic gangway are given in Table 8.4.

Table 8.4 Features of Telescopic Gangway

Sl.

No.

Item description Value

1. Jetty Top Level +8.5m CD

2. Distance between berthing face to 4m

3. Highest elevation of ship deck 22m

4. Lowest elevation of ship deck 2.5m

5. Vessel Range 150,000 to 250,000 DWT

6. Material of construction Steel A steel column fitted with telescopic ladder which will automatically raise up & down

alongside of the column. The schematic diagram of telescopic gangway is given in Fig. 8.7 and a

typical picture of gangway tower with telescopic ladder and a crane mounted on top is shown in

figure 8.8.



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Figure 8.7 Schematic diagram of Telescopic Gangway

Figure 8.8 Picture of Telescopic Gangway



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8.8 Dirty Ballast Reception Facility

8.8.1 Existing System Maximum quantity of dirty ballast received in a year during last three years is 17805 KL.

At Jawahar Dweep MbPT have two tanks of 10224 & 4545 KL capacity for reception and

storage of Dirty Ballast from tankers. Besides, a slop tank of 770 Tonne capacity also exists for

storing treated slop.

The facilities installed for treatment of dirty ballast are not operational because of technical problem.

Hence the system needs to be replaced.

8.8.2 Capacity Requirement of Storage Tank Maximum discharge of 2576 KL of dirty ballast from a tanker is recorded during past three

years. The Fifth Oil Jetty is proposed for handling Suez MaX/VLCC tankers. In terms of

International Regulations every crude oil tanker of 20,000 tonnes deadweight and above

delivered after 1 June 1982 shall have dedicated ballast tank and also shall be fitted with cargo

tank cleaning system using crude oil washing. In other words modem tankers are self-sufficient

in treating its cargo tank washings and generation of additional dirty ballast due handling of

additional tankers at J5 will not be much significant. With the above reasoning Consultant feels that

storage capacity of 10224 KL for dirty ballast is adequate.

8.8.3 Treatment Facility It is evident from the above that requirement of shore facilities for reception and treatment of

dirty ballast will be gradually reducing. Therefore Consultants is of the opinion that instead of

creating a high cost intensive facility whose future use is uncertain the present practice of

receiving the dirty ballast and subsequent transferring to HPCL/BPCL refinery shall be

followed.



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8.8.4 Dirty ballast Water Storage Tanks The dirty ballast water storage tanks were installed long back and from recent condition survey

carried out by MbPT it reveals that there has been severe material degradation of structural

members. Accordingly it will be economical to replace existing storage tank of 10224 KL

capacity by a new one. It is also noted that the dirty ballast water discharged by the tanker

usually contains sludge/mud. Keeping this in view, the consultants recommend to replace

existing 10224 KL capacity storage tank with connected pipelines. Provision of suitable

agitator/churner is also made to remove sludge/mud from the bottom of the tanker.

Entire Tank Farm area to be re-developed

One tank of 10,000 KL for dirty ballast & One tank for slop to be developed before

revamping the tank farm area, to take care of reception facility at JD

The tank farm pump house also to be considered while redeveloping the tank farm area as

in the new system only one dirty-ballast tank & one slop tank will be available for services.

These needs detailed study based on utilization of tank farm area for products etc.

In the present estimate provision of LS cost for above is made

8.9 Crude Storage Capacity

The fifth oil jetty is designed to handle fully laden Suez Max and Partly loaded VLCC tankers

with 140,000 T design parcel load, for crude import with a view to achieve benefit on freight

charges. The cargo discharging capacity of above tankers is ranging between 8000 to 10000

TPH. The daily hire charges of such large carriers are prohibitive. Hence it is considered

necessary to provide shore handling and storage facilities matching with tankers’ capacity to

ensure minimum Turn Round Time of such tankers resulting in saving on daily hire charges.

On our enquiry with the refineries it revealed that on an average existing storage capacity is

commensurate with 15 days production requirement. Because of scarcity of land, both the

refineries have been facing problem in augmenting their respective storage capacities. Furthermore,

the storage tanks are located at the refineries which are about 7 Km from Jetty Head



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manifold. The maximum transfer rate is 5000 TPH Average transfer rate achieved so far for

crude import is 2600 TPH. It is further gathered that the holding capacity of crude at Uran of

ONGC is 50,000 T from which source their tankers are directly loaded. Because of this average

parcel size of crude tanker for loading is about 50,000 T and transfer rate is below

2000 TPH. It is proposed to handle average 70,000 T parcel load for Bombay High Crude of

ONGC with a transfer rate of 4000 TPH to reduce Turn Round Time

The existing infrastructure occupies the entire JD area and there is no space to accommodate any

large Transit Storage Facility as envisaged above. Thus it is necessary to make available

adequate area near close vicinity of JD for Transit Storage Facility by reclamation as detailed

here-in under.

With above in view, it is proposed to reclaim land at the West of J4 approach trestle alongside

the bank of JD, to provide land to the oil companies on lease basis for setting up their tank

farm having capacity of 1.5 times the design parcel load of tankers as transit storage. This will

ensure achieving a transfer rate of 10000 TPH up to the storage tank for import cargo and also

evacuation and / or loading tankers faster without any problem.

It is estimated that about 12 hectares area will be required to set up tank farm for transit storage

by HPCL, BPCL and ONGC. It needs to be established through mathematical model

studies that alignment of proposed reclamation area does not have any adverse effect on the

present morphology.

8.10 Flushing System

One vertical turbine pump with discharge capacity of 800 m3/hour at 80m head has been provided in

the pump house located at control tower & landing jetty. V.T. Pump for flushing system has been

considered with electric motor driven in order to avoid handling & storage problem of diesel oil at

control tower area.



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This pump is to discharge sea water through 400 mm dia pipeline in order to flushing of pipelines &

manifold from J5 as and when required. Necessary tapping point for future provision has been

provided.

8.11 Electrical Facilities

8.11.1 Existing Power source

MOT, MbPT is fed by a single source of supply at 3.3 kV tapped from 22 kV/3.3 kV

Substation at Jawahar Dweep. 22 kV / 3.3 kV Sub-station is catering to the load requirement of

Bharat Petroleum Limited and MOT, Jawahar Dweep also. The transformer capacity available at 22

kV/3.3kV level is 2000kVAx2 = 4000kVA, i.e.4 MVA.

8.11.2 Existing Connected load

MbPT has informed that the existing load at MOT is about 1200 kVA for all JD operations.

8.11.3 Electrical Power Requirement

MbPT is planning to install a new overhead power lines from Pir Pau to Jawahar Dweep in the near

future and the same shall serve a primary power source for the whole operation in JD and J5.

8.11.4 Earthing For installation on the island the earthing would be conventional type i.e. earthing strips shall

be terminated in the earth pits filled with mix of bentonite (clay) and soil.

And for earthing of installations on approach trestle, service platform, control room and pump

house etc. the earthing strips shall be terminated by clamping on to the piles below water level.

For more effective earthing the earth strips shall be embedded in the foundation of piles.



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8.11.5 Flame proof fittings All light fittings, control gear boxes and the junction boxes along the approach trestle,

walkways, services platform & dolphins shall be of flame proof type suitable for Gas zone, IIA

& IIB.

Fire survival cables capable of withstanding 750°C for 3 hours shall be used in third section for

giving power supply to all the installations. The third section refers to location - 3,

transformers which shall be installed at the control tower.

Hot dipped galvanised cable trays for power & control cables shall be provided all along the

approach trestle, Service platform, walkways & dolphins. All Power socket points (16 Amps)

shall be of flame proof class.

8.11.6 Lighting

The lighting arrangement all along the approach trestle and service platform shall be on

octagonal Galvanised Iron poles. The spacing shall be not more than 24 meters. Flood light

arrangement shall also be done using high mast to ensure day light condition at the service platform.

The lighting fittings below deck and below trestle shall be using flame proof, integral & well

glass type of luminaries. They shall be confirming to IP65 class of protection.

All fittings shall be flame proof except in case of high mast since height of 30 meters is

considered. The lamps recommended are High Pressure Mercury Vapour (HPMV). Since

mercury vapour lamps are non-flammable and emit cool light as against High Pressure Sodium

Vapour (HPSV).

Also colour rendering is better in case of HPMV as compared to HPSV.



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8.11.7 Protection Switch Gear The existing system has outgoing circuit breaker at BPCL substation and incoming circuit

breaker at power house, MOT of the rating 400Amps and one run of cable size is 3C x 240

mm sqmm.

In view of the additional services on 4th & 5th oil berth whereby the maximum demand is likely

to go up from 1200 KVA to 1694 KVA, it is proposed to lay another cable of size 3C x 240

sq mm, which shall be connected in parallel to the existing cable to share the load

In view of increased load and developments coming up in near future, it is also recommended

that the existing circuit breakers at both ends as mentioned above shall be upgraded to 800

Amps as against existing capacity of 400 Amps.

The system has been designed to ensure adequate protection to the cables and transformers at 3.3 kV

level which would inherently have 3 over current and 1 earth fault relay as protection.

Circuit breakers at 3.3 KV level shall have time gradation for trip time to ensure proper

isolation/discrimination of faulty system and avoidance of unnecessary tripping / interruption

of the healthy part of the system. The same principle shall hold good for the LT system as well.



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9.0 BASIS OF DESIGN

9.1 Design Life

The structures have been designed to give the following design lives: Berths, and approach trestle : 50 years Buildings : 40 years Mechanical and electrical equipment : 20 years Fenders and ladders : 8 years

The standard design life pre-supposes suitable maintenance systems to be in place. These will

include regular inspections and maintenance repairs of the structures at 4 years intervals. The design

life of the mechanical and electrical equipment and fenders is based on standard recommendations

given by UNCTAD. The maintenance standard of mechanical/electrical installation will be as per

manufacturer’s recommendations. The design life means that at the end of that period the asset will

continue to be serviceable but its economic life would be over. In the case of a structure, for

example, it shall still be capable of carrying the design loads without collapse but would entail high

maintenance, but not major repairs and rebuilding, will be required throughout the design life.

9.2 Codes, Standards and Guidelines

Following codes and standards shall be used in the design of coal berth structures and its

components. The order of precedence shall be as follows.

MbPT specifications

Indian Laws and regulations

Indian standards

International standards

Engineering practices

In case of conflict between the above, it shall be brought to the notice of MbPT for resolution. List of

codes and standards to be used for the detailed design of berth J5 is given in Table 9.1.



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Table 9.1 Codes and Standards

Code Description Marine Facilities IS 4651 Code of Practice for Planning and Design of Port and Harbours.

Part 1 Site Investigation Part 2 Earth Pressure Part 3 Loading Part 4 General design considerations Part 5 Layout and functional requirements

IS 9527 Code of design for planning and design of ports and Harbour Part 3 Sheet pile Part 5 Open pile structure

BS 6349 Code of practice for maritime structures Part 1 General Criteria Part 2 Design of Quay walls, jetties and dolphins Part 4 Fendering and Mooring System Part 5 Code of practice for dredging and land reclamation Part 7 Guide to the design and construction of breakwaters

BS EN 1538: 2010 Execution of special geotechnical work. Diaphragm walls BS 6031 Code of practice for earthworks BS 8002 Code of practice for earth retaining structures

BS EN 1536: 2010 Execution of special geotechnical work. Bored piles

Coastal Protection Manuals CIRIA C683 The Rock Manual (The use of rock in hydraulic engineering – 2nd

edition) EM 1110-2-1100 Coastal Engineering manual – US Army Engineer Research and

Development Centre (ERDC)

Structural Steel Design IS 800 - 2007 General Construction in steel – Code of Practice Loading IS 1893 Criteria for Earthquake Resistant Design of Structures.

Part 1:2002 General Provisions and Buildings

IS 875:1987 Code of Practice for Design Loads (Other than Earthquake) for Buildings and Structures – Part 3 : Wind Loads,

IRC 6 – 1966 Standard specifications and code of practice for roads, bridges, section II Loads and stresses



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RC Design IS 456 - 2000 Plain and Reinforced Concrete – Code of Practice RC Bored Pile Design IS 2911-1979 Part II Design and construction of Pile Foundations – Concrete Piles Mooring OCIMF Guidelines and Recommendations for the safe mooring of large

ships at piers and sea islands Fender system PIANC Guidelines The guidelines for the design of fender system, 2002

Unless otherwise specified, all the latest codes shall be used in the design and construction.

9.3 Design Loads

The marine structures for the jetty shall be designed adequately for the following loads and

appropriate combinations of the loads.

The loads considered in the design are as follows:

i. Berthing forces on berthing dolphins

ii. Mooring forces on mooring and berthing dolphins

iii. Dead Loads (DL)

iv. Live Loads (LL)

v. Seismic Loads (SL)

vi. Wind Loads

vii. Pipeline Anchorage & Friction Loads

viii. Temperature Expansion/contraction

The magnitude and direction of loads are to be assessed in detail at the design stage.



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9.4 Dead Loads

The following unit weights are used in the design to assess dead loads i.e. permanent loads due to

self-weight of the structure and permanent equipment.

Reinforced concrete - 25 kN/m3

Structural steel - 78.5 kN/m3

Sea water density - 10.3 kN/m3

9.5 Live Loads

Service Platform

Class A Load

Uniform load of 2t/sq. m for pipes, valves, pipe supports plus horizontal load

generated by flowing fluids @ 30% of total vertical load of pipe filled with

water

Load due to Marine Handling Arm (5 Nos.) and Telescopic Gangway (1 No):

35 t each

Moment under gust condition for each MHA and Telescopic Gangway: 150 tm

Berthing Dolphins - 0.5t/sq.m Uniform distributed load

Vertical Load & Moment of fire Monitor Tower at berthing dolphin 1 & 4

Mooring Dolphin : 0.5t/sq.m UDL

Approach Trestle : Class A Loading or 1.0 t/m2

9.6 Wave Loads

The berth is located in sheltered water and only limited wave action takes place during monsoon

season. The wave heights to be used for design purposes are summarized in Table 9.2.

Table 9.2 Design wave height and period

Description Design Wave Height (m) Wave Period (Sec)

Pre Monsoon Wave 1 8

Monsoon Wave 2 6



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9.7 Current Loads

The general flow during Ebb and Spring tides along the channel is indicated in the figure 9.1.

(a) Flood flow (b) Ebb Flow Figure 9.1 Current Flow Pattern within the harbour

The current along the channel is specified as 1.0 m/sec and 0.50 m/sec at an angle of 220-250

degrees and 25-80 degrees during Spring and Neap tides respectively. The wind direction shall be

considered universal and hence an additive effect of current and wind shall be considered in the

calculation of the mooring load. Fortunately, the current direction is closely associated with the

berthing line direction and hence the exposed area for the current is very small. The berth orientation

is acceptable as it produce less effect on the mooring lines. However, the mooring forces due to the

current shall be included. Refer to mooring analysis section. The current data used in the calculation

are given in table 9.3.

Table 9.3 Current data

Description Direction Pre Monsoon Monsoon

Current (m/sec) 225° & 45° 0.5 1.0



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9.8 Wind Loads

Wind loads on the structure is calculated for a basic wind speed of 30 m/sec as per provisions of IS

875-1987 for this region.

9.9 Mooring Loads

The design wind speed for calculating mooring forces has been considered as 30 m/sec as this is the

limit beyond which the vessel has to leave the berth. The mooring forces shall be obtained as per IS

4651 (Part III).

9.10 Seismic Loads

The design value for the horizontal seismic coefficient Ah shall be computed as per IS:1893-2002 as

explained below:

Ah = (Z*I*Sa) / (2*R*g)

Where

Ah = Design horizontal seismic coefficient

Z = Zone factor

I = Importance factor depending on the functional use of structure

R = Response reduction factor

Sa/g = Average response acceleration coefficient

Mumbai falls under Zone III as per the seismic map of India shown in IS1893 – 2002. Importance

factor of 1.5 has been considered for this structure.

9.11 RC Design Criteria

The design of RC structures shall follow relevant Indian Standards such as IS 456, IS 2911 and IS

4369. The proposed RC structures shall be designed with restricted crack width as per Indian codes

and standards. The concrete piles shall be designed with a limiting crack width calculated as per IS

4651. The crack width shall be taken as 0.004 times the effective cover to main reinforcement.

Hence, the crack width for the RC bored pile will become 0.3mm (using 75mm cover) and 0.2mm

for beams (with cover 50mm).



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9.12 Reinforced concrete

Grade of concrete for substructure (piles) - M40

Grade of concrete for all superstructures

Precast - M40

Cast – in – situ - M40

9.13 Reinforcement steel

The reinforcement steel shall be of corrosion resistant steel (CRS) of Fe500.

9.14 Structural steel

Yield Strength value of all steel work shall be considered as 350 N/mm2

9.15 Marine growth

Marine growth of 50 mm thick on the circumference of the piles can be considered for the area of

action while assessing the wave / current forces.

9.16 Pile Design Safety Factor

Factor of safety values of 2.5 in compression and 3 in tension will be applied for the pile design.

Axial capacity of bored RC piles shall be calculated as per IS 2911. Piles shall be loaded tested to

prove their capacity during the construction phase. Any adjustment to the penetration depth shall be

made after the result of the pile load test is available.

9.17 Deck Level

The design deck level for Mooring, Berthing and Approach trestle structure is taken as (+) 8.00 m

CD and for service platform is taken as (+) 8.50 m CD.

9.18 Berthing Criteria

The design berthing velocities to be adopted during the design of berthing structures is summarised

in Table 9.4.



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Table 9.4 Berthing Criteria

Item 150,000 DWT 250,000 DWT

Berthing Velocity (m/sec) 0.18 0.18

Berthing angle (deg) 10 10 Berthing Method 1/3 1/4

For further details on the above requirements, refer to section 11.



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10.0 GEOTECHNICAL CONSIDERATIONS

10.1 Bore Hole

MbPT has carried out soil investigation at proposed location of J5 and dredging area in the year

2007. The Geotechnical investigation was carried out by Fugro Geotech, Navi Mumbai. Total of 8

bore holes has been drilled along the jetty head and approach trestle and the location and coordinates

are given in Figure 10.1.

Figure 10.1 Bore hole location and coordinates



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10.2 Subsoil Stratification

The subsoil stratification for each bore hole is summarised in Table 10.1

Table 10.1 Subsoil characteristics

Bore hole No

Coordinates (MbPT Local)

Maximum Depth Drilled

Seabed Level (w.r.t. CD)

Rock Level (w.r.t. CD)

Easting (m)

Northing (m)

(m) (m) (m)

MBH-A 23446.52 22610.14 -18.74 -9.14 -12.74

MBH-A2 23476.80 22851.54 -18.07 -4.77 -11.07 MBH-B 22918.70 21987.78 -28.12 -13.82 -20.12 MBH-C 23035.18 22112.47 -32.53 -11.33 -17.53 MBH-D 22766.60 21847.58 -19.73 -12.28 - MBH-E 22976.46 21893.75 -19.59 -13.14 - MBH-F 23104.16 22070.08 -19.93 -14.38 - MBH-G 23136.93 22204.16 -14.99 -11.29 -14.99

Four distinctive layers have been identified in the geotechnical investigation report at the proposed

location as summarised Table 10.2.

Table 10.2 Strata classification

Layer No.

Layer Description

I Very soft gravelly Silty CLAY

II Residual Soil-Silty-Gravelly SAND III Weak Completely weathered BASALT IV Moderately weak to strong AMYGDALOIDAL BASALT

The profile of the soil along the jetty head is indicated in Figure 10.2 and along the approach trestle

is indicated in figure 10.3. It can be concluded that the soil profile (D, E and F) along jetty head

structures such as service platform, mooring and breasting dolphins indicates predominantly soil and

rock has not been established and hence the piles may have to be designed as friction piles. However,

the soil profile (B, C, G, A and A2) along the approach trestle indicates the rock level varies.



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Figure 10.2 Soil profile along Approach Trestle (B, C, G, A and A2)

Figure 10.3 Soil profile along jetty head (D, E and F)



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The design rock level for determining the pile founding level for approach trestle is indicated in table

10.3.

Table 10.3 Design Rock / Founding level for Approach Trestle

Approach Trestle Zone

Seabed Level (w.r.t. CD)

Rock Level (w.r.t. CD)

Design Founding

Level (w.r.t. CD)

Bore hole No

(m) (m) (m) Zone I -12.00 -17.53 -18.00 MBH-C/G Zone II -10.00 -12.74 -13.00 MBH-A/A2 Zone III -8.00 - -10.00 -

Note : Pile shall be drilled in to the rock by at least 3 times the diameter

The relevant extract of Soil Investigation Report is attached in Appendix D.

10.3 Foundation Recommendations

Laboratory tests were carried out on soil and rock samples from the bore hole and two types of

distinctive results are identified.

(a) Jetty head area

The bore holes indicate predominantly silty clay with 85% to 100% fines content and plastic

limit varying between 30 to 43% (Liquid limit varies between 75% to 99%). This indicates

that the soil is very week and soft, not suitable for any load transmission in this layer. The

bottom of the bore D, E and F is around -20m CD. The bore hole has not been advanced

beyond this level. Hence there is an uncertainty in founding level of the piles.

The jetty head area will be dredged to -19m (berthing pocket) and most of the soft clay soil in

front of the berth will be removed and thus pile load shall be transferred to below layers

either on soil or rock.

However, considering the neighbouring bore holes on the approach trestle area just behind,

the rock levels may be around -28m to -30m. Hence the founding levels of the piles shall be

fixed at -30m to 35m. Piles of 1400 to 1500mm diameter is required this type of depth and



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fixity to sustain the loads from the berth. This is in total embedment required will be of at

least 15m below the existing seabed level.

(b) Approach Trestle Zone I

The rock quality designation of tested samples varies considerably especially the weathered

rock and good samples of RQG nearly 100% have been identified at deeper depths. The

unconfined compressive strength of rocks vary from 7 MPa to 82 MPa, thus showing varying

degree of weathering and strength.

The approach trestle zone I is adjacent to the jetty head area and will not be dredged.

However the existing sea bed elevation in this area varies from -10.0 to -14m. This is also

confirmed by the indication from the bore holes B, C, and G. The weathered rock level in this

zone varies from -15m to -20. However, the strong basalt rock is available at a depth of -22m

to -25m. Hence the proposed pile foundation depth in this region could vary from -25m to -

30m. This is in total embedment required will be of at least 15m below the existing seabed

level.

(c) Approach Trestle Zone II

The approach trestle Zone II is represented by bore holes A and A2. The existing sea bed

elevation in this area varies from -10.0m to -4.0m and the depth varies gradually. The

weathered rock layer is missing in the zone and the weak to strong basalt layer starts from -

11m to -13m and is extending up to -18m. Hence the proposed pile foundation depth in this

region could vary from -15m to -18m. This is in total embedment required will be of at least

10m below the existing seabed level.

(d) Approach Trestle Zone II

No bore hole is available for approach trestle Zone III. The existing sea bed elevation in this

area varies from -4.0m to -0.0m and the depth varies gradually. The weak to strong basal rock

is expected to be similar to Zone II and hence the proposed pile foundation depth in this

region could vary from -10m to -15m. This is in total embedment required will be of at least

10m below the existing seabed level.



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11.0 BERTHING STUDY

11.1 Approach

The arriving ships in to the Mumbai port enter through the channel from outer open sea. After

reaching the inland fair weather limit, the ships will be assisted by tugs and pilots board the ships to

manoeuvre in to the harbour area. The approach channel is fairly straight except at turning towards J1,

J2 and J3 and subsequently towards Pir Pau. Arrival to J4 and J5 is reasonably easy and berthing at J5

will be similar to J4. Hence no special consideration is required except that the channel in front of J5

needs to be widened for a distance of 2300m to 450m.

11.2 Berthing Philosophy

Tankers arriving at J5 from outer area shall turn 180 degree at the turning basin before berthing. The

schematic of the ship manoeuvre is shown in figure 11.1.

Figure 11.1 Berthing tankers berth J5



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Based on this, the berthing velocity is taken from IS 4651 Part 3 and is summarised in Table 11.1. The

south side of Jawahar Dweep can be exposed to offshore wind and waves from south and current

during Ebb and spring tides. Hence berthing conditions can differ at different timing of the year; i.e.

Pre-monsoon and monsoon periods. Hence the berthing shall be verified for both “Strong wind

swells” and “Moderate wind and swells”. Since both the vessels (150,000 DWT and 250,000 DWT)

are bigger than 100,000 DWT, the berthing velocity shall be taken between 0.20 m/sec and 0.15

m/sec. Hence a berthing velocity of 0.18 m/sec is used. It is also assumed that during berthing, the

vessel comes in contact with the fender at one location.

Table 11.1 – Berthing Velocity (Extracted from IS 4651 Part 3)

11.3 Berthing Energy

Berthing Energy for 150,000 DWT and 250,000 DWT Vessels have been calculated and summarised

in Table 11.2.



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Berthing energy has been calculated based on assumption that one fender will be effective during

berthing. The berthing energy is calculated using IS 4651 part III method.

Figure 11.2 Berthing vessels at island berth Following equation is used to calculate the berthing energy.

E = Cm Ce Cs g

WD 2

2V

Where Cm = Mass coefficient

= 1 +DW

LD

4

2 > 20000 DWT vessel.

= 1 + B

D2 < 20000 DWT vessel.

Ce = eccentricity co-efficient

= 2

22

)(1

)(1

rl

Sinrl

CS = softness co-efficient = 1 for continuous berth B = Moulded breadth of vessel D = Moulded depth of vessel WD = Displacement tonnage of vessel = approach angle V = velocity of approach r = radius of longitudinal gyration of vessel L = Length of vessel l = distance between CG and point of contact (projected along berth) g = acceleration due to gravity.



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The calculation for the berthing energy for vessel and fender selection is attached in Appendix E.

Table 11.2 – Berthing Energy Calculation Summary

Description Vessel Size in DWT Vessel Size in DWT

150,000 250,000

Berthing velocity (m/sec) 0.18 0.18 Berthing angle (degrees) 10 10 Mass Coefficient 1.37 1.41 Displacement Tonnage (Tonne) 199500 281218 Eccentricity Coefficient 0.60 0.66 Softness Coefficient 0.95 0.95 Normal berthing Energy (Tonne.m) 257 315 Factor of Safety 1.4 1.4 Manufacturing Tolerance 10% 10% Abnormal berthing Energy (Tonne.m) 360 447 Design berthing Energy 396 492 Fender Selected Trelleborg SCK 3000H

E1.1 Trelleborg SCK 3000H

E1.1 Maximum Energy Absorption (Tonne.m) 454 454 Maximum Rated Reaction (Tonne) 395 395

Hence the above reaction forces shall be used for the design of breasting dolphin and its supporting

structure during detailed design.

The fenders shall be located at midway between the water line and the keel of the vessel, i.e. at the

midway of the draft for effective berthing and transfer of the berthing reaction to the structure. The

elevation proposed is +5.0m CD. The proposed elevation is the centre line of fender. This seems to

fit in line with the requirement for both smaller and larger vessels. Refer to figure 11.4 for details.

The fender shall be provided fender frontal frame of sufficient size with low friction pads as an

interface between the vessel and the fender frame (steel). This reduces the frictional forces induced

by the vessel movement both longitudinally and vertically. Typical friction coefficients vary from

0.1 to 0.3. The breasting dolphins shall be designed for the berthing load obtained from fender

reaction curve applied normal to the structure. In addition, a longitudinal friction force of 0.2 times



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the fender reaction shall also be considered simultaneously to account for the friction force induced

during vessel movement.

11.4 Fender layout

No specific requirement is given in IS 4651 and hence BS/OCIMF requirements are used for

verification. The breasting dolphin position for the range of vessels in an island type berth is shown

in figure 11.3 (extracted from BS 6349 Part 4).

Figure 11.3 Island berth layout (As per BS 6349 Part 4)

The layout of fenders showing the spacing and position along the length of the berth is shown in

figure 11.3. These structures shall be positioned to satisfy the requirements of relevant Indian and

International standards such PIANC and OCIMF (Oil Companies International Marine forum). The

position of breasting dolphins shall be such that it satisfies the range of tankers arriving at the jetty.

For the typical island jetty, the breasting dolphins shall be positioned at 0.3 to 0.4L of the vessels

where L is the overall length of tankers (LOA) as per BS 6349 while the same shall be between 0.25L

to 0.4L as per OCIMF.



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The breasting dolphin is positioned at 50m centre to centre from the unloading platform and thus

gives a spacing of 100m. Table 11.3 and 11.4 gives the summary of the length and spacing for

BS6349 and OCIMF respectively and found to be acceptable.

Figure 11.4 Fender arrangements

The spacing between fenders (100m) satisfies the requirement as per BS 6349 and OCIMF.

Table 11.3 Breasting dolphin spacing (BS 6349 Part 4)

Table 11.4 Breasting dolphin spacing (OCIMF)

Description Length Overall

(LOA in m)

Minimum Spacing Limit

(0.3 LOA) (m)

Maximum Spacing Limit (0.4 LOA)

(m)

Actual Spacing

(m) Remarks

150,000 DWT 298 89.4 119.2 100 Ok

250,000 DWT 349 104.7 139.6 100 Ok

Description Length Overall

(LOA in m)

Minimum Spacing Limit

(0.25 LOA) (m)

Maximum Spacing Limit (0.4 LOA)

(m)

Actual Spacing

(m) Remarks

150,000 DWT 298 74.5 119.2 100 Ok

250,000 DWT 349 87.25 139.6 100 Ok



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11.5 Angular berthing

Berthing of tankers at island berth is based on either 1/3rd or 1/4th berthing. Figure 11.5 and 11.6

shows the berthing of 150,000 DWT and 250,000 DWT tankers at berthing angle of 10º. It can be

seen that the angular berthing at 1/4th berthing is applicable to both vessels and the design berthing

energy shall be calculated based on 1/3rd berthing.

Figure 11.5 Angular berthing of 150,000 DWT Tanker

Figure 11.6 Angular berthing of 250,000 DWT Tanker It can be observed that the vessel does not come too close to any other structure during point of first contact during manoeuvring and berthing at an angle of 10 degrees or lower.



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11.6 Fender vertical arrangement

The vertical position of the fender shall be arranged in such a way that the smallest and largest ships

will have sufficient contact with the fenders. Following cases needs to be considered.

a) Fully loaded 150,000 DWT tanker

b) Unloaded VLCC tanker

For both the above cases, the tanker hull shall have adequate contact area with the fender frame and

the hull pressure shall be within the limits (< 20 Tonne/m2).

Figure 11.7 Fender vertical position

It can be seen from figure 11.7 that the fender position of +5.0m CD is midway between the highest

and lowest vessel positions. The deck elevation of +8.0m will always provide the vertical angle of

mooring line positive.

The dredge level of -19m has adequate under keel clearance for both 150,000 and 250,000 Tankers.



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12.0 MOORING STUDY

12.1 General

The orientation of moored vessel with respect to the environmental load directions will determine the

mooring load and the response of the ship. In this case, the proposed orientation of the berth already

fixed due to the location of the berth J4 orientation and the same is followed for J5. Hence the

mooring analysis is performed to determine the maximum possible loads on the mooring points

considering all directions of wind approach.

12.2 Mooring layout

The spring lines and bow/stern lines can be arranged depending on the vessel bollard and winch

locations. The proposed shore based mooring points shall allow such variations and typical

configurations are shown in Figure 12.1 and 12.2 for 250,000 DWT and 150,000 DWT respectively.

Figure 12.1 Mooring layout for 250,000 DWT Vessel



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Figure 12.2 Mooring Layout for 150,000 DWT Vessel

12.3 Mooring dolphin position

The mooring lines angle for a typical island berth is shown in figure 12.1 (extracted from BS 6349

Part 4). The position of mooring dolphins shall be such that the mooring line angle is less than 15

degrees for optimum use. However, slightly larger angle can be accepted if the mooring line pattern

is taken in to consideration in the mooring analysis to determine the mooring line forces and mooring

hook capacity.

The distance between the vessel centre line and the mooring point shall be in the range of 35 to 50m.

This is to provide sufficient length and flexibility in the mooring line to avoid breaking of the line in

case of over load. The distances provided for various vessels are indicated in Table 12.3.

Table 12.1 Mooring dolphin location

Even though the distance is more, the mooring analysis shall take in to account this increased distance.

Vessel DWT

Length Overall

(LOA in m)

Vessel Breadth

(m)

Distance to Mooring

dolphin (m)

Distance to mooring

points (m)

Permitted Range (m)

Remarks

150,000 298 48.1 45 69.05 35 – 50 Not OK

250,000 349 56.1 45 73.05 35 – 50 Not OK



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Figure 12.3 Typical mooring layouts (Extracted from BS 6349 Part 4) 12.4 Horizontal Mooring angles

The horizontal mooring line angles shall be within the limits specified by OCIMF and BS 6349 for

effective mooring of the vessel. The mooring line angles for various points for 150,000 DWT and

250,000 DWT vessels is summarized in Table 12.2

Table 12.2 Mooring dolphin spacing

Even though the horizontal mooring angle exceeds the limit, the same is considered in the analysis

and corresponding mooring loads are taken in to account.

Vessel DWT

Length Overall

(LOA in m)

Maximum Bow/Stern line

angle (deg)

Permitted stern / bow line angles

(deg) Remarks

150,000 298 15 15 – 25 OK

250,000 349 40 15 – 25 Not Ok



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12.5 Vertical Mooring angles

The OCIMF guidelines suggest positive upward mooring lines while the tanker in fully loaded and

empty condition as shown in figure 12.4. This is to avoid negative mooring angles which may pull

the vessel during oscillation due to wave and wind. Hence the deck level shall be sufficiently low to

provide this.

Figure 12.4 Variation of vertical mooring angle (Extracted from OCIMF)



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The variation of vertical mooring angle is shown in figure 12.5 and 12.6 respectively for 150,000 and

250,000 DWT vessels respectively. It can be observed that the vertical mooring angles are less than

25 degrees and do not become negative. Hence the proposed mooring and breasting dolphin deck

elevation of +8.0m CD is acceptable.

Figure 12.5 Variation of vertical mooring angle for 150,000 DWT Vessel

Figure 12.6 Variation of vertical mooring angle for 250,000 DWT Vessel



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12.6 Design Mooring Conditions

Mooring conditions define the prevailing wind, wave and current at the berth location during the

presence of the ship. Mooring conditions shall be adopted based on OCIMF requirements including

site conditions and is summarized in Table 12.3.

Table 12.3 Design Mooring Condition

Description Pre-Monsoon Monsoon

Wind 20 m/sec 30 m/sec Wave height 1 m 2 m Wave Period 8 sec 8 sec Current 0.5 m/sec 1.0 m/sec

The mooring analysis is carried out considering all eight directions of wind approach towards the

ship. However, due to directional approach of wave and current, corresponding directions is only

considered for the mooring analysis as shown in figure 12.7.

Figure 12.7 Design Mooring environment



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12.7 Windage area

Windage area of the ships is taken from PIANC guideline MARCOM WG33 for the mooring

analysis. The summary of Windage area is given Table 12.4

Table 12.4– Windage Area for ships

Direction Vessel

150,000 DWT 250,000

a) Hull Exposed area Loaded Condition Beam 3120 m2 4135 m2 Stern 920 m2 1170 m2

b) Above Main Deck area Beam 624 m2 827 m2 Stern 184 m2 234 m2

Note :

(a) Hull area is automatically calculated by the program OPTIMOOR as per PIANC guidelines.

(b) Above main deck area is taken approximately 20% of the Hull area.

12.8 Mooring Analysis

The orientation of moored ships with respect to the environmental load directions will determine the

mooring load and the response of the vessel. The mooring analysis is carried out as per OCIMF

guidelines using OPTIMOOR software.

The mooring loads for various approach of environmental loads is summarised in Table 12.5 & 12.6.

It can be observed from tables 12.5 to 12.6 that the maximum beam loads is around 105 Tonnes and

longitudinal loads are very minimum. It can be observed that the fenders of sufficient capacity shall

be provided to cater for beams loads from the ships.



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Table 12.5 – Mooring Loads on 150,000 DWT Vessels

Direction of Environmental Loads

Mooring Loads (Metric Tonnes) Remarks Longitudinal Loads Beam Loads

North -35.7 525.9 North-East -69.6 0.2 East -37.7 -576.9 South-East 7.1 -873.9 South 22.0 -702.6 South-West 88.2 0.6 West 22.8 626.0 North-West -0.7 886.6

Table 12.6 – Mooring Loads on 250,000 DWT Vessels

Direction of Environmental Loads

Mooring Loads (Metric Tonnes) Remarks Longitudinal Loads Beam Loads

North -57.0 689.7 North-East -49.8 -241.6 East -47.7 -823.3 South-East 8.4 -1062.1 South 28.4 -877.5 South-West 122.1 -0.6 West 35.7 759.2 North-West -1.0 1080.3

12.9 Mooring Hook Capacity

The mooring hooks are located at the mooring and breasting dolphins. The extreme and intermediate

mooring points (MD1, MD2, MD3, MD4, Md5 and MD6) are assigned to take the beam loads

whereas the middle mooring points at BD1 and BD2 are assigned to take the longitudinal loads. The

mooring points used in the analysis are indicated in Figure 12.8 & 12.9 for 150,000 and 250,000

DWT vessels respectively.



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Figure 12.8 Mooring point identification for 150,000 DWT

Figure 12.9 Mooring point identification for 250,000 DWT

It can be observed from Table 12.7 to 12.8 the maximum mooring hook load is 85 Tonnes. However,

a mooring hook capacity of 300 Tonne (3x100Tonne) is proposed (as per IS 4651) to account for

variations in mooring load due to weather conditions.

The results of mooring analysis carried out for various environmental load directions are shown in

Figures attached in Appendix F.



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Table 12.7 – Mooring Hook Loads for 150,000 DWT Vessels

Direction of Environmental

Loads

Mooring Hook Loads (Metric Tonnes)

A B C D E F

North 122.5 122.6 61.8 105.2 122.6 122.4 North-East 122.7 122.8 122.0 122.0 122.7 122.6 East 122.7 122.8 109.8 122.0 122.7 122.6 South-East 122.7 53.3 122.2 122.1 - - South - - 122.2 122.1 122.7 122.6

South-West 122.7 122.8 122.1 122.0 122.7 122.6

West 122.7 122.8 122.1 122.0 122.7 122.6

North-West 122.7 122.8 122.1 122.1 122.7 122.6

Maximum 122.7 122.8 122.2 122.1 122.7 122.6

Table 12.8 – Mooring Hook Loads for 250,000 DWT Vessels

Direction of Environmental

Loads

Mooring Hook Loads (Metric Tonnes)

A B C D E F

North 122.3 121.8 121.4 121.2 121.8 122.3 North-East 122.3 121.8 34.2 121.3 121.5 121.2 East 122.3 121.7 121.5 121.6 - -

South-East 122.2 57.5 121.6 121.5 - -

South - - 121.6 121.4 121.5 122.2

South-West 122.3 121.7 121.4 68.9 121.7 122.2

West 122.3 121.8 121.4 121.2 121.7 122.2

North-West 122.3 121.8 121.4 121.2 121.8 122.3

Maximum 122.3 121.8 121.6 121.6 121.8 122.3



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14.0 ENVIRONMENTAL IMPACT MANAGEMENT

14.1 Environmental Impact Assessment (EIA)

The construction of 5th Oil berth involves the following major activities.

Land clearance, excavation, land filling and compaction near the Island (Jawahar Dweep)

Land based Bored concrete pile involving machinery for boring and disposal

Marine piling involving disturbance to the seabed and suspended particles and marine life

Noise generated during construction activities especially piling work

Dredging and disposal

Obstruction due to the construction of berthing structures against the natural flow

Pollution to seawater due to leakage and spill of hydrocarbon fluids.

Hence suitable agency shall be appointed to study the long and short term impacts due to the above

activities and specify suitable measures to control the environmental damage.

14.2 Impacts due to Operation of berth

Handling of the liquid cargo in the port may influence the environment in different ways, through

air-borne dust generation and noise, brought out by unloading / loading operation, the 100% of the

cargo expected to be shipped through the dedicated pipelines from the oil terminal and refinery. The

leakage and spillage is expected due to rupture of pipeline etc. for which contingency plans already

in existence to combat in the port. There are existing facilities available to cater to such leakage and

spillage.

Construction of a new jetty leads to dredging to required depth. The dredged material will be about 3

million cubic m3.

Secondary causes having impact on the environment can be one or more causes arising out of the

following acting either separately or in combination.



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Excessive wind force

Drainage or rainfall run-off from potentially contaminated area

14.3 Mitigation Measures

Since the project consist of only a liquid handling facility and not a processing plant or industrial unit

as such, the usual sources of environmental pollution such as emission of smoke and toxic chemical,

affluent discharge, spoilt disposal etc. Do not come into the picture at all. Visual or scenic value of

the area also will not be distributed in any way. The birth area would have in any case been occupied

by a number of unloading arms with latest technology to arrest any mishap in case of emergency.

The explosive nature of cargo will be kept in mind while installing all the equipment for loading and

unloading of liquid cargo. All the cargo will be evacuated through pipelines and there will be no

handling of hazardous liquid. No portion of the proposed facility will cross the inhabited area.

Separate de-ballasting pipeline pipe line is provided to receive the washing from the ships.

Oil containment booms and oil skimmers are proposed to control the accidental leakage of oil.

Dredged material will be dumped in approved dumping ground.

14.3.1 Air Pollution

No dust emission is anticipated from the oil handling facility

14.3.2 Noise

The design of the entire system will be such that noise generation is minimised at all points of the

system. Noise level of each component of the system such as drives etc. Will be limited to 80 db

measured at a distance of 1.5m from the particular component. The noise level of complete

subsystems will also be controlled.



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14.3.3 Fire Fighting

A dedicated fire fighting system is proposed for the new jetty. The system consist of water/foam

monitor system, ground monitor, jumbo curtain system, hydrants, foam induction system, fire alarm,

public address and fixed fire extinguishers, gas detection system, existing main and standby pumps

will be used to maintain the water demand at required pressures in 5th oil Berth.

14.3.4 Ship loading and Unloading

The fixed unloading loading arm will be deployed for unloading and loading of crude and POL with

ships pumping gears. These arms have inbuilt fail safe devices to prevent spillage of oil in case of the

outboard end of arm is separated from the tanker manifolds.

There are no CRZ issues and impact on socio-economic environment as the proposed development

will be within the existing port area.

However detailed study of air quality, water quality, sediment quality, soil quality, biological quality,

socio-economic environmental quality etc., in and around the port facility are required to be studied

based on baseline data. Detailed study is also required to be carried regarding expected impact on

different categories of terrestrial, aquatic as well as benthic flora and fauna during construction and

operation phase.

All measures necessary for mitigation of environmental pollution caused by factors will be taken and

enforced to acceptable standards.

However, EIA need to be carried out separately by MbPT based on the TPOR approved and issued

by MOEF.



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15.0 IMPLEMENTATION METHOD AND SCHEDULE

15.1 Implementation Method

MbPT would like the oil companies (users) to share the part of development cost of the berth. Oil

companies (BPCL and HPCL) has agreed to share a 50% cost of construction of 5th Oil berth. It is

proposed to develop the 5th oil berth based on unit rate contracting method as it would yield optimum

and economical results. The reason for the same is listed below.

The project involves large number of piles approximately 750 Nos.

The founding levels of piles are not known clearly at this stage as soil bore holes are only

indicative and it may vary considerably during the execution.

Due to uncertainty of the founding levels of piles, the contractor may quote higher price if the

EPC method (Engineering, Procurement and Construction) based on lump sum turnkey

contract is considered.

Hence it is advised to carry out additional bore holes and an assessment of pile founding

depth and detailed design of the berth structures be carried out before tendering for this berth.

Quality of construction and variation in quantities can be controlled during execution if the

contract is based on unit rates.

Changes could be accommodated at later stage of the project without large schedule impact

during the execution of the project.

Hence it is highly recommended that the following procedure be adopted for the implementation of

the project.

Preparation of EIA report

Additional Geotechnical investigation

Detailed Engineering of marine structures and mechanical/electrical/instrumentation/fire

fighting facilities

a) Develop specification for marine infrastructure such as fenders, mooring hooks, bollards,

gangway and berthing and navigational aids.



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b) Prepare Tender specifications and bill of quantities

c) Tender evaluation and award

d) Construction supervision and contract management

Additional geotechnical investigation can be awarded to a separate contract prior to the start of

detailed engineering. Detailed engineering of the marine structures and facilities shall be taken up

immediately after the approval of the detailed project report and financial approval.

Preparation of EIA study report shall be done by specialised agency and same shall be appointed

immediately after the approval of this DPR.

Agency with sufficient expertise shall be hired to carry out detailed engineering of the facility

including marine structures/facilities.

Suitable agency shall be hired for supporting MbPT during execution for site supervision and

assistance for site related engineering.

15.2 Work elements and Scope

The development of fifth oil berth includes the following work elements.

Construction of approach trestle and Jetty head

Dredging

Power supply

Firefighting facilities

Installation of marine loading arms, telescopic gangway.

Providing laser docking system for berthing assistance

Laying crude and utility pipe lines

Facilities to combat and contain oil spills in the sea



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Land reclamation along JD at the south for future use

15.3 Pre-Construction Activities

The following activities are to be completed prior to undertaking actual construction of the respective

works:

Clearance / No objection of statutory/ competent authorities for construction of the project

Rapid E.I.A study and corresponding E.M.P

Sub soil investigation around the proposed jetty location

Siltation Model study

Topographic survey of JD

Detailed engineering and drawing for works under different discipline

Tendering, evaluation, approval of competent authority & award

15.4 Contract Packages

Based on the work element and sequence, the total work scope is divided in to three major packages

as summarised in Table 15.1.

Table 15.1 Work Packages

Contract

No. Work Package Duration

1. Construction of Jetty and Approach Trestle 30 Months 2. Mechanical, Electrical and Firefighting works 30 Months 3. Dredging 16 Months

The scope of work in each work package is summarised below.

Contract 1. Construction of Jetty head and Approach Trestle

Construction of approach bund

Marine construction of jetty head and approach trestle including roadway and expansion

joints, road barriers and handrails.



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Supply and installation of fenders and frame and associated hardware such as tension chain,

shear chain, weight chain and fixing hard wares.

Supply, installation and commissioning of remote controlled Quick Release Mooring Hooks

with local control and electric cables etc.

Installation of ground and tower monitor structures.

Boat landing jetty with mooring rings and fenders

Control tower building complete with all architectural fittings such as doors, windows,

louvers, floor tiles and roofing protection etc.

Interconnection between J5 approach trestle to existing pump house

Interconnection between J5 approach trestle to existing berth J4 platform

Installation & commissioning of laser docking system on berthing dolphin for berthing

assistance including large displace, laser etc.

Based on the quantity of the work involved, it is suggested that the construction period of 30

months is required for this contract.

Contract 2. Mechanical, Electrical and firefighting works

Procurement and laying crude, products and bunker pipelines with remote operated valves

and accessories including connection to MLAs and manifolds at Jawahar Dweep, local

control and electric cable. Schedule

Commissioning of firefighting facilities and salt water flushing system and other utility

pipelines with all equipment, piping, cables, control desk for remote controlled operation etc.

Installation & commissioning remote/manual controlled marine loading/unloading arms on

service platform with local control and electric cables.

Installation & commissioning remote/manual controlled telescopic gangway on service

platform with local control and electric cables.

Procurement of plants, equipment and related accessories for combating and collection of oil

spills in the harbour.



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Supply of 10T bollard pull tug boats for operation of oil spill response system.

Based on quantity of work element including some long lead items, it is suggested to have a contract

period of 30 months. The contract 1 and 2 shall run parallel or with a 6 to 8 months lead time to

commission the jetty within the construction contract of 30 months.

Contract 3. Dredging

Dredging and disposal of dredged materials at designated disposal ground of MbPT.

15.5 Construction Method and Estimation of duration

15.5.1 Jetty head and approach trestle construction

The jetty head and approach trestle construction consists of following work scope.

Service platform of size 42mx22.85m

6 Mooring Dolphins of size 15.6m x 15.6m

2 Breasting dolphins of size 20m x 16m

Approach Trestle (12m span per bay) about 2000m long

Control Tower platform of size 54.5m x 17m

Boat landing

Control tower building

Approach bund

The above scope will involve following work elements.

200 Nos of bored cast in situ piles for the jetty head

550 Nos of bored cast in situ piles for the approach trestle.

Pile muffs

Precast beams and in-situ filling

Precast slab and in-situ filling



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Precast method of construction can be utilised to increase efficiency, quality and construction

schedule. The pile muff, beams and slab can be partly precast and partly in-situ.

Multiple construction fronts can be mobilised to speed up the work especially the jetty head and

approach trestle separately.

Considering the number of piles and quantity of precast / in-situ concrete work, 30 months is

required for the construction of the jetty head and approach trestle.

15.5.2 Mechanical/Electrical/Firefighting work

The facilities contract includes the following scope of work.

Crude oil export pipelines (1 Nos of 42” pipeline - 2.5km long)

Crude oil import pipelines (2 Nos of 36” pipeline - 2.5km long

Marine Loading arms (3 Nos of 20”)

FO Bunker line (1 Nos of 12” pipeline - 2.5km long

Dirty Ballast (1 Nos of 12” pipeline - 2.5km long

Seawater Pipeline (1 Nos of 18” pipeline - 1.5km long

Foam Pipeline (1 Nos of 4” pipeline - 0.5km long)

Flushing water pipeline (1 Nos of 16” pipeline - 0.5km long)

Fresh water pipeline (1 Nos of 8” pipeline - 2.5km long)

Marine Gangway with crane (1 Nos)

Fire Monitor, foam monitor, hydrants, Jumbo Nozzle curtains

Electrical Overhead line from Pir Pau to Jawahar Dweep

Transformers and switch gears

Substation equipment

Oil Spill Containment boom

Tug boat for oil spill boom handling



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Lead time for some of the major equipment required for fifth oil berth is listed in Table 15.2 together

with the minimum required lead time. The lead time indicated excludes the time required for

commissioning.

Table 15.2 Lead time for equipment procurement

Sl. No

Equipment Lead time

01. Marine Loading Arm 16 Months 02. Gangway 12 Months 03. Pipeline Material 6 Months 04. Tug Boat 12 months 05. Oil Spill Containment boom 6 months 06. Fire fighting equipment 8 months 07. Transformers 9 months 08. Diesel generators 12 months

Hence considering the long lead time for the marine loading arms and large quantity of steel pipeline

procurement, overall schedule of 30 months is required to complete the scope.

15.5.3 Dredging

It is estimated that about 3.0 million cum marine clay will be required to be dredged in the turning

circle area, shipping channel at the east and berth pocket. The dredged material need to be dumped in

the designated area which is about 60km from site works.

It is proposed to deploy 2 TSH dredger of 4500 cum hopper capacity i.e, 1350 cum. One cycle of

dredging & dumping operation will take approximately six hours. Based on the above parameters

actual dredging time will be about 13 months. Considering 2 months for mobilization, total time will

be 15 months.

15.6 Contract Schedule

A level 1 contract schedule for contract 1, 2 and 3 has been prepared keeping mind that the berth

shall be constructed and made available for use within 30 months from date of approval. The

schedule chart is attached in Appendix F.



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16.0 COST ESTIMATES

16.1 Assumptions

The preliminary cost estimate is based on the following assumptions.

The cost estimate is approximate based on preliminary sizing of berth and shall be subjected

to a variation of 20%

Unit rates for concrete, steel and pile installation is taken from in-house data using Indian

projects.

Cost of fenders and bollards is taken from previous projects.

Cost escalation due to price increase is not included in this estimate

16.2 Methodology

The estimation is divided in following groups.

Berth Structure

Boat Landing and Control Tower

Approach Trestle

Mechanical Electrical and Fire fighting

Onshore Pipelines

Submarine pipeline work

Overhead Electrical Line

Reclamation

Dredging

Engineering and Management. The unit rates used for the cost estimate for various items are summarised in Appendix B. Based on

the unit rates of raw materials, item rate for RC bored pile, concrete for beams and slab including

reinforcement is calculated and summarised in Appendix B.

16.3 Cost Estimate Summary

The overall project cost estimate for three options is summarised in Table 16.1.



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Table 16.1 Project Cost Estimate Summary Sl Component J5 J5a & J5b J5 & J6

No (Rs in Crores) (Rs in Crores) (Rs in Crores)

A Preliminaries

Survey 3.00 4.00 4.00

Soil investigation 3.00 4.00 4.00

B Jetty head Construction

Unloading Platform 18.65 37.29 37.29

Mooring Dolphins 30.7 61.4 61.4

Breasting Dolphins 10.5 21.1 21.1

Walkways 4.5 8.9 8.9

C Boat Landing and Control Tower Building

Boat Landing Platform 8.75 8.75 8.75

Control Tower Building 2.81 2.81 2.81

D Approach Trestle Construction

Approach Trestle Zone I 88.86 95.07 157.12

Approach Trestle Zone II 85.35 85.35 85.35

Approach Trestle Zone III 77.57 77.57 77.57

Approach Bund 3.00 3.00 3.00

E Mechanical, Electrical and Fire fighting

Unloading Platform Equipment 64.10 128.20 128.20

Fire Fighting facilities 10.0 15.0 15.0

Lighting 2.0 3.0 3.0

Cathodic Protection 1.0 2.0 2.0

Navigational Aids 1.0 2.0 2.0

F Pipelines Supply and Construction

Pipelines on Trestle 87.10 87.10 87.10

Pipeline on Land 18.7 18.7 18.7

Pipeline Laying 22.6 22.6 22.6

Cross Over Bridges 3.0 3.0 3.0

G Overhead Electric Line and Substation

Overhead Electric Line 20.00 20.00 20.00

Substation facilities 2.00 2.00 2.00

H Conversion of existing ONGC Pipeline

Physical Inspection 2.00 2.00 2.00

Pressure Testing 2.00 2.00 2.00

Internal lining and repair 5.00 5.00 5.00

I Miscellaneous

Engineering & management 11.54 14.44 15.68

Contingency 57.72 72.18 78.39

J Dredging (Berthing Pocket& turning circle)

Capital Dredging 35.01 1245.88 35.01

Maintenance Dredging 35.01 93.44 35.01

Total Cost (Rs Crores) 716.5 2147.8 948.0



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16.4 Conclusion

Based on the detailed review of various options and considering the cost of implementation,

following conclusions can be arrived.

a) Option 1 with only J5 is technically feasible and economical considering the operability and

the cost. The cost of building the J5 berth is 716.5 Crore.

b) Option 2 has the difficulty of turning vessels in to the inner turning basin and the cost of

dredging is high due to shallow rock outcrop. The total cost of this option is very high and

not worth considering.

c) Option 3 can be considered if the crude import volume is high and for the additional cost of

231.5 Crore, one more berth can be created. However, the limitation is that both berths

cannot be operated simultaneously by single company at the same time as the pipeline

available is for operation of one berth for each company.

Considering the above, it is recommended to implement the option 1 with the berth J5 and associated

mechanical, electrical and fire fighting facilities.

16.5 Contract Values

Based on the project cost estimate summarised in Table 16.1, the breakdown of cost for following

three contracts has been worked out.

Contract 1 : Construction of jetty head and approach trestle

Contract 2 : Mechanical, electrical and fire fighting facilities

Contract 3 : Dredging

The project cost for the above three contracts are summarised in Table 16.2, 16.3 and 16.4

respectively for contracts 1, 2 and 3.



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Table 16.2 Contract 1 – Jetty head and Approach Trestle

Sl Component Cost

No (RS in Crore)

A Preliminaries 2.0

B Jetty head Construction 64.3

C Boat Landing and Control Tower Building 11.6

D Approach Trestle Construction 254.8

I Miscellaneous 34.6

Total Cost (Rs Crores) 367.3

Table 16.3 Contract 2 – Mechanical, electrical and fire fighting facilities

Sl Component Cost

No (RS in Crore)

A Preliminaries 2.0

E Mechanical, Electrical and Fire fighting 78.1

F Pipelines Supply and Construction 131.4

G Overhead Electric Line and Substation 22.0

H Conversion of existing ONGC Pipeline 9.0

I Miscellaneous 34.6


Table 16.3 Contract 3 – Dredging

Sl Component Cost

No (RS in Crore)

A Preliminaries 2.0

J Dredging 70.0


ENNORE PORT

LIMITED


DOCUMENT NO. IITM-EPL-DPR-001

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APPENDIX A

BERTH LAYOUT DRAWINGS

ENNORE PORT

LIMITED



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APPENDIX B

COST ESTIMATE

ENNORE PORT

LIMITED



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APPENDIX C

CONSTRUCTION SCHEDULE

ENNORE PORT

LIMITED



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APPENDIX D

GEOTECHNICAL REPORT

ENNORE PORT

LIMITED



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APPENDIX E

BERTH ENERGY CALCULATION

ENNORE PORT

LIMITED



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APPENDIX F

MOORING ANALYSIS