form-1 and pre-feasibility reportsenvironmentclearance.nic.in/writereaddata/online/tor/0_0... ·...

FORM-1 AND PRE-FEASIBILITY REPORTs

“Development of Integrated Facilities (stage-II) within the Existing Kandla Port Trust Limit at Kutch District of Gujarat:

1. Setting up of Barge Port at Veera; 2. Setting up of Barge Jetty at Jafarwadi; 3. Setting up of Oil Jetty No.-7; 4. Construction of Administrative Building at Tuna; 5. Construction of Road connecting Veera jetty”

APPLICANT

M/ KANDLA PORT TRUST

Administrative Office Building Annex Building, First floor,

Post Box no. 50 Gandhidham – 370201 Kutch District (Gujarat)

Prepared By MANTEC CONSULTANTS PVT. LTD.

(QCI Accredited consultant at S. No. 99 as per List of Accredited Consultant Organizations/ Rev. 28/March 05, 2015)

ENVIRONMENT DIVISION: D-36, SECTOR-6, NOIDA, U.P.-201301

PRE-FEASIBILITY REPORT - SETTING UP OF BARGE JETTY AT VEERA

1

MANTEC CONSULTANTS PVT. LTD., NOIDA

PRE-FEASIBILITY REPORT

SETTING UP OF BARGE JETTY AT VEERA


2


Table of Contents

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

1. EXECUTIVE SUMMARY .................................................................................... 4

2. INTRODUCTION OF THE PROJECT/BACKGROUND INFORMATION .............. 5

3. PROJECT DESCRIPTION .................................................................................. 7

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

5. PLANNING (BRIEF): ...................................................................................... 14

6. PROPOSED INFRASTRUCTURE ..................................................................... 15

7. REHABILITATION AND RESETTLEMENT (R&R) PLAN ................................ 16

8. PROJECT SCHEDULE AND COST ESTIMATES ................................................ 16

9. ANALYSIS OF PROPOSAL (FINAL RECOMMENDATIONS) ............................. 17


3


LIST OF ABBREVIATIONS

BOT Build, Operate and Transfer

CAGR Compounded Annual Growth Rate

DSCR Debt Service Coverage Ratio

DWT Dead Weight Tonnage

GRT Gross Registered Tonnage

IRR Internal Rate of Return

KPT Kandla Port Trust

MMTPA Million Metric Tonnes per Annum

MT Metric Tonne

NPV Net Present Value

POL Petrol Oil Lubricant

PPP Public Private Partnership

SEZ Special Economic Zone

TAMP Tariff Authority for Major Ports

MAT Minimum Alternate Tax


4


1. EXECUTIVE SUMMARY

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

among all the Major Ports of India in the terms of cargo handling for the most of the years in

last decade. Thus, Kandla Port Trust has been contributing the most for the development of

port capacity and handling seaborne trade of the country.

Presently, Kandla Port is handling its cargo at its 12 nos. Jetties. These jetties collectively

have a capacity of 27.37 MMTPA. However, there are certain factors which are not allowing

the operations to be efficient enough to achieve the throughput equal to the said capacity.

Time loss due to berthing, un-berthing, custom checks, custom boarding, cargo

sampling, etc.

Time loss due to tidal restriction which may not allow ships to sail out even if the

handling operations are over, keeping them waiting for next high tide.

Since the existing jetties are quite old structures, it calls for relatively higher time

for maintenance.

Owing to the above stated reasons and considering the ideal berth occupancy, ideally

utilizable capacity of the existing jetties is relatively less at 9.75 MMTPA. Presently, at KPT,

waiting for berthing at Oil Jetties is being observed.

Total of 87.01 MMTPA of cargo was handled at Kandla Port in the year 2013-14. In order to

ease pressure / avoid the waiting of the vessels for the existing oil terminals and to cater

additional cargo, KPT has taken measures to develop a cargo handling facility at Veera. The

proposed facility will be able to cater vessels of higher DWT. Commissioning of the proposed

facility shall augment the cargo handling capacity of Kandla Port by 6.29 MMTPA.

Traffic Forecast

Traffic forecast for the proposal Veera Jetty with products to be handled 6.29 MMTPA (Dry Cargo)

Project Viability

Analysis of economic viability of the project FIRR 12.42% and EIRR 13.96%


5


2. INTRODUCTION OF THE PROJECT/BACKGROUND INFORMATION

i. Identification of project and project proponent.

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

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

Hence, considering the vast hinterland that is dependent on KPT for seaborne trade and currently prevailing traffic congestion at existing facilities of KPT, capacity additions are of utmost importance at KPT for serving the economy of the influence region and in turn, the economy of the whole country in the best possible manner. Presently, Kandla Port is handling its 12 cargo berths under the direct operation at port,

These jetties collectively have a capacity of 59.01 MMTPA. However, there are certain

factors which are not allowing the operations to be efficient enough to achieve the

throughput equal to the said capacity.

Time loss due to berthing, un-berthing, custom checks, custom boarding, cargo sampling, etc.

Time loss due to tidal restriction which may not allow ships to sail out even if the handling operations are over, keeping them waiting for next high tide.

Since the existing jetties are quite old structures, it calls for relatively higher time for maintenance.

1. The main components of the Veera jetty which shall be constructed by the BOT

operator will be: a). A jetty of length 160 m x 60 m.

2. The total estimated cost of the projects will be Rs.16000lakh.

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

undertaken by the BOT operator.


6


ii. Brief description of nature of the project

The cargo handling capacity of Veera by 6.29Million MTs.

The proposed facility shall be used for handling cargo.

Name of Project SETTING UP OF BARGE JETTY AT VEERA

Length of the wharf 160m

Width of the wharf 60m

Total Back up area 20Ha

Capital Cost Rs. 16000lakhs.

Project time Schedule 18 months from the Date of Award of Concession

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

The need of the project can be understood from the demand at the Kandla port.

Presently, 12 numbers barge jetties are handling cargo at Old Kandla Port. In future,

proposed one number barge jetty shall be commissioned for handling cargo at Veera.

Existing Cargo Handling Capacity

No nearby existing cargo handling capacity in Veera.

Trends in the past liquid cargo traffic

Kandla’s liquid throughput for fiscal 2011-12 stood at 96.61 lakh MTs. In case of

liquids at Kandla, during fiscal 2011-12 as compared to fiscal 2010-11, there was an

increase in Phos Acid by by 07% to 13.82 from 12.86 lakh MTs, and other Chemicals

from 39.05 lakh MTs to 42.88 lakh MTs registering a increase in 10%.

Demand and Supply with future projections

The demand and Supply gap is increasing day by day and this Jetty with capacity of 6.29

MMTPA will help to fill up this gap.

iv. Imports vs. indigenous production

The proposed jetty planned to be developed for handling of oil for both import as well as export.

v. Export possibility

The proposed jetty would be suitable for export of materials/products produced in its

hinter land.

vi. Domestic/export markets


7


There is existing demand from existing /proposed industries for import of materials for

domestic use as well as export materials/products.

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

Based on the preliminary estimates, the direct employment due to proposed project will be during the construction phase and indirectly during the operation phase.

3. PROJECT DESCRIPTION

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

As mentioned earlier, construction of Barge Jetty at Veera is proposed to ease the pressure on the existing Barge jetties. It is anticipated that the even after the commissioning of the aforementioned facility, the capacity shall be inadequate to handle the likely Barge traffic in future. Commissioning of the proposed facility shall augment the Barge handling capacity of Kandla Port by 6.29MTs.

Road connecting to Veera Barge jetty to tuna gate proposed as an interlinked project.

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

The proposed project site is situated in Veera village having latitude 22°54'26.3" N & longitude 70°01'21.8" E. The site for the proposed jetty is 24.3Kms from the Gandhidham railway station towards west and 27.1Kms from the Kandla Airport towards North. The site is about 148 Kms away from the NH 8A as per drawing enclosed at Annexure A.

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

As the jetty is proposed within the limits of Kandla Port Trust, no alternative site has

been examined.

(iv) Size or magnitude of operation.

The proposed jetty is planned to handle dry cargo of about 6.29 MMT per year in the

initial years. Further expansion with additional demand will be considered in future

when such needs arise.

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

The project includes loading-unloading of cargo as it does not include any process.

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

Cement - 8330 MT

Steel- 5680 MT

Structural steel- 905 MT


8


Trap stone- 100810M3

Crushed metal - 72744 m3

Sand- 9689 m3

Quarry spall- 830322 m3

Asphalt VG-30- 588 MT

Bitumen Emulsion- 200 MT

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

The proposed project is development of a jetty and its operation. Therefore, resource optimization will be mainly in the form of effective use of infrastructure created and optimization of berth occupancy and utilities and services.

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

Water:

The required water will be arranged by Contractor.

The water requirement has been envisaged based on the total area of the Project

considering the jetty area. Water requirement for the project is approximately 10000KL

for the Project.

The quantity of effluent generation during construction and operation is Nil.

Power:

DG set of approx. 50 KV will be required for the construction work.

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

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

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

disposal (both solid and liquid. Details of waste (both solid and liquid) generated and

its management would be ascertained at later stages.


9


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


10


4. SITE ANALYSIS

(i) Connectivity.

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

Bhuj as well as Gandhidham which lies 71.3 Km (N) & 24.5 Km (N) respectively from Kandla Port. Gandhidham airport is also operational and there is a daily flight to Mumbai from this Airport.

Railway

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

principal cities of Mumbai, Ahmadabad, Surat, Baroda, etc., and also Delhi,

Punjab and Haryana through the route Ahmadabad-Ratlam- Kota - Mathura to

Delhi. The second route is via Palanpur - Ajmer to Delhi.

The nearest railway station is Gandhidham railway station is 24.3 Kms.

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

from Mumbai via Ahmedabad and Morbi and terminates at the Port. The distance

from Veera to NH 8A about 148 Kms(S) from the Port. The port enjoys fully

developed road network, both in and around the Port area to facilitate faster

movement of cargo.

(ii) Land form/ land use / land ownership.

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

(iii) Topography (along with map).

Topography at the site location is generally flat with average ground level of about 2m above MSL. Topsoil appears marshy. The Master plan for Kandla Port trust is attached.

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

Existing land use pattern of the proposed site is barren land, without and cultivation and is covered under coastal regulation.

(v) Existing infrastructure

The proposed Barge jetty is a green field project and nothing exists on the site as of now. The backup area earmarked for the jetty is almost barren and flat. It is proposed to construct and operate a wharf of length 160 m X 60 m on PPP basis. The jetty shall be used for


11


handling of dry cargos products. The BOT operator shall undertake the following development activities at the proposed project.

c. Soil Classification

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

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

Depth (m) Dia of Bore

Hole Log Strata Description

0.70

150 mm Grey Soft to Firm Silty Clay

1.00 2.00 3.00 4.00 5.00 6.00 7.00 8.00 9.00

10.00 10.70 11.00

150 mm Reddish Brown Hard Silty Clay

12.00 13.00 14.00 15.00 16.00 17.00 18.00 18.70

19.00 150 mm

Reddish Brown Hard Silty Clay with Gypsum 20.00

21.00

150 mm Reddish Brown Hard Silty Clay with

Gypsum

22.00 23.00 24.00 25.00 26.00 26.90 27.00

150 mm Yellowish Brown Dense to Very

Dense Silty Sand

28.00 29.00 30.00 30.07 31.00

150 mm Yellowish Brown Dense to Very

Dense Sitly Sand

32.00

33.00

34.00

35.00

36.00

37.00

37.52

As could be seen, the sub-soil profile consists of grey soft to firm silty clay up to -10.70

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

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


12


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

Very dense yellowish silty sand is found below -36.00 m and the bore hole is terminated

at -36.00 m with the same composition being observed.

d. Climatic Data from secondary Sources

Tidal Conditions

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

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

Highest High Water + 7.59 m

Mean High Water Spring + 6.66 m

Mean High Water + 6.185 m

Mean High Water Neaps + 5.71 m

Local Mean sea Level +3.88 m

Mean Low Water Neaps + 1.80 m

Mean Low Water + 1.30 m

Mean Low Water Spring +0.80 m

Lowest Low Water + 0.4 m

Average Spring Range 5.86 m

Average Neap Range 3.91 m

Mean Range 4.885 m

Waves

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

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

provides calm waters round the year for easy movement of shipping. Thus, Kandla has

become an all-weather Port of repute. The high amplitude tides coupled with a large

storage area has resulted in high flushing velocities inside. This has helped in cleansing

of the navigational channels, thus providing minimum siltation. Outside in the gulf, the

complex flow phenomenon has given rise to a number of shoals, which are dynamic in

nature. The Port of Kandla is approached through the channel starting from the Outer

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

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

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

only. The Port region is free from any significant wave disturbances.

Silt and Salinity

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

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

stations in the Gulf of Kutch. The waters of the Creek are heavily silt charged, the range

being 1 to 3 ppt. The Creek waters have a salinity ranging from 23 to 25 ppt.

Temperature and Humidity

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

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

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


13


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

January 25.2 13.0

February 27.5 15.5

March 32.0 20.2

April 34.6 23.5

May 35.9 25.7

June 35.0 27.7

July 32.4 27.2

August 30.7 25.4

September 33.3 24.5

October 34.2 23.1

November 32.4 20.2

December 25.6 13.5

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

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

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

values vary between 25% and 50%.

Rainfall

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

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

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

only.

Wind Conditions

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

be made:

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

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

February

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

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

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

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



April to

June

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

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

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

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


14


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

12 and 19 km/hr.

Storms and Cyclones

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

cyclonic storm, which passed over Kandla Port with a wind speed of 150 km/hr.,

resulting in high tidal waves of 10.5 m with strong current, caused extensive damages to

the Port installations, crafts and human lives.

5. PLANNING (BRIEF):

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

The site for the proposed project is situated at Veera as per drawing enclosed at

Annexure A. Commissioning of the proposed facility shall augment the cargo handling

capacity of Kandla Port by 6.29 Million MTs.

It is proposed to construct and operate a wharf of length 160 m X 60 m on PPP basis.

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

project.

(ii) Population projection

The population projection for the proposed project is only related to direct and

indirect employment generation. In construction stage, the temporary population will

be about 600 and in the initial stage of population direct and indirect population will

be 150 and 350 respectively.

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

It is planned to develop backup area of 20 hectare approx for bunkering facilities.

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

The BOT operator shall undertake the following development activities.

Construction of wharf of 160 mts. x 60 mts. on pile foundation

Construction of other civil structures on pile foundation such as approach

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

mast lighting tower, fire pump house,

Providing Temporary Custom fencing wall,

Providing Fire fighting line

Electrification works

Gate office and security check

Development of back up area

o Construction of permanent boundary wall

o Product laboratory


15


o Providing fire fighting system

o Electrification works

o Construction of office building and security cabin

Capital dredging and Maintenance dredging alongside the jetty

(v) Amenities / facilities

The Amenities/facilities proposed are in relation to the infrastructure

proposed to be developed in phases.

6. PROPOSED INFRASTRUCTURE

i. Industrial Area (Processing Area)

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

by TAMP.

1. Draft available at the proposed Jetty - 4 .00 meters (below CD)

2. Dimensions of the jetty - 160 m x 60 m (proposed)

ii. Residential area (non processing area).

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

iii. Green belt.

Green belt will be provided as per specified norms.

iv. Social infrastructure.

There is no proposed social infrastructure as part of this project.

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

etc).

Currently there is no road/ rail/ metro/ water ways to connect the proposed site for jetty. The proposed jetty will be connected by a proposed road of 15.5km.

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

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

vii. Sewerage system

For sewage treatment, septic tank and soak pit will be constructed within the

plot area.


16


viii. Industrial waste management:

There is no industrial waste except waste water and solid waste generated from this project. The waste water shall be treated in sewerage treatment plant (STP)

ix. Solid waste management:

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

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

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

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

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

x. Power requirement and supply / source:


7. REHABILITATION AND RESETTLEMENT (R&R) PLAN

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

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

free from all encumbrance.

8. PROJECT SCHEDULE AND COST ESTIMATES

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

The Project is envisaged to be completed and brought into operation, by approximately 18 Months from the date of award of concession agreement.

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

Approx. Estimated Project cost is 16000 lakhs.


17


9. ANALYSIS OF PROPOSAL (FINAL RECOMMENDATIONS)

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

Financial Benefits of project I. To Kandla Port Trust

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

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

Social Benefits of project To Local community

A. Public image of Kandla port as World class facility with most modern infrastructure.

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

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


18


ANNEXURE A

PRE-FEASIBILITY REPORT - SETTING UP OF BARGE JETTY AT JAFARWADI

MANTEC CONSULTANTS PVT LTD., NOIDA


SETTING UP OF BARGE JETTY AT JAFARWADI



Table of Contents

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

1. EXECUTIVE SUMMARY .....................................................................................................4

2. INTRODUCTION OF THE PROJECT/BACKGROUND INFORMATION ..................5

3. PROJECT DESCRIPTION ...................................................................................................7

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

5. PLANNING (BRIEF): ........................................................................................................ 14

6. PROPOSED INFRASTRUCTURE ................................................................................... 15

7. REHABILITATION AND RESETTLEMENT (R&R) PLAN ....................................... 16

8. PROJECT SCHEDULE AND COST ESTIMATES ......................................................... 16

9. ANALYSIS OF PROPOSAL (FINAL RECOMMENDATIONS) .................................. 16












MT Metric Tonne














Presently, Kandla Port is handling its cargo at its 12 nos. of Jetties. These jetties collectively

have a capacity of 27.37 MMTPA. However, there are certain factors which are not allowing

the operations to be efficient enough to achieve the throughput equal to the said capacity.


sampling, etc.



Since the existing jetties are quite old structures, it calls for relatively higher time

for maintenance.



waiting for berthing at Jetties is being observed.

Total of 87.01 MMTPA of cargo was handled at Kandla Port in the year 2013-14. In order to

ease pressure / avoid the waiting of the vessels for the existing terminals and to cater

additional cargo, KPT has taken measures to develop a cargo handling facility at Jafarwadi.

The proposed facility will be able to cater vessels of higher DWT. Commissioning of the

proposed facility shall augment the cargo handling capacity of Kandla Port by 1.84 MMTPA.

Traffic Forecast

Traffic forecast for proposal Jafarwadi Jetty is 3.00 MMTPA

Project Viability

Details of cost of the Project yet to be worked out hence, FIRR will be worked out later.



.





Hence, considering the vast hinterland that is dependent on KPT for seaborne trade and currently prevailing traffic congestion at existing facilities of KPT, capacity additions are of utmost importance at KPT for serving the economy of the influence region and in turn, the economy of the whole country in the best possible manner. Presently, Kandla Port is handling its 12 dry cargo. These jetties collectively have a capacity

of 59.01 MMTPA. However, there are certain factors which are not allowing the operations

to be efficient enough to achieve the throughput equal to the said capacity.



Since the existing jetties are quite old structures, it calls for relatively higher time for maintenance.

1. The main components of the Jafarwadi jetty which shall be constructed by the BOT

operator will be: a). A jetty of length 180 m x 20 m.

2. The total estimated cost of the projects will be Rs.10500lakh.




The cargo handling capacity of Jafarwadi by 3.00Million MTs

The proposed facility shall be used for handling cargo.

Name of Project SETTING UP OF BARGE JETTY AT JAFARWADI

Length of the wharf 180m

Width of the wharf 20m



Total Back up area 20Ha

Capital Cost Rs. 10500lakhs.



Kandla Port is having capacity of 28.76 MMTPA for handling non-containerized dry

cargo. In the last three years Kandla Port has handled non containerized cargo, 26.01

MMTPA in the year 2011-12; 31.76 MMTPA in the year 2012-13; and 27.37 MMTPA in

the year 2013-14. From the above figure it is clear that these facilities are being utilized

at 90%. As per international standard berth occupancy should not be utilized more than

70% then only designed period of life can be achieved.

Further it is also to state that Kandla Port has already commissioned four floating cranes

at OTB for lighterage operations. Recently Kandla Port handled panamax/ post panamax

vessels at OTB with floating cranes. This operation needs Barge Jetty so that loading and

unloading can also be achieved. At present Kandla Port is having Barge facilities at

Bunder Basin Kandla and at Tuna.

Four floating cranes are commissioned and LOS for three more floating cranes has been

issued. It is very much essential for Kandla Port to utilize this floating crane facility by

creating more number of Barge facilities at Jafarwadi at appropriate locations where it is

technically and financially feasible

Existing Cargo Handling Capacity

No nearby existing cargo handling capacity at Jafarwadi.

Trends in the past cargo traffic at Kandla

Cargo traffic rose by 5.04 per cent to 433.86 million tonnes (MT) at 12 major ports during April-December 2014 as compared to the same period of previous year.

These Centre-run ports had handled 413.06 MT of cargo during April-December 2013.

According to the latest data, Kandla Port handled the maximum 70.85 MT of cargo during the period, which was up 7.22 per cent against 66.08 MT during April-December 2013.

Demand and Supply with future projections

The demand and Supply gap is increasing day by day and this Jetty with capacity of 3.00

MMTPA will help to fill up this gap.




The proposed jetty planned to be developed for handling of cargo for both import as well as export.



hinter land.








The proposal is for establishment of barge jetty in Jafarwadi to ease the load of Kandla Port Trust. There is no interlinked project with barge jetty.


The proposed site for the construction of Barge jetty at Jafarwadi with latitude 23° 04'

33.6" N & longitude 70° 12' 36.4" E. The site for the proposed jetty is 7.6Kms from the Gandhidham railway station towards west and 11.85Kms from the Kandla Airport towards North. The site is about 127 Kms away from the NH 8A as per drawing enclosed at Annexure A.


No alternative site has been considered as the project is proposed within the limit of

Kandla port trust.


The proposed jetty is planned to handle dry cargo of about 3.00 MMT per year in the




The project includes loading-unloading of cargo as it does not include any process.




Cement 5545 MT

Steel 3900 MT

Structural steel 1892 MT

Crushed metal 67948 m3

Sand 5900 m3

Quarry spall 721700m3

Asphalt VG-30 1573MT

Bitumen Emulsion- 191MT




Water:

The required water will be arranged by Contractor.


considering the jetty area, area of approach. Water requirement for the project is

approximately 10000KL the Project.

The quantity of effluent generation during construction and operation is Nil.

Power:









4. SITE ANALYSIS

(i) Connectivity.

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

Bhuj as well as Gandhidham which lies 62.9Km. (N) & 11.8 Km. (N) respectively

from Kandla Port. Gandhidham airport is also operational and there is a daily

flight to Mumbai from this Airport.

Railway

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

principal cities of Mumbai, Ahmadabad, Surat, Baroda, etc., and also Delhi,

Punjab and Haryana through the route Ahmadabad-Ratlam- Kota - Mathura to

Delhi. The second route is via Palanpur - Ajmer to Delhi.

The nearest railway station is Gandhidham railway station is 7.6 Kms.

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

from Mumbai via Ahmedabad and Morbi and terminates at the Port. The city of

Gandhidham where the Port Administrative Office and the main staff colony are

located, also lies on NH 8A about 127 Km. from the Port. The port enjoys fully

developed road network, both in and around the Port area to facilitate faster

movement of cargo.







(v) Existing infrastructure:

There is no any existing Infrastructure at Jafarwadi.








0.70


1.00 2.00 3.00 4.00 5.00 6.00 7.00 8.00 9.00

10.00 10.70 11.00


12.00 13.00 14.00 15.00 16.00 17.00 18.00 18.70

19.00 150 mm


21.00


Gypsum

22.00 23.00 24.00 25.00 26.00 26.90 27.00

150 mm Yellowish Brown Dense to Very Dense

Silty Sand

28.00 29.00 30.00 30.07 31.00


Sitly Sand

32.00

33.00

34.00

35.00

36.00

37.00

37.52










Tidal Conditions














Mean Range 4.885 m

Waves













Silt and Salinity












January 25.2 13.0

February 27.5 15.5

March 32.0 20.2

April 34.6 23.5

May 35.9 25.7

June 35.0 27.7

July 32.4 27.2

August 30.7 25.4

September 33.3 24.5

October 34.2 23.1

November 32.4 20.2

December 25.6 13.5





Rainfall




only.

Wind Conditions


be made:



February







April to

June






12 and 19 km/hr.



Storms and Cyclones







The site for the proposed project is situated at Jafarwadi as per drawing enclosed at

Annexure A. Commissioning of the proposed facility shall augment the cargo handling

capacity of Kandla Port by 3.00 Million MTs.


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

project.







It is planned to develop backup area of 20.0 hectare approx for bunkering facilities.


The BOT operator shall undertake the following development activities.
























by TAMP.

1. Draft available at the proposed Jetty – 4 meters (proposed) with tidal window 13

meters.




iii. Green belt.





etc).

Currently there is no road/ rail/ metro/ water ways to connect the proposed site for jetty.



vii. Sewerage system.


plot area.


There is no industrial waste except waste water and solid waste generated from this project. The waste water shall be treated in sewerage treatment plant (STP)



















Approx. Estimated Project cost is 10500 lakhs.




1. Increased cargo handling capacity 2. Earnings in the form of revenue share from the BOT operator. 3. Increase in revenue operations of port due to additional traffic handling.



4. Reducing congestion at other jetties at Kandla port. 5. Reduction in the cost of handling, thereby making Kandla Port more competitive.








ANNEXURE A

PRE-FEASIBILITY REPORT-Setting up of Oil Jetty No.7

MANTEC CONSULTANTS PVT LTD., NOIDA 1

Table of Contents

LIST OF ABBREVIATIONS ........................................................................................................2

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

2. INTRODUCTION OF THE PROJECT/BACKGROUND INFORMATION ..................5

3. PROJECT DESCRIPTION ...................................................................................................7

4. SITE ANALYSIS ................................................................................................................. 11

b). Container Cargo ................................................................................................................................. 12

5. PLANNING (BRIEF): ........................................................................................................ 22

6. PROPOSED INFRASTRUCTURE ................................................................................... 23

7. REHABILITATION AND RESETTLEMENT (R&R) PLAN ....................................... 25

8. PROJECT SCHEDULE AND COST ESTIMATES ......................................................... 26

9. ANALYSIS OF PROPOSAL (FINAL RECOMMENDATIONS) .................................. 31

Annexure – A: Project Site .................................................................................................................... 32

Annexure - B Back up Area Layout ................................................................................................... 33












MT Metric Tonne













port capacity and handling seaborne trade of the country. Presently, Kandla Port is handling

its liquid cargo at its 6 nos. Oil Jetties. These jetties collectively have a capacity of 13.00

MMTPA. However, there are certain factors which are not allowing the operations to be

efficient enough to achieve the throughput equal to the said capacity.


sampling, etc.



Since the existing oil jetties are quite old structures, it calls for relatively higher

time for maintenance.

Recently on-going strengthening of Oil Jetty No. 1 and 2 has also affected the

availability of the utilizable capacity to some extent.




Total of 8.51 MMTPA of liquid cargo was handled at Kandla Port in the year 2013-14. In

order to ease pressure / avoid the waiting of the vessels for the existing oil terminals and to

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

facility next to the existing oil jetty no. 6 at Old Kandla. The proposed facility will be able to

cater vessels of higher DWT. Commissioning of the proposed facility shall augment the

liquid cargo handling capacity of Kandla Port by 1.84 MMTPA.

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

oils/edible oils, others etc. which are permitted. However, Concessionaire shall handle and

store the chemicals and liquids as per the applicable CRZ notifications.

Traffic Forecast

Projected traffic has been allocated for the ideally utilizable capacity of existing Oil Jetties

and expected utilization of upcoming new Oil jetty and Ship Bunkering Terminal on BOT.

Following table shows the traffic projections for the proposed Project.

Traffic Projections for Liquid Cargo excluding POL

FY 2014

FY 2015

FY 2016

FY 2017

FY 2018

FY 2019

FY 2020

FY 2021

FY 2022

FY 2025

FY 2030

Liquid Cargo excluding POL

- 6% 6% 6% 6% 6% 6% 6% 6% 6% 6%

Liquid Cargo 6.50 6.89 7.30 7.74 8.20 8.69 9.22 9.77 10.35 12.33 16.50



excluding POL

Total Traffic 6.50 6.89 7.30 7.74 8.20 8.69 9.22 9.77 10.35 12.33 16.50

Handling by Existing & Upcoming facilities

Existing Liquid Jetties at KPT*

7.06 7.06 7.06 7.06 7.06 7.06 7.06 7.06 7.06 7.06 7.06

Oil Jetty and Ship Bunkering Terminal on BOT

1.30 1.36 1.43 1.50 1.74 2.17

Total Allocation 7.06 7.06 7.06 7.06 7.06 8.36 8.43 8.50 8.57 8.80 9.23

Net Traffic Projection for Proposed Jetty

-0.57 -0.18 0.24 0.67 1.14 0.33 0.79 1.27 1.79 3.53 7.28

Note: *Ideally utilizable capacity for Liquid Cargo excluding POL has been considered as Total Ideally

Utilizable Capacity of Oil Jetties x Share of Liquid Cargo other than POL = 9.75 MMTPA * 72.44% i.e. share

of liquid cargo at Kandla excluding POL for past five years.

As it can be seen from the above traffic analysis and projections, liquid cargo traffic has been

projected at 6% CAGR. From the projected traffic, allocation to existing oil jetties has been

envisaged to be equal to ideally utilizable capacity of 7.06 MMTPA. Further, the utilization

expected in case of the Project of Oil Jetty and Ship Bunkering Terminal on BOT Basis has been

envisaged as per the Feasibility Report of that Project for Liquid Cargo excluding POL. Thus,

total allocation has been subtracted from projected traffic. Hence, the same has been

considered as the gap of traffic to be bridged by the proposed Oil Jetty No. 7. Though the said

gap / projection reaches around 1.79 MMTPA by FY 2023 which is almost equivalent to

proposed capacity, it is understood that the Project may take some time to ramp up the

utilization. Hence, the following utilization levels have been considered for revenue calculations

for the financial viability assessment.

Particulars FY 2020 FY 2021 FY 2022 FY 2023 FY 2024 FY 2025 FY 2026

Optimal Capacity 1.84 1.84 1.84 1.84 1.84 1.84 1.84

Capacity Utilization 40% 50% 60% 70% 80% 90% 100%

Project Viability

The financial viability of the Project has been evaluated based on the tariffs already

approved for Oil Jetty and Ship Bunkering Terminal at Old Kandla on BOT Basis.

Followings are the Project Viability Indicators.

S.No. Indicator Value

1. Project IRR - Pre Tax 18.71%

2. Project NPV in Rs. Crores 156.24

3. Economic IRR 19.18%







Hence, considering the vast hinterland that is dependent on KPT for seaborne trade and currently prevailing traffic congestion at existing facilities of KPT, capacity additions are of utmost importance at KPT for serving the economy of the influence region and in turn, the economy of the whole country in the best possible manner. India is a heavily oil deficit country which is largely fed by imports at Major Ports. Among major ports, Kandla is the leader due to its sustained growth of traffic in various commodities including liquid cargo.

Presently, Kandla Port is handling its liquid cargo at its 6 nos. Oil Jetties. These jetties

collectively have a capacity of 13.00 MMTPA. However, there are certain factors which are

not allowing the operations to be efficient enough to achieve the throughput equal to the

said capacity.



Since the existing oil jetties are quite old structures, it calls for relatively higher time for maintenance.

Recently on-going strengthening of Oil Jetty No. 1 and 2 has also affected the availability of the utilizable capacity to some extent.




Total of 8.51 MMTPA of liquid cargo was handled at Kandla Port in the year 2013-14. In

order to ease pressure / avoid the waiting of the vessels for the existing oil terminals and to

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

facility next to the existing oil jetty no. 6 at Old Kandla. The proposed facility will be able to

cater vessels of higher DWT. Commissioning of the proposed facility shall augment the

liquid cargo handling capacity of Kandla Port by 1.84 MMTPA.



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

oils/edible oils, others etc. which are permitted. However, Concessionaire shall handle and

store the chemicals and liquids as per the applicable CRZ notifications.

1. The main components of the oil jetty no. 07 which shall be constructed by the BOT

operator will be: a). A jetty of length 300 m x 15 m with approach of 210 meter &

b). Tank terminal for storage of liquid cargo of capacity 176842 KL.

2. The total estimated cost of the projects will be Rs.219.64 crore.

3. Storage tank farm with an aggregate storage capacity of 176842KL having pipeline

connectivity for receiving as well as supplying the fuels

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

concrete payment, lab testing facility, etc.




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

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

proposed to develop and setting up of oil jetty no. 7 at old Kandla adjoining to the

existing oil jetty no. 6 (IOC jetty) at Old Kandla. Commissioning of the proposed facility

shall augment the liquid cargo handling capacity of Kandla Port by 3.02 Million MTs.

The proposed facility shall be used for handling liquid cargo.

Name of Project Construction of Oil Jetty No. 7 to Handle Liquid Cargo at Old Kandla under PPP mode

Length of the wharf 300 meters

Width of the wharf 15 meters Approach to Jetty 210 m Back Up area for Tank Farm Development 7 Ha Maximum Vessel Size Up to 65000 DWT Optimal Capacity of Oil Terminal 1.84 MMTPA Tank Farm Capacity 176842 KL Design load for wharf 5 MT/m2 Draught in front of Jetty and Approach 13 m Type of Cargo All types of liquid cargo Capital Cost Rs. 219.64 Crores Source of funds Debt: Equity in 70:30 ratio Project time Schedule 24 months from the Date of Award of

Concession

Capital and Maintenance Dredging will be carried out by the Concessionaire

Expected Commissioning by End of - FY 2018-19 Viability Indicators Project IRR - Pre Tax 18.71% Project NPV in Rs. Crores 156.24 Economic IRR 19.18%




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

Kandla Port in terms of the liquid cargo being handled by the existing 6 Nos. of Jetties.


The proposed jetty planned to be developed for handling of oil for both import as well as export.



hinter land.








As mentioned earlier, construction of Oil Jetty at Old Kandla is proposed to ease the pressure on the existing Oil jetties. It is anticipated that the even after the commissioning of the aforementioned facility, the capacity shall be inadequate to handle the likely liquid cargo traffic in future. Commissioning of the proposed facility shall augment the liquid cargo handling capacity of Kandla Port by 13 Million MTs. To 14.84 Million MTs. Hence this project should be seen as part of larger Kandla Port complex with interlinked operations.


The proposed project site is situated at Kandla creek at Kandla near IOC Jetty (Oil Jetty

no. 6) having latitude 23°02'22.21" N & longitude 70°13'14.09" as per location map

enclosed at Annexure B.


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

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

considered.




The proposed jetty is planned to handle oil cargo of about 1.84 MMT per year in the




The project includes loading-unloading of oil as it does not include any process.


The raw materials are required only for jetty development and will be mainly in

the form of construction materials given below:

Cement - 4286.09 MT

Steel- 4571 MT

Crushed metal - 20426 MT

Sand- 14901.57 m3






Water:

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

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

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

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

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

underground reservoirs at Kandla are 1500 kl. and 14000 kl., respectively. The average

daily consumption of water at Kandla area is estimated at around 2000 kl. The position

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

Narmada Nigam Limited.


considering the jetty area, area of approach and the Pipeline area. Water requirement

for the project is approximately 450 m3/day for the total area of 8.8 ha for the Project.

The quantity of effluent generation is assumed at 80% of water consumption which is

approximately 360 m3 /day.



Power: The port receives Bulk power supply from PGVCL through its 66 kVA sub

stations and has 11 KV substation giving power supply to the various other cranes and

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

needs. Kandla Port Trust is a distribution Licensee for power and distributes power to

the various users of Kandla.

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

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

setting up a dedicated power back up from an independent power producer (IPP) at a

later stage, if required.








4. SITE ANALYSIS

(i) Connectivity.

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

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

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

this Airport.

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

of Mumbai, Ahmadabad, Surat, Baroda, etc., and also Delhi, Punjab and Haryana

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

via Palanpur - Ajmer to Delhi.

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

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

reduces the reach to Hinterland by 118 Km.

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

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

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

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

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

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

facilitate faster movement of cargo.




Topography at the site location is generally flat with average ground level of about 2m above MSL. Topsoil appears marshy. The master plan for Kandla Port Trust is attached.



(v) Existing infrastructure

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

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



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

jetty shall be used for handling of liquid cargos like Chemicals, Edible oil and POL

products. The BOT operator shall undertake the following development activities at

the proposed project.

a. Port Infrastructure

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

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

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

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

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

traffic per annum. Kandla has, at present, 12 dry cargo berths along with 2 container

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

quay length measuring 3132.00 m. The custom fencing is 253 hectares. Also, Kandla

Port has 240.00 meter long barge handling jetty at Tuna. The permissible draught

and sizes of vessels that can be docked along the 14 berth at Kandla Port are given

below:

Berth No. Dead Weight Tonnage

(DWT)

Draught (in

metres)

I 45000 9.8

II 45000 9.8

III 45000 9.8

IV 45000 9.8

V 35000 9.1

VI 35000 9.1

VII 55000 12.0

VIII 55000 12.0

IX 55000 12.0

X 55000 12.0

XI 65000 13.0

XII 65000 13.0

XIII 75000 13.0

XV 75000 13.0

b). Container Cargo

Presently, there are two container berths i.e. 11th and 12th Cargo berth to handle

container cargo like manufactured items, wood, tiles, foodstuffs, textile, apparel, glass

and building materials, etc. Maximum DWT of the vessels and the permissible draft at

these jetties is shown in the table below:

Container Cargo Berth DWT Draught (M)

XI 65000 13

XII 75000 13



c. Liquid Cargo facility:

Existing Liquid Cargo Handling Capacity

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

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

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

cargo (excluding containers) is designated as 13 MMTPA. Further KPT has recently

signed concession agreement with Kandla Oil Terminal Private Limited for

“Development of Oil Jetty to Handle Liquid and Ship Bunkering Terminal at Old Kandla

on BOT Basis”. The same is to add the capacity of 3.39 MMTPA. Hence, total designated

capacity would be 16.39 MMTPA at Kandla Port. However, the designated capacity may

not be considered correct figure for analyzing the demand supply gap for the new port

facility to be developed. There are some practical operational factors as mentioned

following are responsible this:


sampling, etc.



Since the existing oil jetties are quite old structures, it calls for relatively higher

time for maintenance.

Recently on-going strengthening of Oil Jetty No. 1 and 2 has also affected the

availability of the utilizable capacity to some extent.

Owing to the above factors, presently, there is waiting for getting the berthing for Liquid

tankers at Oil Jetty Complex of Kandla Port. Considering this phenomena, actual

utilizable capacity of the Oil Jetty Complex has to be considered with ideal berth

occupancy.

In view of the above, the existing capacity of the Oil Jetties No. 1 to 6 has been envisaged

as follows:

Particulars Values

Existing Capacity of Oil Jetties 1 to 6 13 MMTPA

Average Berth Occupancy of 1 to 6 75% (at this occupancy figure, waiting

is being observed for berthing)

Ideal Utilizable Capacity 9.75 MMTPA

Traffic handled by Oil Jetties 1 to 6 in the past may also be more than 9.75 MMTPA.

However, it would be with very high berth occupancy which is not advisable from the

asset maintenance point of view.

Historical Liquid Cargo Traffic at Kandla

The liquid cargo handled at Kandla Port has been studied. Growth and commodity share

analysis has also been undertaken keeping in mind the proposed facilities.



Liquid Traffic Scenario based on Past Five Years from 2009-10 to 2013-14

Liquid Bulk Traffic 2009-10 2010-11 2011-12 2012-13 2013-14 5 year 10 Year

Imports CAGR CAGR

POL 1366735 1884770 1640572 1203101 702140 -4.51% -7.81%

EDIBLE/VEG.OIL 666718 628992 351519 576946 2489880 30.03% 22.08%

PHOS ACID 1502180 1286098 1381763 1349284 990587 1.90% -4.79%

AMMONIA 311380 293120 296236 246270 239758 0.81% -1.62%

OTHER LIQUIDS 4245332 3904618 4288003 4938034 2455501 -4.50% 3.55%

Total Imports 8092345 7997598 7958093

8313635

6877866

3.55% 2.16%

Exports

POL 1699300 1404835 1247350 1097727 1318015 -4.63% 14.51%

EDIBLE/CASTOR OIL 157124 144309 169872 166143 165859 -2.59% -3.63%

MOLASSES 0 5000 0 0 0

OTHER LIQUIDS 822042 653813 285440 217751 154943 -17.14%

0.63%

Total Exports 2678466 2207957 1702662

1481621

1638817

-6.20% 8.49%

Total Liquid Bulk Traffic

10770811

10205555

9660755

9795256

8516683

1.17% 3.09%

Based on the above analysis, following findings can be ascertained:

POL traffic has been constantly decreasing for the past five years. Further, the

analysis was carried out for past 10 years also. In that case also, the traffic was

found as decreasing. As per the industry players’ view, the POL traffic is affected

for long due to the reason that the domestic refineries have increased their

capacity and users of POL products are now sourcing the material locally and

India is on its way of turning the net exporter of Petroleum and petrochemical

products. Hence, the imports of POL traffic have been reducing.

Though POL traffic exports have reduced in case of past five years performance,

the same has increased considering the past 10 years data. This was also

discussed with industry players who opined that the India’s increasing capacity

of refineries could be the sole reason for increased exports of POL products.

Moreover, decrease at Kandla could be attributable to competition of state ports

like Mundra, Hazira, Pipavav, etc.

Overall subdued growth scenario for liquids handled at Kandla.



Another input from the industry players is that it is difficult to understand the

traffic trend of chemicals and liquid products which has very significant impact

from the pricing scenario at domestic as well as international markets.

POL viz-a-viz Edible Oils, Chemicals and Other Liquids put together has been

studied and analysed.

Cargo Type 2009-

10 2010-

11 2011-

12 2012-

13 2013-

14 5 Yr

CAGR 10 Yr CAGR

Share of POL 3.07 3.29 2.89 2.30 2.02 -4.59% 0.49%

Other Liquids 7.70 6.92 6.77 7.49 6.50

3.47% 4.08%

Total 10.77 10.21 9.66 9.80 8.52 1.17% 3.09%

In terms of share of Cargo Type i.e. POL and Other Liquids, following is the

analysis of Liquid Cargo Handled at Kandla for past five years.

Cargo Type 2009-10 2010-11 2011-12 2012-13 2013-14 5 year 10 Year

Share of POL 28.47% 32.23% 29.89% 23.49% 23.72% 27.56% 32.79%

Other Liquids 71.53% 67.77% 70.11% 76.51% 76.28% 72.44% 67.21%

Share of POL has reduced from 32.23% in 2010-11 to 23.72% in 2013-14. In general, considering the above available data and views of some of the

industry players, it can be stated that the POL traffic may continue to reduce.

However, traffic of Edible Oils, Chemicals and Other Liquids may be expected to

increase. Further, if the facilities are strengthened, improved and expanded with

better infrastructure, the better growth may be expected.

Traffic Projections for Proposed Project

Oil jetties at Kandla have been observing the berth occupancy in excess of 75%.

Moreover, if the private captive jetties of IOC and IFFCO are excluded, the berth

occupancy exceeds 90% for last few years for Oil jetties No. 1 to 4.

However, traffic growth of liquid bulk at Kandla has been subdued due to: Lack of deep draft jetties Old infrastructure Competition from state ports where above two difficulties are not being faced.

Addressing the both the lacunas, proposed Oil Jetty No. 7 has been proposed comprising

Jetty with higher draft and modern infrastructure including storage tank farm with

required allied facilities.

Traffic projections have been prepared envisaging the handling of liquid cargo traffic

excluding POL since POL traffic has been found to be decreasing only. Hence, in the



proposed capacity formulation, handling of POL has not been considered. However, if the

Concessionaire wants to handle POL, it may be allowed to do so.

Past five years traffic of liquid cargo excluding POL has been growing at CAGR of around 4%.

However, traffic projections have been estimated based on 6% CAGR. Higher CAGR has been

considered due to improved infrastructure and deep draft Jetty and expected overall economic

growth recovery leading to growth in trade and traffic.

Projected traffic has been allocated for the ideally utilizable capacity of existing Oil Jetties and

expected utilization of upcoming new Oil jetty and Ship Bunkering Terminal on BOT. Following

table shows the traffic projections for the proposed Project.

Traffic Projections for Liquid Cargo excluding POL

FY 2014

FY 2015

FY 2016

FY 2017

FY 2018

FY 2019

FY 2020

FY 2021

FY 2022

FY 2025

FY 2030


6% 6% 6% 6% 6% 6% 6% 6% 6% 6%


6.50 6.89 7.30 7.74 8.20 8.69 9.22 9.77 10.35 12.33 16.50

Total Traffic 6.50 6.89 7.30 7.74 8.20 8.69 9.22 9.77 10.35 12.33 16.50

Handling by Existing & Upcoming facilities

Existing Liquid Jetties at KPT*

7.06 7.06 7.06 7.06 7.06 7.06 7.06 7.06 7.06 7.06 7.06

Oil Jetty and Ship Bunkering Terminal on BOT

1.30 1.36 1.43 1.50 1.74 2.17

Total Allocation 7.06 7.06 7.06 7.06 7.06 8.36 8.43 8.50 8.57 8.80 9.23

Net Traffic Projection for Proposed Jetty

-0.57 -0.18 0.24 0.67 1.14 0.33 0.79 1.27 1.79 3.53 7.28

Note: *Ideally utilizable capacity for Liquid Cargo excluding POL has been considered as Total Ideally

Utilizable Capacity of Oil Jetties x Share of Liquid Cargo other than POL = 9.75 MMTPA * 72.44% i.e. share

of liquid cargo at Kandla excluding POL for past five years.

As it can be seen from the above traffic analysis and projections, liquid cargo traffic has been

projected at 6% CAGR. From the projected traffic, allocation to existing oil jetties has been

envisaged to be equal to ideally utilizable capacity of 7.06 MMTPA. Further, the utilization

expected in case of the Project of Oil Jetty and Ship Bunkering Terminal on BOT Basis has been

envisaged as per the Feasibility Report of that Project for Liquid Cargo excluding POL. Thus,

total allocation has been subtracted from projected traffic. Hence, the same has been

considered as the gap of traffic to be bridged by the proposed Oil Jetty No. 7. Though the said

gap / projection reaches around 1.79 MMTPA by FY 2023 which is almost equivalent to

proposed capacity, it is understood that the Project may take some time to ramp up the

utilization. Hence, the following utilization levels have been considered for revenue calculations

for the financial viability assessment.



Particulars FY 2018

FY 2019

FY 2020

FY 2021

FY 2022

FY 2023

FY 2024

FY 2025

FY 2026

FY 2030

FY 2040

FY 2047

Optimal Capacity 1.84 1.84 1.84 1.84 1.84 1.84 1.84 1.84 1.84 1.84

Capacity Utilization

40% 50% 60% 70% 80% 90% 100% 100% 100% 100%

Cargo Handled 0.74 0.92 1.10 1.29 1.47 1.66 1.84 1.84 1.84 1.84

d. Mooring Facilities:

Kandla Port Trust has many offshore mooring facilities also for carrying out mid stream

cargo handling by carrying out lighter age of cargo from mother vessel to daughter vessels

i.e. Barges. The details of the moorings available together with their occupancy are given

below:-

e. Storage Capacity:

Liquid Storage Capacity

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

storage have a total combined capacity of nearly 23.75 Lakh kilo-litres. The tank farms are

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

liquid cargo ships. All tank farms are situated behind the port jetties.

Sr. No.

Nature of Storage No. of Tanks / Area Capacity

1

Oil & Liquid

PSU - 101 Nos.

Private Installation 555 Nos.

11.22 Lakh KLs

12.53 Lakh KLs

Dry Storage Capacity (Covered & Open)

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

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

cargo can be loaded/unloaded directly from the godowns which reduce the loading/unloading

time. The open storage and godown capacity is shown in the following table:

Nos. Area (Sq. mtrs.) Capacity (Lakh MT)

Port Owned

Godowns 35 2.03 lakhs 6.47

Open storage 16.63 lakhs 36

Private and CWC owned

Godowns 38 74000 4.5

Moorings Maximum Length overall (in

m)

Draught (in m)

I & II 167.5 7.9

III 183.93 8.2

DDM 255.55 12

Salt Mooring 160.00 8.5



f. Other infrastructural facilities

Other infrastructural facilities at Kandla Port Trust include:

Uninterrupted power supply from the national grid supplemented by diesel power,

generator of 2000 KVA capacity.

Barge handling facilities at Kandla.

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

Two jetties for berthing Port Craft.

One berthing jetty for Port Tugs.

A floating steel dry dock for port craft. The floating dry dock can accommodate

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

beam of 15 meters and draft of 4.5 meters. The floating dry dock is equipped with a

5 ton capacity of Leibherr crane.

State of art Container Freight Station (CFS).

26 Nos of Flotilas including 6 Nos. of shipping tugs.

5 Nos. of shipping tugs on contract with Pvt. Parties.

Online computerization of entire port operation and established connectivity with

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

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

which are summarized as below:-

o Two weighbridge of 60 MT capacity

o Two weighbridges of 80 MT capacity

o Three weighbridges of 100 MT capacity owned by Private Parties.

o Five weighbridges of 100 MT capacities by the Port are on anvil.

Cargo handling Equipment

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

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

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

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

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

o 2 of 16 Tons.

o 3 of 25 Tons.

o 3 of 25 Tons.

o 2 of 12 Tons.

o 2 of 16 Tons.

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

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

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

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



g. Soil Classification





0.70


1.00 2.00 3.00 4.00 5.00 6.00 7.00 8.00 9.00

10.00 10.70 11.00


12.00 13.00 14.00 15.00 16.00 17.00 18.00 18.70

19.00 150 mm


21.00


Gypsum

22.00 23.00 24.00 25.00 26.00 26.90 27.00


Silty Sand

28.00 29.00 30.00 30.07 31.00


Sitly Sand

32.00

33.00

34.00

35.00

36.00

37.00

37.52









h. Climatic Data from secondary Sources

Tidal Conditions














Mean Range 4.885 m

Waves













Silt and Salinity












January 25.2 13.0

February 27.5 15.5

March 32.0 20.2

April 34.6 23.5

May 35.9 25.7

June 35.0 27.7

July 32.4 27.2

August 30.7 25.4

September 33.3 24.5

October 34.2 23.1

November 32.4 20.2

December 25.6 13.5





Rainfall




only.

Wind Conditions


be made:



February







April to

June






12 and 19 km/hr.



Storms and Cyclones







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

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

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

handling capacity of Kandla Port by 3.02 Million MTs.


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

operator shall undertake the following development activities at the proposed project.







It is planned to develop backup area of 7.0 hectare approx for tank farms and

bunkering facilities.


The BOT operator shall undertake the following development activities at the

Tuna Port.







Asphalting paving behind approach till liquid storage tank farm




o Development of Tanks for storage of Liquid cargo


o Supply pipelines from the Oil Jetty to the tank farm



o Piping network within the tank farm

o Tank trucks loading racks and pumping





o High capacity new weigh bridges


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

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

jetty terminal







by TAMP.

1. Depth to be made available at the proposed Oil Jetty and in approach to

Navigational Channel: 14.1 m below CD


3. Maximum size of vessel which can be accommodated – up to 65000 DWT

Optimal Capacity of Oil Jetty No. 7 for handling of Liquid Cargo excluding POL

Particulars Values Units

Handling Rate of Other Liquids excluding POL 300

Hours in a Day 24

Days in a Year 365

Optimization Factor / Berth Occupancy 70%

Optimal Capacity 1.84 MMTPA

Optimal capacity of the terminal = 1.84 Million Metric Tons.

Oil Jetty No. 7 is proposed to get connected with a Liquid Storage Tank Farm with Capacity

of 176842 KL by required nos. of pipelines with length of 4.5 Kms. Jetty and Tank Farm would be

supported by various allied utilities/facilities.





iii. Green belt.





etc).

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



vii. Sewerage system.

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


There is no industrial waste except waste water and solid waste generated from this project. The waste water shall be treated in sewerage treatment plant (STP).










The port receives Bulk power supply from PGVCL through seven 11 KV sub stations. Besides, the port has two diesel generating sets to meet with emergency needs. A scheme is presently under implementation to augment the power supply to 66 KV and to provide necessary infrastructure for receiving Bulk supply, stepping down and distribution. The BOT operator shall be required to install a 11 KV transformer yard for transmission and power distribution for the said project.









The Project is envisaged to be completed and brought into operation, by approximately 24 Months from the date of award of concession agreement. The estimated Bar-Chart for developing the facility is presented below.




Assumptions in the evaluation of Financial Viability

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

composition, construction phasing and financing in order to evaluate financial

viability.

Financial viability analysis has been carried out by assessing the viability indicators

like IRR, NPV, etc. These indicators have been assessed by investments and net

Cashflow estimates. Investment and net Cashflow estimates have been arrived at by

considering the capital cost estimates, operating cost estimates, financial cum

revenue assumptions for the Project.

Capital and operating cost estimates have been discussed in earlier sections.

Following are the revenue and other assumptions used for the analysis.

Particulars Values Units

Days in a Year 365 Days

Total Hours in a Year 8760 Hours

Optimization Factor 70%

Optimal Hours for Berth Hire 6132 Hours

Design Vessel

DWT 65000

LOA 240 m

Beam 34 m

Fully Laden Draught 13 m

Operational Assumptions

Capacity Utilization - 1st Year 40%

Yearly Increase in Capacity Utilization 10%

Revenue Assumptions with Escl. Reference Tariffs based on Oil Jetty and Ship Bunkering Terminal

as of Jan 14 8.59%

Particulars Foreign Coastal Foreign Coastal

Cargo Handling Charges (Rs./MT)

POL 31.29 31.29 33.98 33.98

Other Liquids 108.64 65.18 117.97 70.78

Storage Charges (Rs./MT/Day) 6.21 6.74

Miscellaneous Charges (Rs./MT) 4.11 4.46

Berth Hire Charges (Rs./GRThr) 0.57 0.34 0.62 0.37

Average Ratio of GRT to DWT 63.32% of DWT



Average DWT - 25000 DWT to 65000 DWT 45000

Avg of Proposed DWT and Avg DWT at Existing Jetties

Average GRT 28494

Optimal GRT Hrs 174725208

Foreign 142967234

Coastal 16981490

Operating Expenses

Power & Fuels

Power 240000 Kwh/Ha

Repairs and Maintenance

Civil Assets 1% of Cost

Mechanical, Electrical & Utilities 5% of Cost

Pipelines 5% of Cost

Insurance 1% of Gross

FA

Depreciation SLM WDV Asset Life

Civil Assets 3.34% 10% 30.00

Mechanical, Electrical & Utilities 4.00% 15.00% 25.00

Pipelines 4.00% 13.91% 25.00

Other Expenses 5% of Gross

FA

Land Area for License Fees L B Sqm

Back Up Area 70000

Berth Structure 300 15 4500

Approach 210 10 2100

Pipeline Area on Way Leave Charges

300 mm dia-for edible oil/ veg 8600 0.3 2580 250 mm dia - for other liquids 17200 0.25 4300 200 mm dia - for other liquids 17200 0.2 3440 80 mm dia- Air pigging line 4300 0.08 344 Total 10664 Water Area for License Fees

Front Side 300 39.10 11730

License Fees Rates as per KPT SOR L B Sqm

License Fees – Land 923.27

License Fees - Waterfront 461.64

Ratio of Foreign Coastal Foreign Coastal

Cargo Share 63.00% 37.00%

For liquids except POL

Vessel Share 90.28% 9.72%

For Liquid cargo tankers



Escalations

Long Term Average WPI 5% Tariffs as per TAMP Guidelines of Ref Tariffs 3%

Operating Expenses WPI 5%

License Fee Escalation as per Land Policy 2%

Financing Ratio

Equity 30%

Debt 70%

Total 100%

Investment Phasing FY2015 FY2016 Total

Equity 50% 50% 100%

Debt 50% 50% 100%

Taxation Rate

MAT 20.48%

Corporate Tax 33.22%

Economic IRR

Contractor' Profit in Civil Cost 15%

Labour Cost in Civil Cost 30%

Tax Element in Material cost 15%

Misc. Cost in Project Cost as per TAMP 5%

Financing Assumptions have been considered as follows:

Terms of Debt Interest Rate 13%

Total Tenure 10 Years

Moratorium 2 Years Repayment

Period 8 Years

Investment Phasing has been considered as shown below over the construction period.

Investment Phasing FY

2018 FY

2019

Equity Rs. Crs. 32.95 32.95

Debt Rs. Crs. 76.87 76.87

Total 109.82 109.82



A. Viability Analysis

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

year concession period including a construction period of 24 months. The Project

profitability has been assessed whereby the Cashflow analysis has been carried out for the

Project life. On the basis of the same, the IRR and NPV for the Project have been calculated.

Net Project Cash flows have been shown below in tabular and graphical format.

Project Cash flows

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

Detailed worksheets for profit and loss, cash flows, tax and depreciation are presented as

annexure to this report.

Year of Operation

Annual Revenue

in Rs Crore



B. Sensitivity Analysis

Sensitivity analysis has been worked out to ascertain the impact of critical factors affecting the

viability of the project viz. revenues, operating expenses, traffic projections and the estimated

Project cost. The impact of variation in these factors has been assessed on Project IRR and

Project NPV.

Scenario Base Case 5% Lower Traffic /

Revenues

5% Higher

Opex

5% Higher

Capex

Project IRR 18.71% 16.67% 18.36% 17.94% NPV in Rs. Crores 156.24 108.45 147.35 142.55 Economic IRR 19.18% 17.09% 18.82% 18.37%




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








Annexure – A: Project Site



Annexure - B Back up Area Layout

PRE-FEASIBILITY REPORT-Administrative Office Building at Tuna Tekra

1 MANTEC CONSULTANTS PVT. LTD., NOIDA


Administrative Office Building at Tuna Tekra



Table of Contents



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

5. PLANNING (BRIEF): ...................................................................................... 12












The proposed project i.e., Administrative Office Building at Tuna Tekra

It has been suggested to provide infrastructure facilities. Administrative Office and amenities are required to be constructed for various departments of Kandla Port Trust

The facilities proposed to be developed area given under:

i- Construction of office building containing 12 rooms including conference room, canteen and toilet etc

ii- Compound wall, gate and security cabin.

iii- Electrification and approach road leading from Tuna Tekra backup area





The proposed project is for the construction of Administrative office building at Tuna Tekra which is proposed by Kandla Port Trust. To provide infrastructure facilities and control over the various activities the Administrative building is proposed.


Name of Project Administrative building at Tuna Tekra

Area of Plot 100m x 150m=15000m2

Area of Building 40m x 40m=1600m2

Height of Building 3.6m

Area of Parking 40m x 8m

Capital Cost Rs. 16000 lakhs.



To improve the infrastructure of the port, Administrative Office building is to be

constructed.


Not applicable.


Not applicable.


Not applicable.


During construction of building employment will be generated.





This project provides infrastructure facilities to the Port.


The proposed project site is situated at Tuna Tekra Latitude: 700 06’ 00’’ E Longitude: 220 56’ 02’’ N

The integrated map showing locations of all projects including the AO building is

attached.

(iii) Details of alternate sites

Project is proposed within Kandla Port trust limit, no alternative site has been

considered.

(iv) Size or magnitude of operation

The proposed building is proposed in approx. 1600m2 area.


It’s an Administrative office building project.


Cement - 1000 MT

Steel- 550 MT

Trap stone/Crushed metal - 3852 m3

Sand- 1812 m3

Block- 770nos.

Bricks- 1,50,000nos.




Not applicable.




Water:

Water requirement during construction period will be 5,500 KL. The required

water will be arranged by Contractor.

Power:


(ix) Quantity of wastes to be generated

The excavated material as well as solid waste i.e., piece of bricks /blocks will

be refilled for reclaiming the area.

Empty cement bags will be disposed away to the scrape vendor by the

contractor.

Waste bars of steel will be disposed away to the scrape vendor by the

contractor.

For sewage treatment, septic tank and soak pit will be constructed within

the plot area.



4. SITE ANALYSIS

(i) Connectivity.

Airway: Kandla Airport 26.50 Km (N) Railway: Gandhidham Railway Station 23.0 Km (N)

(ii) Land form/ land use / land ownership


(iii) Topography (along with map)









0.70


1.00 2.00 3.00 4.00 5.00 6.00 7.00 8.00 9.00

10.00 10.70 11.00


12.00 13.00 14.00 15.00 16.00 17.00



18.00 18.70

19.00 150 mm


21.00


Gypsum

22.00 23.00 24.00 25.00 26.00 26.90 27.00


Silty Sand

28.00 29.00 30.00 30.07 31.00


Sitly Sand

32.00

33.00

34.00

35.00

36.00

37.00

37.52

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

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

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

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

greyish brown clay is found. Very dense yellowish silty sand is found below -

36.00 m and the bore hole is terminated at -36.00 m with the same composition

being observed.


Tidal Conditions

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

port Chart Datum, with local Mean Sea level as + 3.884 is presented in the table

below: Highest High Water + 7.59 m











Mean Range 4.885 m



Waves

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

outfall into the gulf. This provides the setting for a basin with absolute

tranquility. The creek provides calm waters round the year for easy movement of

shipping. Thus, Kandla has become an all-weather Port of repute. The high

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

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

providing minimum siltation. Outside in the gulf, the complex flow phenomenon

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

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

The shallow depths at the turning point of the channel are over passed during

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

confined to the high tides. Siltation in the channel is confined to a reach of hardly

3 km only. The Port region is free from any significant wave disturbances.

Silt and Salinity

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

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

and at two stations in the Gulf of Kutch. The waters of the Creek are heavily silt

charged, the range being 1 to 3 ppt. The Creek waters have a salinity ranging

from 23 to 25 ppt.


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

varies from less than 100 C in winter to about 440 C in summer. The mean,

maximum and minimum temperature observed in the different months at Kandla

is presented in the table below:


January 25.2 13.0

February 27.5 15.5

March 32.0 20.2

April 34.6 23.5

May 35.9 25.7

June 35.0 27.7

July 32.4 27.2

August 30.7 25.4

September 33.3 24.5

October 34.2 23.1

November 32.4 20.2

December 25.6 13.5

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

The range of maximum relative humidity varies from 0% to 100%, whereas



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

September, when minimum values vary between 25% and 50%.

Rainfall

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

rainfall. Rainfall generally remains confined between June end and mid

September. During the remaining months, the rainfall is scanty. The annual

average rainfall is around 200mm only.

Wind Conditions

From long term observation of wind velocities and directions, following

inferences can be made:



February







April to

June






12 and 19 km/hr.

Storms and Cyclones

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

severe cyclonic storm, which passed over Kandla Port with a wind speed of 150

km/hr., resulting in high tidal waves of 10.5 m with strong current, caused

extensive damages to the Port installations, crafts and human lives.





The site for the proposed project is situated at Tuna Tekra.

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

Reclamation of Area 15000m2

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

Administrative Office and amenities are required to be constructed for various departments of Kandla Port Trust

(iv) Amenities / facilities

Construction of office building containing 12 rooms including conference room, canteen and toilet etc

Compound wall, gate and security cabin.

Electrification and approach road leading from Tuna Tekra backup area


i. Residential area (non processing area)


ii. Green belt.


iii. Social infrastructure.


iv. Connectivity (traffic and transportation road / rail / metro / water ways

etc).

Airway: Kandla Airport 26.50 Km (N) Railway: Gandhidham Railway Station 23.0 Km (N)

Road: NA

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


vi. Sewerage system.


plot area.



vii. Industrial waste management:

There is no industrial waste except waste water and solid waste generated from this project. The waste water shall be treated in sewerage treatment plant (STP).

viii. Solid waste management:




3. Other waste: - The excavated material as well as solid waste i.e., piece of bricks

/blocks will be refilled for reclaiming the area.

Empty cement bags will be disposed away to the scrape vendor by the contractor.

Waste bars of steel will be disposed away to the scrape vendor by the contractor.

ix. Power requirement and supply / source:










The estimate cost of the project is 1000 lakhs. It’s an Infrastructural Project.



This will improve the infrastructure facility of the Port.

PRE-FEASIBILITY REPORT- Road connecting from Veera Barge Jetty to Tuna Gate



Road connecting from Veera Barge Jetty to Tuna Gate



Table of Contents


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


4. SITE ANALYSIS ................................................................................................ 7

5. PLANNING (BRIEF): ...................................................................................... 10












The proposed project i.e., Road connecting from Veera Barge jetty to Tuna Gate. The road

proposed by the Kandla Port Trust which eases to approach the Jetty.

The proposed road is 15.5 Km which is connected to the proposed barge jetty at Veera & NH-

141 for faster evacuation of the cargo from the proposed barge Jetty.



The proposed project i.e., Road connecting from Veera Barge jetty to Tuna Gate. The road

proposed by the Kandla Port Trust which eases to approach the Jetty.

The proposed road is 15.5 Km which is connected to the proposed barge jetty at Veera and

NH-141 for faster evacuation of the cargo from the proposed barge Jetty.


Name of Project Road connecting from Veera Barge Jetty to Tuna Gate

Length of road 15500m

Width of the road 7.30m with both side 1.50m shoulders

Project Cost Rs.4882 lacs.

Time period for completion of project

12 Months


The proposed road which is connected to the NH-141 which faster the evacuation of the

cargo and fulfill the need of the country and region.


N/A.


N/A.


N/A.




During construction of road employment will be generated.



It is an interlinked project with the establishment of Barge jetty in Veera for the faster evacuation of the cargo from.

(ii) Location with coordinates.

The proposed project site is situated in Veera village having stat point of latitude 22°54'26.3" N & longitude 70° 01'21.8" E and end point of latitude 22°58'22" N & longitude 70° 05'35" E.


No alternative site has been considered.


The proposed road 15.500Km in length and 7.30 m in width with both side 1.50 m shoulders.


The project includes only transportation of cargo.


Cement - 2500 MT

Steel Reinforcement - 1100 MT

Steel Plates - 300 MT

Trap stone/ crushed metal - 8000 m3

Sand- 3000 m3





Not applicable.




Water:

Water requirement during construction period will be 5000 KL. The required water will

be arranged by Contractor.

Power:

Power requirement during construction period approx. 100 KVA. The required electric

power will be fetched from existing electric substation of Gujarat Electricity Board

located nearer to site.

Quantity of wastes to be generated (liquid and solid) and scheme for their

management / disposal.

The excavated material as well as solid waste i.e., piece of bricks /blocks will be

refilled for reclaiming the area.

Empty cement bags will be disposed away to the scrape vendor by the

contractor.

Waste bars of steel will be disposed away to the scrape vendor by the contractor.


plot area.



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



4. SITE ANALYSIS

(i) Connectivity.

The proposed road is connected to the NH-141.












0.70


1.00 2.00 3.00 4.00 5.00 6.00 7.00 8.00 9.00

10.00 10.70 11.00


12.00 13.00 14.00 15.00 16.00 17.00 18.00 18.70

19.00 150 mm


21.00 150 mm




23.00 24.00 25.00 26.00 26.90 27.00


Silty Sand

28.00 29.00 30.00 30.07 31.00


Sitly Sand

32.00

33.00

34.00

35.00

36.00

37.00

37.52








Tidal Conditions














Mean Range 4.885 m

Waves















Silt and Salinity










January 25.2 13.0

February 27.5 15.5

March 32.0 20.2

April 34.6 23.5

May 35.9 25.7

June 35.0 27.7

July 32.4 27.2

August 30.7 25.4

September 33.3 24.5

October 34.2 23.1

November 32.4 20.2

December 25.6 13.5





Rainfall




only.



Wind Conditions


be made:



February







April to

June






12 and 19 km/hr.

Storms and Cyclones






(i) Planning concept

The proposed road shall be constructed by providing 1100 mm quarry spall in layers of 300 mm each with truck rolling. Above quarry spall 600 mm Granular Sub Base in layers of 200 mm each including compacting at OMC & WMM 250 mm shall be provided. Top surface shall be finished with MSS.

The 3 nos. Bridges (1 no. 120 long & 2 nos. 30m. Long) across major creeks shall be constructed on 1000 mm RCC bored cast-in-situ pile with necessary abundant/ pier, deck beam & slab.

The 20 nos. RCC Box (2 nos. 12m, 1 no. 9 mm, 2 nos. 6m, & 15 nos. 3m)

Shall be constructed across minor creeks.

(ii) Population projection- not applicable

(iii) Land use planning (breakup along with green belt, etc.)- There will be no change in existing land use.



(iv) Amenities / facilities- not applicable


i. Residential area (non processing area).

Not applicable.

ii. Green belt.


iii. Social infrastructure.


iv. Connectivity

The proposed project is a transportation road for the cargo.

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


vi. Sewerage system.

vii. Industrial waste management:

There is no industrial waste except waste water and solid waste generated from this project.

viii. Solid waste management:



2. Construction and maintenance debris: - This waste of construction material will be refilled in embankment..

3. Other waste: - Empty cement bags & steel scrape will be deposited away t the scrape vendor.

ix. Power requirement and supply / source:

N/A











The estimated cost is approx. Rs. 4882 lacs.



The Proposed project is interlinked to the Veera jetty which will help for transportation of the cargo via this road.

form-1 and pre-feasibility reportsenvironmentclearance.nic.in/writereaddata/online/tor/0_0... ·...

Documents