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Land Use PLan, FInaL RePoRtPrepared for

VISAKHAPATNAM PORT TRUSTDESIGN & PLANNING COUNSELAhmedabadPart of Consortium: RNC/ DPC/TBMOCTOBER 2015

Design & Planning CounselOctober 2015LAND USE PLAN REPORT, VPT

Land Use PLan RePoRtPrepared by:Prepared for:

Visakhapatnam Port Trust

Design & Planning Counsel (DPC), India, is a firm providing consultancy & research services in the field of Urban Planning, Environment Design and Architecture. The companys head office is in Ahmedabad. The companys mission is to develop and recommend appropriate planning, design and development solutions towards a sustainable humane habitat.

Established in 1997 the firm has received many National awards, including the prestigious HUDCO Award for 2012-13 for New and Innovative Townships / Eco cities in India, JIIA award 2006 awarded by the Indian Institute of Architects and M Vishvesariya Prize 2002 awarded by HUDCO.

The firm expertise is in Spatial Planning and Design and over the years has worked on large Development Plans, Urban Design, Town Planning Schemes, Master Plans, Street Development Projects, Housing & Institutional Architecture

Visakhapatnam Port Trust,Port Area,Visakhapatnam-530035.Phone: 91- 891- 2876001.FAX: 91- 891- 2565023.Email: [email protected]

42/6, Bima Nagar Society, Opp. Umiya Vijay, Satellite, Ahmedabad - 380 015Gujarat, IndiaPh/Fax: +91 79 26762165www.dpc.co.inEmail: [email protected]


ToThe Chairman,Visakhapatnam Port Trust, Visakhapatnam.

Kind Attention: A. K. Mehera, Chief Engineer (VPT) A. Venu Prasad, Dy. Chief Engineer (VPT) N. Ramchandra Murthy, Nodal Officer for the project (VPT)

Dear Sir,

Sub: Submission of Final Report on Land Use plan for VPT Work Order No. 2 (Estate) ENG/Sr.A.E.M/Estate /T/1456/ Dt.15 -12-2014

We, Design & Planning Counsel Ahmedabad, as part Land Use team out of 3 consortium members (mentioned below) are happy to submit the Final Report on Land Use plan for VPT.

Rakesh Narula & Co., Baroda (Project leader, Valuation team) Design & Planning Counsel, Ahmedabad (Land Use plan team) The Benchmark, Visakhapatnam (Survey team)

The report is based on the terms as set in the Tender document defining the scope of the report and the broad approach set during the kick off meeting held with the Chairman and all key officials on 09 January 2015. Thereafter the stages of the project, DPC had consistently interacted with the key personnels related to the project especially during our 2nd and 3rd visit in January and March respectively.

Based on the Kick off meeting with the Chairman a list pending data was raised to VPT on 12 January 2015, upon which the arrival of partial data was recieved on 26 January. The Interim report on Land use plan was submitted on

26 February 2015 with a presentation to the Chairman and VPT officials on 27 February 2015. Based on the collected comments the revised Interim report was re-submitted on 07 March 2015The comments on the Revised Interim report was received on 15 May 2015 and thereafter submission and presentation of the Draft report was done on 25 May, followed by re-submission of Revised Draft report on 03 June 2015. In-between several options of Zoning plans were submitted to VPT for approval.

Base on the comments and proposed Zoning plan approval the Final report on Land use plan was submitted on 22 July 2015 followed by a presentation and changes to the final report to the Chairman on 24 September 2015.

We take immense privilege to submit the Final report on Land use plan as per the final inputs received during the team visit between 22 July to 15 October 2015.

The efficacy of the Report depends upon its implementation. We believe that the implementation of these recommendations will enable the port to optimise its land resources. We take this opportunity to convey our deep appreciation to the Chairman, Deputy Chairman, Chief Engineer, Traffic Manager and other concerned officers and staff of the Port, with whom the Project Team interacted during the study, for their whole hearted co-operation and assistance.

Many thanks

Shobhit Tayal Director

Design & Planning Counsel

Project Team : Hardik Pandit (Project In-charge) Fulshang Sachaniya (GIS expert) Hitesh Sorathia (Urban Planner) Rohit Kannagatha (Local Associate) Shilin Patwa (Architect) Purvi Patel (Director)


TABLE OF CONTENTSOVERVIEW 1I INTRODUCTION TO THE PROJECT 2II EXECUTIVE SUMMARY 4

1.0 CONTEXT & VPT 151.1 GROWTH AND FUTURE OF INDIAN PORTS 161.2 VPT IN CONTEXT TO STRATEGIC DEVELOPMENTS 181.3 REGIONAL CONTEXT & HINTERLAND 191.4 CITY AND THE PORT 201.5 INTRODUCTION TO VPT PORT 211.6 KEY FINDINGS, OBSERVATIONS AND BIGGER QUESTIONS 25

2.0 PORT ANALYSIS 272.1 PORT OPERATIONS 282.2 PORT LAYOUT 292.3 BERTHING AT OUTER AND INNER HARBOUR AREAS 332.4 KEY COMMODITIES 352.5 RAIL CONNECTIVITY 362.6 ROAD CONNECTIVITY 372.7 STORAGE 38

3.0 EXISTING LAND USE 403.1 EXISTING LAND USE 413.2 EXISTING LAND USE PLAN , DPC 423.3 GENERAL LAYOUT PLAN 433.4 VPT EARLIER LAND USE PLAN -2025 443.5 CHALLENGES WITH INNER HARBOUR AREA 454.8 INNER HARBOUR UNDER-UTILISED BUILDINGS 463.6 INVESTMENTS AND PPP PROJECTS BY VPT 483.7 BERTH WISE CAPACITY & PPP STACK AREAS 503.8 KEY CHALLENGES AND CONSTRAINTS FOR VPT 52

4.0 LAND USE PROPOSAL 564.1 LONG TERM VISION PLAN 574.1 TRAFFIC PROJECTIONS 594.2 LAND & TRAFFIC RELATED ASSUMPTIONS 604.3 STORAGE AND LAND REQUIREMENT PROPOSAL 624.4 LAND REQUIREMENT PROPOSAL 664.5 INNER HARBOUR AREA 674.6 RE-ORGANISATION OF STACKING AREAS 694.7 INNER HARBOUR LAND USE PLAN 704.8 INNER HARBOUR LAND USE PLANS, OPTION 1 714.9 INNER HARBOUR LAND USE PLANS, OPTION 02 724.10 DETAIL INNER HARBOUR LAND USE PLAN OPTION 02 734.11 ALLOCATION OF DUSTY & NON-DUSTY CARGOES 754.12 OUTER HARBOUR AREA 764.13 KAILASAPURAM & OTHER RESIDENTIAL AREAS 774.14 MULAKUDDU, BHEEMLI AREA 784.15 LANKELAPALEM AREA 794.16 UNDERUTILISED PLOTS 804.17 PROPOSAL FOR VACANT LAND 834.18 VACANT LAND PLAN 844.19 ENVIRONMENT 864.20 ROAD INFRASTRUCTURE 874.21 RAIL INFRASTRUCTURE 884.22 PROPOSED LAND USE PLAN 2020 894.23 PROPOSED LAND USE PLAN 2030 904.24 CUSTOMERS VIEW 914.25 ORGANISATION STRUCTURE 92

5.0 ZONING PROPOSAL 935.1 EXISTING ZONES 945.2 PROPOSED ZONAL PLAN 965.3 MARKET RATES FOR THE PROPOSED ZONAL PLAN 98ANNEXURE 102


AP Andhra Pradesh

BOT Build Operate Transfer

CAGR Compound Annual Growth Rate

CBIC Chennai Bangalore Industrial Corridor

CETP Common Effluent Treatment Plant

CER Coastal Economic Region

CFL Coromandel Fertilisers Limited

CFS Container Freight Station

CHA Container Handling Agent

CRM Customer Relations Management

CWC Central Warehousing Corporation

CONCOR Container Corporation of IndiaDLB Dock Labour Board

DPR Detailed Project Report

DWT Dead Weight Tonnage

ECEC East Coast Economic Corridor

EIA Environmental Impact Assessment

EMC Environment Management Cell

EQ East Quay

ERP Enterprise Resource Planning

ETP Effluent Treatment Plant

EU European Union

EXIM Export-Import

FAI Fertiliser Association of India

FB Fertilizer Berth

FCI Food Corporation of India

GCB General Cargo Berth

GDP Gross Domestic Product

GOAP Government of Andhra Pradesh

GOI Government of India

GPL Gangavaram Port Limited

HOA Heads of Agreement

HPCL Hindustan Petrochemicals Corporation Limited

IH Inner Harbour

IHTB Inner Harbour Turning Basin

IOC Indian Oil Corporation

IPA Indian Ports Association

IPCL Indian Petrochemicals Corporation Limited

IR Indian Railways

ISMS Information Security Management System

IT Information Technology

ITES Information Technology Enabled Services

IWAI Inland Waterways Authority of India

IWT Inland Water Transport

JNPT Jawaharlal Nehru Port Trust

KG Krishna Godavari

KPI Key Performance Indicators

LMT Lakh Metric Tonnes

LNG Liquefied Natural Gas

LOA Length Over All

LPG Liquefied Petroleum Gas

LPI Logistic Performance Index

MER Maritime Economic Region

MLD Million Liter per Day

MMLH Multi-modal Logistic Hub

MOSRTH Ministry of Shipping, Road Transport and Highways

MOU Memorandum of Understanding

MOEF Ministry of Environment and Forest

MT Million Tonnes , Metric Tonnes

MTEU Million Twenty-foot Equivalent Unit

ACRONYMS


MTOE Million Tonnes of Oil Equivalent

MTPA Million Tonnes Per Annum

MSMES Micro Small and Medium Sized Enterprises

MW Mega Watt

NALCO National Aluminium Company

NHAI National Highways Authority of India

NHDP National Highway Development Project

NMDP National Maritime Development Program

NMP National Manufacturing Policy

NOM New Oil Mooring

NTDPC National Transport Development Policy Committee

NW National Waterways

OB Ore Berth

OECD Organisation for Economic Cooperation and Development

OH Outer Harbour

OHC Ore Handling Complex

OSBD Output per Ship Berth Day

OSTT Offshore Tanker Terminal

PCR Port Connectivity Road

PCS Port Community System

PCPIR Petroleum, Chemicals & Petrochemicals Investment Region

PMU Project Monitoring Unit

POL Petroleum Oil and Lube

POS Port Operating System

PPP Public Private Partnership

PRC Peoples Republic of China

PSP Private Sector Participation

RCL Rain Calcinations Limited

RFID Radio Frequency Identification

RFP Request For Proposal

RITES Rail India Technical and Economic ServiceRMG Rotterdam Maritime Group

RMGC Rail Mounted Gantry Cranes

SAIL Steel Authority of India Limited

SBM Single Buoy Mooring

SDA Special Development Authority

SEZ Special Economic Zone

SPV Special Purpose Vehicle

STP Sewage Treatment Pond

STS Ship To Shore

SWOT Strength Weakness Opportunities Threat

TAMP Tariff Authority for Major Ports

TCS Tata Consultancy Services

TEU Twenty Feet Equivalent Unit

TISCO TATA Iron And Steel Company

TLC Total Logistics Cost

TMC Thousand Million Cubic

TPH Tonnes Per Hour

TRT Total Turnaround Time

VCIC Vishakhapatnam Chennai Industrial Corridor

VCTPL Visakha Container Terminal Private Limited

VGF Viability-gap Funding

VLCC Very Large Crude Carrier

VPT Visakhapatnam Port Trust

VSPL Vizag Seaport Private Limited

VTMS Vessel Traffic Management System

VUDA Visakhapatnam Urban Development Authority

WQ West Quay

WTO World Trade Organisation

oVeRVIeW

Design & Planning Counsel 2October 2015LAND USE PLAN REPORT, VPT

I Introduction to the project

Scope of work

Key elements of Land Use plan as per the scope of work as mentioned in the Tender:

Preparation of Land Use plan for next five years in co-ordination with Visakhapatnam Port Officials

Identification of available land about Acs.754.00cts. for allocation to port users on short term / long term lease or licence basis

Preparation of detailed Land Use plan covering the below aspects to enable the port for effective utilization of land under its control.

Assessment of the following:

1. Review of existing Land Use plan and Re organising the Zones

2. Traffic projections and any changes as per the Business Plan, RITES report and the feasibility Report of Outer Harbour Project

3. Land available under VPT and existing utility of leased land

4. Stockyards allocated to various berths and stockyard requirement for future development activities of the Port

5. Parking and truck terminal requirements

6. Reviewing the existing lease allocation made to various parties by the port so far

7. Examine the PPP projects on the anvil and the land allocation proposed for those projects

8. Collection of statistical data from the port regarding land allocated for various parties, capacity of storage and the land value in terms of market rates

9. Analysis of land requirement of the ports for port connectivity infrastructure such as rail, road, pipeline etc. based on traffic forecast and other ancillary requirements

10. Meet important stake holders to obtain their views

11. Suggestions on changes if any required on the current utilisation plan

12. What are Ports core strengths and weaknesses, who are the Ports principal users of land, what are their strengths and weaknesses, how does the Port compare with these users

Objective

The new Land policy guidelines for Major Ports issued by the Ministry of Shipping, GOI, 2014 places specific importance on optimal utilisation of land under port authority. In context of the new policy and need to develop a Land Use plan for VPT. The main objective of the study is to ensure that land under VPT is optimised with adequate infrastructure to meet the forecast traffic in the coming years.

Visakhapatnam Port is one of the major Indian port located on the east coast of India. Based on the vision and future cargo traffic demands of the port, this study focuses on effective development of Land Use plan for VPT for the next five years.


Methodology

Kick off meetingA kick off meeting with the Chairman, CE and key personnels from VPT will be undertaken to understand there vision and requirements related to Land Use planning. The Land Use team would present there first cut ideas on land optimisation and first impression of the functioning of the place and key issues associated with it

Analysis of existing land utilisationRelevant data obtained from VPT and various sources in form of drawings, reports or images will be reviewed to establish clear understanding of land utilised for port operations. Field visit will be done to review the ground reality, cargo traffic movement, storage, lease land, vacant land and identification of various constraints. During the field visit interaction with key officials will be made to develop understanding of operations, what challenges are currently faced in context to land availability and future requirements.The outcome of this process will be in form of photo documentation of key areas, constraints plan, existing zoning plan, existing lease plan and findings.

Research and analysisGiven VPTs national importance the research will consist of role of VPT in context of Indian port scenario, wider regional hinterland and Visakhapatnam city context. Key challenges and opportunities at national, regional and city level will be identified in form of findings. Review of various reports and data from various sources as mentioned below will be undertaken:

Business Plan Project, Rotterdam Maritime Group, Tata Consultancy services 2007

Study on Comprehensive Assessment & Long term land based transport requirements of Visakhapatnam Port, RITES, 2014

Concept Note on Sagar Mala Project, Ministry of Shipping, 2014

Detailed Feasibility Report, Development of Satellite Port at Bheemunipatnam Including Fishing Harbour, AECOM, October 2014

Port View, VPT, 2013-14, 2011-12 Powerpoint presentations from VPT Ministry of Shipping, Government of India(www. http://shipping.nic.in) Indian port Association, (www.ipa.nic.in) Department of Ports, Govt. of Andhra Pradesh, (http://www.apports.in) Port of Visakhapatnam, (http://www.vizagport.com)

Developing Land Use planReview of the existing Land Use, zones, traffic and lease periods, how best it can be optimised to meet the future cargo targets and its direct implication on the land requirements will be undertaken. Whilst understanding major cargo movement pattern and storage for various types of cargo, key gaps within the present scenarios will be identified. Development of the new Land Use and Zonal plan will be developed in line with discussions with the Chairman, CE and key officials. Apart from that this documents will be in line with key documents like Business Plan Project (2007) and RITES report on Comprehensive Study on Long Term Land Based Transport Requirements of Visakhapatnam Port (2014).

Land Use reportThe preparation of Land Use report will cover the following: Background on VPT, its salient features and key constraints Wider context Analysis on port operational areas, photo documentation and inventory

for berthing areas Recommendation on proposed Zones Recommendations on land optimisation and change in Land Use Recommendations on vacant lands


II Executive summary

The main purpose of this report is to propose a land use plan and recommendation on effective management of land under VPT.

Chapter 1.0 Context & VPT

Though being a premier port on the Indian east coast, Visakhapatnam port face a steep competition with private port players especially in that region

There has been decrease in annual traffic cargo output at VPT over the years but recent berth up-gradation and PPP projects signed will have long term positive impact on the ports cargo traffic

The port land is divided into 3 locations- VPT port area, Lankelapalem and Mulakuddu. Within the VPT port area it can be sub-divided into 5 key dominant areas-NH5/EXIM park, Port Operational areas, Central/Southern area, Hilly area and Residential area

Being a land trapped port surrounded by growing Vizag city, hilly areas to the south the port faces key challenges like pollution related to handling

of dusty cargo along the citys edge

It is important for VPT to look into long term perspective of handling dusty cargo through re-allocation of stacking areas away from citys edge or change in type of cargoes handled

Chapter 2.0 Port analysis

Outer and Inner harbour area consist of 7 and 21 berths respectively, out of which 9 berths are awarded on PPP/BOT basis that will see an overall

the port traffic to grow from existing berth capacity of 92 MTPA to 129 MTPA.

With around 58 MTPA cargo traffic output; POL, coal, Iron ore, fertilisers and container contributes to major bulk of commodity traffic at VPT. Out of which around 65% of the cargo is transported through rail network

Single biggest land parcel within the harbour area around 124 Ac. is dedicated to Iron ore stack area connected to OB 1 & 2 berths via S4 and S6 conveyor belt system which cuts across the inner city area. It is important to note that Iron ore and coal contributes to around 30% of annual cargo traffic but consumes most of the land and license land within the port area.

Inadequate availability of wagons, rail bottlenecks in the hinterland and poor takeover service of East Coast Railway to Port railways are drastically affecting cargo movement through rail at VPT

Road networks within the VPT face challenges like: too many rail crossings and alignments of rail-road infrastructure, shortage of dedicated parking areas, unsatisfactory condition of roads, lack of internal loop network

Cargo at VPT is stored pre-dominantly in open stack area, storage tanks, covered transit sheds and warehouses. Out of which around 50% warehouse capacity under Traffic department is under-utilised

Around 340 Ac. of land under Traffic department is given on licence basis for maximum of 11 weeks. This land parcel has very low utilisation rate due to issues around allocation of stacking blocks, fragmented parcels, heavy

area loss under infrastructure and limited availability of wagons


Chapter 3.0 Existing land use

Out of 7618 Ac. of land under VPT, around 50% of land is only leased and rest fall under either vacant, unviable or under-utilised

Serious efforts by port authority to bench heavily on up-gradation of port infrastructure and PPP operators will see steady increase in traffic volume and better land management in coming years. Around 452 Ac. of land is allocated near berth areas to PPP/ BOT operators

The port will see an increase of 42 MTPA berth capacity in coming years as more and more berths go under up-gradation, this would call for drastic a land use planning

Present land management and stacking area allocation are not optimised especially within the Inner harbour area

Underutilised buildings, sheds and warehouses should be reviewed and consolidated

Land area under predominant use as per data collected from VPTArea in Ac. %

Land under lease, licence, covered storage 3612 47.5%

Land under infrastructure, rail, road, docks, utilities, buildings, residential, recreational

1518 20%

Land under vegetation, hills, geddas, water bodies

912 12%

Land as vacant, under process, Lankelapalem, Mulakuddu

1576 20.5%

Total land area under VPT 7618 100%

Re-organising of stacking areas in inner harbour is critical to land optimisation

Large stacking parcels in Inner harbour falls under TMs licence land with low utilisation rate and it is critical to re-look whether how much area would be required on licence basis in future given higher number of berths going under PPP mode

Rail and road infrastructure conflicts are adding to the delay in waiting times

Planned development of CFS and multi-modal logistic hub parcels will play a pivotal role in commercialisation of port land, hence this type of commercialisation should be prioritised near NH5 area

Large land area that falls under hilly terrain are unviable to built any developments hence more pressure on to optimise land within the port area

Conflict mainly due to pollution along the citys edge will impact the type of cargo stored in citys proximity

Constraints like airport height restrictions, low lying area and limited accessibility limits the development of vacant land around NH5 area


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Existing Land use planLegend

Scale: 1:40,000

Visakhapatnam Port TrustN

Land under Defence

Infrastructure (Roads,Railwaysbuildings, Guest house)

Vegetation

Under proposal

Hilly area

IMC

CFS / Logistics

Mixed cargo

Dry bulk cargo

Iron ore

Coal

Fertilisers

Warehouse / Storage

Port based Industries

Open stack area

Residential / Recreation

Vacant Land

Administrative building

Garrages / Cargo

Truck parking

Design & Planning Counsel Pvt. Ltd.DPCLand Use Planning Consultants

Conveyor belt

Diagram based on the data provided from VPT. Not to scale

Existing land use plan


Chapter 4.0 Land use proposal

VPT should draw up long term and short term land use plan for coming 15 and 5 year scenario. The long term vision plan should focus on developments of key gateways to VPT, planning for vacant land along NH area as special commercial use, long term rail modernisation and re-organisation of land in Kailasapuram area. The short term 5 year plan should prioritise re-organisation of land within Inner harbour area, rail and road proposals

For future traffic projections full berth capacity should be taken into account and land use planning should be done accordingly. Future berth capacity for VPT is planned at around 129 MTPA, with coal as the dominant cargo with 30.37 MTPA output.

Key challenges VPT is facing that has impact on the traffic flow are: High competition from private ports Type of cargo Vessel berthing timings and lack of port infrastructure Availability of berth back up areas Availability of train wagons Faster and effective transportation of traffic to hinterland Single window clearance

For land use calculation it is critical to fix few parameters as mentioned below Traffic projections planned as per full berth capacity Type of predominant cargo allocated to each berth Calculations for liquid, POL cargoes not taken into account as most

transported through pipeline Per sqmt stacking of cargo, dwell times, stacking height calculated as

per TAMP and VPT feedback

Inner harbour recommendations: Analytical assumptions for the Inner harbour area suggest availability

of sufficient land to cater for future traffic volumes but only possible if re-organisation of stacking areas are undertaken with rail and road re-alignments

One of the key constraint for present low utilisation of land is due to unavailability of sufficient rail wagons. Large cargo is held on licence basis for even more than 75 days time period hence reducing the utilisation ratio

New loop road system should be introduced as proposed to minimise the conflict between rail-road intersections and optimise the laying of long and continuous stacking areas

New rail alignments and dump and load facilities should be implemented

Land swapping with key stakeholders like ESSAR, SAIL should be planned to consolidate similar type of cargoes together and availability of parcels especially near to WQ2-4 and EQ 2-5 berths

Under utilised buildings within the Inner harbour area should be demolished and consolidated preferably near Convent junction

Clear strategy for transforming stacking along the citys edge as non-dusty cargo should be adopted with green buffer land

Covered stacking hangers should be developed where pollution is a key concerns. Also covered hangers has better land optimisation


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Garrages / Cargo Scale: 1:11,000


Proposed Land use plan (2020)Option :- 2 (Recommended)


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Proposed Warehouses

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G

FOR

RAI

L IN

FRAS

TRU

CTU

RE

DUM

P AN

D LO

AD F

ACIL

ITY

EQ 2

-5 ,

2.5

Ac

COAL

B/U

P19

.42

Ac

EQ 2

-527

.88

Ac

WQ

124

.7 A

c

WQ

2-4

28.3

1 A

c

EQ 2

-517

.11

Ac

WQ 2 to 45 Ac

DUM

P AN

D LO

AD F

ACIL

ITY

Garages 1

6 Ac

VSPL

32 A

c

VGC

B 4

3.72

Ac.

EQ1

27 A

c

EQ1

7 A

c B

ack

up

EQ1A

29

Ac.

EQ 2

-522

Ac

War

ehou

ses

EQ728.48 Ac

FERTILISERS

EQ68.8 Ac EQ

6Ex

pans

ion

6 A

c

EQ 2-59.5 Ac

EQ 2-53.47 Ac

EXPANSION21 Ac

FERTILISERS

EQ2-512.3 Ac

EQ7

WQRE

WQ

1W

Q2

WQ

3

EQ4

EQ6

EQ5

WQ

4W

Q5

OR2OR1

FB

EQ1

EQ1A

WQ6

EQ9

EQ8

WQ

N

EQ10

EQ3

City area

Defence area

InnerHarbour

ESSAR

NAL

COW

Q5

28.7

Ac

STPPond

City area

OHC

136

.50

Ac

Scale: 1:11,000




Waterways

Land under Defence

Vegetation

Under proposal

Hilly area IMC/IOC/HPCL

CFS / Logistics

Mixed cargo

Iron ore

Coal

Fertilisers



Residential / Recreation Proposed Commercial



Proposed Warehouses

Vacant land

Proposed Iron ore


Port buildings

Garrages / Cargo

Dump & loadfacility

Dry bulk cargo

Proposed Drybulk cargo

Conveyor belt


Fig. 1 Proposed Option 02- 2020 year Fig. 2 Proposed Option 02- 2030 year

Inner harbour land use plans, Option 02


Berth No. Status Existing

capacity

(MTPA)

Capacity

2020

(MTPA)

Capacity

2030

(MTPA)

Existing

land

(Ac)

Land

allocation by

2020 (Ac)

Land

allocation

by 2030 (Ac)

Remarks

Land allocation as per Option 2

EQ-1A Jan 2016 7.36 7.36 27.45 1.50 Additional temporary 12 Ac. coal back up area to be created for 5 yr scenario (2020) for EQ1,EQ1A, VGCB berths. Additional land of 7.42 Ac land provided by 2030

EQ-1 Operational 6.40 6.40 6.40 24.36 9.60VGCB Operational 10.18 10.18 10.18 32.86 10.86EQ-8,9 Operational 6.43 6.43 6.43 62.00

COAL 23.01 30.37 30.37 146.67 33.96 7.42WQ-1 Upgrade by 2017-18 3.00 6.80 6.80 33.20 Additional land required: 24 Ac

OB-1,2 Upgrade by 2017-18 12.50 16.20 16.20 136.50 137 Ac land under OHC complex IRON ORE 15.50 23.00 23.00 136.50 33.20 0.00

EQ-7 Work is commence 1.88 5.21 5.21 28.48 21.00 Land allocated near Convent Jn.FB Operational 1.00 1.00 1.00FERTILISER 2.88 6.21 6.21 28.48 21.00 0.00EQ-6 Operational 1.23 1.23 1.23 14.80 Proposed dedicated conveyor belt systemWQN - 5.78 5.78 55.70 North west of OHC, West of ESSAR planWQ-RE 1.00 1.00 1.00WQ-5 Operational 2.70 2.70 2.70 28.70 28.7 Ac under NALCODRY BULK 4.93 10.71 10.71 28.70 70.50 0.00

EQ 2-5 Under planning 4.14 2.85 6.45 65 56 Actual land requirement: 56 AcWQ-2,3,4 Under long term

planning8.97 8.97 8.97 163.00 Future upgradation of berths to accommodate larger vessel in

under long term planningWQ-6 March 2015 - 2.08 2.08 12.20MIX CARGO 13.11 13.90 17.50 77.20 219.00 0.00EQ-10 March 2015 - 1.84 1.84 7.41 Land allocated north of IMC compoundOR-1,2 Operational 3.28 3.28 3.28OSTT Operational 12.00 12.00 12.00SBM Operational 8.00 8.00 8.00LPG Operational 2.37 2.37 2.37POL 25.65 27.49 27.49 7.41 0.00 0.00VCTPL Expansion signed off 6.40 14.40 14.40 The area does not include 42 Ac. Of VCTPL dock. 4 CFS capacity

excluding Balmer Lawrie is accountedCONTAINER (MTEUs) 0.450 1.000 1.000 68.00 37.98

TOTAL 91.48 126.08 129.68 492.96 415.64 7.42

Future land requirement


Outer harbour area Outer Harbour area should be recognised as a key gateway to VPT and

is the only possible location for any long term berth expansion with availability of deeper draft.

Fishing Harbour area can be redeveloped for long term future expansion for container terminal or alternative commercialisation as waterfront development

Creation of at least 15 m high compound wall along the OB/Vedanta berth boundary to avoid direct pollution from dusty cargo

Kailasapuram & other residential areas Detail feasibility should be undertaken for Kailasapuram area as

demolition of underutilised buildings and consolidation of land will release land for future development

Commercialisation as Hotels, Sport city concepts & mixed use development can have good potential

Residential area near Harbour park should be retained partially and partly into commercial opportunities given the location and views like IT park or hotels

Mulakuddu, Bheemli area The land is a low-lying area situated on Gosthani river bed with back flow

from sea

Total land availability: 288.12 Ac. Phase 1: 169 Ac. Phase 2: 119 Ac. (not yet handed over) and it would be beneficial to hold the land transfer from the government for Phase 2 land. Ideal to swap the land for better land based on a feasibility studies

Land can be feasible for temporary light scale industrial use along the higher edges avoiding river bed area or smaller institutional institute can be developed catering to the local area

Lankelapalem area Steep slopes of the hill and non-availability of relatively flat land for

development makes this plot as highly undeveloped

Options to develop as light scale industrial warehouses with terrace land, an eco-park as an environmental and social responsibility or excavation of rock quarries for reclamation of low lying areas within VPT can be explored

Underutilised plots Several plots and buildings within the port area are under utilised as

mentioned in the table below and it is critical to de-lease those plots for better land optimisation

Plots or partial plots that are underutilised presently are with lessees like HPCL, CFL, ONGC, Kailasapuram area etc.

Most of this plots are in strategic locations and around 470 Ac. of land be brought under port authority


No Area name In Acres Zone Underutilised buildings /Remarks Proposed Land use

1 Buildings 14.24 XIV Most of the buildings in fishing harbour area Commercial use

2 Warehouse 2.35 XIV Near VGCB berth Stacking purpose

3 Storage Sheds no.1,2, & 3 2.68 I-B Below Adani & SEW backup area Demolition, Proposed road expansion

4 Storage Sheds & buildings 2.31 I-C Near Golden Jubilee gate

Demolition, Proposed stacking reorganisation5 Storage Shed & buildings 1.04 I-C Near EQ-5 berth

6 FCI & buildings 6.32 I-C Behind TM office

7 Storage Shed & buildings 1.29 I-C Near EQ-6 berth

8 Garages (open stack area) 5.84 I-C & X-B Along with S-6 Conveyor (Essar) Green belt

9 Maharani Peta 2.31 XIII-A Around 50% of land underutilised Commercial use

10 Harbour park 14.86 XIII Around 50% of land underutilised Commercial use

11 Kailasapuram 124.66 XII Around 50% of land underutilised Commercial use

12 Malkapuram 19.47 III Near CISF Quarters Residential use

13 ONGC 7.99 VIII North of Dolphin warehouse area Relocation to Exim Park

14 IMC 2.62 VIII North of ONGCDeleased, Proposed storage for WQ berths

15 ESSEEM Intra Port Services (P) Ltd 1.21 VIII North of ONGC

16 Garages 15.52 VI-B SS Nagar Consolidation of all garage related activities

17 IMC 7.70 VI-B North of ESSARProposed storage for WQ berths

18 Warehouses (C.W.C. Ltd) 6.97 VI-B North of ESSAR

19 Cell Tower (P n T Department) 0.06 VI-B North of C.W.C. Deleased

20 Warehouse (C.W.C. Ltd) 23.58 IX-B Western sector Relocated to NH gateway area, Proposed warehousing onsite

21 Godowns (Ripley and co.) 8.00 IX-B Western sectorProposed storage for WQ berths

22 Open stack area 5.94 IX-B Near C.W.C Western sector

23 C.F.L. land 100 IV Out of around 450 Ac under CFL around 100 Ac is not fully utilised

Deleased, Proposed for CFS/Logistics, Multi-modal hub

24 HPCL 27.00 IX-B North of CFL Deleased, Warehousing

25 HPCL 63.00 IX-B The land is vacant and no activity is planned. This can be de-leased and used for warehousing purposes Deleased, Warehousing

26 Exim park 3.58 IV-A North of India Potash Ltd.

Total 470.54

Underutilised plots and proposed use


Vacant land Commercialisation is key to the vacant land to optimise land within VPT

port area

With effective utilisation of f Inner harbour in future there is no additional need for stacking land hence vacant land around NH5 zone can be optimised for special commercial use comprising of uses like multi-modal logistic, large scale warehousing, CFS etc

It would not be ideal to allocate specific use to vacant plots as it should be left for use as per market demand. Hence it is allocated under Special commercial use which focuses more on logistic based commercialisation of vacant plots

It is critical to develop access to the vacant lands in-between Airport and north of Meghardri channel to drastically improve the land value and unlock large land parcels

Land use proposal 2030 Overall land use proposal focuses on effective land optimisation of entire

area under VPT, this includes Inner harbour proposal.

Below land use plan represents the proposal

No. as per drawing

Area in Acres Zone Proposed use

1 6.18 X-B Commercial

2 8.46 VIII Industrial

3 10.78 VI-B Stacking

4 18 VIII Stacking

5 92.68 VI-B Navy

6 122.66 V Special commercial use

7 51.99 V, VI-B Navy

8 36.68 VII Special commercial use


10 30.27 VII, VIII Stacking

11 6.39 IX-B Vegetation

12 45.26 III-A, II-B, III-B1, III-B2 Industrial

13 8.28 VII Industrial


15 60.45 XI, IX-B Special commercial use

16 177.35 XI Special commercial use

17 15.38 IV-A CFS/Logistics

18 51.43 IV-A CFS/Logistics

19 31.18 IV-A Special commercial use

20 (Under proposal)

49.7 IV-A Parking Terminal

21 (Under proposal)

40 VII Special commercial use

Total 966.68

Vacant land plots and proposed use


Proposed land use plan 2030

177.35

122.66

51.43

92.68

51.99

13.05

21 Ac

WQ612.20 Ac

WQN32 Ac

EQ 2

-527

Ac

30 Ac

WQN15.5 Ac

WQN8.2 Ac

WQ

2 to

418

Ac

WQ 2 to 45.7 Ac

L I A S 14.5

Ac

Doc

k A

rea

EQ 7

COM.

F C

I

UTILITIES

WQ

1,

8.5

Ac

ConventJunction

Sea HorseJunctionD

ock

Area

Dock

Area

NMDC

WQ 2 to 47.7 Ac

WQ

2-4

11 A

c

WQ 2 to 430.2 Ac WQ 2-4

2 AcWQ 2-41.5 Ac

EQ107.4 Ac

IMC7.7 Ac

UTI

LITI

ES

UTILITIES

WQ

2-4

18.8

Ac

S A

I L7.

5 Ac



WQ

2-4

17.2

Ac

YTILIC

AF D

AOL

DN

A P

MU

DD

UM

P AN

D L

OAD

FAC

ILIT

Y

DU

MP

AND

LO

AD F

ACIL

ITY

NH Y

ARD

CO

AL S

TAC

KIN

G

FOR

RAI

L IN

FRAS

TRU

CTU

RE

DUM

P AN

D LO

AD F

ACIL

ITY

EQ 2

-5 ,

2.5

Ac

COAL

B/U

P19

.42

Ac

EQ 2

-527

.88

Ac

WQ

124

.7 A

c

WQ

2-4

28.3

1 A

c

EQ 2

-517

.11

Ac

WQ 2 to 45 Ac

DUM

P AN

D LO

AD F

ACIL

ITY

Garages 1

6 Ac

VSPL

32 A

c

VGC

B 4

3.72

Ac.

EQ1

27 A

c

EQ1

7 A

c B

ack

up

EQ1A

29

Ac.

EQ 2

-522

Ac

War

ehou

ses

EQ728.48 Ac

FERTILISERS

EQ68.8 Ac EQ

6Ex

pans

ion

6 A

c

EQ 2-59.5 Ac

EQ 2-53.47 Ac

EXPANSION21 Ac

FERTILISERS

EQ2-512.3 Ac

OB-1,2

VCTPL- 84 Ac

OSTT

GCB

EQ7

WQRE

WQ

1W

Q2

WQ

3

EQ4

EQ6

EQ5

WQ

4W

Q5

OR2OR1

FB

OB-1,2

VCTPL- 84 Ac

OSTT

GCB

EQ

1EQ

1A

WQ6

EQ9

EQ8

WQ

N

EQ10

EQ3

City area

NH-5

Airport

Meghadri Channel

OuterHarbour

63 Ac HPCLMaharani

Peta

HarbourPark

Kailasapuram

HSL

HPCL

HPCL

CFL

GAIL

GEIPL

CONCOR

CONCOR

HPCL

BALMER LAWRIE

VCTPL

City area

City area

Defence area

InnerHarbour

OuterHarbour

ESSAR

HSL

RCL

NAL

COW

Q5

28.7

Ac

STPPond

VSPL

City area

City area

OHC

136

.50

Ac

Exchange with NavyExchange with Navy

Relocated fromDolphin Warehouse

area

ONGC

ProposedMulti-modallogistics hub

Legend


Scale: 1:40,000



Waterways

Land under Defence

Vegetation

Under proposal

Hilly area



Residential / Recreation

Vacant land


Port buildings

Garrages / Cargo

IMC/IOC/HPCL

CFS / Logistics

Mixed cargo

Iron ore

Coal

Fertilisers

Proposed Commercial



Proposed Warehouses

Proposed Iron ore

Proposed Dry bulk cargo

Dump & load facility

Dry bulk cargo

Conveyor belt


Diagram based on the data provided from VPT. Not to scale


City area

City area

NH-5

Defence area

Airport

Meghadri Channel

InnerHarbour

OuterHarbour

Z3

Z4

Z6

Z5Z1 (A)

Z8

Z9

Z2

Z7

Z1 (B)

Roads

Railways

Final Zonal Plan

Z1 (A) (1343.28 Ac)

Z4 (2456.32 Ac)

Z5 (746.67 Ac)

Z6 (710.01 Ac)

Z8 (251.47 Ac)

Z9 (32.04 Ac)

Z2 (213.59 Ac)

Z3 (926.55 Ac)

Z7 (116.96 Ac)

Waterways

Legend

Land under Defence

Scale: 1:40,000



Z1 (B) (183.95 Ac)

Chapter 5.0 Zoning proposal

Given the need to re-organise the present zoning pattern on a rationale based parameters, the proposed Zonal plan focuses on merger of various 31 existing zones into 11 zones including Bheemli and Lankelapalam as Z10 and Z11 respectively

1.0 ConteXt & VPt


1.1 Growth and future of Indian ports

Ports play a vital role in the overall economic development of the countrys dynamic and rapidly globalizing economy with a vast potential to expand its participation in trade and development. Developing countries like India & China has contributed for the largest share of the worlds seaborne trade over the years. Growing at a compounded annual growth rate (CAGR) of over eight per cent, the seaborne trade of India increased from 384 million tonnes in 2001-02 to 930 million tonnes in 2011-12 posting a CAGR of 9.3%.

Given the immense potential of seaborne trade, Government of India aims to double the exports to $500 billion by 2015. Government of India plans to increase its investment in infrastructure to US $ 1 trillion in the Twelve Plan (2012-17). Projects such as the Dedicated Freight Corridors of Indian Railways, upgraded and new Airports and Ports are expected to enhance the scale of economic activity.

Being a major maritime nation by virtue of its long coast line of around 7517Kms spread over 13 states and Union Territories, India has an immense potential for growth & development of Ports in future economic context. India has 13 major ports (controlled by Central Government) and around 200 non-major ports strategically located on the worlds shipping routes.

Kandla

Mumbai

JawaharlalNehru Port

Marmagoa

New Mangalore

Kochi

Tuticorin (Chidambaranar)

Ennore (Kamarajar Port)Chennai

Paradip

Visakhapatanam Port

HaldiaKolkata Port

State wise number of ports (Source: IPA)West coast - 133 ports East coast - 55 portsGujarat 40 Ports Tamilnadu 15 Ports

Maharastra 53 Ports Pondichery 1 Port

Goa 5 Ports Andhra Pradesh 12 Ports

Daman & Diu Port 2 Ports Orissa 2 Ports

Karnataka 10 Ports West Bengal 1 Port

Kerela 13 Ports Andaman & Nicobar Islands 23 Ports

Lakshadweep Islands 10 Ports Fig. 3 Map of India with 13 Major ports


Investments undertaken at the Major Ports on East coast (Source: IPA) Estimated Cost(Rs. in Million)

Capacity (MTPA)

Tuticorin Port

Container Terminal (Berth No. 7) 1000.00 5.00

Construction of Coal Berth at NVW for NLC TNEB

490.00 6.30

Visakhapatnam Port

Container Terminal, Outer Harbour

1080.00 1.60

Multipurpose Berths EQ-8 & EQ-9

1960.00 6.00

Paradip Port

Captive Fertilizer Berth 261.70 4.00

Mechanisation of Cargo Handling Project-1

373.20 2.00

Mechanisation of Cargo Handling Project-2

251.30 2.00

Construction of Single Point Mooring Captive Berth

5000.00 15.00

Chennai Port

Container Terminal 4690.00 8.00

Development of Second Container Terminal

4950.00 9.60

Ennore Port

Marine Liquid Terminal 2490.00 3.00

Coal Terminal 3990.00 8.00

Iron Ore Terminal 4800.00 12.00

Kolkata (HDC)

Multipurpose Berth No. 4A 1500.00 3.00

Multipurpose Berth No. 12 300.70 0.45

Mechanisation at HDC berth no. 2

750.00 4.00

Mechanisation at HDC berth no. 8

750.00 4.00

Traffic handled at Major Ports (Source: IPA) (During April to March, 2015* Vis-a-Vis April to March, 2014)

2015*(In 000 tonnes)

2014 (In 000 tonnes)

% variation against previous year Traffic

Kolkata Dock System 15282 12874 18.70

Haldia Dock Complex 31010 28511 8.77

Total: Kolkata 46292 41385 11.86

Paradip 71011 68003 4.42

Visakhapatnam 58004 58503 -0.85

Kamarajar (Ennore) 30251 27337 10.66

Chennai 52541 51105 2.81

V.o. Chidambaranar 32414 28642 13.17

Cochin 21595 20887 3.39

New Mangalore 36566 39365 -7.11

Mormugao 14711 11739 25.32

Mumbai 61660 59184 4.18

Jnpt 63802 62333 2.36

Kandla 92497 87004 6.31

Total (*) Tentative: 581344 555487 4.65

About 95 % of cargo by volume and 70 % in terms of value are transported by sea. Table above shows the trend of cargo traffic handled by the 13 Major ports of India.

Important to note that VPT handled around 9.9% of total traffic in 2014. Ports like Paradip and Ennore has marked increased traffic against previous years. This ports are also the ones with recent large investments undertaken. The following table reflects significant investments undertaken at major ports on the east coast. Within the east coast VPT stands with second lowest investment undertaken. Though lot of projects under VPT are already under construction or in the pipeline, that are not reflected here.


1.2 VPT in context to strategic developments

Given various national level initiative which has direct impact on port sector, VPT has a strategic role to play in this context. A lot will depend on present land optimisation and future land availability for expansion.

Formation of Mega portsLooking at long-term scenario of 2030 to boost the export and imports trade, Government is planning to prioritise development of 2 to 3 Mega ports along the east coast of the country. This mega ports would be either merger of major-minor ports or completely new ports depending upon the feasibility. Given the strategic location, VPT stands has potential to be developed as a Mega port. The key constraint it might face is the type of cargo traffic especially dusty cargo, available land for expansion and strategic connectivity to the hinterland.

Sagarmala ProjectMinistry of Shipping aims for port-led developments whilst connecting coastal cities via road, rail, port and airports. As part of Coastal Economic Region (CER), Andhra Pradesh will play a strategic role on the East coast region given key industrial cluster projects like: Vizag Chennai Industrial Corridor (VCIC) Petroleum, Chemicals & Petrochemicals Investment Region (AP PCPIR) Natural gas infrastructure and import terminals Fishery Infrastructure and Community Development Chennai Bangalore Industrial Corridor (CBIC) Inland waterways development and Coastal Shipping

Land policy guidelines for Major ports 2014Under the new land policy guidelines stress is laid on the following:

To ensure that land resources are put to optimum use as per the approved Land Use Plan with focus on retaining /attracting port traffic

To ensure that optimum value is realized by licensing / leasing Port land through a transparent tender-cum-auction methodology

The policy prescribes the procedure for revision of rates to enable maximum resource generation for the Ports and the methodology for regular updating of the rates in line with the market value

The policy also recognizes the need for special dispensation for cases relating to educational and security purposes

Tariff Authority for Major Ports (TAMP)The existing tariff guidelines followed by Tariff Authority for Major Ports (TAMP) was constraining the growth of the Major Ports. The Tariff regime has now been rationalized by allowing the PPP operators at Major Ports to fix their own tariff based on market realities. Tariff hikes have been allowed based on achievement of performance standards. This has enthused the industry and the investors, which is reflected in the renewed interest shown by all big majors in port PPP Projects

Green Channel ClearanceGreen Channel clearance for cargo in major Ports as coastal cargo does not require customs clearance and only information needs to be filed with the customs. Presently because of lack of exclusive berth, storage area and gates for coastal cargo in the ports, there is considerable delay in clearance of these cargoes. The Ministry has given a policy directive to all the major ports to have exclusive berths with associated storage space and separate gates for coastal cargo.


1.3 Regional context & Hinterland

Primary Hinterland

Secondary Hinterland

VISAKHAPATNAM

Madhya Pradesh

Bihar

WestBengal

Chha

ttisg

harh

Maharashtra

Karnataka

Tamil Nadu

Uttar Pradesh

Jharkhand

Odisha

AndhraPradesh

Golden QuadrilateralRailway

Bhopal

New Delhi

Kolkata

Coimbatore

Chennai

Nort

h -S

outh

corri

dor

Gangavaram

Bhavanapadu

Kalinga Patnam

MuthyalammpalemKakinada

RawaNarsapur

Bhimuni Patnam

Machilipatnam

Nizam patnam

Vodarevu

Krishnapatnam

Minor port

Fig. 4 Visakhapatnam port, indicative captive hinterland area

Andhra Pradesh is having about 1000 Km long coastline with 1 major (VPT) and 13 non-major ports: Bhavanapadu Kalinga Patnam Bhimuni Patnam Visakhapatnam Gangavaram Muthyalammpalem Kakinada Rawa Narsapur Machilipatnam Nizam patnam Vodarevu Krishnapatnam

Visakhapatnam port shares its primary and secondary hinterland with six states - Andhra Pradesh, Madhya Pradesh, Chattisgarh, Jharkhand, Odisha and Bihar. The secondary hinterland is rich in mineral resources such as iron ore, lime stone, coal, bauxite etc. which resulted in the establishment of number of mineral based industries like steel plants, fertiliser plant, alumina, cement plants in the primary hinterland of the port.


1.4 City and the port

Located on the eastern coast of India, Visakhapatnam is a port city often called as The Jewel of the East Coast. Known for its heavy industries and Eastern Naval Command of the Indian Navy, the city is the largest seaport of India and oldest shipyard. Hyderabad is the nearest big city to Visakhapatnam which is 600 Kms away.

VPT is best connected to the hinterland through air, rail, NH5 and Anandapuram-Ankapalle by-pass road. In near future the NH5 connectivity passing through the city might act as an bottleneck due to steady increase in traffic and would require dedicated corridors to connect to the by-pass roads.

The city is surrounded by scattered hilly areas on three sides and water on the fourth side. Historically, the city of Visakhapatnam has been a port town and has grown over the years from a small town to be one of the major ports of India. Over the years port based activities have strongly influenced the land use pattern around the port area. Large land parcels are consumed by anchor industries based on commodities like iron ore, POL, LPG, petrol and fertilisers.

Interface between the port boundary and citys edge are part of concerns given the level of pollutions and privacy issues with the residents. From a city planning perspective the city-port interface should be designed as a mixed use zone with port based activities and recreational facilities.

Fig. 5 Port of Visakhapatnam, Lankelapalem and Mulakuddu areas. Source: Google maps


Visakhapatnam Port is located between Kolkata and Chennai with an extent of land covering about Acs.7618cts (3083Ha). The port is one of the 13 major ports of India with relatively higher output rates in case of bulk cargo and has been crowned several times in the past for its national market position.

The Port has three harbours viz., Outer Harbour, Inner Harbour and the fishing harbour, out of which fishing harbour is a non-port operational harbour.

VPT area can broadly be classified into 5 predominant areas: Port operational areas (Including

Outer Harbour & Inner Harbour) Central and southern area Hilly area Airport/EXIM park Residential

1.5 Introduction to VPT Port

Medhadari Channel

Inner Harbour

Outer Harbour

NH-5

NH-5

City

area

City area

Airport

Defencearea

Roads

Railwaylines

Water ways

N

Visakhapatnam Port Trust

Scale 1:40,000

HILLY AR

EA

RESIDENTIAL AREA

EXIM PARK/ AIRPORT AREA

CENTRAL / S

OUTH

ERN

AREA

PORT OPERATION AREA

Fig. 6 Port of Visakhapatnam and predominant areas


Port based industries dominate the southern section NH5/Airport zone

View of the Inner channel area: Port operations area Predominant area under hilly terrain on the southern side of the port

Predominant 5 zones


Port location Latitude of 170 41N and longitude of 830 18 E . Visakhapatnam, Andhra Pradesh

Port authority Visakhapatnam Port Trust (VPT)

Land area About Acs.7618cts (3083Ha) and water front area of Acs.767ctsThe VPT land area consists of 5 circles:

1. Port Area2. Fishing Harbour3. Malkapuram Area4. Kancharapalem area5. Gopalapatnam areaBesides the above said five circles there is Port land at Lankelapalem (Acs.306.86cts) in ParawadaMandal and Mulakuddu (Acs.288.12 Cts.) within the radius of 35 km

Connectivity The port is operating its own railway network of about 184 Kms., which is linked to the trunk railways. Around 65% of cargo movement is through the railways that handled a record quantity of 37.56 million tonnes during the FY 2009-10

The Port is well connected to the NH-5 by a 4 lane connectivity road. This connectivity is the main access for all type of vehicular cargo movement in and out of VPT

Key features The port has one of the deepest container terminal among major ports (14.9 mt.)

The Port is ISO-9001, 14001 and OHSAS 18001 compliant. The Port facility is ISPS compliant and is currently operating at Security Level-2

VPT is the only port in India and first of its kind in South Asia to have a Cavern facility of 60,000 T capacity for LPG a mined rock. Cavern at a depth of 200 mt.. below sea level (capacity: 60,000 T)

The mechanical ore handling plant consists of fully mechanized receiving and shipping systems designed to loads iron ore directly into the vessels through conveyors

Full mechanisation of coal handling facility

All major port activities in VPT are carried through vessel berthing at 25 operational berths within the outer and Inner Harbour areas. The port also boasts of the deepest container terminal among major ports (14.9 mt.). VPT is the only port in India and first of its kind in South Asia to have a Cavern facility of 60,000 T capacity for LPG a mined rock. Cavern at a depth of 200 mt.. below sea level.

Being a premier Indian port in terms of annual cargo traffic of 58.0 MMT in 2014-15, Port of Visakhapatnam is the among the most preferred Ports for trade of fertilizers, iron ore, steel, coal products and other bulk cargo.

By introducing new technologies, progressive management practices and cost effective service to the customers, VPT has excelled over the years. Due to changing landscape of maritime business and facing heavy competition from private ports, VPT stands at the juncture of future growth or stagnation.


View of the Inner channel area

Fishing harbour area

Design & Planning Counsel 25

FINDINGS

LAND USE PLAN REPORT, VPT October 2015

1.6 Key findings, observations and Bigger Questions

1. Given large amount of investment in ports from private and public sector, changes in new government policies and growth story of India to invest in infrastructural projects. VPT needs to draw a long term strategic plan for land expansion, modernisation and infrastructural development to retain it competitiveness.

2. Increasingly growing coal demand and future coal block allocation in the hinterland of India, will impact the existing and future land requirements for VPT. It might imply large land parcels for coal back up areas and would have significant pollution concerns for the surrounding areas. Being a pivotal port as part of Coastal Economic Region, can VPTs cargo economy be more focused on POL, Liquids and Containers rather on dusty cargo commodity?

3. India is inching towards adopting a full scale operational civil nuclear power in near future. Would that have any impact on coal traffic projections at VPT?

4. Besides the pollution in the surrounding city areas, dusty cargo especially coal has higher land occupancy rate and not ideal for vertical storage requiring higher precautionary measures. Apart from local measures to contain pollution levels what drastic measures VPT would take to curb pollution levels and increase the quality of environment by beautification projects?

5. Historically as cities grow, large zones like industrial areas, ports or airports are relocated further away from city areas. The city of Visakhapatnam has grown in two parts around the port and airport zones. Are there any proposals to relocate the airport away from the present location? This would create a immense availability of land for VPT.

6. Rail and road transport are one of the important elements of entire traffic trade chain for VPT. Absence of adequate hinterland connectivity has

Polluted water channels

Coal open stacking, an environmental concern for city areas

Design & Planning Counsel 26

FINDINGS

LAND USE PLAN REPORT, VPT October 2015

higher cost solutions in the form of sub-optimal modes, higher cost and delivery times, longer travel and waiting times, unnecessary allocation of temporary back up areas and a greater impact on port efficiency and economy. VPT along with VUDA authority needs to prioritise connection to the by-pass road via dedicated elevated route. Proactive initiatives between the port railways and eastern railways should be prioritised for removing bottlenecks.

7. Given steep competition from major and non-major ports of India, How does VPT strategically place itself in the global and local context depends heavily on:

Efficient use of land World class infrastructure and seamless connectivity Efficient management

8. With VPT in the centre, the city is divided into two halves with limited access connecting both sides. Surrounding port area consist of hilly terrains, airport, defence, residential and industrial land. Due to this land constraints there are limited access points connecting VPT to the city. Additionally, VPT forms less permeable edge to the eastern side of the city pushing future growth areas either in far north east or south east direction. Given this constraint where appropriately VPT would expand- Sea or land side?

9. Pollution due to dusty cargo and type of industrial use within VPT, has resulted in form of high walls around the city-port edge. This high wall creates issues of permeability between the city and the port, act as an anti-social element, encourages illegal use and creates a negative image of the port. The VPT land surrounding the city edge has issues related to pollution, water quality and lacks high quality buildings, results into low quality urban edge condition.

Low quality urban edge along the port edge

Permeability issues with high walls

2.0 PoRt anaLysIs


VPT port operations consist of various level of complex activities. Depending upon the export and import and type of cargo, the activity can happen in different order. Simply placed port operations can be categorised into 3 major activities:

BERTHING Vessel is loaded or unloaded at the berths and longer berth occupancy by a vessel has impact on port operations. There might be several factor that contributes to longer berthing time for the vessels: Slower clearances from port and custom authorities Lack of modern equipments for faster loading/unloading of the vessel Double handling of cargo

STORAGE Cargo is either stored or goes directly to the port based industries. Storage of cargo within sheds, silos, warehouses or open stack areas. Predominant cargoes like dry bulk, break bulk, liquid bulk and container are stored respectively. It is essential that there are sufficient warehouse facilities and back up areas available in proximity to berthing areas. It is also essential that latest technology for monitoring and allocating port areas for storage is utilised

MOVEMENT OF CARGOCargo movement to and fro from VPT to hinterland via rail or road connectivity with seamless connectivity is quintessential. It is essential that the faster loading and unloading of cargo from rail or road through the use of latest equipments is essential at VPT.

MO

VEM

ENT

OF

CARG

OST

ORA

GE

OF

CARG

OBE

RTH

ING

EXPO

RT

IMPO

RT

2.1 Port operations

Loading-unloading of vessel

Storage or port based industries

Cargo movement through rail


2.2 Port layout

Port of Visakhapatnam has 3 harbour areas. Out of which only outer and Inner Harbour areas are used for port operational activities. The basic port infrastructure consist of the following:

Outer Harbour: 7 berths 2 Ore berths (finger jetty) 1General cargo berth 1 Offshore Tanker Terminal (OSTT) 1 LPG jetty 1 container berth (Visakha

Container Terminal Private Limited - VCTPL)

New Oil Mooring

Inner Harbour: 21 berths (refer diagram)

Key activities happening within the port harbour areas are shown in the following diagram, including PPP operated berths and storage areas

EQ7

WQRE

WQ1

EQ3WQ2

WQ3 EQ4

EQ6

EQ5WQ4

WQ5

OR2

CB

OR1

FB

OB2

VCTPL

OSTT

GCB

EQ1

EQ1A

WQ6

WQ7

EQ9

EQ8

WQ8

EQ10

City area

City area

NH-5

Defence area

Airport

Meghadri Channel

InnerHarbour

OuterHarbour

MaharaniPeta

HarbourPark

Kailasapuram

OHC

ESSAR

HSL

HSL

HPCL

HPCL

CFL

GAIL

GEIPL

CONCOR

CONCOR

HPCL RCL

BALMER LAWRIE

Roads

Railways

Waterways

Berth & storage planLegend

Scale: 1:40,000


Storage sheds

Open stack

PPP projects

Berth

Land under defence

EQ7

WQRE

WQ1

EQ3WQ2

WQ3 EQ4

EQ6

EQ5WQ4

WQ5

OR2

CB

OR1

FB

OB2

VCTPL

OSTT

GCB

EQ1

EQ1A

WQ6

WQ7

EQ9

EQ8

WQ8

EQ10

City area

City area

NH-5

Defence area

Airport

Meghadri Channel

InnerHarbour

OuterHarbour

MaharaniPeta

HarbourPark

Kailasapuram

OHC

ESSAR

HSL

HSL

HPCL

HPCL

CFL

GAIL

GEIPL

CONCOR

CONCOR

HPCL RCL

BALMER LAWRIE

Roads

Railways

Waterways

Berth & storage planLegend

Scale: 1:40,000


Storage sheds

Open stack

PPP projects

Berth

Land under defence

Fig. 7 Port layout

Diagram based on the data provided from VPT


Outer Harbour area

The Outer Harbour is bordered by the two breakwaters and the inner port entrance channel. The products which are handled here are coal, iron ore, containers, crude LPG and other POL

Bestowed with natural deep water basins, the Outer Harbour is capable of accommodating 150,000 DWT vessels and draft up to 17 meters

Space between the two breakwaters are key limitation of the Outer Harbour creating bottlenecks conditions. There are limitation on berth timings, larger vessels have day light restriction

In the Outer Harbour, there are two finger type Ore Jetties, OB-1 and OB-2, one Off-shore Oil Tanker Terminal (OSTT), a General cum Bulk Cargo Berth (being upgraded as a mechanised berth for coal, an exclusive Jetty for LPG , one Container Terminal operated and maintained on PPP mode and new Oil Mooring facility.

The Container terminal operated by Visakha Container Terminal Private Ltd., is the deepest container terminal among major ports and equipped with modern container handling equipments.

The Off Shore Tanker Terminal in the Outer Harbour discharges crude oil directly to the tanks of the Refinery

With minimum narrower section of only 97.5 m wide, Inner channel is connecting to the Inner Harbour. Due to the dimensions of the channel navigational restrictions apply and only one-way traffic is possible.

Water Spread (Hectares) 200

Berths 7

Max. Draft (Mt..) 17

Max. Length (Mt..) 280

Max. Beam (Mt..) 48

Breakwater & dilapidated condition of Fishing harbour area after Hudhud cyclone, 2014

Container Terminal (VCTL)


GCB terminal, fully mechanised with conveyor belt system on the right and coal stacking area on the left, leased to Vedanta group

View of the Inner channel area

Outer Harbour area images


Conveyor belt from Ore Handling Complex to Ore berths cutting through the city and VPT zones

Older port cranes along East quaysUnder construction WQ 6 berth on PPP model

Loading of coal on wagons via hoppers transported from EQ 1 berth

Inner Harbour area

The Inner Harbour with a water spread of 100 hectares has 21 berths, capable of accommodating PANAMAX vessels and have draft up to 11 m

The Inner Harbour area comprise of 3 arms: Northern arm - East side, Northern arm - West side and North Western Arm.

Out of which the northern arm is the main commercial arm of the Port and accommodates 14 multi-commodity berths (including two BOT berths).

The north-western arm is fully utilized by the Eastern Naval Command. A part of the western arm is used by the Hindustan Shipyard Limited and part by the Port where three captive berths (two oil berths and one fertilizer berth) are located.

Water Spread (Hectares) 100

Berths 21

Max. Draft (Mt..) 11

Max. Length (Mt..) PANAMAX

Max. Beam (Mt..) 32.5


2.3 Berthing at Outer and Inner Harbour areas

QuayBerths Berthlength (Mtrs)

Permissibledraft (Mtrs)

Traffic handled in Tonnes (2013/14)

Equipments installed/features

Commodity Remarks

Outer Harbour

Ore Berth-1 270 16.50 on rising tide of 0.3 Mtrs.

20,06,956

Iron OreESSAR HGPL , Linked to OHC with conveyor belt system

Ore Berth-2 270 16.5 65,88,994

New Oil Mooring (NOM) 250 15 5,16,400 Handled via pipeline POL NOM is offshore berth

General Cargo Berth (GCB)

356 14.5 0 on rising tide of 0.5 Mtrs.

Mechanised handling via cranes

Coking coal and steam coal

PPP project managed by Vedanta group

Offshore Tanker Terminal (OSTT)

408 17.00 on rising tide of 0.5 Mtrs.

52,09,855 Handled via pipeline Oil

LPG 370.92 14 27,38,622 Handled via pipeline LPG LPG jetty

Container Terminal (VCTPL)

451 14.5 49,29,533 Mechanised handling via cranes

Container VCTL-Cargo stuffed in containers is handled here. Expansion of existing container terminal under process

Inner Harbour Northern Arm - East Side

East Quay-1 167.64 10.06 1,207 Coal Adani Vizag Coal Terminal

East Quay- 1A Proposed for Coal SEW Infrastructure, Under construction

East Quay-3 167.64 10.06 9,66,813 4 Nos. 10T. wharf cranesMultiple commodity

Proposal of revamping EQ2-5 berths to accommodate Panmax vesselsEast Quay-4 231 10.06 9,78,294 4 Nos. 15T. wharf cranes

East Quay-5 167.64 11 7,60,956 4 Nos. 15T. wharf cranes

East Quay-6 182.9 10.06 12,61,178 3 Nos. 10T. wharf cranes Multiple cargo

East Quay-7 255 11 17,03,304 4 Nos. 20T. wharf cranes Thermal coal, scrap, fertilizers

M/s ABG

East Quay-8 255 11 27,46,105 Coal and bulk cargo

VSPLEast Quay-9 255 11 27,49,711

East Quay-10 (Proposed) Proposed for liquid cargo

M/s AVR Infra privatelimited.


Inner Harbour Northern Arm - West Side

West Quay-1 212 11 24,67,712

Manual/ Ship mounted cranes

Coal, iron ore, bulk cargo Proposal to accommodate PANAMAX vessels. Proposal

to handle dry bulk cargo (iron ore) on WQ-1 berthsWest Quay-2 226.7 11 27,19,167

West Quay-3 201.12 11 30,58,108

West Quay-4 243 11 23,50,217

West Quay-5 241.7 11 29,14,421 Predominantly NALCO cargo

West Quay-6

Under construction

Proposed for multi purpose cargo

Proposed BOT operator

West Quay-7 Dry bulk cargo Under development as WQN berth

West Quay-8 Break bulk cargo

RE WQ-1 170 8 52,956 General cargo

Inner Harbour North Western Arm

Fertiliser berth 173.13 10.06 6,87,254 Fertilizers Coramondel

Oil Refinery Berth-1 183 10.06 15,83,881 POL HPCL

Oil Refinery Berth-2 183 9.75 15,12,439


2.4 Key commodities

All commodities at VPT are transported via 3 main mode of transport- rail, road and pipeline/coastal/conveyor. Predominant overseas import commodities include coal from Australia, crude oil from Iran, steam coal from Indonesia, DAP, petroleum coke and urea from China, crude oil, container cargo, coal and coke from Malaysia, DAP, MOP and Caustic soda from USA. Country wise import shares include Australia(20%), Iran (11%) and Indonesia (9.8%) predominantly. Among coastal cargo, the dominant port of origin is Mumbai. and crude oil from Bombay High is the dominant cargo.

Below are list of key commodities handled at VPT. Though most of berths do handle more than one type of commodity, for the purpose of the study we have undertaken predominant berths handling one type of commodity:

Coal: Predominant berths: EQ1, EQ1A, VGCB, EQ8,9 Coal being key import commodity at VPT, has seen an output of 8.85 MT in

the year 2014-15 and expected to grow most likely to 13.5 MT as per the 13th year plan

Fertilizers: Predominant berths: EQ7, FB VPT being the most preferred port on the East coast, mechanisation of

fertilizer berths will improve the handling capacities for fertilizers, rock phosphate, sulphur and phosphoric acid

Iron ore: Predominant berths: WQ1, OB1,2 M/S Essar and M/S Ispat (JSW) are the main drivers of the iron ore traffic

exports through Vizag Port. Upgradation of OHC and S4,6 conveyor belts would be addition to the handling capacity. From 8.3 MT traffic in 2014-15 the full berth capacity for iron ore will operate at 23MT

Other dry bulk: Predominant berths: EQ6, WQN, WQRE, WQ5 Consisting of Alumina, Blast Furnace Slag (BF Stag), Illmenite sand,

Limestone, Manganese ore, Petroleum Coke, Calcined Pet Coke, Gypsum etc., VPT handles import and exports of this commodities

Break bulk, Mixed cargo: Predominant berths: EQ2-5, WQ2-4, WQ6 Comprising of Steel Products, Pig Iron, Timber, Granite blocks, and other

bagged cargo etc. break cargo is likely to remain at the level of 1.0 MT during 13th Plan period

Container: Predominant berths: VCTPL This commodity has seen a steady increase over the years with main

imports from Malaysia, Singapore and Sri Lanka have been growing with significant increase in Coastal traffic. Developing industries like Steel, Refractory and Engineering units and Aluminium industry in the hinterland covering Andhra Pradesh, Odisha and Chattisgarh will act as catalysts in promoting container trade

POL products + LPG: Predominant berths: OR1,2, EQ10, OSTT, LPG jetty, NOM M/S Hindustan Petroleum Corporation is one of the key lessee for

the commodity. In addition to liquid fertilizer raw materials, the port is handling Caustic Soda, Styrene Monomer Chemicals and Bio-diesel as part of other liquid commodity

These key commodities contributes to the major bulk of the traffic through VPT. Around 65% of cargo travels through rail. The future modal split between rail, road, and through pipeline, coastal and conveyor system is reflected in the table below. It is clear that in long term horizon the cargo moving through rail would be significantly high and it is critical to optimise the rail infrastructure.

Estimated modal split for the horizon years, Source: RITES report, 2014Year Total Rail Road Pipeline/coastal/ conveyor

2016-17 82.6 43.6 10.7 28.3

2021-22 106.1 59.4 11.8 34.9

2026-27 125.1 72.2 13.3 39.6

2031-32 142.4 83.2 13.1 46.1


VIZAG PORT

Simahachalam (H)

Gopalapatnam

Marripalem

VISAKHAPATNAM [0]

Chipurapalli

Vizianagaram [61]

KottavalsaPendurti

Simhachalam North

Salur {17}Araku

Singapuram Road [173]

Gunupur

Bobbili {0}

Palasa [204]

Naupada

Theruvali

Damanjodi

Bacheli

Koraput [216] [0]

Kirandul

DUVVADA

To Rayagadah/Tittilagarh

Mindi

JAGGAYYAPALEM(Phase-I)

(Phase-II)

OEC to WS 3rd LINE

Jagadalpur

2.5 Rail connectivity

Around 65% of total cargo handled at the port is through the railways. VPT is well connected to the hinterland through rail network. Apart from coal which is completely moved by rail, fertilisers, limestone and food grains are the other dry bulk commodities being moved by rail.

Rail transport is primarily used for low value commodities for which transport costs are an important component of the delivered price. However, apart from coal, most other commodities are beginning to shift to roads owing to the shortage of rail capacity in many sectors. Iron ore exports have experienced a large shift to roads, on account of the rapid increase in exports and the capacity crunch being faced by the railways. Container traffic are also moving away from rail transport. Key challenges faced by rail moving traffic includes:

Inadequate investment in capacity & proper rail sidings

Handover time from East Coast Railway to Port Railway authorities

Poor quality of service and slow response to various segments of growing freight demand

Lack of availability of wagons Container freight response especially from CONCOR

who enjoys monopoly in rail container transport Rail bottlenecks in hinterland

STACKERS

R&D

YA

RD

W.O.B

G.C.

B

V.P.T RAILWAYS - BLOCK DIAGRAM

N.H

YARD

F.C.I

T.N.E.B I

IRO

N O

RE

MA

NU

AL

SIDIN

G

O.H.C

B.G

LOCO

S

LOCOSHED

D.E

LIN

ES

SAIL

R7TO

R10

VCTPL

R-11 AREA

V.S.P.L

T.N.E.B II

DYD

CYD

RYD

O.E.C YARD

JP1

JP4MINDI

BULB LINES

PARALLEL

HZL

C.F.L

I.O.C

H.P.C.L

JP2JP3

NEW CWC

WESTERN SECTOR

LAYOUT: NOT TO SCALE

(19 LINES: 1D

TO 15)

1015

1D

DEL 4

DEL 1

DEL 2

DEL 3

(A LINE TO F)

III TIPPLER

TWIN TIPPLER

NAD CURVE

POL LINES

LPG LINES

EQ-1

EQ-1A

GCB

EAST YARD

BRIDGE

WESTERN SECTOR 28 ETKM

OHC28.39 ETKM

R&D YARD/WOB37.37 ETKM

EASTYARD/ NH YARD34.07 ETKM

TOTAL TRACK LENGTH = 100.83 KMPOINTS& CROSSINGS (270 nos) = 27.00 KMEQUATED TRACK LENGTH = 127.83 ETKM

East coast railway, Waltair division map


Lack of truck waiting and parking areas

2.6 Road connectivity

VPT is well connected to National Highway via port connectivity road. Presently there is a plan for expansion of the port connectivity road. A significant improvement in the quality of road infrastructure over the last few years following the launch of national programs such as the National Highway Development Program (NHDP) has contributed to the growing efficiency and increased reliance on road transport. The other factor favouring road transport is the convenience of door-to-door transport for high value goods which are increasing as trade in finished and intermediate goods increases. In-spite of all positive moves there are challenges the port faces and are mentioned below:

The presence of various rail crossings especially within the port operational area is adversely affecting the flow and movement of traffic

There is a serious shortage of dedicated parking areas and service lanes which causes traffic jams by on-road parking of trucks

Inadequate width of the road sections to accommodate projected traffic The roads have to be constantly watered to settle the dust particles

increases the water clogging and slowing of traffic Inner harbour area lacks clear road hierarchy and loop network Lack of internal roads next to railway sidings Overhead structures with limited clearance. Movement of overloaded trucks/trailers. Unsatisfactory condition of some roads. Traffic jams caused by goods vehicle parked on either side of the road,

predominantly by incoming traffic Lack of amenities for goods vehicle crew

Port roads watered constantly to settle coal dust particles


Warehouse storage capacity under the control of Traffic Department

Description Area (Sq.m)

Capacity in MT

From 2012-2015

Approx. per year

Status

S-1 1670 6680 RCIL 20,000

S2 402616104 USHA SHIPPING 150,000

S-3 4092 16368 RCIL 20,000 Vacant

S-4 3014 12056 RCIL 25,000

ANG-5 3636 14544 KR&SONS 40,000 Vacant

ANG-6 3636 14544 INTEGRAL 10,000

GCB 1048241928

SYNERGY, RCl, SRIVALLI

30,000 Vacant

Total 30556 122260 295,000 18210

2.7 Storage

Allocation of 1000 sq mt open stack blocks on licence basis

Storage of break bulk cargo along the city edge on the eastern edge

Predominant cargo traffic in VPT area consist of dry bulk, liquid bulk, break bulk and containers. Most of the liquid cargo is directed stored in tanks or tra

land use plan, final report - vizagport.comvizagport.com/doc/vpt land use plan final.pdfthe final...

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