pfr dhamra port -...

4500

PRE-FEASIBILITY REPORT FOR REVISED

MASTER PLAN OF DHAMRA PORT

2016

January 2016

Pre-Feasibility Report for Revised Master Plan of Dhamra

2

CLIENT Dharma Port Company Ltd.

PROJECT Dhamra Master Plan

TITLE Pre-feasibility Report On Revised Master Plan for Dhamra Port

DOCUMENT NO. 2351-E-GEN-GEN-DG-R-1-001 REV.

NO. 7

NOTES

Revised as per mail from environment team on date 05 / 01 / 2016.

REV. DATE Description Prepared by Reviewed by Approved by

0 25 / 11 / 2015 For Information GJ /TR / NS SS / JB RMB

1 11 / 12 / 2015 For Information TR / NS SS / JB RMB







This Document is the property of DPCL. It should not be used, copied or reproduced without their written permission.


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Contents 1 EXECUTIVE SUMMARY .................................................................................................................................. 7

1.1 Introduction............................................................................................................................................. 7

1.1.1 Background......................................................................................................................................... 7

2 INTRODUCTION OF PROPOSED MASTER PLAN FACILITIES ...................................................................... 9

2.1 Project Identification .............................................................................................................................. 9

2.2 Project Brief ............................................................................................................................................ 9

2.2.1 Phase - I Development (Existing Development) .......................................................................... 9

2.2.2 Phase - II Expansion .................................................................................................................... 10

2.2.3 Traffic forecast ............................................................................................................................ 13

2.2.4 Project Importance and Need .................................................................................................... 13

2.2.5 Employment generation.............................................................................................................. 14

3 Project Description ...................................................................................................................................... 15

3.1 Location of Project ............................................................................................................................... 15

3.2 Size / Magnitude of the Project ........................................................................................................... 16

3.2.1 Design size vessel ........................................................................................................................ 16

3.2.2 Conceptual Layout Planning ...................................................................................................... 16

3.3 Project description and Process .......................................................................................................... 16

3.4 Water and Power Availability ............................................................................................................... 16

3.4.1 Water Availability ........................................................................................................................ 16

3.4.2 Power Availability ........................................................................................................................ 18

3.5 Requirement of Basic Raw Material .................................................................................................... 18

3.6 Schematic Representation of Feasibility Drawing ............................................................................. 18

4 Site Analysis ................................................................................................................................................. 19

4.1 Connectivity .......................................................................................................................................... 19

4.1.1 Road connectivity ....................................................................................................................... 19

4.1.2 Railway connectivity ................................................................................................................... 19

4.2 Land Form, Land use and Land Ownership ......................................................................................... 21

4.2.1 Land Use ...................................................................................................................................... 21

4.2.2 Land Ownership ........................................................................................................................... 22

4.3 Topographic Features .......................................................................................................................... 23

4.4 Existing Land use Pattern .................................................................................................................... 23

4.5 Soil Classification .................................................................................................................................. 23

4.6 Climate Data .......................................................................................................................................... 23

4.6.1 Temperature ................................................................................................................................ 24

4.6.2 Cyclones ....................................................................................................................................... 24

4.6.3 Tsunami ........................................................................................................................................ 25

4.6.4 Wind.............................................................................................................................................. 25


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4.6.5 Tides ............................................................................................................................................. 25

4.6.6 Currents ....................................................................................................................................... 26

4.6.7 Waves ........................................................................................................................................... 26

4.6.8 Littoral Drift ................................................................................................................................. 27

4.6.9 Seismic Conditions ...................................................................................................................... 27

4.7 Social Infrastructure ............................................................................................................................. 28

5 Planning Brief ............................................................................................................................................... 29

5.1 Planning Concept ................................................................................................................................. 29

5.1.1 Navigational...................................................................................................................................... 29

5.1.2 Protection against Waves ........................................................................................................... 30

5.1.3 Navigation Channel Dimensions ................................................................................................ 30

5.1.4 Maneuvering Area ....................................................................................................................... 32

5.1.5 Dredging and Reclamation ......................................................................................................... 33

5.1.6 Berthing Area Dimensions .......................................................................................................... 33

5.1.7 Navigational Aids......................................................................................................................... 34

5.1.8 Harbour Crafts ............................................................................................................................. 36

5.1.9 Berth Requirements .................................................................................................................... 37

5.2 Land use Planning................................................................................................................................. 39

5.2.1 Coal - Import ................................................................................................................................ 40

5.2.2 Coal / Iron Ore - Export ............................................................................................................... 41

5.2.3 Multipurpose Material Import / Export ...................................................................................... 42

5.2.4 Liquid Terminal: Storage and Handling ..................................................................................... 43

5.2.5 LNG Handling ............................................................................................................................... 46

5.2.6 LPG Handling ............................................................................................................................... 47

5.2.7 Container Terminal ...................................................................................................................... 48

5.2.8 Transloading Facility ................................................................................................................... 51

5.2.9 Barge Loading Facility ................................................................................................................ 51

5.2.10 Internal Roads .............................................................................................................................. 51

5.2.11 Railway Works .............................................................................................................................. 52

5.3 Amenities / Facilities ............................................................................................................................ 54

5.3.1 Communications & Automation Facilities ................................................................................. 54

5.3.2 Water Supply ................................................................................................................................ 54

5.3.3 Power Supply ............................................................................................................................... 55

5.3.4 Dust Suppression System ........................................................................................................... 56

5.3.5 Wastewater Management .......................................................................................................... 56

5.3.6 Buildings ...................................................................................................................................... 57

5.3.7 Fire-Fighting Facilities ................................................................................................................ 59

6 Proposed Infrastructure .............................................................................................................................. 63

6.1 Industrial Area ....................................................................................................................................... 63

6.2 Residential Area .................................................................................................................................... 63


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6.3 Greenbelt development and water harvesting ................................................................................... 63

6.4 Proposed Social Infrastructure ............................................................................................................ 63

6.5 Connectivity .......................................................................................................................................... 63

6.6 Drinking Water Management ............................................................................................................... 63

6.7 Drainage and Sewage System ............................................................................................................. 63

6.8 Power Requirement and Supply / Source ........................................................................................... 64

7 Rehabilitation and Resettlement ................................................................................................................ 65

8 Project Schedule and Cost Estimation ....................................................................................................... 66

8.1 Project Schedule ................................................................................................................................... 66

8.2 Cost Estimation ..................................................................................................................................... 66

9 Analysis of Proposal (Financial & social benefits to the locals) ............................................................... 68

List of Tables

Table 2-1 Cargo Handling Capacity for the revised Master Plan 11

Table 2-2 Berth details for the revised Master Plan 12

Table 2-3 Phase wise Traffic Forecast in MMTPA 13

Table 2-4 Direct and Indirect Employment Generation (For 30 year Plan) 14

Table 3-1 Design Vessel Size 16

Table 3-2 Water consumption and sewage/effluent generation for Revised Master plan 17

Table 4-1 Status of usable land of Port boundary 22

Table 4-2 Revised Land use Break up for Master Plan 22

Table 4-3 Tidal Data of Dhamra 25

Table 4-4 Extracted wave height in m for 10% Exceedance 26

Table 4-5 Extracted wave height in m for 1% Exceedance 26

Table 5-1 Dredged depth of Proposed channel (For 5 year Plan) 32

Table 5-2 Proposed cargo-handling rates at the port 37

Table 5-3 Proposed Parcel Size of Cargo 38

Table 5-4 Proposed Berth Capacity & Length 39

Table 5-5 Cargo specification for Import bulk Cargo 40

Table 5-6 Cargo specification for Export bulk Cargo 41

Table 5-7 List of the Codes for Liquid Terminal 45

Table 5-8 Dwell time for different Container Yards 49

Table 5-9 Stack Height for different Container Yards 49

Table 5-10 Storage Area Calculations for Container – Dhamra Southern side of Port 50

Table 5-11 List of the Buildings with area summary 58

Table 8-1 Capital Cost for proposed Development 66

List of Figure

Figure - 1 Location of Dhamra Port 15

Figure - 2 Route of existing raw water pipeline 17

Figure - 3 Layout showing Road and Railway Connectivity to Port 20

Figure - 4 Salient Features of Study Area 21

Figure - 5 Tracks of cyclones & depressions crossed Odisha coast during 2000-07 24


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Figure - 6 Wind Rose diagram 25

Figure - 7 Seismic Zoning Map of Odisha 27

Figure - 8 Typical Cross Section of Approach Channel 31

Annexures

Annexure – A: Layout Drawings

A1 – Phase – II expansion Layout Map (MoEF Approved)

A2 – Immediate Development Layout

A3 – Revised Master Plan (first 5 years)

A4 Sheet 1 – Overall Master Plan (30 years)

A4 Sheet 2 – Revised Master Plan (30 years)

A5 – Land Use Plan

Annexure – B: Sub Soil Investigation Report


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1 EXECUTIVE SUMMARY

1.1 Introduction

As a part of major initiative to propel the economic growth, the Government of Odisha (GoO) is

aggressively working on the improvement of the import/export capabilities of the sea ports

along the coast of the Odisha State.

1.1.1 Background

Odisha has a rich maritime heritage with a coastline of 480 km and with historic trade links to

Southeast Asian islands, Sri Lanka, Burma, etc. The coastal state had a number of ancient

ports and Dhamra port is only a part of that legacy. While many of the ancient ports were

forgotten with the time, this port was vibrant even during the British Raj and was an important

link for trade and commerce between Bengal, Odisha and the South East Asia.

Dhamra has a vast hinterland generating cargo. Exports and imports of food grains, mineral

sands, raw materials, finished goods, fertilizers, edible oils and petroleum products, by the

large industrial houses located in the hinterland offer long term potential for cargo. In view of

this, the state of Odisha had decided to expand the existing minor port at Dhamra in to a full-

fledged all weather multi-user port. The state decided to develop the port on a public-private

partnership (“PPP”) mode based on the pre-feasibility study performed to explore possibilities

of expansion of the existing port at Dhamra.

The Consent to establish (NOC) for Phase I development project was obtained from Odisha

Pollution Control Board, under section 25 of Water (Prevention and Control of Pollution) Act,

1974 and section 21 of Air (Prevention and Control of Pollution) Act, 1981 vide OPCB Office

Memorandum No. 12096 dated 17th

September, 1998. Ministry of Surface Transport (MoST),

Government of India accorded the environmental clearance for expansion of Dhamra port

project vides their Office Memorandum No. PD/26017/8/98-PDZ (CRZ) dated 4th

January,

2000. DPCL has implemented Phase I facility consists of Coal, Iron Ore and Lime Stone

handling facilities and same was commenced by May, 2011.

Further to the Phase I development; DPCL has proposed Phase II expansion of Dhamra Port.

Phase II expansion includes development of 11 additional berths plus 1 barge loading facility

and one transloading facility to handle dry bulk cargo, liquid cargo, LNG, container and other

clean cargo. The Consent to establish (NOC) for Phase II expansion project was obtained from

Odisha Pollution Control Board, vide order no. 2615-IND-II-NOC-5659 dated 19.02.2013.

Ministry of Environment & Forest (MoEF), Government of India accorded the environmental

and CRZ clearances for Phase II expansion of Dhamra port project vide their letter no. F. No.

11-104/2009-IA.III dated 1st

January, 2014.


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In the revised Master Plan development, total 35 berths are proposed which include 2 existing

operational berths; 1 under construction berth (as per MoEF & CC approval). In addition to that

independent port craft facilities are also proposed. Total cargo handling capacity will be 314

MMTPA. Average dredge depth at berths will be (-) 20.5 m CD. The layout maps showing

project plan of various phases are enclosed as Annexure – A4 sheet 1.


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2 INTRODUCTION OF PROPOSED MASTER PLAN FACILITIES

2.1 Project Identification

Dhamra port has a significant locational advantage over its counterparts on the eastern coast.

The mineral heartlands of the country (Odisha, Jharkhand, Chhattisgarh and West Bengal) are

in close proximity to Dhamra port. Number of steel plants, thermal power plants and mineral

based industries are located in these states and many more are proposed.

The dedicated railway link developed by the port provides connectivity to Howrah - Chennai

main railway line which offers an efficient and cost effective supply chain/ value proposition

to the local importers and exporters in the states of Odisha, Chhattisgarh and Jharkhand. It

will also serve as an alternative gateway to ports on the west coast of India for trade between

North East India and Asia.

The Dhamra Port revised master plan comprises of the construction of total 35 berths, such as

barge handling berths, one mooring facility for trans-loading operations, liquid berths,

container and break bulk/clean/general cargo berths. LNG, LPG berths and reclamation of

approximately 1075.7 ha area and development of associated back up facilities.

2.2 Project Brief

The existing port is located to the North of Dhamra River mouth. The site provides full and

natural protection for a tranquil harbour where no breakwater is required.

2.2.1 Phase - I Development (Existing Development)

DPCL has implemented Phase-I development of port with two fully mechanized berths of 350

m each along with backup facilities for handling of Coal, Iron Ore and Lime Stone which

commenced commercial operations in May, 2011. The features of Phase-I development of port

are as follows.

Cargo handling capacity – 25.0 MMTPA

Land area – 234 ha

700 m long Jetty with two berths and dredged depth in berth pocket is (-) 19 m CD

18 km long navigation channel as described below

o Outer channel 240 m wide and (-) 18.3 m CD dredged depth

o Inner channel 170 m wide and (-) 17.5 m CD to (-) 17.0 m CD dredged depth

o Turning circle of 600 m diameter with (-) 17.0 m CD

o Berth pockets dredged depth up to (-) 19.0 m CD

Bulk Material Handling System such as Covered Conveyors, Wagon tippler complex,

Stacker and Reclaimer, Ship Loaders and Unloaders, Silo (rapid loading facility)


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Stack Yards for Coal, Limestone and Iron Ore

Dust suppression system

Water/wastewater Treatment facilities

Storm Water Drainage System

Relevant infrastructure to support port operation including connectivity.

2.2.2 Phase - II Expansion

DPCL has now obtained the Environment & CRZ clearance vide letter dated 1st

January, 2014

for Phase – II expansion of port which consists of material handling area, cargo storage area,

operational and utility area, internal connectivity, drainage, greenbelt and buildings etc. . Total

11 additional berths plus 1 barge loading facility and one transloading facility to handle

container, coal, iron ore, liquid, LNG and other cargos with a cumulative capacity of 71.3

MMTPA cargo and 1 million TEU’s of containers in addition to additional throughput at the

barge and transloading facility are approved.

Other features include dredging at proposed berthing areas, channel widening and deepening

and for reclamation, development of cargo storage areas, tanks farms for storage of Crude oil,

Naphtha, POL, LNG / LPG and External road connectivity along the 62.5 km rail alignment from

Bhadrak to Dhamra Port Internal road/rail connectivity in the expansion area. The layout map

showing Phase II expansion is enclosed as Annexure – A1.

Development of Revised Master Plan

For the integrated development plan for Dhamra port it is important to utilize the maximum

marine development potential. Therefore based on the future Cargo projections and business

requirement of the hinterland, DPCL has decided to revise master plan for the Dhamra port.

Marine structures of the port will be developed with the flexibility to handle various cargos.

Type of berth and type of cargo is a commercial and business requirement. So master plan is

revised with those flexibilities to accommodate berths as multi-purpose. Revised master plan

will consist of berths at various locations, material handling area, cargo storage area,

operational and utility area, internal connectivity, drainage, greenbelt and various utilities and

amenities.

2.2.2.1 Immediate Development Plan

In addition to existing 2 berths, 3 additional bulk berths; 1 LNG / LPG / PoL berth, 1 LNG /LPG

berth, 1 Container berth and barge facilities along with backup facilities and independent port

craft facilities, conveyor systems, drainage, water supply, electrical works, internal roads,


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railway works and other utilities and amenities will be developed to accommodate dry bulk

cargo, multipurpose cargo and LNG / LPG cargo. Total cargo handling capacity will increase

from existing 25 MMTPA to approximately 99.6 MMTPA.

The layout map showing immediate development plan based on Phase II expansion is enclosed

as Annexure – A2.

2.2.2.2 Revised Master Plan (First 5 years)

In addition to 2 existing operational berths, additional 14 berths are proposed as part of

revised master plan for first five years. Total cargo handling capacity will be approximately

169.5 MMTPA. Average dredge depth at berths will be (-) 20.5 m CD. For easy evacuation of

cargo, a new rail, road and utilities corridor (12 km x 125 m wide) is proposed from Northern

side development of Dhamra Port. Tentative alignment of corridor is shown in Master Plan.

However, feasibility of alignment of proposed corridor will be checked during detailed study.

This corridor will connect Dhamra port with existing rail-road corridor near Bansada, Bhadrak.

The layout map showing revised master plan (first 5 years) is enclosed as Annexure – A3.

2.2.2.3 Revised Master Plan (30 years)

Total 35 berths are proposed as part of revised master plan including 2 existing berths. In

addition to that independent port craft facilities are also proposed. Total cargo handling

capacity will be approximately 314 MMTPA. Average dredge depth at berths will be (-) 20.5 m

CD. The layout map showing revised master plan is enclosed as Annexure – A4.

Table 2-1 Cargo Handling Capacity for the revised Master Plan

Sr. no.

Cargo type Cargo mix Estimated Cargo

handling Capacity (MMTPA)

1 Dry bulk

cargo

Coal / Iron ore / limestone / Mines & Minerals &

Other dry bulk 159

2 Multipurpose

& General Cargo

Fertilizers and raw materials for manufacture of fertilizer / food grains / sugar / clinker / cement / Project cargo / timber & wood / machines/ Iron

steel products / Break Bulk etc.

47

3 Container Container 4.66

(in mTEU) 1 TEU = 14 MT

4 Liquid and

Gas

Crude oil / Naphtha / POL / LPG / LNG / Ammonia / Chemicals / Phosphoric Acid / motor spirit /

Kerosene / Aviation fuel / High speed diesel / Lubricating oil / Butane / Propane / CNG / Furnace

Oil / Low sulphure heavy stock / Edible oil

42

Grand total (1 + 2 + 3 +4) 314


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Table 2-2 Berth details for the revised Master Plan

Sr. no.

Berth No.

Berth Length

(m)

Cargo handling Capacity (MMTPA)

Phase 1 (MoEF

approved)

Revised Master plan

MoEF approved

New proposal

Immediate development

First 5 year plan

30 year plan

1 B1 350 12 Bulk Berth


3 B3 384 15 Bulk Berth 4 B3A 384 17 Bulk Berth







11 B10 350 0.72 mTEU* Container






17 B16 350 4.5 Multipurpose

/ Liquid


/ Liquid


/ Liquid


/ Liquid


/ Liquid


/ Liquid


/ Liquid


/ Liquid


/ Liquid


/ Liquid


/ Liquid


/ Liquid

29 B 28 495 10 LNG/LPG /

PoL

30 B 29 495 10 LNG / LPG

(2.5 MMTPA) LNG / LPG

(7.5 MMTPA)

31 B 30 134 3 Barge

32 B 31 170 3 Barge

33 B 32 167 3 Barge

34 B 33 161 3 Barge


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35 B 34 250 3 Transloading

36 TB 1 100 -

Port Craft Berth (for 4

tugs)

37 TB 2 100 -

Port Craft Berth (for 4

tugs)

Total** 11,750 m 314 MMTPA

2 Nos Berths (25 MMTPA)

11 Nos Berths (99.6

MMTPA)

18 Nos Berths (169.5

MMTPA)

37 Nos Berths (314

MMTPA)

* 1 TEU = 14 MT

** Berth nos and cargo capacity in cumulative figure.

2.2.3 Traffic forecast

Based on the available hinterland the traffic forecast for the Dhamra port has been worked out

and same has been summarized in below given table.

Table 2-3 Phase wise Traffic Forecast in MMTPA

Commodity Existing

(Year 0)

Immediate

Phase

5 Year

Development

Long Term

(Year 30)

Dry bulk Cargo 24.0 62.3 84.0 157.0

Container (in mTEU) 1 TEU = 14 MT - 1 2.15 4.5

Multipurpose & General Cargo - 8.5 15.0 43.0

Liquid & Gas - 12.0 21.0 40.0

Total in MMTPA 24.0 96.8 150.1 303.00

2.2.4 Project Importance and Need

2.2.4.1 National Scenario

The Indian Economy has been on a growth trajectory since the process of liberalization started

in the year 1991. Various sectors and new models of development have been adopted to

address the basic infrastructure needed to match the growing GDP of the country. Among

many sectors of infrastructure, Sea Port infrastructure are grossly inadequate for the nation to

meet the growing challenges which in turn successfully integrate Indian Trade with the Global

economy in terms of productivity, efficiency, state-of-art technology and surpass global

developments in the Shipping sector.

Realising this need, the Government of India has given adequate thrust to Sea Port

infrastructure by setting targets to reach 2600 Million Tons (MT) capacity by the year 2016-

2017.

The world's proven natural gas reserves as on January 2010 are estimated at 190.16 Trillion


14

cubic meter, of which almost three-quarters are located in the Middle East and Eurasia.

The developing nations like China and India are aggressively adopting natural gas to fuel their

industry and to make their economic growth more environmentally sustainable. According to

experts, the world LNG trade is expected to grow at a rate of 6% over the period from 2011-

2020.

2.2.4.2 State (Odisha) Scenario

The State of Odisha with a coast line of 480 km has the responsibility to serve the land locked

states such as Jharkand, Chattisgarh, Bihar, Northeastern States and land locked areas of

Odisha and West Bengal. This region houses the largest mineral resource base of the country

in terms of Iron Ore, Thermal Coal & Coking Coal, and other critical minerals such as

Manganese, Copper etc. This region is housing nearly 80% of the country’s Integrated Steel

Plants both from Public Sector such as SAIL and Private Sectors such as TATA Steel, Jindals,

Essars, Bhushan, etc. The region also has Fertiliser and other Agricultural input demands apart

from Heavy Engineering and Automobiles etc.

2.2.4.3 Dhamra Port

Dhamra port has a significant locational advantage over its counterparts on the eastern coast.

The mineral heartlands of the country (Odisha, Jharkhand, Chhattisgarh and West Bengal) are

in close proximity to Dhamra port. Besides, the limited draft of approach channel, Kolkata and

Haldia ports cannot cater for cape size and super cape size vessels now used for shipment of

crude oil. In view of this, super cape size carriers can call on Dhamra port from where cargo

can be shipped to Kolkata and Haldia by smaller vessels and barges.

2.2.5 Employment generation

During construction phase, approximately 500 workers will be employed. During operation

phase, approximate direct and indirect employment generation expected due to the proposed

revised master plan is as per the table given below.

Table 2-4 Direct and Indirect Employment Generation (For 30 year Plan)

Units Numbers

Direct Employment No. 4,000

Indirect Employment No. 20,000

Total No. 24,000


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3 Project Description

3.1 Location of Project

Dhamra Port is geographically located north of Dhamra River mouth between Latitude 200 48’

N to 200 56’ N and Longitude 86

0 55’ E to 87

0 16’ E on the East Coast of India in Chandbali

Tehsil, Bhadrak District of Odisha State. Dhamra port is located at a distance of 85 km by road

from Bhadrak, which is the nearest major town on the Chennai- Kolkata highway NH 5, the

nearest major railway station also is Bhadrak situated at a distance of 62 km from Dhamra on

the Cuttack –Khargapur section. The nearest airport is Bhubaneswar located approximately

220 km southwest of the project site.

Figure - 1 Location of Dhamra Port

The bases of selection of the proposed site for the proposed facility are as per the criteria

discussed below. There are certain key advantages of Dhamra and they are as given below.

Strategic location

Availability of deep draft

Gateway for dedicated maritime facilities to land – locked states

Multi-modal connectivity through Rail & Road network

Availability of reliable power

No rehabilitation & relocation of existing settlements

No archaeological / historical / cultural place


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Large stretches of non-agricultural / highly saline barren land available for

development

However, Since Dhamra port has already been established and operational, for expansion of

the port no other site selection criterion has been considered.

3.2 Size / Magnitude of the Project

Selection of a maximum design vessel size for the cargo configuration of a proposed facility is

among the most important inputs in the planning and design of facilities. However, in actual

practice barges for transportation of the cranes may be carried in different sizes of vessels

depending upon the availability of vessels for the transportation. Hence, it is also useful to

have an idea of the range of vessel sizes that would call at the proposed facility.

3.2.1 Design size vessel

The Terminal has been planned for the following ship related data.

Table 3-1 Design Vessel Size

Sr. No. Vessel Size Type LOA (m) Beam (m) Depth (m) Draft (m)

1 2,50,000 DWT Bulk Carrier 335 55 25.9 19.0

2 18,500 TEU Container Ship 400 60 32.5 16.0

3 1,50,000 DWT Liquid Carrier 298 48.1 25.9 17.4

4 2,65,000 m3

LNG Carrier 345 53.8 - 12.0

5 85,660 m3 LPG Carrier 249.8 35.5 22.9 12.9

3.2.2 Conceptual Layout Planning

For conceptualizing layout plans for the proposed facility, the requirements like navigation

parameters, number of berths, cargo handling facilities, operational parameters, etc. have been

identified. Based on above, suitable locations within the proposed port site have been

identified where these facilities are to be developed.

3.3 Project description and Process

The proposed master plan development of Dhamra port has been briefly discussed in the

section of Land Use Plan in Chapter – 5.

3.4 Water and Power Availability

3.4.1 Water Availability

Water required during construction activity will be met through the bowsers and existing

water supply system. Water requirement during construction activity will be approximately


17

1.95 MLD. Water requirement during operation phase (30 year Master Plan) will be

approximately 40 MLD which will be met by proposed desalination plant near existing WTP.

Existing WTP has capacity of 5 MLD. The source of water for this WTP is from Manthai River

intake location approximately 12 KM distance from port. Raw water shall be taken from

Manthai River at the existing intake location. The maximum water withdrawal shall be 100

MLD (for 40 MLD desalination plant). The demand shall be increased gradually as the

operation ramps up. The outfall quantity from desalination plant will be approximate 60 MLD.

The treatment technology for the desalination plant will be UV/SWRO/BWRO. The reject brine

from the desalination plant will be sent back to sea through an outfall arrangement. The exact

location of the outfall point shall be finalised after dispersion modelling studies to ensure

minimal impact to receiving environment.

Figure - 2 Route of existing raw water pipeline

Sewage and effluent generation during construction phase as well as during operation phase

will be treated in STP and ETP respectively. Capacity of STP and ETP will be to the tune of

2000 KLD and 5000 KLD respectively. Please refer table below for water balance.

Table 3-2 Water consumption and sewage/effluent generation for Revised Master plan

Activity Construction phase (KLD) Operation phase (KLD)

Construction activity 1,500 0

Industrial 0 33,000


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Activity Construction phase (KLD) Operation phase (KLD)

Domestic 150 5,000

Sprinkling/ greenbelt 300 2,000

Total Consumption 1,950 40,000

Sewage generation 120 2,000

Effluent generation 0 5,000

Process water for LNG and LPG will be taken from sea and discharged back in to the sea.

Estimated quantity of process water is approximate 1, 20,000 cu.m /hr for 20 MTPA. However,

detailed study will be carried out for exact requirement of water.

Tentative location of intake and outfall is shown in master plan. However, best suitable

location of intake and outfall, if required for regasification, will be located after detailed study.

Sea water may be utilized for fire-fighting purpose. Fire water pumps and pipelines will be

installed in CRZ areas as per the requirements.

3.4.2 Power Availability

The electric power requirement during construction phase will be approximately 10,125

kWh/day which will be sourced from the existing power source (OPTCL). Electricity

requirement during operation phase will be approximately 816,000 kWh/day. It will also be

sourced from OPTCL. During operation phase, power back up in form of DG sets will be

available to the tune of approximately 30 MVA. Diesel consumption for the same will be to the

tune of 1000 Lit/hr.

3.5 Requirement of Basic Raw Material

The requirement of the basic raw material for the revised Master Plan development will be as

given below.

Coarse aggregate – 11.48 MMT

Fine aggregate (Sand) – 6.6 MMT

Stone – 5.4 MMT

Dredged material for reclamation – 110 Mm3

(7.55 Mm3 is already approved for Phase II

development)

However, Basic raw material for construction is available in near vicinity of Dhamra Port. Ready

mix concrete will be made out of the basic raw material on site itself. Batching plants of

respective size and capacity as per requirement will be installed at the site.

3.6 Schematic Representation of Feasibility Drawing

The layout map showin.g revised master plan (30 year plan) is enclosed as Annexure – A4.


19

4 Site Analysis

4.1 Connectivity

The port has acquired 100 m to 125 m wide land corridor from Dhamra to Bhadrak for

providing exclusive connectivity with the hinterland. Corridor is planned with 4 lane road and 2

rail tracks with future provision of 2 lane road and 1 rail tracks. 125 m wide corridor is meant to

accommodate three rail tracks, a six-lane road, an electric overhead transmission line, utility

corridor and side drain.

During Phase – I development, DPCL has already constructed 62.5 km rail connectivity from

Dhamra to Bhadrak on the main Howrah-Chennai line. In addition a 132 kV electric overhead

transmission line for providing electric power supply to Dhamra port was constructed through

this corridor. A water pipe line for supply of raw water was laid in this corridor from Manthai

River to port for a distance of 12.39 km.

For easy evacuation of cargo, a new rail, road and utilities corridor (12 km x 125 m wide) is also

proposed from Northern side development of Dhamra Port. Tentative alignment of corridor is

shown in Master Plan. However, feasibility of alignment of proposed corridor will be checked

during detailed study.

4.1.1 Road connectivity

Dhamra is connected by road with Bhadrak (85 km), the nearest major town on NH 5. Distance

between Dhamra and Bhubaneswar is 220 km. DPCL has made a provision for development of

six lane dedicated road and for three track rail link (including one existing rail track) within the

road/rail corridor. The existing road connectivity from NH 5 to Dhamra is available at

Jamujhadi, which is around 25 km from Bhadrak towards Balasore.

4.1.2 Railway connectivity

Bhadrak railway station of Khurda Road Division, East Coast Railway (ECoR) on the Chennai-

Howrah main line, is the nearest rail head to Dhamra Port. Bhadrak is located at 143 km from

Bhubaneswar and 297 km from Howrah.

Dhamra port is connected with Indian railway network at Bhadrak & Ranital Cabin of ECoR

through single electrified 62Km long dedicated private railway line, developed within above

100-125m wide corridor and commissioned in May 2011 as Phase – I. The existing rail

connectivity takes off through Dedicated UP & DN lines from Bhadrak & Ranital cabin to

Bhatatira station. There are 4 crossing stations, Bhatatira, Tihri, Gurdaspur & Bansara on the

existing railway connectivity with an R&D yard at Dhamra Terminal before Handling yard of

Port. Existing 62 Km long Rail connectivity has total 113 km track length. The line is provided


20

with electric traction and CTC signalling. The railway line is connected to the port entrance

and aligned inside the port bulb to facilitate loading and unloading of cargo through

mechanized system provided in the port boundary with possibility of conversion to automatic

signalling system.

Above existing single line rail connectivity will be augmented with proposed doubling with

suitable up gradation in existing signalling & OHE system to cater the projected traffic of

proposed Dhamra Southern side of Port.

It is also envisaged that the evacuation of projected traffic of Dhamra Northern side of Port

will not be feasible through proposed port bulb at Dhamra Southern side of Port and R&D yard

at DTY terminal. Therefore, separate rail connectivity will be required for Dhamra Northern

side of Port which shall be linked to the existing lead line at suitable location. In addition to

that for the additional traffic of Dhamra Northern side of Port proposed doubling of the lead

line will need to be further augmented by provision of third line.

Figure - 3 Layout showing Road and Railway Connectivity to Port


21

4.2 Land Form, Land use and Land Ownership

4.2.1 Land Use

A map covering salient features in 5 / 10 / 15 km radius is shown below.

Figure - 4 Salient Features of Study Area


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4.2.2 Land Ownership

The Phase – I of the Dhamra Port has been developed in an area of 234 ha Phase – II approval

has been received to develop 456 Ha in addition to development of phase – I. Further

expansion is proposed in an additional area of 1323.4 Ha within the existing port limits

adjacent to the Phase – I development. Out of total 2013.4 Ha area, approximately 1075.7 Ha

land will be reclaimed and approximately 23 ha from phase – II approved land will be dredged

to create marine facilities. Area required for the proposed revised master plan development is

calculated considering all the facilities essential for envisaged operations and also by focusing

on possibility of limiting the extent of land area requirement. Accordingly, revised master plan

layout has been prepared. Careful site selection ensures that no Habitations are present. The

proposed expansion site comprises of mostly dry mud and mud without much vegetation and

any habitations. Hence, no rehabilitation and resettlement (R&R) is envisaged and this impact

is completely avoided.

Table 4-1 Status of usable land of Port boundary

Sr. No. Description Area in (Ha.)

1 Phase – I development 234

2 Phase – II approved area (to be utilized for further development)

433

3 Proposed applied land 247.7

4 Land to be reclaimed 1075.7

Total Land in ha. 1990.4

Out of 1990.4 Ha area, approximate 9 Ha will left as no development zone for existing

mangroves on the southern side of the port. Hence approximate 1981.4 Ha area will be used

for development. The layout map showing land use plan is enclosed as Annexure – A5.

The proposed development will consist of material handling area, cargo storage/backup area,

operational and utility area, internal connectivity, drainage, greenbelt and buildings etc. The

proposed revised land use for master plan development of Dhamra port is given below.

Table 4-2 Revised Land use Break up for Master Plan

Sr. No. Description Area in (Ha.) %

1 Bulk Material Handling Area 407.15 20.46

2 Container Terminal Backup Area 108.64 5.46

3 Multipurpose Cargo Backup Area 363.27 18.25


23

4 Liquid Tank Farm 203.3 10.21

5 Fertilizer Godown Area 30.4 1.53

6 LNG Tank Farm 59.31 2.98

7 LPG Terminal 90.78 4.56

8 Gate Complex & Parking 38.05 1.91

9 Greenbelt and other Areas 258.9 13.01

10 Internal Rail and Road Approaches and Corridors 321.08 16.13

11 Desalination Plant + ETP + STP + WTP 8.95 0.45

12 Buildings + Workshops 7.02 0.35

13 Misc. (Open storage + recreation facilities + etc.) 84.55 4.25

14 Mangroves Area 9.0 0.45

Total Land in ha. 1990.4 100

4.3 Topographic Features

The project site is located at average (-) 1.0 m CD to (+) 3.5 m CD level. Project site is sloping

towards East i.e., towards Sea side.

4.4 Existing Land use Pattern

Total area covered by Phase – I of the Dhamra Port is 234 Ha In addition to this, approximately

1747.4 Ha area will be required for the revised master plan (30 year plan) within the existing

port limits (excluding mangroves area). The proposed development of master plan site consists

of dry mud barren land; dry mud with sparse and thick Giria grass; mud and sparse vegetation

which fall in intertidal zone without any macro vegetation, habitation and built-up area.

4.5 Soil Classification

Based on the sub-soil information from available geotechnical investigation reports of the

boreholes explored in the area, it is observed that the top soil in entire area is comprised of

highly plastic soft to medium inorganic clay up to a depth of 15 to 18 m having SPT ‘N’ values

varying from 1 to 8. This clay layer is followed by medium to stiff silty clay layer having

thickness of 5 to 10m with SPT 'N' values varying from 10 to 30. The soil beneath this is

comprised of stiff to hard clay with silt having SPT > 30. Average ground water table is at 0 to

0.5 m below NGL. Underground water quality does not have any appreciable excesses of

chlorides or sulphates.

The summary report of sub-soil investigation has been attached in Annexure – B for reference.

4.6 Climate Data

The Met-Ocean conditions and climate data has been described as given below.


24

4.6.1 Temperature

The maximum and minimum temperatures observed are 39.70 C and 14.2

0 C respectively.

4.6.2 Cyclones

Occurrence of storms and depressions is very high during October and November and

negligible during January-March. It is also high during southwest monsoon. The monsoon

depressions formed in the head of Bay move towards west / northwest and reach the Odisha

coast at times. The initial movement of the cyclones is towards north westerly / westerly

direction, but occasionally they change their direction and move in a north easterly direction.

Altogether 387 depressions and cyclones crossed Odisha coast from 1891 to 2007, 32 from

1988 to 2007 and 11 depressions during 2000-07. These depressions crossing Odisha coast

are presented in Figures below.

An analysis of cyclones / depressions that have crossed Odisha coast during the period 1891-

1994 show that these are confined to the months of May to November. Balasore district is

more prone to cyclones (50%) than other districts, while Ganjam gets the least (11%).

Figure - 5 Tracks of cyclones & depressions crossed Odisha coast during 2000-07


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4.6.3 Tsunami

Tsunami that had developed in Indian Ocean near 275 Km SSW of Sumatra Islands in Indonesia

in December, 2004 travelled over 2,500 km, before hitting the East and South Coast of India

taking toll on life and property. As per the assessment made by Odisha State Disaster

Management Authority, 22 blocks of different districts are vulnerable to Tsunami of which,

Chandbali block of Bhadrak district is also included.

4.6.4 Wind

The predominant wind directions observed were from South and South West; Calm conditions

prevailed for 8.06% of the total time. The wind speed varied between 0.5 to 2.1 m/s for most of

the time during this period. The average wind speed was observed to be 1.82 m/s.

Figure - 6 Wind Rose diagram

4.6.5 Tides

The tides near Dhamra region are of the semi-diurnal type and has occurrence of two high and

two low waters every day. Tide levels with respect to Chart Datum are as given in table below.

Table 4-3 Tidal Data of Dhamra

Tide Height (m) above CD

Mean High Water Springs (MHWS) + 3.40

Mean High Water Neaps (MHWN) + 2.50

Mean Low Water Neaps (MLWN) + 1.50

Mean Low Water Springs (MLWS) + 0.80

MSL + 2.00


26

4.6.6 Currents

The analysis shows that the maximum measured and simulated currents speed at measured

locations is 1.96 m/s. The cross and longitudinal current velocities vary along the channel

alignment in space and time. Cross current velocities are insignificant in the inner channel and

increase in amplitude toward the seaward end of the outer channel. Longitudinal velocities are

strong in the inner channel and reduce seaward in the outer channel.

4.6.7 Waves

It is observed that offshore wave heights are higher during the SW and NW monsoon. During

the months of June, July and August, more than 95% of waves are higher than 1.0 m, 35 % of

the waves are higher than 2.0 m and 5% of waves are greater than 3.0 m. While the wave

heights during the months of November, December & January are in the range of 0.5 m to 2.0

m which accounts to 90 % of the total occurrences.

The predominant deep water wave directions during the pre-monsoon (Mar-May) are wind

generated waves from SW, SSW and swells from S, during the NE-monsoon (Jun-Aug) are from

NNE and NE and swells from S and SSE, during the transition (Feb, Oct) are swells from S and

SSE.

Table 4-4 Extracted wave height in m for 10% Exceedance

Location NNE NE SSE S SSW SW

Outer channel 0.84 0.68 1.53 1.71 0.67 1.04

Channel Bend 0.45 0.51 0.05 0.03 0.00 0.00

Turning Circle 0.44 0.44 0.04 0.02 0.00 0.00

Berth 0.33 0.38 0.00 0.00 0.00 0.00

Table 4-5 Extracted wave height in m for 1% Exceedance

Location NNE NE SSE S SSW SW

Outer channel 0.67 0.76 1.80 1.38 1.34 1.05

Channel Bend 0.44 0.58 0.11 0.00 0.00 0.00

Turning Circle 0.45 0.58 0.05 0.00 0.00 0.00

Berth 0.33 0.40 0.00 0.00 0.00 0.00

The near shore maximum wave height at 20 m contour for 10 % and 0.1 % exceedance during

the SW monsoon are 2.4 m and 4.97 m respectively. While during the NE monsoon, the near


27

shore maximum wave height at the 20m contour for 10 % and 0.1 % exceedance are 1.53 m

and 2.64 m respectively.

4.6.8 Littoral Drift

Waves induce currents along the coast when they break, known as long shore currents. These

currents resulting from oblique wave approach run parallel to the shore in the surf zone. These

currents transport sediments disturbed by the waves in the direction of current known as

littoral drift or long shore sediment transport.

During SW monsoon the waves approach the coast generally from south to SE. During this

period, the associated littoral current and littoral drifts are directed up-coast in the northeast

direction. Whereas, during the fair weather period including NE monsoon when the wave

direction is northeast to east, the coast experiences down-coast drift.

Central Water Power Research Station (CWPRS) estimated the drift from south to north of the

order of 0.9 Mm³ / year during SW monsoon season and the southerly drift during NE monsoon

season as 0.16 Mm³ / year. Thus, the net northward littoral drift along the coast is of the order

of 0.74 Mm³ / year. It can be concluded that the northerly drift (March–September) is the most

dominant for this coast and accounts for major sand movements and shoreline changes.

4.6.9 Seismic Conditions

As per the IS: 1893 (Part 1) 2002 of Bureau of Indian Standards (BIS), Dhamra falls in Zone II is

a low risk zone. The seismic zoning map of Odisha is shown in Figure below.

Figure - 7 Seismic Zoning Map of Odisha


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4.7 Social Infrastructure

In nearby population areas, houses are made of pucca and kaccha, both types. Tar road is

available in near villages. People are mostly dependent on agriculture and fishing activities.

However, due to uncertainty and irregular incomes from these two sources, people of the area

move towards other places in search of employment. Due to the proposed revised master plan

of Dhamra port, employment opportunities during construction as well as operation phase will

be generated. Number of approximate direct and indirect employment opportunities is

mentioned in section 2.2.5.

Educational facilities are available in the form of primary and secondary schools. For further

education, students are availing facilities from the nearest towns. Medical facilities in the

project study area need improvement. Communication services like post office and telephones

are available in the study area. Most of the villagers are having mobile phones. Further social

assessment of the study area will be carried out in detail during EIA study.


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5 Planning Brief

5.1 Planning Concept

For conceptualizing layout plans for the proposed facility, the requirements like navigation

parameters, number of berths, cargo handling facilities, operational parameters, etc. has been

identified. Based on above, suitable locations within the proposed port site have been

identified where these facilities are to be developed.

The basic navigational needs for servicing the vessels are as given below.

Sufficient water depths and widths in approach channel

Harbour basin and jetty for the cargo handling operation

Tranquillity conditions

Adequate stopping distance for vessels of largest size

Sufficient water area for easy Maneuverability of vessels throughout the year

Efficient fenders and mooring systems, etc.

Present Mooring Issues at Dhamra Port

It is evident from various studies of existing port that current velocity in the existing

navigation channel in front of berth is very high and is in tune of 1.5 to 1.9 m/s. Studies also

show that current velocity under and behind the berth are very less as compare to that in front

of the berth during both flood and ebb tides.

Above phenomenon results into development of pressure head and difference in water level

because of velocity gradient across the channel and berth pocket. Additional forces on the

vessel, called stand-off forces, are being developed due to this, which creates heavy lateral

forces on the vessel in addition to the regular mooring forces.

Because of above, numbers of occasions were recorded in the port in which the ropes of

vessels subjected exponentially high forces and were broken during peak flood and peak ebb.

To take care of this situation and to ensure that this condition does not get repeated in future,

the quay line of the bigger vessel berths are shifted away from the main channel and taken

back towards land side, which is expected to give fairly good conditions for the mooring and

safety of the vessel during operation. Also to get the tranquil conditions, port craft jetties are

shifted inside towards land.

5.1.1 Navigational

As a prerequisite for planning the layout of the proposed revised master plan development of

the Dhamra port and related backup facility, it is essential to set the basic criteria for the

design of various components like navigational aspects to handle different types of vessels


30

likely use for the transportation of cargo. These conditions are related to the marine

environmental conditions at the location. However, due to Kanika Island in the nearby vicinity

of the proposed development site no breakwater has been envisaged for this expansion.

5.1.2 Protection against Waves

For providing tranquillity conditions in the existing approach channel, in the proposed basin

and also for the smooth cargo operations, necessary slope protection work beneath the

proposed jetty against predominant marine conditions will be provided if required. However,

due to Kanika Sand Island waves are not significant in nature.

5.1.3 Navigation Channel Dimensions

The channel alignment will be oriented considering the following aspects:

The channel is aligned in a straight line as far as possible.

The channel is oriented so as to reach the deep-water contours in shortest possible

distance (this is to optimize the quantity of dredging).

The dimensions of the navigation channel are dependent on the vessel size, the behaviour of

the vessel when sailing through the channel, the environmental conditions (winds, currents

and waves) and the channel bottom conditions. Channel design primarily involves

determination of the safe channel width and depth for the dimensions of the design vessel.

The existing approach channel is a one way channel and the dimensions of the navigational

facilities are as follows.

Navigation channel – 18.0 km long

Outer channel – 240 m wide and (-) 18.3 m CD dredged depth

Inner channel – 170 m wide, (-) 17.5 m to (-) 17.0 m CD dredged depth

The widening & deepening of the approach channel will be required for the proposed revised

Master Plan development. The proposed approach channel dimensions are as follows:

Navigation Channel – 21.0 km long (2 way) at (-) 19.0 m CD dredged depth and 24.0 km

long at (-) 22.0 m CD dredged depth

Outer channel – 500 m wide and (-) 19.0 m CD dredged depth

Inner channel – 500 m wide and (-) 19.0 m CD dredged depth

Berth Pockets of all bulk & multipurpose berth (-) 20.5 m CD dredged depth

5.1.3.1 Channel width

The width of the proposed navigational channel is 500 m used for the transportation of the

cargo vessels for 2 way movement simultaneously. The maximum beam of largest vessel is

55.0 m for 2, 50,000 DWT Bulk Cargo vessels and 60.0 m for 18,500 TEUs container vessel.


31

For the proposed revised master plan layout, widening & deepening of the existing channel has

been envisaged to meet the requirement of the cargo volumes.

Figure - 8 Typical Cross Section of Approach Channel

Based upon the guidelines given in the PIANC document titled “Approach Channels – A Guide

to Design” approach channel width has been calculated.

For 5 year development plan base width of channel will be limited to 300 m considering

projected cargo & vessels.

5.1.3.2 Channel Depth

The depth in the channel should be adequately greater than the static draft of the vessels

using the waterway to ensure safe navigation. Generally, the depth in the channel is

determined by following factors.

Vessel’s loaded draft

Trim or tilt due to the loading within the holds

Ship’s motion due to waves, such as pitch, roll and heave

Character of the sea bottom, soft or hard

Wind influence of water level and tidal variations

Based on the PIANC guidelines, the following general recommendations on under keel

clearances shall be adopted to determine the dredge depths:

Open sea area (in outer approach channel) : for those exposed to strong and long stern

or quarter swell, where speed may be high, gross under keel clearance should be about

20% of the maximum draft of ships.

Channel: for sections exposed to strong and long swell, gross under keel clearance

should be about 15% of the draft.


32

Channel: less exposed to swell, gross under keel clearance should be about 10% of the

draft.

Maneuvering and berthing areas for those exposed to swell (without full protection of

breakwater): gross under keel clearance should be about 10 to 15% of the draft.

Maneuvering and berthing areas protected (full protection by breakwater): gross under

keel clearance to be about 7% of the draft.

Considering the above factors and guidelines given in PIANC, the under keel clearance is taken

as 15 % of the draft of the maximum size of the vessel in the channel and maneuvering in

existing and proposed approach channel has been considered as sheltered area. The maximum

fully laden draft for design vessel is 19.0 m for bulk carrier and 16.0 m for 18,500 TEU

container vessels.

Based on considerations, under keel clearance to be adopted in proposed crane roll-on facility

development may be 15 % of vessel draft in channel, basin area and in the berth pocket. From

the above considerations, the depths required in the navigation channel at the proposal port

are worked out and presented below. However to optimize the dredging quantity in initial

phase, tidal advantage up to 3.0 m has been considered to accommodate largest size vessels.

Table 5-1 Dredged depth of Proposed channel (For 5 year Plan)

Description

Max. Draft

of vessel

(m)

UKC

(m)

Tidal

Advantage

(m)

Water Depth

required

(m)

Approach Channel 19.0 2.85 (15 % UKC) 3.0 18.85

Basin Area 19.0 1.9 (10 % UKC) 2.0 18.90

Berth Pocket 19.0 1.33 (7 % UKC) 0.0 20.33

Hence, from the above table it can be seen that for safe maneuvering of the vessel with

entering limiting tide in the approach channel and the basin area (-) 19.0 m CD dredge depth is

required and for berth pocket (-) 20.5 m CD dredged depth is required.

However, for revised Master Plan (30 year) with the design vessel size of 2,50,000 DWT for

bulk cargo, the dredged depth of the approach channel and basin area is required up to (-)

22.0 m CD as with increased frequency of largest vessel for which estimated dredging quantity

is approximate 185 Mm3.

5.1.4 Maneuvering Area

The location of the maneuvering area or the turning basin, required to swing and berth the

vessels, is very important and its design must provide the proper configuration, the proper


33

dimensions and access. The size of the maneuvering area is a function of the length and

maneuverability of the vessels and the time available for executing the turning maneuver.

The optimum configuration of such basin would be circular. By considering environmental

conditions and the fact that vessels will be assisted by tugs, the diameter of the turning circle

is required to be kept as 1.7 to 1.8 times length of the vessel. However, for the 400 m long

vessel, minimum 700 m dia turning circle is required.

The dimensions and sizing of the maneuvering and the basin area has been carried out in such

a manner that 700 m dia turning circle will be available.

5.1.5 Dredging and Reclamation

Dredging will be carried out at proposed berthing areas and for widening of existing approach

channel. The estimated quantity of total dredge material during proposed Master Plan

development is 140 Mm³ out of which 24.85 Mm³ is the approved dredging volume for the

approved MoEF drawing. Approximately 100 to 110 Mm³ will be used for reclamation of

proposed backup yard and level rising upto 5 to 7 m CD and remaining dredged material will be

disposed-off at the disposal ground beyond (-) 20 m depth offshore in an area which will be

identified after the study later.

Dredging quantity for the immediate phase, 5 year development and master plan has been

worked out and cumulative values are listed below.

Immediate development Plan – 24.85 Mm³

5 Year development Plan – 110 Mm³

Revised Master Plan (30 year) – 140 Mm³ for (-) 19.0 m CD

Revised Master Plan (30 year) – 185 Mm3 for (-) 22.0 m CD

As a preliminary estimate maintenance dredging requirement as per the master plan will

approximately 19.6 Mm3. However, the same will depend upon type of the sediments and sea

bed material.

5.1.6 Berthing Area Dimensions

The size of berthing area and the berth depend upon the dimensions of the largest ship and

the number of ships to use the proposed facility. The berth layout is affected by many factors

such as given below.

The size of the port basin for maneuvering

Satisfactory arrival and departure of ships to and from the harbour

Whether the ships are equipped with stern and bow thrusters

Availability of tugs, direction and magnitude of wind, waves and current.


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5.1.7 Navigational Aids

The proposed development of berths as per the master plan and its related backup facility

involves creating an approach channel of 500 m wide base width having (-) 19.0 m CD depth in

approach channel and in turning circles. These areas will be delineated by appropriate

navigational aids. Also, it will be quite useful to establish a well-marked navigation line, by

installing two navigation marks / leading light towers, one in the front near the high water line

and the other at the rear. These marks will distinctly demarcate the channel.

The height and spacing in between the towers must be designed suitably with adequate day

marks and night leading lights, fulfilling the navigational needs of vessels approaching the port

facility. The following navigational aids are available in existing approach channel.

Channel marker buoys

Fairway buoy and Turning circle buoys

Front and rear leading light

Berth corner lights

In existing approach channel the buoyage system follows IALA standards as applicable to

Region A countries. One fairway buoy has been installed at the entrance of the channel. The

channel is marked with 19 lateral buoys spaced at a distance of 1 NM. Turning circle is marked

with 2 cardinal buoys. The visibility of the fairway buoy and navigational buoy is 10 NM and 5

NM respectively in fair weather. The navigational buoys are fitted with GPS system and fairway

buoy is having a recon transmitting code letter “D”.

However, the addition or change in the location of these buoys will be required once the entire

channel widening as per the proposed master plan development get completed.

5.1.7.1 Fairway Buoy

Fairway buoy (FB) marks the entry to the approach channel and also indicates the location of

the pilot boarding area. Hence the vessels calling at port should be able to detect the fairway

buoy while approaching the port.

The characteristics of the fairway buoy will be as follows:

Type - Fibre Reinforced Plastic (FRP) (3m dia)

Radar Reflector - Fitted

Light characteristics - Fl RW 105 10m LED 20W Halogen Lamps

Power - Solar with backup battery for optimum autonomy.

Anchoring arrangement - with 32mm diameter chain and 3.0 T anchor weight


35

5.1.7.2 Channel Marker Buoys

There will be a pair of Channel Marker Buoys at the beginning of the channel on either side.

Thereafter two pairs of Channel Marker Buoys are provided along the channel at a spacing of

1 km. The channel marker buoys will have the following characteristics:

Type - FRP (3m dia)

Day mark - Single Green, Cone type (Starboard buoy) & Single Red, Can type (Portside

buoy)

Radar reflector - Fitted

Light characteristics - Fl G 3s 2m (star board buoys)

LED 20W Halogen Lamps

Power - Solar plus backup battery for optimum autonomy.

Anchoring arrangement - with 32mm diameter chain and 3.0 T anchor weight

5.1.7.3 Front and rear Leading Light

It is necessary to mark the center line of the channel with leading lights to ensure safe day and

night navigation of vessels visiting the port. The leading lines will be having following criteria:

Visibility range - 20 nautical miles

The Leading lines and Leading lights are designed in accordance with IALA Guidelines

and recommendations and the details are as follows:

Day mark - As per IALA Guidelines

Light Characteristics - Front Light Fl Y 1s & Rear Light Occ. Y 3s

The leading lights will be controlled by a sun-switch to ensure that the lights operate only

during darkness or bad visibility. Power supply will be provided by batteries, to be recharged by

solar panel systems mounted on the supporting structure, and/ or by power supply from the

port distribution system. The battery banks shall be sized to ensure 24 hours continuous

operation of the lighting system.

5.1.7.4 Vessel Traffic Management System (VTMS)

The purpose of the VTMS is to provide a clear and concise real time representation of vessel

movements and interaction in the Vessel Traffic Service (VTS) area. In Dhamra Port case, the

service area will be the approach channel, harbour basin area etc. This system will be used for

marine operations and will also be linked to the PMIS (Port Management and Information

System). The information provided by VTMS system allows the operator or user of the system

to following facilities.

Provide the required level of VTS: Information, Assistance or Organization


36

Enhance safety of life and property

Reduce risks associated with marine operations

Enhance efficiency of vessel movements and port marine resources

Distribute VTS related information

Provide Search and rescue assistance

Provide VTS data for administrative purposes, analysis of incidents and planning

The VTS in recent years has changed from Traffic Monitoring to Traffic Planning by

introduction and interconnection of databases and expert systems. It allows access of static

and dynamic information about ships, their cargo and port service requirements. Together with

an automatic update of traffic information the VTMS provides a powerful tool for

programming of traffic movement within the surveillance area. Operators can associate

tracked targets with vessels registered in the database, which makes the data readily available

and allows the system to automatically provide pertinent voyage information to other port

service providers.

5.1.8 Harbour Crafts

All vessel-handling operations inside the port area will be assisted by tugs. The number and

capacity of the tugs will depend upon the size of the largest vessel, and number of vessels to

be handled. The effect of wind on container vessels is highest. The largest vessel likely to be

handled will be 18,500 TEU container vessel. Tugs will be sufficient to handle vessels up to

18,500 TEU or 2,50,000 DWT bulk vessels. Tug boats will be used for maintenance of the

navigational AIDS, channel Buoys and fenders, etc.

In existing development, the tugs are moored on the rear side of the northern berth, later

whenever proposed expansion of the berths will be done, a separate facility will be provided.

Apart from tugboats, a pilot launch is also required.

The bollard pull of the tugs shall be compatible with capacity of on board bollards in the

vessels to be towed. For smaller bulk vessels, lesser capacity of the same tugs will be used. The

tugs will be provided with appropriate towing gear with necessary pollution control

equipment.

It is envisaged that each Cape size bulk carrier requires assistance of 3 to 4 tugs whereas a

Panamax size ships require 2 to 3 tugs of 50 MT bollard-pull capacity for maneuvering and

berthing operations including a standby tug. In addition for each shipping movement an escort

tug is expected to move in the navigational channel along with the ship. The turnaround time

for an escort tug is about 4 hours, which includes following activities.

maneuver 0.50 Hrs.


37

1.95 Hrs.

1.22 Hrs.

3.67 Hrs.

However, on many occasions the tugs could combine the ship departure and ship arrival

operations to optimize their movements. Based on this it has been assessed that about 10 to

12 tugs would need to be provided during proposed master plan development.

5.1.9 Berth Requirements

The number of berths required, is a function of cargo type and volume, and the expected cargo

handling rates. Certain cargoes can be handled at the same (multi-purpose) berth, while others

require dedicated facilities. Other factors that would influence are as given below.

Vessel sizes and parcel sizes

Number of operational days per year

Number of working hours per day

Time required for peripheral activities and

Allowable berth occupancy.

The cargo handling rates and the other factors are discussed in the subsequent sections.

5.1.9.1 Cargo Handling Rates

The following cargo handling rates are considered for planning purposes:

Coal – Import : 2750 TPH per cranes & 2 - 3 cranes / berth

Coal – Export : 5000 – 9000 TPH per cranes & 1 crane / berth

Container : 31 - 32 moves/hr/crane (considering, 1 move = 1.3 TEU)

& 11 - 15 RMQC for 3 no. of berth cluster.

General & Break bulk Cargo : 1000 TPH per crane & 2 cranes / berth

Fertilizer and FRM : 1000 TPH per crane & 2 cranes / berth

Liquid Cargo : 350 TPH – 1800 TPH (depending upon type of cargo)

The average cargo handling rates based on the productivity of the topsides for various

commodities are presented in table below. The handling rates indicated in are worked out, for

effective topside working hours of 21 to 24 hours per day and other factors that influences the

berth and stockyard operation.

Table 5-2 Proposed cargo-handling rates at the port

Sr. No Cargo Type Range of Handling Rate / berth

1. Coal Import 63,500 – 95,250 TPD

2. Coal Export 54,500 – 98,250 TPD


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Sr. No Cargo Type Range of Handling Rate / berth

3. Iron Ore Export 68,250 TPD

4. General & break bulk Cargo 15,00 TPD – 22,000 TPD

5. Barge Loading 12500 TPD – 19,800 TPD

6. Fertilizer and FRM 15,000 TPD – 22,000 TPD

7. Liquid 20,000 TPD – 35,750 TPD

8. LNG 94,000 TPD

9. LPG 13,650 TPD

5.1.9.2 Parcel Size

The expected parcel sizes of the cargo are indicated in table below.

Table 5-3 Proposed Parcel Size of Cargo

Sr. No Cargo Type Average Parcel Size

1. Coal Import 1,00,000 MT

2. Coal Export 1,00,000 MT

3. Container 4500 TEU

4. General & break bulk Cargo 40,000 MT

5. Barge Loading 10,000 MT

6. Fertilizer and FRM 50,000 MT

7. Liquid 40,000 MT – 60,000 MT

8. LNG 1, 35,000 cu.m.

9 LPG 44,000 MT

5.1.9.3 Operational Time

It is assumed that proposed master plan facilities will work round the clock, seven days a week.

Allowing 15 days weather downtime, the effective number of working days will be 350 days /

year, subject to limiting current and tide conditions.

5.1.9.4 Time Required for Peripheral Activities

Apart from the time involved in the handling of cargo, additional time will be required for other

activities such as the berthing and de-berthing of the vessels, customs clearance, cargo

surveys, positioning and hook up of equipment, waiting for clearance to sail, etc. As per

industry standards, these activities are assumed to take on an average, 6 (six) hours per vessel

call. However, this does not include downtime due to currents and tidal conditions.


39

5.1.9.5 Allowable Level of Berth Occupancy

Berth occupancy is expressed as the ratio of the total number of days per year that a berth is

occupied by a vessel (which includes the time lost in peripheral activities), to the number of

port operational days in a year. The berth occupancy percentage is an indication of the time

that a vessel calling at the port will have to wait on an average for a berth – higher berth

occupancy will entail a longer pre-berthing detention, and lower level berth occupancy will

ensure the least waiting time.

The main consideration while planning the number of berths, is to ensure that the ratio of

waiting time to service time be kept at an acceptable level, in order to avoid paying demurrage.

5.1.9.6 Number of Berths required

Based on the above given parameters, requirement of number of berths have been worked out.

The below table shows the number of berths required along with length and capacity.

Table 5-4 Proposed Berth Capacity & Length

Sr. Description of Berth / Jetty Nos. Total Length

(m)

Capacity

(MMTPA)

1 Container Berths (in mTEU) 1 TEU = 14 MT 6 2160 4.66

2 Multipurpose Berths 7 2005 31.5

3 Bulk Berths 10 3698 159.0

4 LNG / LPG berth 2 990 20.0

5 Liquid / Multipurpose Berths 5 1815 22.5

6 Trans-loading Berth 1 250 3.0

7 Barge Berths 4 632 12.0

8 Independent Port Craft Facilities 2 200 -

Total 37 11,750 314

5.2 Land use Planning

The proposed master plan development will consist of material handling area, cargo storage /

backup area, operational and utility area, internal connectivity, drainage, greenbelt and

buildings etc.

Further due to strategic location of the port and resultant logistics advantages, substantial

traffic may be attracted to the terminal. However, to calculate the area of the storage yard and

transit godowns following factors plays vital role.

Dwell time

Storage factor


40

Density of the cargo Materials or stowage factor

Aisle space

Peaking Factor

Methods of cargo handling

Utilization factor of storage area

Higher of 1.5 times parcel size and 5 % of cargo throughput

Considering all these factors, area for the cargo storage has been worked out and described in

the sections below.

5.2.1 Coal - Import

Coal will be stacked in the stockyard areas initially before evacuation by rail/road. Number of

separate stockpiles need to be provided to cater for different grades of coal. However,

following parameters have been considered to calculate the storage capacity of the stockyard.

Table 5-5 Cargo specification for Import bulk Cargo

S. No. Parameters Coal

1 Density 800 kg / cu.m

2 Maximum Lump size 100 (up to 150)

3 Avg. base width of stack 50 m

4 Angle of repose 37 deg

5 Extra space for circulation 20% approx.

6 Average height of stack 12 to 14 m (for mechanized handling)

5.2.1.1 Cargo Unloading Mechanism

Coal will be unloaded with unloader which moves on the rail which will be installed on the

berth. Mechanical grab of unloader crane will pick up the cargo from the ship hold and unload

the material in to the hopper. Hopper will load the conveyor with control/ discharge gate/ belt

feeder which will retrieve coal from hopper & discharge on the Jetty conveyor for onward

transportation to coal storage yard through series of conveyors.

5.2.1.2 Stock Yard

Cargo will be stacked in coal yard by mechanized handling system. Coal cargo received by belt

conveyor system from the jetty will be stacked in coal yard through yard conveyors along

stockyard using stacker cum reclaimer. Each yard conveyor is equipped with one stacker cum

reclaimer machine.


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5.2.1.3 Evacuation of Coal Cargo

Coal is also being reclaimed from stockyard through stacker cum reclaimer and conveyed

towards reclaiming conveyors which will discharge material in wagon loading silo. An in-

motion wagon loading arrangement with conveyor connectivity has been planned. The rake

consists of 59 wagons (maximum) of 68 MT capacities each subject to wagon carrying

capacity & density of coal. However, to enhance the capacity of the exiting railway loop,

additional lines and silo will be constructed to match the berth capacity.

5.2.2 Coal / Iron Ore - Export

Coal / Iron Ore will be received at the port from trains traversing in the rail loop. To meet the

requirement independent Coal / Iron Ore paths rail Dump Stations or wagon tippler will be

provided on each of the tracks in the loop. Each station will be connected to its own parallel

system of conveyors and stockpile equipment.

Table 5-6 Cargo specification for Export bulk Cargo

S. No. Parameters Coal Iron-Ore

1 Density 800 kg / cu.m 2400 kg / cu.m

2 Maximum Lump size 100 (up to 150) 50 (up to 150)

3 Avg. base width of stack 50 m 40 – 50 m

4 Angle of repose 37 deg 35 deg

5 Extra space for circulation 20% approx 20% approx

5.2.2.1 In-loading Stream

Coal / Iron Ore trains of BOXN wagons will travel along the rail spurs and empty their wagons

into train unloading stations i.e. tippler. Rail lines with dump station for unloading Coal / Iron

Ore in BOBRN wagons have been proposed within the existing Marry-go-round (MGR) of

Dharma Terminal.

The thermal coal from various coal fields in Odisha is expected to be shipped through Dhamra

port and the receipt of such coal will be through BOBRN/ BOXN wagons rakes would require a

different type of facility in which the wagon contents is discharged through a track hopper or

wagon tippler. The coal will be conveyed through the apron feeders or belt feeders or unloader

below the hopper to the conveyor system and finally stacked into the stockyard through a

stacker cum reclaimer.


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5.2.2.2 Stock Yard

Coal / Iron Ore would be transferred from the train unloading stations to the storage area for

stockpiling via stacking conveyors. The combined stacker / reclaimers have a stacking and

reclaiming capability. Coal / Iron Ore would be reclaimed from the storage area and conveyed

to the wharf facilities and ship loaders, as required.

5.2.2.3 Evacuation of Coal / Iron Ore Cargo

Out loading conveyors will discharge the Coal / Iron Ore into surge silo. Two surge silo bins will

be installed near the berth facilities to allow coal conveyed from the coal storage area to be

temporarily stored during hatch changes when loading ships. Further Coal / Iron Ore will be

transferred on Jetty conveyor from the surge silo via conveyor.

When vessel is not on the berth, stockpile area can be used for the storage of Coal / Iron Ore

simultaneously. Tunnel Conveyor can discharge the Coal / Iron Ore on receiving conveyor

which will transfer the Coal / Iron Ore on yard conveyor. For cargo reclaiming from stockyard,

yard conveyor will reclaim the Coal / Iron Ore on dispatch conveyor which will discharge the

Coal / Iron Ore in surge silo. From the surge silo it will discharge on berth conveyor. Berth

conveyor will feed the ship loader through which Coal / Iron Ore will be exported in to vessels.

5.2.3 Multipurpose Material Import / Export

The storage area is designed to handle all type of multi-purpose cargo such as fertilizer, FRM,

steel other bulk cargo, etc. The choice of yard system is determined by the volume of material

to be handled and its stacking heights, and the space available for storage.

5.2.3.1 Specifications of Yard

Yard drainage system design shall be based upon the runoff quantity, the intensity of rainfall

and area of drainage. There shall not be any backflow during high tide-monsoon conditions.

30~40m high lighting mast will be adopted for yard lighting.

5.2.3.2 Operation Modes in Yard

It has been anticipated that the internal transportation of cargo will be carried out using

heavy-duty fork-lift, trucks and other smaller lifting plants, as per requirements. These will

operate to and from railcars and trucks and the identified temporary storage / lifting area of

the storage yard.

5.2.3.3 Design Specification for steel Yard

The storage yard paving shall be suitable for the following vehicles;

Tractor/Trailer trucks suitable for maximum loads of 56 MT


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Heavy duty Fork – Lift trucks.

Asphaltic and Block Pavements shall be designed in accordance with the recommendation as

per standard Code of Practice.

Block Pavement Material

Block pavement shall generally consist of rectangular or shaped pavers of the

interlocking types, 100 mm thick and laid in a herringbone pattern. A 20 mm thick sand

bedding layer shall be laid below the concrete blocks.

Asphaltic Pavement material

Asphaltic pavement shall generally consist of 130 mm thick asphaltic base course laid

in one layer and a 50 mm thick layer of surfacing wearing course,

5.2.4 Liquid Terminal: Storage and Handling

The Liquid Terminal for proposed master plan will be developed in line with business

requirement of liquid cargo. Tanks would be used to store PoL, Crude oil, non-classified

hydrocarbons, edible and non-edible oils, and other specialty commodities like CBFS, Bitumen,

etc. Other facilities such as Pump House, Manifolds, TLF, TULF, Utility Blocks, Substation,

Control Room, pavement, drainage, lighting and formation level, OWS, ETP is taken into

account while designing the terminal. Necessary arrangements / accessories as per the

standards would be provided at the storage tank for the safe containment of the products. A

cross- country pipe line for transportation of liquid can be provided as and when required. The

pipeline may pass through CRZ area. Alignment of the same will be finalized at the time of

requirement.

5.2.4.1 General Layout

General layout of the Liquid terminal provides following facility.

Storage Tank Facility

Pump House

Truck Loading & Unloading Facilities

Access Road to Liquid Terminal

5.2.4.2 Operation Modes in Liquid Terminal

Import Operations:

Vessel carriers will discharge their cargo, using the vessel’s pumps, through the marine

unloading arms or hoses into the onshore pipeline system (Dock lines). The unloading arms or

hoses are connected to the pipeline system through a pipeline manifold. Since the allocated


44

space for the tank farm is close to the jetties, the cargo can be directly pumped to the tank

farm without the need of booster pumps.

Export operations:

Road tankers will get unloaded at Tanker unloading facility (TULF) and fill Storage tanks in

Liquid terminal with the help of unloading pumps at TULF. The Storage tanks contents will

then be evacuated into vessel carriers via dock lines with the help of export pumps in the

terminal.

Dock line cleaning:

Pig launching/receiving station at both ends (Jetty and Tank farm) to be installed.

Product will be imported in from various locations and discharged at terminal jetty to the

storage tank; Product will be distributed in local market through truck loading facility at the

enclosures.

An empty tank truck will be pre-weighed on a weight bridge before proceeding to the TULF.

The empty weight on the truck shall be entered into the tanker loading software. Further the

required quantity to be filled into the tanker would be feed in from the control room. The field

operator will check the alignment and line up prior to commencing of tank truck filling

operation. The field operator or the control room will initiate the tanker filling operation as per

predefined set-up. This need to be worked out in detailed engineering and incorporated in the

design.

5.2.4.3 Tank Arrangement

Petrochemical and Petroleum tanks shall be located in dyke enclosures with roads all

around the enclosure.

Dyke enclosure shall be able to contain the complete contents of the largest tank in

the dyke in case of emergency.

The height of tank enclosure dyke shall be at least 1.0 m and shall not be more than

2.0 m above average inside grade level.

Tanks shall be arranged in maximum two rows so that each tank is approachable from

the road surrounding the enclosure.

The tank height shall not be exceeded one and half times the diameter of the tank or

20 m whichever is less. The minimum distance between a tank shell and the inside toe

of the dyke wall shall not be less than half the height of the tank.

5.2.4.4 Metering

A metering facility shall be provided at the service platform for the following purposes.


45

Continuous pressure recording of each pipeline, with alarm in case of surge pressures

as a safety precaution

Continuous temperature recording of each pipeline as a safety precaution

Flow and density measurements

5.2.4.5 Design Specification for Liquid Terminal

Design Criteria

Valve shall be selected for long & leak proof service.

Normal design conditions of temperature and pressure will be most severe conditions

expected to co-exist under usual long term operation conditions. These usual

conditions include all operation and control functions such as throttling, bypassing and

blowing to be used for operation and control.

Design Temperature is the most severe sustained fluid temperature. Design

Temperature will be the maximum fluid operating temperature with safety margin (5 to

20%)

Codes and Standards

The design and construction shall be carried to ensure that the most stringent Indian or

International Design Codes are applied. The design codes and standards, which shall be

considered as minimum requirements. Latest version of there shall be followed.

Table 5-7 List of the Codes for Liquid Terminal

Code Description

ASME B 31.3 Chemical plant and Petroleum Refinery Piping

ASME B 31.4 Liquid transportation systems for Hydrocarbons, Liquid Petroleum Gas

ASME B 16.5 Steel pipe flanges and flanged fittings

ASME B 16.9 Factory Made Wrought Steel Butt Weld Fittings

ASME B 16.10 Face to Face & End to End Dimensions of Ferrous Valves

ASME B 16.11 Forged Steel Fittings Socket

ASME B 16.34 Steel Valves Flanged and Butt Welding Ends

ASME B 16.20 Ring Joint Gaskets and Grooved for Steel Pipes Flanges

ASME B 16.21 Non Metallic Flat Gaskets for Pipe Flanges

ASME B 16.25 Butt Welding Ends

ASME B 18.2 Square & Hex. Bolts and Screws

ASME B 36.10 Welded and Seamless Wrought Steel

ASME B 36.19 Stainless Steel Pipe


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API 1102 Liquid Petroleum pipeline crossing rail, roads and Highways

API 650 Storage Tank design.

ASME Sec-Vlll, Div 1 American Standard for Vessel Design

IS 803 Storage Tank Design ( Indian STD)

OISD-STD-117 Fire Protection facilities for petroleum Depots and Terminals

OISD-STD-118 Layout for Oil and Gas installation.

OISD-STD-156 Fire Protection Facility for Ports Handling Hydrocarbons

5.2.4.6 Internal Road within Liquid Terminal

The main road approaching to the liquid terminal will have two lanes. The road network is

planned so that it provides easy access for maintenance, fire-fighting, escape during

emergency and dead end should be avoided. Single lane roads will have 4 m width, with

minimum 0.5 m shoulder on each side. The width of double lane roads is 8 m. Intersections

and corners shall be of sufficient width and radius to permit fire equipment, with a minimum

turning radius of 15 m, to turn corners without reversing.

5.2.5 LNG Handling

The principal components of the ship-to-shore LNG transfer system are the ships’ pumps, the

marine unloading arms, pipeline manifolds and connected cryogenic pipelines to handle LNG in

liquid form at particular temperature.

5.2.5.1 Marine Unloading / loading Arms

Marine unloading / loading arms of required diameter would be provided on the central

unloading platform. Each such unloading arm has a sufficient capacity of pumping along with

one vapour return arm of will be provided. The unloading arms are moved with a remote-

controlled hydraulic system located on the berth. After connection is completed, the

communication cable is connected to shore and the emergency shutdown system is tested.

After the unloading arms are cooled, the LNG will be transferred from the carrier to the

storage tanks using the carrier's pumps.

5.2.5.2 Pipelines

It is proposed to provide required numbers and sufficient diameter of pipelines for transfer of

LNG from berth to tank farm area. To allow for expansion of these cryogenic pipelines, loops

shall be provided at every regular interval along the length of the pipelines.


47

A cross- country pipe line for transportation of LNG will be provided as and when required. The


requirement.

5.2.5.3 Tankages

The LNG will be stored near atmospheric pressure and in full-containment LNG tanks that

typically consist of the following facilities.

Primary inside tank made of a "cryogenic material" such as 9% Nickel steel, aluminum

alloy or reinforced pre-stressed concrete

Insulation or loose insulation material (such as perlite) surrounding the inner nickel

steel tank (sides, floor and roof);

Outer tank will be reinforced, pre-stressed concrete designed to independently store

both the LNG liquid and vapour

Domed roof will be reinforced, pre-stressed concrete

The LNG shall be contained in the tanks at its cryogenic temperature of approximately -162 °C

near atmospheric pressure. Four tanks of 180,000 m³ capacity each are proposed to be

provided. The diameter of each tank will be 84 m and height 45 m.

However, the dimensions and parameters of the LNG tank and pipelines may change during

detail design stage.



5.2.6 LPG Handling

The principal components of the ship-to-shore LPG transfer system are the ship pumps, the

marine loading / unloading arms, pipeline manifolds and connected pipelines to handle butane,

Propene and LPG.

5.2.6.1 Marine Unloading / loading Arms

Marine unloading / loading arms of required diameter would be provided on the central

unloading platform. The loading / unloading arms are moved with a remote-controlled

hydraulic system located on the berth. After connection is completed, the communication

cable is connected to shore and the emergency shutdown system is tested.

5.2.6.2 Pipelines

It is proposed to provide required numbers and sufficient diameter of pipelines for transfer of

LPG from berth to tank farm area. To allow for expansion of these pipelines, loops will be


48

provided at every regular interval along the length of the pipelines. The pipelines shall also be

insulated with adequate material to limit heat ingress through outside environment.

A cross- country pipe line for transportation of LPG will be provided as and when required. The


requirement.

5.2.6.3 Tankages

The cargo will be stored near atmospheric pressure and in full-containment LPG tanks. Total

six tanks of 25000 MT capacities each are proposed to be provided in phase manner.

However, the dimensions and parameters of the LPG tank and pipelines may change during

detail design stage.



5.2.7 Container Terminal

The major factors effecting the area requirement for the container terminal are as given

below.

Utilization Factor

Dwell time

Stack height

5.2.7.1 Utilization Factor

Utilization factor of the yard is depends on the RTG size. For Container Terminal facility 7 wide

+ 1 truck lane and 1 over 5 high RTG crane has been selected. However, for this layout and RTG

system 0.7 utilization factors has been assumed.

5.2.7.2 Box Sizes

Presently in India the proportion of 20’ boxes is relatively high as compared to world

standards. This is basically due to existing road infrastructure and also due to lower stowage

factors and hence, the smaller boxes are more economical. Internationally the ratio of TEU /

Box is around 1.4 and there is an on‐going trend towards larger boxes. However, it can be

assumed that in India the ratio of TEU / Box shall ultimately reach 1.3. For a typical

distribution, the critical container weight for mixes of 20’ and 40’ containers has been

considered about 23 MT.


49

5.2.7.3 Dwell Time

A Container Terminal capacity is directly proportional to the dwell time. In a fully operating and

well managed terminal, 5 days for imports is quite practicable and certainly achievable.

The table below shows, for different type of container cargo different dwell times has been

considered for detailed calculations.

Table 5-8 Dwell time for different Container Yards

Yard Type Dwell Days

20' EXPORT / Import & 40' EXPORT / Import

MTs (other than ICD) 5

Fulls (Other than ICD) 5

Reefer 5

ICD (Fulls + MTs) 5

Transshipment

20' Transshipment 10

40' Transshipment 10

5.2.7.4 Stack Height

The import stack height must be kept in such a way that it easily reaches, prevents congestion

or extra handling operations. Each container is destined for a particular client and/or

destination and each must therefore be easily accessible. For the proposed facility stack

height of 4 to 5 has been considered. Table below shows the stack height which has been

considered for the yard area calculation.

Table 5-9 Stack Height for different Container Yards

Yard Type Stack Height

20' EXPORT / Import & 40' EXPORT / Import

MTs (other than ICD) 5

Fulls (Other than ICD) 5

Reefer 4

ICD (Fulls + MTs) 5

Transshipment

20' Transshipment 5

40' Transshipment 5


50

Following calculation represents the requirements for Container Yard. However, certain

assumption has been done to evaluate the requirement of TGS such as Peaking factor as 1.15,

yard utilization as 0.7. etc.

Table 5-10 Storage Area Calculations for Container – Dhamra Southern side of Port

Yard Type Throughput Dwell

Days

Stack

Height

Utilization Peaking

Factor

TGS

Required

20' EXPORT

MTs (other than ICD) 0 5 5 0.70 1.15 0

Fulls (Other than ICD) 349754 5 5 0.70 1.15 1574

Reefer 0 5 4 0.70 1.15 0

ICD (Fulls + MTs) 233169 5 5 0.70 1.15 1049

20' IMPORT



Reefer 0 5 4 0.70 1.15 0

ICD (Fulls + MTs) 186535 5 5 0.70 1.15 840

40' EXPORT



Reefer 11992 5 4 0.70 1.15 135

ICD (Fulls + MTs) 99930 5 5 0.70 1.15 900

40' IMPORT



Reefer 5756 5 4 0.70 1.15 65

ICD (Fulls + MTs) 79944 5 5 0.70 1.15 720

20' Transshipment 149895 10 5 0.70 1.15 1349

40' Transshipment 16655 10 5 0.70 1.15 300

Total throughput (Box) 1665495 TOTAL TGS Required 10620

Total throughput (TEU) 2165144

Similarly, Total throughput & required TGS worked out for Dhamra Northern side of Port as

2498243 TEU and 12253 TGS respectively.


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Based on the total required TGS, the yard area has been worked out considering 7 wide

container stacks with 1 truck lane. The RTG arrangement has been done back to back position

with additional high-mast space after every 4 RTG modules. Each alternate module has been

spaced for the truck passing lane for having flexibility of the container cargo movement in

yard. The provision of reefer platforms has been also kept in the terminal. Detailed planning

shall be reviewed again during execution phase.

5.2.8 Transloading Facility

The Transloading facility is proposed to be similar to Liquid berth without the central platform

as there is no loading /unloading is to take place from the berth. One mooring facility with a

dredged depth of (-) 19.0 m CD to accommodate 180,000 DWT vessel will be developed.

5.2.9 Barge Loading Facility

The barge facility is proposed opposite side of Berth 3A towards shore. All barge berths are

proposed connected to land to handle cargo efficiently. The total length of barge berth will be

632 m with overall width of 20.5 m with sufficient dredged depth to accommodate up to

10,000 DWT barges.

5.2.10 Internal Roads

The approach road leading to the Container Terminal, Dry Bulk & Liquid Terminals widens out

near the main terminal gates where security checks will be undertaken.

5.2.10.1 Road Structure

The approach roads to the Container terminal and dry bulk & liquid bulk terminal area are

designed taking into consideration the density of traffic and the wheel pressure of the tractor

trailers, tankers, trucks, etc. All roads are designed to IRC 20 ton axle load.

5.2.10.2 Maintenance of Road

Road maintenance work is to be carried out as per IRC Code 82-1982. The Maintenance work

will involve following tasks.

Restoration of rain cuts

Maintenance of earthen shoulders

Maintenance and Repairs work in connection with Bituminous work viz Filling potholes

and patch repairs, Fog seal, Crack fill, resurfacing of carriageway, etc.

However, major maintenance by resurfacing the carriageway will be required in every 5 years.


52

5.2.10.3 Street Lighting

On Central median of the road, street lighting will be installed on street light poles of 9.0 m

height at sufficient spacing with high pressure sodium lanterns/ LED with 15-20 Lux average

level of illumination.

5.2.11 Railway Works

5.2.11.1 Existing Railway works

At present there are 6 R&D lines at DTY yard, which are connected to the port bulb. The Rail

infrastructure facilities available inside MGR port bulb are as under-

2 Wagon Tippler with full rake length pre & post tippler lines

2 Wagon loading silos with full rake length pre & post silo lines

1 Bypass line

1 Loading line through pay loader

2 In-motion weigh bridges for weighment of outward cargo

Wagon cleaning facilities between Post tippler and pre silo lines

5 locomotives for shunting, placement & removal of rakes for loading & unloading.

Loco-shed for routine repair & maintenance of port locomotives

Rail operation building

Running room for Indian railway crew

Store for maintenance of Rail system

5.2.11.2 Proposed Railway works

Following facilities has been proposed in port bulb to handle the projected traffic of Dhamra

Southern side of Port-

• Wagon Tippler – Additional 2 nos. with full rake length Pre & Post tippler line

• Track Hopper – 4 nos. with full rake length Pre & Post hopper line with each hopper

• Wagon Loading Silos – Additional 5 nos. with full rake length Pre & Post line with each

silo

• Loading by Pay loader – Realignment of existing line for loading with pay loader

• Extension of existing bye-pass line

• One handling line for liquid cargo in tank wagons

• Fertilizer Godowns – 4 lines of full rake length with engine escape facility to serve FCC

godowns

• Clinker loading silo - 1 silo with full rake length Pre & Post hopper line with engine

escape facility combined with Fertilizer Cargo Complex (FCC).


53

• Container yard - 6 lines of full rake length with engine escape facility

• In-Motion weigh bridge - 3 additional In motion weigh bridges with associated FOIS

building

• Locomotives – Additional 15 locomotives for shunting, placement & removal of rakes

for loading & unloading inclusive stand by arrangement

• Locoshed - Augmentation of loco shed to cater to maintenance requirement of

additional locomotives.

• Sick wagon shed - For repair of unfit wagons

• Commercial Facilities – Suitable augmentation in existing facilities related to rail

commercial

• To serve the above mentioned additional facilities in port bulb following additional

facilities will be augmented in Dhamra Terminal yard for reception & dispatch of trains-

• 6 additional lines at R&D yard with suitable augmentation in Signaling & OHE traction

facilities

• Augmentation of Rail operation building

• Running Room - Suitable augmentation in existing crew & guard running room

facilities

Following facilities has been proposed in port bulb to handle the projected traffic of Dhamra

Northern side of Port-

• Wagon Tippler – 2 nos. with full rake length Pre & Post tippler line with each tippler

• Track Hopper – 2 nos. with full rake length Pre & Post hopper line with each hopper

• Wagon Loading Silos – 5 nos. with full rake length Pre & Post line with each silo

• One handling line for liquid cargo in tank wagons

• Fertilizer Godowns – 2 lines of full rake length with engine escape facility to serve FCC

godowns

• Container yard - 6 lines of full rake length with engine escape facility

• In-Motion weigh bridge - 3 In motion weigh bridges with associated FOIS building

• Locomotives – 10 locomotives for shunting, placement & removal of rakes for loading &

unloading inclusive stand by arrangement

• Commercial Facilities – Facilities related to rail commercial for FOIS & Railway

commercial staff

• To serve the above mentioned additional facilities in northport a separate R&D yard

with following facilities will be required for reception & dispatch of trains-

• 10 full rake length lines with suitable signalling and OHE facilities


54

• Rail operation building

• Running Room

• Store

5.3 Amenities / Facilities

5.3.1 Communications & Automation Facilities

Provisions will be made in the civil works for the installation of fibre optic data and telephone

cables by the installation of ducts and draw pits to allow connection between the operation

area, administration building, the gate house, Customs, and all other major installations. In

general duct runs for data cables will follow the main service routes.

The Automation system at the port will be designed for controlling and safety of the port

facilities. Dedicated control rooms are proposed in Material Handling facilities, LPG/LNG re-

gasification facilities, container terminal facility, overall port operation centre which will be

designed to monitor and controlling the process, utility, jetty, fire & gas and other port

operational area as per OISD & Port guidelines.

Emergency Shutdown Systems are proposed in all critical areas. DCS/ SCADA /PLC systems are

proposed in Material Handling facilities, LPG/LNG re-gasification facilities, container terminal

facility.

Preliminary HAZOP and risk assessment study will be carried out at the time of EIA and

detailed HAZOP and risk assessment study will be done during design stage for critical process

like LPG/LNG for process safety and recommendation will be implemented during design

stages.

Port Operation related automation like Fuel Management System, Port Information

Management system, GPS, Tugs and Dredger Fleet Management System will be implemented

during design stages.

5.3.2 Water Supply

Water supply planned for Phase – I will be extended to cater to proposed revised master plan

development covering the following.

Potable water for consumption of operating personnel

Potable water for ships calling at the port

Water for dust suppression system

Water for fire fighting

Water for greenbelt development


55

Water will be sourced from existing source for construction phase. 40 MLD capacity

desalination plant will be constructed to obtain water for operation phase of the revised

master plan.

Construction phase requirement : 1.95 MLD

Operation phase requirement : 40 MLD

5.3.3 Power Supply

The power distribution system planned is simple to operate and maintain high reliability, being

accessible for inspection and repair with safety.

Designing of electrical distribution system ensures that voltage at the utilization equipment is

maintained within the tolerance limits under all load conditions since poor voltage regulation

is detrimental to the life and operation of the equipment.

Power required for port expansion during construction phase will be sourced from existing

port facilities. Power required for operation phase of the revised master plan is approx.

8,16,000 kWh/day. Odisha Power Transmission Corporation Limited (OPTCL) will provide

additional power supply from the Bhadrak substation to the existing substation in the port

premises to meet the power demand for the port expansion.

5.3.3.1 Lightning Protection

Lightning protection will be provided for all structures in accordance with Indian Standard

code of practice IS: 2309-1969 or other internationally recognized standards. The system will

be complete with air-terminations, down conductors, testing joints and electrodes.

5.3.3.2 Area Lighting

Adequate provision for general and security lighting of the jetties and other port areas, and

access roads etc. will be provided. The plant lighting system includes the normal AC lighting

and emergency AC lighting which contributes together 100% lighting as well as emergency DC

lighting in selected areas of the plant during plant emergency conditions. The emergency AC

lighting will provide about 30 % of the total AC lighting in select areas.

The plant lighting (illumination level) is varying at different locations of the plant depending

on the utility and nature of work expected to be carried out at that area.

Following approximate average levels of illumination will be ensured while designing the

lighting system.

Terminal and Stacking area : 15 Lux

Roads and Permanent ways : 20 Lux

Car Park and Parking Area : 15 Lux


56

Jetties : 15 Lux

Container Yard : 35 Lux

Control Room and Equipment : 300 Lux

Office Rooms, Relay Rooms : 300 Lux

Switchgear Rooms, MCC Rooms : 150 Lux

5.3.4 Dust Suppression System

Dust suppression equipment will be provided for efficient control of dust pollution on

environment during storage and handling of Coal, Iron ore and other dry bulk cargo berth and

stockyard. An efficient dust suppression system will contain dust particles before it is airborne.

A common system consisting of suitable pump, storage tank, nozzles for dust suppression at

discharge / feeding points of belt conveyors have been proposed at each transfer tower for

efficient dust control system. In addition to above suitable spray system shall also be provided

at ship unloader, stockyards & wagon loading station. Dust control is envisaged at following

locations.

Ship unloader discharging in to hoppers

Stockyards

Discharge and feeding points of conveyors

Rapid loading system

Sprinklers / nozzles will be provided to control dust emission at various points or areas.

5.3.5 Wastewater Management

5.3.5.1 Storm Water Management and Treatment

Water used for dust suppression in the conveyor transfer points and the stockyards will get

absorbed to the extent of the property of the material and remaining water will be collected

through proper drainage. During rainy season the rain water over vast stockyard area will also

to be collected. For this purpose the stockyard ground level will be provided with a slope in

each of each stockyard from the centre to the sides. For collecting water draining out of the

stockyards RCC toe drains will be constructed along the length of the each row and

interconnected to finally lead it to a settlement pond. Settling ponds will be constructed out

of concrete. Lime will be added in the settling pond to neutralize heavy metal, if any in the

runoff from the stockyard. The settled materials will be retrieved and sent back to respective

cargo stockyard. The supernatant water will be discharge into sea.

The storm water runoff of remaining port will be diverted through site grading into the storm

water drainage system and will be discharged into sea with suitable outfall arrangement.


57

5.3.5.2 Sewage and Effluent Treatment

Sewage generated from toilet blocks, canteens etc. and effluent generated from liquid tank

washing etc. will be treated in Sewage Treatment Plant and Effluent Treatment Plant

respectively. STP of 2 MLD capacity and ETP of 5 MLD capacity will be developed outside CRZ

area. Treated sewage will be used for irrigating greenbelt.

5.3.6 Buildings

5.3.6.1 Administration Building

The Administration Building shall house office for finance, marine, operation, marketing,

planning and environmental and engineering departments with conference hall, banks,

canteen and parking facility etc. It will be 3-storeyed building of RCC structures with pile

foundations with a floor area of 1200 m².

5.3.6.2 Port and Marine Operations Building

The Vessel Traffic Management Service (VTMS) Control Centre will be located in this building.

It will have a commanding view of the access and entrance channels and the berths. This will

house the VTMS operator work stations with facilities to monitor and control the complete

Vessel Traffic Management System. The building will have control towers for housing the

control panels and ancillary equipment and will also be provided with suitable communication

systems to contact ground staff. The port and marine operation building is having total area of

500 m² of RCC structures with suitable foundations.

5.3.6.3 Port User Building

Port User Building would consist of offices for shipping companies, cargo agents, freight

forwarders, stevedore services, custom agents with Bank, Canteen and parking facility. It will

be 2-storeyed building of RCC structures with pile foundations with floor area of 1000 m². The

planning, interior and exterior finishes and sanitary facilities will be in accordance with modern

architectural practice.

5.3.6.4 Electrical Buildings

Various substations and control room having total area of 22,000 m² will be located near

Switch yard and it the other area as per requirement. Smaller satellite substations and

electrical rooms will be provided at various locations in the terminal areas as well as at rear of

the berths.


58

5.3.6.5 Main Gate House Complex

These mainly consist of gates for entry and exit of truck trailers and other vehicles, staff buses,

etc. Two main gate house complexes of 2200 m² each are planned. Sufficient numbers of

incoming and outgoing gates will be provided to avoid traffic congestion at each terminal gate

complex. There will be provision of cabins for Customs and Security personals near the main

entrance and exit gates of the terminals to ensure speedy implementation of customs and

security regulations.

5.3.6.6 Rail Administration Building

Rail operation and various other activities (Signalling & control, FOIS, Running Rooms, C&W

staff, Loco shed, sick wagon shed, stores) related to the rail operations will be controlled

through various buildings comprising of total area of approx. 20,000 m² with RCC or Pre-

engineering building with suitable foundation. These buildings will be located near rail railway

tracks inside port at various suitable locations for rail operations.

5.3.6.7 Workshop / Stores

These mainly comprise of a central maintenance / stores building having total area of 2850 m²

located at the rear of the container terminal. A workshop building having 10, 500 m² areas will

be provided for 30 year Master Plan. This will be structural steel or pre-cast concrete

structure. The building will be provided with suitable foundation. This building comprises a

repair workshop and servicing facilities for mechanical and electrical repairs for all plant and

equipment. This will also house the spare part warehouse and the offices of the workshop and

service facility staff.

5.3.6.8 Fuelling Station

A fuelling station of 300 m² of RCC structures with suitable foundation provided inside the

port and near container terminal to cater to the requirements of ITV’s and other vehicles used.

The table below shows proposed building with area summary.

Table 5-11 List of the Buildings with area summary

Name of Building Approx. Area (m²) Nos Area, (m²)

Administration Building 1,200 1 1,200

Port and Marine Operations Building 500 1 500

Port User Building 1,000 1 1,000

Electrical Buildings (approximately 22 no.) 22,000 1 22,000

Main Gate House Complex 2,200 2 4,400

Rail Administration Building 20,000 1 20,000

Workshops


59

Railway (Existing 1 number) 1,500 2 3,000

Dredging Workshop 1,500 2 3,000

Central workshop 1,500 1 1,500

Container Terminal Workshop 1,500 2 3,000

Fuelling Station 150 2 300

Transit Shed / Godowns 4,500 1 4,500

Store 1 1,400 1 1,400

Store 2 1,450 1 1,450

Miscellaneous buildings

Water tank & Pump House (DSS & FSS) 2,745 8 21,960

Toilet block (per 100 person use) 22 165 3,630

TOTAL AREA (APPROX.) 92,840

The above list of the buildings along with the area is tentative and subject to change based on

the business scenario and type of cargo.

5.3.7 Fire-Fighting Facilities

5.3.7.1 Dry Bulk Berths and Stockyards

The firefighting system at the port will be capable of both controlling and extinguishing fires.

It is proposed to install Fire Hydrant System, which will be designed to give adequate fire

protection for the facility based on Indian Standard or equivalent and conform to the

provisions of the Tariff Advisory Committee's fire protection manual.

Fire hydrant system is proposed at the following areas, which are classified as ordinary hazard

areas.

Proposed bulk import / Export berths

Bulk import and bulk export stockyards

All galleries of bulk import and bulk export conveyors

The fire hydrant system will be designed to ensure that adequate quantity of water is available

at all times, at all areas of the facility where a potential fire hazard exists Each hydrant

connection will be provided with suitable length of hoses and nozzles to permit effective

operation.

The hydrant service will consist of ring mains to cover the facility, with its pump, located in a

common pump house. Adequate arrangement with jockey pumps, pressure switches, etc. will

be provided to maintain the required pressure in the hydrant system. The operation of pumps

provided for the system will be automatic.

5.3.7.2 Container Terminal

The fire-fighting system will be designed to give suitable fire protection for the containerized

cargo and container handling facilities in the terminal and shall conform to the provision of


60

Tariff Advisory Committee’s fire protection manual. The fire-fighting system shall be a

combination of water hydrants, fire alarm system and fire extinguishers.

The fire hydrant system will be sea water based and designed to ensure that an adequate

quantity of water is available at all times, at all areas of the facility where a potential fire

hazard exists. There will be provision for connecting the system to the potable water supply in

order that the system can be flushed and rested on potable water after a fire-fighting event.

The fire-fighting system will consist of ring main with spur lines to cover the facilities in the

yard. Hydrants will be provided at sufficient spacing. Each hydrant connection will be provided

with a suitable length of hose and nozzle to permit effective operation. The main fire-fighting

pumps will be provided in the pump house located at the western end of the berth.

5.3.7.3 Liquid Jetty and Tank Farm Area

Jetty:

The liquid jetty will be provided with fixed fire-fighting facilities according to the requirements

of OISD Guidelines. Sea water will be used for fire-fighting facilities. The facilities will include a

pump house on trestle, tower mounted water/foam monitors as well as hydrants and water

curtains. The proposed fire-fighting facility for the jetty broadly consists of following.

A sea water pump house with a control room on top along the approach trestle at

adequate safety distance from the loading platform / manifold.

Two tower mounted foam/water monitors

Monitors of stand pipe type at Jetty service platform

Water curtain system at jetty service platform and on the two breasting dolphins.

Fire hydrants on the jetty service platform, breasting and mooring dolphins and on the

pile trestle.

Leak detection/ Alarm system.

On the fire hydrant line standard double headed hydrants are proposed for installation one on

each of the breasting and mooring dolphins and two nos. on the service platform. In addition it

is proposed to provide similar fire hydrants on the pile trestle from the pump room to the jetty

along with pipeline at a required spacing.

At any given point of time the fire hydrant pipe line will be capable of supplying water enough

for feeding hydrants and the water curtains located on the service platform, breasting and

mooring dolphins.

For the jetty and pipeline trestle it is proposed to have fire gas detector and an air sampling

type detector. A sampling type detector consists of piping or tubing distribution from the

detector unit to the areas to be protected. An air pump draws air from the protected area back


61

to the detector through the air sampling ports and piping. At the detector the air is analysed

for the fire products.

It is also proposed to have an alarm system which comes into operation automatically through

the fire gas detector and the sampling type detector. This can also be manually operated for

conveying fire alert message.

Tank farms

The fire-fighting system inside the tank farms will be as per the norms of OISD. The fire-

fighting system will comprise of a jockey pump (electric driven), main pumps (diesel engine

driven), fire water ring main with monitors & spray, foam system for storage Tanks. Besides, the

fire alarm system consisting of break glass type manual call points at field & Fire Alarm Panel

in the Fire Pump-house/control room.

The fire water header is kept pressurized with the jockey pump and on loss of pressure due to

opening of hydrants on the header, the pressure switches activate the pump contacts & main

pump start in sequence to ensure adequate pressure and flow is maintained in the system.

The storage tanks have spray rings with nozzle on shell and foam chamber attached to foam

nozzle of the Tank. The foam chamber is connected by foam water line to the fixed foam Tank

outside the dyke. In the event of fire to the liquid in two of the storage Tanks, the foam system

is activated & foam poured on the top of the burning liquid surface. For the other tanks in the

vicinity of this affected tank, the spray system is activated and the tank surface kept cool.

Further the small water monitors, hydrants help in large quantity of water being poured onto

the Tank roof / shell. Small fires are doused with portable wheeled extinguishers. The manual

call points provided in the various areas are for fire warning. In the event of fire being noticed

by any personnel, the break glass type call button if pressed activates the hooter & alarm at

the fire alarm panel in Pump-house.

5.3.7.4 LNG / LPG Terminal

A centralized spill, fire and combustible gas alarm and control system provides input to an

information management system. Automatic detection devices, manual alarms and audible and

visual signalling devices are generally strategically located throughout the terminal. Automatic

detection devices include flame, fire and heat, smoke, low temperature and combustible gas

detectors. Emergency shutdown system (ESD) incorporates in the design of the terminal and

provides the operators with the capability of remotely shutting down the entire or selective

portions of the terminal. The unloading arms are generally equipped with Powered Emergency

Release Couplers (PERCs). The PERC maintains containment integrity and prevents damage to

the unloading arms in the event of an emergency. Fire-fighting facilities are provided in the


62

LNG / LPG terminal which operates through centralized alarm & control system. Following fire-

fighting facilities are provided for the LNG / LPG terminal including jetty:

Fire water storage facility

Fire water pumps (Motor & Engine driven)

Motor driven jockey pumps

Fire water distribution network

Fire hydrant & hoses

Fixed deluge spraying system

Monitors

Water curtains wherever required

Clean agent system

Mobile & Portable fire-fighting equipment

Appropriate Building protection

Fire Tender


63

6 Proposed Infrastructure

6.1 Industrial Area

The Dhamra Port master plan comprises of the construction of total 35 berths, such as barge

handling berths, one mooring facility for trans-loading operations, liquid berths, container and

break bulk/clean/general cargo berths. LNG, LPG berths and reclamation of approximately

1075.7 ha area and development of associated back up facilities. Total cargo handling capacity

will be approximately 314 MMTPA.

6.2 Residential Area

Approximately 500 labours and 50 office staff will be employed during construction phase.

Construction workers are expected to reside in nearby villages in Dhamra town where social

infrastructure is available. They will be transported to and from the construction site by the

construction contractor.

6.3 Greenbelt development and water harvesting

The proposed project of development will create the marine facility for operation of coal,

liquid, container and other break bulk cargo. Green belt will be developed in 258.9 Ha areas.

6.4 Proposed Social Infrastructure

The proposed project of development will create the marine facility for operation of coal,

liquid, container and other break bulk cargo. Hence there will not be any development of the

social infrastructural activity.

6.5 Connectivity

Please refer point 4.1 for details with respect to connectivity.

6.6 Drinking Water Management

The existing water supply for port operation and drinking purpose is met from existing WTP of

capacity 5 MLD. Water for WTP is drawn from Manthai River near Bansada village.

Considering master plan of the port, future total water demand of 40 MLD will be met by

desalination plant. The treated water from desalination plant will be distributed for port

infrastructure and potable purpose through water supply distribution system.

6.7 Drainage and Sewage System

An adequate drainage system will be provided at the site with separate collection streams to

segregate the storm run-off from roads, open areas, material storage areas, vehicle wash water

and other wastewater streams. Wastewater treatment facilities such as Sewage Treatment


64

Plant (STP) of capacity 2 MLD, Effluent Treatment Plant (ETP) of capacity 5 MLD will be

developed outside CRZ limit. The treated sewage will be used for irrigating greenbelt.

Existing Storm water drainage/ Nalas will be rerouted and developed form main outfall drains

to discharge the runoff from Catchment area within and around the port boundary. Same

drains will provide the tidal water to villager’s requirement (if any).

6.8 Power Requirement and Supply / Source

A dedicated 132 kV double circuit, double stringing transmission line of about 65 km long has

been constructed from the existing 220 kV/ 132 kV substation at Bhadrak to 132 kV/ 6.6 kV

substations at Dhamra port premises. Augmentation of existing substation is proposed to

meet the power requirement of Phase-II port expansion. Odisha Power Transmission

Corporation Limited (OPTCL) will provide additional power supply from the Bhadrak substation

to the existing substation in the port premises for the port expansion.

In support of Government of India’s vision for promoting renewable power generation, we will

explore the possibility to utilize wind and solar energy for power generation.


65

7 Rehabilitation and Resettlement

The Phase-I of the Dhamra Port has been developed in an area of 234 ha and expansion is

proposed in an area which is within the existing port limits adjacent to the Phase I

development.

Area required for the master plan development has been arrived considering the all the

facilities essential for cargo handling operations and also by focusing on the possibility of

limiting the extent of land area requirement. Accordingly, master plan layout is prepared.

Careful site selection ensures that no Habitations are present.

The land proposed for expansion is between high tide and low tide lines and the land belongs

to GoO, where neither habitation no private land is situated. The proposed expansion site

comprises of mostly dry mud and mud without much vegetation and any habitations. Out of

other than phase – II approved majority land will be created by reclamation.

Hence, no Resettlement and Rehabilitation is envisaged during proposed master plan

development of Dhamra Port.


66

8 Project Schedule and Cost Estimation

8.1 Project Schedule

The revised master plan is prepared considering development in phase wise manner

(Immediate development, 5 years development & 30 years development). Detailed break-up of

phase wise development is given in table 2-2.

8.2 Cost Estimation

The capital cost estimates have been prepared for the proposed master plan development of

the project. These are based on the project descriptions and drawings given under the relevant

sections of the present report. The basis of the costing is as follows:

The cost estimates of civil works have been prepared on the basis of current rates for

various items of work prevailing in the region and also on the past costs for similar

works elsewhere. No escalation has been considered.

The costs of equipment and machinery are based on budgetary quotations with the

manufacturers and also in-house data. The costs include all taxes and duties.

All costs towards overheads, labour, tools, materials, insurance, financing costs, etc.,

are covered in the rates for individual items.

The costs towards plant and machinery include manufacture, supply, installation and

commissioning of the respective items.

Total capital cost for the proposed development is estimated to be Rs. 58949 Cr. The cost

estimates of various heads are worked out based on current rates and it is summarized in

below table.

Table 8-1 Capital Cost for proposed Development

Sr. No Particulars Amount (Rs. in Cr.)

1 Dredging and reclamation 3032

2 Stone protection 819

3 Berths and Jetties 7513

4 Road work (within Port Boundary) 559

5 RoB, Bridges and cross drain work 1221

6 Railway works 2256

7 Ground Improvement work 3956

8 Yard development work (Civil, Mechanical, Electrical

and Instrumentation) 29928

9 Boundary wall 113


67

Sr. No Particulars Amount (Rs. in Cr.)

10 Building works 330

11 Green Belt development 146

12 Waste Management work 63

13 Desalination plant 370

14 Jetty and Yard Equipment 8062

15 Engineering Consultancy and QA-QC charges 584

Project cost (including Contingency and PMC

charges) 58949

Following assumptions are made about this table:

The numbers represented here are indicative. Capital costs are based on rational cost

estimate exercise although actual costs will not be known until the final development.

Reasonable assumptions on tax / duty, expected to be applicable on the indigenous /

imported component of the capital cost, have been made in the capital cost

estimation.


68

9 Analysis of Proposal (Financial & social benefits to the locals)

The Adani Foundation is the Corporate Social Responsibility arm of Adani Group, an integrated

infrastructure conglomerate that is committed to inclusive growth and sustainable

development in not only the communities it operates in, but also in contributing towards

nation building.

The focus of the activities are mainly on three major dimensions of human development which

include expansion of sustainable livelihood opportunities, improving the status of health and

education and broadening the range of choices by creating rural infrastructure. The aim is to

walk with the communities, help people look ahead, make the right choices and secure a bright

and beautiful future, together.

The Foundation conceptualises its purpose by consolidating the activities under four broad

working areas that are as follows:

Education

Community Health

Sustainable Livelihood Development

Rural Infrastructure Development

Need based assessment will be a continual action during the entire construction as well as

operation phases of the revised master plan and based on the outcomes of the assessment,

support for the above mentioned four core areas will be provided to the locals.

Layout Drawings Annexure - A

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24

2526

272829303132

33343536

37

3839

40 41

42

43 4445

4647

48

4950

51

5253

5455

5657

58 59

6061

62

6364 65

66

67

68

69

70

71

72

73

74

75

76

77

78

79

80

81

82

8384

85

86

87

88

899091929394

959697

98

99

100101

102

103104105106107108109110111

112113114

115116117118

119120

121122123124125

126

127128129

130

131

12

34

56

78

910

11

12

ABC

DEFGH

12

34

56

78

910

11

12

ABC

DEFGH

Description VerifiedRev Drawn

Designed

Checked

Verified

Approved

Date

Drawing TitleClient

Rev

By

Client Drawing No.

Date N

S

W E

ISSUED FOR INFORMATION

Phase-II Expansion of Dhamra Port

DHAMRA PORT DEVELOPMENT PLAN

2351-E-GEN-GEN-BG-L-I-005

-

RMB-

NS/TRSGP

-

ISSUED FOR INFORMATION0 13.09.2014

Last Save :-December 16, 2015 6:58 PM

--

ISSUED FOR INFORMATION1 26.06.2015--

PMC PROJECTS

(INDIA) PRIVATE LIMITED

from vision to reality...

COPYRIGHT

The concepts, diagrams and information contained in

this document are the sole property and copyright of

Dhamra Port Company Ltd. Any use, copying,

reproduction or disclosure of the document, whether

directly or indirectly, or in whole or in part without the

prior written permission of Dhamra Port Company Ltd

is prohibited.

REFERENCE OLD NUMBER : DMG01-01-CI-P10G-D11-005

FOR MoEF PURPOSE

ANNEXURE - A1

LT

L

H

T

L

H

T

L

H

TL

LT

L

L

T

L

BCU-3BCU-4

BCU-7

TP-12

TP-8

TP-2

TP-5

BCL-3

TP-7

TP-9

BCU-2

CONV.CONV.

BCL-8

BCU-7

BCL-7

BC

L-2

BCL-1A

BCU-8

BCL-7

TP-13

TP-11

TP-3

BCU-9

NEW TP-3 NRBF

NB

FB

CU

-5

BC

U-6

BC

L-5

TP-1C

TP-1B

BCL-5A

CONV.BC

L-5BTP-5A

Existing

back-up Yard

Turning

Circle

650m Ø

Turning

Circle

600m Ø

1,8

0

,0

0

0

D

W

T

1,8

0

,0

0

0

D

W

T

1,8

0

,0

0

0

D

W

T

4

,0

0

0

D

W

T

7

0

0

2

6

2

8

1

2

0

3

3

8

4

4

10

34

6

Railway Corridor

Road Corridor

Ro

ad

C

orrid

or

Ra

ilw

ay C

orrid

or

Expansion of

back-up Yard/

Multipurpose

Expansion of

back-up Yard/

Multipurpose

L

N

G

/ L

P

G

A

r

e

a

2

4

.8

8

H

a

.

Expansion of

back-up Yard/

Multipurpose

L

P

G

/ L

N

G

A

r

e

a

5

5

.4

0

H

a

.

LNG/LPG Outfall

Option-1

LNG/LPG Outfall

Option-2

LN

G

/L

PG

In

ta

ke

Turning

Circle

600m Ø

P

ip

e

c

o

r

r

id

o

r

49

40

00

2302000

2303000

49

50

00

49

60

00

49

70

00

49

80

00

49

90

00

49

30

00

2301000

2304000

2305000

2306000

2307000

2308000

12

34

56

78

910

11

12

ABCDEFGH

12

34

56

78

910

11

12

ABCDEFGH


Designed

Checked

Verified

Approved

Date

Drawing TitleClient

Rev

By

Client Drawing No.

Date N

S

W E


IMMEDIATE DEVELOPMENT PLAN



-

RMB-

NS/TRSGP

-

ISSUED FOR INFORMATION0 16-09-2014

Last Save :-January 1, 2016 6:30 PM

--

PMC PROJECTS



COPYRIGHT







is prohibited.

ISSUED FOR INFORMATION1 24-11-2014RMBSGP

FOR MoEF PURPOSE

ANNEXURE - A2



LT

L

H

T

L

H

T

L

HT

L

LT

L

L

T

L

Turning

Circle

650m Ø

Proposed

Turning

Circle

550m Ø

LN

G

/LP

G

In

take

Co

nta

in

er B

ac

ku

p /

Mu

ltip

urp

ose

A

re

a 3

7.5

9 H

a.

Turning

Circle

700m Ø

L

N

G

/ L

P

G

A

r

e

a

2

4

.8

8

H

a

.

Existing

back-up Yard

Co

nta

in

er B

ac

ku

p / M

ultip

urp

ose

A

re

a 4

6.8

4 H

a.

1,8

0

,0

0

0

D

W

T

1,8

0

,0

0

0

D

W

T

1,8

0

,0

0

0

D

W

T

1,8

0,0

00

D

WT

4

,0

0

0

D

W

T

70

,00

0 D

WT

4,5

00

T

EU

10

,0

0

0

D

W

T

7

0

0

2

6

2

8

1

40

0

2

9

7

2

0

3

3

8

4

40

0

30

4

40

0

73

0

170

4

10

4,5

00

T

EU

3

5

0

34

6

BCU-3BCU-4

BCU-7

TP-12

TP-8

TP-2

TP-5

BCL-3

TP-7

TP-9

BCU-2

CONV.CONV.

BCL-8

BCU-7

BCL-7

BC

L-2

BCL-1A

BCU-8

BCL-7

TP-13

TP-11

TP-3

BCU-9

NEW TP-3 NRBF

NB

F

BC

U-5

BC

U-6

BC

L-5

TP-1C

TP-1B

BCL-5A

CONV.BC

L-5BTP-5A

Ra

ilw

ay C

orrid

or

C

O

M

M

O

N

LO

O

P

C

A

L 1517.4m

( F

R

O

M

F

M

T

O

F

M

)

C

O

M

M

O

N

LO

O

P

C

A

L 725m

(F

R

O

M

S

R

J T

O

S

R

J )

P

H

A

S

E

-1_C

O

M

M

O

N

LO

O

P

C

A

L 765m

( F

R

O

M

F

M

T

O

F

M

)

C

O

M

M

O

N

LO

O

P

C

A

L 843m

( F

R

O

M

F

M

T

O

F

M

)

M

A

IN

LIN

E

C

A

L 950.2m

(F

R

O

M

S

R

J T

O

F

M

)

C

O

M

M

O

N

LO

O

P

C

A

L 1446.1m

(F

R

O

M

F

M

T

O

F

M

)F

U

T

U

R

E

C

O

M

M

O

N

LO

O

P

C

A

L 1017m

(F

R

O

M

F

M

T

O

F

M

)

M

A

IN

C

A

L 1246m

( F

R

O

M

F

M

T

O

F

M

)F

U

T

U

R

E

LO

O

P

C

A

L 789 (F

M

T

O

F

M

)

F

U

T

U

R

E

LO

O

P

C

A

L 1035m

(F

M

T

O

F

M

)

F

U

T

U

R

E

LO

O

P

C

A

L 813m

(F

M

T

O

F

M

)

F

U

T

U

R

E

LO

O

P

C

A

L 750m

(S

R

J T

O

S

R

J)

RAILWAY

BUILDING

ROOM

Expansion of

back-up Yard/

Multipurpose

Expansion of

back-up Yard/

Multipurpose

Expansion of

back-up Yard/

Multipurpose

L

P

G

/ L

N

G

A

r

e

a

5

5

.7

3

H

a

.

LNG / LPG Area

36.45 Ha.

Ge

ne

ra

l C

arg

o / M

ultip

urp

ose

B

ac

k-u

p A

re

a 2

7.9

4 H

A

LPG / LNG Area

35.04 Ha.

LNG/LPG Outfall

Option-1

LNG/LPG Outfall

Option-2

LNG/LPG Outfall

Option-3

P

ip

e

c

o

r

r

id

o

r

D

H

A

M

R

A

S

O

U

T

H

D

H

A

M

R

A

N

O

R

T

H

49

40

00

2302000

2303000

49

50

00

49

60

00

49

70

00

49

80

00

49

90

00

49

30

00

2301000

2304000

2305000

2306000

2307000

2308000

2309000

Liq

uid

T

erm

in

al /

Mu

ltip

urp

ose

Are

a 3

8.0

0 H

A

12

34

56

78

910

11

12

ABCDEFGH

12

34

56

78

910

11

12

ABCDEFGH


Designed

Checked

Verified

Approved

Date

Drawing TitleClient

Rev

By

Client Drawing No.

Date N

S

W E


FIVE YEAR DEVELOPMENT PLAN



-

RMB-

NS/TRSGP

-



RMBSGP

PMC PROJECTS



COPYRIGHT







is prohibited.


FOR MoEF PURPOSE

ANNEXURE - A3



RMBSGP

RMBSGP

RMBSGP

RMBSGP 26-12-2015ISSUED FOR INFORMATION4

RMBSGP 01-01-2016ISSUED FOR INFORMATION5

1,8

0

,0

0

0

D

W

T

1,8

0

,0

0

0

D

W

T

1,8

0

,0

0

0

D

W

T

1,8

0,0

00

D

WT

1,8

0,0

00

D

WT

1,8

0,0

00

D

WT

1,8

0,0

00

D

WT

1,8

0,0

00

D

WT

4

,0

0

0

D

W

T

1,0

0,0

00

D

WT

2,5

00

T

EU

70

,00

0 D

WT

14

,0

00

T

EU

4,5

00

T

EU

14

,0

00

T

EU

1,0

0,0

00

D

WT

Tra

nslo

ad

in

g

10

,0

0

0

D

W

T

10

,0

0

0

D

W

T

10

,0

0

0

D

W

T

7

0

0

2

6

4

9

8

3

9

7

2

8

1

450

260

40

0

2

9

7

2

0

3

3

8

4

40

0

3

5

5

43

0

1115

30

4

35

0

35

0

73

0

670

170

65

0

4

10

35

0

7

4

5

34

6

P

ip

e

c

o

r

r

id

o

r

BCU-3BCU-4

BCU-7

TP-12

TP-8

TP-2

TP-5

BCL-3

TP-7

TP-9

BCU-2

CONV.CONV.

BCL-8

BCU-7

BCL-7

BC

L-2

BCL-1A

BCU-8

BCL-7

TP-13

TP-11

TP-3

BCU-9

NEW TP-3 NRBF

NB

F

BC

U-5

BC

U-6

BC

L-5

TP-1C

TP-1B

BCL-5A

CONV.BC

L-5BTP-5A

LT

L

H

T

L

H

T

L

H

TL

LT

L

L

T

L

Ge

ne

ra

l C

arg

o / M

ultip

urp

ose

B

ac

k-u

p A

re

a 2

7.9

4 H

A

Ra

ilw

ay C

orrid

or

LN

G

/LP

G

In

ta

ke

Co

nta

in

er B

ac

ku

p / M

ultip

urp

ose

Are

a 6

1.8

0 H

a.

Mu

ltip

urp

ose

S

to

ra

ge

/ L

iq

uid

T

erm

in

al

Are

a 2

5.8

2 H

a.

Liq

uid

T

erm

in

al / M

ultip

urp

ose

Are

a 6

4.8

4 H

a.

Liquid Terminal / Multipurpose

Area 139.47 Ha.

Existing

back-up Yard

Expansion of

back-up Yard/

Multipurpose

Expansion of

back-up Yard/

Multipurpose

Expansion of

back-up Yard/

Multipurpose

Liq

uid

T

erm

in

al /

Mu

ltip

urp

ose

Are

a 3

8.0

0 H

A

Coal & Iron Back-up / M

ultipurpose

Area 182.38

Ha.

Co

nta

in

er B

ac

ku

p / M

ultip

urp

ose

A

re

a 4

6.8

4 H

a.

Mu

ltip

urp

ose

C

arg

o S

to

ra

ge

/ L

iq

uid

T

erm

in

al

A

re

a 72

.2

9 H

a.

Pro

po

se

d R

ail &

Ro

ad

Co

rrid

or

L

P

G

A

r

e

a

L

o

c

a

tio

n

-

1

5

5

.7

3

H

a

.

L

N

G

A

r

e

a

L

o

c

a

tio

n

-

1

2

4

.8

8

H

a

.

P

o

rt B

a

c

k

u

p

A

re

a

1

9

8

.1

9

.H

A

LNG Area

Location-2

36.45 Ha .

Turning

Circle

650m Ø

Proposed

Turning

Circle

550m Ø

Turning

Circle

700m Ø

LPG Area

Location-2

35.04 Ha.

LNG/LPG Outfall

Option-1

LNG/LPG Outfall

Option-2

LNG/LPG Outfall

Option-3

D

H

A

M

R

A

S

O

U

T

H

D

H

A

M

R

A

N

O

R

T

H

49

30

00

2301000

2306000

2311000

49

80

00

50

30

00

50

80

00

513

00

0

48

80

00


Designed

Checked

Verified

Approved

Date

Drawing TitleClient

Rev

By

1 2 3 4 5 6 7 8 9 10 11 12

A

B

C

D

E

F

G

H

1 2 3 4 5 6 7 8 9 10 11 12

A

B

C

D

E

F

G

H

Client Drawing No.

Date Consultant


N

S

W E

--

--

--

--

ISSUED FOR INFORMATION1

-

-


DMG01-01-CI-P10G-D11-001 (SHEET - 1)

RMB-

NS/TRSGP


-


24-11-2015

-

-

-

-

RMB

-

-

-

-

SGP

-

-

-

-

RMBSGP

PMC PROJECTS



COPYRIGHT







is prohibited.

FOR MoEF PURPOSE

ANNEXURE - A4

OVERALL MASTER PLAN



ISSUED FOR INFORMATION 26-12-2015RMBSGP4

ISSUED FOR INFORMATION 01-01-2016RMBSGP5

1,8

0

,0

0

0

D

W

T

1,8

0

,0

0

0

D

W

T

1,8

0

,0

0

0

D

W

T

1,8

0,0

00

D

WT

1,8

0,0

00

D

WT

1,8

0,0

00

D

WT

1,8

0,0

00

D

WT

1,8

0,0

00

D

WT

4

,0

0

0

D

W

T

1,0

0,0

00

D

WT

2,5

00

T

EU

70

,00

0 D

WT

14

,0

00

T

EU

4,5

00

T

EU

14

,0

00

T

EU

1,0

0,0

00

D

WT

Tra

nslo

ad

in

g

10

,0

0

0

D

W

T

10

,0

0

0

D

W

T

10

,0

0

0

D

W

T

7

0

0

2

6

4

9

8

3

9

7

2

8

1

450

260

40

0

2

9

7

2

0

3

3

8

4

40

0

3

5

5

43

0

1115

30

4

35

0

35

0

73

0

670

170

65

0

4

10

3

5

0

7

4

5

34

6

P

ip

e

c

o

r

r

id

o

r

BCU-3BCU-4

BCU-7

TP-12

TP-8

TP-2

TP-5

BCL-3

TP-7

TP-9

BCU-2

CONV.CONV.

BCL-8

BCU-7

BCL-7

BC

L-2

BCL-1A

BCU-8

BCL-7

TP-13

TP-11

TP-3

BCU-9

NEW TP-3 NRBF

NB

F

BC

U-5

BC

U-6

BC

L-5

TP-1C

TP-1B

BCL-5A

CONV.BC

L-5BTP-5A

LT

L

H

T

L

H

T

L

H

TL

LT

L

L

T

L

Ge

ne

ra

l C

arg

o / M

ultip

urp

ose

B

ac

k-u

p A

re

a 2

7.9

4 H

A

Ra

ilw

ay C

orrid

or

LN

G

/LP

G

In

take

Co

nta

in

er B

ac

ku

p / M

ultip

urp

ose

Are

a 6

1.8

0 H

a.

Mu

ltip

urp

ose

S

to

ra

ge

/ L

iq

uid

T

erm

in

al

Are

a 2

5.8

2 H

a.

Liq

uid

T

erm

in

al / M

ultip

urp

ose

Are

a 6

4.8

4 H

a.

Liquid Terminal / Multipurpose

Area 139.47 Ha.

Existing

back-up Yard

Expansion of

back-up Yard/

Multipurpose

Expansion of

back-up Yard/

Multipurpose

Expansion of

back-up Yard/

Multipurpose

Liq

uid

T

erm

in

al /

Mu

ltip

urp

ose

Are

a 3

8.0

0 H

A

Coal & Iron Back-up / M

ultipurpose

Area 182.38

Ha.

Co

nta

in

er B

ac

ku

p / M

ultip

urp

ose

A

re

a 4

6.8

4 H

a.

Mu

ltip

urp

ose

C

arg

o S

to

ra

ge

/ L

iq

uid

T

erm

in

al

A

re

a 72

.2

9 H

a.

L

P

G

A

r

e

a

L

o

c

a

tio

n

-

1

5

5

.7

3

H

a

.

L

N

G

A

r

e

a

L

o

c

a

tio

n

-

1

2

4

.8

8

H

a

.

P

o

rt B

a

c

k

u

p

A

re

a

1

9

8

.1

9

.H

A

C

O

M

M

O

N

LO

O

P

C

A

L 1517.4m

( F

R

O

M

F

M

T

O

F

M

)

C

O

M

M

O

N

LO

O

P

C

A

L 725m

(F

R

O

M

S

R

J T

O

S

R

J )

P

H

A

S

E

-1_C

O

M

M

O

N

LO

O

P

C

A

L 765m

( F

R

O

M

F

M

T

O

F

M

)

C

O

M

M

O

N

LO

O

P

C

A

L 843m

( F

R

O

M

F

M

T

O

F

M

)

M

A

IN

LIN

E

C

A

L 950.2m

(F

R

O

M

S

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RAILWAY

BUILDING

ROOM

LNG Area

Location-2

36.45 Ha.

Turning

Circle

650m Ø

Proposed

Turning

Circle

550m Ø

Turning

Circle

700m Ø

LPG Area

Location-2

35.04 Ha.

LNG/LPG Outfall

Option-1

LNG/LPG Outfall

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LNG/LPG Outfall

Option-3

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ABCDEFGH

12

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Designed

Checked

Verified

Approved

Date

Drawing TitleClient

Rev

By

Client Drawing No.

Date N

S

W E


MASTER PLAN


DMG01-01-CI-P10G-D11-001 (SHEET - 2)

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RMB-

NS/TRSGP

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ANNEXURE - A4




RMBSGP

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Proposed Land use

Sr.

No DescriptionArea Marked

Area in Ha.

(Approx.)

ATotal Land

1Phase-I and Phase-II Area

690.00

2 Proposed Reclaimed Land 1075.70

3 Proposed Applied Land 247.70

B Un-Usable Land

1 Proposed Basin Area 23.00

2 Excluded Mangrove Area 9.00

Total Usable Land (A-B)1981.40

49

40

00

2302000

2303000

49

50

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49

60

00

49

70

00

49

80

00

49

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12

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910

11

12

ABCDEFGH

12

34

56

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910

11

12

ABCDEFGH


Designed

Checked

Verified

Approved

Date

Drawing TitleClient

Rev

By

Client Drawing No.

Date N

S

W E


LAND USE PLAN



-

RMB-

NS/TRSGP

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ANNEXURE - A5


RMBSGP



Sub-soil Investigation Report – Dhamra Port Annexure - B

Sub-soil Investigation Report of Dhamra Port

1

Index

1 Introduction ................................................................................................................... 2

Location of Boreholes................................................................................................................................ 2 1.1

Field operations ......................................................................................................................................... 4 1.2

General ............................................................................................................................................ 4 1.2.1

Field work ........................................................................................................................................ 4 1.2.2

Boring .............................................................................................................................................. 4 1.2.3

Standard Penetration Test ............................................................................................................... 4 1.2.4

Sampling ................................................................................................................................................... 5 1.3

Undisturbed Soil Sampling .............................................................................................................. 5 1.3.1

Ground Water Level ......................................................................................................................... 5 1.3.2

Laboratory Work .............................................................................................................................. 5 1.3.3

Chemical Analysis ........................................................................................................................... 5 1.3.4

Particle Size Distribution .................................................................................................................. 6 1.3.5

Atterberg’s Limits In (%) .................................................................................................................. 6 1.3.6

Field Moisture Content ..................................................................................................................... 6 1.3.7

Bulk Density ..................................................................................................................................... 6 1.3.8

Shear Strength Parameters of a Specimen: - .................................................................................. 6 1.3.9

Consolidation Test ........................................................................................................................... 7 1.3.10

Specific Gravity ................................................................................................................................ 7 1.3.11

Voids Ratio ...................................................................................................................................... 7 1.3.12

Differential Free Swell Index ............................................................................................................ 7 1.3.13

Classification of Soil ......................................................................................................................... 7 1.3.14

Sub-Soil Condition & Properties ...................................................................................................... 7 1.3.15

Non – Cohesive Soil ........................................................................................................................ 7 1.3.16

Effect of Ground Water Table .......................................................................................................... 7 1.3.17

Borehole wise Test Results Summary ....................................................................................................... 7 1.4

Boreholes by Beaumonde Associates ............................................................................................. 7 1.4.1

Boreholes by IDAX Lab Testing Ltd ................................................................................................10 1.4.2

Boreholes by Ideal Geoservices Pvt. Ltd. .......................................................................................16 1.4.3

2 Soil Resistivity Test .................................................................................................... 22


2

1 Introduction

Dhamra Port Authority limited (DPCL) have entrusted the work of Geo-technical Investigation

of both onshore & off shore to the following Geotechnical Agencies.

1. Offshore Portion – Bulk Berth Area - M/S Beaumonde associates, Balasore September 2015

2. Onshore portion – Back up Area - M/s Idax Testing Lab Pvt. Ltd., Bhubaneswar July 2015

3. Offshore portion – Container Berth & Multipurpose Berth Area - M/s Ideal Geoservices

Private Limited December 2015

The above-said agencies carried out the Geotechnical investigations, field tests, sampling and

laboratory testing under the instructions of DPCL.

The scope of work comprised of boring of 62 no of bore holes at the proposed site. The field

work includes making of boreholes in the soil by Auger & Shell boring method. The scope

included conducting standard Penetration tests at regular intervals and collecting soil samples

for identification and logging purposes. UDS samples were also collected by UDS tube.

Collected Soil and Water samples were tested in the Base Laboratory & all data were analysed.

Location of Boreholes 1.1

Name Of Agency:- Beaumonde Associates

Bore Hole

No.

Co-Ordinates

E.G.L

Termination

Depth

(In Meter) Easting Northing

BH-4 496791.1787 2303319.3885 2.12 60.0

BH-5 496812.4208 2303401.7158 2.355 60.0

BH-6 496860.1163 2303570.0908 2.093 60.0

BH-7 496907.8118 2303738.4658 1.998 60.0

BH-8 496955.5073 2303906.4808 1.861 60.0

BH-9 497003.2028 2304075.2157 1.735 60.0

BH-10 497050.8983 2304243.5907 1.707 60.0

BH-11 497098.5938 2304411.9657 1.676 60.0

BH-12 497125.8483 2304508.1800 1.628 60.0

BH-13 497169.4556 2304662.1229 1.539 60.0

BH-14 497213.0630 2304816.0657 1.400 60.0

BH-15 497256.6703 2304970.0086 1.25 60.0

BH-16 497300.2776 2305123.9514 1.15 60.0

Name Of Agency:- IDAX Lab Testing Ltd.

N-1 496518.4931 2303318.0635 2.985 40.0

N-2 496289.4881 2303408.3298 4.666 40.0

N-3 496030.4167 2303408.3298 3.810 40.0

N-4 495699.0515 2303408.3298 4.258 40.0

N-5 496641.8448 2303634.7391 2.050 40.0

N-6 496378.3001 2303676.6391 2.850 40.0


3

N-7 496153.8215 2303622.9675 6.100 40.0

N-8 495812.2100 2303634.7391 3.600 40.0

N-9 496533.3478 2304074.6079 2.390 40.0

N-10 496273.9650 2303949.0580 3.180 40.0

N-11 495930.6280 2303901.9797 3.800 40.0

N-12 495724.2519 2304073.2423 3.800 40.0

N-13 496136.7650 2304255.7961 3.200 40.0

N-14 495667.0018 2304260.1083 3.900 40.0

N-15 496533.3478 2304504.6841 2.300 40.0

N-16 495657.8813 2304467.4877 4.200 40.0

N-17 496275.5261 2304665.4987 2.700 40.0

N-18 495862.3650 2304631.5041 4.100 40.0

N-19 495667.1858 2304776.3502 3.850 40.0

N-20 496599.4677 2305022.1520 1.900 40.0

N-21 496273.9650 2304962.9019 2.800 40.0

N-22 495999.5650 2304963.0055 2.400 40.0

N-23 496395.3948 2305066.8122 2.300 40.0

N-24 496133.4501 2305150.6893 3.200 40.0

N-25 495735.2347 2305133.9901 4.200 40.0

Name Of Agency:- Ideal Geoservices Private Limited

M-1 496959 2302558 (-)8.50 46.5

M-2 496957 2302696 (-)2.10 53.0

M-3 497076 2302851 (-)9.20 46.5

M-4 497159 2303138 (-)8.50 46.5

M-5 497160 2303354 (-)2.00 53.0

M-6 497300 2303505 (-)10.00 45.0

M-7 497277 2303716 (-)2.00 53.0

M-8 497422 2303856 (-)9.00 46.0

M-9 497398 2304060 (-)2.00 53.0

M-10 497543 2304214 (-)5.00 50.7

C-1 496710 2301790 (-)6.00 49.0

C-2 496657 2301644 (-)6.50 48.5

C-2a 496671 2301539 (-)6.00 49.0

C-3 496662 2301431 (-)8.50 46.5

C-3a 496625 2301328 (-)11.00 45.0

C-4 496600 2301242 (-)10.50 44.5

C-4a 496602 2301150 (-)11.00 45.0

C-5 496615 2301028 (-)11.00 44.0

C-5a 496576 2300947 (-)11.50 44.0

C-6 496542 2300837 (-)11.50 44.0


4

C-6a 496551 2300735 (-)10.50 44.5

C-7 496572 2300633 (-)10.30 45.0

C-8 496505 2300341 (-)8.20 44.0

C-9 496959 2302558 (-)8.00 47.0

Field operations 1.2

General 1.2.1

The entire Geotechnical investigation work has been divided mainly into two parts.

a) Field works

b) Laboratory Test.

a) Field works determine the types of sub –soil deposit and their characteristics.

b) Laboratory tests helps in determining the relevant geo-technical properties of the sub-

surface deposits leading to finalization of foundation depth of the structure basing on bearing

capacity of the foundation strata as well as the influence zone.

Field work 1.2.2

For investigation of the sub- soil strata, the field Work consists of drilling bore holes to a

required depth from ground level. To carry out field test if it is required to collect undisturbed

and disturbed samples. The bore hole, Locations, depth boring and ground levels are given by

DPCL. The required tools & plants such as Tripod, Augers, Diamond core drilling machines,

winch, flush joint casings, Spilt spoon samplers, then walled samplers core barrels, D.T, T.C &

different type of Diamond bits soil cutter, pumps, Diesel Engines etc. and available for site with

minimum number skilled workers and technical staff for conducting drilling field tests and

collection of samples were carried out as per IS 1892.

Boring 1.2.3

The required Diameter drilling proceed first by manual auger up to the ground water level then

followed by wash boring. Drilling tools are lowered with the help of mechanical winch fixed on

the tripod. During boring drilling fluid like bentonite solution is pushed simultaneously with

boring with driving flush joint casing pipes to keep the borehole preserve for collection of

samples and as well as field testing purpose. The drilling fluid flowing out of cutter bottom

mixed of with the cut soil and flow to the borehole surface setting tank and back to the slurry

tank. Drilling tools are lowered with the help of mechanical which fixed on the tripod. After the

drilling is reached up to the desired depth, pumping of the slurry is continued for 10 to 15

minutes for bottom clearing to conduct field tests and sample collection. All the boring

operation is conducted strictly as per I.S- 1892.

Standard Penetration Test 1.2.4

To evaluate standard strength data such as ‘N’ value (Number of blows per 30cm. of

penetration) the required spilt spoon sampler is conform to IS-9640. The sampler is lowered to

the bottom of borehole of required level with strings of ‘A’ type drill rods. The drive weight of

63.5 kg is hammered with a free fall of 0.75 m through one guide. The number of blows


5

required to detect each 15 cm penetration is recorded. The first 15 cm is considered as seating

drive. The total blows required for the second & third 15 cm. penetration is termed penetrate

resistance ‘N’ where sampler could not penetrate 15 cm. If we applied 50 blows ‘N’ value is

considered as greater than 50 and the depth of penetration is also recorded. The test is carried

out of every 1.5 m depth of boring as per technical specification IS code. After the end of the

test spilt spoon is opened and length and weight of the sample recovered is measured for

calculation of bulk density and samples are preserved for laboratory test.

Sampling 1.3

Undisturbed Soil Sampling 1.3.1

After these samples are collected by thin walled sampler as per as IS: 2132. The sampling

equipment Used, consist of two tier assembly of sample tubes, 45cm in length and 10cm Dia,

fitting at its lower end with a cutting shoe. The sampling assembly was driven by means of a

jarring link to its full length or as far down as found practicable. Immediately after taking an

undisturbed sample in a tube, the adopter head was removed along with the disturbed material,

the visible ends of the sample each are trimmed off any wet disturbed soil. The ends will then

be coated alternately with four layers of just molten wax. More molten wax will then be added

to give a total thickness of not less than 25mm.

Ground Water Level 1.3.2

Ground water table is measured as per IS code / Technical specification.

Laboratory Work 1.3.3

Laboratory tests were carried out as directed by DPCL, in accordance with the procedures

described in the relevant Indian Standard Codes (IS: 2720) of practiced. The laboratory testing

was done on collected material as per relevant IS Codes. The laboratory –testing program

consisted of testing the soil index and strength properties, as well as the consolidation

characteristics. The index tests were performed to determine the soil moisture content, unit

weight ,specific gravity ,gradation characteristics (gravel, sand and fines content –the silt &

clay fraction) and consistency limit. The strength tests were performed to determine the shear

parameters (cohesion, friction angle) of soil: the consolidation tests were performed to find out

the consolidation properties. The index tests were perfumed on disturbed split-spoon soil

samples or undisturbed samples. Except the natural moisture content and dry density tests,

which were performed only on undisturbed soil samples. The strength tests consisted of the

tri-axial unconsolidated – undrained (UU) test, CU and CD tests. The consolidation

characteristics tests were performed on a one-dimensional consolidometer. The strength and

consolidation tests were performed on undisturbed soil samples.

Chemical Analysis 1.3.4

During investigation, soil / ground water samples were collected for chemical analysis to

determine their pH and contents of sulphates and chlorides in them and the results are

tabulated below.


6

Chemical Analysis of Soil Samples:

BH No. Depth in m pH value Chlorides in mg/lit Sulphates in mg/lit

N-4 1.5 8.02 52.62 21.54

N-20 2 7.98 50.04 18.54

Chemical Analysis of Water Samples:

BH No. pH value Chlorides in mg/lit Sulphates in mg/lit

N-4 8.22 54.32 23.20

N-20 8.08 53.22 22.04

Particle Size Distribution 1.3.5

The sieve analysis is carried out in accordance with IS: 2720 (Pt.IV). The results are presented

in the form of Grain size distribution curve. Representative soil sample is obtained from the

bulk soil sample collected or received from site by method of DS and UDS. Quantity of soil

taken will be dependent on the maximum size of particle size present in the soil. Grain size

analysis is done by standard sieves by mechanical means & silt clay size particles are

determined by wet sieve method.

Atterberg’s Limits In (%) 1.3.6

Liquid & plastic limits & plasticity index in % are determined from UDS & DS samples as per IS -

2720 (part- 5).

Field Moisture Content 1.3.7

F.M.C of UDS, DS and SPT samples are determined in the laboratory as per IS – 2720 (part-2).

Bulk Density 1.3.8

Bulk density of soil sample is determined by as per IS-2720.

Shear Strength Parameters of a Specimen: - 1.3.9

For find out cohesion © and angle of shearing resistance (Ф) of U.D.S samples the Triaxial

(undrained) tests are carried out to determine the shear parameters. The shear tests are

carried out in accordance with IS: 2720 on saturated samples. For unconsolidated undrained

tri-axial compression test, the undisturbed soil specimen having diameter 38 mm and height to

diameter ration 2 is prepared and placed on the pedestal of the tri-axial cell. The cell is then

assembled with the loading ram and then placed in the loading machine. The cell fluid is

admitted to the cell and the pressure is raised to the desired value. An initial reading of the

gauge measuring axial compression of the specimen is recorded. The test is then commenced

and sufficient number of simultaneous readings of load and compression measuring gauge

being taken. The test is continued until the maximum value of the stress has been passed or

until an axial strain of 20 per cent has been reached. Additional tests are carried out on

identical specimen at confining pressure of 1 kg/cm2, 2 kg/cm

2 and 3 kg/cm

2. The shear

parameters are obtained from the plot of Mohr circles.


7

Consolidation Test 1.3.10

The consolidation tests were carried out on undisturbed soil specimen in order to determine

the settlement characteristics of soil at different depths. The tests were conducted in

accordance to IS: 2720. From the observations of all incremental pressure, void ratio versus log

(pressure) curve is obtained. The slope of the straight line portion is designated as compression

index cc.

Specific Gravity 1.3.11

Specific gravity of U.D.S samples are determined as per IS - 2720 (part-3).

Voids Ratio 1.3.12

Void ratio of U.D.S samples is calculated.

Differential Free Swell Index 1.3.13

Differential free swell index are determined by U.D.S samples as per IS-2720 (part-40).

Classification of Soil 1.3.14

The soil are properly classified as per the above test results and as per IS- 1498.

Sub-Soil Condition & Properties 1.3.15

The boring records showing the various soils met with are enclosed. These are prepared from

field bore logs after proper modification in the light of laboratory and observation of

disturbance & penetrometer soil sample. The result of the S.P.T tests are given as N values in

these boring record. When N value is greater than 15, modified value of N is calculated as

Ne=15+1/2(N-15)

Non – Cohesive Soil 1.3.16

For non-cohesive soil, it is not possible to take UDS sample. The SPT is taken regular interval.

The C-phi values are determined by direct shear Test.

Effect of Ground Water Table 1.3.17

The ground water table has significant role on the safe bearing capacity of the soil. For

cohesion less soil the safe bearing capacity is reduced by 50%, if the water table is above or

near the bearing surface of the soil. If the water table is below the bearing surface of the soil

at a distance at least equal to the width of the foundation no such reduction is applicable, for

intermediate depth of the water table, proportional of the safe bearing capacity is made.

Borehole wise Test Results Summary 1.4

Boreholes by Beaumonde Associates 1.4.1

BH-4:

From Ground level to 0.5 m, 1.0 to 2.0 m, 3.0 to 4.0 m, 23.0 to 24.0 m and 45.0 to 46.0 m the

Soil strata is of clayey sands of non-plasticity with non-expansiveness. At 0.5 m to 1.0 m the

soil strata are of silty sands non-plasticity with non-expansiveness. At 2.0 m to 3.0 m, 14.0 m to

15.0 m, 24 m to 28 m, 30 m to 33 m, 35 m to 45.0 m, 46.0 m to 50.0 m and 52.0 m to 60.0 m

the soil strata is of inorganic Clay of low plasticity with medium expansiveness and 4.0 m to

14.0 m, 15.0 m to 23.0 m, 28.0 m to 30.0 m, 33.0 m to 35.0 m, 50.0 m to 52.0 m the soil strata

is of high plasticity with very highly expansiveness.


8

BH-5

From Ground level to 12.0 m, 13.5 m to 19.5 m,21.0 m to 25.5 m,27.0 m to 28.5 m,30.0 m to 31.5

m,36.0 m to 37.5 m and 40.5 m to 60.0 m the soil strata is of high plasticity with very highly

expansiveness. At 25.5 m to 27.0 m, 33.0 m to 36.0 m and 37.5 m to 39.0 m the soil strata is of

inorganic Clay of low plasticity with moderate expansiveness. At 12.0 m to 13.5 m, 28.5 m to

30.0 m and 31.5 m to 33.0 m the soil strata are of silty sands non-plasticity with non-

expansiveness. At 19.5 m to 21.0 m, 39.0 m to 40.5 m the Soil strata are of Gravel Mix with silty

sand of non-plasticity with non-expansiveness.

BH-6

From Ground level to 4.0 m the soil strata are of silty sands non-plasticity with non-

expansiveness. At 4.0 m to 12.0 m, 13.0 m to 16.0 m, 17.0 m to 20.0 m, 22.0 m to 26.0 m, 31.0

m to 36.0 m, 37.0 m to 39.0 m, 43.0 m to 49.0 m and 51.0 m to 60.0 m the soil strata is of high

plasticity with very highly expansiveness. At 12.0 m to 13.0 m, 16.0 m to 17.0 m, 26.0 m to 31.0

m, 39.0 m to 42.0 m and 49.0 m to 51.0 m the soil strata is of inorganic Clay of low plasticity

with medium expansiveness. At 20.0 m to 22.0 m, 36.0 m to 37.0 m, 42.0 m, to 43.0 m the Soil

stratum is of Gravel Mix with silty sand of non-plasticity with non expansiveness.

BH-7

From Ground level to 0.5 m,16.0 m to 17.0 m,18.0 m to 20.0 m,22.0 m to 24.0 m,27.0 m to 30.0

m,36.0 m to 41.0 m,43.0 m to 45.0 m,50.0 m to 53.0 m,54.0 m to 58.0 m,59.0 m to 60.0 m

the soil strata is of inorganic Clay of low plasticity with medium expansiveness. At 0.5 m to 1.0

m,2.0 m to 16.0 m,17.0 m to 18.0 m,20.0 m to 2.0 m,24.0 m to 27.0 m,30.0 m to 36.0 m,41.0 m

to 43.0 m,45.0 m to 50.0 m,53.0 m to 54.0 m,58.0 m to 59.0 m the soil strata is of high

plasticity with very highly expansiveness. At 1.0 m to 2.0 m the Soil strata is of Gravel Mix with

silty sand of non-plasticity with non-expansiveness.

BH-8

From Ground level to 7.0 m, 21.0 m to 25.0 m, 37.0 m to 41.0 m, 44.0 m to 48.0 m, 50.0 m to

60.0 m the soil strata is of inorganic Clay of low plasticity with medium expansiveness. At 7.0

m to 21.0 m, 35.0 m to 37.0 m, 41.0 m to 44.0 m, 48.0 m to 50.0 m the soil strata is of high

plasticity with very highly expansiveness.

BH-9


expansiveness. At 0.5 m to 3.0 m, 7.0 m to 21.0 m, 22.0 m to 24.0 m, 26.0 m to 29.0 m, 30.0 m

to 31.0 m, 35.0 m to 42.0 m, 43.0 m to 45.0 m, 50.0 m to 60.0 m the soil strata is of inorganic

Clay of low plasticity with medium expansiveness. At 3.0 m to 7.0 m, 21.0 m to 22.0 m, 24.0 m

to 26.0 m, 29.0 m to 30.0 m, 31.0 m to 35.0 m, 42.0 m to 43.0 m, 45.0 m to 50.0 m the soil

strata is of high plasticity with very highly expansiveness.

BH-10


expansiveness. At 0.5 m to 20.0 m, 28.0 m to 32.0 m, 52.0 m to 53.0 m the soil strata is of high


9

plasticity with very highly expansiveness. At 20.0 m to 28.0 m, 33.0 m to 52.0 m, 53.0 m to

60.0 m the soil strata is of inorganic Clay of low plasticity with medium expansiveness.

BH-11


expansiveness. At 1.0 m to 9.0 m, 12.0 m to 20.0 m the soil strata are of high plasticity with

very highly expansiveness. At 9.0 m to 12.0 m, 20.0 m to 60.0 m the soil strata are of inorganic

Clay of low plasticity with medium expansiveness.

BH-12


expansiveness. At 1.0 m to 2.0 m, 21.0 m to 30.0 m, 34.0 m to 36.0 m, 38.0 m to 42.0 m,45.0 m

to 50.0 m,55.0 m to 60.0 m the soil strata is of inorganic Clay of low plasticity with medium


m to 55.0 m the soil strata is of high plasticity with very highly expansiveness.

BH-13


expansiveness. At 1.0 m to 2.0 m, 21.0 m to 30.0 m, 36.0 m to 41.0 m, 49.0 m to 54.0 m the

soil strata is of inorganic Clay of low plasticity with medium expansiveness. At 2.0 m to 21.0 m,

30.0 m to 36.0 m, 41.0 m to 49.0 m, 54.0 m to 60.0 m the soil strata is of high plasticity with

very highly expansiveness.

BH-14


expansiveness. At 1.0 m to 2.0 m, 18.0 m to 20.0 m, 23.0 m to 34.0 m, 45.0 m to 51.0 m the soil

strata is of inorganic Clay of low plasticity with medium expansiveness. At 2.0 m to 18.0 m,

20.0 m to 23.0 m, 34.0 m to 45.0 m, 51.0 m to 52.0 m, 54.0 m to 60.0 m the soil strata is of

high plasticity with very highly expansiveness.

BH-15


expansiveness. At 8.0 m to 9.0 m, 11.0 m to 12.0 m, 15.0 m to 19.0 m, 28.0 m to 32.0 m, 40.0 m

to 50.0 m, 52.0 m to 54.0 m, 58.0 m to 60.0 m the soil strata is of inorganic Clay of low

plasticity with medium expansiveness. At 1.0 m to 8.0 m, 9.0 m to 11.0 m, 12.0 m to 15.0 m,

19.0 m to 28.0 m, 32.0 m to 40.0 m, 50.0 m to 52.0 m, 54.0 m to 58.0 m the soil strata is of

high plasticity with very highly expansiveness.

BH-16


expansiveness. At 16.0 m to 19.0 m, 30.0 m to 31.0 m, 36.0 m to 45.0 m, 48.0 m to 50.0 m,

58.0 m to 60.0 m the soil strata is of inorganic Clay of low plasticity with medium


m to 58.0 m the soil strata is of high plasticity with very highly expansiveness.


10

Boreholes by IDAX Lab Testing Ltd 1.4.2

N-1 ( RL=2.985M)

Sl No. Depth in m Description of Borehole strata

1

0-15

High plastic high expansive clay soil of high compressibility layer was exists. The field N value from SPT was varied from 02 to 08. Three UD sample was collected at 1.5m, 3.0m & 4.5m depth.

2

15-34.5

High plastic high expansive clay soil of intermediate compressibility layer was exists. The field N value from SPT was varied from 14 to 74 at respective depth.

3 34.5-36 Non plastic non expansive poorly graded sand stratum was present. The field N value from SPT was found 65 at 34.5m depth.

4

36-40

High plastic high expansive clay soil of intermediate compressibility layer was present. The field N value from SPT was varied from 24 to 49 at respective depth.

N-2 ( RL=4.666M)


1

0-15

High plastic high expansive clay soil of high compressibility layer was exists. The field N values from SPT was varied from 02 to 08. Three UD sample collected at 1.5m, 3.0m & 4.5m depth.

2

15-34.5


3 34.5-36 Non plastic non expansive poorly graded sand stratum was present. The field N value from SPT was found 65 at 34.5m depth

4

36-40 High plastic high expansive clay soil of intermediate compressibility layer was exists. The field N value from SPT was varied from 24 to 49 at respective depth.

BH-N-3 ( RL=3.810M)


1 0-3 Medium plastic moderate expansive clayey sand strata exist. The field N value from SPT was found 02 at 2m depth.

2

3-21

High plastic high expansive clay soil of high compressibility layer was exists. The field N value from SPT was varied from 01 to 07 at respective depth.

3

21-27


4

27-34


5

34-40



11

N-4 ( RL=4.258M)


1 0-0.8 Non plastic non expansive poorly graded sand strata exist. DS was collected at 0.5m depth.

2

0.8-17


3

17-22


4

22-24

Medium plastic moderate expansive clay soil of low compressibility layer was exists. The field N value from SPT was found 46 at 22.5m depth.

5

24-29


6

29-34


7 34-37 Non plastic non expansive poorly graded sand strata exist. The

field N value from SPT was found 52 & 54 at 34.5 & 36m depth.

8

37-40


N-5 ( RL=2.050M)


1

0-6

High plastic moderate to high expansive clay soil of intermediate compressibility layer was exists. The field N value from SPT was varied from 01 to 02 at respective depth.

2

6-31


3

31-40


N-6 ( RL=2.950M)


1 0-4 High plastic high expansive clay soil of intermediate compressibility layer was exists.

2

4-18


3

18-23



12

4

23-35


5

35-40


N-7 ( RL=6.100M)


1

0-4.5

High plastic moderate expansive clay soil of intermediate compressibility layer was exists. The field N value from SPT was found 1 at 4m depth.

2

4.5-32


3

32-37


4

37-40


N-8 ( RL=3.600M)


1 0-1.5 Non plastic non expansive poorly graded sand strata exist. The field N value from SPT was found 01 at 1.5m depth

2

2-17


3

17-36


4

36-40


N-9 ( RL=2.390M)


1

0-22


2

22-31



13

3

31-40


N-10 ( RL=3.180M)


1

0-21


2

21-26


3

26-37


4

37-40


N-11 ( RL=3.800M)


1

0-24


2

24-34


3

34-40


N-12 ( RL=3.800M)


1

0-30


2

30-40


N-13 ( RL=3.200M)



14

1

0-35


2

35-40


N-14 ( RL=3.900M)


1

0-35


2

35-40


N-15 ( RL=2.300M)


1

0-30


2

30-40


N-16 ( RL=4.200M)


1

0-34


2

34-40


N-17 ( RL=2.700M)


1

0-33


2

33-40



15

N-18 ( RL=4.100M)


1

0-34


2

34-40


N-19 ( RL=3.850M)


1

0-34


2

34-40


N-20 ( RL=1.900M)


1

0-36


2

36-40


N-21 ( RL=2.800M)


1

0-20


2

20-27


3

27-33


4

33-40


N-22 ( RL=2.400M)



16

1

0-31


2

31-40


N-23 ( RL=2.300M)


1

0-34


2

34-40


N-24 ( RL=3.200M)


1

0-29


2

29-40


N-25 ( RL=4.200M)


1

0-34


2

34-40


Boreholes by Ideal Geoservices Pvt. Ltd. 1.4.3

M-1 to M-3

The sub surface stratigraphy can be briefly summarized as comprising top layer of very soft

CLAY upto an elevation varying between -11.50m CD to -13.70m CD. This layer is underlain by a

layer of SILT upto an elevation varying between -14.10m CD to -16.70m CD followed by a layer

of Very Dense SAND upto the elevation varying between -17.10m CD to -19.0m CD. This is

underlain by very Hard CLAY layer upto an elevation varying between -41.0m CD to -43.0m CD

interspersed by a 1.50m thick layer of very dense silty SAND. This is followed by a Very Dense


17

Silt SAND/SAND upto the maximum explored depth of -55.0m CD with the presence of a very

Hard CLAY Layer in between.

Table 1: Generalized Sub-Soil Profile

Sr. No.

Soil Description Designated As

Thickness Encountered in the Boreholes (m)

Max. Min. Average

1. Very Soft Clay Unit 1 8.90 3.00 5.47

2. Loose to Medium Dense SILT Unit 2 4.50 3.00 3.53

3 Very Dense SAND Unit 3 3.00 1.50 2.50

4 Very Hard CLAY Unit 4 9.00 7.50 8.50

5 Very Dense Silty SAND Unit-5 1.50 1.50 1.50

6 Very Hard CLAY Unit-6 15.00 13.50 14.00

7 Very Dense SAND Unit-7 4.90 1.50 3.13

8 Very Hard CLAY/Sandy CLAY Unit-8 2.00 1.50 1.83


Table 2: Details of Boreholes Drilled and Thickness of Strata Encountered

BH. NO

R.L of

S.B.L. w.r.t C.D

Strata Thickness Encountered (m)

Unit 1 Unit 2 Unit 3 Unit 4 Unit 5 Unit 6 Unit 7 Unit 8 Unit 9

M-1 -8.50 3.00 4.50 3.00 9.00 1.50 13.50 3.00 2.00 7.00

M-2 -2.10 8.90 3.10 3.00 9.00 1.50 13.50 4.90 2.00 7.00

M-3 -9.20 4.50 3.00 1.50 7.50 1.50 15.00 1.50 1.50 9.80

M-4 to M-6



layer of Very Dense SAND upto the elevation varying between -17.50m CD to -20.0m CD. This is


interspersed by a 1.5m thick layer of very dense silty SAND. This is followed by a Very Dense Silt

SAND/SAND upto the maximum explored depth of -55.0m CD with the presence of a very Hard

CLAY Layer in between in boreholes M-4 and M-5.


Sr. No.

Soil Description

Designated As


Max. Min. Average


2. Very Dense SAND Unit 2 5.50 1.50 3.33



18

4 Very Dense Silty SAND Unit 4 1.50 1.00 1.33



7 Very Hard CLAY/Sandy CLAY Unit-7 3.00 3.00 3.00



BH. NO

R.L of

S.B.L. w.r.t C.D


Unit 1 Unit 2 Unit 3 Unit 4 Unit 5 Unit 6 Unit 7 Unit 8

M-4 -8.50 7.50 1.50 10.50 1.00 11.00 3.00 3.00 9.00

M-5 -2.00 13.50 3.00 9.00 1.50 13.00 2.00 3.00 8.00

M-6 -10.0 4.50 5.50 6.50 1.50 15.00 12.00

M-6 to M-8



layer of Very Dense SAND upto the elevation varying between -17.0m CD to -20.0m CD, this

layer is not present in M-8. This is underlain by very Hard CLAY layer upto an elevation varying

between -34.5m CD to -43.0m CD interspersed by a 1.5m thick layer of very dense silty SAND.

This is followed by a Very Dense Silt SAND/SAND upto the maximum explored depth of -55.0m

CD.


Sr. No.

Soil Description

Designated As


Max. Min. Average








BH. NO

R.L of

S.B.L. w.r.t C.D


Unit 1 Unit 2 Unit 3 Unit 4 Unit 5 Unit 6

M-6 -10.0 4.50 5.50 6.50 1.50 15.00 12.00

M-7 -2.00 13.50 1.50 10.50 1.50 9.00 17.00

M-8 -9.0 7.50 10.50 2.00 5.50 20.50


19

M-8 to M-10


CLAY upto an elevation varying between -15.50m CD to -16.5m CD. This is underlain by very

Hard CLAY layer upto an elevation varying between -34.5m CD to -44.0m CD interspersed by a

1.5m thick layer of very dense silty SAND. This is followed by a Very Dense Silt SAND/SAND

upto the maximum explored depth of - 55.0m CD. In M-9 two patches of sand each 1.50m thick

are encountered at an elevation of -18.50m CD and -24.5m CD.


Sr. No.

Soil Description

Designated As


Max. Min. Average


2. Very Hard CLAY Unit 2 12.00 10.50 11.50



5 Very Dense SAND Unit 5 20.50 11.00 14.67


BH. NO

R.L of

S.B.L. w.r.t C.D


Unit 1 Unit 2 Unit 3 Unit 4 Unit 5

M-8 7.50 10.50 2.00 5.50 20.50 7.50

M-9 13.50 12.00 3.00 13.50 11.00 13.50

M-10 10.50 12.00 1.50 13.50 12.50 10.50

C-1 to C-3



layer of Dense SAND upto the elevation varying between -18.00m CD to -19.0m CD in

boreholes C2a and C-3 and a 1.50m thick layer of SILT in C-1, this layer is not present in

boreholes C-1 and C-2. This is underlain by very Hard CLAY layer upto an elevation varying

between -44.0m CD to -46.0m CD interspersed by 1.5m thick lenses of very dense silty SAND in

C-1 and C-2a. This is followed by a layer of Very Dense Silt SAND/SAND upto the maximum

explored depth of -55.0m CD in all boreholes except C-1 with the presence of very Hard CLAY

lenses in boreholes C-2 and C-3. In borehole C-1 very Hard CLAY is encountered from an

elevation of -51.0m CD upto the maximum explored depth of -55.0m CD


20


Sr. No.

Soil Description

Designated As


Max. Min. Average







BH. No

R.L of

S.B.L. w.r.t C.D



C-1 -6.00 6.00 0.00 28.50 9.00 4.00 Sandy SILT -12.0m CD to 13.5m CD

C-2 -6.50 10.50 0.00 27.00 9.50 1.50

C-2a -6.00 10.50 1.50 23.00 14.00 0.00

C-3 -8.50 6.00 4.50 27.00 6.00 3.00

C-3 to M-5


CLAY upto an elevation varying between -14.50m CD to -18.5m CD except in borehole C-5 .In

borehole C-5 the top layers comprises of loose SAND upto an elevation of -14.5mCD. This layer

is underlain by a layer of Medium Dense Sandy SILT upto the elevation varying between -13.5m

CD to -20.0m CD, this layer is not present in borehole C-3 and C-3a. This is underlain by very

Hard CLAY layer upto an elevation varying between -46.0m CD to -51.5m CD. This clay layer is

interspersed two layers of Very Dense SAND.

First layer between -14.5m CD to -21.0m CD in boreholes C-3, C-3a and C-4 and second

between -34.5m CD and -39.5m CD in boreholes C-3a thru C-5. This is followed by a Very Dense

Silty SAND/SAND upto the maximum explored depth of -55.0m CD with a hard CLAY layer of

3.0m in C-3.


Sr. No.

Soil Description

Designated As


Max. Min. Average


2. Medium Dense Sandy SILT Unit 2 3.00 0.00 1.20



5 Very Dense Silty SAND Unit-5 9.50 3.50 6.50


21


BH. NO

R.L of

S.B.L. w.r.t C.D



C-3 -8.50 4.50 0.00 4.50 31.50 6.00

C-3A -11.00 3.00 0.00 4.50 27.00 9.50

C-4 -10.50 3.00 3.00 3.00 27.00 8.50

C-4A -11.00 4.50 1.50 4.50 28.50 5.00

C-5 -11.00 4.00 1.50 3.00 28.50 3.50 The top layer is loose SAND from -

11.0m CD to -14.5CD

C-5 to C-7


CLAY upto an elevation varying between –16.0m CD to -18.0m CD in boreholes C-6 thru C-7

and Loose SAND upto an elevation of -14.50m CD in boreholes C-5 and C-5a. This layer is

underlain by a layer of Medium Dense SILT upto an elevation of -19.3m CD to -20.0m CD, this

layer is not encountered in boreholes C-5a and C-6. This is underlain by very Hard CLAY layer

upto an elevation varying between -47.8m CD to -51.5m CD interspersed by layers of very dense

silty SAND in boreholes C-5, C-5a and C-7 at different elevations. This hard CLAY is followed by

a Very Dense Silty SAND/SAND upto an elevation varying between -47.8m CD to -55.0m CD.

This is underlain by Very Hard CLAY Layer upto the maximum explored depth of -55.0m CD, this

layer is not encountered in C-5 and C-5a.


Sr. No.



Max. Min. Average

1. Very Soft Clay Unit -1 7.50 3.00 5.24

2. Loose SAND Unit-1A 3.50 1.50 2.50

3 Medium Dense Sandy SILT Unit -2 2.30 0.00 1.06

4 Very Hard CLAY Unit -3 33.00 21.00 26.40

5 Very Dense Silty SAND Unit -4 12.00 1.50 7.30



BH. NO

R.L of

S.B.L. w.r.t C.D


Unit 1 Unit 1A Unit 2 Unit 3 Unit 4 Unit 5

C-5 -11.00 4.00 3.50 1.50 28.50 6.50 -

C-5A -11.50 3.00 1.50 0.00 27.00 12.00 -

C-6 -11.00 5.00 - 0.00 33.00 1.50 4.50


22

C-6A -10.50 7.50 - 1.50 22.50 9.00 4.00

C-7 -10.3 6.70 - 2.30 21.00 7.50 7.20

C-8 and C-9


CLAY upto an elevation varying between -12.5m CD to -14.2m CD in borehole C-8 the top layer

comprises of loose SAND. In borehole C-8 this layer is underlain by a layer of Dense SAND upto

the elevation of -18.2m CD followed by a 1.50m thick layer of medium dense SILT. This is


interspersed by 1.5m thick lenses of very dense silty SAND in borehole C-8. This is followed by a

layer of Very Dense Silt SAND/SAND upto an elevation varying between -50.2m CD to -51.50m

CD. Below this hard CLAY is encountered in borehole C-9 upto the maximum explored depth of

-55.0m. Borehole C-8 was terminated at an elevation of -50.2m CD


Sr. No.



Max. Min. Average

1. Very Soft Clay Unit -1 4.50 4.50 4.50

2. Loose SAND Unit -1A 1.50 0.00 0.75

3 Medium Dense SILT Unit -2 1.50 0.00 0.75


5 Very Dense Silty SAND Unit -4 12.00 10.50 11.25

6 Very Hard CLAY/Sandy CLAY Unit -5 3.50 0.00 1.75

Table 16: Details of BH Drilled and Thickness of Strata Encountered

BH. NO

R.L of

S.B.L. w.r.t C.D


Unit 1 Unit 1A Unit 2 Unit 3 Unit 4 Unit 5

C-8 -8.20 4.50 1.50 1.50 22.50 12.00 0.00

C-9 -8.00 4.50 0.00 0.00 28.50 10.50 3.50

2 Soil Resistivity Test

For determining the soil resistivity, geophysical surface method of exploration by electrical

resistivity tests were conducted as per IS: 3043-1987.The method is based on injection of

artificially generated high frequency current. The flow of current or the resistivity differs for

various strata depending on their density. Soil strata are distinguished to their resistivity. On

this principle, resistivity of soil was determined.


23

For subsurface investigation by Electrical Resistivity Method, the instrument used for this

method was D.C. resistivity meter. The instrument is specially designed to measure the

resistivity of layers by the four electrodes method as well as for the self-potential survey. The

instrument consists of mainly two independent sections namely

The current measuring section;

The potential measuring section;

The current & voltage (potential) are supplied to the ground by the respective electrodes.

Wenner’s Four Electrode Method: Accordingly four electrodes are placed along a common line.

Two outside electrodes are used to apply current to the ground, while the inside two are used

to measure voltage (potential difference). Now electric current (I) is applied to outer electrodes

and the apparent potential difference (V) between the two inner electrodes is measured. Then

the four outer electrodes are shifted to greater space at equal distance to each other on the

common line. In the test, current difference, potential difference and the distance between the

electrodes are recorded. From the recorded values, resistivity in Ohm – m for corresponding

distance is calculated based on the following formula. The observed values are annexed in the

test report.

Apparent resistivity (ρ) = F x (R) Ohm. m ( Where, Factor ( F ) = 2πS

S = Distance between electrodes

R = Resistance in Ohm

I = Current in ampere)

ERT-1

Distance

in m

Measured Resistance in Ohm

Factor

(F)

Calculated Apparent

Resistivity in Ohm.m

Average Apparent

Resistivity in Ohm.m N – S E – W N - S E- W

I R I R

1 52 1.25 62 1.68 6.3 7.88 10.58 9.23

2 45 0.68 53 0.75 12.6 8.57 9.45 9.01

5 40 0.224 39 0.202 31.4 7.03 6.34 6.69

10 38 0.103 36 0.102 62.8 6.47 6.41 6.44

ERT-2

Distance

in m

Measured Resistance in Ohm

Factor

(F)

Calculated Apparent

Resistivity in Ohm.m

Average Apparent

Resistivity in Ohm.m N – S E – W N - S E- W

I R I R


24

1 68 1.32 70 1.45 6.3 8.32 9.14 8.73

2 53 0.59 50 0.62 12.6 7.43 7.81 7.62

5 48 0.201 42 0.198 31.4 6.31 6.22 6.26

10 40 0.098 35 0.084 62.8 6.15 5.28 5.71

CBH-1 BH-05 BH-06BH-08

BH-02

BH-01

BH-12

BH-20

N-5

N-6

N-7

N-8

N-9

N-11

N-10

N-17

N-18

N-16

N-14

N-13

LEGENDS:-

IDAX BORE HOLES

L&T BORE HOLES

BEAUMONDE BORE HOLES

Turning

Circle

650m Ø

Proposed

Turning

Circle

550m Ø

Turning

Circle

700m Ø

L-2

L-3

L-4

L-5

L-6

L-8

L-7

L-1

BEAUMONDE BORE HOLES

(FINAL REPORT AWAITED)

C-9

C-8

C-7

C-5

C-4

C-3

C-2

C-1

M-2

M-3

M-5

C-5a

C-6a

IGPL BORE HOLES

49

40

00

2302000

2303000

49

50

00

49

60

00

49

70

00

49

80

00

49

90

00

49

30

00

2301000

2304000

2305000

2306000

2307000

2308000

2309000

12

34

56

78

910

11

12

ABC

DEFGH

12

34

56

78

910

11

12

A

BC

DEFGH


Designed

Checked

Verified

Approved

Date

Drawing TitleClient

Rev

By

Client Drawing No.

Date N

S

W E


BOREHOLE LOCATION PLAN



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