FOR IMPROVING THE CAPACITY UTILIZATION OF OR-I & OR-II AT VISAKHAPATNAM PORT TRUST (VPT), ANDHRA PRADESH, INDIA.

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2 TECHNO-ECONOMIC FEASIBILITY REPORT (TEFR): FOR IMPROVING THE CAPACITY UTILIZATION OF OR-I & OR-II AT VISAKHAPATNAM PORT TRUST (VPT), ANDHRA PRADESH, INDIA. Final Draft Report AUG -2016, Rev No: 02 Client: VISAKHAPATNAM PORT TRUST Consultant: Prof. R. SUNDARAVADIVELU. F.N.A.E, IIT Chennai

3 TEFR: OR-I & OR-II Berths TABLE OF CONTENTS 1.0. EXECUTIVE SUMMARY SCOPE AND PURPOSE OF THE STUDY Scope Purpose of the study INTRODUCTION General Need for the project Project background Demand and Supply Gap Project Description About Developer SITE ANALYSIS Project location Accessibility Description of environment Tidal data Wind data Climate Cyclones Waves Temperature, humidity, rainfall and visibility Temperature Humidity Rainfall Current data Sea water salinity Visibility Seismic condition Soil Data Littoral drift Existing infrastructure at OR-I & OR-II Existing Pipe lines Physical observations GENERAL DESIGN CRITERIA Structural Design Materials and Cover Concrete Reinforcement Clear Covers to Be Provided Design Life Vessel Specifications Design Codes and Standards Design Methodology Deflection Pile, Diaphragm Wall and Anchor Wall GENERAL ARRANGEMENTS OF PROPOSED OR-I & OR-II BERTHS ntroduction

4 TEFR: OR-I & OR-II Berths 2) Longitudinal beam centres shall be at 2.3 m, 8.4 m &14.5 m from the face of the berth Concept selection Berthing structure Additional Berth PLANNED SCHEDULE AND COST ESTIMATES Development plans Location of OR-I Location of OR-II Length of OR-I Length of OR -II Existing pipeline details Fender and Mooring facilities Marine Loading Arm (MLA) Design Data Details of Import pipelines Bunker & Dirty Ballast Line Drainage and Sampling Arrangement Design vessel size Design Data Navigation channel Port facilities Fire fighting facility Automatic fire detection and alarm system Services (water & power) Navigation aids MOORING STUDY ENVIRONMENTAL CONCERNS IN SPECIFIC TO THE PROJECT The Major environmental concerns Major concerns during Berth operation phase Mitigation Plan General outline of the plan Air Pollution Noise Fire Fighting Ship loading and Unloading Sources of raw materials and consumption: Pre-Construction Activities Applicable Acts and Regulations: Summary of Significant Environmental Impacts from the Port's Pollution Caused due to the dismantling of existing structures The guidelines for operating the POL vessels COSTING Scope Unit cost rates Contingencies CONTRACT PACKAGES Introduction Contract-I Contract Contract Construction Method and Estimation of duration Construction of berthing structure Mechanical/Electrical/Fire fighting work

5 TEFR: OR-I & OR-II Berths FINANCIAL BENEFITS FROM THE PROJECT CONCLUSION AND SUMMARY ANNEXURE PROJECT FEASIBILITY FLOW CHART APPENDIX -I TRAFFIC STUDY Traffic analysis Future Projection APPENDIX -II BLOCK COST ESTIMATE APPENDIX -III DRAWINGS

6 TEFR: OR-I & OR-II Berths LIST OF FIGURES Figure 2.1: Aerial view of Visakhapatnam port Trust Figure 3.1 : Existing monolithic structure Figure 3.2: Existing dredge level Figure 4.1 : Location of Vishakapatnam port Trust Figure 4.2: Aerial View of existing Fertilizer, OR-I&OR-II berths Figure 4.3: Port layout of Visakhapatnam port Trust Figure 4.4: Aerial View of existing OR-I&OR-II berth Figure 4.5: Existing OR-OR-II berth & I Figure 4.6: Pipe line trench & fire pipe line in OR-I&OR-II Figure 4.7: Pipe line trench & fire pipe line in OR-I&OR-II Figure 4.8: Existing pipe line in OR-I&OR-II Figure 4.9: PCC Bulk Structures located in between OR-II and Fertilizer Berth Figure 4.10: Mooring Dolphin located in between OR-II and Fertilizer Berth Figure 4.11: Unloading arm and pile line for OR-I& OR -II Figure 4.12: Line sketch layout Figure 6.1: Over all view of proposed structure Figure 6.2: Aerial view of proposed OR-I berth Figure 6.3: Aerial view of proposed OR-II berth Figure 6.4: Cross section with fender location-alternative-i Figure 6.5: Cross section without fender location Alternative-I Figure 6.6: Cross section with fender location-alternative-ii Figure 6.7: Cross section without fender location Alternative-II Figure 6.8: Cross section with fender location-alternative-iii Figure 6.9: Cross section without fender location Alternative-III Figure 6.10: Aerial view of additional berth 180 m Figure 6.1: Navigational channel

7 TEFR: OR-I & OR-II Berths LIST OF TABLES Table 5.1: Vessel specification Table 7.1: Fender and Bollard details Table 9.1: Revenue from the project Table A-1.1: Future traffic volume of POL products Table A-1.2: Vizag Port Traffic Projections Table A-.1.3: Traffic volume handles by VPT at the year from 2009 to 2035 (Product Wise) Table A-1.4: Traffic volume handles by VPT at the year from 2009 to Table A-1.5: Product wise future projection of POL products

8 1.0. EXECUTIVE SUMMARY Visakhapatnam Port Trust (VPT) is keen to explore the possibility of augmenting the POL handling capacity at the western arm, Inner harbour facilities. Department of Ocean Engineering, (IITM) has been asked to conduct the technical feasibility and assess the economic viability for improving the capacity utilization of OR-I & OR-II (shown in fig 3.3). This final report contains the findings of the study. This report contains the description of assessments carried out and highlights the key aspects of the technical feasibility and economic viability of the proposed development. Improving the capacity utilization of existing port structures is a well-accepted practice in modernize seaports. Existing liquid cargo handling berths in lagoon type artificial harbour mainly deals with constrain related to inadequacy of berthing structures, channel width and channel depth to handle larger size vessels. Existing OR-I & OR-II forms the Oil Wharf in the western arm having a total length 366m and dredge depth of (-) 10.7m is capable of receiving up to 40,000 DWT vessels, which is currently handling annual throughput of 3.28 million tonnes. The design vessel dimensions of existing OR-I & OR-II is of length 195 m, 32.2m beam and m draft OR-I & OR-II has a width of 32m consisting of a 9m width monolith berthing structure. The 12m wide oil pipeline trench is located 32m from the berthing face of the oil wharf. There are about 7 pipe lines including fire fighting line for about 7m outside the pipeline trench (shown in fig 7.3). Now, VPT wishes to handle panamax size vessels in the western arm. Therefore, new structure needs to be constructed to berth proposed larger size vessels. The design vessel given by VPT for this study is 85,000 DWT with a draft of 14.5m. The consultants have considered the mandate of this proposed development and after assessing the aspects of the existing infrastructure, it is found that the strengthening of the existing OR-I & OR-II is not technically feasible to handle the design vessel. 7

9 The availability of channel width is inadequate to handle higher capacity vessels and therefore the berthing line of the proposed new structure has been offset by 12m towards the pipeline. The existing OR-I & OR-II are to be completely dismantled and new structure of width 15m will be constructed. The current share of western arm POL handling facility (OR-1& OR-II) is about 26% of the total POL volumes of 14.6 MTPA handled at VPT. The improvement in the capacity utilization of OR-I & OR-II will result a new 606 m facility with 9.81 MTPA throughput able to handle one panamax size and one handymax size vessel at a time retaining the cargo share of western arm. The existing pipeline trench and pipelines outside the trench need to be realigned to accommodate the proposed development. Key findings of the study are concluded as follows: There is potential to develop the existing oil wharf consisting of OR-1 & OR-II to handle more POL cargo by creating new deep draft facility by reconstructing in stages at an estimated cost of Crs. Revenue generated from handling the projected increased POL cargo volumes of 6.5MTPA in 2020, 7.59 MTPA in 2025, and MTPA in 2035 respectively from VPT specific secondary traffic study data at the oil wharf is found to be sufficient to finance the proposed new construction. As uninterrupted handling of existing volumes become essential in brown field projects, the existing cargo volumes will be handled throughout all the proposed project phases/stages suggested in the new construction plan. IITM is of the opinion to consider restructuring the existing price structure in view of better facilities, deeper draught and also in view of the existing price matrix being very low. If we revise the existing price matrix, the IRR will increases to around 18%. The existing mooring dolphin and PCC structure should be dismantled before the construction of additional berth. 8

10 The construction of additional berth between the OR-II and fertilizer berth shall be executed in stage 1 of development plan as desired by VPT management. After completion of the new additional berth, the dismantling and reconstruction of OR-I commences with additional berth length of 60 m which is followed by OR-II. OR-II will be decommissioned and dismantled after completion of additional berth and new OR-I. Protection wall with length of 30m shall be constructed at end of OR-I berth on east side. The proposed development is planned to operate one handymax and one Panamax vessel as per the suggestion of Joint Director. So the length of additional berth is required as 180m. Overall length of proposed berth is 606m. [OR-I + Extension of OR-I + OR-II + Additional berth (ie =606m)] The new development will have a dredge depth of m to handle higher capacity vessels of upto 85,000 DWT with maximum draft of -14.5m. The limitation at the oil wharf to further handle higher volume points to lack of availability of backup space to propose larger development of alternative plans regarding POL pipeline capacities. The proposed new development of oil wharf in the western arm has been planned to augment the overall POL handling capacity, in line with the projected POL volumes upto year 2035 as per traffic study report of VPT. 9

11 TEFR: OR-I & OR-II Berths 2.0 SCOPE AND PURPOSE OF THE STUDY 2.1 Scope To assess the technical feasibility and economical viability of improving the capacity utilization of OR-I & OR-II berths situated in the western arm of VPT inner harbour to accommodate upto 85,000 DWT vessels. 2.2 Purpose of the study The purpose of this study is to discover ways of improving the capacity utilization of OR-I and OR-II berths for the future requirement, such as Construction of Proposed Additional Oil berth of length 180m in between Fertilizer berth and OR-II. Dismantling of existing berthing structure and reconstruction of new OR-I and OR-II with facilities. Construction of Protection wall with length of 30m shall be constructed at end of OR-I berth on sea side Widening of western arm channel by 12m along the alignment of the proposed new development. Increase the dredge depth from (-) m to (-) m. Figure 2.1: Aerial view of Visakhapatnam port Trust 10

12 TEFR: OR-I & OR-II Berths 3.0. INTRODUCTION 3.1. General The Port of Visakhapatnam situated on the East Coast of India is one of the pre-eminent Major Ports of the country. The Port has two harbour basins viz., the Inner Harbour and the Outer Harbour. Presently, the inner harbour can accommodate Panamax vessels having LOA of 230 m, 32.5 m beam and 14.5 m draft on rising tide of 0.8 m. The outer harbour on the other hand, can accommodate vessels up to 200,000 DWT size with draft up to meters on rising tide of 0.5 m. At present the Port has completed a number of developmental schemes which include, deepening of outer harbour channel and turning circle to cater to 200,000 DWT vessels and deepening of inner harbour and turning circle to cater to Panamax vessels up to 14.5 m draft. The Visakhapatnam Port Trust has planned to improve the capacity utilization of OR-I & OR-II berths of Western arm to handle the projected increase in volume of POL products as per traffic studies commissioned by VPT. With a regard to meet its capital cost of the project from its internal resources VPT itself identified as a Project proponent. Figure 3.1 : Existing monolithic structure 11

13 TEFR: OR-I & OR-II Berths 3.2. Need for the project Development of India s ports and trade related infrastructure will continue to be critical to sustain the success of accelerated growth in the Indian economy. Despite record growth rates, the merchandise trade intensity of India s GDP is still below 30 per cent. About 90% by volume and 70% by Value of the country s international trade is carried on through maritime transport. Hence, there is a need to expand the Country s ports in a timely and efficient manner Project background The Port of Visakhapatnam, situated on the East Coast of India, is one of the five pre independence Ports of the country and was opened to commercial shipping on 7th October, The port serves a vast hinterland comprising primary and secondary service area, which includes - Chattisgarh, Jharkhand, Bihar, Uttar Pradesh, Madhya Pradesh and parts of Orissa, West Bengal and Punjab. In order to realize the growth potential available in the Country and in terms of directives of Ministry of Shipping, Govt. of India, as per Maritime agenda VPT has focused on improvement in infrastructure through Modernization of its existing facilities and creation of new facilities. The Port of Visakhapatnam handled million tonnes of cargo throughput during the year and is consistently making relentless efforts in enhancing its capacity and productivity in consonance with changing requirements of the trade. Visakhapatnam port trust has facilities for handling Iron ore, iron pellets, Alumina, POL, and Containers, chemical and other liquid cargoes. Two berths OR-I & OR-II located in the Western arm of Inner harbour are dedicated for handling POL products (Import and export) with the coastal cargo share which is higher than overseas cargo share. These berths are more or less fully occupied were constructed in 1957 having outlived their economic life. POL products of volume 14.6MTPA are handled by VPT during the current year. 12

14 TEFR: OR-I & OR-II Berths On the basis of the request from VPT management to, IIT in second quarter of FY 2016, IITM has agreed to carry out a study to assess the techno-economic feasibility of improving the capacity utilization of OR-I & OR-II berth at western arm, Inner harbor of Visakhapatnam port. Market Trend and Analysis The market trend analysis (Traffic analysis) is attached as Appendix -I 3.4. Demand and Supply Gap The existing berths OR-I & OR-II located in the Western arm of Inner harbour are dedicated for handling of POL products (imports and exports) were constructed in 1957 having outlived their economic life. These berths are of monolith construction with a design dredging level of (-) 8.70 m and deepened to (-) 10.70m in course of time to cater vessels of Length 195m and beam 32.2m and drafts of 10.06m. Therefore a proposal is made for improvement of the capacity utilization of OR-I & OR-II duly considering the existing limitations as well as future requirement. Among other things, they have mentioned that the vessels arriving at Vizag Port are typically with a draft ranging from 11 m to 14m with capacity from 30,000 to 60,000DWT. If the Length is increased to 230m by way of expansion of OR-I & OR-II berth by increasing the draught up to 14.5m will ensure berthing higher capacity vessels. To handle 14.5m draft vessels, the berths have to be reconstructed along with widening the channel by atleast 12m. In order to ensure unhindered handling POL products at VPT reconstruction work, VPT proposed development to be in a planned manner as detailed below during discussion with IITM: After completion of extension of Berth in between OR-II and Fertilizer berth, to take up the dismantling and reconstruction of OR-I & OR-II jetties one after the other in order to ensure unhindered operations. The proposed length of the OR-I & OR-II berth is ( ) 426m in length and15m in wide. 13

15 TEFR: OR-I & OR-II Berths 3.5. Project Description The OR-I and OR-II berths were built during 1957 to facilitate import of crude oil for Visakha refinery of HPCL (formerly Caltex Oi these berths were therefore planned for unloading crude oil for t cope up with the increased capacity of the OSTT (Off-Shore Tanker Terminal) was built in the Outer Harbour and the crude imports were shifted from the OR-I and OR-II berths to OSTT. Since then, OR-I and OR-II berths are being utilised for handling of POL products and other liquid cargoes, including chemicals. These berths were also utilized for import of LPG, after taking proper safeguards. LPG handling was restricted only on the weekends, till commissioning of the new LPG Berth in the Outer Harbour The existing OR-I & OR-II berths are of monolith construction with a design dredge level of (-) 8.70 m and subsequently deepened to (-) m in the course of time to cater vessels of length 195 m, beam 32.2 m and draft of (-) m. Figure 3.2: Existing dredge level 14

16 TEFR: OR-I & OR-II Berths The existing infrastructure on and behind these OR berths include two sets of manifolds for connecting hoses used for unloading/loading products from/to ships and pipe connections for various grades of non-compatible products belonging to three oil fighting companies facilities. A 12m wide pipeline trench exists on the landward side of the berth at a distance of about 32m from berth face-line, which accommodates all the pipelines, connected to these berths with the storages at their far ends. The water and fire water storage tanks, operational buildings and amenities are located beyond the pipeline trench. Beyond this, there exists a service road. Limited land width is available beyond the service road upto the boundary wall of land alienated to the Navy. The dredged depths of the waterways of the inner harbour entrance channel, turning circle, and Northern Arm now cater to navigation of Panamax vessels having LOA up to 230m, draft up to 14.5m and beam up to 32.5m. Such vessels are, however, permitted for berthing alongside the berths having dredged depth of m CD viz., EQ 1, EQ 7, EQ 8 and EQ 9, in the Northern Arm. At other berths of the inner harbour including the OR 1 & OR 2, vessel having LOA up to 230 m and Beam up to 32.5m and draft of m to m are being handled to suit the dredged depths. Presently, vessels calling at the OR-I and OR-II berths in the inner harbour are of 35,000 DWT size (approximately) and until structural improvements are undertaken, the size of vessels to be handled at these berths will remain at this level in view of limitations of the existing structures.berths will remain at this level in view of limitations of the existing structures. Visakhapatnam Port have already completed the deepening of navigable waterways in the inner harbour to cater to the requirements of larger size Panamax Vessels of 14.5 m draft.. Further proposals have already been initiated by VPT for undertaking strengthening works, for some of the other existing berths considered necessary to enable deepening of the waterway alongside to cater to larger vessels with deeper draft. The existing infrastructure on and behind these OR berths include two sets of manifolds for connecting hoses used for unloading/loading products from/to ships and pipe connections for various grades of non-compatible products belonging to th facilities. A 12m wide pipeline trench exists on the landward side of the berth at a distance of about 32m from berth face-line, which accommodates all the pipelines, connected to these berths with the storages water storage their tanks, operational far ends. 15

17 TEFR: OR-I & OR-II Berths buildings and amenities are located beyond the pipeline trench. Beyond this, there exists a service road. Limited land width is available beyond the service road up to the boundary wall of land alienated to the Navy. VPT proposes to handle 85,000 DWT vessel with overall length of 230 m, 32.5m beam width and draft of (-) 14.5 m. This mandate of VPT requires reconstruction of OR-I & OR-II along with widening the existing western arm channel by 12 m. In order to ensure unhindered handling of POL products throughout the redevelopment, reconstruction work is to be in a planned manner as detailed below during discussion with IITM. 1) The construction of additional berth between the OR-II and fertilizer berth shall be executed in stage I of development plan as desired by VPT management. 2) After completion of the new additional berth, the dismantling and reconstruction of OR-I commences with additional berth length of 60m. 3) OR-II will be decommissioned and dismantled and new berth will be constructed. The details of the project in brief as proposed are as below: Estimated Project Cost Rs Crores Mode of Execution Through a reputed contractor selected through open tender system. Implementation Schedule 42 Months from award of concession. Size of the vessel Up to 85,000 DWT. Length & width of the berth 606m length [OR-I + Extension of OR-I + OR-II + Additional berth (ie =606m)] and 15m wide. Type of structure Diaphragm wall and pile with RCC deck. Cargo to be handled POL products and others Existing capacity 3.28 MTPA Capacity Augmentation 6.53 MTPA Total capacity 9.81 MTPA Size of stock piles Utilising the existing Tank storage facilities Financial Viability of the project (IRR) 18% 16

18 TEFR: OR-I & OR-II Berths 3.6. About Developer Visakhapatnam Port Trust (VPT) is one of twelve major ports in India and the only major port in Andhra Pradesh. It is India's second largest port by volume of cargo handled. It has three harbours - the outer harbour, inner harbour and the fishing harbour. The outer harbour has 6 berths capable of handling vessels with a draft up to 17 meters while the smaller inner harbour has 18 berths that are Panamax compatible. The Inner harbour was built by the Bengal Nagpur Railway between 1927 and 1933 to facilitate the export of manganese ore from the Central Provinces. Over time, the port has grown from having 3 berths handling 1.3 lakhs tonnes per annum to one with 24 berths handling 65 MTPA. The port was notified as a major port in 1964 under the Major Port Trusts Act, Under the Act, the Visakhapatnam Port Trust is in charge of running the port. 17

19 TEFR: OR-I & OR-II Berths 4.0. SITE ANALYSIS 4.1. Project location VPT is located on the east coast of India at a latitude of ' 00'' North and longitude of 83 23'00" East midway between the cities of Chennai and Kolkata. The time zone is GMT + 5:30. Figure 4.1 : Location of Vishakapatnam port Trust Fertilizer Berth OR- 2 OR- 1 Figure 4.2: Aerial View of existing Fertilizer, OR-I&OR-II berths. 18

20 TEFR: OR-I & OR-II Berths 4.2. Accessibility The Vishakhapatnam port consists of two breakwater, southern breakwater of 1540m and eastern breakwater of 1070m. The port is divided into two segments outer harbour and inner harbour. The depth of approach channel for outer harbour is (-) 20.00m and the turning circle are (-) 19.00m. The inner channel has a depth of (-) 16.10m which leads to three phases ; 1) Northern arm, 2) NW arm and 3) western arm. The northern arm consists of berth from EQ 1 to 10 and WQ-1 to 8. The NW arm is utilized by Indian navy and the western arm is the area of interest where the existing OR-I OR-II and proposed additional berth is to be constructed. The turning circle of inner channel is common for all three arms, it has a dredge depth of (-) 16.10m. The dredge depth of existing approach channel is (-) m and it is proposed to dredge up to (-) 16.10m to cater larger size of Panamax vessels. Figure 4.3: Port layout of Visakhapatnam port Trust 19

21 TEFR: OR-I & OR-II Berths 4.3. Description of environment Tidal data The tide levels from Chart Datum at Visakhapatnam Port are given below Highest High Water Level - (+) 2.38 m Mean High Water Level Springs - (+) 2.06m Mean High Water Level Neaps - (+) 1.50m Mean Sea Level - (+) 0.80 m Mean Low Water Springs - (-) 0.16m Mean Low Water Neaps - (+) 0.50m Chart datum - (-) 0.00 Lowest Low Water Level - (-) 0.55 m 4.4. Wind data The northeast monsoon period is from end November to end February with predominantly north - easterly winds. The pre-monsoon period is from March to May usually, the period of the year when the winds shift towards south - westerly direction. The south-west monsoon is from middle of May up to middle of October with predominantly southwesterly winds and cloudy weather and the rainy season. The post monsoon is from middle of October to end November with variable weather Climate Climate of Visakhapatnam region is governed by the annually occurring monsoons these monsoons divide the year in to four seasons as under: a) The southwest monsoon is from May to September, with predominate southwesterly winds. This period is the rainy season and weather is generally cloudy with frequent rains. b) October to November is the post monsoon period with variable weather. 20

22 TEFR: OR-I & OR-II Berths c) The northeast monsoon is from November to February, with predominant northeasterly winds. d) March to May is the hottest period of the year Cyclones On an average 4 to 5 cyclones occur in a year. Cyclonic storms and depressions occur with great frequency during august October and November wind speeds, as high as 150 KMPH, are likely to occur during severe cyclones Waves Wave s heights up to 5.20m are recorded outside the breakwaters of the outer harbor during storms. The significant wave height for the design of south breakwater of the outer harbor is 7.50m. Due to the protection afforded by the breakwaters, wave disturbance in the outer harbor basin is expected to be less than 1.50m for 94% of time in a year, when the wave height outside the outer harbor is less than 3.00m Temperature, humidity, rainfall and visibility Temperature The mean daily maximum and minimum temperatures are about 31 o c and 23.5 o c respectively Humidity The humidity is comparatively high and fairly uniform during the year. The mean daily relative humidity over a year is about 76% at 0800 hours and 72% at 1700 hrs Rainfall The wet season at Visakhapatnam persists mainly during the south-west monsoon and slightly before and after his period. September and October are the wettest months of the year with the average rain fall of about 170mm And 260mm respectively. The average annual rainfall is around 975mm. The average number of rainy days per annum is

23 TEFR: OR-I & OR-II Berths Current data From February to June, off shore current flow towards north east. From august to December, currents flow towards south-west. The velocity ranges from 0.5 to 1.0 knot. At Visakhapatnam coast, currents are neither related to wind or to tides in any appreciable way. The determining factor for the direction of current is the direction of predominant wave Sea water salinity The sea water salinity at Visakhapatnam coat varies from a mean of about 25 o c January to 29 o c in October. The salinity varies from a mean of 24.4 % in November to a mean of 34.2% in April Visibility The visibility is good throughout the year, as fog is infrequent at sea in all seasons. The highest monthly average duration recorded fog is 0.1 day in some months from December to May Seismic condition Seismic Conditions for the project are defined in table below will be used: Seismic conditions Descriptions Project Site - Vishakhapatnam Zone 2 Zone Factor 0.10 Values (as per IS 1893(Part 1): 2002 Table 2 Response reduction factor (R) for concrete 3.0 (as per Table 7 of IS 1893 (part 1): 2002) 22

24 TEFR: OR-I & OR-II Berths Soil Data Data of boreholes taken in the past in the area towards east and west of the existing OR-I and OR-II Berths and towards West of the existing fertilizer berth was available by the VPT. The soil data furnished i.e four boreholes on the east side OR-I Berth and four boreholes on the west of OR-II berths considered relevant to this proposal. The soil data details are presented from 2010 IPA report. The soil data in respect of boreholes towards east of OR-I berth indicate that the top soil up to about +1.55m CD to -2.9m CD is of filled up soil, followed by soft clay layer up to about -5.45m CD to -9.4 CD, medium stiff clay layer existed thereafter up to about m CD to 13.95m CD, followed by red gravelly soil with pebbles up to about -14.5m CD to m CD, Soft Disintegrated rock and weathered rock up to about m CD to -23.4m CD and Hard Rock there after depending on bore hole location. The soil data in respect of bore holes taken towards west of OR-II berth reveal that the top soil up to about +4.5m CD to-3.7m CD is of filled up soil, followed by soft clay layer up to m CD to 8.55m CD, medium dense coarse sand with pebbles / gravel was met with thereafter up to m CD to 15.78m CD and soft disintegrated rock and weathered rock are met with up to about m CD to m CD, and Hard rock thereafter depending on borehole location. Presence of coarse sand and gravelly soil layer next to the soft clay layer and large variation in the hard rock level are noted from the data of boreholes taken towards west of existing OR-II berth. No borehole data is made available at the existing OR-I and OR-II berths. However, types of soils met with during construction of OR-I and OR-II berths is referenced in an earlier feasibility study carried out by the IITM during the year 2000 in the context of a proposal for development of a bulk cargo berth towards west of OR-I & OR-II berths It was reported among others that reddish clay up to -17 or 5-0m, sand/moorum with pebbles up to -35 or about -12.0m, beyond which the description given is sand with granite, which obviously is close to weathered rock, the bottom of dredge pocket is 13.8m, touching weathering rock which tallies with the presence of weathered in the current boring at -14m, site specific soil investigation is to be undertaken for the detailed designs of this project. 23

25 TEFR: OR-I & OR-II Berths Littoral drift Littoral drift of the order 0.56 million m 3 from south to north during the south west monsoon and of the order of 0.10 million m 3 from north to south during the north east monsoon, resulting in a net northerly drift of the order of 0.50 million m 3 is known to exit annually at Visakhapatnam a sand trap is incorporated in the layout of the outer harbor on the lee side of the south breakwater to facilitate collection of the sand drift. During annual maintains dredging the sand from the sand trap is dredged and about 0.40 million m 3 of sand is annually placed on the shore north of the outer harbor to contain the littoral drift the location of the OR I and OR II berths in the inner harbor is not affected by the littoral drift Existing infrastructure at OR-I & OR-II The dimension of OR-I and OR-II berth is 366 m length, 32m width. The existing structure is monolithic by means of caisson type arrangement. The deck structure consists of monolithic arrangements for 9m wide and for remaining 23m wide is filled by land. The berth is constructed by walls on both sides by well sinking method. The dredge level is maintained in the sea side along the berth is (-) 10.7 m tyre fenders used in this existing structures. Each berth consists of 1 no. of loading and unloading arms. The location of existing structure is shown in (fig 4.4). Fertilizer Berth OR- 2 OR- 1 Figure 4.4: Aerial View of existing OR-I&OR-II berth 24

26 TEFR: OR-I & OR-II Berths Figure 4.5: Existing OR-OR-II berth & I Existing Pipe lines The service trench of 12 m wide for pipelines is located at 32m distance from the face of berthing structure. The water pipe line for fire fighting is running throughout 366m length. Some pipe lines are located at existing berth for-i1m wide from the face of service trench wall. These pipe lines should be dismantled/relocated during the construction of proposed OR-I & OR-II berth. Figure 4.6: Pipe line trench & fire pipe line in OR-I&OR-II 25

27 TEFR: OR-I & OR-II Berths Figure 4.7: Pipe line trench & fire pipe line in OR-I&OR-II Figure 4.8: Existing pipe line in OR-I&OR-II 26

28 TEFR: OR-I & OR-II Berths Physical observations The site visit was conducted by the project engineers of IIT on and It was observed that OR-I and OR-II are critical oil wharfs, the life period of structure got over. The berth was built in the year 1957 and it is also observed that rehabilitation of the structure will still be inadequate when required to handle Panamax size vessels. On the visual observation from the harbour side which is line with drawings given by VPT, a 9m wide monolithic structure is present. A 12m wide pipe line trench is located at 32m from the face of existing berth. Mooring dolphin and PCC structure which is located between OR-II and fertilizer berth, shall be dismantled during the reconstruction of OR-I & OR-II berths. Figure 4.9: PCC Bulk Structures located in between OR-II and Fertilizer Berth 27

29 TEFR: OR-I & OR-II Berths Figure 4.10: Mooring Dolphin located in between OR-II and Fertilizer Berth 28

30 Figure 4.11: Unloading arm and pile line for OR-I& OR -II 29

31 Figure 4.12: Line sketch layout 30

32 5.0. GENERAL DESIGN CRITERIA 5.1. Structural Design The main considerations followed the design of structures are: a. Structural safety and stability. b. Availability of material, equipment and expertise. c. Constructability and ease of maintenance. d. Durability. e. Maximum DWT of ship, which will be berthed during life time of the structure Materials and Cover Concrete For all structural elements M40 grade of concrete shall be used Reinforcement High yield strength deformed bars of grade Fe 500 D conforming to IS 1789 shall be used Clear Covers to Be Provided Following clear cover to the outer most reinforcement shall be provided for the structural members. Piles : 75 mm Pile muff : 60mm Beams : 50 mm T-Diaphragm Wall : 75mm Anchor Wall : 75 mm Deck Slab : 40mm 31

33 5.3. Design Life The design life of the proposed new facility is 50Years. This design life criterion is based on maintenance system as follows: a. Frequency of inspection & repairs of work is 5years. b. The design life of the fender is 10 Years. c. The design life of the Bollards is 10 Years Vessel Specifications The proposed berth shall be designed for a maximum vessel size of 85,000 DWT. The Vessel specifications are given below. Table 5.1: Vessel specification Vessel Size Draft Overall Length Beam Approximately 85,000 DWT 14.5 m 230 m 32.5 m 5.5. Design Codes and Standards The design shall be carried out in accordance with the applicable Indian codes and standards. Whenever, Indian standards are not available for a particular application, other reputed International codes or guidelines may be used. List of recommended codes and standards is given below: 32

34 Indian Standards, Codes and Publications IS: 456 IS: 1893 Part 1 IS: 875 Part 3 IS:4651 Part 2 Code of Practice for Plain and reinforced Concrete Criteria for Earthquake resistant Design of structures Code of Practice for Design Loads for Building and Structures Wind Load Code of Practice for Planning and Design of Ports and Harbours- Earth Pressure IS: 4651 Part 3 Code of Practice for Planning and Design of Ports and Harbours - Loadings IS: 4651 Part 4 IS: 4651 Part 5 Code of Practice for Planning and Design of Ports and Harbours- General Design Considerations Code of Practice for Planning and Design of Ports and Harbours- Layout and Functional requirements IS:2911Partl/Sec2 Code of Practice for Design and Construction of Pile Foundations- Bored Cast in situ piles SP16 Design aids to IS: 456 SP34 Handbook on Concrete reinforcement and Detailing 5.6. Design Methodology The various components of the structure will be designed according to various standards mentioned in section 5.5. All the elements will be designed as per Limit State of Collapse and checked for Limit State of Serviceability Deflection Deflection due to all loads including creep and shrinkage should not exceed span/250 as given in Clause 23.2 of IS 456:2000 and also as per vendor requirements. 33

35 5.8. Pile, Diaphragm Wall and Anchor Wall Design will be carried out considering soil parameter at structure location. The static capacity of the pile is derived based on IS 2911 and IS 78:2000. Following points shall be taken in to consideration when designing the piles for the improving the capacity utilization of OR-I & OR-II and additional berths. a) Pile geotechnical capacity calculations will be calculated as per IS 2911 guidelines for bored cast-in-situ RCC piles. b) A minimum spacing of 3 times the diameter of pile is to be maintained between piles to avoid pile group effect. If it is not possible, the piles are checked for group effect. c) A minimum factor of safety of 2.5 will be provided on the ultimate pile bearing capacity. d) Reinforcement detailing shall be as per IS 2911 guidelines. Design loads Viz Dead Loads, Earth Pressure, Surcharge load, Soil Spring Values, Differential Water Pressure, Seismic Force, Berthing Force, Mooring load in accordance with IS 4651 (part III) 1974 and Load combination analysis in acceptance with IS 4651 (PART 4)-2014 are taken into consideration. 34

36 6.0. GENERAL ARRANGEMENTS OF PROPOSED OR-I & OR-II BERTHS 6.1.1ntroduction The proposed length of the OR-I & OR-II berth is 426 m in length and 15 m in width. It is proposed to construct the berth structure with a T-Diaphragm wall on the sea side, at middle one vertical pile and an anchor wall at land side. The T-Diaphragm wall shall constitute a flange of 4 m x 0.8 m and the web of 0.8 m x 2.2 m. The proposed RCC bored cast-in-situ piles of 1000 mm diameter shall be spaced at 4.0 m C/C longitudinally and shall be at a distance of 6.1 m from the flange centre of T-Diaphragm wall. The centre of anchor wall (0.8 m x 2.5 m) shall be at a distance of 5.35 m from the centre of middle row of pile. Proposed deck arrangement is as given below; 1) Fender beam at the face of the berth. 2) Longitudinal beam centres shall be at 2.3 m, 8.4 m &14.5 m from the face of the berth Concept selection The proposed OR-I berth shall be extended up to 60m length to accommodate the vessel of overall length 230m. The total length of OR-I & OR-II berths are 426m. The width of proposed OR-I & OR-II berths shall be increased to 15m to handle the 4.3 million tonnes cargo. The dredge depth shall be maintained as (-) 16.1m to cater the Panamax vessels with the draft of 14.5m. The protection wall with length of 30m shall be constructed at end of OR-I berth on sea side. The existing OR-I & OR-II berths are monolithic in nature, to berth the larger size of vessels the proposed structural arrangement is planned as piled structure. The additional berth is planned to construct before dismantling OR-I berth, to maintain the capacity of cargo handling remains the same as before. 35

37 Figure 6.1: Over all view of proposed structure 6.3. Berthing structure Alternative-I The proposal is planned to construct a berth of 426 m X 15 m for larger size vessels. The expansion joints are provided at every60m. The sub structure shall be supported by T- Diaphragm wall of size 4000 X 800 mm flange and 800 X 2200 mm web, pile with diameter of 1000mm and anchor wall with the size of 800mm X 2500mm. The T-diaphragm wall is proposed on the sea side and the piles are placed at the distance of 6.1m from the diaphragm wall. The anchor wall is place on the land side at the distance of 6.1m from the pile and in longitudinal direction the structural components are placed at 4 m intervals. The pile muff with the dimensions of 1300mm X 1300mm X 450mm is placed above the pile. The proposed dredge level is (-) 16.1m to accommodate the vessel with draft of 14.5m. 36

38 The deck structure shall consist of main beam with dimensions of 800mm X 1500mm and it is placed at a distance of 4m in the longitudinal direction. The long beams of size 800mm X 1500 mm place at intervals of 6.1m in transverse direction. The deck slab thickness shall be 300mm and wearing coat is 100 mm thick. The precast fender beam of size 1000mm X 3000mm with cone type s fender and 100 T capacity bollards are recommended. The plan layout is shown in (fig 6.2 & 6.3). Figure 6.2: Aerial view of proposed OR-I berth 37

39 Figure 6.3: Aerial view of proposed OR-II berth Figure 6.4: Cross section with fender location-alternative-i 38

40 Figure 6.5: Cross section without fender location Alternative-I Alternative-II The proposed general arrangement of this alternative consist of T diaphragm wall shall be proposed on harbour side with dimensions of 4000 X 800 mm flange, 800 X 2200 mm web and anchor/deadman wall with the size of 800mm X 2500mm shall be provided on rear side of the structure. The diaphragm wall shall be anchored in to hard rock by about 2m and the founding level anchor/deadman wall shall be finalized based on the soil condition. One row of vertical RCC pile with diameter of 1000mm is placed between diaphragm wall and anchor wall. The structural components are placed at 4m c/c in longitudinal direction and 6.1m in transverse direction. The pile muff with the dimensions of 1300mm X 1300mm X 450mm is placed above the pile. The proposed dredge level is (-) 16.1m to accommodate the vessel with draft of 14.5m. 39

41 The T diaphragm wall and pile shall connected by main beam with dimensions of 800mm X 1500mm and it is placed at a distance of 4m in the longitudinal direction. The anchor/deadman wall piles are connected by 120mm dia tie rod. The long beams of size 800mm X 1500 mm place at intervals of 6.1m in transverse direction. The deck slab thickness shall be 300mm and wearing coat is 100 mm thick. The precast fender beam of size 1000mm X 3000mm with cone type fender and 100 T capacity bollards are recommended. The cross section is shown in (fig 6.6 & 6.7). Figure 6.6: Cross section with fender location-alternative-ii 40

42 Figure 6.7: Cross section without fender location Alternative-II Alternative-III This proposed alternative consist of two rows of 1000mm dia RCC piles on berthing side and one row of rectangular diaphragm wall with thickness of 800mm on land side. The structural components are placed at 4m c/c in longitudinal direction and 6.1m in transverse direction. The pile muff with the dimensions of 1300mm X 1300mm X 450mm is placed above the pile. The deck structure shall consist of main beam with dimensions of 800mm X 1500mm and it is placed at a distance of 4m in the longitudinal direction. The long beams of size 800mm X 1500 mm place at intervals of 6.1m in transverse direction. The deck slab thickness shall be 300mm and wearing coat is 100 mm thick. The precast fender beam of size 1000mm X 3000mm with cone type fender and 100 T capacity bollards are recommended. The cross sections are shown in (fig 6.8 & 6.9). 41

43 Figure 6.8: Cross section with fender location-alternative-iii Figure 6.9: Cross section without fender location Alternative-III 42

44 The alternative-i shall be adopted for the proposed development plan; it will be most suitable to cater the various loads as well as cost effective as inferred basing on the respective cost estimates Additional Berth The dimensions of proposed additional berth shall be 180m long and 15m wide. The expansion joints are provided at every 60m.The same structural arrangements of OR-I & OR- II berth shall be used for additional berth also. The location of additional berth is shown in (fig. 6.10). Figure 6.10: Aerial view of additional berth 180 m 43

45 7.0. Planned Schedule and Cost estimates VPT is proposed to increase the deepening and widening of navigational channel at the inner harbour to cater the larger size of panamax vessels. It is further proposed to reconstruct the OR-I & OR-II berths to handle more cargoes, so that the general and structural arrangement of OR-I & OR-II berths are re-modified Development plans The proposed plan for improving the capacity utilization of OR-I & OR-II berths are as follows, 1. Construction of additional berth between fertilizer berth and oil berth-ii. 2. Construction of oil berth-i with extension of 60m by replacement of existing Oil berth-i. 3. Construction of oil berth-ii by replacement of existing oil berth-ii. 4. Dredging Location of OR-I The OR-I is located in the western arm of the VPT and also opposite to Hindustan ship yard limited at a distance of 150m Location of OR-II The OR-II is located in the western arm of the VPT in between OR-I and fertilizer berth Length of OR-I The length of OR-I berth is increasedfrom183m to 243m to cater the Larger size of panamax vessel with overall length of 230m Length of OR -II The length of OR-II berth is proposed as183m to cater the larger size of panamax vessel with overall length of 230m. 44

46 7.2. Existing pipeline details The OR-I & OR-II berths of VPT handle POL products, both exports and imports, through pipelines installed by the Oil Companies. The ship to shore connection is through hoses, both for export as well as import. As such, there are no Loading and Unloading Arms. Many users handle the products and they share facilities mutually. The products from the hoses are disposed off through pits on the berth. The details of the existing pipelines and handling rates, as furnished by one of the users of the berth, are given in the following table. Name of product loaded/unloaded Loading/unloading rate (MT/Hr) Pipe line size Loading/unloading rate (MT/Hr) Remarks Naphtha MS SRO AIT HSD LDO FO LSHS* MS** " 12" 14" 8" 14" 8" 12" Loading Loading Loading Loading Loading Loading Loading Loading HSD Unloading Unloading * Can be handled in one of the pipelines for LDO/FO ** Loading and unloading through same pipeline 45

47 7.3. Fender and Mooring facilities The cone type fender is recommended for proposed structures approximately 28 nos offenders are placed at 20m intervals. The bollard with capacity of 100T is placed at 20m spacing. Approximately 30nos of bollards are provided. Table 7.1: Fender and Bollard details Descriptions Fender Nos. Bollard Nos. OR-I Berth OR-II Berth 9 9 Additional Berth Marine Loading Arm (MLA) Design Data The arms will be fitted with Hydraulically operated quick connect/disconnect coupler (QC/DC) Emergency release system (ERS) will be of three stages Common hydraulic power pack Storm locking device Insulating flange Audio-visual alarm for safety Details of Import pipelines Adequate space for future installation of Two MLA with manifold & pipeline is made on the service platform for loading/unloading POL Product/White Oil. 46

48 Bunker & Dirty Ballast Line Bunker line and Dirty Ballast line are proposed to be connected to MLA Drainage and Sampling Arrangement Drainage and sampling point are also provided at the respective pipeline manifold at the jetty Design vessel size Dry bulk carriers are generally classified into the following groups, viz. Handy size : 10,000 40,000 DWT Handy max : 40,000 60,000 DWT Panamax : 60,000 80,000 DWT Cape : 80, ,000 DWT Super cape : Over 120,000 DWT with the largest carrier being 322,000 DWT. The following vessel data are considered for designing of the unloading systems. Bulk Material DWT LOA (m) Beam (m) Draft (m) Petroleum Oil and Lubricants 85, Design Data To handle upto 15 MTPA of POL products. 365 operational days Design mother vessel size 85,000 DWT with 14.5m draft Required dredge depth (-) m CD. Efficiently operation Cost effective under technical feasibility 47

49 7.7. Navigation channel Navigation channels are usually developed in waterways that are naturally deep or at least deeper than alternative harbour locations. The proposed navigational channel shall have a width of 167m to cater the overall length of 230m Panamax vessels of 14m draft with required water depth. The underwater slope shall be 1:3 to 27m wide berm proposed to be retained at existing dredge depth alongside the face of the Hindustan Shipyard is outfitting berth on southern bank of Western Arm. Figure 6.1: Navigational channel. The length of waterways shall be 10% of design vessel length (10% of 230m) approximately 25m. Description Alongside berth Navigation channel To cater 12.5m draft (-) 13.6m CD (-) 14.1m CD To cater 14m draft (-) 14.1m CD (-) 15.7m CD 48

50 7.8. Port facilities Fire fighting facility The Port s Fire Service Should is well equipped to handle all fire emergencies on the shore and on board the vessels. The Office of the Dock Safety Inspectorate, which is the regulatory authority to enforce safety, health and welfare of the dock workers, should function at this Port. Fire Service at Terminal Should is functioning throughout the year. One Fixed Fire Fighting System needs to be installed at the main berth. It is proposed to install Fire Hydrant System, which shall be designed to give adequate fire protection. Fire hydrant system is proposed at the following areas, which are classified as ordinary hazard areas. POL handling Berths. POL Stockyards. The fire hydrant system shall 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 shall be provided with suitable length of hoses and nozzles to permit effective operation. The hydrant service shall consists of two or more interconnected ring mains to cover the facility, each with its individual pump, located in a common pump house, Adequate arrangement with jockey pumps, pressure switches, etc. shall be provided to maintain the required pressure in the hydrant system. The operation of pumps provided for the system shall be automatic. 49

51 The water supply to hydrant system shall be from an underground reservoir, exclusive for the hydrant system. The capacity of the reservoir for the system shall be equivalent to the aggregate pumping capacity of the number of pumps installed and for specific duration of time applicable to the hazard classification Automatic fire detection and alarm system 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 to the detector through the air sampling ports and piping. At the detector, the air is analyzed for the fire products. The volatile hydrocarbons handled, when spills or leaks, present a fire hazard, they at the same time emit gases into the air which can be detected by 3 sampling type air detectors It is also proposed to have an alarm system which comes into operation automatically through the fire as detector and the sampling type detector. This can also be manually operated for conveying fire alert message Services (water & power) Total water demand is broadly classified in the following categories: Potable water for consumption of port personnel. Potable water for ships calling at this port. Water for dust suppression. Water for fire fighting. Other uses like gardening etc. Based on the above considerations suitable size of underground and overhead storage tanks shall be provided at appropriate places to meet out the water demand for all the above classified categories. 50

52 7.9. Navigation aids Suitable navigational lights on floating buoys will be provided at the anchorage and on both sides of the navigation channel to indicate alignment to enable vessels to navigate through channel. This navigation buoys and lights needs to be marked in accordance with the relevant marine regulations. 51

53 8.0. MOORING STUDY 8.1. Mooring Analysis The mooring analysis is done to obtain the maximum pulling capacity of the bollard or auto release hooks which are vital in maintain the vessel in the stipulated berthing alignment. The analysis is also carried out to finalize the no of mooring lines. The analysis is carried out using IS 4651 part III pg 45. The maximum mooring loads are due to the wind forces on exposed area on the broad side of the ship in light condition: Where, F Force due to wind in Kg, Shape factor 1.3 to 1.6, A w Windage area in m 2, P Wind pressure in Kg/m 2, The windage area A w = L p (D M D L ) Where, L p Length between perpendiculars in m, D M Mould depth in m, D L Average light draft in m, 52

54 9.0.ENVIRONMENTAL CONCERNS IN SPECIFIC TO THE PROJECT Since the project consist of only a liquid handling facility and not a processing plant or industrial unit as such, the usual sources of environmental pollution such as emission of smoke and toxic chemical, affluent discharge, spoilt disposal etc. Do not come into the picture at all. Visual or scenic value of the area also will not be distributed in any way. The berth area would have in any case been occupied by a number of unloading arms with latest technology to arrest any mishap in case of emergency. The explosive nature of cargo will be kept in mind while installing all the equipment for loading and unloading of liquid cargo. All the cargo will be evacuated through pipelines and there will be no handling of hazardous liquid. No portion of the proposed facility will cross the inhabited area. Separate de-ballasting pipeline is provided to receive the washing from the ships. The present proposal involves the following major activities. 1. Dismantling of existing OR-I berth 2. Dismantling of existing OR-II berth 3. Excavation of land beyond existing berth 4. Construction of OR-I Berth 5. Construction of OR-II Berth 6. Construction of additional Berth length 7. Installation of Marine Fixtures 8. Laying of oil pipelines of 750 mm dia 9. Laying of Fire pipe lines of 500mm dia 10. Dredging alongside Berth & western arm of inner harbour 53

55 9.1. The Major environmental concerns The Major environmental concerns identified in specific to the proposed project during the construction phase are as listed below: A. Air pollution 1. Emission of air borne fugitive emissions generated while handling the construction and demolition material during the construction and demolition activities and stock piles 2. Noise pollution due to the machinery involved. B. Marine water pollution 1. Marine piling involving disturbance to the seabed increasing the levels of suspended particles showing the impacts on marine life 2. Obstruction due to the construction of berthing structures against the natural flow 3. Oil pollution during the removal of pipe lines 4. Dredging and disposal of sediments disturbs the marine life due to dredging equipment. C. Land pollution 1. Land based Bored concrete pile involving machinery for boring and disposal 2. Land clearance, excavation, land filling 9.2. Major concerns during Berth operation phase 1. Handling of the liquid cargo in the port may influence the environment in different ways, through air-borne dust generation and noise, brought out by unloading / loading operation, the 100% of the cargo expected to be shipped through the dedicated pipelines from the oil terminal and refinery. 2. The leakage and spillage is expected due to rupture of pipeline etc. for which contingency plans already in existence to combat in the port. There are existing facilities available to cater to such leakage and spillage. 54

56 3. Construction of a new jetty leads to dredging to required depth. The dredged material will be about 3 million cubic m3. 4. The method of dredging shows impacts on Marine life due to dredging sediment pollution and probable heavy metal toxicity. Secondary causes having impact on the environment can be one or more causes arising out of the following acting either separately or in combination. Excessive wind force Drainage or rainfall run-off from potentially contaminated area 9.3. Mitigation Plan A detailed study of Environment Impact assessment w.r.t. air quality, water quality, sediment quality, soil quality, biological quality, socio-economic environmental quality etc., in and around the port facility shall be carried out based on baseline data. Detailed study is also shall be carried regarding expected impact on different categories of terrestrial, aquatic as well as benthic flora and fauna during construction and operation phase strictly adhering to the standard TOR issued by MoEF for Ports and Harbours General outline of the plan Air Pollution There shall be no Considerable air pollution except few fugitive emissions from construction material stockpiles and during construction. Wetting of construction material placed in a confined area duly minimizing the scattering of material can considerably reduce the air borne dust Noise The design of the entire system will be such that noise generation is minimised at all points of the system. Noise level of each component of the system such as drives etc. Will be limited to 80 55

57 db measured at a distance of 1.5m from the particular component. The noise level of complete subsystems will also be controlled Fire Fighting A dedicated fire fighting system is proposed for the new jetty. The system consist of water/foam monitor system, ground monitor, jumbo curtain system, hydrants, foam induction system, fire alarm, public address and fixed fire extinguishers, gas detection system, existing main and standby pumps will be used to maintain the water demand at required pressures Ship loading and Unloading The fixed unloading loading arm will be deployed for unloading and loading of crude and POL with ships pumping gears. These arms have inbuilt fail-safe devices to prevent spillage of oil in case of the outboard end of arm is separated from the tanker manifolds Sources of raw materials and consumption: 1. The construction material as per requirement shall be obtained from Approved mines alone. 2. Water shall be obtained from Local Municipal authority for construction, operational, cleaning and domestic activities i.e from the existing water supply sources inline with the demand. 3. Electric power And Fuel shall be obtained from local approved sources and State Electricity board. Wherever there is possibility of resource conservation is possible w.r.t. water, and energy shall be employed with a standard EMPS prepared while conducting detailed EIA study Pre-Construction Activities The following activities are to be completed prior to undertaking actual construction of the respective works: 56

58 Clearance / No objection of statutory/ competent authorities for construction of the project Rapid E.I.A study and corresponding E.M.P Sub soil investigation around the proposed jetty location Siltation Model study Topographic survey of Oil Wharf Detailed engineering and drawing for works under different discipline Tendering, evaluation, approval of competent authority & award 9.5. Applicable Acts and Regulations: Construction of a lighterage terminal facility is a major development that would attract central, state as well as international environmental regulations. The applicable acts / regulations for this proposed site has briefly discussed below. The Environment (Protection) Act, 1986 and the Environmental Impact Assessment Notification, 1994 as Revised September 2006: Under this act any development project listed in the Schedule I of the EIA Notification require environmental clearance from Ministry of Environment and Forests (MoEF) government of India and state pollution control board. This act is applicable to proposed port project as port development project comes as item III of the list specified in the Schedule I of EIA Notification. Coastal Regulation Zone (CRZ) Notification, 1991: This notification is made for regulating the development activities within the coastal regulation zones (area within the 500 m range towards landside from high tide line). This act is applicable to this project as the proposed development is within the 500 m from the coastline. CRZ map in the location should be obtained from the approved agencies. NIO and Anna University are two of the approved agencies. The consultants foresee no immediate difficulties in obtaining CRZ clearance for the proposed port site. The Forest (Conservation) Act, 1980: This act pertains to the cases of diversion of forest area for non-forestry use in the country. The project area doesn't have any forest area. However for the cutting of trees for site clearance may require clearance from the 57

59 Tamilnadu forest department. This will also require compensatory a forestation scheme to compensate loss of trees. The Wild Life (protection) Act, 1972: No clearance is required as the proposed project area is not located close to any national park or sanctuary. The Motor Vehicles Act, 1988: This act empowered the State Transport Authority (usually the Road Transport Office) to enforce standards for vehicular pollution and prevention control. The authority also checks emission standards and issues Pollution under Control certificate (PUC). This act is applicable to this project as vehicles and machinery will be used in the construction and operational stage of this project. The Ancient Monuments and Archaeological Sites and Remains Act, 1958: This Act is applicable for the site/remains/ monuments that are protected by ASI. Ancient monuments are not found in the vicinity of the proposed port. Hazardous Wastes (Management and Handling) Rules, 1989: Rule 3(14) (a) of this act defines ballast water from ships into hazardous waste category. Therefore port authorities will require "No Objection Certificate" from State Pollution Control Committee for handling, recycling and transportation of ballast water and other hazardous waste produce from the port premises. Merchant Shipping Act, 1958: Rule 44 of 1958 delineates that any kind of marine pollution from shipping operation beyond 5 km from coastline will be regulated by Merchant Shipping Act. National Shipping Board is the responsive authority to regulate the activities and look for compliances. This act is applicable for this project. MARPOL Convention, 1973/78: This international convention is responsible for the preventing pollution of the marine environment by operational or accidental discharges of oil, noxious liquid substances, sewage, garbage and emissions from the ships. Ballast Water Management, 2004: This convention is for preventing the introduction of unwanted organisms and pathogens from ship's ballast water and sediment discharges. Port authority is responsible for regulating the discharge of ballast water in the coastal areas. 58

60 State Level Legislation and Other Acts: In addition, with respect to hygiene and health, during the construction period, the provisions as laid down in the Factories Act, 1948 and the Building and Other Construction Workers (Regulation of Employment and Conditions of Service) Act, 1996 would apply. The provisions of the Chemical Accidents (Emergency Planning, Preparedness and Response) Rules, 1996 would also apply during the construction and the operation periods. In summary the mandatory clearances from Government of India (GOI) and Government of Andhra Pradesh required for this project are given below: However this is not limited to the following clearances alone. i. Environmental Clearance from the MoEF. ii. Environmental Clearance from the MoEF under CRZ Regulation. iii. No Objection Certificate (NOC) from the Andhra Pradesh Pollution Control Committee. iv. Clearance from State Forest Department for cutting of trees for site clearance v. Clearance from the Andhra Pradesh Pollution Control Committee under the Air Act, the Water Act and the Cess Act, if stipulated by the State Pollution Control Board while giving the NOC. vi. No Objection Certificate from Andhra Pradesh Pollution Control Committee for public hearing. vii. "No Objection Certificate" from the Andhra Pradesh Pollution Control Committee for handling, recycling and disposal of hazardous waste produce from the port operation Summary of Significant Environmental Impacts from the Port's Development The proposed development of the facility at the proposed site has been planned to ensure that no significant environmental impacts would impinge on the local environment of the coastline, its surroundings and the coastal /river setting. A number of issues at this preliminary stage have been looked into about the port's development and its impact and these are given below. 59

61 1. Effect on local Fishermen. The nearest fishing activity is fairly away from the port site. Terminal Facility construction will not disrupt fishing in the vicinity in which they are being carried out but these operations are for a short duration and only affect a small part of the long coast available to fishermen at any one time. 2. Mangroves & River estuary Along the proposed site, as per or site visit and observation, mangroves are not visible in the vicinity of the port. However this issue shall be studied in detail during the EIA studies. 3. Noise and Dust. Noise and dust have been said to be issues relating to the port's development. There is little development with a 1km radius of the main port works however there are some settlements. During construction, some noise will be generated by piling and other machinery and trucks and other equipment, but the construction contracts will require all equipment to be properly silenced and muffled. 4. Pollution. Port facilities shall be designed to such that to treat all barge, bilge water and all solid and liquid waste created by the port Pollution Caused due to the dismantling of existing structures. The emission of dust can be produced during the dismantling of existing structure. The other source of pollution is noise emanating from various machinery and equipment. Even though odor emanating during loading / unloading is of toxic nature, of otherwise hazardous, but can be avoided by effective control. 60

62 9.8. The guidelines for operating the POL vessels. Location of POL handling berth As per IS:4651-Part V-1980 clause The nature of cargo handles at the berths is explosive such berths should be alongside the outer arm at least 90m distance from the nearest berth and from the edge of the turning basin. To take care of this precaution, it is proposed that simultaneous berthing of ship at fertilizer and additional berth will not be permitted. The petroleum rules, 1976: preliminary Every ship having petroleum on board shall be anchored at such anchorage as the Conservator shall specify in this behalf and shall not leave such anchorage without the general or special order of the Conservator and subject to such conditions as may be specified in such order. The anchorage shall in no case be the same as that for vessels laden with explosives and shall be at such distance from the anchorage for vessels laden with explosives as to render it impossible for a fire originating at the former anchorage to affect vessels at the latter : Provided that nothing in this rule shall apply to ships having on board petroleum Class C Petroleum shall not be loaded into, or unloaded from, any ship, vessel or vehicle between the hours of sunset and sunrise, unless o Adequate electric lighting should be provided at the place of loading and unloading. The provisions are provided at the Chapter IV of petroleum rules. o Adequate fire-fighting facilities with personnel are kept ready at the place of loading for immediate use in the event of a fire Precautions on suspension of loading or unloading- When the loading or unloading of petroleum has been commenced, such loading or unloading shall proceed with due diligence and, if it is discontinued, the tanks, and holds of the ships or other vessels concerned and all loading or unloading valves shall be closed immediately. 61

63 Fire-extinguishing appliances to be ready for use Vessels unloading or loading petroleum shall have adequate fire-extinguishing appliances so disposed that they can be put into immediate use and if the petroleum Class A shall have their owning furled. Prohibition of employment of children and intoxicated persons-no child under the age of eighteen years and no person who is in a state of intoxication shall be employed on the loading, unloading or transport of petroleum or in any premises licensed under these rules. Prohibition of smoking, fires, lights, etc.-unless expressly provided in these rules, no person shall smoke and] no matches, fires, lights or articles or substances capable of causing ignition of petroleum shall be allowed, at any time in proximity to a place where petroleum is refined, stored or handled or in a vehicle, carriage or vessel in which petroleum is transported. No person shall commit or attempt to commit any act which may tend to cause a fire or explosion in or about any place where petroleum is refined, stored or handled or any vehicle, carriage or vessel in which petroleum is transported. Restriction on passengers, combustible and inflammable cargo-save as provided in rules 38, 39 and 52 and Cl. (b) rules of 60, no ship, vessel or vehicle shall carry petroleum in bulk or petroleum Class A otherwise than in bulk if it is carrying passengers or any combustible cargo other than petroleum : Provided that nothing in this rule shall prohibit the use of tonnage for packing purpose in the case of coastwise transport of petroleum Class A other- wise than in bulk 62

64 10.0. COSTING 10.1 Scope The capital cost estimates have been prepared for the new development to handle the 15MTPA of POL products. The cost estimates have been prepared for the following items of work associated with the port development. Construction of proposed OR-I & OR-II and additional berths. Dismantling of existing structures. Dismantling of existing pipe lines Laying of proposed pipe lines Dredging The detailed estimations are provided in Appendix-II 10.2 Unit cost rates The basis of rates used in the capital cost estimates have been derived by comparison with other terminal studies. The unit costs have been rationalized by comparison with cost rates for construction projects of similar nature and size in India Contingencies Suitable contingency has been applied to all civil engineering aspects of the project. This is due to the fact that the ground conditions are not yet fully understood and this and other such factors could affect the type and difficulty of construction. Further Investigation and perhaps input from potential contractors will enable a more certain cost to be calculated. Prices for equipment and general items have been taken from other projects and from quotes obtained from manufactures. Therefore, a suitable contingency has been taken for these items. 63

65 IMPROVING CAPACITY UTILIZATION OF OR-I & OR-II BERTHS BLOCK COST ESTIMATE (COST IN LAKHS) SI. No. Description Alternative I Alternative II Alternative III Front T-Diaphragm wall and rear Anchor wall with intermediate piles Front T-Diaphragm wall, rear Anchor wall & tie rod connecting with intermediate piles Two rows of Piles with rectangular Diaphragm wall at rear side 1 Existing Structure: a Dismantling of OR-I berth b Dismantling of OR-II berth c Dismantling of Mooring Dolphin d Dismantling of PCC Structure e Removing of Existing Oil Pipe Lines f Removing of Existing Fire Fighting Line Proposed Structure: 64

66 a OR-I Berth b OR-II Berth c Additional Berth d Marine Fixtures e End protection work Dredging: a Navigational channel b Slope portion Environment: a b Dismantling process (1.0% of dismantling cost) Construction & Dredging (0.5% of construction cost) c Operational stage

67 (1.0% of construction cost) Sub-total = % = Supervision charges@5%= Total = Or say crores Or say crores Or say crores

68 11.0. Contract Packages Introduction Based on the work element and sequence, the total work scope is divided in to three major packages as summarised in Table below. Phase No. Work Package Duration I Dismantling of existing mooring dolphin and PCC structure between OR II and FB Construction of additional berth with dimensions of 180m X 15m 15 months II Removal of oil and fire pipelines at OR-I Berth Construction of proposed OR I berth increased length of 60m including expansion joints of total length 243m. Dismantling of existing OR-I Laying of new pipe lines Dredging 30 months III Removal of oil and fire pipelines at OR-I Berth Construction of proposed OR II berth of 183m length. Dismantling of existing OR-I Laying of new pipe lines Dredging 12 months 67

69 Contract-I. Construction of berthing structure Dismantling of existing mooring dolphin and PCC structure. Construction of additional berth with dimensions of 180m X 15m Dismantling of existing OR-I berth and construction of proposed structure with increased length of 60m including expansion joints. Dismantling of existing OR-II berth and construction of proposed structure with dimensions of 183m X 15m including expansion joints. The protection wall with length of 30m shall be constructed at end of OR-I berth on sea side Supply and installation of fenders and frame and associated hardware such as tension chain, shear chain, weight chain and fixing hard wares. Supply, installation and commissioning of remote controlled Quick Release Mooring Hooks with local control and electric cables etc. Installation of ground and tower monitor structures Contract 2. Mechanical, Electrical and fire fighting works Procurement and laying POL pipelines with remote operated valves and accessories including connection to MLAs and manifolds at Oil Wharf, local control and electric cable. Commissioning of fire fighting facilities and salt water flushing system and other utility pipelines with all equipment, piping, cables, control desk for remote controlled operation etc. Installation & commissioning remote/manual controlled marine loading/unloading arms on service platform with local control and electric cables. Installation & commissioning remote/manual controlled telescopic gangway on service platform with local control and electric cables. Procurement of plants, equipment and related accessories for combating and collection of oil spills in the harbour. Supply of 100T bollard pull tug boats for operation of oil spill response system. 68

70 Based on quantity of work element including some long lead items, it is suggested to have a contract period of 42 months with 6 to 8 months lead time to commission the jetty within the construction contract of 42 months Contract 3 Dredging It is estimated that about 0.5 million cum marine clay will be required to be dredged in the shipping channel at the west and berth pocket. The dredged material need to be dumped in the designated area which is about 60km from site works. It is proposed to deploy 2 TSH dredgers of 4500 cum hopper capacity i.e, 1350 cum. One cycle of dredging & dumping operation will take approximately six hours. Based on the above parameters actual dredging time will be about 2 months. Considering 2 months for mobilization, total time will be 4 months Construction Method and Estimation of duration Construction of berthing structure The construction of berthing structure consists of following work scope. The existing mooring dolphin and PCC structure should be dismantled before the commencement of construction work. The construction of additional berth with dimensions of 180m X 15m shall be executed in stage-i. The existing OR-I berth shall be dismantling and reconstruction of OR-I commences with additional berth length of 60 m which is followed by OR-II. OR-II will be decommissioned and dismantled after completion of additional berth and new OR-I. The above scope will involve following work elements. 106 Nos of T-diaphragm wall 106 Nos of bored cast in situ piles \ 106 Nos of Anchor wall Pile muffs 69

71 In-situ beams In-situ slab Mechanical/Electrical/Fire fighting work The facilities contract includes the following scope of work. POL export pipelines POL import pipelines Marine Loading arms FO Bunker line Dirty Ballast (1 Nos of 12 pipeline Seawater Pipeline Foam Pipeline Flushing water pipeline Fresh water pipeline Fire Monitor, foam monitor, hydrants, Jumbo Nozzle curtains Electrical Overhead line Transformers and switch gears Substation equipment Oil Spill Containment boom Tug boat for oil spill boom handling The Oil Companies, however, clarified that there is no proposal in the foreseeable future either to increase the pipeline capacity or the installation of higher capacity pumps for increasing the loading rate. Hence considering the long lead time for the marine loading arms and large quantity of steel pipeline procurement, overall schedule of 30 months is required to complete the scope. 70

72 12.0. FINANCIAL BENEFITS FROM THE PROJECT The financial benefits from the project include revenue earnings from the vessel related charges and wharfage. The vessel related charges comprise port dues, pilotage and berth hire. Since the proposal relates to replacement/ reconstruction of the existing OR-I & OR -II berths after dismantling the existing old berth, entire revenue earning estimated have been considered as financial benefits from the project. Based on the traffic projections furnished by the oil companies and the current scale of Rates of the Port, the total revenue earning from the project is estimated at Rs cores in (first year of operation), which is expected to go up to Rs cores per annum in Broad details of the above estimates are presented in the table below. Year Traffic: POL Western Arm(MT PA) Coastal GRT Overseas GRT Table 9.1: Revenue from the project Total GRT Port dues REVENUE EARNING (Rs. Lakhs) Pilot age Berth Hire Wharf age Total 71

73

74 ANNEXURE 73

75 Project Feasibility Flow Chart 74