FORM-1 AND PRE-FEASIBILITY REPORTs

Transcription

1 FORM-1 AND PRE-FEASIBILITY REPORTs Development of Integrated Facilities (stage-ii) within the Existing Kandla Port Trust Limit at Kutch District of Gujarat: 1. Setting up of Barge Port at Veera; 2. Setting up of Barge Jetty at Jafarwadi; 3. Setting up of Oil Jetty No.-7; 4. Construction of Administrative Building at Tuna; 5. Construction of Road connecting Veera jetty APPLICANT M/ KANDLA PORT TRUST Administrative Office Building Annex Building, First floor, Post Box no. 50 Gandhidham Kutch District (Gujarat) Prepared By MANTEC CONSULTANTS PVT. LTD. (QCI Accredited consultant at S. No. 99 as per List of Accredited Consultant Organizations/ Rev. 28/March 05, 2015) ENVIRONMENT DIVISION: D-36, SECTOR-6, NOIDA, U.P

2 PRE-FEASIBILITY REPORT - SETTING UP OF BARGE JETTY AT VEERA PRE-FEASIBILITY REPORT SETTING UP OF BARGE JETTY AT VEERA MANTEC CONSULTANTS PVT. LTD., NOIDA 1

3 PRE-FEASIBILITY REPORT - SETTING UP OF BARGE JETTY AT VEERA Table of Contents LIST OF ABBREVIATIONS EXECUTIVE SUMMARY INTRODUCTION OF THE PROJECT/BACKGROUND INFORMATION PROJECT DESCRIPTION SITE ANALYSIS PLANNING (BRIEF): PROPOSED INFRASTRUCTURE REHABILITATION AND RESETTLEMENT (R&R) PLAN PROJECT SCHEDULE AND COST ESTIMATES ANALYSIS OF PROPOSAL (FINAL RECOMMENDATIONS) MANTEC CONSULTANTS PVT. LTD., NOIDA 2

4 PRE-FEASIBILITY REPORT - SETTING UP OF BARGE JETTY AT VEERA LIST OF ABBREVIATIONS BOT CAGR DSCR DWT GRT IRR KPT MMTPA MT NPV POL PPP SEZ TAMP MAT Build, Operate and Transfer Compounded Annual Growth Rate Debt Service Coverage Ratio Dead Weight Tonnage Gross Registered Tonnage Internal Rate of Return Kandla Port Trust Million Metric Tonnes per Annum Metric Tonne Net Present Value Petrol Oil Lubricant Public Private Partnership Special Economic Zone Tariff Authority for Major Ports Minimum Alternate Tax MANTEC CONSULTANTS PVT. LTD., NOIDA 3

5 PRE-FEASIBILITY REPORT - SETTING UP OF BARGE JETTY AT VEERA 1. EXECUTIVE SUMMARY Kandla Port is one of the busiest Ports of India. Kandla Port has been achieving first position among all the Major Ports of India in the terms of cargo handling for the most of the years in last decade. Thus, Kandla Port Trust has been contributing the most for the development of port capacity and handling seaborne trade of the country. Presently, Kandla Port is handling its cargo at its 12 nos. Jetties. These jetties collectively have a capacity of MMTPA. However, there are certain factors which are not allowing the operations to be efficient enough to achieve the throughput equal to the said capacity. Time loss due to berthing, un-berthing, custom checks, custom boarding, cargo sampling, etc. Time loss due to tidal restriction which may not allow ships to sail out even if the handling operations are over, keeping them waiting for next high tide. Since the existing jetties are quite old structures, it calls for relatively higher time for maintenance. Owing to the above stated reasons and considering the ideal berth occupancy, ideally utilizable capacity of the existing jetties is relatively less at 9.75 MMTPA. Presently, at KPT, waiting for berthing at Oil Jetties is being observed. Total of MMTPA of cargo was handled at Kandla Port in the year In order to ease pressure / avoid the waiting of the vessels for the existing oil terminals and to cater additional cargo, KPT has taken measures to develop a cargo handling facility at Veera. The proposed facility will be able to cater vessels of higher DWT. Commissioning of the proposed facility shall augment the cargo handling capacity of Kandla Port by 6.29 MMTPA. Traffic Forecast Traffic forecast for the proposal Veera Jetty with products to be handled 6.29 MMTPA (Dry Cargo) Project Viability Analysis of economic viability of the project FIRR 12.42% and EIRR 13.96% MANTEC CONSULTANTS PVT. LTD., NOIDA 4

6 PRE-FEASIBILITY REPORT - SETTING UP OF BARGE JETTY AT VEERA 2. INTRODUCTION OF THE PROJECT/BACKGROUND INFORMATION i. Identification of project and project proponent. Kandla Port is one of the busiest Ports of India. Kandla Port has been achieving first position among all the Major Ports of India in the terms of cargo handling for the most of the years in last decade. Thus, Kandla Port Trust has been contributing the most for the development of port capacity and handling seaborne trade of the country. Especially northern India is heavily dependent on Kandla Port Trust for its trade requirements due to its peculiar land locked location compared to many other regions of India which are comparatively quite nearer to the sea shore. Some states of central India like Madhya Pradesh are also dependent for its specific trade requirement on Kandla Port Trust. Hence, considering the vast hinterland that is dependent on KPT for seaborne trade and currently prevailing traffic congestion at existing facilities of KPT, capacity additions are of utmost importance at KPT for serving the economy of the influence region and in turn, the economy of the whole country in the best possible manner. Presently, Kandla Port is handling its 12 cargo berths under the direct operation at port, These jetties collectively have a capacity of MMTPA. However, there are certain factors which are not allowing the operations to be efficient enough to achieve the throughput equal to the said capacity. Time loss due to berthing, un-berthing, custom checks, custom boarding, cargo sampling, etc. Time loss due to tidal restriction which may not allow ships to sail out even if the handling operations are over, keeping them waiting for next high tide. Since the existing jetties are quite old structures, it calls for relatively higher time for maintenance. 1. The main components of the Veera jetty which shall be constructed by the BOT operator will be: a). A jetty of length 160 m x 60 m. 2. The total estimated cost of the projects will be Rs.16000lakh. 3. Capital and Maintenance dredging in front of the jetty is also proposed to be undertaken by the BOT operator. MANTEC CONSULTANTS PVT. LTD., NOIDA 5

7 PRE-FEASIBILITY REPORT - SETTING UP OF BARGE JETTY AT VEERA ii. Brief description of nature of the project The cargo handling capacity of Veera by 6.29Million MTs. The proposed facility shall be used for handling cargo. Name of Project SETTING UP OF BARGE JETTY AT VEERA Length of the wharf Width of the wharf Total Back up area Capital Cost Project time Schedule 160m 60m 20Ha Rs lakhs. 18 months from the Date of Award of Concession iii. Need of the project and its importance to the country and or region. The need of the project can be understood from the demand at the Kandla port. Presently, 12 numbers barge jetties are handling cargo at Old Kandla Port. In future, proposed one number barge jetty shall be commissioned for handling cargo at Veera. Existing Cargo Handling Capacity No nearby existing cargo handling capacity in Veera. iv. Trends in the past liquid cargo traffic Kandla s liquid throughput for fiscal stood at lakh MTs. In case of liquids at Kandla, during fiscal as compared to fiscal , there was an increase in Phos Acid by by 07% to from lakh MTs, and other Chemicals from lakh MTs to lakh MTs registering a increase in 10%. Demand and Supply with future projections The demand and Supply gap is increasing day by day and this Jetty with capacity of 6.29 MMTPA will help to fill up this gap. Imports vs. indigenous production The proposed jetty planned to be developed for handling of oil for both import as well as export. v. Export possibility The proposed jetty would be suitable for export of materials/products produced in its hinter land. vi. Domestic/export markets MANTEC CONSULTANTS PVT. LTD., NOIDA 6

8 PRE-FEASIBILITY REPORT - SETTING UP OF BARGE JETTY AT VEERA There is existing demand from existing /proposed industries for import of materials for domestic use as well as export materials/products. vii. Employment generation (Direct & Indirect) due to the project. Based on the preliminary estimates, the direct employment due to proposed project will be during the construction phase and indirectly during the operation phase. 3. PROJECT DESCRIPTION (i) Type of project including interlinked and interdependent project, if any. As mentioned earlier, construction of Barge Jetty at Veera is proposed to ease the pressure on the existing Barge jetties. It is anticipated that the even after the commissioning of the aforementioned facility, the capacity shall be inadequate to handle the likely Barge traffic in future. Commissioning of the proposed facility shall augment the Barge handling capacity of Kandla Port by 6.29MTs. Road connecting to Veera Barge jetty to tuna gate proposed as an interlinked project. (ii) Location (map showing general location, specific location, and project boundary and project site layout) with coordinates. The proposed project site is situated in Veera village having latitude 22 54'26.3" N & longitude 70 01'21.8" E. The site for the proposed jetty is 24.3Kms from the Gandhidham railway station towards west and 27.1Kms from the Kandla Airport towards North. The site is about 148 Kms away from the NH 8A as per drawing enclosed at Annexure A. (iii) Details of alternate sites considered and the basis of selecting the proposed site. Particularly the environmental consideration gone into should be highlighted. As the jetty is proposed within the limits of Kandla Port Trust, no alternative site has been examined. (iv) (v) (vi) Size or magnitude of operation. The proposed jetty is planned to handle dry cargo of about 6.29 MMT per year in the initial years. Further expansion with additional demand will be considered in future when such needs arise. Project description with process details (a schematic diagram / flow chart showing the project layout, components of the project etc. should be given). The project includes loading-unloading of cargo as it does not include any process. Raw material required along with estimated quantity, likely resource, marketing area of final product/s, mode of transport of raw material and finished products. Cement - Steel- Structural steel MT 5680 MT 905 MT MANTEC CONSULTANTS PVT. LTD., NOIDA 7

9 PRE-FEASIBILITY REPORT - SETTING UP OF BARGE JETTY AT VEERA (vii) Trap stone M 3 Crushed metal m 3 Sand m 3 Quarry spall m 3 Asphalt VG MT Bitumen Emulsion- 200 MT Resource optimization / recycling and reuse envisaged in the project, if any, should be briefly outlined. The proposed project is development of a jetty and its operation. Therefore, resource optimization will be mainly in the form of effective use of infrastructure created and optimization of berth occupancy and utilities and services. (viii) Availability of water its sources, energy / power requirement and sources should be given. Water: The required water will be arranged by Contractor. The water requirement has been envisaged based on the total area of the Project considering the jetty area. Water requirement for the project is approximately 10000KL for the Project. The quantity of effluent generation during construction and operation is Nil. Power: DG set of approx. 50 KV will be required for the construction work. (ix) Quantity of wastes to be generated (liquid and solid) and scheme for their management / disposal. Prima facie, waste generated by BOT operator during any operations, is responsibility of the same and he would have to make arrangements to deal with management of disposal (both solid and liquid. Details of waste (both solid and liquid) generated and its management would be ascertained at later stages. MANTEC CONSULTANTS PVT. LTD., NOIDA 8

10 PRE-FEASIBILITY REPORT - SETTING UP OF BARGE JETTY AT VEERA (x) Schematic representation of the feasibility drawing which give information of EIA purpose. MANTEC CONSULTANTS PVT. LTD., NOIDA 9

11 PRE-FEASIBILITY REPORT - SETTING UP OF BARGE JETTY AT VEERA 4. SITE ANALYSIS (i) Connectivity. Airway The national airlines operate daily flights through the district headquarters at Bhuj as well as Gandhidham which lies 71.3 Km (N) & 24.5 Km (N) respectively from Kandla Port. Gandhidham airport is also operational and there is a daily flight to Mumbai from this Airport. Railway Broad gauge(bg) tracks directly connect the Port at New Kandla with the principal cities of Mumbai, Ahmadabad, Surat, Baroda, etc., and also Delhi, Punjab and Haryana through the route Ahmadabad-Ratlam- Kota - Mathura to Delhi. The second route is via Palanpur - Ajmer to Delhi. The nearest railway station is Gandhidham railway station is 24.3 Kms. Road Kandla is connected to the National Highway grid system through NH 8A coming from Mumbai via Ahmedabad and Morbi and terminates at the Port. The distance from Veera to NH 8A about 148 Kms(S) from the Port. The port enjoys fully developed road network, both in and around the Port area to facilitate faster movement of cargo. (ii) Land form/ land use / land ownership. Land is largely flat with scanty vegetation. Land currently is lying as barren land and is under ownership of Kandla Port. (iii) Topography (along with map). Topography at the site location is generally flat with average ground level of about 2m above MSL. Topsoil appears marshy. The Master plan for Kandla Port trust is attached. (iv) Existing land use pattern (agriculture, non-agricultural, forest, water bodies [including area under CRZ]), shortest distance from the periphery of the project to periphery of the forest, national park, wild life sanctuary, eco sensitive areas, water bodies (distance from the HFL of the river), CRZ. In case of notified industrial area, a copy of the Gazette notification should be given. Existing land use pattern of the proposed site is barren land, without and cultivation and is covered under coastal regulation. (v) Existing infrastructure The proposed Barge jetty is a green field project and nothing exists on the site as of now. The backup area earmarked for the jetty is almost barren and flat. It is proposed to construct and operate a wharf of length 160 m X 60 m on PPP basis. The jetty shall be used for MANTEC CONSULTANTS PVT. LTD., NOIDA 10

12 PRE-FEASIBILITY REPORT - SETTING UP OF BARGE JETTY AT VEERA handling of dry cargos products. The BOT operator shall undertake the following development activities at the proposed project. c. Soil Classification Sub-soil profile (Tentative profile taken from nearby area) The sub-soil profile is shown in the diagram below: Depth (m) Dia of Bore Hole Log Strata Description 150 mm Grey Soft to Firm Silty Clay 150 mm Reddish Brown Hard Silty Clay 150 mm 150 mm 150 mm 150 mm Reddish Brown Hard Silty Clay with Gypsum Reddish Brown Hard Silty Clay with Gypsum Yellowish Brown Dense to Very Dense Silty Sand Yellowish Brown Dense to Very Dense Sitly Sand As could be seen, the sub-soil profile consists of grey soft to firm silty clay up to m, reddish brown hard silty clay is found up to m. A reddish brown hard silty clay with gypsum is met below m up to m. Very dense yellowish brown silty MANTEC CONSULTANTS PVT. LTD., NOIDA 11

13 PRE-FEASIBILITY REPORT - SETTING UP OF BARGE JETTY AT VEERA sand is found up to m. Between to hard greyish brown clay is found. Very dense yellowish silty sand is found below m and the bore hole is terminated at m with the same composition being observed. d. Climatic Data from secondary Sources Tidal Conditions Tides at Kandla are semi-diurnal in character. The tidal heights with respect to port Chart Datum, with local Mean Sea level as is presented in the table below: Highest High Water Mean High Water Spring Mean High Water Mean High Water Neaps Local Mean sea Level Mean Low Water Neaps Mean Low Water Mean Low Water Spring Lowest Low Water Average Spring Range Average Neap Range Mean Range m m m m m m m m m 5.86 m 3.91 m m Waves Kandla Creek is protected from wave disturbances by a number of shoals at its outfall into the gulf. This provides the setting for a basin with absolute tranquility. The creek provides calm waters round the year for easy movement of shipping. Thus, Kandla has become an all-weather Port of repute. The high amplitude tides coupled with a large storage area has resulted in high flushing velocities inside. This has helped in cleansing of the navigational channels, thus providing minimum siltation. Outside in the gulf, the complex flow phenomenon has given rise to a number of shoals, which are dynamic in nature. The Port of Kandla is approached through the channel starting from the Outer Tuna Buoy. The shallow depths at the turning point of the channel are over passed during high tides by vessels approaching the harbour. Ship movements are normally confined to the high tides. Siltation in the channel is confined to a reach of hardly 3 km only. The Port region is free from any significant wave disturbances. Silt and Salinity Silt charge and salinity observations were carried out during dry and monsoon months in April and September 1983 at locations east and west of Kandla Creek and at two stations in the Gulf of Kutch. The waters of the Creek are heavily silt charged, the range being 1 to 3 ppt. The Creek waters have a salinity ranging from 23 to 25 ppt. Temperature and Humidity The climate of Kandla Port is generally tropical and dry. The air temperature varies from less than 10 0 C in winter to about 44 0 C in summer. The mean, maximum and minimum temperature observed in the different months at Kandla is presented in the table below: MANTEC CONSULTANTS PVT. LTD., NOIDA 12

14 PRE-FEASIBILITY REPORT - SETTING UP OF BARGE JETTY AT VEERA Months Mean of Max. Temp. Mean of Min. Temp. January February March April May June July August September October November December Kandla region is fairly dry and only July, August and September is humid months. The range of maximum relative humidity varies from 0% to 100%, whereas minimum values vary between 0 and 30%, except during July, August and September, when minimum values vary between 25% and 50%. Rainfall Rainfall in Kandla is very low. Between January and April, there is normally no rainfall. Rainfall generally remains confined between June end and mid September. During the remaining months, the rainfall is scanty. The annual average rainfall is around 200mm only. Wind Conditions From long term observation of wind velocities and directions, following inferences can be made: January February March April to June The predominant direction is between NNE and NNW with speed range normally between 12 and 19 Km/hr. which may exceed for about 10 % of the time. The direction changes from NNE and SSW, but predominantly between WSW and SSW. The wind speed from SSW varies between 12 and 39 km/ hr. for 15 % of the time and for rest of the time it generally varies between 12 and 19 Km/ hr. The direction lies between NNW and SSW, but predominantly between WSW and SSW. The wind speed from SSW varies between 12 and 39 km/ hr. for 15 % of the time and for rest of the time it generally varies between 12 and 19 Km/ hr. The direction for wind is between WSW and SSW. The wind speed reaches a maximum of 39 km/ hr. except in July, when the speed may exceed the range. October The direction of wind changes from SSW to NNW. Wind speed ranges between 12 and 19 km/ hr. but the limit may exceed for 10 % of the time. MANTEC CONSULTANTS PVT. LTD., NOIDA 13

15 PRE-FEASIBILITY REPORT - SETTING UP OF BARGE JETTY AT VEERA Nov. & Dec. The predominant direction is between NNE and NNW and the speed is between 12 and 19 km/hr. Storms and Cyclones Kandla port is not generally affected by cyclonic storms. During June 1998, a severe cyclonic storm, which passed over Kandla Port with a wind speed of 150 km/hr., resulting in high tidal waves of 10.5 m with strong current, caused extensive damages to the Port installations, crafts and human lives. 5. PLANNING (BRIEF): (i) Planning concept (type of industries, facilities, transportation, etc.) town and country planning/development authority classification. The site for the proposed project is situated at Veera as per drawing enclosed at Annexure A. Commissioning of the proposed facility shall augment the cargo handling capacity of Kandla Port by 6.29 Million MTs. It is proposed to construct and operate a wharf of length 160 m X 60 m on PPP basis. The BOT operator shall undertake the following development activities at the proposed project. (ii) Population projection The population projection for the proposed project is only related to direct and indirect employment generation. In construction stage, the temporary population will be about 600 and in the initial stage of population direct and indirect population will be 150 and 350 respectively. (iii) Land use planning (breakup along with green belt, etc.) It is planned to develop backup area of 20 hectare approx for bunkering facilities. (iv) Assessment of infrastructure demand (physical and social). The BOT operator shall undertake the following development activities. Construction of wharf of 160 mts. x 60 mts. on pile foundation Construction of other civil structures on pile foundation such as approach bridge, connecting platform between jetty and approach bridge, crew office, high mast lighting tower, fire pump house, Providing Temporary Custom fencing wall, Providing Fire fighting line Electrification works Gate office and security check Development of back up area o Construction of permanent boundary wall o Product laboratory MANTEC CONSULTANTS PVT. LTD., NOIDA 14

16 PRE-FEASIBILITY REPORT - SETTING UP OF BARGE JETTY AT VEERA o o o Providing fire fighting system Electrification works Construction of office building and security cabin Capital dredging and Maintenance dredging alongside the jetty (v) Amenities / facilities The Amenities/facilities proposed are in relation to the infrastructure proposed to be developed in phases. 6. PROPOSED INFRASTRUCTURE i. Industrial Area (Processing Area) The Capacity of the Terminal has been calculated based upon the guidelines published by TAMP. 1. Draft available at the proposed Jetty meters (below CD) 2. Dimensions of the jetty m x 60 m (proposed) ii. Residential area (non processing area). There is no proposed residential area as part of this project. iii. iv. Green belt. Green belt will be provided as per specified norms. Social infrastructure. There is no proposed social infrastructure as part of this project. v. Connectivity (traffic and transportation road / rail / metro / water ways etc). vi. Currently there is no road/ rail/ metro/ water ways to connect the proposed site for jetty. The proposed jetty will be connected by a proposed road of 15.5km. Drinking water management (source and supply of water). The drinking water shall be taken from Gujarat Water Supply and Sewerage Board. vii. Sewerage system For sewage treatment, septic tank and soak pit will be constructed within the plot area. MANTEC CONSULTANTS PVT. LTD., NOIDA 15

17 PRE-FEASIBILITY REPORT - SETTING UP OF BARGE JETTY AT VEERA viii. ix. Industrial waste management: There is no industrial waste except waste water and solid waste generated from this project. The waste water shall be treated in sewerage treatment plant (STP) Solid waste management: Solid waste generated from this facility can be broadly categories in three types: 1. Domestic waste: - sweeping, cleaning, fuel burning, gardening waste, waste wood etc. 2. Construction and maintenance debris: - This waste of construction material will be dealt with separately. 3. Other waste: - packing material, plastics, metal items etc. It is assumed that above collected waste would consist of Bio-degradable material (75%), Inorganic material (20%) and inert material as 5%. Bio waste will be treated to form the manure and can be handled on-site through a land fill or waste pit technique. Non-bio waste which can be recycled (ferrous materials, plastic etc) shall be sold /given to waste plastic vendors for recycling purposes. Construction material can be used for site filling purposes. x. Power requirement and supply / source: DG set of approx. 50 KV will be required for the construction work. 7. REHABILITATION AND RESETTLEMENT (R&R) PLAN i. Policy to be adopted (central / state) in respect of the project affected persons including home outsees, land outsees and landless labours (a brief outline to be given). Not applicable for this project, as land is under ownership of Port Authorities and free from all encumbrance. 8. PROJECT SCHEDULE AND COST ESTIMATES i. Likely date of start of construction and likely date of completion (time schedule for the project to be given). The Project is envisaged to be completed and brought into operation, by approximately 18 Months from the date of award of concession agreement. ii. Estimated project cost along with analysis in terms of economic viability of the project. Approx. Estimated Project cost is lakhs. MANTEC CONSULTANTS PVT. LTD., NOIDA 16

18 PRE-FEASIBILITY REPORT - SETTING UP OF BARGE JETTY AT VEERA 9. ANALYSIS OF PROPOSAL (FINAL RECOMMENDATIONS) (i) Financial and social benefits with special emphasis on the benefit to the local people including tribal population, if any, in the area. Financial Benefits of project I. To Kandla Port Trust 1. Increased cargo handling capacity 2. Earnings in the form of revenue share from the BOT operator. 3. Increase in revenue operations of port due to additional traffic handling. 4. Reducing congestion at other jetties at Kandla port. 5. Reduction in the cost of handling, thereby making Kandla Port more competitive. II. To Local community 1. Indirect economic activity for nearby areas. 2. More employment opportunities for local people. Social Benefits of project To Local community A. Public image of Kandla port as World class facility with most modern infrastructure. B. With modernisation and expansion of Kandla port, more economic opportunities would be created (both in formal and informal sector) for Local community. C. Increase in business activity will bring in prosperity in hinterland, which consequently would bring better access to social and physical infrastructure. MANTEC CONSULTANTS PVT. LTD., NOIDA 17

19 PRE-FEASIBILITY REPORT - SETTING UP OF BARGE JETTY AT VEERA ANNEXURE A MANTEC CONSULTANTS PVT. LTD., NOIDA 18

20 PRE-FEASIBILITY REPORT - SETTING UP OF BARGE JETTY AT JAFARWADI PRE-FEASIBILITY REPORT SETTING UP OF BARGE JETTY AT JAFARWADI MANTEC CONSULTANTS PVT LTD., NOIDA

21 PRE-FEASIBILITY REPORT - SETTING UP OF BARGE JETTY AT JAFARWADI Table of Contents LIST OF ABBREVIATIONS EXECUTIVE SUMMARY INTRODUCTION OF THE PROJECT/BACKGROUND INFORMATION PROJECT DESCRIPTION SITE ANALYSIS PLANNING (BRIEF): PROPOSED INFRASTRUCTURE REHABILITATION AND RESETTLEMENT (R&R) PLAN PROJECT SCHEDULE AND COST ESTIMATES ANALYSIS OF PROPOSAL (FINAL RECOMMENDATIONS) MANTEC CONSULTANTS PVT LTD., NOIDA

22 PRE-FEASIBILITY REPORT - SETTING UP OF BARGE JETTY AT JAFARWADI LIST OF ABBREVIATIONS BOT CAGR DSCR DWT GRT IRR KPT MMTPA MT NPV POL PPP SEZ TAMP MAT Build, Operate and Transfer Compounded Annual Growth Rate Debt Service Coverage Ratio Dead Weight Tonnage Gross Registered Tonnage Internal Rate of Return Kandla Port Trust Million Metric Tonnes per Annum Metric Tonne Net Present Value Petrol Oil Lubricant Public Private Partnership Special Economic Zone Tariff Authority for Major Ports Minimum Alternate Tax MANTEC CONSULTANTS PVT LTD., NOIDA

23 PRE-FEASIBILITY REPORT - SETTING UP OF BARGE JETTY AT JAFARWADI 1. EXECUTIVE SUMMARY Kandla Port is one of the busiest Ports of India. Kandla Port has been achieving first position among all the Major Ports of India in the terms of cargo handling for the most of the years in last decade. Thus, Kandla Port Trust has been contributing the most for the development of port capacity and handling seaborne trade of the country. Presently, Kandla Port is handling its cargo at its 12 nos. of Jetties. These jetties collectively have a capacity of MMTPA. However, there are certain factors which are not allowing the operations to be efficient enough to achieve the throughput equal to the said capacity. Time loss due to berthing, un-berthing, custom checks, custom boarding, cargo sampling, etc. Time loss due to tidal restriction which may not allow ships to sail out even if the handling operations are over, keeping them waiting for next high tide. Since the existing jetties are quite old structures, it calls for relatively higher time for maintenance. Owing to the above stated reasons and considering the ideal berth occupancy, ideally utilizable capacity of the existing jetties is relatively less at 9.75 MMTPA. Presently, at KPT, waiting for berthing at Jetties is being observed. Total of MMTPA of cargo was handled at Kandla Port in the year In order to ease pressure / avoid the waiting of the vessels for the existing terminals and to cater additional cargo, KPT has taken measures to develop a cargo handling facility at Jafarwadi. The proposed facility will be able to cater vessels of higher DWT. Commissioning of the proposed facility shall augment the cargo handling capacity of Kandla Port by 1.84 MMTPA. Traffic Forecast Traffic forecast for proposal Jafarwadi Jetty is 3.00 MMTPA Project Viability Details of cost of the Project yet to be worked out hence, FIRR will be worked out later. MANTEC CONSULTANTS PVT LTD., NOIDA

24 PRE-FEASIBILITY REPORT - SETTING UP OF BARGE JETTY AT JAFARWADI. 2. INTRODUCTION OF THE PROJECT/BACKGROUND INFORMATION i. Identification of project and project proponent. Kandla Port is one of the busiest Ports of India. Kandla Port has been achieving first position among all the Major Ports of India in the terms of cargo handling for the most of the years in last decade. Thus, Kandla Port Trust has been contributing the most for the development of port capacity and handling seaborne trade of the country. Especially northern India is heavily dependent on Kandla Port Trust for its trade requirements due to its peculiar land locked location compared to many other regions of India which are comparatively quite nearer to the sea shore. Some states of central India like Madhya Pradesh are also dependent for its specific trade requirement on Kandla Port Trust. Hence, considering the vast hinterland that is dependent on KPT for seaborne trade and currently prevailing traffic congestion at existing facilities of KPT, capacity additions are of utmost importance at KPT for serving the economy of the influence region and in turn, the economy of the whole country in the best possible manner. Presently, Kandla Port is handling its 12 dry cargo. These jetties collectively have a capacity of MMTPA. However, there are certain factors which are not allowing the operations to be efficient enough to achieve the throughput equal to the said capacity. Time loss due to berthing, un-berthing, custom checks, custom boarding, cargo sampling, etc. Time loss due to tidal restriction which may not allow ships to sail out even if the handling operations are over, keeping them waiting for next high tide. Since the existing jetties are quite old structures, it calls for relatively higher time for maintenance. 1. The main components of the Jafarwadi jetty which shall be constructed by the BOT operator will be: a). A jetty of length 180 m x 20 m. 2. The total estimated cost of the projects will be Rs.10500lakh. 3. Capital and Maintenance dredging in front of the jetty is also proposed to be undertaken by the BOT operator. ii. Brief description of nature of the project The cargo handling capacity of Jafarwadi by 3.00Million MTs The proposed facility shall be used for handling cargo. Name of Project SETTING UP OF BARGE JETTY AT JAFARWADI Length of the wharf Width of the wharf 180m 20m MANTEC CONSULTANTS PVT LTD., NOIDA

25 PRE-FEASIBILITY REPORT - SETTING UP OF BARGE JETTY AT JAFARWADI Total Back up area Capital Cost Project time Schedule 20Ha Rs lakhs. 18 months from the Date of Award of Concession iii. Need of the project and its importance to the country and or region. Kandla Port is having capacity of MMTPA for handling non-containerized dry cargo. In the last three years Kandla Port has handled non containerized cargo, MMTPA in the year ; MMTPA in the year ; and MMTPA in the year From the above figure it is clear that these facilities are being utilized at 90%. As per international standard berth occupancy should not be utilized more than 70% then only designed period of life can be achieved. Further it is also to state that Kandla Port has already commissioned four floating cranes at OTB for lighterage operations. Recently Kandla Port handled panamax/ post panamax vessels at OTB with floating cranes. This operation needs Barge Jetty so that loading and unloading can also be achieved. At present Kandla Port is having Barge facilities at Bunder Basin Kandla and at Tuna. Four floating cranes are commissioned and LOS for three more floating cranes has been issued. It is very much essential for Kandla Port to utilize this floating crane facility by creating more number of Barge facilities at Jafarwadi at appropriate locations where it is technically and financially feasible Existing Cargo Handling Capacity No nearby existing cargo handling capacity at Jafarwadi. Trends in the past cargo traffic at Kandla Cargo traffic rose by 5.04 per cent to million tonnes (MT) at 12 major ports during April-December 2014 as compared to the same period of previous year. These Centre-run ports had handled MT of cargo during April-December According to the latest data, Kandla Port handled the maximum MT of cargo during the period, which was up 7.22 per cent against MT during April-December Demand and Supply with future projections The demand and Supply gap is increasing day by day and this Jetty with capacity of 3.00 MMTPA will help to fill up this gap. MANTEC CONSULTANTS PVT LTD., NOIDA

26 PRE-FEASIBILITY REPORT - SETTING UP OF BARGE JETTY AT JAFARWADI iv. Imports vs. indigenous production The proposed jetty planned to be developed for handling of cargo for both import as well as export. v. Export possibility The proposed jetty would be suitable for export of materials/products produced in its hinter land. vi. Domestic/export markets There is existing demand from existing /proposed industries for import of materials for domestic use as well as export materials/products. vii. Employment generation (Direct & Indirect) due to the project. Based on the preliminary estimates, the direct employment due to proposed project will be during the construction phase and indirectly during the operation phase. 3. PROJECT DESCRIPTION (i) Type of project including interlinked and interdependent project, if any. The proposal is for establishment of barge jetty in Jafarwadi to ease the load of Kandla Port Trust. There is no interlinked project with barge jetty. (ii) Location (map showing general location, specific location, and project boundary and project site layout) with coordinates. The proposed site for the construction of Barge jetty at Jafarwadi with latitude 23 04' 33.6" N & longitude 70 12' 36.4" E. The site for the proposed jetty is 7.6Kms from the Gandhidham railway station towards west and 11.85Kms from the Kandla Airport towards North. The site is about 127 Kms away from the NH 8A as per drawing enclosed at Annexure A. (iii) Details of alternate sites considered and the basis of selecting the proposed site. Particularly the environmental consideration gone into should be highlighted. No alternative site has been considered as the project is proposed within the limit of Kandla port trust. (iv) Size or magnitude of operation. The proposed jetty is planned to handle dry cargo of about 3.00 MMT per year in the initial years. Further expansion with additional demand will be considered in future when such needs arise. (v) Project description with process details (a schematic diagram / flow chart showing the project layout, components of the project etc. should be given). The project includes loading-unloading of cargo as it does not include any process. MANTEC CONSULTANTS PVT LTD., NOIDA

27 PRE-FEASIBILITY REPORT - SETTING UP OF BARGE JETTY AT JAFARWADI (vi) Raw material required along with estimated quantity, likely resource, marketing area of final product/s, mode of transport of raw material and finished products. Cement Steel Structural steel Crushed metal Sand Quarry spall Asphalt VG-30 Bitumen Emulsion MT 3900 MT 1892 MT m m m3 1573MT 191MT (vii) Resource optimization / recycling and reuse envisaged in the project, if any, should be briefly outlined. The proposed project is development of a jetty and its operation. Therefore, resource optimization will be mainly in the form of effective use of infrastructure created and optimization of berth occupancy and utilities and services. (viii) Availability of water its sources, energy / power requirement and sources should be given. Water: The required water will be arranged by Contractor. The water requirement has been envisaged based on the total area of the Project considering the jetty area, area of approach. Water requirement for the project is approximately 10000KL the Project. The quantity of effluent generation during construction and operation is Nil. Power: DG set of approx. 50 KV will be required for the construction work. (ix) Quantity of wastes to be generated (liquid and solid) and scheme for their management / disposal. Prima facie, waste generated by BOT operator during any operations, is responsibility of the same and he would have to make arrangements to deal with management of disposal (both solid and liquid. Details of waste (both solid and liquid) generated and its management would be ascertained at later stages. MANTEC CONSULTANTS PVT LTD., NOIDA

28 PRE-FEASIBILITY REPORT - SETTING UP OF BARGE JETTY AT JAFARWADI (x) Schematic representation of the feasibility drawing which give information of EIA purpose. MANTEC CONSULTANTS PVT LTD., NOIDA

29 PRE-FEASIBILITY REPORT - SETTING UP OF BARGE JETTY AT JAFARWADI 4. SITE ANALYSIS Airway (i) Railway Connectivity. The national airlines operate daily flights through the district headquarters at Bhuj as well as Gandhidham which lies 62.9Km. (N) & 11.8 Km. (N) respectively from Kandla Port. Gandhidham airport is also operational and there is a daily flight to Mumbai from this Airport. Broad gauge(bg) tracks directly connect the Port at New Kandla with the principal cities of Mumbai, Ahmadabad, Surat, Baroda, etc., and also Delhi, Punjab and Haryana through the route Ahmadabad-Ratlam- Kota - Mathura to Delhi. The second route is via Palanpur - Ajmer to Delhi. The nearest railway station is Gandhidham railway station is 7.6 Kms. Road Kandla is connected to the National Highway grid system through NH 8A coming from Mumbai via Ahmedabad and Morbi and terminates at the Port. The city of Gandhidham where the Port Administrative Office and the main staff colony are located, also lies on NH 8A about 127 Km. from the Port. The port enjoys fully developed road network, both in and around the Port area to facilitate faster movement of cargo. (ii) Land form/ land use / land ownership. Land is largely flat with scanty vegetation. Land currently is lying as barren land and is under ownership of Kandla Port. (iii) Topography (along with map). Topography at the site location is generally flat with average ground level of about 2m above MSL. Topsoil appears marshy. The Master plan for Kandla Port trust is attached. (iv) Existing land use pattern (agriculture, non-agricultural, forest, water bodies [including area under CRZ]), shortest distance from the periphery of the project to periphery of the forest, national park, wild life sanctuary, eco sensitive areas, water bodies (distance from the HFL of the river), CRZ. In case of notified industrial area, a copy of the Gazette notification should be given. Existing land use pattern of the proposed site is barren land, without and cultivation and is covered under coastal regulation. (v) Existing infrastructure: There is no any existing Infrastructure at Jafarwadi. MANTEC CONSULTANTS PVT LTD., NOIDA

30 PRE-FEASIBILITY REPORT - SETTING UP OF BARGE JETTY AT JAFARWADI c. Soil Classification Sub-soil profile (Tentative profile taken from nearby area) The sub-soil profile is shown in the diagram below: Depth (m) Dia of Bore Hole Log Strata Description 150 mm Grey Soft to Firm Silty Clay 150 mm Reddish Brown Hard Silty Clay 150 mm 150 mm 150 mm 150 mm Reddish Brown Hard Silty Clay with Gypsum Reddish Brown Hard Silty Clay with Gypsum Yellowish Brown Dense to Very Dense Silty Sand Yellowish Brown Dense to Very Dense Sitly Sand As could be seen, the sub-soil profile consists of grey soft to firm silty clay up to m, reddish brown hard silty clay is found up to m. A reddish brown hard silty clay with gypsum is met below m up to m. Very dense yellowish brown silty sand is found up to m. Between to hard greyish brown clay is found. Very dense yellowish silty sand is found below m and the bore hole is terminated at m with the same composition being observed. MANTEC CONSULTANTS PVT LTD., NOIDA

31 PRE-FEASIBILITY REPORT - SETTING UP OF BARGE JETTY AT JAFARWADI d. Climatic Data from secondary Sources Tidal Conditions Tides at Kandla are semi-diurnal in character. The tidal heights with respect to port Chart Datum, with local Mean Sea level as is presented in the table below: Highest High Water Mean High Water Spring Mean High Water Mean High Water Neaps Local Mean sea Level Mean Low Water Neaps Mean Low Water Mean Low Water Spring Lowest Low Water Average Spring Range Average Neap Range Mean Range m m m m m m m m m 5.86 m 3.91 m m Waves Kandla Creek is protected from wave disturbances by a number of shoals at its outfall into the gulf. This provides the setting for a basin with absolute tranquility. The creek provides calm waters round the year for easy movement of shipping. Thus, Kandla has become an all-weather Port of repute. The high amplitude tides coupled with a large storage area has resulted in high flushing velocities inside. This has helped in cleansing of the navigational channels, thus providing minimum siltation. Outside in the gulf, the complex flow phenomenon has given rise to a number of shoals, which are dynamic in nature. The Port of Kandla is approached through the channel starting from the Outer Tuna Buoy. The shallow depths at the turning point of the channel are over passed during high tides by vessels approaching the harbour. Ship movements are normally confined to the high tides. Siltation in the channel is confined to a reach of hardly 3 km only. The Port region is free from any significant wave disturbances. Silt and Salinity Silt charge and salinity observations were carried out during dry and monsoon months in April and September 1983 at locations east and west of Kandla Creek and at two stations in the Gulf of Kutch. The waters of the Creek are heavily silt charged, the range being 1 to 3 ppt. The Creek waters have a salinity ranging from 23 to 25 ppt. Temperature and Humidity The climate of Kandla Port is generally tropical and dry. The air temperature varies from less than 10 0 C in winter to about 44 0 C in summer. The mean, maximum and minimum temperature observed in the different months at Kandla is presented in the table below: MANTEC CONSULTANTS PVT LTD., NOIDA

32 PRE-FEASIBILITY REPORT - SETTING UP OF BARGE JETTY AT JAFARWADI Months Mean of Max. Temp. Mean of Min. Temp. January February March April May June July August September October November December Kandla region is fairly dry and only July, August and September is humid months. The range of maximum relative humidity varies from 0% to 100%, whereas minimum values vary between 0 and 30%, except during July, August and September, when minimum values vary between 25% and 50%. Rainfall Rainfall in Kandla is very low. Between January and April, there is normally no rainfall. Rainfall generally remains confined between June end and mid September. During the remaining months, the rainfall is scanty. The annual average rainfall is around 200mm only. Wind Conditions From long term observation of wind velocities and directions, following inferences can be made: January February March April to June The predominant direction is between NNE and NNW with speed range normally between 12 and 19 Km/hr. which may exceed for about 10 % of the time. The direction changes from NNE and SSW, but predominantly between WSW and SSW. The wind speed from SSW varies between 12 and 39 km/ hr. for 15 % of the time and for rest of the time it generally varies between 12 and 19 Km/ hr. The direction lies between NNW and SSW, but predominantly between WSW and SSW. The wind speed from SSW varies between 12 and 39 km/ hr. for 15 % of the time and for rest of the time it generally varies between 12 and 19 Km/ hr. The direction for wind is between WSW and SSW. The wind speed reaches a maximum of 39 km/ hr. except in July, when the speed may exceed the range. October The direction of wind changes from SSW to NNW. Wind speed ranges between 12 and 19 km/ hr. but the limit may exceed for 10 % of the time. Nov. & Dec. The predominant direction is between NNE and NNW and the speed is between 12 and 19 km/hr. MANTEC CONSULTANTS PVT LTD., NOIDA

33 PRE-FEASIBILITY REPORT - SETTING UP OF BARGE JETTY AT JAFARWADI Storms and Cyclones Kandla port is not generally affected by cyclonic storms. During June 1998, a severe cyclonic storm, which passed over Kandla Port with a wind speed of 150 km/hr., resulting in high tidal waves of 10.5 m with strong current, caused extensive damages to the Port installations, crafts and human lives. 5. PLANNING (BRIEF): (i) Planning concept (type of industries, facilities, transportation, etc.) town and country planning/development authority classification. The site for the proposed project is situated at Jafarwadi as per drawing enclosed at Annexure A. Commissioning of the proposed facility shall augment the cargo handling capacity of Kandla Port by 3.00 Million MTs. It is proposed to construct and operate a wharf of length 180 m X 20 m on PPP basis. The BOT operator shall undertake the following development activities at the proposed project. (ii) Population projection The population projection for the proposed project is only related to direct and indirect employment generation. In construction stage, the temporary population will be about 600 and in the initial stage of population direct and indirect population will be 150 and 350 respectively. (iii) Land use planning (breakup along with green belt, etc.) It is planned to develop backup area of 20.0 hectare approx for bunkering facilities. (iv) Assessment of infrastructure demand (physical and social). The BOT operator shall undertake the following development activities. Construction of wharf of 180 mts. x 20 mts. on pile foundation Construction of other civil structures on pile foundation such as approach bridge, connecting platform between jetty and approach bridge, crew office, high mast lighting tower, fire pump house, Providing Temporary Custom fencing wall, Providing Fire fighting line Electrification works Gate office and security check Development of back up area o Construction of permanent boundary wall o Product laboratory o Providing fire fighting system o Electrification works o Construction of office building and security cabin Capital dredging and Maintenance dredging alongside the jetty MANTEC CONSULTANTS PVT LTD., NOIDA

34 PRE-FEASIBILITY REPORT - SETTING UP OF BARGE JETTY AT JAFARWADI (v) Amenities / facilities The Amenities/facilities proposed are in relation to the infrastructure proposed to be developed in phases. 6. PROPOSED INFRASTRUCTURE i. Industrial Area (Processing Area) The Capacity of the Terminal has been calculated based upon the guidelines published by TAMP. 1. Draft available at the proposed Jetty 4 meters (proposed) with tidal window 13 meters. 2. Dimensions of the jetty m x 20 m (proposed) ii. iii. iv. Residential area (non processing area). There is no proposed residential area as part of this project. Green belt. Green belt will be provided as per specified norms. Social infrastructure. There is no proposed social infrastructure as part of this project. v. Connectivity (traffic and transportation road / rail / metro / water ways etc). Currently there is no road/ rail/ metro/ water ways to connect the proposed site for jetty. vi. vii. viii. Drinking water management (source and supply of water). The drinking water shall be taken from Gujarat Water Supply and Sewerage Board. Sewerage system. For sewage treatment, septic tank and soak pit will be constructed within the plot area. Industrial waste management: There is no industrial waste except waste water and solid waste generated from this project. The waste water shall be treated in sewerage treatment plant (STP) ix. Solid waste management: Solid waste generated from this facility can be broadly categories in three types: MANTEC CONSULTANTS PVT LTD., NOIDA

35 PRE-FEASIBILITY REPORT - SETTING UP OF BARGE JETTY AT JAFARWADI 1. Domestic waste: - sweeping, cleaning, fuel burning, gardening waste, waste wood etc. 2. Construction and maintenance debris: - This waste of construction material will be dealt with separately. 3. Other waste: - packing material, plastics, metal items etc. It is assumed that above collected waste would consist of Bio-degradable material (75%), Inorganic material (20%) and inert material as 5%. Bio waste will be treated to form the manure and can be handled on-site through a land fill or waste pit technique. Non-bio waste which can be recycled (ferrous materials, plastic etc) shall be sold /given to waste plastic vendors for recycling purposes. Construction material can be used for site filling purposes. x. Power requirement and supply / source: DG set of approx. 50 KV will be required for the construction work. 7. REHABILITATION AND RESETTLEMENT (R&R) PLAN i. Policy to be adopted (central / state) in respect of the project affected persons including home outsees, land outsees and landless labours (a brief outline to be given). Not applicable for this project, as land is under ownership of Port Authorities and free from all encumbrance. 8. PROJECT SCHEDULE AND COST ESTIMATES i. Likely date of start of construction and likely date of completion (time schedule for the project to be given). The Project is envisaged to be completed and brought into operation, by approximately 18 Months from the date of award of concession agreement. ii. Estimated project cost along with analysis in terms of economic viability of the project. Approx. Estimated Project cost is lakhs. 9. ANALYSIS OF PROPOSAL (FINAL RECOMMENDATIONS) (i) Financial and social benefits with special emphasis on the benefit to the local people including tribal population, if any, in the area. Financial Benefits of project I. To Kandla Port Trust 1. Increased cargo handling capacity 2. Earnings in the form of revenue share from the BOT operator. 3. Increase in revenue operations of port due to additional traffic handling. MANTEC CONSULTANTS PVT LTD., NOIDA

36 PRE-FEASIBILITY REPORT - SETTING UP OF BARGE JETTY AT JAFARWADI II. 4. Reducing congestion at other jetties at Kandla port. 5. Reduction in the cost of handling, thereby making Kandla Port more competitive. To Local community 1. Indirect economic activity for nearby areas. 2. More employment opportunities for local people. Social Benefits of project To Local community A. Public image of Kandla port as World class facility with most modern infrastructure. B. With modernisation and expansion of Kandla port, more economic opportunities would be created (both in formal and informal sector) for Local community. C. Increase in business activity will bring in prosperity in hinterland, which consequently would bring better access to social and physical infrastructure. MANTEC CONSULTANTS PVT LTD., NOIDA

37 PRE-FEASIBILITY REPORT - SETTING UP OF BARGE JETTY AT JAFARWADI ANNEXURE A MANTEC CONSULTANTS PVT LTD., NOIDA

38 PRE-FEASIBILITY REPORT-Setting up of Oil Jetty No.7 Table of Contents LIST OF ABBREVIATIONS EXECUTIVE SUMMARY INTRODUCTION OF THE PROJECT/BACKGROUND INFORMATION PROJECT DESCRIPTION SITE ANALYSIS b). Container Cargo PLANNING (BRIEF): PROPOSED INFRASTRUCTURE REHABILITATION AND RESETTLEMENT (R&R) PLAN PROJECT SCHEDULE AND COST ESTIMATES ANALYSIS OF PROPOSAL (FINAL RECOMMENDATIONS) Annexure A: Project Site Annexure - B Back up Area Layout MANTEC CONSULTANTS PVT LTD., NOIDA 1

39 PRE-FEASIBILITY REPORT-Setting up of Oil Jetty No.7 LIST OF ABBREVIATIONS BOT CAGR DSCR DWT GRT IRR KPT MMTPA MT NPV POL PPP SEZ TAMP MAT Build, Operate and Transfer Compounded Annual Growth Rate Debt Service Coverage Ratio Dead Weight Tonnage Gross Registered Tonnage Internal Rate of Return Kandla Port Trust Million Metric Tonnes per Annum Metric Tonne Net Present Value Petrol Oil Lubricant Public Private Partnership Special Economic Zone Tariff Authority for Major Ports Minimum Alternate Tax MANTEC CONSULTANTS PVT LTD., NOIDA 2

40 PRE-FEASIBILITY REPORT-Setting up of Oil Jetty No.7 1. EXECUTIVE SUMMARY Kandla Port is one of the busiest Ports of India. Kandla Port has been achieving first position among all the Major Ports of India in the terms of cargo handling for the most of the years in last decade. Thus, Kandla Port Trust has been contributing the most for the development of port capacity and handling seaborne trade of the country. Presently, Kandla Port is handling its liquid cargo at its 6 nos. Oil Jetties. These jetties collectively have a capacity of MMTPA. However, there are certain factors which are not allowing the operations to be efficient enough to achieve the throughput equal to the said capacity. Time loss due to berthing, un-berthing, custom checks, custom boarding, cargo sampling, etc. Time loss due to tidal restriction which may not allow ships to sail out even if the handling operations are over, keeping them waiting for next high tide. Since the existing oil jetties are quite old structures, it calls for relatively higher time for maintenance. Recently on-going strengthening of Oil Jetty No. 1 and 2 has also affected the availability of the utilizable capacity to some extent. Owing to the above stated reasons and considering the ideal berth occupancy, ideally utilizable capacity of the existing jetties is relatively less at 9.75 MMTPA. Presently, at KPT, waiting for berthing at Oil Jetties is being observed. Total of 8.51 MMTPA of liquid cargo was handled at Kandla Port in the year In order to ease pressure / avoid the waiting of the vessels for the existing oil terminals and to cater additional liquid cargo, KPT has taken measures to develop a liquid cargo handling facility next to the existing oil jetty no. 6 at Old Kandla. The proposed facility will be able to cater vessels of higher DWT. Commissioning of the proposed facility shall augment the liquid cargo handling capacity of Kandla Port by 1.84 MMTPA. The proposed facility shall be used for handling all kinds of liquid cargo i.e. POL, vegetable oils/edible oils, others etc. which are permitted. However, Concessionaire shall handle and store the chemicals and liquids as per the applicable CRZ notifications. Traffic Forecast Projected traffic has been allocated for the ideally utilizable capacity of existing Oil Jetties and expected utilization of upcoming new Oil jetty and Ship Bunkering Terminal on BOT. Following table shows the traffic projections for the proposed Project. Traffic Projections for Liquid Cargo excluding POL Liquid Cargo excluding POL FY 2014 FY 2015 FY 2016 FY 2017 FY 2018 FY 2019 FY 2020 FY 2021 FY 2022 FY 2025 FY % 6% 6% 6% 6% 6% 6% 6% 6% 6% Liquid Cargo MANTEC CONSULTANTS PVT LTD., NOIDA 3

41 PRE-FEASIBILITY REPORT-Setting up of Oil Jetty No.7 excluding POL Total Traffic Handling by Existing & Upcoming facilities Existing Liquid Jetties at KPT* Oil Jetty and Ship Bunkering Terminal on BOT Total Allocation Net Traffic Projection for Proposed Jetty Note: *Ideally utilizable capacity for Liquid Cargo excluding POL has been considered as Total Ideally Utilizable Capacity of Oil Jetties x Share of Liquid Cargo other than POL = 9.75 MMTPA * 72.44% i.e. share of liquid cargo at Kandla excluding POL for past five years. As it can be seen from the above traffic analysis and projections, liquid cargo traffic has been projected at 6% CAGR. From the projected traffic, allocation to existing oil jetties has been envisaged to be equal to ideally utilizable capacity of 7.06 MMTPA. Further, the utilization expected in case of the Project of Oil Jetty and Ship Bunkering Terminal on BOT Basis has been envisaged as per the Feasibility Report of that Project for Liquid Cargo excluding POL. Thus, total allocation has been subtracted from projected traffic. Hence, the same has been considered as the gap of traffic to be bridged by the proposed Oil Jetty No. 7. Though the said gap / projection reaches around 1.79 MMTPA by FY 2023 which is almost equivalent to proposed capacity, it is understood that the Project may take some time to ramp up the utilization. Hence, the following utilization levels have been considered for revenue calculations for the financial viability assessment. Particulars FY 2020 FY 2021 FY 2022 FY 2023 FY 2024 FY 2025 FY 2026 Optimal Capacity Capacity Utilization 40% 50% 60% 70% 80% 90% 100% Project Viability The financial viability of the Project has been evaluated based on the tariffs already approved for Oil Jetty and Ship Bunkering Terminal at Old Kandla on BOT Basis. Followings are the Project Viability Indicators. S.No. Indicator Value 1. Project IRR - Pre Tax 18.71% 2. Project NPV in Rs. Crores Economic IRR 19.18% MANTEC CONSULTANTS PVT LTD., NOIDA 4

42 PRE-FEASIBILITY REPORT-Setting up of Oil Jetty No.7 2. INTRODUCTION OF THE PROJECT/BACKGROUND INFORMATION i. Identification of project and project proponent. Kandla Port is one of the busiest Ports of India. Kandla Port has been achieving first position among all the Major Ports of India in the terms of cargo handling for the most of the years in last decade. Thus, Kandla Port Trust has been contributing the most for the development of port capacity and handling seaborne trade of the country. Especially northern India is heavily dependent on Kandla Port Trust for its trade requirements due to its peculiar land locked location compared to many other regions of India which are comparatively quite nearer to the sea shore. Some states of central India like Madhya Pradesh are also dependent for its specific trade requirement on Kandla Port Trust. Hence, considering the vast hinterland that is dependent on KPT for seaborne trade and currently prevailing traffic congestion at existing facilities of KPT, capacity additions are of utmost importance at KPT for serving the economy of the influence region and in turn, the economy of the whole country in the best possible manner. India is a heavily oil deficit country which is largely fed by imports at Major Ports. Among major ports, Kandla is the leader due to its sustained growth of traffic in various commodities including liquid cargo. Presently, Kandla Port is handling its liquid cargo at its 6 nos. Oil Jetties. These jetties collectively have a capacity of MMTPA. However, there are certain factors which are not allowing the operations to be efficient enough to achieve the throughput equal to the said capacity. Time loss due to berthing, un-berthing, custom checks, custom boarding, cargo sampling, etc. Time loss due to tidal restriction which may not allow ships to sail out even if the handling operations are over, keeping them waiting for next high tide. Since the existing oil jetties are quite old structures, it calls for relatively higher time for maintenance. Recently on-going strengthening of Oil Jetty No. 1 and 2 has also affected the availability of the utilizable capacity to some extent. Owing to the above stated reasons and considering the ideal berth occupancy, ideally utilizable capacity of the existing jetties is relatively less at 9.75 MMTPA. Presently, at KPT, waiting for berthing at Oil Jetties is being observed. Total of 8.51 MMTPA of liquid cargo was handled at Kandla Port in the year In order to ease pressure / avoid the waiting of the vessels for the existing oil terminals and to cater additional liquid cargo, KPT has taken measures to develop a liquid cargo handling facility next to the existing oil jetty no. 6 at Old Kandla. The proposed facility will be able to cater vessels of higher DWT. Commissioning of the proposed facility shall augment the liquid cargo handling capacity of Kandla Port by 1.84 MMTPA. MANTEC CONSULTANTS PVT LTD., NOIDA 5

43 PRE-FEASIBILITY REPORT-Setting up of Oil Jetty No.7 The proposed facility shall be used for handling all kinds of liquid cargo i.e. POL, vegetable oils/edible oils, others etc. which are permitted. However, Concessionaire shall handle and store the chemicals and liquids as per the applicable CRZ notifications. 1. The main components of the oil jetty no. 07 which shall be constructed by the BOT operator will be: a). A jetty of length 300 m x 15 m with approach of 210 meter & b). Tank terminal for storage of liquid cargo of capacity KL. 2. The total estimated cost of the projects will be Rs crore. 3. Storage tank farm with an aggregate storage capacity of KL having pipeline connectivity for receiving as well as supplying the fuels 4. The storage tank farm shall have fire fighting facilities, water sprinkler system, concrete payment, lab testing facility, etc. 5. Capital and Maintenance dredging in front of the jetty is also proposed to be undertaken by the BOT operator. ii. Brief description of nature of the project In order to ease pressure on the existing liquid cargo berths, KPT has taken a slew of measures that include development of Oil jetties at old Kandla. In light of the same it is proposed to develop and setting up of oil jetty no. 7 at old Kandla adjoining to the existing oil jetty no. 6 (IOC jetty) at Old Kandla. Commissioning of the proposed facility shall augment the liquid cargo handling capacity of Kandla Port by 3.02 Million MTs. The proposed facility shall be used for handling liquid cargo. Name of Project Construction of Oil Jetty No. 7 to Handle Liquid Cargo at Old Kandla under PPP mode Length of the wharf 300 meters Width of the wharf 15 meters Approach to Jetty 210 m Back Up area for Tank Farm Development 7 Ha Maximum Vessel Size Up to DWT Optimal Capacity of Oil Terminal 1.84 MMTPA Tank Farm Capacity KL Design load for wharf 5 MT/m 2 Draught in front of Jetty and Approach 13 m Type of Cargo All types of liquid cargo Capital Cost Rs Crores Source of funds Debt: Equity in 70:30 ratio Project time Schedule 24 months from the Date of Award of Concession Capital and Maintenance Dredging will be carried out by the Concessionaire Expected Commissioning by End of - FY Viability Indicators Project IRR - Pre Tax 18.71% Project NPV in Rs. Crores Economic IRR 19.18% MANTEC CONSULTANTS PVT LTD., NOIDA 6

44 PRE-FEASIBILITY REPORT-Setting up of Oil Jetty No.7 iii. Need of the project and its importance to the country and or region. The need of the project can be understood from the demand and supply mismatch at the Kandla Port in terms of the liquid cargo being handled by the existing 6 Nos. of Jetties. iv. Imports vs. indigenous production The proposed jetty planned to be developed for handling of oil for both import as well as export. v. Export possibility The proposed jetty would be suitable for export of materials/products produced in its hinter land. vi. vii. Domestic/export markets There is existing demand from existing /proposed industries for import of materials for domestic use as well as export materials/products. Employment generation (Direct & Indirect) due to the project. Based on the preliminary estimates, the direct employment due to proposed project will be during the construction phase and indirectly during the operation phase. 3. PROJECT DESCRIPTION (i) (ii) Type of project including interlinked and interdependent project, if any. As mentioned earlier, construction of Oil Jetty at Old Kandla is proposed to ease the pressure on the existing Oil jetties. It is anticipated that the even after the commissioning of the aforementioned facility, the capacity shall be inadequate to handle the likely liquid cargo traffic in future. Commissioning of the proposed facility shall augment the liquid cargo handling capacity of Kandla Port by 13 Million MTs. To Million MTs. Hence this project should be seen as part of larger Kandla Port complex with interlinked operations. Location (map showing general location, specific location, and project boundary and project site layout) with coordinates. The proposed project site is situated at Kandla creek at Kandla near IOC Jetty (Oil Jetty no. 6) having latitude 23 02'22.21" N & longitude 70 13'14.09" as per location map enclosed at Annexure B. (iii) Details of alternate sites considered and the basis of selecting the proposed site. Particularly the environmental consideration gone into should be highlighted. The proposed Oil jetty site is located adjacent to the existing operational Oil jetties of Kandla Port and is considered to be the most suitable site. No alternative site has been considered. MANTEC CONSULTANTS PVT LTD., NOIDA 7

45 PRE-FEASIBILITY REPORT-Setting up of Oil Jetty No.7 (iv) (v) (vi) Size or magnitude of operation. The proposed jetty is planned to handle oil cargo of about 1.84 MMT per year in the initial years. Further expansion with additional demand will be considered in future when such needs arise. Project description with process details (a schematic diagram / flow chart showing the project layout, components of the project etc. should be given). The project includes loading-unloading of oil as it does not include any process. Raw material required along with estimated quantity, likely resource, marketing area of final product/s, mode of transport of raw material and finished products. The raw materials are required only for jetty development and will be mainly in the form of construction materials given below: Cement MT Steel MT Crushed metal MT Sand m3 Quarry spall m3 Bitumen Emulsion- 37 MT (vii) Resource optimization / recycling and reuse envisaged in the project, if any, should be briefly outlined. The proposed project is development of a jetty and its operation. Therefore, resource optimization will be mainly in the form of effective use of infrastructure created and optimization of berth occupancy and utilities and services. (viii) Availability of water its sources, energy / power requirement and sources should be given. Water: The Gujarat Water Supply and Sewerage Board are responsible for developing and managing various sources of water in the region. The important source of water is the 14.5 Million m3 capacity reservoir of Tapar Dam, besides a number of deep tube wells. Water is distributed to Kandla area from high service reservoir near Bhachau through 18 dia. CI mains, after chlorination. The capacities of the elevated water towers and underground reservoirs at Kandla are 1500 kl. and kl., respectively. The average daily consumption of water at Kandla area is estimated at around 2000 kl. The position is improved to a great extent by tapping the source of water from Sardar Sarovour Narmada Nigam Limited. The water requirement has been envisaged based on the total area of the Project considering the jetty area, area of approach and the Pipeline area. Water requirement for the project is approximately 450 m3/day for the total area of 8.8 ha for the Project. The quantity of effluent generation is assumed at 80% of water consumption which is approximately 360 m3 /day. MANTEC CONSULTANTS PVT LTD., NOIDA 8

46 PRE-FEASIBILITY REPORT-Setting up of Oil Jetty No.7 Power: The port receives Bulk power supply from PGVCL through its 66 kva sub stations and has 11 KV substation giving power supply to the various other cranes and installations. Besides, the port has two diesel generating sets to meet with emergency needs. Kandla Port Trust is a distribution Licensee for power and distributes power to the various users of Kandla. Uninterrupted good quality estimated power requirement of 900MW is expected to be supplied in the SEZ area by the Gujarat Government. However, master plan caters for setting up a dedicated power back up from an independent power producer (IPP) at a later stage, if required. (ix) Quantity of wastes to be generated (liquid and solid) and scheme for their management / disposal. Prima facie, waste generated by BOT operator during any operations, is responsibility of the same and he would have to make arrangements to deal with management of disposal (both solid and liquid. Details of waste (both solid and liquid) generated and its management would be ascertained at later stages. MANTEC CONSULTANTS PVT LTD., NOIDA 9

47 PRE-FEASIBILITY REPORT-Setting up of Oil Jetty No.7 (x) Schematic representation of the feasibility drawing which give information of EIA purpose. MANTEC CONSULTANTS PVT LTD., NOIDA 10

48 PRE-FEASIBILITY REPORT-Setting up of Oil Jetty No.7 4. SITE ANALYSIS (i) Connectivity. Airway The national airlines operate daily flights through the district headquarters at Bhuj as well as Gandhidham which lies 67 Km. & 20 Km. respectively from Kandla Port. Gandhidham airport is also operational and there is a daily flight to Mumbai from this Airport. Railway Broad gauge(bg) tracks directly connect the Port at New Kandla with the principal cities of Mumbai, Ahmadabad, Surat, Baroda, etc., and also Delhi, Punjab and Haryana through the route Ahmadabad-Ratlam- Kota - Mathura to Delhi. The second route is via Palanpur - Ajmer to Delhi. Apart from this, the existing meter gauge line from Bhildi to Samdari has been converted to BG, which provides direct link to Jodhpur in Rajasthan & Bhatinda in Punjab and reduces the reach to Hinterland by 118 Km. Road Kandla is connected to the National Highway grid system through NH 8A coming from Mumbai via Ahmedabad and Morbi and terminates at the Port. All main gates of cargo jetty complex as well as oil jetty complex are directly connected to N. H. 8 A by four lane wide roads. The city of Gandhidham where the Port Administrative Office and the main staff colony are located, also lies on NH 8A about 13 Km. from the Port. The port enjoys fully developed road network, both in and around the Port area to facilitate faster movement of cargo. (ii) Land form/ land use / land ownership. Land is largely flat with scanty vegetation. Land currently is lying as barren land and is under ownership of Kandla Port. (iii) Topography (along with map). Topography at the site location is generally flat with average ground level of about 2m above MSL. Topsoil appears marshy. The master plan for Kandla Port Trust is attached. (iv) Existing land use pattern (agriculture, non-agricultural, forest, water bodies [including area under CRZ]), shortest distance from the periphery of the project to periphery of the forest, national park, wild life sanctuary, eco sensitive areas, water bodies (distance from the HFL of the river), CRZ. In case of notified industrial area, a copy of the Gazette notification should be given. Existing land use pattern of the proposed site is barren land, without and cultivation and is covered under coastal regulation. (v) Existing infrastructure The proposed Oil jetty is a green field project and nothing exists on the site as of now. The backup area earmarked for the jetty is almost barren and flat. It is MANTEC CONSULTANTS PVT LTD., NOIDA 11

49 PRE-FEASIBILITY REPORT-Setting up of Oil Jetty No.7 proposed to construct and operate a wharf of length 300 m X 15 m on PPP basis. The jetty shall be used for handling of liquid cargos like Chemicals, Edible oil and POL products. The BOT operator shall undertake the following development activities at the proposed project. a. Port Infrastructure The Port handles cargo at two locations, viz. Kandla and Vadinar (near Jamnagar). Presently, Vadinar has three Single Buoy Moorings (SBMs), two installed by the Indian Oil Corporation (IOC) & one installed by Vadinar Oil Terminal Ltd. (VOTL) for handling of crude oil for its refineries. These SBMs can accommodate vessels up to 3 Lakhs DWT size and have a capacity to handle around Million tons of crude traffic per annum. Kandla has, at present, 12 dry cargo berths along with 2 container handling berths and six oil jetties. The existing Fourteen general cargo berths have a quay length measuring m. The custom fencing is 253 hectares. Also, Kandla Port has meter long barge handling jetty at Tuna. The permissible draught and sizes of vessels that can be docked along the 14 berth at Kandla Port are given below: Berth No. Dead Weight Tonnage (DWT) Draught (in metres) I II III IV V VI VII VIII IX X XI XII XIII XV b). Container Cargo Presently, there are two container berths i.e. 11th and 12th Cargo berth to handle container cargo like manufactured items, wood, tiles, foodstuffs, textile, apparel, glass and building materials, etc. Maximum DWT of the vessels and the permissible draft at these jetties is shown in the table below: Container Cargo Berth DWT Draught (M) XI XII MANTEC CONSULTANTS PVT LTD., NOIDA 12

50 PRE-FEASIBILITY REPORT-Setting up of Oil Jetty No.7 c. Liquid Cargo facility: Existing Liquid Cargo Handling Capacity Presently, six numbers oil jetties are handling liquid cargo at Old Kandla Port. In future, proposed one number oil jetty shall be commissioned for handling liquid cargo at Old Kandla Port. The combined capacity of all facilities at Kandla Port for handling liquid cargo (excluding containers) is designated as 13 MMTPA. Further KPT has recently signed concession agreement with Kandla Oil Terminal Private Limited for Development of Oil Jetty to Handle Liquid and Ship Bunkering Terminal at Old Kandla on BOT Basis. The same is to add the capacity of 3.39 MMTPA. Hence, total designated capacity would be MMTPA at Kandla Port. However, the designated capacity may not be considered correct figure for analyzing the demand supply gap for the new port facility to be developed. There are some practical operational factors as mentioned following are responsible this: Time loss due to berthing, un-berthing, custom checks, custom boarding, cargo sampling, etc. Time loss due to tidal restriction which may not allow ships to sail out even if the handling operations are over, keeping them waiting for next high tide. Since the existing oil jetties are quite old structures, it calls for relatively higher time for maintenance. Recently on-going strengthening of Oil Jetty No. 1 and 2 has also affected the availability of the utilizable capacity to some extent. Owing to the above factors, presently, there is waiting for getting the berthing for Liquid tankers at Oil Jetty Complex of Kandla Port. Considering this phenomena, actual utilizable capacity of the Oil Jetty Complex has to be considered with ideal berth occupancy. In view of the above, the existing capacity of the Oil Jetties No. 1 to 6 has been envisaged as follows: Particulars Existing Capacity of Oil Jetties 1 to 6 Average Berth Occupancy of 1 to 6 Ideal Utilizable Capacity Values 13 MMTPA 75% (at this occupancy figure, waiting is being observed for berthing) 9.75 MMTPA Traffic handled by Oil Jetties 1 to 6 in the past may also be more than 9.75 MMTPA. However, it would be with very high berth occupancy which is not advisable from the asset maintenance point of view. Historical Liquid Cargo Traffic at Kandla The liquid cargo handled at Kandla Port has been studied. Growth and commodity share analysis has also been undertaken keeping in mind the proposed facilities. MANTEC CONSULTANTS PVT LTD., NOIDA 13

51 PRE-FEASIBILITY REPORT-Setting up of Oil Jetty No.7 Liquid Traffic Scenario based on Past Five Years from to Liquid Bulk Traffic year 10 Year Imports CAGR CAGR POL % -7.81% EDIBLE/VEG.OIL % % PHOS ACID % -4.79% AMMONIA % -1.62% OTHER LIQUIDS % 3.55% Total Imports Exports % 2.16% POL % % EDIBLE/CASTOR OIL % -3.63% MOLASSES OTHER LIQUIDS % 17.14% Total Exports % 8.49% Total Liquid Bulk Traffic % 3.09% Based on the above analysis, following findings can be ascertained: POL traffic has been constantly decreasing for the past five years. Further, the analysis was carried out for past 10 years also. In that case also, the traffic was found as decreasing. As per the industry players view, the POL traffic is affected for long due to the reason that the domestic refineries have increased their capacity and users of POL products are now sourcing the material locally and India is on its way of turning the net exporter of Petroleum and petrochemical products. Hence, the imports of POL traffic have been reducing. Though POL traffic exports have reduced in case of past five years performance, the same has increased considering the past 10 years data. This was also discussed with industry players who opined that the India s increasing capacity of refineries could be the sole reason for increased exports of POL products. Moreover, decrease at Kandla could be attributable to competition of state ports like Mundra, Hazira, Pipavav, etc. Overall subdued growth scenario for liquids handled at Kandla. MANTEC CONSULTANTS PVT LTD., NOIDA 14

52 PRE-FEASIBILITY REPORT-Setting up of Oil Jetty No.7 Another input from the industry players is that it is difficult to understand the traffic trend of chemicals and liquid products which has very significant impact from the pricing scenario at domestic as well as international markets. POL viz-a-viz Edible Oils, Chemicals and Other Liquids put together has been studied and analysed. Cargo Type Yr 10 Yr CAGR CAGR Share of POL % 0.49% Other 3.47% 4.08% Liquids Total % 3.09% In terms of share of Cargo Type i.e. POL and Other Liquids, following is the analysis of Liquid Cargo Handled at Kandla for past five years. Cargo Type year 10 Year Share of POL 28.47% 32.23% 29.89% 23.49% 23.72% 27.56% 32.79% Other Liquids 71.53% 67.77% 70.11% 76.51% 76.28% 72.44% 67.21% Share of POL has reduced from 32.23% in to 23.72% in In general, considering the above available data and views of some of the industry players, it can be stated that the POL traffic may continue to reduce. However, traffic of Edible Oils, Chemicals and Other Liquids may be expected to increase. Further, if the facilities are strengthened, improved and expanded with better infrastructure, the better growth may be expected. Traffic Projections for Proposed Project Oil jetties at Kandla have been observing the berth occupancy in excess of 75%. Moreover, if the private captive jetties of IOC and IFFCO are excluded, the berth occupancy exceeds 90% for last few years for Oil jetties No. 1 to 4. However, traffic growth of liquid bulk at Kandla has been subdued due to: Lack of deep draft jetties Old infrastructure Competition from state ports where above two difficulties are not being faced. Addressing the both the lacunas, proposed Oil Jetty No. 7 has been proposed comprising Jetty with higher draft and modern infrastructure including storage tank farm with required allied facilities. Traffic projections have been prepared envisaging the handling of liquid cargo traffic excluding POL since POL traffic has been found to be decreasing only. Hence, in the MANTEC CONSULTANTS PVT LTD., NOIDA 15

53 PRE-FEASIBILITY REPORT-Setting up of Oil Jetty No.7 proposed capacity formulation, handling of POL has not been considered. However, if the Concessionaire wants to handle POL, it may be allowed to do so. Past five years traffic of liquid cargo excluding POL has been growing at CAGR of around 4%. However, traffic projections have been estimated based on 6% CAGR. Higher CAGR has been considered due to improved infrastructure and deep draft Jetty and expected overall economic growth recovery leading to growth in trade and traffic. Projected traffic has been allocated for the ideally utilizable capacity of existing Oil Jetties and expected utilization of upcoming new Oil jetty and Ship Bunkering Terminal on BOT. Following table shows the traffic projections for the proposed Project. Traffic Projections for Liquid Cargo excluding POL Liquid Cargo excluding POL Liquid Cargo excluding POL FY 2014 FY 2015 FY 2016 FY 2017 FY 2018 FY 2019 FY 2020 FY 2021 FY 2022 FY 2025 FY % 6% 6% 6% 6% 6% 6% 6% 6% 6% Total Traffic Handling by Existing & Upcoming facilities Existing Liquid Jetties at KPT* Oil Jetty and Ship Bunkering Terminal on BOT Total Allocation Net Traffic Projection for Proposed Jetty Note: *Ideally utilizable capacity for Liquid Cargo excluding POL has been considered as Total Ideally Utilizable Capacity of Oil Jetties x Share of Liquid Cargo other than POL = 9.75 MMTPA * 72.44% i.e. share of liquid cargo at Kandla excluding POL for past five years. As it can be seen from the above traffic analysis and projections, liquid cargo traffic has been projected at 6% CAGR. From the projected traffic, allocation to existing oil jetties has been envisaged to be equal to ideally utilizable capacity of 7.06 MMTPA. Further, the utilization expected in case of the Project of Oil Jetty and Ship Bunkering Terminal on BOT Basis has been envisaged as per the Feasibility Report of that Project for Liquid Cargo excluding POL. Thus, total allocation has been subtracted from projected traffic. Hence, the same has been considered as the gap of traffic to be bridged by the proposed Oil Jetty No. 7. Though the said gap / projection reaches around 1.79 MMTPA by FY 2023 which is almost equivalent to proposed capacity, it is understood that the Project may take some time to ramp up the utilization. Hence, the following utilization levels have been considered for revenue calculations for the financial viability assessment. MANTEC CONSULTANTS PVT LTD., NOIDA 16

54 PRE-FEASIBILITY REPORT-Setting up of Oil Jetty No.7 Particulars FY FY FY FY FY FY FY FY FY FY FY FY Optimal Capacity Capacity 40% 50% 60% 70% 80% 90% 100% 100% 100% 100% Utilization Cargo Handled d. Mooring Facilities: Kandla Port Trust has many offshore mooring facilities also for carrying out mid stream cargo handling by carrying out lighter age of cargo from mother vessel to daughter vessels i.e. Barges. The details of the moorings available together with their occupancy are given below:- Moorings Maximum Length overall (in Draught (in m) m) I & II III DDM Salt Mooring e. Storage Capacity: Liquid Storage Capacity The tank farms at Kandla for liquid bulk cargo (chemicals, edible oils, POL products, acids, etc.) storage have a total combined capacity of nearly Lakh kilo-litres. The tank farms are connected to the oil jetties through a number of pipelines facilitating easy and faster handling of liquid cargo ships. All tank farms are situated behind the port jetties. Sr. No. Nature of Storage No. of Tanks / Area Capacity 1 Oil & Liquid PSU Nos. Private Installation 555 Nos Lakh KLs Lakh KLs Dry Storage Capacity (Covered & Open) The Port has developed storage capacity for dry cargo inside the custom bounded area for storage of import and export cargo. RCC ramps have been constructed for all godowns, so that cargo can be loaded/unloaded directly from the godowns which reduce the loading/unloading time. The open storage and godown capacity is shown in the following table: Nos. Area (Sq. mtrs.) Capacity (Lakh MT) Port Owned Godowns lakhs 6.47 Open storage lakhs 36 Private and CWC owned Godowns MANTEC CONSULTANTS PVT LTD., NOIDA 17

55 PRE-FEASIBILITY REPORT-Setting up of Oil Jetty No.7 f. Other infrastructural facilities Other infrastructural facilities at Kandla Port Trust include: Uninterrupted power supply from the national grid supplemented by diesel power, generator of 2000 KVA capacity. Barge handling facilities at Kandla. Storage facility for LPG to the tune of 30,000 m3. Two jetties for berthing Port Craft. One berthing jetty for Port Tugs. A floating steel dry dock for port craft. The floating dry dock can accommodate vessels having displacement upto 2,700 DWT and a maximum length of 95 meters, beam of 15 meters and draft of 4.5 meters. The floating dry dock is equipped with a 5 ton capacity of Leibherr crane. State of art Container Freight Station (CFS). 26 Nos of Flotilas including 6 Nos. of shipping tugs. 5 Nos. of shipping tugs on contract with Pvt. Parties. Online computerization of entire port operation and established connectivity with various business partners viz banks, custom, custom house agent, etc. There are twelve weighbridges at the port (including three private weighbridges) which are summarized as below:- o Two weighbridge of 60 MT capacity o Two weighbridges of 80 MT capacity o Three weighbridges of 100 MT capacity owned by Private Parties. o Five weighbridges of 100 MT capacities by the Port are on anvil. Cargo handling Equipment The port is equipped with a range of cargo handling equipment to handle different types of cargo passing through the port. There are nine number of high capacity Electrical Level Luffing cranes working on the present cargo berths. The mobile cargo handling equipment includes cranes, forklift trucks, trailers etc. Details of the Cranes presently, held by the port are given as below: There are twelve cranes: o 2 of 16 Tons. o 3 of 25 Tons. o 3 of 25 Tons. o 2 of 12 Tons. o 2 of 16 Tons. The Port has eight shipping tugs and two harbour tugs, 15 launches and one fire float, two pilot & oil cum Debris recovery vessel, one each at Kandla & Vadinar. Ships are berthed / sailed round the clock. The Pilot embarks / disembarks inward and outward vessels at fair-weather Buoy located about 23 Kms from Kandla. MANTEC CONSULTANTS PVT LTD., NOIDA 18

56 PRE-FEASIBILITY REPORT-Setting up of Oil Jetty No.7 g. Soil Classification Sub-soil profile (Tentative profile taken from nearby area) The sub-soil profile is shown in the diagram below: Depth (m) Dia of Bore Hole Log Strata Description 150 mm Grey Soft to Firm Silty Clay 150 mm Reddish Brown Hard Silty Clay 150 mm 150 mm 150 mm 150 mm Reddish Brown Hard Silty Clay with Gypsum Reddish Brown Hard Silty Clay with Gypsum Yellowish Brown Dense to Very Dense Silty Sand Yellowish Brown Dense to Very Dense Sitly Sand As could be seen, the sub-soil profile consists of grey soft to firm silty clay up to m, reddish brown hard silty clay is found up to m. A reddish brown hard silty clay with gypsum is met below m up to m. Very dense yellowish brown silty sand is found up to m. Between to hard greyish brown clay is found. Very dense yellowish silty sand is found below m and the bore hole is terminated at m with the same composition being observed. MANTEC CONSULTANTS PVT LTD., NOIDA 19

57 PRE-FEASIBILITY REPORT-Setting up of Oil Jetty No.7 h. Climatic Data from secondary Sources Tidal Conditions Tides at Kandla are semi-diurnal in character. The tidal heights with respect to port Chart Datum, with local Mean Sea level as is presented in the table below: Highest High Water Mean High Water Spring Mean High Water Mean High Water Neaps Local Mean sea Level Mean Low Water Neaps Mean Low Water Mean Low Water Spring Lowest Low Water Average Spring Range Average Neap Range Mean Range m m m m m m m m m 5.86 m 3.91 m m Waves Kandla Creek is protected from wave disturbances by a number of shoals at its outfall into the gulf. This provides the setting for a basin with absolute tranquility. The creek provides calm waters round the year for easy movement of shipping. Thus, Kandla has become an all-weather Port of repute. The high amplitude tides coupled with a large storage area has resulted in high flushing velocities inside. This has helped in cleansing of the navigational channels, thus providing minimum siltation. Outside in the gulf, the complex flow phenomenon has given rise to a number of shoals, which are dynamic in nature. The Port of Kandla is approached through the channel starting from the Outer Tuna Buoy. The shallow depths at the turning point of the channel are over passed during high tides by vessels approaching the harbour. Ship movements are normally confined to the high tides. Siltation in the channel is confined to a reach of hardly 3 km only. The Port region is free from any significant wave disturbances. Silt and Salinity Silt charge and salinity observations were carried out during dry and monsoon months in April and September 1983 at locations east and west of Kandla Creek and at two stations in the Gulf of Kutch. The waters of the Creek are heavily silt charged, the range being 1 to 3 ppt. The Creek waters have a salinity ranging from 23 to 25 ppt. Temperature and Humidity The climate of Kandla Port is generally tropical and dry. The air temperature varies from less than 10 0 C in winter to about 44 0 C in summer. The mean, maximum and minimum temperature observed in the different months at Kandla is presented in the table below: MANTEC CONSULTANTS PVT LTD., NOIDA 20

58 PRE-FEASIBILITY REPORT-Setting up of Oil Jetty No.7 Months Mean of Max. Temp. Mean of Min. Temp. January February March April May June July August September October November December Kandla region is fairly dry and only July, August and September is humid months. The range of maximum relative humidity varies from 0% to 100%, whereas minimum values vary between 0 and 30%, except during July, August and September, when minimum values vary between 25% and 50%. Rainfall Rainfall in Kandla is very low. Between January and April, there is normally no rainfall. Rainfall generally remains confined between June end and mid September. During the remaining months, the rainfall is scanty. The annual average rainfall is around 200mm only. Wind Conditions From long term observation of wind velocities and directions, following inferences can be made: January February March April to June The predominant direction is between NNE and NNW with speed range normally between 12 and 19 Km/hr. which may exceed for about 10 % of the time. The direction changes from NNE and SSW, but predominantly between WSW and SSW. The wind speed from SSW varies between 12 and 39 km/ hr. for 15 % of the time and for rest of the time it generally varies between 12 and 19 Km/ hr. The direction lies between NNW and SSW, but predominantly between WSW and SSW. The wind speed from SSW varies between 12 and 39 km/ hr. for 15 % of the time and for rest of the time it generally varies between 12 and 19 Km/ hr. The direction for wind is between WSW and SSW. The wind speed reaches a maximum of 39 km/ hr. except in July, when the speed may exceed the range. October The direction of wind changes from SSW to NNW. Wind speed ranges between 12 and 19 km/ hr. but the limit may exceed for 10 % of the time. Nov. & Dec. The predominant direction is between NNE and NNW and the speed is between 12 and 19 km/hr. MANTEC CONSULTANTS PVT LTD., NOIDA 21

59 PRE-FEASIBILITY REPORT-Setting up of Oil Jetty No.7 Storms and Cyclones Kandla port is not generally affected by cyclonic storms. During June 1998, a severe cyclonic storm, which passed over Kandla Port with a wind speed of 150 km/hr., resulting in high tidal waves of 10.5 m with strong current, caused extensive damages to the Port installations, crafts and human lives. 5. PLANNING (BRIEF): (i) Planning concept (type of industries, facilities, transportation, etc.) town and country planning/development authority classification. The site for the proposed project is situated at Old Kandla Port as per drawing enclosed at Annexure B. it is proposed to develop the facility at Old Kandla Port to handle liquid cargo in future. Commissioning of the proposed facility shall augment the liquid cargo handling capacity of Kandla Port by 3.02 Million MTs. It is proposed to construct and operate a wharf of length 300 m X 15 m on PPP basis. The jetty shall be used for unloading/loading of liquid cargo from Tankers. The BOT operator shall undertake the following development activities at the proposed project. (ii) Population projection The population projection for the proposed project is only related to direct and indirect employment generation. In construction stage, the temporary population will be about 600 and in the initial stage of population direct and indirect population will be 150 and 350 respectively. (iii) Land use planning (breakup along with green belt, etc.) It is planned to develop backup area of 7.0 hectare approx for tank farms and bunkering facilities. (iv) Assessment of infrastructure demand (physical and social). The BOT operator shall undertake the following development activities at the Tuna Port. Construction of wharf of 300 mts. x 15 mts. on pile foundation Construction of other civil structures on pile foundation such as approach bridge, connecting platform between jetty and approach bridge, crew office, high mast lighting tower, fire pump house, Providing Temporary Custom fencing wall, Providing Fire fighting line Asphalting paving behind approach till liquid storage tank farm Electrification works Gate office and security check Development of back up area o Development of Tanks for storage of Liquid cargo o Construction of permanent boundary wall o Supply pipelines from the Oil Jetty to the tank farm MANTEC CONSULTANTS PVT LTD., NOIDA 22

60 PRE-FEASIBILITY REPORT-Setting up of Oil Jetty No.7 o o o o o o o Piping network within the tank farm Tank trucks loading racks and pumping Product laboratory Providing fire fighting system Electrification works Construction of office building and security cabin High capacity new weigh bridges Capital dredging and Maintenance dredging alongside the jetty Apart from undertaking the above activities, BOT operator shall provide Marine Loading / Unloading Arm for executing liquid cargo handling operations at the jetty terminal (v) Amenities / facilities The Amenities/facilities proposed are in relation to the infrastructure proposed to be developed in phases. 6. PROPOSED INFRASTRUCTURE i. Industrial Area (Processing Area) The Capacity of the Terminal has been calculated based upon the guidelines published by TAMP. 1. Depth to be made available at the proposed Oil Jetty and in approach to Navigational Channel: 14.1 m below CD 2. Dimensions of the jetty m x 15 m (proposed) 3. Maximum size of vessel which can be accommodated up to DWT Optimal Capacity of Oil Jetty No. 7 for handling of Liquid Cargo excluding POL Particulars Values Units Handling Rate of Other Liquids excluding POL 300 Hours in a Day 24 Days in a Year 365 Optimization Factor / Berth Occupancy 70% Optimal Capacity 1.84 MMTPA Optimal capacity of the terminal = 1.84 Million Metric Tons. Oil Jetty No. 7 is proposed to get connected with a Liquid Storage Tank Farm with Capacity of KL by required nos. of pipelines with length of 4.5 Kms. Jetty and Tank Farm would be supported by various allied utilities/facilities. MANTEC CONSULTANTS PVT LTD., NOIDA 23

61 PRE-FEASIBILITY REPORT-Setting up of Oil Jetty No.7 ii. iii. iv. Residential area (non processing area). There is no proposed residential area as part of this project. Green belt. Green belt will be provided as per specified norms. Social infrastructure. There is no proposed social infrastructure as part of this project. v. Connectivity (traffic and transportation road / rail / metro / water ways etc). vi. vii. viii. ix. Site is well connected by an access road of width 7.5 mts from north eastern side to the proposed site. Drinking water management (source and supply of water). The drinking water shall be taken from Gujarat Water Supply and Sewerage Board. Sewerage system. As per preliminary estimates, it is estimated that 75% of water supply (750 kl/day) would be generated as domestic sewerage from Office building and other backup areas. However, it would not be viable to setup a treatment plant in this case and sewerage shall be transferred to nearest STP. In later stages this can be integrated with STP of Proposed Multi Product SEZ at Kandla. Further details shall be ascertained in later stages. Industrial waste management: There is no industrial waste except waste water and solid waste generated from this project. The waste water shall be treated in sewerage treatment plant (STP). Solid waste management: Solid waste generated from this facility can be broadly categories in three types: 1. Domestic waste: - sweeping, cleaning, fuel burning, gardening waste, waste wood etc. 2. Construction and maintenance debris: - This waste of construction material will be dealt with separately. 3. Other waste: - packing material, plastics, metal items etc. It is assumed that above collected waste would consist of Bio-degradable material (75%), Inorganic material (20%) and inert material as 5%. Bio waste will be treated to form the manure and can be handled on-site through a land fill or waste pit technique. Non-bio waste which can be recycled (ferrous materials, plastic etc) shall be sold /given to waste plastic vendors for recycling purposes. Construction material can be used for site filling purposes. x. Power requirement and supply / source: MANTEC CONSULTANTS PVT LTD., NOIDA 24

62 PRE-FEASIBILITY REPORT-Setting up of Oil Jetty No.7 The port receives Bulk power supply from PGVCL through seven 11 KV sub stations. Besides, the port has two diesel generating sets to meet with emergency needs. A scheme is presently under implementation to augment the power supply to 66 KV and to provide necessary infrastructure for receiving Bulk supply, stepping down and distribution. The BOT operator shall be required to install a 11 KV transformer yard for transmission and power distribution for the said project. 7. REHABILITATION AND RESETTLEMENT (R&R) PLAN i. Policy to be adopted (central / state) in respect of the project affected persons including home outsees, land outsees and landless labours (a brief outline to be given). Not applicable for this project, as land is under ownership of Port Authorities and free from all encumbrance. MANTEC CONSULTANTS PVT LTD., NOIDA 25

63 PRE-FEASIBILITY REPORT-Setting up of Oil Jetty No.7 8. PROJECT SCHEDULE AND COST ESTIMATES i. Likely date of start of construction and likely date of completion (time schedule for the project to be given). The Project is envisaged to be completed and brought into operation, by approximately 24 Months from the date of award of concession agreement. The estimated Bar-Chart for developing the facility is presented below. MANTEC CONSULTANTS PVT LTD., NOIDA 26

64 PRE-FEASIBILITY REPORT-Setting up of Oil Jetty No.7 ii. Estimated project cost along with analysis in terms of economic viability of the project. Assumptions in the evaluation of Financial Viability The table below summarizes the major assumptions made with regard to traffic composition, construction phasing and financing in order to evaluate financial viability. Financial viability analysis has been carried out by assessing the viability indicators like IRR, NPV, etc. These indicators have been assessed by investments and net Cashflow estimates. Investment and net Cashflow estimates have been arrived at by considering the capital cost estimates, operating cost estimates, financial cum revenue assumptions for the Project. Capital and operating cost estimates have been discussed in earlier sections. Following are the revenue and other assumptions used for the analysis. Particulars Values Units Days in a Year 365 Days Total Hours in a Year 8760 Hours Optimization Factor 70% Optimal Hours for Berth Hire 6132 Hours Design Vessel DWT LOA 240 m Beam 34 m Fully Laden Draught 13 m Operational Assumptions Capacity Utilization - 1st Year 40% Yearly Increase in Capacity Utilization 10% Revenue Assumptions Reference Tariffs based on Oil Jetty and Ship Bunkering Terminal with Escl. as of Jan % Particulars Foreign Coastal Foreign Coastal Cargo Handling Charges (Rs./MT) POL Other Liquids Storage Charges (Rs./MT/Day) Miscellaneous Charges (Rs./MT) Berth Hire Charges (Rs./GRThr) Average Ratio of GRT to DWT 63.32% of DWT MANTEC CONSULTANTS PVT LTD., NOIDA 27

65 PRE-FEASIBILITY REPORT-Setting up of Oil Jetty No.7 Average DWT DWT to DWT Average GRT Optimal GRT Hrs Foreign Coastal Avg of Proposed DWT and Avg DWT at Existing Jetties Operating Expenses Power & Fuels Power Kwh/Ha Repairs and Maintenance Civil Assets 1% of Cost Mechanical, Electrical & Utilities 5% of Cost Pipelines 5% of Cost Insurance 1% of Gross FA Depreciation SLM WDV Asset Life Civil Assets 3.34% 10% Mechanical, Electrical & Utilities 4.00% 15.00% Pipelines 4.00% 13.91% Other Expenses 5% of Gross FA Land Area for License Fees L B Sqm Back Up Area Berth Structure Approach Pipeline Area on Way Leave Charges 300 mm dia-for edible oil/ veg mm dia - for other liquids mm dia - for other liquids mm dia- Air pigging line Total Water Area for License Fees Front Side License Fees Rates as per KPT SOR L B Sqm License Fees Land License Fees - Waterfront Ratio of Foreign Coastal Foreign Coastal Cargo Share 63.00% 37.00% Vessel Share 90.28% 9.72% For liquids except POL For Liquid cargo tankers MANTEC CONSULTANTS PVT LTD., NOIDA 28

66 PRE-FEASIBILITY REPORT-Setting up of Oil Jetty No.7 Escalations Long Term Average WPI 5% Tariffs as per TAMP Guidelines of Ref Tariffs 3% Operating Expenses WPI 5% License Fee Escalation as per Land Policy 2% Financing Ratio Equity 30% Debt 70% Total 100% Investment Phasing FY2015 FY2016 Total Equity 50% 50% 100% Debt 50% 50% 100% Taxation Rate MAT 20.48% Corporate Tax 33.22% Economic IRR Contractor' Profit in Civil Cost 15% Labour Cost in Civil Cost 30% Tax Element in Material cost 15% Misc. Cost in Project Cost as per TAMP 5% Financing Assumptions have been considered as follows: Terms of Debt Interest Rate 13% Total Tenure 10 Years Moratorium 2 Years Repayment Period 8 Years Investment Phasing has been considered as shown below over the construction period. Investment Phasing FY 2018 FY 2019 Equity Rs. Crs Debt Rs. Crs Total MANTEC CONSULTANTS PVT LTD., NOIDA 29

67 PRE-FEASIBILITY REPORT-Setting up of Oil Jetty No.7 Annual Revenue in Rs Crore Year of Operation A. Viability Analysis The financial and economic viability analysis of the project has been carried out for a 30 year concession period including a construction period of 24 months. The Project profitability has been assessed whereby the Cashflow analysis has been carried out for the Project life. On the basis of the same, the IRR and NPV for the Project have been calculated. Net Project Cash flows have been shown below in tabular and graphical format. Project Cash flows The initial drop in the cash flows indicates the cash outflow for capital expenditure. Detailed worksheets for profit and loss, cash flows, tax and depreciation are presented as annexure to this report. MANTEC CONSULTANTS PVT LTD., NOIDA 30

68 PRE-FEASIBILITY REPORT-Setting up of Oil Jetty No.7 B. Sensitivity Analysis Sensitivity analysis has been worked out to ascertain the impact of critical factors affecting the viability of the project viz. revenues, operating expenses, traffic projections and the estimated Project cost. The impact of variation in these factors has been assessed on Project IRR and Project NPV. Scenario Base Case 5% Lower Traffic / Revenues 5% Higher Opex 5% Higher Capex Project IRR 18.71% 16.67% 18.36% 17.94% NPV in Rs. Crores Economic IRR 19.18% 17.09% 18.82% 18.37% 9. ANALYSIS OF PROPOSAL (FINAL RECOMMENDATIONS) (i) Financial and social benefits with special emphasis on the benefit to the local people including tribal population, if any, in the area. Financial Benefits of project I. To Kandla Port Trust 1. Increased liquid cargo handling capacity 2. Earnings in the form of revenue share from the BOT operator. 3. Increase in revenue operations of port due to additional traffic handling. 4. Reducing congestion at other Oil jetties at Kandla port. 5. Reduction in the cost of handling, thereby making Kandla Port more competitive. II. To Local community 1. Indirect economic activity for nearby areas. 2. More employment opportunities for local people. Social Benefits of project To Local community A. Public image of Kandla port as World class facility with most modern infrastructure. B. With modernisation and expansion of Kandla port, more economic opportunities would be created (both in formal and informal sector) for Local community. C. Increase in business activity will bring in prosperity in hinterland, which consequently would bring better access to social and physical infrastructure. MANTEC CONSULTANTS PVT LTD., NOIDA 31

69 PRE-FEASIBILITY REPORT-Setting up of Oil Jetty No.7 Annexure A: Project Site MANTEC CONSULTANTS PVT LTD., NOIDA 32

70 PRE-FEASIBILITY REPORT-Setting up of Oil Jetty No.7 Annexure - B Back up Area Layout MANTEC CONSULTANTS PVT LTD., NOIDA 33

71 PRE-FEASIBILITY REPORT-Administrative Office Building at Tuna Tekra PRE-FEASIBILITY REPORT Administrative Office Building at Tuna Tekra MANTEC CONSULTANTS PVT. LTD., NOIDA 1

72 PRE-FEASIBILITY REPORT-Administrative Office Building at Tuna Tekra Table of Contents 1. EXECUTIVE SUMMARY PROJECT DESCRIPTION SITE ANALYSIS PLANNING (BRIEF): PROPOSED INFRASTRUCTURE REHABILITATION AND RESETTLEMENT (R&R) PLAN PROJECT SCHEDULE AND COST ESTIMATES ANALYSIS OF PROPOSAL (FINAL RECOMMENDATIONS) MANTEC CONSULTANTS PVT. LTD., NOIDA 2

73 PRE-FEASIBILITY REPORT-Administrative Office Building at Tuna Tekra 1. EXECUTIVE SUMMARY Kandla Port is one of the busiest Ports of India. Kandla Port has been achieving first position among all the Major Ports of India in the terms of cargo handling for the most of the years in last decade. Thus, Kandla Port Trust has been contributing the most for the development of port capacity and handling seaborne trade of the country. The proposed project i.e., Administrative Office Building at Tuna Tekra It has been suggested to provide infrastructure facilities. Administrative Office and amenities are required to be constructed for various departments of Kandla Port Trust The facilities proposed to be developed area given under: i- Construction of office building containing 12 rooms including conference room, canteen and toilet etc ii- Compound wall, gate and security cabin. iii- Electrification and approach road leading from Tuna Tekra backup area MANTEC CONSULTANTS PVT. LTD., NOIDA 3

74 PRE-FEASIBILITY REPORT-Administrative Office Building at Tuna Tekra 2. INTRODUCTION OF THE PROJECT/BACKGROUND INFORMATION i. Identification of project and project proponent. The proposed project is for the construction of Administrative office building at Tuna Tekra which is proposed by Kandla Port Trust. To provide infrastructure facilities and control over the various activities the Administrative building is proposed. ii. Brief description of nature of the project Name of Project Administrative building at Tuna Tekra Area of Plot Area of Building 100m x 150m=15000m2 40m x 40m=1600m2 Height of Building 3.6m Area of Parking Capital Cost Project time Schedule 40m x 8m Rs lakhs. 18 months from the Date of Award of Concession iii. Need of the project and its importance to the country and or region. To improve the infrastructure of the port, Administrative Office building is to be constructed. iv. Imports vs. indigenous production Not applicable. v. Export possibility Not applicable. vi. Domestic/export markets Not applicable. vii. Employment generation (Direct & Indirect) due to the project. During construction of building employment will be generated. MANTEC CONSULTANTS PVT. LTD., NOIDA 4

75 PRE-FEASIBILITY REPORT-Administrative Office Building at Tuna Tekra 3. PROJECT DESCRIPTION (i) (ii) Type of project including interlinked and interdependent project, if any. This project provides infrastructure facilities to the Port. Location (map showing general location, specific location, and project boundary and project site layout) with coordinates. The proposed project site is situated at Tuna Tekra Latitude: E Longitude: N The integrated map showing locations of all projects including the AO building is attached. (iii) Details of alternate sites Project is proposed within Kandla Port trust limit, no alternative site has been considered. (iv) (v) (vi) (vii) Size or magnitude of operation The proposed building is proposed in approx. 1600m 2 area. Project description with process details (a schematic diagram / flow chart showing the project layout, components of the project etc. should be given). It s an Administrative office building project. Raw material required along with estimated quantity, likely resource, marketing area of final product/s, mode of transport of raw material and finished products. Cement MT Steel- 550 MT Trap stone/crushed metal m3 Sand m3 Block- 770nos. Bricks- 1,50,000nos. Asphalt VG MT Bitumen Emulsion- 3 MT Resource optimization / recycling and reuse envisaged in the project, if any, should be briefly outlined. Not applicable. MANTEC CONSULTANTS PVT. LTD., NOIDA 5

76 PRE-FEASIBILITY REPORT-Administrative Office Building at Tuna Tekra (viii) Availability of water its sources, energy / power requirement and sources should be given. Water: Water requirement during construction period will be 5,500 KL. The required water will be arranged by Contractor. Power: DG set of approx. 50 KV will be required for the construction work. (ix) Quantity of wastes to be generated The excavated material as well as solid waste i.e., piece of bricks /blocks will be refilled for reclaiming the area. Empty cement bags will be disposed away to the scrape vendor by the contractor. Waste bars of steel will be disposed away to the scrape vendor by the contractor. For sewage treatment, septic tank and soak pit will be constructed within the plot area. MANTEC CONSULTANTS PVT. LTD., NOIDA 6

77 PRE-FEASIBILITY REPORT-Administrative Office Building at Tuna Tekra (x) Schematic representation of the feasibility drawing which give information of EIA purpose. MANTEC CONSULTANTS PVT. LTD., NOIDA 7

78 PRE-FEASIBILITY REPORT-Administrative Office Building at Tuna Tekra 4. SITE ANALYSIS (i) Connectivity. Airway: Kandla Airport Km (N) Railway: Gandhidham Railway Station 23.0 Km (N) (ii) Land form/ land use / land ownership Land is largely flat with scanty vegetation. Land currently is lying as barren land and is under ownership of Kandla Port. (iii) Topography (along with map) Topography at the site location is generally flat with average ground level of about 2m above MSL. Topsoil appears marshy. The Master plan for Kandla Port trust is attached. (iv) Existing land use pattern (agriculture, non-agricultural, forest, water bodies [including area under CRZ]), shortest distance from the periphery of the project to periphery of the forest, national park, wild life sanctuary, eco sensitive areas, water bodies (distance from the HFL of the river), CRZ. In case of notified industrial area, a copy of the Gazette notification should be given. Existing land use pattern of the proposed site is barren land, without and cultivation and is covered under coastal regulation. c. Soil Classification Sub-soil profile (Tentative profile taken from nearby area) The sub-soil profile is shown in the diagram below: Depth (m) Dia of Bore Hole Log Strata Description 150 mm Grey Soft to Firm Silty Clay 150 mm Reddish Brown Hard Silty Clay MANTEC CONSULTANTS PVT. LTD., NOIDA 8

79 PRE-FEASIBILITY REPORT-Administrative Office Building at Tuna Tekra mm 150 mm 150 mm 150 mm Reddish Brown Hard Silty Clay with Gypsum Reddish Brown Hard Silty Clay with Gypsum Yellowish Brown Dense to Very Dense Silty Sand Yellowish Brown Dense to Very Dense Sitly Sand As could be seen, the sub-soil profile consists of grey soft to firm silty clay up to m, reddish brown hard silty clay is found up to m. A reddish brown hard silty clay with gypsum is met below m up to m. Very dense yellowish brown silty sand is found up to m. Between to hard greyish brown clay is found. Very dense yellowish silty sand is found below m and the bore hole is terminated at m with the same composition being observed. d. Climatic Data from secondary Sources Tidal Conditions Tides at Kandla are semi-diurnal in character. The tidal heights with respect to port Chart Datum, with local Mean Sea level as is presented in the table below: Highest High Water Mean High Water Spring Mean High Water Mean High Water Neaps Local Mean sea Level Mean Low Water Neaps Mean Low Water Mean Low Water Spring Lowest Low Water Average Spring Range Average Neap Range Mean Range m m m m m m m m m 5.86 m 3.91 m m MANTEC CONSULTANTS PVT. LTD., NOIDA 9

80 PRE-FEASIBILITY REPORT-Administrative Office Building at Tuna Tekra Waves Kandla Creek is protected from wave disturbances by a number of shoals at its outfall into the gulf. This provides the setting for a basin with absolute tranquility. The creek provides calm waters round the year for easy movement of shipping. Thus, Kandla has become an all-weather Port of repute. The high amplitude tides coupled with a large storage area has resulted in high flushing velocities inside. This has helped in cleansing of the navigational channels, thus providing minimum siltation. Outside in the gulf, the complex flow phenomenon has given rise to a number of shoals, which are dynamic in nature. The Port of Kandla is approached through the channel starting from the Outer Tuna Buoy. The shallow depths at the turning point of the channel are over passed during high tides by vessels approaching the harbour. Ship movements are normally confined to the high tides. Siltation in the channel is confined to a reach of hardly 3 km only. The Port region is free from any significant wave disturbances. Silt and Salinity Silt charge and salinity observations were carried out during dry and monsoon months in April and September 1983 at locations east and west of Kandla Creek and at two stations in the Gulf of Kutch. The waters of the Creek are heavily silt charged, the range being 1 to 3 ppt. The Creek waters have a salinity ranging from 23 to 25 ppt. Temperature and Humidity The climate of Kandla Port is generally tropical and dry. The air temperature varies from less than 10 0 C in winter to about 44 0 C in summer. The mean, maximum and minimum temperature observed in the different months at Kandla is presented in the table below: Months Mean of Max. Temp. Mean of Min. Temp. January February March April May June July August September October November December Kandla region is fairly dry and only July, August and September is humid months. The range of maximum relative humidity varies from 0% to 100%, whereas MANTEC CONSULTANTS PVT. LTD., NOIDA 10

81 PRE-FEASIBILITY REPORT-Administrative Office Building at Tuna Tekra minimum values vary between 0 and 30%, except during July, August and September, when minimum values vary between 25% and 50%. Rainfall Rainfall in Kandla is very low. Between January and April, there is normally no rainfall. Rainfall generally remains confined between June end and mid September. During the remaining months, the rainfall is scanty. The annual average rainfall is around 200mm only. Wind Conditions From long term observation of wind velocities and directions, following inferences can be made: January February March April to June The predominant direction is between NNE and NNW with speed range normally between 12 and 19 Km/hr. which may exceed for about 10 % of the time. The direction changes from NNE and SSW, but predominantly between WSW and SSW. The wind speed from SSW varies between 12 and 39 km/ hr. for 15 % of the time and for rest of the time it generally varies between 12 and 19 Km/ hr. The direction lies between NNW and SSW, but predominantly between WSW and SSW. The wind speed from SSW varies between 12 and 39 km/ hr. for 15 % of the time and for rest of the time it generally varies between 12 and 19 Km/ hr. The direction for wind is between WSW and SSW. The wind speed reaches a maximum of 39 km/ hr. except in July, when the speed may exceed the range. October The direction of wind changes from SSW to NNW. Wind speed ranges between 12 and 19 km/ hr. but the limit may exceed for 10 % of the time. Nov. & Dec. The predominant direction is between NNE and NNW and the speed is between 12 and 19 km/hr. Storms and Cyclones Kandla port is not generally affected by cyclonic storms. During June 1998, a severe cyclonic storm, which passed over Kandla Port with a wind speed of 150 km/hr., resulting in high tidal waves of 10.5 m with strong current, caused extensive damages to the Port installations, crafts and human lives. MANTEC CONSULTANTS PVT. LTD., NOIDA 11

82 PRE-FEASIBILITY REPORT-Administrative Office Building at Tuna Tekra 5. PLANNING (BRIEF): (i) Planning concept (type of industries, facilities, transportation, etc.) town and country planning/development authority classification. The site for the proposed project is situated at Tuna Tekra. (ii) Land use planning (breakup along with green belt, etc.) Reclamation of Area 15000m 2 (iii) Assessment of infrastructure demand (physical and social). (iv) Administrative Office and amenities are required to be constructed for various departments of Kandla Port Trust Amenities / facilities Construction of office building containing 12 rooms including conference room, canteen and toilet etc Compound wall, gate and security cabin. Electrification and approach road leading from Tuna Tekra backup area 6. PROPOSED INFRASTRUCTURE i. Residential area (non processing area) There is no proposed residential area as part of this project. ii. iii. iv. Green belt. Green belt will be provided as per specified norms. Social infrastructure. There is no proposed social infrastructure as part of this project. Connectivity (traffic and transportation road / rail / metro / water ways etc). Airway: Kandla Airport Km (N) Railway: Gandhidham Railway Station 23.0 Km (N) Road: NA v. Drinking water management (source and supply of water). vi. The drinking water shall be taken from Gujarat Water Supply and Sewerage Board. Sewerage system. For sewage treatment, septic tank and soak pit will be constructed within the plot area. MANTEC CONSULTANTS PVT. LTD., NOIDA 12

83 PRE-FEASIBILITY REPORT-Administrative Office Building at Tuna Tekra vii. viii. ix. Industrial waste management: There is no industrial waste except waste water and solid waste generated from this project. The waste water shall be treated in sewerage treatment plant (STP). Solid waste management: Solid waste generated from this facility can be broadly categories in three types: 1. Domestic waste: - sweeping, cleaning, fuel burning, gardening waste, waste wood etc. 2. Construction and maintenance debris: - This waste of construction material will be dealt with separately. 3. Other waste: - The excavated material as well as solid waste i.e., piece of bricks /blocks will be refilled for reclaiming the area. Empty cement bags will be disposed away to the scrape vendor by the contractor. Waste bars of steel will be disposed away to the scrape vendor by the contractor. Power requirement and supply / source: DG set of approx. 50 KV will be required for the construction work. 7. REHABILITATION AND RESETTLEMENT (R&R) PLAN i. Policy to be adopted (central / state) in respect of the project affected persons including home outsees, land outsees and landless labours (a brief outline to be given). Not applicable for this project, as land is under ownership of Port Authorities and free from all encumbrance. 8. PROJECT SCHEDULE AND COST ESTIMATES i. Likely date of start of construction and likely date of completion (time schedule for the project to be given). The Project is envisaged to be completed and brought into operation, by approximately 18 Months from the date of award of concession agreement. ii. Estimated project cost along with analysis in terms of economic viability of the project. The estimate cost of the project is 1000 lakhs. It s an Infrastructural Project. 9. ANALYSIS OF PROPOSAL (FINAL RECOMMENDATIONS) (i) Financial and social benefits with special emphasis on the benefit to the local people including tribal population, if any, in the area. This will improve the infrastructure facility of the Port. MANTEC CONSULTANTS PVT. LTD., NOIDA 13

84 PRE-FEASIBILITY REPORT-Administrative Office Building at Tuna Tekra MANTEC CONSULTANTS PVT. LTD., NOIDA 14