PRE-FEASIBILITY REPORT FOR REVISED MASTER PLAN OF DHAMRA PORT

Transcription

1 PRE-FEASIBILITY REPORT FOR REVISED MASTER PLAN OF DHAMRA PORT January 2016

2 CLIENT Dharma Port Company Ltd. PROJECT Dhamra Master Plan TITLE Pre-feasibility Report On Revised Master Plan for Dhamra Port DOCUMENT NO E-GEN-GEN-DG-R REV. NO. 7 NOTES Revised as per mail from environment team on date 05 / 01 / REV. DATE Description Prepared by Reviewed by Approved by 0 25 / 11 / 2015 For Information GJ /TR / NS SS / JB RMB 1 11 / 12 / 2015 For Information TR / NS SS / JB RMB 2 15 / 12 / 2015 For Information TR / NS SS / JB RMB 3 16 / 12 / 2015 For Information TR / NS SS / JB RMB 4 24 / 12 / 2015 For Information TR / NS SS / JB RMB 5 26 / 12 / 2015 For Information TR / NS SS / JB RMB 6 01 / 01 / 2016 For Information TR / NS SS / JB RMB 7 05 / 01 / 2016 For Information TR / NS SS / JB RMB This Document is the property of DPCL. It should not be used, copied or reproduced without their written permission. 2

3 Contents 1 EXECUTIVE SUMMARY Introduction Background INTRODUCTION OF PROPOSED MASTER PLAN FACILITIES Project Identification Project Brief Phase - I Development (Existing Development) Phase - II Expansion Traffic forecast Project Importance and Need Employment generation Project Description Location of Project Size / Magnitude of the Project Design size vessel Conceptual Layout Planning Project description and Process Water and Power Availability Water Availability Power Availability Requirement of Basic Raw Material Schematic Representation of Feasibility Drawing Site Analysis Connectivity Road connectivity Railway connectivity Land Form, Land use and Land Ownership Land Use Land Ownership Topographic Features Existing Land use Pattern Soil Classification Climate Data Temperature Cyclones Tsunami Wind

4 4.6.5 Tides Currents Waves Littoral Drift Seismic Conditions Social Infrastructure Planning Brief Planning Concept Navigational Protection against Waves Navigation Channel Dimensions Maneuvering Area Dredging and Reclamation Berthing Area Dimensions Navigational Aids Harbour Crafts Berth Requirements Land use Planning Coal - Import Coal / Iron Ore - Export Multipurpose Material Import / Export Liquid Terminal: Storage and Handling LNG Handling LPG Handling Container Terminal Transloading Facility Barge Loading Facility Internal Roads Railway Works Amenities / Facilities Communications & Automation Facilities Water Supply Power Supply Dust Suppression System Wastewater Management Buildings Fire-Fighting Facilities Proposed Infrastructure Industrial Area Residential Area

5 6.3 Greenbelt development and water harvesting Proposed Social Infrastructure Connectivity Drinking Water Management Drainage and Sewage System Power Requirement and Supply / Source Rehabilitation and Resettlement Project Schedule and Cost Estimation Project Schedule Cost Estimation Analysis of Proposal (Financial & social benefits to the locals) List of Tables Table 2-1 Cargo Handling Capacity for the revised Master Plan 11 Table 2-2 Berth details for the revised Master Plan 12 Table 2-3 Phase wise Traffic Forecast in MMTPA 13 Table 2-4 Direct and Indirect Employment Generation (For 30 year Plan) 14 Table 3-1 Design Vessel Size 16 Table 3-2 Water consumption and sewage/effluent generation for Revised Master plan 17 Table 4-1 Status of usable land of Port boundary 22 Table 4-2 Revised Land use Break up for Master Plan 22 Table 4-3 Tidal Data of Dhamra 25 Table 4-4 Extracted wave height in m for 10% Exceedance 26 Table 4-5 Extracted wave height in m for 1% Exceedance 26 Table 5-1 Dredged depth of Proposed channel (For 5 year Plan) 32 Table 5-2 Proposed cargo-handling rates at the port 37 Table 5-3 Proposed Parcel Size of Cargo 38 Table 5-4 Proposed Berth Capacity & Length 39 Table 5-5 Cargo specification for Import bulk Cargo 40 Table 5-6 Cargo specification for Export bulk Cargo 41 Table 5-7 List of the Codes for Liquid Terminal 45 Table 5-8 Dwell time for different Container Yards 49 Table 5-9 Stack Height for different Container Yards 49 Table 5-10 Storage Area Calculations for Container Dhamra Southern side of Port 50 Table 5-11 List of the Buildings with area summary 58 Table 8-1 Capital Cost for proposed Development 66 List of Figure Figure - 1 Location of Dhamra Port 15 Figure - 2 Route of existing raw water pipeline 17 Figure - 3 Layout showing Road and Railway Connectivity to Port 20 Figure - 4 Salient Features of Study Area 21 Figure - 5 Tracks of cyclones & depressions crossed Odisha coast during

6 Figure - 6 Wind Rose diagram 25 Figure - 7 Seismic Zoning Map of Odisha 27 Figure - 8 Typical Cross Section of Approach Channel 31 Annexures Annexure A: Layout Drawings A1 Phase II expansion Layout Map (MoEF Approved) A2 Immediate Development Layout A3 Revised Master Plan (first 5 years) A4 Sheet 1 Overall Master Plan (30 years) A4 Sheet 2 Revised Master Plan (30 years) A5 Land Use Plan Annexure B: Sub Soil Investigation Report 6

7 1 EXECUTIVE SUMMARY 1.1 Introduction As a part of major initiative to propel the economic growth, the Government of Odisha (GoO) is aggressively working on the improvement of the import/export capabilities of the sea ports along the coast of the Odisha State Background Odisha has a rich maritime heritage with a coastline of 480 km and with historic trade links to Southeast Asian islands, Sri Lanka, Burma, etc. The coastal state had a number of ancient ports and Dhamra port is only a part of that legacy. While many of the ancient ports were forgotten with the time, this port was vibrant even during the British Raj and was an important link for trade and commerce between Bengal, Odisha and the South East Asia. Dhamra has a vast hinterland generating cargo. Exports and imports of food grains, mineral sands, raw materials, finished goods, fertilizers, edible oils and petroleum products, by the large industrial houses located in the hinterland offer long term potential for cargo. In view of this, the state of Odisha had decided to expand the existing minor port at Dhamra in to a fullfledged all weather multi-user port. The state decided to develop the port on a public-private partnership ( PPP ) mode based on the pre-feasibility study performed to explore possibilities of expansion of the existing port at Dhamra. The Consent to establish (NOC) for Phase I development project was obtained from Odisha Pollution Control Board, under section 25 of Water (Prevention and Control of Pollution) Act, 1974 and section 21 of Air (Prevention and Control of Pollution) Act, 1981 vide OPCB Office Memorandum No dated 17 th September, Ministry of Surface Transport (MoST), Government of India accorded the environmental clearance for expansion of Dhamra port project vides their Office Memorandum No. PD/26017/8/98-PDZ (CRZ) dated 4 th January, DPCL has implemented Phase I facility consists of Coal, Iron Ore and Lime Stone handling facilities and same was commenced by May, Further to the Phase I development; DPCL has proposed Phase II expansion of Dhamra Port. Phase II expansion includes development of 11 additional berths plus 1 barge loading facility and one transloading facility to handle dry bulk cargo, liquid cargo, LNG, container and other clean cargo. The Consent to establish (NOC) for Phase II expansion project was obtained from Odisha Pollution Control Board, vide order no IND-II-NOC-5659 dated Ministry of Environment & Forest (MoEF), Government of India accorded the environmental and CRZ clearances for Phase II expansion of Dhamra port project vide their letter no. F. No /2009-IA.III dated 1 st January,

8 In the revised Master Plan development, total 35 berths are proposed which include 2 existing operational berths; 1 under construction berth (as per MoEF & CC approval). In addition to that independent port craft facilities are also proposed. Total cargo handling capacity will be 314 MMTPA. Average dredge depth at berths will be (-) 20.5 m CD. The layout maps showing project plan of various phases are enclosed as Annexure A4 sheet 1. 8

9 2 INTRODUCTION OF PROPOSED MASTER PLAN FACILITIES 2.1 Project Identification Dhamra port has a significant locational advantage over its counterparts on the eastern coast. The mineral heartlands of the country (Odisha, Jharkhand, Chhattisgarh and West Bengal) are in close proximity to Dhamra port. Number of steel plants, thermal power plants and mineral based industries are located in these states and many more are proposed. The dedicated railway link developed by the port provides connectivity to Howrah - Chennai main railway line which offers an efficient and cost effective supply chain/ value proposition to the local importers and exporters in the states of Odisha, Chhattisgarh and Jharkhand. It will also serve as an alternative gateway to ports on the west coast of India for trade between North East India and Asia. The Dhamra Port revised master plan comprises of the construction of total 35 berths, such as barge handling berths, one mooring facility for trans-loading operations, liquid berths, container and break bulk/clean/general cargo berths. LNG, LPG berths and reclamation of approximately ha area and development of associated back up facilities. 2.2 Project Brief The existing port is located to the North of Dhamra River mouth. The site provides full and natural protection for a tranquil harbour where no breakwater is required Phase - I Development (Existing Development) DPCL has implemented Phase-I development of port with two fully mechanized berths of 350 m each along with backup facilities for handling of Coal, Iron Ore and Lime Stone which commenced commercial operations in May, The features of Phase-I development of port are as follows. Cargo handling capacity 25.0 MMTPA Land area 234 ha 700 m long Jetty with two berths and dredged depth in berth pocket is (-) 19 m CD 18 km long navigation channel as described below o o o o Outer channel 240 m wide and (-) 18.3 m CD dredged depth Inner channel 170 m wide and (-) 17.5 m CD to (-) 17.0 m CD dredged depth Turning circle of 600 m diameter with (-) 17.0 m CD Berth pockets dredged depth up to (-) 19.0 m CD Bulk Material Handling System such as Covered Conveyors, Wagon tippler complex, Stacker and Reclaimer, Ship Loaders and Unloaders, Silo (rapid loading facility) 9

10 Stack Yards for Coal, Limestone and Iron Ore Dust suppression system Water/wastewater Treatment facilities Storm Water Drainage System Relevant infrastructure to support port operation including connectivity Phase - II Expansion DPCL has now obtained the Environment & CRZ clearance vide letter dated 1 st January, 2014 for Phase II expansion of port which consists of material handling area, cargo storage area, operational and utility area, internal connectivity, drainage, greenbelt and buildings etc.. Total 11 additional berths plus 1 barge loading facility and one transloading facility to handle container, coal, iron ore, liquid, LNG and other cargos with a cumulative capacity of 71.3 MMTPA cargo and 1 million TEU s of containers in addition to additional throughput at the barge and transloading facility are approved. Other features include dredging at proposed berthing areas, channel widening and deepening and for reclamation, development of cargo storage areas, tanks farms for storage of Crude oil, Naphtha, POL, LNG / LPG and External road connectivity along the 62.5 km rail alignment from Bhadrak to Dhamra Port Internal road/rail connectivity in the expansion area. The layout map showing Phase II expansion is enclosed as Annexure A1. Development of Revised Master Plan For the integrated development plan for Dhamra port it is important to utilize the maximum marine development potential. Therefore based on the future Cargo projections and business requirement of the hinterland, DPCL has decided to revise master plan for the Dhamra port. Marine structures of the port will be developed with the flexibility to handle various cargos. Type of berth and type of cargo is a commercial and business requirement. So master plan is revised with those flexibilities to accommodate berths as multi-purpose. Revised master plan will consist of berths at various locations, material handling area, cargo storage area, operational and utility area, internal connectivity, drainage, greenbelt and various utilities and amenities Immediate Development Plan In addition to existing 2 berths, 3 additional bulk berths; 1 LNG / LPG / PoL berth, 1 LNG /LPG berth, 1 Container berth and barge facilities along with backup facilities and independent port craft facilities, conveyor systems, drainage, water supply, electrical works, internal roads, 10

11 railway works and other utilities and amenities will be developed to accommodate dry bulk cargo, multipurpose cargo and LNG / LPG cargo. Total cargo handling capacity will increase from existing 25 MMTPA to approximately 99.6 MMTPA. The layout map showing immediate development plan based on Phase II expansion is enclosed as Annexure A Revised Master Plan (First 5 years) In addition to 2 existing operational berths, additional 14 berths are proposed as part of revised master plan for first five years. Total cargo handling capacity will be approximately MMTPA. Average dredge depth at berths will be (-) 20.5 m CD. For easy evacuation of cargo, a new rail, road and utilities corridor (12 km x 125 m wide) is proposed from Northern side development of Dhamra Port. Tentative alignment of corridor is shown in Master Plan. However, feasibility of alignment of proposed corridor will be checked during detailed study. This corridor will connect Dhamra port with existing rail-road corridor near Bansada, Bhadrak. The layout map showing revised master plan (first 5 years) is enclosed as Annexure A Revised Master Plan (30 years) Total 35 berths are proposed as part of revised master plan including 2 existing berths. In addition to that independent port craft facilities are also proposed. Total cargo handling capacity will be approximately 314 MMTPA. Average dredge depth at berths will be (-) 20.5 m CD. The layout map showing revised master plan is enclosed as Annexure A4. Table 2-1 Cargo Handling Capacity for the revised Master Plan Sr. no. 1 Cargo type Dry bulk cargo Cargo mix Coal / Iron ore / limestone / Mines & Minerals & Other dry bulk Estimated Cargo handling Capacity (MMTPA) Multipurpose & General Cargo Fertilizers and raw materials for manufacture of fertilizer / food grains / sugar / clinker / cement / Project cargo / timber & wood / machines/ Iron steel products / Break Bulk etc Container Container 4 Liquid and Gas Crude oil / Naphtha / POL / LPG / LNG / Ammonia / Chemicals / Phosphoric Acid / motor spirit / Kerosene / Aviation fuel / High speed diesel / Lubricating oil / Butane / Propane / CNG / Furnace Oil / Low sulphure heavy stock / Edible oil TEU = 14 MT (in mteu) Grand total ( )

12 Table 2-2 Berth details for the revised Master Plan Revised Master plan Cargo Berth Phase 1 MoEF Sr. Berth handling New proposal Length (MoEF approved no. No. Capacity (m) approved) (MMTPA) Immediate First 5 year 30 year plan development plan 1 B Bulk Berth 2 B Bulk Berth 3 B Bulk Berth 4 B3A Bulk Berth 5 B Bulk Berth 6 B Bulk Berth 7 B Bulk Berth 8 B Bulk Berth 9 B Bulk Berth 10 B Bulk Berth 11 B mteu* Container 12 B mteu* Container 13 B mteu* Container 14 B mteu* Container 15 B mteu* Container 16 B mteu* Container 17 B Multipurpose / Liquid Multipurpose 18 B B B B B B B B B B B Multipurpose / Liquid / Liquid Multipurpose / Liquid Multipurpose / Liquid Multipurpose / Liquid Multipurpose / Liquid Multipurpose / Liquid Multipurpose / Liquid Multipurpose / Liquid Multipurpose / Liquid Multipurpose / Liquid 29 B LNG/LPG / PoL 30 B LNG / LPG (2.5 MMTPA) LNG / LPG (7.5 MMTPA) 31 B Barge 32 B Barge 33 B Barge 34 B Barge 12

13 35 B Transloading 36 TB Port Craft Berth (for 4 tugs) 37 TB Port Craft Berth (for 4 tugs) Total** 11,750 2 Nos Berths 11 Nos Berths ( Nos Berths ( Nos Berths (314 m 314 MMTPA (25 MMTPA) MMTPA) MMTPA) MMTPA) * 1 TEU = 14 MT ** Berth nos and cargo capacity in cumulative figure Traffic forecast Based on the available hinterland the traffic forecast for the Dhamra port has been worked out and same has been summarized in below given table. Table 2-3 Phase wise Traffic Forecast in MMTPA Commodity Existing (Year 0) Immediate Phase 5 Year Development Long Term (Year 30) Dry bulk Cargo Container (in mteu) 1 TEU = 14 MT Multipurpose & General Cargo Liquid & Gas Total in MMTPA Project Importance and Need National Scenario The Indian Economy has been on a growth trajectory since the process of liberalization started in the year Various sectors and new models of development have been adopted to address the basic infrastructure needed to match the growing GDP of the country. Among many sectors of infrastructure, Sea Port infrastructure are grossly inadequate for the nation to meet the growing challenges which in turn successfully integrate Indian Trade with the Global economy in terms of productivity, efficiency, state-of-art technology and surpass global developments in the Shipping sector. Realising this need, the Government of India has given adequate thrust to Sea Port infrastructure by setting targets to reach 2600 Million Tons (MT) capacity by the year The world's proven natural gas reserves as on January 2010 are estimated at Trillion 13

14 cubic meter, of which almost three-quarters are located in the Middle East and Eurasia. The developing nations like China and India are aggressively adopting natural gas to fuel their industry and to make their economic growth more environmentally sustainable. According to experts, the world LNG trade is expected to grow at a rate of 6% over the period from State (Odisha) Scenario The State of Odisha with a coast line of 480 km has the responsibility to serve the land locked states such as Jharkand, Chattisgarh, Bihar, Northeastern States and land locked areas of Odisha and West Bengal. This region houses the largest mineral resource base of the country in terms of Iron Ore, Thermal Coal & Coking Coal, and other critical minerals such as Manganese, Copper etc. This region is housing nearly 80% of the country s Integrated Steel Plants both from Public Sector such as SAIL and Private Sectors such as TATA Steel, Jindals, Essars, Bhushan, etc. The region also has Fertiliser and other Agricultural input demands apart from Heavy Engineering and Automobiles etc Dhamra Port Dhamra port has a significant locational advantage over its counterparts on the eastern coast. The mineral heartlands of the country (Odisha, Jharkhand, Chhattisgarh and West Bengal) are in close proximity to Dhamra port. Besides, the limited draft of approach channel, Kolkata and Haldia ports cannot cater for cape size and super cape size vessels now used for shipment of crude oil. In view of this, super cape size carriers can call on Dhamra port from where cargo can be shipped to Kolkata and Haldia by smaller vessels and barges Employment generation During construction phase, approximately 500 workers will be employed. During operation phase, approximate direct and indirect employment generation expected due to the proposed revised master plan is as per the table given below. Table 2-4 Direct and Indirect Employment Generation (For 30 year Plan) Units Numbers Direct Employment No. 4,000 Indirect Employment No. 20,000 Total No. 24,000 14

15 3 Project Description 3.1 Location of Project Dhamra Port is geographically located north of Dhamra River mouth between Latitude N to N and Longitude E to E on the East Coast of India in Chandbali Tehsil, Bhadrak District of Odisha State. Dhamra port is located at a distance of 85 km by road from Bhadrak, which is the nearest major town on the Chennai- Kolkata highway NH 5, the nearest major railway station also is Bhadrak situated at a distance of 62 km from Dhamra on the Cuttack Khargapur section. The nearest airport is Bhubaneswar located approximately 220 km southwest of the project site. Figure - 1 Location of Dhamra Port The bases of selection of the proposed site for the proposed facility are as per the criteria discussed below. There are certain key advantages of Dhamra and they are as given below. Strategic location Availability of deep draft Gateway for dedicated maritime facilities to land locked states Multi-modal connectivity through Rail & Road network Availability of reliable power No rehabilitation & relocation of existing settlements No archaeological / historical / cultural place 15

16 Large stretches of non-agricultural / highly saline barren land available for development However, Since Dhamra port has already been established and operational, for expansion of the port no other site selection criterion has been considered. 3.2 Size / Magnitude of the Project Selection of a maximum design vessel size for the cargo configuration of a proposed facility is among the most important inputs in the planning and design of facilities. However, in actual practice barges for transportation of the cranes may be carried in different sizes of vessels depending upon the availability of vessels for the transportation. Hence, it is also useful to have an idea of the range of vessel sizes that would call at the proposed facility Design size vessel The Terminal has been planned for the following ship related data. Table 3-1 Design Vessel Size Sr. No. Vessel Size Type LOA (m) Beam (m) Depth (m) Draft (m) 1 2,50,000 DWT Bulk Carrier ,500 TEU Container Ship ,50,000 DWT Liquid Carrier ,65,000 m 3 LNG Carrier ,660 m 3 LPG Carrier Conceptual Layout Planning For conceptualizing layout plans for the proposed facility, the requirements like navigation parameters, number of berths, cargo handling facilities, operational parameters, etc. have been identified. Based on above, suitable locations within the proposed port site have been identified where these facilities are to be developed. 3.3 Project description and Process The proposed master plan development of Dhamra port has been briefly discussed in the section of Land Use Plan in Chapter Water and Power Availability Water Availability Water required during construction activity will be met through the bowsers and existing water supply system. Water requirement during construction activity will be approximately 16

17 1.95 MLD. Water requirement during operation phase (30 year Master Plan) will be approximately 40 MLD which will be met by proposed desalination plant near existing WTP. Existing WTP has capacity of 5 MLD. The source of water for this WTP is from Manthai River intake location approximately 12 KM distance from port. Raw water shall be taken from Manthai River at the existing intake location. The maximum water withdrawal shall be 100 MLD (for 40 MLD desalination plant). The demand shall be increased gradually as the operation ramps up. The outfall quantity from desalination plant will be approximate 60 MLD. The treatment technology for the desalination plant will be UV/SWRO/BWRO. The reject brine from the desalination plant will be sent back to sea through an outfall arrangement. The exact location of the outfall point shall be finalised after dispersion modelling studies to ensure minimal impact to receiving environment. Figure - 2 Route of existing raw water pipeline Sewage and effluent generation during construction phase as well as during operation phase will be treated in STP and ETP respectively. Capacity of STP and ETP will be to the tune of 2000 KLD and 5000 KLD respectively. Please refer table below for water balance. Table 3-2 Water consumption and sewage/effluent generation for Revised Master plan Activity Construction phase (KLD) Operation phase (KLD) Construction activity 1,500 0 Industrial 0 33,000 17

18 Activity Construction phase (KLD) Operation phase (KLD) Domestic 150 5,000 Sprinkling/ greenbelt 300 2,000 Total Consumption 1,950 40,000 Sewage generation 120 2,000 Effluent generation 0 5,000 Process water for LNG and LPG will be taken from sea and discharged back in to the sea. Estimated quantity of process water is approximate 1, 20,000 cu.m /hr for 20 MTPA. However, detailed study will be carried out for exact requirement of water. Tentative location of intake and outfall is shown in master plan. However, best suitable location of intake and outfall, if required for regasification, will be located after detailed study. Sea water may be utilized for fire-fighting purpose. Fire water pumps and pipelines will be installed in CRZ areas as per the requirements Power Availability The electric power requirement during construction phase will be approximately 10,125 kwh/day which will be sourced from the existing power source (OPTCL). Electricity requirement during operation phase will be approximately 816,000 kwh/day. It will also be sourced from OPTCL. During operation phase, power back up in form of DG sets will be available to the tune of approximately 30 MVA. Diesel consumption for the same will be to the tune of 1000 Lit/hr. 3.5 Requirement of Basic Raw Material The requirement of the basic raw material for the revised Master Plan development will be as given below. Coarse aggregate Fine aggregate (Sand) Stone MMT 6.6 MMT 5.4 MMT Dredged material for reclamation 110 Mm 3 (7.55 Mm 3 is already approved for Phase II development) However, Basic raw material for construction is available in near vicinity of Dhamra Port. Ready mix concrete will be made out of the basic raw material on site itself. Batching plants of respective size and capacity as per requirement will be installed at the site. 3.6 Schematic Representation of Feasibility Drawing The layout map showin.g revised master plan (30 year plan) is enclosed as Annexure A4. 18

19 4 Site Analysis 4.1 Connectivity The port has acquired 100 m to 125 m wide land corridor from Dhamra to Bhadrak for providing exclusive connectivity with the hinterland. Corridor is planned with 4 lane road and 2 rail tracks with future provision of 2 lane road and 1 rail tracks. 125 m wide corridor is meant to accommodate three rail tracks, a six-lane road, an electric overhead transmission line, utility corridor and side drain. During Phase I development, DPCL has already constructed 62.5 km rail connectivity from Dhamra to Bhadrak on the main Howrah-Chennai line. In addition a 132 kv electric overhead transmission line for providing electric power supply to Dhamra port was constructed through this corridor. A water pipe line for supply of raw water was laid in this corridor from Manthai River to port for a distance of km. For easy evacuation of cargo, a new rail, road and utilities corridor (12 km x 125 m wide) is also proposed from Northern side development of Dhamra Port. Tentative alignment of corridor is shown in Master Plan. However, feasibility of alignment of proposed corridor will be checked during detailed study Road connectivity Dhamra is connected by road with Bhadrak (85 km), the nearest major town on NH 5. Distance between Dhamra and Bhubaneswar is 220 km. DPCL has made a provision for development of six lane dedicated road and for three track rail link (including one existing rail track) within the road/rail corridor. The existing road connectivity from NH 5 to Dhamra is available at Jamujhadi, which is around 25 km from Bhadrak towards Balasore Railway connectivity Bhadrak railway station of Khurda Road Division, East Coast Railway (ECoR) on the Chennai- Howrah main line, is the nearest rail head to Dhamra Port. Bhadrak is located at 143 km from Bhubaneswar and 297 km from Howrah. Dhamra port is connected with Indian railway network at Bhadrak & Ranital Cabin of ECoR through single electrified 62Km long dedicated private railway line, developed within above m wide corridor and commissioned in May 2011 as Phase I. The existing rail connectivity takes off through Dedicated UP & DN lines from Bhadrak & Ranital cabin to Bhatatira station. There are 4 crossing stations, Bhatatira, Tihri, Gurdaspur & Bansara on the existing railway connectivity with an R&D yard at Dhamra Terminal before Handling yard of Port. Existing 62 Km long Rail connectivity has total 113 km track length. The line is provided 19

20 with electric traction and CTC signalling. The railway line is connected to the port entrance and aligned inside the port bulb to facilitate loading and unloading of cargo through mechanized system provided in the port boundary with possibility of conversion to automatic signalling system. Above existing single line rail connectivity will be augmented with proposed doubling with suitable up gradation in existing signalling & OHE system to cater the projected traffic of proposed Dhamra Southern side of Port. It is also envisaged that the evacuation of projected traffic of Dhamra Northern side of Port will not be feasible through proposed port bulb at Dhamra Southern side of Port and R&D yard at DTY terminal. Therefore, separate rail connectivity will be required for Dhamra Northern side of Port which shall be linked to the existing lead line at suitable location. In addition to that for the additional traffic of Dhamra Northern side of Port proposed doubling of the lead line will need to be further augmented by provision of third line. Figure - 3 Layout showing Road and Railway Connectivity to Port 20

21 4.2 Land Form, Land use and Land Ownership Land Use A map covering salient features in 5 / 10 / 15 km radius is shown below. Figure - 4 Salient Features of Study Area 21

22 4.2.2 Land Ownership The Phase I of the Dhamra Port has been developed in an area of 234 ha Phase II approval has been received to develop 456 Ha in addition to development of phase I. Further expansion is proposed in an additional area of Ha within the existing port limits adjacent to the Phase I development. Out of total Ha area, approximately Ha land will be reclaimed and approximately 23 ha from phase II approved land will be dredged to create marine facilities. Area required for the proposed revised master plan development is calculated considering all the facilities essential for envisaged operations and also by focusing on possibility of limiting the extent of land area requirement. Accordingly, revised master plan layout has been prepared. Careful site selection ensures that no Habitations are present. The proposed expansion site comprises of mostly dry mud and mud without much vegetation and any habitations. Hence, no rehabilitation and resettlement (R&R) is envisaged and this impact is completely avoided. Table 4-1 Status of usable land of Port boundary Sr. No. Description Area in (Ha.) 1 Phase I development Phase II approved area (to be utilized for further development) Proposed applied land Land to be reclaimed Total Land in ha Out of Ha area, approximate 9 Ha will left as no development zone for existing mangroves on the southern side of the port. Hence approximate Ha area will be used for development. The layout map showing land use plan is enclosed as Annexure A5. The proposed development will consist of material handling area, cargo storage/backup area, operational and utility area, internal connectivity, drainage, greenbelt and buildings etc. The proposed revised land use for master plan development of Dhamra port is given below. Table 4-2 Revised Land use Break up for Master Plan Sr. No. Description Area in (Ha.) % 1 Bulk Material Handling Area Container Terminal Backup Area Multipurpose Cargo Backup Area

23 4 Liquid Tank Farm Fertilizer Godown Area LNG Tank Farm LPG Terminal Gate Complex & Parking Greenbelt and other Areas Internal Rail and Road Approaches and Corridors Desalination Plant + ETP + STP + WTP Buildings + Workshops Misc. (Open storage + recreation facilities + etc.) Mangroves Area Total Land in ha Topographic Features The project site is located at average (-) 1.0 m CD to (+) 3.5 m CD level. Project site is sloping towards East i.e., towards Sea side. 4.4 Existing Land use Pattern Total area covered by Phase I of the Dhamra Port is 234 Ha In addition to this, approximately Ha area will be required for the revised master plan (30 year plan) within the existing port limits (excluding mangroves area). The proposed development of master plan site consists of dry mud barren land; dry mud with sparse and thick Giria grass; mud and sparse vegetation which fall in intertidal zone without any macro vegetation, habitation and built-up area. 4.5 Soil Classification Based on the sub-soil information from available geotechnical investigation reports of the boreholes explored in the area, it is observed that the top soil in entire area is comprised of highly plastic soft to medium inorganic clay up to a depth of 15 to 18 m having SPT N values varying from 1 to 8. This clay layer is followed by medium to stiff silty clay layer having thickness of 5 to 10m with SPT 'N' values varying from 10 to 30. The soil beneath this is comprised of stiff to hard clay with silt having SPT > 30. Average ground water table is at 0 to 0.5 m below NGL. Underground water quality does not have any appreciable excesses of chlorides or sulphates. The summary report of sub-soil investigation has been attached in Annexure B for reference. 4.6 Climate Data The Met-Ocean conditions and climate data has been described as given below. 23

24 4.6.1 Temperature The maximum and minimum temperatures observed are C and C respectively Cyclones Occurrence of storms and depressions is very high during October and November and negligible during January-March. It is also high during southwest monsoon. The monsoon depressions formed in the head of Bay move towards west / northwest and reach the Odisha coast at times. The initial movement of the cyclones is towards north westerly / westerly direction, but occasionally they change their direction and move in a north easterly direction. Altogether 387 depressions and cyclones crossed Odisha coast from 1891 to 2007, 32 from 1988 to 2007 and 11 depressions during These depressions crossing Odisha coast are presented in Figures below. An analysis of cyclones / depressions that have crossed Odisha coast during the period show that these are confined to the months of May to November. Balasore district is more prone to cyclones (50%) than other districts, while Ganjam gets the least (11%). Figure - 5 Tracks of cyclones & depressions crossed Odisha coast during

25 4.6.3 Tsunami Tsunami that had developed in Indian Ocean near 275 Km SSW of Sumatra Islands in Indonesia in December, 2004 travelled over 2,500 km, before hitting the East and South Coast of India taking toll on life and property. As per the assessment made by Odisha State Disaster Management Authority, 22 blocks of different districts are vulnerable to Tsunami of which, Chandbali block of Bhadrak district is also included Wind The predominant wind directions observed were from South and South West; Calm conditions prevailed for 8.06% of the total time. The wind speed varied between 0.5 to 2.1 m/s for most of the time during this period. The average wind speed was observed to be 1.82 m/s. Figure - 6 Wind Rose diagram Tides The tides near Dhamra region are of the semi-diurnal type and has occurrence of two high and two low waters every day. Tide levels with respect to Chart Datum are as given in table below. Table 4-3 Tidal Data of Dhamra Tide Height (m) above CD Mean High Water Springs (MHWS) Mean High Water Neaps (MHWN) Mean Low Water Neaps (MLWN) Mean Low Water Springs (MLWS) MSL

26 4.6.6 Currents The analysis shows that the maximum measured and simulated currents speed at measured locations is 1.96 m/s. The cross and longitudinal current velocities vary along the channel alignment in space and time. Cross current velocities are insignificant in the inner channel and increase in amplitude toward the seaward end of the outer channel. Longitudinal velocities are strong in the inner channel and reduce seaward in the outer channel Waves It is observed that offshore wave heights are higher during the SW and NW monsoon. During the months of June, July and August, more than 95% of waves are higher than 1.0 m, 35 % of the waves are higher than 2.0 m and 5% of waves are greater than 3.0 m. While the wave heights during the months of November, December & January are in the range of 0.5 m to 2.0 m which accounts to 90 % of the total occurrences. The predominant deep water wave directions during the pre-monsoon (Mar-May) are wind generated waves from SW, SSW and swells from S, during the NE-monsoon (Jun-Aug) are from NNE and NE and swells from S and SSE, during the transition (Feb, Oct) are swells from S and SSE. Table 4-4 Extracted wave height in m for 10% Exceedance Location NNE NE SSE S SSW SW Outer channel Channel Bend Turning Circle Berth Table 4-5 Extracted wave height in m for 1% Exceedance Location NNE NE SSE S SSW SW Outer channel Channel Bend Turning Circle Berth The near shore maximum wave height at 20 m contour for 10 % and 0.1 % exceedance during the SW monsoon are 2.4 m and 4.97 m respectively. While during the NE monsoon, the near 26

27 shore maximum wave height at the 20m contour for 10 % and 0.1 % exceedance are 1.53 m and 2.64 m respectively Littoral Drift Waves induce currents along the coast when they break, known as long shore currents. These currents resulting from oblique wave approach run parallel to the shore in the surf zone. These currents transport sediments disturbed by the waves in the direction of current known as littoral drift or long shore sediment transport. During SW monsoon the waves approach the coast generally from south to SE. During this period, the associated littoral current and littoral drifts are directed up-coast in the northeast direction. Whereas, during the fair weather period including NE monsoon when the wave direction is northeast to east, the coast experiences down-coast drift. Central Water Power Research Station (CWPRS) estimated the drift from south to north of the order of 0.9 Mm³ / year during SW monsoon season and the southerly drift during NE monsoon season as 0.16 Mm³ / year. Thus, the net northward littoral drift along the coast is of the order of 0.74 Mm³ / year. It can be concluded that the northerly drift (March September) is the most dominant for this coast and accounts for major sand movements and shoreline changes Seismic Conditions As per the IS: 1893 (Part 1) 2002 of Bureau of Indian Standards (BIS), Dhamra falls in Zone II is a low risk zone. The seismic zoning map of Odisha is shown in Figure below. Figure - 7 Seismic Zoning Map of Odisha 27

28 4.7 Social Infrastructure In nearby population areas, houses are made of pucca and kaccha, both types. Tar road is available in near villages. People are mostly dependent on agriculture and fishing activities. However, due to uncertainty and irregular incomes from these two sources, people of the area move towards other places in search of employment. Due to the proposed revised master plan of Dhamra port, employment opportunities during construction as well as operation phase will be generated. Number of approximate direct and indirect employment opportunities is mentioned in section Educational facilities are available in the form of primary and secondary schools. For further education, students are availing facilities from the nearest towns. Medical facilities in the project study area need improvement. Communication services like post office and telephones are available in the study area. Most of the villagers are having mobile phones. Further social assessment of the study area will be carried out in detail during EIA study. 28

29 5 Planning Brief 5.1 Planning Concept For conceptualizing layout plans for the proposed facility, the requirements like navigation parameters, number of berths, cargo handling facilities, operational parameters, etc. has been identified. Based on above, suitable locations within the proposed port site have been identified where these facilities are to be developed. The basic navigational needs for servicing the vessels are as given below. Sufficient water depths and widths in approach channel Harbour basin and jetty for the cargo handling operation Tranquillity conditions Adequate stopping distance for vessels of largest size Sufficient water area for easy Maneuverability of vessels throughout the year Efficient fenders and mooring systems, etc. Present Mooring Issues at Dhamra Port It is evident from various studies of existing port that current velocity in the existing navigation channel in front of berth is very high and is in tune of 1.5 to 1.9 m/s. Studies also show that current velocity under and behind the berth are very less as compare to that in front of the berth during both flood and ebb tides. Above phenomenon results into development of pressure head and difference in water level because of velocity gradient across the channel and berth pocket. Additional forces on the vessel, called stand-off forces, are being developed due to this, which creates heavy lateral forces on the vessel in addition to the regular mooring forces. Because of above, numbers of occasions were recorded in the port in which the ropes of vessels subjected exponentially high forces and were broken during peak flood and peak ebb. To take care of this situation and to ensure that this condition does not get repeated in future, the quay line of the bigger vessel berths are shifted away from the main channel and taken back towards land side, which is expected to give fairly good conditions for the mooring and safety of the vessel during operation. Also to get the tranquil conditions, port craft jetties are shifted inside towards land Navigational As a prerequisite for planning the layout of the proposed revised master plan development of the Dhamra port and related backup facility, it is essential to set the basic criteria for the design of various components like navigational aspects to handle different types of vessels 29

30 likely use for the transportation of cargo. These conditions are related to the marine environmental conditions at the location. However, due to Kanika Island in the nearby vicinity of the proposed development site no breakwater has been envisaged for this expansion Protection against Waves For providing tranquillity conditions in the existing approach channel, in the proposed basin and also for the smooth cargo operations, necessary slope protection work beneath the proposed jetty against predominant marine conditions will be provided if required. However, due to Kanika Sand Island waves are not significant in nature Navigation Channel Dimensions The channel alignment will be oriented considering the following aspects: The channel is aligned in a straight line as far as possible. The channel is oriented so as to reach the deep-water contours in shortest possible distance (this is to optimize the quantity of dredging). The dimensions of the navigation channel are dependent on the vessel size, the behaviour of the vessel when sailing through the channel, the environmental conditions (winds, currents and waves) and the channel bottom conditions. Channel design primarily involves determination of the safe channel width and depth for the dimensions of the design vessel. The existing approach channel is a one way channel and the dimensions of the navigational facilities are as follows. Navigation channel Outer channel Inner channel 18.0 km long 240 m wide and (-) 18.3 m CD dredged depth 170 m wide, (-) 17.5 m to (-) 17.0 m CD dredged depth The widening & deepening of the approach channel will be required for the proposed revised Master Plan development. The proposed approach channel dimensions are as follows: Navigation Channel 21.0 km long (2 way) at (-) 19.0 m CD dredged depth and 24.0 km long at (-) 22.0 m CD dredged depth Outer channel 500 m wide and (-) 19.0 m CD dredged depth Inner channel 500 m wide and (-) 19.0 m CD dredged depth Berth Pockets of all bulk & multipurpose berth (-) 20.5 m CD dredged depth Channel width The width of the proposed navigational channel is 500 m used for the transportation of the cargo vessels for 2 way movement simultaneously. The maximum beam of largest vessel is 55.0 m for 2, 50,000 DWT Bulk Cargo vessels and 60.0 m for 18,500 TEUs container vessel. 30

31 For the proposed revised master plan layout, widening & deepening of the existing channel has been envisaged to meet the requirement of the cargo volumes. Figure - 8 Typical Cross Section of Approach Channel Based upon the guidelines given in the PIANC document titled Approach Channels A Guide to Design approach channel width has been calculated. For 5 year development plan base width of channel will be limited to 300 m considering projected cargo & vessels Channel Depth The depth in the channel should be adequately greater than the static draft of the vessels using the waterway to ensure safe navigation. Generally, the depth in the channel is determined by following factors. Vessel s loaded draft Trim or tilt due to the loading within the holds Ship s motion due to waves, such as pitch, roll and heave Character of the sea bottom, soft or hard Wind influence of water level and tidal variations Based on the PIANC guidelines, the following general recommendations on under keel clearances shall be adopted to determine the dredge depths: Open sea area (in outer approach channel) : for those exposed to strong and long stern or quarter swell, where speed may be high, gross under keel clearance should be about 20% of the maximum draft of ships. Channel: for sections exposed to strong and long swell, gross under keel clearance should be about 15% of the draft. 31

32 Channel: less exposed to swell, gross under keel clearance should be about 10% of the draft. Maneuvering and berthing areas for those exposed to swell (without full protection of breakwater): gross under keel clearance should be about 10 to 15% of the draft. Maneuvering and berthing areas protected (full protection by breakwater): gross under keel clearance to be about 7% of the draft. Considering the above factors and guidelines given in PIANC, the under keel clearance is taken as 15 % of the draft of the maximum size of the vessel in the channel and maneuvering in existing and proposed approach channel has been considered as sheltered area. The maximum fully laden draft for design vessel is 19.0 m for bulk carrier and 16.0 m for 18,500 TEU container vessels. Based on considerations, under keel clearance to be adopted in proposed crane roll-on facility development may be 15 % of vessel draft in channel, basin area and in the berth pocket. From the above considerations, the depths required in the navigation channel at the proposal port are worked out and presented below. However to optimize the dredging quantity in initial phase, tidal advantage up to 3.0 m has been considered to accommodate largest size vessels. Table 5-1 Dredged depth of Proposed channel (For 5 year Plan) Description Max. Draft of vessel (m) UKC (m) Tidal Advantage (m) Water Depth required (m) Approach Channel (15 % UKC) Basin Area (10 % UKC) Berth Pocket (7 % UKC) Hence, from the above table it can be seen that for safe maneuvering of the vessel with entering limiting tide in the approach channel and the basin area (-) 19.0 m CD dredge depth is required and for berth pocket (-) 20.5 m CD dredged depth is required. However, for revised Master Plan (30 year) with the design vessel size of 2,50,000 DWT for bulk cargo, the dredged depth of the approach channel and basin area is required up to (-) 22.0 m CD as with increased frequency of largest vessel for which estimated dredging quantity is approximate 185 Mm Maneuvering Area The location of the maneuvering area or the turning basin, required to swing and berth the vessels, is very important and its design must provide the proper configuration, the proper 32

33 dimensions and access. The size of the maneuvering area is a function of the length and maneuverability of the vessels and the time available for executing the turning maneuver. The optimum configuration of such basin would be circular. By considering environmental conditions and the fact that vessels will be assisted by tugs, the diameter of the turning circle is required to be kept as 1.7 to 1.8 times length of the vessel. However, for the 400 m long vessel, minimum 700 m dia turning circle is required. The dimensions and sizing of the maneuvering and the basin area has been carried out in such a manner that 700 m dia turning circle will be available Dredging and Reclamation Dredging will be carried out at proposed berthing areas and for widening of existing approach channel. The estimated quantity of total dredge material during proposed Master Plan development is 140 Mm³ out of which Mm³ is the approved dredging volume for the approved MoEF drawing. Approximately 100 to 110 Mm³ will be used for reclamation of proposed backup yard and level rising upto 5 to 7 m CD and remaining dredged material will be disposed-off at the disposal ground beyond (-) 20 m depth offshore in an area which will be identified after the study later. Dredging quantity for the immediate phase, 5 year development and master plan has been worked out and cumulative values are listed below. Immediate development Plan Mm³ 5 Year development Plan 110 Mm³ Revised Master Plan (30 year) 140 Mm³ for (-) 19.0 m CD Revised Master Plan (30 year) 185 Mm 3 for (-) 22.0 m CD As a preliminary estimate maintenance dredging requirement as per the master plan will approximately 19.6 Mm 3. However, the same will depend upon type of the sediments and sea bed material Berthing Area Dimensions The size of berthing area and the berth depend upon the dimensions of the largest ship and the number of ships to use the proposed facility. The berth layout is affected by many factors such as given below. The size of the port basin for maneuvering Satisfactory arrival and departure of ships to and from the harbour Whether the ships are equipped with stern and bow thrusters Availability of tugs, direction and magnitude of wind, waves and current. 33

34 5.1.7 Navigational Aids The proposed development of berths as per the master plan and its related backup facility involves creating an approach channel of 500 m wide base width having (-) 19.0 m CD depth in approach channel and in turning circles. These areas will be delineated by appropriate navigational aids. Also, it will be quite useful to establish a well-marked navigation line, by installing two navigation marks / leading light towers, one in the front near the high water line and the other at the rear. These marks will distinctly demarcate the channel. The height and spacing in between the towers must be designed suitably with adequate day marks and night leading lights, fulfilling the navigational needs of vessels approaching the port facility. The following navigational aids are available in existing approach channel. Channel marker buoys Fairway buoy and Turning circle buoys Front and rear leading light Berth corner lights In existing approach channel the buoyage system follows IALA standards as applicable to Region A countries. One fairway buoy has been installed at the entrance of the channel. The channel is marked with 19 lateral buoys spaced at a distance of 1 NM. Turning circle is marked with 2 cardinal buoys. The visibility of the fairway buoy and navigational buoy is 10 NM and 5 NM respectively in fair weather. The navigational buoys are fitted with GPS system and fairway buoy is having a recon transmitting code letter D. However, the addition or change in the location of these buoys will be required once the entire channel widening as per the proposed master plan development get completed Fairway Buoy Fairway buoy (FB) marks the entry to the approach channel and also indicates the location of the pilot boarding area. Hence the vessels calling at port should be able to detect the fairway buoy while approaching the port. The characteristics of the fairway buoy will be as follows: Type - Fibre Reinforced Plastic (FRP) (3m dia) Radar Reflector - Fitted Light characteristics - Fl RW m LED 20W Halogen Lamps Power - Solar with backup battery for optimum autonomy. Anchoring arrangement - with 32mm diameter chain and 3.0 T anchor weight 34

35 Channel Marker Buoys There will be a pair of Channel Marker Buoys at the beginning of the channel on either side. Thereafter two pairs of Channel Marker Buoys are provided along the channel at a spacing of 1 km. The channel marker buoys will have the following characteristics: Type - FRP (3m dia) Day mark - Single Green, Cone type (Starboard buoy) & Single Red, Can type (Portside buoy) Radar reflector - Fitted Light characteristics - Fl G 3s 2m (star board buoys) LED 20W Halogen Lamps Power - Solar plus backup battery for optimum autonomy. Anchoring arrangement - with 32mm diameter chain and 3.0 T anchor weight Front and rear Leading Light It is necessary to mark the center line of the channel with leading lights to ensure safe day and night navigation of vessels visiting the port. The leading lines will be having following criteria: Visibility range - 20 nautical miles The Leading lines and Leading lights are designed in accordance with IALA Guidelines and recommendations and the details are as follows: Day mark - As per IALA Guidelines Light Characteristics - Front Light Fl Y 1s & Rear Light Occ. Y 3s The leading lights will be controlled by a sun-switch to ensure that the lights operate only during darkness or bad visibility. Power supply will be provided by batteries, to be recharged by solar panel systems mounted on the supporting structure, and/ or by power supply from the port distribution system. The battery banks shall be sized to ensure 24 hours continuous operation of the lighting system Vessel Traffic Management System (VTMS) The purpose of the VTMS is to provide a clear and concise real time representation of vessel movements and interaction in the Vessel Traffic Service (VTS) area. In Dhamra Port case, the service area will be the approach channel, harbour basin area etc. This system will be used for marine operations and will also be linked to the PMIS (Port Management and Information System). The information provided by VTMS system allows the operator or user of the system to following facilities. Provide the required level of VTS: Information, Assistance or Organization 35

36 Enhance safety of life and property Reduce risks associated with marine operations Enhance efficiency of vessel movements and port marine resources Distribute VTS related information Provide Search and rescue assistance Provide VTS data for administrative purposes, analysis of incidents and planning The VTS in recent years has changed from Traffic Monitoring to Traffic Planning by introduction and interconnection of databases and expert systems. It allows access of static and dynamic information about ships, their cargo and port service requirements. Together with an automatic update of traffic information the VTMS provides a powerful tool for programming of traffic movement within the surveillance area. Operators can associate tracked targets with vessels registered in the database, which makes the data readily available and allows the system to automatically provide pertinent voyage information to other port service providers Harbour Crafts All vessel-handling operations inside the port area will be assisted by tugs. The number and capacity of the tugs will depend upon the size of the largest vessel, and number of vessels to be handled. The effect of wind on container vessels is highest. The largest vessel likely to be handled will be 18,500 TEU container vessel. Tugs will be sufficient to handle vessels up to 18,500 TEU or 2,50,000 DWT bulk vessels. Tug boats will be used for maintenance of the navigational AIDS, channel Buoys and fenders, etc. In existing development, the tugs are moored on the rear side of the northern berth, later whenever proposed expansion of the berths will be done, a separate facility will be provided. Apart from tugboats, a pilot launch is also required. The bollard pull of the tugs shall be compatible with capacity of on board bollards in the vessels to be towed. For smaller bulk vessels, lesser capacity of the same tugs will be used. The tugs will be provided with appropriate towing gear with necessary pollution control equipment. It is envisaged that each Cape size bulk carrier requires assistance of 3 to 4 tugs whereas a Panamax size ships require 2 to 3 tugs of 50 MT bollard-pull capacity for maneuvering and berthing operations including a standby tug. In addition for each shipping movement an escort tug is expected to move in the navigational channel along with the ship. The turnaround time for an escort tug is about 4 hours, which includes following activities. maneuver 0.50 Hrs. 36

37 1.95 Hrs Hrs Hrs. However, on many occasions the tugs could combine the ship departure and ship arrival operations to optimize their movements. Based on this it has been assessed that about 10 to 12 tugs would need to be provided during proposed master plan development Berth Requirements The number of berths required, is a function of cargo type and volume, and the expected cargo handling rates. Certain cargoes can be handled at the same (multi-purpose) berth, while others require dedicated facilities. Other factors that would influence are as given below. Vessel sizes and parcel sizes Number of operational days per year Number of working hours per day Time required for peripheral activities and Allowable berth occupancy. The cargo handling rates and the other factors are discussed in the subsequent sections Cargo Handling Rates The following cargo handling rates are considered for planning purposes: Coal Import Coal Export Container : 2750 TPH per cranes & 2-3 cranes / berth : TPH per cranes & 1 crane / berth : moves/hr/crane (considering, 1 move = 1.3 TEU) & RMQC for 3 no. of berth cluster. General & Break bulk Cargo Fertilizer and FRM Liquid Cargo : 1000 TPH per crane & 2 cranes / berth : 1000 TPH per crane & 2 cranes / berth : 350 TPH 1800 TPH (depending upon type of cargo) The average cargo handling rates based on the productivity of the topsides for various commodities are presented in table below. The handling rates indicated in are worked out, for effective topside working hours of 21 to 24 hours per day and other factors that influences the berth and stockyard operation. Table 5-2 Proposed cargo-handling rates at the port Sr. No Cargo Type Range of Handling Rate / berth 1. Coal Import 63,500 95,250 TPD 2. Coal Export 54,500 98,250 TPD 37

38 Sr. No Cargo Type Range of Handling Rate / berth 3. Iron Ore Export 68,250 TPD 4. General & break bulk Cargo 15,00 TPD 22,000 TPD 5. Barge Loading TPD 19,800 TPD 6. Fertilizer and FRM 15,000 TPD 22,000 TPD 7. Liquid 20,000 TPD 35,750 TPD 8. LNG 94,000 TPD 9. LPG 13,650 TPD Parcel Size The expected parcel sizes of the cargo are indicated in table below. Table 5-3 Proposed Parcel Size of Cargo Sr. No Cargo Type Average Parcel Size 1. Coal Import 1,00,000 MT 2. Coal Export 1,00,000 MT 3. Container 4500 TEU 4. General & break bulk Cargo 40,000 MT 5. Barge Loading 10,000 MT 6. Fertilizer and FRM 50,000 MT 7. Liquid 40,000 MT 60,000 MT 8. LNG 1, 35,000 cu.m. 9 LPG 44,000 MT Operational Time It is assumed that proposed master plan facilities will work round the clock, seven days a week. Allowing 15 days weather downtime, the effective number of working days will be 350 days / year, subject to limiting current and tide conditions Time Required for Peripheral Activities Apart from the time involved in the handling of cargo, additional time will be required for other activities such as the berthing and de-berthing of the vessels, customs clearance, cargo surveys, positioning and hook up of equipment, waiting for clearance to sail, etc. As per industry standards, these activities are assumed to take on an average, 6 (six) hours per vessel call. However, this does not include downtime due to currents and tidal conditions. 38

39 Allowable Level of Berth Occupancy Berth occupancy is expressed as the ratio of the total number of days per year that a berth is occupied by a vessel (which includes the time lost in peripheral activities), to the number of port operational days in a year. The berth occupancy percentage is an indication of the time that a vessel calling at the port will have to wait on an average for a berth higher berth occupancy will entail a longer pre-berthing detention, and lower level berth occupancy will ensure the least waiting time. The main consideration while planning the number of berths, is to ensure that the ratio of waiting time to service time be kept at an acceptable level, in order to avoid paying demurrage Number of Berths required Based on the above given parameters, requirement of number of berths have been worked out. The below table shows the number of berths required along with length and capacity. Table 5-4 Proposed Berth Capacity & Length Sr. Description of Berth / Jetty Nos. Total Length (m) Capacity (MMTPA) 1 Container Berths (in mteu) 1 TEU = 14 MT Multipurpose Berths Bulk Berths LNG / LPG berth Liquid / Multipurpose Berths Trans-loading Berth Barge Berths Independent Port Craft Facilities Total 37 11, Land use Planning The proposed master plan development will consist of material handling area, cargo storage / backup area, operational and utility area, internal connectivity, drainage, greenbelt and buildings etc. Further due to strategic location of the port and resultant logistics advantages, substantial traffic may be attracted to the terminal. However, to calculate the area of the storage yard and transit godowns following factors plays vital role. Dwell time Storage factor 39

40 Density of the cargo Materials or stowage factor Aisle space Peaking Factor Methods of cargo handling Utilization factor of storage area Higher of 1.5 times parcel size and 5 % of cargo throughput Considering all these factors, area for the cargo storage has been worked out and described in the sections below Coal - Import Coal will be stacked in the stockyard areas initially before evacuation by rail/road. Number of separate stockpiles need to be provided to cater for different grades of coal. However, following parameters have been considered to calculate the storage capacity of the stockyard. Table 5-5 Cargo specification for Import bulk Cargo S. No. Parameters Coal 1 Density 800 kg / cu.m 2 Maximum Lump size 100 (up to 150) 3 Avg. base width of stack 50 m 4 Angle of repose 37 deg 5 Extra space for circulation 20% approx. 6 Average height of stack 12 to 14 m (for mechanized handling) Cargo Unloading Mechanism Coal will be unloaded with unloader which moves on the rail which will be installed on the berth. Mechanical grab of unloader crane will pick up the cargo from the ship hold and unload the material in to the hopper. Hopper will load the conveyor with control/ discharge gate/ belt feeder which will retrieve coal from hopper & discharge on the Jetty conveyor for onward transportation to coal storage yard through series of conveyors Stock Yard Cargo will be stacked in coal yard by mechanized handling system. Coal cargo received by belt conveyor system from the jetty will be stacked in coal yard through yard conveyors along stockyard using stacker cum reclaimer. Each yard conveyor is equipped with one stacker cum reclaimer machine. 40

41 Evacuation of Coal Cargo Coal is also being reclaimed from stockyard through stacker cum reclaimer and conveyed towards reclaiming conveyors which will discharge material in wagon loading silo. An inmotion wagon loading arrangement with conveyor connectivity has been planned. The rake consists of 59 wagons (maximum) of 68 MT capacities each subject to wagon carrying capacity & density of coal. However, to enhance the capacity of the exiting railway loop, additional lines and silo will be constructed to match the berth capacity Coal / Iron Ore - Export Coal / Iron Ore will be received at the port from trains traversing in the rail loop. To meet the requirement independent Coal / Iron Ore paths rail Dump Stations or wagon tippler will be provided on each of the tracks in the loop. Each station will be connected to its own parallel system of conveyors and stockpile equipment. Table 5-6 Cargo specification for Export bulk Cargo S. No. Parameters Coal Iron-Ore 1 Density 800 kg / cu.m 2400 kg / cu.m 2 Maximum Lump size 100 (up to 150) 50 (up to 150) 3 Avg. base width of stack 50 m m 4 Angle of repose 37 deg 35 deg 5 Extra space for circulation 20% approx 20% approx In-loading Stream Coal / Iron Ore trains of BOXN wagons will travel along the rail spurs and empty their wagons into train unloading stations i.e. tippler. Rail lines with dump station for unloading Coal / Iron Ore in BOBRN wagons have been proposed within the existing Marry-go-round (MGR) of Dharma Terminal. The thermal coal from various coal fields in Odisha is expected to be shipped through Dhamra port and the receipt of such coal will be through BOBRN/ BOXN wagons rakes would require a different type of facility in which the wagon contents is discharged through a track hopper or wagon tippler. The coal will be conveyed through the apron feeders or belt feeders or unloader below the hopper to the conveyor system and finally stacked into the stockyard through a stacker cum reclaimer. 41

42 Stock Yard Coal / Iron Ore would be transferred from the train unloading stations to the storage area for stockpiling via stacking conveyors. The combined stacker / reclaimers have a stacking and reclaiming capability. Coal / Iron Ore would be reclaimed from the storage area and conveyed to the wharf facilities and ship loaders, as required Evacuation of Coal / Iron Ore Cargo Out loading conveyors will discharge the Coal / Iron Ore into surge silo. Two surge silo bins will be installed near the berth facilities to allow coal conveyed from the coal storage area to be temporarily stored during hatch changes when loading ships. Further Coal / Iron Ore will be transferred on Jetty conveyor from the surge silo via conveyor. When vessel is not on the berth, stockpile area can be used for the storage of Coal / Iron Ore simultaneously. Tunnel Conveyor can discharge the Coal / Iron Ore on receiving conveyor which will transfer the Coal / Iron Ore on yard conveyor. For cargo reclaiming from stockyard, yard conveyor will reclaim the Coal / Iron Ore on dispatch conveyor which will discharge the Coal / Iron Ore in surge silo. From the surge silo it will discharge on berth conveyor. Berth conveyor will feed the ship loader through which Coal / Iron Ore will be exported in to vessels Multipurpose Material Import / Export The storage area is designed to handle all type of multi-purpose cargo such as fertilizer, FRM, steel other bulk cargo, etc. The choice of yard system is determined by the volume of material to be handled and its stacking heights, and the space available for storage Specifications of Yard Yard drainage system design shall be based upon the runoff quantity, the intensity of rainfall and area of drainage. There shall not be any backflow during high tide-monsoon conditions. 30~40m high lighting mast will be adopted for yard lighting Operation Modes in Yard It has been anticipated that the internal transportation of cargo will be carried out using heavy-duty fork-lift, trucks and other smaller lifting plants, as per requirements. These will operate to and from railcars and trucks and the identified temporary storage / lifting area of the storage yard Design Specification for steel Yard The storage yard paving shall be suitable for the following vehicles; Tractor/Trailer trucks suitable for maximum loads of 56 MT 42

43 Heavy duty Fork Lift trucks. Asphaltic and Block Pavements shall be designed in accordance with the recommendation as per standard Code of Practice. Block Pavement Material Block pavement shall generally consist of rectangular or shaped pavers of the interlocking types, 100 mm thick and laid in a herringbone pattern. A 20 mm thick sand bedding layer shall be laid below the concrete blocks. Asphaltic Pavement material Asphaltic pavement shall generally consist of 130 mm thick asphaltic base course laid in one layer and a 50 mm thick layer of surfacing wearing course, Liquid Terminal: Storage and Handling The Liquid Terminal for proposed master plan will be developed in line with business requirement of liquid cargo. Tanks would be used to store PoL, Crude oil, non-classified hydrocarbons, edible and non-edible oils, and other specialty commodities like CBFS, Bitumen, etc. Other facilities such as Pump House, Manifolds, TLF, TULF, Utility Blocks, Substation, Control Room, pavement, drainage, lighting and formation level, OWS, ETP is taken into account while designing the terminal. Necessary arrangements / accessories as per the standards would be provided at the storage tank for the safe containment of the products. A cross- country pipe line for transportation of liquid can be provided as and when required. The pipeline may pass through CRZ area. Alignment of the same will be finalized at the time of requirement General Layout General layout of the Liquid terminal provides following facility. Storage Tank Facility Pump House Truck Loading & Unloading Facilities Access Road to Liquid Terminal Operation Modes in Liquid Terminal Import Operations: Vessel carriers will discharge their cargo, using the vessel s pumps, through the marine unloading arms or hoses into the onshore pipeline system (Dock lines). The unloading arms or hoses are connected to the pipeline system through a pipeline manifold. Since the allocated 43

44 space for the tank farm is close to the jetties, the cargo can be directly pumped to the tank farm without the need of booster pumps. Export operations: Road tankers will get unloaded at Tanker unloading facility (TULF) and fill Storage tanks in Liquid terminal with the help of unloading pumps at TULF. The Storage tanks contents will then be evacuated into vessel carriers via dock lines with the help of export pumps in the terminal. Dock line cleaning: Pig launching/receiving station at both ends (Jetty and Tank farm) to be installed. Product will be imported in from various locations and discharged at terminal jetty to the storage tank; Product will be distributed in local market through truck loading facility at the enclosures. An empty tank truck will be pre-weighed on a weight bridge before proceeding to the TULF. The empty weight on the truck shall be entered into the tanker loading software. Further the required quantity to be filled into the tanker would be feed in from the control room. The field operator will check the alignment and line up prior to commencing of tank truck filling operation. The field operator or the control room will initiate the tanker filling operation as per predefined set-up. This need to be worked out in detailed engineering and incorporated in the design Tank Arrangement Petrochemical and Petroleum tanks shall be located in dyke enclosures with roads all around the enclosure. Dyke enclosure shall be able to contain the complete contents of the largest tank in the dyke in case of emergency. The height of tank enclosure dyke shall be at least 1.0 m and shall not be more than 2.0 m above average inside grade level. Tanks shall be arranged in maximum two rows so that each tank is approachable from the road surrounding the enclosure. The tank height shall not be exceeded one and half times the diameter of the tank or 20 m whichever is less. The minimum distance between a tank shell and the inside toe of the dyke wall shall not be less than half the height of the tank Metering A metering facility shall be provided at the service platform for the following purposes. 44

45 Continuous pressure recording of each pipeline, with alarm in case of surge pressures as a safety precaution Continuous temperature recording of each pipeline as a safety precaution Flow and density measurements Design Specification for Liquid Terminal Design Criteria Valve shall be selected for long & leak proof service. Normal design conditions of temperature and pressure will be most severe conditions expected to co-exist under usual long term operation conditions. These usual conditions include all operation and control functions such as throttling, bypassing and blowing to be used for operation and control. Design Temperature is the most severe sustained fluid temperature. Design Temperature will be the maximum fluid operating temperature with safety margin (5 to 20%) Codes and Standards The design and construction shall be carried to ensure that the most stringent Indian or International Design Codes are applied. The design codes and standards, which shall be considered as minimum requirements. Latest version of there shall be followed. Table 5-7 List of the Codes for Liquid Terminal Code ASME B 31.3 ASME B 31.4 ASME B 16.5 ASME B 16.9 ASME B ASME B ASME B ASME B ASME B ASME B ASME B 18.2 ASME B ASME B Description Chemical plant and Petroleum Refinery Piping Liquid transportation systems for Hydrocarbons, Liquid Petroleum Gas Steel pipe flanges and flanged fittings Factory Made Wrought Steel Butt Weld Fittings Face to Face & End to End Dimensions of Ferrous Valves Forged Steel Fittings Socket Steel Valves Flanged and Butt Welding Ends Ring Joint Gaskets and Grooved for Steel Pipes Flanges Non Metallic Flat Gaskets for Pipe Flanges Butt Welding Ends Square & Hex. Bolts and Screws Welded and Seamless Wrought Steel Stainless Steel Pipe 45

46 API 1102 API 650 ASME Sec-Vlll, Div 1 IS 803 OISD-STD-117 OISD-STD-118 OISD-STD-156 Liquid Petroleum pipeline crossing rail, roads and Highways Storage Tank design. American Standard for Vessel Design Storage Tank Design ( Indian STD) Fire Protection facilities for petroleum Depots and Terminals Layout for Oil and Gas installation. Fire Protection Facility for Ports Handling Hydrocarbons Internal Road within Liquid Terminal The main road approaching to the liquid terminal will have two lanes. The road network is planned so that it provides easy access for maintenance, fire-fighting, escape during emergency and dead end should be avoided. Single lane roads will have 4 m width, with minimum 0.5 m shoulder on each side. The width of double lane roads is 8 m. Intersections and corners shall be of sufficient width and radius to permit fire equipment, with a minimum turning radius of 15 m, to turn corners without reversing LNG Handling The principal components of the ship-to-shore LNG transfer system are the ships pumps, the marine unloading arms, pipeline manifolds and connected cryogenic pipelines to handle LNG in liquid form at particular temperature Marine Unloading / loading Arms Marine unloading / loading arms of required diameter would be provided on the central unloading platform. Each such unloading arm has a sufficient capacity of pumping along with one vapour return arm of will be provided. The unloading arms are moved with a remotecontrolled hydraulic system located on the berth. After connection is completed, the communication cable is connected to shore and the emergency shutdown system is tested. After the unloading arms are cooled, the LNG will be transferred from the carrier to the storage tanks using the carrier's pumps Pipelines It is proposed to provide required numbers and sufficient diameter of pipelines for transfer of LNG from berth to tank farm area. To allow for expansion of these cryogenic pipelines, loops shall be provided at every regular interval along the length of the pipelines. 46

47 A cross- country pipe line for transportation of LNG will be provided as and when required. The pipeline may pass through CRZ area. Alignment of the same will be finalized at the time of requirement Tankages The LNG will be stored near atmospheric pressure and in full-containment LNG tanks that typically consist of the following facilities. Primary inside tank made of a "cryogenic material" such as 9% Nickel steel, aluminum alloy or reinforced pre-stressed concrete Insulation or loose insulation material (such as perlite) surrounding the inner nickel steel tank (sides, floor and roof); Outer tank will be reinforced, pre-stressed concrete designed to independently store both the LNG liquid and vapour Domed roof will be reinforced, pre-stressed concrete The LNG shall be contained in the tanks at its cryogenic temperature of approximately -162 C near atmospheric pressure. Four tanks of 180,000 m³ capacity each are proposed to be provided. The diameter of each tank will be 84 m and height 45 m. However, the dimensions and parameters of the LNG tank and pipelines may change during detail design stage. Tentative location of intake and outfall is shown in master plan. However, best suitable location of intake and outfall, if required for regasification, will be located after detailed study LPG Handling The principal components of the ship-to-shore LPG transfer system are the ship pumps, the marine loading / unloading arms, pipeline manifolds and connected pipelines to handle butane, Propene and LPG Marine Unloading / loading Arms Marine unloading / loading arms of required diameter would be provided on the central unloading platform. The loading / unloading arms are moved with a remote-controlled hydraulic system located on the berth. After connection is completed, the communication cable is connected to shore and the emergency shutdown system is tested Pipelines It is proposed to provide required numbers and sufficient diameter of pipelines for transfer of LPG from berth to tank farm area. To allow for expansion of these pipelines, loops will be 47

48 provided at every regular interval along the length of the pipelines. The pipelines shall also be insulated with adequate material to limit heat ingress through outside environment. A cross- country pipe line for transportation of LPG will be provided as and when required. The pipeline may pass through CRZ area. Alignment of the same will be finalized at the time of requirement Tankages The cargo will be stored near atmospheric pressure and in full-containment LPG tanks. Total six tanks of MT capacities each are proposed to be provided in phase manner. However, the dimensions and parameters of the LPG tank and pipelines may change during detail design stage. Tentative location of intake and outfall is shown in master plan. However, best suitable location of intake and outfall, if required for regasification, will be located after detailed study Container Terminal The major factors effecting the area requirement for the container terminal are as given below. Utilization Factor Dwell time Stack height Utilization Factor Utilization factor of the yard is depends on the RTG size. For Container Terminal facility 7 wide + 1 truck lane and 1 over 5 high RTG crane has been selected. However, for this layout and RTG system 0.7 utilization factors has been assumed Box Sizes Presently in India the proportion of 20 boxes is relatively high as compared to world standards. This is basically due to existing road infrastructure and also due to lower stowage factors and hence, the smaller boxes are more economical. Internationally the ratio of TEU / Box is around 1.4 and there is an on going trend towards larger boxes. However, it can be assumed that in India the ratio of TEU / Box shall ultimately reach 1.3. For a typical distribution, the critical container weight for mixes of 20 and 40 containers has been considered about 23 MT. 48

49 Dwell Time A Container Terminal capacity is directly proportional to the dwell time. In a fully operating and well managed terminal, 5 days for imports is quite practicable and certainly achievable. The table below shows, for different type of container cargo different dwell times has been considered for detailed calculations. Table 5-8 Dwell time for different Container Yards Yard Type Dwell Days Stack Height 20' EXPORT / Import & 40' EXPORT / Import MTs (other than ICD) 5 Fulls (Other than ICD) 5 Reefer 5 ICD (Fulls + MTs) 5 Transshipment 20' Transshipment 10 40' Transshipment 10 The import stack height must be kept in such a way that it easily reaches, prevents congestion or extra handling operations. Each container is destined for a particular client and/or destination and each must therefore be easily accessible. For the proposed facility stack height of 4 to 5 has been considered. Table below shows the stack height which has been considered for the yard area calculation. Table 5-9 Stack Height for different Container Yards Yard Type Stack Height 20' EXPORT / Import & 40' EXPORT / Import MTs (other than ICD) 5 Fulls (Other than ICD) 5 Reefer 4 ICD (Fulls + MTs) 5 Transshipment 20' Transshipment 5 40' Transshipment 5 49

50 Following calculation represents the requirements for Container Yard. However, certain assumption has been done to evaluate the requirement of TGS such as Peaking factor as 1.15, yard utilization as 0.7. etc. Table 5-10 Storage Area Calculations for Container Dhamra Southern side of Port Yard Type Throughput Dwell Stack Utilization Peaking TGS Days Height Factor Required 20' EXPORT MTs (other than ICD) Fulls (Other than ICD) Reefer ICD (Fulls + MTs) ' IMPORT MTs (other than ICD) Fulls (Other than ICD) Reefer ICD (Fulls + MTs) ' EXPORT MTs (other than ICD) Fulls (Other than ICD) Reefer ICD (Fulls + MTs) ' IMPORT MTs (other than ICD) Fulls (Other than ICD) Reefer ICD (Fulls + MTs) ' Transshipment ' Transshipment Total throughput (Box) TOTAL TGS Required Total throughput (TEU) Similarly, Total throughput & required TGS worked out for Dhamra Northern side of Port as TEU and TGS respectively. 50

51 Based on the total required TGS, the yard area has been worked out considering 7 wide container stacks with 1 truck lane. The RTG arrangement has been done back to back position with additional high-mast space after every 4 RTG modules. Each alternate module has been spaced for the truck passing lane for having flexibility of the container cargo movement in yard. The provision of reefer platforms has been also kept in the terminal. Detailed planning shall be reviewed again during execution phase Transloading Facility The Transloading facility is proposed to be similar to Liquid berth without the central platform as there is no loading /unloading is to take place from the berth. One mooring facility with a dredged depth of (-) 19.0 m CD to accommodate 180,000 DWT vessel will be developed Barge Loading Facility The barge facility is proposed opposite side of Berth 3A towards shore. All barge berths are proposed connected to land to handle cargo efficiently. The total length of barge berth will be 632 m with overall width of 20.5 m with sufficient dredged depth to accommodate up to 10,000 DWT barges Internal Roads The approach road leading to the Container Terminal, Dry Bulk & Liquid Terminals widens out near the main terminal gates where security checks will be undertaken Road Structure The approach roads to the Container terminal and dry bulk & liquid bulk terminal area are designed taking into consideration the density of traffic and the wheel pressure of the tractor trailers, tankers, trucks, etc. All roads are designed to IRC 20 ton axle load Maintenance of Road Road maintenance work is to be carried out as per IRC Code The Maintenance work will involve following tasks. Restoration of rain cuts Maintenance of earthen shoulders Maintenance and Repairs work in connection with Bituminous work viz Filling potholes and patch repairs, Fog seal, Crack fill, resurfacing of carriageway, etc. However, major maintenance by resurfacing the carriageway will be required in every 5 years. 51

52 Street Lighting On Central median of the road, street lighting will be installed on street light poles of 9.0 m height at sufficient spacing with high pressure sodium lanterns/ LED with Lux average level of illumination Railway Works Existing Railway works At present there are 6 R&D lines at DTY yard, which are connected to the port bulb. The Rail infrastructure facilities available inside MGR port bulb are as under- 2 Wagon Tippler with full rake length pre & post tippler lines 2 Wagon loading silos with full rake length pre & post silo lines 1 Bypass line 1 Loading line through pay loader 2 In-motion weigh bridges for weighment of outward cargo Wagon cleaning facilities between Post tippler and pre silo lines 5 locomotives for shunting, placement & removal of rakes for loading & unloading. Loco-shed for routine repair & maintenance of port locomotives Rail operation building Running room for Indian railway crew Store for maintenance of Rail system Proposed Railway works Following facilities has been proposed in port bulb to handle the projected traffic of Dhamra Southern side of Port- Wagon Tippler Additional 2 nos. with full rake length Pre & Post tippler line Track Hopper 4 nos. with full rake length Pre & Post hopper line with each hopper Wagon Loading Silos Additional 5 nos. with full rake length Pre & Post line with each silo Loading by Pay loader Realignment of existing line for loading with pay loader Extension of existing bye-pass line One handling line for liquid cargo in tank wagons Fertilizer Godowns 4 lines of full rake length with engine escape facility to serve FCC godowns Clinker loading silo - 1 silo with full rake length Pre & Post hopper line with engine escape facility combined with Fertilizer Cargo Complex (FCC). 52

53 Container yard - 6 lines of full rake length with engine escape facility In-Motion weigh bridge - 3 additional In motion weigh bridges with associated FOIS building Locomotives Additional 15 locomotives for shunting, placement & removal of rakes for loading & unloading inclusive stand by arrangement Locoshed - Augmentation of loco shed to cater to maintenance requirement of additional locomotives. Sick wagon shed - For repair of unfit wagons Commercial Facilities Suitable augmentation in existing facilities related to rail commercial To serve the above mentioned additional facilities in port bulb following additional facilities will be augmented in Dhamra Terminal yard for reception & dispatch of trains- 6 additional lines at R&D yard with suitable augmentation in Signaling & OHE traction facilities Augmentation of Rail operation building Running Room - Suitable augmentation in existing crew & guard running room facilities Following facilities has been proposed in port bulb to handle the projected traffic of Dhamra Northern side of Port- Wagon Tippler 2 nos. with full rake length Pre & Post tippler line with each tippler Track Hopper 2 nos. with full rake length Pre & Post hopper line with each hopper Wagon Loading Silos 5 nos. with full rake length Pre & Post line with each silo One handling line for liquid cargo in tank wagons Fertilizer Godowns 2 lines of full rake length with engine escape facility to serve FCC godowns Container yard - 6 lines of full rake length with engine escape facility In-Motion weigh bridge - 3 In motion weigh bridges with associated FOIS building Locomotives 10 locomotives for shunting, placement & removal of rakes for loading & unloading inclusive stand by arrangement Commercial Facilities Facilities related to rail commercial for FOIS & Railway commercial staff To serve the above mentioned additional facilities in northport a separate R&D yard with following facilities will be required for reception & dispatch of trains- 10 full rake length lines with suitable signalling and OHE facilities 53

54 Rail operation building Running Room Store 5.3 Amenities / Facilities Communications & Automation Facilities Provisions will be made in the civil works for the installation of fibre optic data and telephone cables by the installation of ducts and draw pits to allow connection between the operation area, administration building, the gate house, Customs, and all other major installations. In general duct runs for data cables will follow the main service routes. The Automation system at the port will be designed for controlling and safety of the port facilities. Dedicated control rooms are proposed in Material Handling facilities, LPG/LNG regasification facilities, container terminal facility, overall port operation centre which will be designed to monitor and controlling the process, utility, jetty, fire & gas and other port operational area as per OISD & Port guidelines. Emergency Shutdown Systems are proposed in all critical areas. DCS/ SCADA /PLC systems are proposed in Material Handling facilities, LPG/LNG re-gasification facilities, container terminal facility. Preliminary HAZOP and risk assessment study will be carried out at the time of EIA and detailed HAZOP and risk assessment study will be done during design stage for critical process like LPG/LNG for process safety and recommendation will be implemented during design stages. Port Operation related automation like Fuel Management System, Port Information Management system, GPS, Tugs and Dredger Fleet Management System will be implemented during design stages Water Supply Water supply planned for Phase I will be extended to cater to proposed revised master plan development covering the following. Potable water for consumption of operating personnel Potable water for ships calling at the port Water for dust suppression system Water for fire fighting Water for greenbelt development 54

55 Water will be sourced from existing source for construction phase. 40 MLD capacity desalination plant will be constructed to obtain water for operation phase of the revised master plan. Construction phase requirement Operation phase requirement : 1.95 MLD : 40 MLD Power Supply The power distribution system planned is simple to operate and maintain high reliability, being accessible for inspection and repair with safety. Designing of electrical distribution system ensures that voltage at the utilization equipment is maintained within the tolerance limits under all load conditions since poor voltage regulation is detrimental to the life and operation of the equipment. Power required for port expansion during construction phase will be sourced from existing port facilities. Power required for operation phase of the revised master plan is approx. 8,16,000 kwh/day. Odisha Power Transmission Corporation Limited (OPTCL) will provide additional power supply from the Bhadrak substation to the existing substation in the port premises to meet the power demand for the port expansion Lightning Protection Lightning protection will be provided for all structures in accordance with Indian Standard code of practice IS: or other internationally recognized standards. The system will be complete with air-terminations, down conductors, testing joints and electrodes Area Lighting Adequate provision for general and security lighting of the jetties and other port areas, and access roads etc. will be provided. The plant lighting system includes the normal AC lighting and emergency AC lighting which contributes together 100% lighting as well as emergency DC lighting in selected areas of the plant during plant emergency conditions. The emergency AC lighting will provide about 30 % of the total AC lighting in select areas. The plant lighting (illumination level) is varying at different locations of the plant depending on the utility and nature of work expected to be carried out at that area. Following approximate average levels of illumination will be ensured while designing the lighting system. Terminal and Stacking area Roads and Permanent ways Car Park and Parking Area : 15 Lux : 20 Lux : 15 Lux 55

56 Jetties Container Yard Control Room and Equipment Office Rooms, Relay Rooms Switchgear Rooms, MCC Rooms : 15 Lux : 35 Lux : 300 Lux : 300 Lux : 150 Lux Dust Suppression System Dust suppression equipment will be provided for efficient control of dust pollution on environment during storage and handling of Coal, Iron ore and other dry bulk cargo berth and stockyard. An efficient dust suppression system will contain dust particles before it is airborne. A common system consisting of suitable pump, storage tank, nozzles for dust suppression at discharge / feeding points of belt conveyors have been proposed at each transfer tower for efficient dust control system. In addition to above suitable spray system shall also be provided at ship unloader, stockyards & wagon loading station. Dust control is envisaged at following locations. Ship unloader discharging in to hoppers Stockyards Discharge and feeding points of conveyors Rapid loading system Sprinklers / nozzles will be provided to control dust emission at various points or areas Wastewater Management Storm Water Management and Treatment Water used for dust suppression in the conveyor transfer points and the stockyards will get absorbed to the extent of the property of the material and remaining water will be collected through proper drainage. During rainy season the rain water over vast stockyard area will also to be collected. For this purpose the stockyard ground level will be provided with a slope in each of each stockyard from the centre to the sides. For collecting water draining out of the stockyards RCC toe drains will be constructed along the length of the each row and interconnected to finally lead it to a settlement pond. Settling ponds will be constructed out of concrete. Lime will be added in the settling pond to neutralize heavy metal, if any in the runoff from the stockyard. The settled materials will be retrieved and sent back to respective cargo stockyard. The supernatant water will be discharge into sea. The storm water runoff of remaining port will be diverted through site grading into the storm water drainage system and will be discharged into sea with suitable outfall arrangement. 56

57 Sewage and Effluent Treatment Sewage generated from toilet blocks, canteens etc. and effluent generated from liquid tank washing etc. will be treated in Sewage Treatment Plant and Effluent Treatment Plant respectively. STP of 2 MLD capacity and ETP of 5 MLD capacity will be developed outside CRZ area. Treated sewage will be used for irrigating greenbelt Buildings Administration Building The Administration Building shall house office for finance, marine, operation, marketing, planning and environmental and engineering departments with conference hall, banks, canteen and parking facility etc. It will be 3-storeyed building of RCC structures with pile foundations with a floor area of 1200 m² Port and Marine Operations Building The Vessel Traffic Management Service (VTMS) Control Centre will be located in this building. It will have a commanding view of the access and entrance channels and the berths. This will house the VTMS operator work stations with facilities to monitor and control the complete Vessel Traffic Management System. The building will have control towers for housing the control panels and ancillary equipment and will also be provided with suitable communication systems to contact ground staff. The port and marine operation building is having total area of 500 m² of RCC structures with suitable foundations Port User Building Port User Building would consist of offices for shipping companies, cargo agents, freight forwarders, stevedore services, custom agents with Bank, Canteen and parking facility. It will be 2-storeyed building of RCC structures with pile foundations with floor area of 1000 m². The planning, interior and exterior finishes and sanitary facilities will be in accordance with modern architectural practice Electrical Buildings Various substations and control room having total area of 22,000 m² will be located near Switch yard and it the other area as per requirement. Smaller satellite substations and electrical rooms will be provided at various locations in the terminal areas as well as at rear of the berths. 57

58 Main Gate House Complex These mainly consist of gates for entry and exit of truck trailers and other vehicles, staff buses, etc. Two main gate house complexes of 2200 m² each are planned. Sufficient numbers of incoming and outgoing gates will be provided to avoid traffic congestion at each terminal gate complex. There will be provision of cabins for Customs and Security personals near the main entrance and exit gates of the terminals to ensure speedy implementation of customs and security regulations Rail Administration Building Rail operation and various other activities (Signalling & control, FOIS, Running Rooms, C&W staff, Loco shed, sick wagon shed, stores) related to the rail operations will be controlled through various buildings comprising of total area of approx. 20,000 m² with RCC or Preengineering building with suitable foundation. These buildings will be located near rail railway tracks inside port at various suitable locations for rail operations Workshop / Stores These mainly comprise of a central maintenance / stores building having total area of 2850 m² located at the rear of the container terminal. A workshop building having 10, 500 m² areas will be provided for 30 year Master Plan. This will be structural steel or pre-cast concrete structure. The building will be provided with suitable foundation. This building comprises a repair workshop and servicing facilities for mechanical and electrical repairs for all plant and equipment. This will also house the spare part warehouse and the offices of the workshop and service facility staff Fuelling Station A fuelling station of 300 m² of RCC structures with suitable foundation provided inside the port and near container terminal to cater to the requirements of ITV s and other vehicles used. The table below shows proposed building with area summary. Table 5-11 List of the Buildings with area summary Name of Building Approx. Area (m²) Nos Area, (m²) Administration Building 1, ,200 Port and Marine Operations Building Port User Building 1, ,000 Electrical Buildings (approximately 22 no.) 22, ,000 Main Gate House Complex 2, ,400 Rail Administration Building 20, ,000 Workshops 58

59 Railway (Existing 1 number) 1, ,000 Dredging Workshop 1, ,000 Central workshop 1, ,500 Container Terminal Workshop 1, ,000 Fuelling Station Transit Shed / Godowns 4, ,500 Store 1 1, ,400 Store 2 1, ,450 Miscellaneous buildings Water tank & Pump House (DSS & FSS) 2, ,960 Toilet block (per 100 person use) ,630 TOTAL AREA (APPROX.) 92,840 The above list of the buildings along with the area is tentative and subject to change based on the business scenario and type of cargo Fire-Fighting Facilities Dry Bulk Berths and Stockyards The firefighting system at the port will be capable of both controlling and extinguishing fires. It is proposed to install Fire Hydrant System, which will be designed to give adequate fire protection for the facility based on Indian Standard or equivalent and conform to the provisions of the Tariff Advisory Committee's fire protection manual. Fire hydrant system is proposed at the following areas, which are classified as ordinary hazard areas. Proposed bulk import / Export berths Bulk import and bulk export stockyards All galleries of bulk import and bulk export conveyors The fire hydrant system will be designed to ensure that adequate quantity of water is available at all times, at all areas of the facility where a potential fire hazard exists Each hydrant connection will be provided with suitable length of hoses and nozzles to permit effective operation. The hydrant service will consist of ring mains to cover the facility, with its pump, located in a common pump house. Adequate arrangement with jockey pumps, pressure switches, etc. will be provided to maintain the required pressure in the hydrant system. The operation of pumps provided for the system will be automatic Container Terminal The fire-fighting system will be designed to give suitable fire protection for the containerized cargo and container handling facilities in the terminal and shall conform to the provision of 59

60 Tariff Advisory Committee s fire protection manual. The fire-fighting system shall be a combination of water hydrants, fire alarm system and fire extinguishers. The fire hydrant system will be sea water based and designed to ensure that an adequate quantity of water is available at all times, at all areas of the facility where a potential fire hazard exists. There will be provision for connecting the system to the potable water supply in order that the system can be flushed and rested on potable water after a fire-fighting event. The fire-fighting system will consist of ring main with spur lines to cover the facilities in the yard. Hydrants will be provided at sufficient spacing. Each hydrant connection will be provided with a suitable length of hose and nozzle to permit effective operation. The main fire-fighting pumps will be provided in the pump house located at the western end of the berth Liquid Jetty and Tank Farm Area Jetty: The liquid jetty will be provided with fixed fire-fighting facilities according to the requirements of OISD Guidelines. Sea water will be used for fire-fighting facilities. The facilities will include a pump house on trestle, tower mounted water/foam monitors as well as hydrants and water curtains. The proposed fire-fighting facility for the jetty broadly consists of following. A sea water pump house with a control room on top along the approach trestle at adequate safety distance from the loading platform / manifold. Two tower mounted foam/water monitors Monitors of stand pipe type at Jetty service platform Water curtain system at jetty service platform and on the two breasting dolphins. Fire hydrants on the jetty service platform, breasting and mooring dolphins and on the pile trestle. Leak detection/ Alarm system. On the fire hydrant line standard double headed hydrants are proposed for installation one on each of the breasting and mooring dolphins and two nos. on the service platform. In addition it is proposed to provide similar fire hydrants on the pile trestle from the pump room to the jetty along with pipeline at a required spacing. At any given point of time the fire hydrant pipe line will be capable of supplying water enough for feeding hydrants and the water curtains located on the service platform, breasting and mooring dolphins. For the jetty and pipeline trestle it is proposed to have fire gas detector and an air sampling type detector. A sampling type detector consists of piping or tubing distribution from the detector unit to the areas to be protected. An air pump draws air from the protected area back 60

61 to the detector through the air sampling ports and piping. At the detector the air is analysed for the fire products. It is also proposed to have an alarm system which comes into operation automatically through the fire gas detector and the sampling type detector. This can also be manually operated for conveying fire alert message. Tank farms The fire-fighting system inside the tank farms will be as per the norms of OISD. The firefighting system will comprise of a jockey pump (electric driven), main pumps (diesel engine driven), fire water ring main with monitors & spray, foam system for storage Tanks. Besides, the fire alarm system consisting of break glass type manual call points at field & Fire Alarm Panel in the Fire Pump-house/control room. The fire water header is kept pressurized with the jockey pump and on loss of pressure due to opening of hydrants on the header, the pressure switches activate the pump contacts & main pump start in sequence to ensure adequate pressure and flow is maintained in the system. The storage tanks have spray rings with nozzle on shell and foam chamber attached to foam nozzle of the Tank. The foam chamber is connected by foam water line to the fixed foam Tank outside the dyke. In the event of fire to the liquid in two of the storage Tanks, the foam system is activated & foam poured on the top of the burning liquid surface. For the other tanks in the vicinity of this affected tank, the spray system is activated and the tank surface kept cool. Further the small water monitors, hydrants help in large quantity of water being poured onto the Tank roof / shell. Small fires are doused with portable wheeled extinguishers. The manual call points provided in the various areas are for fire warning. In the event of fire being noticed by any personnel, the break glass type call button if pressed activates the hooter & alarm at the fire alarm panel in Pump-house LNG / LPG Terminal A centralized spill, fire and combustible gas alarm and control system provides input to an information management system. Automatic detection devices, manual alarms and audible and visual signalling devices are generally strategically located throughout the terminal. Automatic detection devices include flame, fire and heat, smoke, low temperature and combustible gas detectors. Emergency shutdown system (ESD) incorporates in the design of the terminal and provides the operators with the capability of remotely shutting down the entire or selective portions of the terminal. The unloading arms are generally equipped with Powered Emergency Release Couplers (PERCs). The PERC maintains containment integrity and prevents damage to the unloading arms in the event of an emergency. Fire-fighting facilities are provided in the 61

62 LNG / LPG terminal which operates through centralized alarm & control system. Following firefighting facilities are provided for the LNG / LPG terminal including jetty: Fire water storage facility Fire water pumps (Motor & Engine driven) Motor driven jockey pumps Fire water distribution network Fire hydrant & hoses Fixed deluge spraying system Monitors Water curtains wherever required Clean agent system Mobile & Portable fire-fighting equipment Appropriate Building protection Fire Tender 62

63 6 Proposed Infrastructure 6.1 Industrial Area The Dhamra Port master plan comprises of the construction of total 35 berths, such as barge handling berths, one mooring facility for trans-loading operations, liquid berths, container and break bulk/clean/general cargo berths. LNG, LPG berths and reclamation of approximately ha area and development of associated back up facilities. Total cargo handling capacity will be approximately 314 MMTPA. 6.2 Residential Area Approximately 500 labours and 50 office staff will be employed during construction phase. Construction workers are expected to reside in nearby villages in Dhamra town where social infrastructure is available. They will be transported to and from the construction site by the construction contractor. 6.3 Greenbelt development and water harvesting The proposed project of development will create the marine facility for operation of coal, liquid, container and other break bulk cargo. Green belt will be developed in Ha areas. 6.4 Proposed Social Infrastructure The proposed project of development will create the marine facility for operation of coal, liquid, container and other break bulk cargo. Hence there will not be any development of the social infrastructural activity. 6.5 Connectivity Please refer point 4.1 for details with respect to connectivity. 6.6 Drinking Water Management The existing water supply for port operation and drinking purpose is met from existing WTP of capacity 5 MLD. Water for WTP is drawn from Manthai River near Bansada village. Considering master plan of the port, future total water demand of 40 MLD will be met by desalination plant. The treated water from desalination plant will be distributed for port infrastructure and potable purpose through water supply distribution system. 6.7 Drainage and Sewage System An adequate drainage system will be provided at the site with separate collection streams to segregate the storm run-off from roads, open areas, material storage areas, vehicle wash water and other wastewater streams. Wastewater treatment facilities such as Sewage Treatment 63

64 Plant (STP) of capacity 2 MLD, Effluent Treatment Plant (ETP) of capacity 5 MLD will be developed outside CRZ limit. The treated sewage will be used for irrigating greenbelt. Existing Storm water drainage/ Nalas will be rerouted and developed form main outfall drains to discharge the runoff from Catchment area within and around the port boundary. Same drains will provide the tidal water to villager s requirement (if any). 6.8 Power Requirement and Supply / Source A dedicated 132 kv double circuit, double stringing transmission line of about 65 km long has been constructed from the existing 220 kv/ 132 kv substation at Bhadrak to 132 kv/ 6.6 kv substations at Dhamra port premises. Augmentation of existing substation is proposed to meet the power requirement of Phase-II port expansion. Odisha Power Transmission Corporation Limited (OPTCL) will provide additional power supply from the Bhadrak substation to the existing substation in the port premises for the port expansion. In support of Government of India s vision for promoting renewable power generation, we will explore the possibility to utilize wind and solar energy for power generation. 64

65 7 Rehabilitation and Resettlement The Phase-I of the Dhamra Port has been developed in an area of 234 ha and expansion is proposed in an area which is within the existing port limits adjacent to the Phase I development. Area required for the master plan development has been arrived considering the all the facilities essential for cargo handling operations and also by focusing on the possibility of limiting the extent of land area requirement. Accordingly, master plan layout is prepared. Careful site selection ensures that no Habitations are present. The land proposed for expansion is between high tide and low tide lines and the land belongs to GoO, where neither habitation no private land is situated. The proposed expansion site comprises of mostly dry mud and mud without much vegetation and any habitations. Out of other than phase II approved majority land will be created by reclamation. Hence, no Resettlement and Rehabilitation is envisaged during proposed master plan development of Dhamra Port. 65

66 8 Project Schedule and Cost Estimation 8.1 Project Schedule The revised master plan is prepared considering development in phase wise manner (Immediate development, 5 years development & 30 years development). Detailed break-up of phase wise development is given in table Cost Estimation The capital cost estimates have been prepared for the proposed master plan development of the project. These are based on the project descriptions and drawings given under the relevant sections of the present report. The basis of the costing is as follows: The cost estimates of civil works have been prepared on the basis of current rates for various items of work prevailing in the region and also on the past costs for similar works elsewhere. No escalation has been considered. The costs of equipment and machinery are based on budgetary quotations with the manufacturers and also in-house data. The costs include all taxes and duties. All costs towards overheads, labour, tools, materials, insurance, financing costs, etc., are covered in the rates for individual items. The costs towards plant and machinery include manufacture, supply, installation and commissioning of the respective items. Total capital cost for the proposed development is estimated to be Rs Cr. The cost estimates of various heads are worked out based on current rates and it is summarized in below table. Table 8-1 Capital Cost for proposed Development Sr. No Particulars Amount (Rs. in Cr.) 1 Dredging and reclamation Stone protection Berths and Jetties Road work (within Port Boundary) RoB, Bridges and cross drain work Railway works Ground Improvement work Yard development work (Civil, Mechanical, Electrical and Instrumentation) Boundary wall

67 Sr. No Particulars Amount (Rs. in Cr.) 10 Building works Green Belt development Waste Management work Desalination plant Jetty and Yard Equipment Engineering Consultancy and QA-QC charges 584 Project cost (including Contingency and PMC charges) Following assumptions are made about this table: The numbers represented here are indicative. Capital costs are based on rational cost estimate exercise although actual costs will not be known until the final development. Reasonable assumptions on tax / duty, expected to be applicable on the indigenous / imported component of the capital cost, have been made in the capital cost estimation. 67

68 9 Analysis of Proposal (Financial & social benefits to the locals) The Adani Foundation is the Corporate Social Responsibility arm of Adani Group, an integrated infrastructure conglomerate that is committed to inclusive growth and sustainable development in not only the communities it operates in, but also in contributing towards nation building. The focus of the activities are mainly on three major dimensions of human development which include expansion of sustainable livelihood opportunities, improving the status of health and education and broadening the range of choices by creating rural infrastructure. The aim is to walk with the communities, help people look ahead, make the right choices and secure a bright and beautiful future, together. The Foundation conceptualises its purpose by consolidating the activities under four broad working areas that are as follows: Education Community Health Sustainable Livelihood Development Rural Infrastructure Development Need based assessment will be a continual action during the entire construction as well as operation phases of the revised master plan and based on the outcomes of the assessment, support for the above mentioned four core areas will be provided to the locals. 68

69 Layout Drawings Annexure - A

70 A B C D E F G H ROVES MANG 1 ND BU NA LU 1 1 SCALE IN KM MANGROVE FOREST FUTURE BULK IMPORT BULK EXPORT LUNA BUND m (NO OVER STAB RUN LING) 120m (NO OVERRUN STAB LING) 6m 6m 6m 6m 6m 8 6m 7 7m 6 7m ON FUTU RE LOOP FUTU CAL 725m RE LOOP (FM TO FM) CAL COMM 725 ON (FM LOOP TO FM CAL ) MAIN 5m (FRO CAL M SRJ 1290m TO SRJ) ( FROM FM TO FM) m ( FROM FM 1m TO FM) (FRO M FM m (FRO TO FM) M SRJ TO FM) m( FROM FM TO FM) m( FROM FM TO FM) (FRO M SRJ TO SRJ ) LOOP COMM ON COMM MAIN CAL LOOP ON COMM CAL ON 725m CAL LOOP LINE ON CAL LOOP COMM CAL LOOP m 1 PLAT FORM 668x6 CAL COMM BULK IMPORT EXISTING BULK IMPORT EXISTING BULK EXPORT RAW WATER RESERVOIR 120m (NO OVER STAB RUN LING) DN FROM 6 1 IN 8.5 FM FM RAK BHAD TO BHAD RAK 1 IN 8.5 X 8 8 X MULTIPUR P O S E T E RMINAL FOR MoEF PURPOSE ANNEXURE - A1 REFERENCE OLD NUMBER : DMG01-01-CI-P10G-D Rev Description By Verified Date Client N 12 PMC PROJECTS (INDIA) PRIVATE LIMITED from vision to reality ISSUED FOR INFORMATION ISSUED FOR INFORMATION S Last Save :-December 16, :58 PM COPYRIGHT The concepts, diagrams and information contained in this document are the sole property and copyright of Dhamra Port Company Ltd. Any use, copying, reproduction or disclosure of the document, whether directly or indirectly, or in whole or in part without the prior written permission of Dhamra Port Company Ltd is prohibited. Checked Drawing Title SGP NS/TR Designed Verified - RMB DHAMRA PORT DEVELOPMENT PLAN Phase-II Expansion of Dhamra Port - - Approved 12 E W Drawn ISSUED FOR INFORMATION Client Drawing No. Rev 2351-E-GEN-GEN-BG-L-I-005 Date A B C D E F G H

71 TP-3 TP-5 LTL LTL A B C D E F G H Rev Description By Verified Date 3 ISSUED FOR INFORMATION SGP RMB ISSUED FOR INFORMATION SGP RMB ISSUED FOR INFORMATION SGP RMB ISSUED FOR INFORMATION Last Save :-January 1, :30 PM HTL W HTL N S LPG / LNG E Area Ha. LNG / LPG Area Ha. Railway Corridor Road Corridor BCL-1A TP-1C BCL-2 TP-5A BCL-5B NEW TP-3 BCL-3 TP-1B TP-2 BCL-5A CONV. BCL-5 BCL-7 NBF Existing back-up Yard Expansion of back-up Yard/ Multipurpose Expansion of back-up Yard/ Multipurpose TP-7 BCU-5 BCU-7 TP PMC PROJECTS (INDIA) PRIVATE LIMITED from vision to reality... NRBF BCU-4 CONV. TP-8 BCU-6 HTL BCU-7 TP-12 BCL-7 BCU-3 CONV. TP-13 TP-9 LNG/LPG Outfall Option-1 LTL BCL-8 BCU-8 Expansion of back-up Yard/ Multipurpose Client Railway Corridor BCU-9 BCU-2 Road Corridor 4,000 DWT ,80,000 DWT 1,80,000 DWT 1,80,000 DWT COPYRIGHT The concepts, diagrams and information contained in this document are the sole property and copyright of Dhamra Port Company Ltd. Any use, copying, reproduction or disclosure of the document, whether directly or indirectly, or in whole or in part without the prior written permission of Dhamra Port Company Ltd is prohibited. LNG/LPG Outfall Option Pipe corridor Turning Circle 600m Ø Turning Circle 600m Ø Drawn SGP Designed Approved Date - - LNG/LPG Intake Checked NS/TR Verified - RMB Turning Circle 650m Ø Drawing Title Client Drawing No DHAMRA PORT DEVELOPMENT PLAN IMMEDIATE DEVELOPMENT PLAN ISSUED FOR INFORMATION 2351-E-GEN-GEN-BG-L-I-003 FOR MoEF PURPOSE ANNEXURE - A2 Rev A B C D E F G H

72 A B C D E F G H ,500 TEU 730 HTL 4 4,500 TEU LPG / LNG Area Ha Railway Co rridor 4 Container Bac kup / Multipurpos e Area Ha. LTL LNG/LPG Outfall Option-3 G / LN LPG ea Ar. 3 Ha 55.7 corrid or 5 5 LNG / LPG Area Ha LTL 6 HTL Expansion of back-up Yard/ Multipurpose 6 General Cargo / Multipurpos e Back-up Are a HA Turning Circle DH A SOU MRA TH LNG/ L Intak PG e Area LPG. / LNG 4.88 Ha 2 DH A NO MRA RTH Pipe LNG/LPG Outfall Option LNG/LPG Outfall Option-2 Expansion of back-up Yard/ Multipurpose Turning Circle NRBF BCU-7 BCU-7 TP-12 TP-13 TP-11 TP-3 TP WT BCL-3 BCU-8 WT 0D 384, WT Existing back-up Yard 203 1,80 BCU-6 BCU-5 BCL-5 TP-1B TP-1C Expansion of back-up Yard/ Multipurpose 1,80 4,00 0,00 DWT BCL-1A 0D WT 8 BCU-9 BCL ,0 00 D NBF NEW TP D COMM ON LOOP PHASE CAL 725m -1_CO (FROM MMON COMM SRJ LOOP ON TO SRJ LOOP CAL ) 765m MAIN CAL 843m ( FROM LINE CAL ( FROM FM COMM 950.2m TO FM) FM ON TO FM) (FROM LOOP COMM CAL SRJ TO FM) ON LOOP m (FROM MAIN CAL CAL FM TO 1246m m ( FM) FROM FUTUR ( FROM FM TO E COMM FM TO FM) FM) ON LOOP CAL E LOOP 1017m CAL (FROM E LOOP 789 (FM FM TO CAL TO FM FUTUR 1035m FM) ) E LOOP (FM TO FM) CAL FUTUR 813m E LOOP (FM TO FM) CAL 750m (SRJ TO SRJ),00 FUTUR 1,80 FUTUR RAILWAY BUILDING 700 ROOM TP-5 TP-5A BCL-7 BCL-7 BCL-5A BCU-4 BCL- BCU-3 CONV. 9 CONV. 8 CONV. TP-8 TP-7 BCL-5B Proposed Turning Circle TP DWT 400 1,80, Container Bac kup / Multipu rpose Area H a BCU2 400 DWT ISSUED FOR INFORMATION ISSUED FOR INFORMATION ISSUED FOR INFORMATION ISSUED FOR INFORMATION ISSUED FOR INFORMATION ISSUED FOR INFORMATION By SGP SGP SGP SGP SGP SGP Verified RMB RMB RMB RMB RMB RMB Date E W Drawn PMC PROJECTS (INDIA) PRIVATE LIMITED from vision to reality... S Last Save :-January 1, :29 PM COPYRIGHT The concepts, diagrams and information contained in this document are the sole property and copyright of Dhamra Port Company Ltd. Any use, copying, reproduction or disclosure of the document, whether directly or indirectly, or in whole or in part without the prior written permission of Dhamra Port Company Ltd is prohibited LTL HTL Client N FOR MoEF PURPOSE ANNEXURE - A3 Checked Drawing Title SGP NS/TR Designed Verified - RMB DHAMRA PORT DEVELOPMENT PLAN FIVE YEAR DEVELOPMENT PLAN - - Approved Description Rev Liquid Termin al / Multipurpose Area H A 70,000 ISSUED FOR INFORMATION Client Drawing No. Rev 2351-E-GEN-GEN-BG-L-I-002 Date A B C D E F G H