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TableofContents1 Executive Summary .......................................................................................................................... 4

2 Introduction of the project/ Back ground information .................................................................... 5

2.1 Identification of project and project proponent ..................................................................... 5

2.2 Brief description of nature of project ..................................................................................... 6

2.3 Need of the project and its importance to the country and or region ................................... 7

2.4 Employment generation ......................................................................................................... 9

3 Project Description ......................................................................................................................... 10

3.1 Type of project including interlinked/Interdependent projects, if any ................................ 10

3.2 Location (map showing general & specific location, Project boundary & project site layout) with coordinates ............................................................................................................................... 10

3.3 Details of alternative sites considered and the basis of selecting the proposed site ........... 11

3.4 Size and magnitude of operation .......................................................................................... 11

3.5 Raw material and Product details ......................................................................................... 16

3.6 Availability of water, energy/power and its source .............................................................. 16

3.7 Schematic representation of feasibility drawing .................................................................. 16

4 Site Analysis.................................................................................................................................... 17

4.1 Connectivity .......................................................................................................................... 17

4.2 Land form, land use and land ownership .............................................................................. 17

4.3 Topography (along the map) ................................................................................................ 18

4.4 Existing land use pattern ....................................................................................................... 18

4.5 Existing Infrastructure ........................................................................................................... 18

4.6 Soil classification ................................................................................................................... 18

4.7 Climatic data from secondary sources .................................................................................. 18

4.8 Social Infrastructure available .............................................................................................. 22

5 Planning Brief ................................................................................................................................. 22

5.1 Planning concept ................................................................................................................... 22

5.2 Population projection ........................................................................................................... 28

5.3 Land use planning (breakup along with green belt etc.) ...................................................... 28

5.4 Assessment of Infrastructure Demand (Physical and Social) ................................................ 32

5.5 Amenities/Facilities ............................................................................................................... 32

6 Proposed Infrastructure ................................................................................................................. 40

6.1 Industrial Area (Processing Area) .......................................................................................... 40

6.2 Residential Area (Non Processing Area) ............................................................................... 40

6.3 Green Belt ............................................................................................................................. 40

6.4 Social Infrastructure .............................................................................................................. 40

6.5 Connectivity (traffic and transportation) .............................................................................. 40

6.6 Drinking water management ................................................................................................ 40

6.7 Sewerage system .................................................................................................................. 41

6.8 Industrial waste management and Solid waste management ............................................. 41

6.9 Power requirement & Supply/Source ................................................................................... 41

7 Rehabilitation and Resettlement (R&R) Plan ................................................................................. 41

7.1 Policy to be adopted (Central/State) in respect of the project affected persons ................ 41

8 Project Schedule and Cost Estimated ............................................................................................ 42

8.1 Likely date of start of construction and likely date of completion ....................................... 42

8.2 Estimated project cost along with analysis ........................................................................... 42

9 Analysis of Proposal (Final Recommendation)............................................................................... 43

9.1 Financial and social benefits with special emphasis on the benefit to local people including tribal population, if any, in the area ................................................................................................. 43

1. Executive Summary

M/s Adani Hazira Port Private Limited (AHPPL) has set up multipurpose port at Hazira. Port and related infrastructure facilities have been developed as per EC & CRZ clearance of 2003, 2007 and 2013. Master plan includes total 12 multi-purpose berths out of which 7 berths (two container berths, one coal berth, one liquid berth and three multipurpose berths) were proposed to be developed in first 5 years (2012-2017)

Currently two container berths and three multipurpose berths are operational; one liquid berth is under commission stage. Construction of balance six multi-purpose berths as per the master plan is yet to start. Back up infrastructure is developed for handling and storage of multipurpose cargo including liquid.

AHPPL now propose an expansion of port through outer harbor development and also conversion of existing berths to multipurpose. Outer harbor will consist of total 19 multi-purpose berths which can handle all kinds of dry cargo, project cargo, container cargo, liquid cargo and Cryogenic Gas upto -160°C.

Total 521.4 Ha back up area will be reclaimed by using dredge material for creating back up infrastructure, utilities, amenities, storage and other ancillary facilities. Total Dredging will be 50 Million m3 for creating maneuvering channel, basin and jetty with (-) 21 m CD draft. Construction of port basin in 189 Ha area. Rail sidings and road networks will be used for cargo evacuation.

Desalination plant of 100 MLD capacity is proposed with intake and outfall channel. STP of 4 MLD capacity and ETP of 5 MLD capacity will be developed in phased manner.

Cumulative configuration (already approved and proposed expansion) of the Adani Hazira Port is given below

a) Number of berth : 31 Nos (existing 12 and expansion 19) b) Cargo Handling Capacity : 234 MMTPA (Existing 84 and expansion 150) c) Area of the project : 1583.67 Ha. (Existing 873.27 and expansion 710.4) d) Water requirement : 46.5 MLD (Existing 16.5 and Expansion 30 MLD) e) Desalination Capacity : 115 MLD (Existing 15 MLD and expansion 100MLD) f) Power requirement : 940 MWh/Day (Existing 240 and Expansion 700)

2 Introductionoftheproject/Backgroundinformation

2.1 IdentificationofprojectandprojectproponentBack Ground information: The Gujarat Government designated coastal stretch of Hazira as one of the appropriate locations for development of port during 1964 in the State of Gujarat. During 1997, the Gujarat Maritime Board (GMB) on behalf of the Government of Gujarat invited applications on the basis of an internationally competitive bid for development of an all-weather, multi-cargo port at Hazira.

GMB and Gujarat Infrastructure Development Board (GIDB) evaluated a number of proposals related to capability, technical and commercial aspects. A consortium led by Shell Gas B.V. was subsequently awarded with the consent of the Gujarat Government, right to develop the said project in the year November 1999. Shell Gas B.V is wholly owned subsidiary of the Royal Dutch/ Shell Group of Companies.

In the year October 2000, two project companies, namely Hazira LNG Private Limited (HLPL) and Hazira Port Private Limited (HPPL) were incorporated in Gujarat, to provide the investment vehicles for the port project and the LNG receiving terminal.

HPPL through its global bidding process selected Adani Port and Special Economic Zone Limited (APSEZL) for development of Multi-Cargo Port at Hazira through its Letter of Intent issued on 19th November, 2009.

The development of Hazira Port has been planned for two phases: Phase 1A and 1B. Phase 1A was developed exclusively for handling LNG cargo by HPPL and Phase 1B for development of Multi-Cargo Port (Non LNG) by APSEZL, through sub-concession agreement signed between HPPL and Adani Hazira Port Private Limited (AHPPL). Under Phase 1B, it was proposed to develop 11 berths for handling containers and backup operations, bulk and general cargo with stack yard and storage facilities for which CRZ / Environmental clearance was granted by Ministry of Environment & Forests (MoEF&CC), Government of India Moe*CC vide letter No. J-16011 / 11 / 2003-IA-III on date 26th June 2003

In year 2011 AHPPL has approached to MoEF&CC for addition of one liquid berth with supporting and minor alteration in the port basin and layout. Subsequently on 3rd May, 2013 MoEF&CC has accorded environment and CRZ clearance to Adani Hazira Port Private Limited for total 12 berths out of which 7 berths (two container berths, one coal berth, one liquid berth and three multipurpose berths) will be developed in first 5 years.

M/s Adani Hazira Port Private Limited (AHPPL) is the project proponent. AHPPL is intending to develop, construct, operate, and maintain the multi-cargo terminals and related infrastructure at the Outer Harbour location of the Hazira Port.

Based on the forecasted cargo inflow, AHPPL proposes to develop outer Harbour facilities with total 19 berths as per the master plan.

The conceptual master plan for proposed development at outer harbour has been attached in Annexure – A of this report. The expansion will be carried out in phases subject to commercial viability and based on the cargo ramp up.

2.2 BriefdescriptionofnatureofprojectProposed project will fall under the category 7(e) Ports and Harbours of the EIA notification 2006. Project will develop in two phases.

Seven year development of outer harbor includes the additional berths for multipurpose cargo and container cargo. The associated facilities are as described below.

Construction of balance six multipurpose berths (6 nos) of existing approved master plan

2600 m long Jetty for multipurpose cargo berths (7 Nos) Desalination plant of 100 MLD capacity including intake and outfall channel Reclamation of 521.4 Hectare area for backup and other ancillary facilities Dredging of 50 Million m3 for maneuvering channel, basin (189 Ha) and jetty

with (-) 21 m CD draft 2.3 km long navigation channel with (-) 21.0 m CD dredged depth Turning circle of 700 m diameter with (-) 21.0 m CD Berth pockets dredged depth up to (-) 21.0 m CD Northern Breakwater length will be increased for more tranquil dock berths Backup yard equipment and associated facilities including firefighting system. Water/wastewater Treatment facilities, Storm Water Drainage System Road and Railway connectivity. Rail sidings and road networks Rail and truck handling facilities

Outer Harbour Expansion Plan development includes additional multipurpose berth and Liquid berths along with associated facilities.

Cargo handling capacity – 150 MMTPA 5600 m long Jetty for multipurpose cargo, 17 nos. of multipurpose berths and

560 m long jetty for 2 nos. of liquid / Cryogenic Gas up to -160° C berths 2.3 km long navigation channel with (-) 21.0 m CD dredged depth Turning circle of 700 m diameter with (-) 21.0 m CD Berth pockets dredged depth up to (-) 21.0 m CD Northern Breakwater length will be further increased for full tranquility Liquid terminal development Backup yard equipment and associated facilities including firefighting system. Water/wastewater Treatment facilities, Storm Water Drainage System Road and Railway connectivity.

Table: Phase wise berth development plan for Outer Harbour

Sr. no.

Berth Name Berth Length (m) Cargo Type Development

Phase

1 MPB1 – MPB2 MPB3 – MPB4,

MPB10 to MPB12

2600 Multipurpose 7 Year

2 MPB5 to MPB9, 3000 Multipurpose Master Plan

Sr. no.

Berth Name Berth Length (m) Cargo Type Development

Phase

MPB13 to MPB17 3 LB1 – LB2 560 Liquid/Cryogenic

gas up to -160°CMaster Plan

2.3 Needoftheprojectanditsimportancetothecountryandorregion

2.3.1 National Scenario

The Indian Economy has been on a growth trajectory since the process of liberalization started in the year 1991. Various sectors and new models of development have been adopted to address the basic infrastructure needed to match the growing GDP of the country. Among many sectors of infrastructure, Sea Port infrastructure are grossly inadequate for the nation to meet the growing challenges which in turn successfully integrate Indian Trade with the Global economy in terms of productivity, efficiency, state-of-art technology and surpass global developments in the Shipping sector.

Realizing this need, the Government of India has given adequate thrust to Sea Port infrastructure by setting targets to reach 2600 Million Tons (MT) capacity by the year 2016- 2017. The world's proven natural gas reserves as on January 2010 are estimated at 190.16 Trillion Cum, of which almost 75 % are located in the Middle East and Eurasia.

The developing nations like China and India are aggressively adopting natural gas to fuel their industry and to make their economic growth more environmentally sustainable. According to experts, the world LNG trade is expected to grow at a rate of 6% over the period from 2011- 2020.

2.3.2 Maritime Agenda 2020

Maritime Agenda 2020 published by Ministry of Shipping, Govt. Of India has made certain estimations with respect to the traffic and capacity addition in the maritime states of India. It is estimated that the eight maritime states will increase their cargo traffic (non-major ports) from 288.8 MMTPA in 2010-11 to 981.93 MMTPA in 2016-17 i.e. the end of 12th Five Year Plan. By 2019-20 it is estimated that the cargo traffic for the states will be 1269.59 MMTPA. The following table provides the traffic projections for each of the maritime states.

Table: Traffic Projections of Maritime States

State Projected Traffic (MMT) 2016-17 2019-20 Gujarat 438 565 Maharashtra 124.3 172.7 Goa 14.9 15.35 Karnataka 51.95 67.4 Andhra Pradesh 162 202 Tamil Nadu 35.2 45.4 Kerala 5.51 16.74 Orissa 150.1 185

As per the above table it is evident that the cargo addition in volume terms will be more for Gujarat as compared to other states till the year 2016-17 with a CAGR of 17%. Gujarat will continue to hold the dominant position in the future for attracting traffic for the maritime states.

The following table shows the commodity wise and year wise cargo projection for Gujarat in the Maritime Agenda 2020. The table gives an accurate picture of projections of the major commodities. These projections dovetail with the projections of the AHPPL for outer harbour development. However, AHPPL has also conducted a demand based cargo projection in order to ascertain the probability of the traffic projections made in the Maritime Agenda 2020.

Table: Commodity-wise Traffic Projection from 2016-17 to 2019-20

Period POL Iron Ore

Coal Fertilizer Containers Others TotalMT TEUs

2016-17 219 16 66 5 74 5.92 58 4382017-18 239 18 73 5 87 6.96 63 4852018-19 256 20 78 5 98 7.84 66 5232019-20 273 22 83 5 110 8.8 72 565

Note: 1 TEU is taken equivalent to 12.5 MT

2.3.3 Drivers for Cargo traffic Growth at Hazira:

Gujarat’s port sector has substantially consolidated itself in the last decade and now is favorably poised to tap opportunities emerging from the DFC, DMIC, SEZ and SIR’s. The demand for commodities handled at ports would go up by five and half times largely driven by liquid and gas, Containers, Coal etc. Success of “Vibrant Gujarat 2015” has manifested the Confidence of the investor in Gujarat’s economic prosperity and port sector.

As per Gujarat Infrastructure Development Board (GIDB) vision 2020 report Gujarat’s port is projected to handle 760 MMT in 2019-20. This includes an estimate of cargo arising from proposed SIR’s and Industrial areas in the DMIC.

West Coast Port has a strategic advantage for attracting the cargoes from the hinterland. The hinterland can be demarcated as North India (Haryana, NCR region, Punjab), West India (Rajasthan, Gujarat, Maharashtra), Central India (Madhya Pradesh)

Based on the in-house assessed traffic figures, the target commodities (Coal, Steel Product, Liquid and Cryogenic Gas up to -160°C, Iron Ore, Project Cargo, other dry bulk and break bulk cargo, Containers etc.) from the hinterland shall be as follows.

Table: Phase wise Traffic Forecast in MMTPA at Hazira Port

Year Coal, Iron Ore Fertilizer & FRM Liquid

Break Bulk*

Other Bulk**

Container Total (M TEU) (MMT)

2016-17 16.1 16.12017-18 18.03 1 0.8 30.232018 -19 20.2 1.5 3.38 1.12 0.9 38.82019 -20 22.62 1.62 3.79 1 1.25 1 44.28

Year Coal, Iron Ore Fertilizer & FRM Liquid

Break Bulk*

Other Bulk**

Container Total (M TEU) (MMT)

2020 – 21 25.33 1.75 4.24 1.12 1.4 1.12 49.522021 - 22 28.37 1.89 4.75 1.25 1.57 1.26 55.472022 -23 31.78 2.04 5.32 1.4 1.76 1.41 62.042023 -24 35.59 2.2 5.96 1.57 1.97 1.58 69.412024 -25 39.86 2.38 6.67 1.76 2.21 1.77 77.662025 -26 44.65 2.57 7.47 1.97 2.48 1.98 86.862026 -27 50.0 2.78 8.37 2.21 2.77 2.22 97.212027 - 28 56.0 3.0 9.37 2.48 3.11 2.48 108.682028 - 29 62.73 3.24 10.5 2.77 3.48 2.78 121.642029 - 30 70.25 3.5 11.76 3.11 3.9 3.06 135.362030 - 31 78.68 3.78 13.17 3.48 4.36 3.06 146.312031 - 32 88.12 4.08 14.75 3.9 4.89 3.06 158.582032 - 33 98.7 4.41 16.52 4.36 5.47 3.06 172.32033 - 34 110.54 4.76 18.5 4.89 6.13 3.06 187.662034 - 35 116 5.14 20.72 5.47 6.87 3.06 197.04

* Break Bulk Includes Steel, scrap, project cargo ** Other Bulk includes Cement / clinker, minerals, agri. commodities

To cater the needs attention to be paid to the development of coastal shipping, development of value added services at the ports. AHPPL proposes to expand its cargo handling capacity to the tune of 234 MMTPA by the way of change in the existing berth types and development of outer harbor.

2.4 EmploymentgenerationDuring construction phase, approximately 200 workers will be employed. During operation phase, approximate direct and indirect employment generation is as per the table given below.

Table: Direct & Indirect Employment Generation (Master Plan development)

Units Numbers Direct Employment No. 500 Indirect Employment No. 2000 Total No. 2500

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3.3 Detailsofalternativesitesconsideredandthebasisofselectingtheproposedsite

Since Hazira port has already been established and operational, for expansion of the port no other site selection criterion has been considered.

3.4 SizeandmagnitudeofoperationSelection of a maximum design vessel size for the cargo configuration of a proposed facility is among the most important inputs in the planning and design of facilities. However, in actual practice barges for transportation of the cranes may be carried in different sizes of vessels depending upon the availability of vessels for the transportation. Hence, it is also useful to have an idea of the range of vessel sizes that would call at the proposed facility.

3.4.1 Design size vessel The Terminal has been planned for the following ship related data.

Table: Design Vessel Size

Sr. No. Cargo Vessel Size LOA in m

Beam in m

Loaded Draft in m

1 Bulk Carrier 180000 Dwt 335 45 18.0

2 Container 18500 TEU 400 60 16.0

3 Liquid Tanker 150000 Dwt 298 48.1 17.4

4 Multipurpose 100000 Dwt 255 39.2 15.2

3.4.2 Conceptual Layout Planning For conceptualizing layout plans for the proposed facility, the requirements like navigation parameters, number of berths, cargo handling facilities, operational parameters, etc. have been identified. Based on above, suitable locations within the proposed port site have been identified where these facilities are to be developed.

The port layout shall aim at maximum operability and expansion potential. The Container, Liquid, bulk and multipurpose berth location has been selected after a feasibility and master plan study. The primary objective of the planning is to ensure an average 22 hours per day, 7 days per week operability.

The water area - the plan, dimensions and the water depths (Draft) in the entrance/access channel in outer harbour, common maneuvering basin and at the berths, would be sufficient to permit the largest design vessels as specified above in terms of L, B and D (LOA, Beam and fully laden Draft) to be serviced without causing the vessels to take undue risks.

3.4.3 Under keel Clearance and Water 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:

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 depths for dredging:

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.

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.

Based on the above, the under keel clearances for different vessel sizes have been determined and added to the draft of the vessel in order to arrive at the required dredged depth for safe handling of the vessel size. It should be noted that the allowances indicated hereunder can be considered as design cases for approach wave conditions. Outside the monsoon, the conditions will be more favorable. The required allowances for vessel dynamics will then be less and hence arrivals will be possible with smaller under-keel clearances.

3.4.4 Dredge Depth The dredged depths provided at different ship maneuvering and service areas, and at berths, are worked out based on the figures indicated below in Table. The MLWS is +1.37 m CD. To ensure sufficient keel clearance during majority of the low spring tides, a value of 1.0 m was selected for arrival conditions.

Table: Required Dredged Depth for different vessel

Description Berth (7% draft)

Turning circle

(15% draft)

Approach channel

(20% draft)

Bulk Carrier (180,000 DWT)

Water level (m CD) 0 1.0 1.0

Description Berth (7% draft)

Turning circle

(15% draft)

Approach channel

(20% draft)

Water Depth required (m) 19.3 20.7 21.6

Dredged depth (Draft) required (m CD)

-19.3 -19.7 -20.6

Container (18500 TEU)




-17.12 -17.4 -18.2

Liquid Tanker (150,000 DWT)




-18.62 -19.0 -19.88

However, the following depths are planned in the various part of the port

Dock Basin: (-) 21.0m CD (including 0.5 m for siltation allowance, sounding accuracy, dredging tolerance, etc.)

Common Maneuvering Area (Turning Circle): (-) 21.0m CD (including 0.5 m siltation and other allowance)

Access Channel : (-) 21.0m CD

Suitable sand trap in the Access Channel shall be provided at the mouth of harbour to reduce siltation. The required depth in front of berth has to be maintained. Cargo will be handled with mechanized handling system, so cargo spillage is minimized.

3.4.5 Turning Circle The port contains a turning basin with adequate dimensions for the maneuvering of a tug-assisted design vessel size during berthing and un-berthing. As per IS: 4651 (Part V), where vessels turn by free interplay of the propeller and assisted by tugs, the minimum diameter of the turning circle should be 1.7 to 2.0 times (1.70 for protected locations and 2.0 for exposed locations) the length of the largest vessel to be turned. In some location where the winds are not strong, turning circle radius is as small as 1.5 times the length of the largest ship. In case of the Port, the largest calling vessel is 18500 TEU container vessels with an overall length of 400 m. These ships would be assisted with tugs in maneuvering in the approach channel, in the harbour basin and to and from the berth. However the turning circle area is semi exposed during the monsoon. Therefore a turning circle diameter of 700 has been provided.

3.4.6 Channel Alignment and Width The channel is aligned considering the following aspects:

Predominant wind, wave and current directions Channel aligned to reach the required deep water contour in the shortest possible

distance and aligned along the deepest available bed depths (to reduce the quantity of dredging required)

3.4.7 Width of Outer Harbour Dock Basin The proposed berths in the outer harbour basin have been planned inside a slip (or a dock like structure). This slip is called as Outer Harbour Basin. The design beam of the largest vessel in the slip is 60.0 m.

For the liquid vessels, container vessels and bulk carrier the desirable width of the dock for two sided berth is 60 + 4B + 50 m (60m +4 x 60 m + 50 m = 350 m). Also as per IS – 4651 Part – v, the width of the basin shall not be less than 4 times the beam of design vessel plus 45 m. However, 400 m width has been provided to suffice the smooth maneuvering of vessels.

3.4.8 Breakwater Protection For the protection of the port, the existing basin where proposed developments are planned is sheltered from currents and waves by a breakwater. This has increased tranquility. The alignment and orientation of the existing breakwater has been determined by following.

Bottom depth contours Approach channel Nautical aspects Wave, current climate and Sediment transport Provision of sufficient harbour space within the port. Operability in channel

As the proposed development is in the outer harbour area the shore protection work / breakwater has been aligned to protect the proposed reclamation area. The breakwater alignment has been decided based such that waves will have minimum effect on the jetty / berthing area. However, adequacy of the breakwater protection will be confirmed through wave tranquility studies.

3.4.9 Berth Orientation and Configuration The berths in the harbour will be oriented so as to have minimum downtime. The berth configuration is governed by the type of cargo handled and the characteristics of the design vessel sizes. The concept has been designed on the basis of minimum and easy execution of maintenance.

The berth will be constructed with Pre-cast RCC beams and slab supported on bored cast in situ piles or by other method which is found technically efficient during detail engineering. Berths will be constructed after completion of dredging in the berth pocket area and simultaneous reclamation in back up yard.

There will be multipurpose berths inside the dock, with continuous type structures which will be needed to support the travelling cranes. The spacing of fenders will be such that the berths have the flexibility to handle smaller bulk cargo vessels as well.

The length of the berth area and the berth depends upon the dimensions of the largest ship. However, for container vessel 400 m long and other dry cargo vessel 335 m long has been considered for the outer harbour basin. Considering 30 m edge distance and 30 m distance between two vessels total length of the jetty has been worked out. All the berths will be designed for the same set of maximum specifications to allow all berths to handle all type of vessels. The fenders and mooring arrangement shall be designed to allow berthing and mooring of the entire range of vessels sizes for which the facilities have been planned.

3.4.10 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 18500 TEU container vessels. There will be requirement of 3 numbers of tugs which will be sufficient to handle higher size of vessels up to 18500 TEU or 1,80,000 DWT bulk vessels. However, exact numbers of tugs would be determined based on past operational experience. Tug boats shall be used for maintenance of the navigational AIDS, channel Buoys and fenders, etc.

3.4.11 Navigational aspects As a prerequisite for planning the layout of a port for the required facilities, it is essential to set the basic criteria for the design of various components like navigational aspects to handle different types of vessels that are likely to call at the Port and for loading / unloading operations. These conditions are related to the marine environmental conditions at the location.

3.4.12 Protection against Waves Location of the proposed jetties and turning circle for the outer harbour development has been decided based on following factors.

Predominant wave direction and protection from existing breakwater Water area requirement Tranquility from the existing breakwater Stopping distance for the vessel

3.4.13 Navigation Channel Dimensions Existing channel alignment is 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.

Dimensions of the navigation channel are dependent on the vessel size, the behavior of the vessel when sailing through the channel, the environmental conditions (winds, currents and waves) and the channel bottom conditions. Channel design primarily involves the determination of the safe channel width and depth for the dimensions of the design vessel.

However, the final alignment of the approach channel will be decided after hydraulic study and alignment will be modified if required.

3.5 RawmaterialandProductdetailsBeing a logistic industry port does not use the raw material for its operation and there is not product as such. Port is just providing services for handling, storage and evacuation of the import/export cargo. However the construction of the port and supporting facilities would require following as basic raw material for the expansion plan.

Coarse aggregate – 8.0 MMT Fine aggregate (Sand) – 5.0 MMT Stone – 4.0 MMT Dredged material for reclamation – 50 Mcum

However, Basic raw material for construction is available in near vicinity of 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 Availabilityofwater,energy/poweranditssource3.6.1 Water Availability Water required during construction activity will be met through the bowsers and existing water supply system. Water requirement during construction activity will be approximately 2.0 MLD. Water requirement during operation phase (30 year Master Plan) will be approximately 30 MLD which will be met by proposed desalination plant.

The maximum water withdrawal will be 100 MLD for desalination plant (for 40 MLD output). However, water demand will be increased gradually as the operation ramps up. The reject outfall quantity from desalination plant will be approximate 60 MLD.

3.6.2 Power Availability The electric power requirement during construction phase will be approximately 9000 kWh/day which will be sourced from the existing power source (GEB). Electricity requirement during operation phase will be around 7,00,000 kWh/day. It will also be sourced from GEB. During operation phase, power back up in form of DG sets will be available to the tune of approximately 25 MVA. Diesel consumption for the same will be to the tune of 200 Lit/hr.

3.7 SchematicrepresentationoffeasibilitydrawingThe layout map showing master plan of outer harbor along with Seven year development plan has been enclosed as Annexure – A.

4 SiteAnalysis

4.1 ConnectivityRoad connectivity from the Port to its identified hinterland (market) is a key ‘competitive advantage’ factor vis-à-vis competing ports in the Western India region, particularly with respect of multi - purpose cargoes. In this respect the Port has a key strategic advantage since it is located just 40 km away from National Highway No. 8 (NH-8). Country’s major cargo traffic plies on this highway. Further the Port is just 25 km from Surat city. Hazira peninsula houses country’s largest cluster of industries and is within 10km of the Port. In many ways road connectivity will be the key to success for the multipurpose terminal at the Port.

4.1.1 Road connectivity The road connectivity for the Port can be defined in terms of logistics corridors, namely North Corridor & South Corridor-

North Corridor- : 46 km link, from the Port -Mora Junction- Navi Pardi (NH-8). Of the total 46 km corridor, first 26 km starting from the Port is proposed to be developed by GoG as ‘Escape Corridor” for Hazira peninsula and the balance 20 km of the state highway connecting NH8 at Navi Pardi.

South Corridor (NH-6) -: 42 km link, from Hazira Port-Mora Junction-Icchapore Jn-Sachin SEZ-Palsana. The corridor is part of NH-6, starting from the Port.

Presently road based traffic to the Port is supported by the road network of South Corridor.

4.1.2 Railway connectivity The location of the Port, about 25 km from Surat, gives a strategic advantage to the port operator in terms of rail connectivity. Surat is located on the main broad gauge rail route between Delhi and Mumbai that caters to the key Delhi-JNPT container traffic. This rail route is double-track, fully electrified and designed for fast trains. The current transit time of CONCOR trains moving between JNPT and Delhi is around 40 hours. A new rail siding connecting the Port to Delhi-Mumbai rail corridor will lead to a transit time of about 30 hours. Thus the Port can offer a saving of about 10 hours of transit time, as compared to JNPT for North India traffic. This gives a potential saving for the users of the Port.

The Port currently lacks the rail connectivity to this Delhi-Mumbai trunk route. Hence it is imperative to have rail connectivity between the Port and Delhi-JNPT route. A 36 km rail-link between the Port and Kosad junction on Bombay-Delhi trunk route is planned by RVNL, who is leading the implementation of the rail-link. At GoG level, various alignments have been studied and final alignment is decided for the Port rail connectivity.

4.2 Landform,landuseandlandownership4.2.1 Land Use The land used for the proposed outer harbour development is reclaimed land and hence, does not have any vegetation on it.

4.2.2 Land Ownership The reclaimed land is intertidal land and hence, it is in the ownership of GMB. The permission of using this land for outer harbour development is in process with GMB.

The proposed development will consist of material handling area, cargo storage/backup area, operational and utility area, internal connectivity, drainage, greenbelt and buildings etc.

4.3 Topography(alongthemap)The proposed development of outer harbour has been planned on southern side of the existing Hazira port which is reclaimed land and has average (-) 4.0 m CD to (+) 5.0 m CD level. However, detailed survey for the location of outer harbor has not been done. The actual levels of reclaimed land will be evaluated based on the topography survey during the EIA studies.

4.4 Existinglandusepattern

Existing land is reclaimed land and not used for any development till date.

4.5 ExistingInfrastructureAdani Hazira Port is already operational. As on date 5 berths are developed and under operation of which 3 berths are for handling multipurpose cargo including liquid and 2 for container cargo along with port back up area for handling of coal, container, steel, liquids and other cargos including areas for parking, CFS, Go-downs and other related utilities and amenities. ETP of 50 KLD & STP of 25 KLD is already functional.

4.6 SoilclassificationThe sub soil investigation report has been carried out for the nearby area and the detailed report has been attached in Annexure - B

4.7 ClimaticdatafromsecondarysourcesThe climate at Hazira is tropical and characterized by annual recurring seasons, as mentioned below in Table below. The long-term analysis of micro-meteorological conditions based on 30 years data, was carried out for the post-monsoon, winter and summer seasons.

Table: Typical annual seasons

Period Name of Season

Characteristics

Mid June – Sept SW monsoon Moderately strong SW winds, occasional cyclonesOct – Nov Interim period Lighter winds, occasional cyclones Dec – Feb NE monsoon Light NE winds, effectively no cyclones March – Mid June

Summer Moderately strong SW winds, frequent mostlydistant cyclones in May/ June

4.7.1 Temperature The information on air temperatures at Surat as per IMD was used for design purposes and is summarized below. The highest recorded temperature during the year 2014 is 41.00C and the lowest recorded temperature is 11.00C.

Table: Air temperatures at Surat Airport

Month (2014) Daily Max (°C) Daily Avg. (°C) Daily Min (°C)

January 32 22 11 February 34 24 15 March 34 24 15 April 41 30 21 May 41 31 25 June 37 31 25 July 34 29 24 August 34 28 24 September 37 29 23 October 38 30 22 November 37 28 18 December 33 23 12

Average 36 27.41 19.58

4.7.2 Relative Humidity The records for Surat as per IMD show an annual average humidity of 61.5 %, with a maximum of 99 % and a minimum of 9 %.

Table: Relative Humidity at Surat Airport

Month (2014) Maximum RH % Average RH % Minimum RH %


Average 94.33 61.5 20.75

4.7.3 Barometric Pressure The average pressures found at station level during the year 2014, which is 12 meters above MSL, are presented in Table below.

Table: Average Barometric Pressure

Month (2014) Maximum (hPa) Average (hPa) Minimum (hPa)


Average 1015.92 1009.6 1002.8

4.7.4 Rainfall Rainfall figures observed at Surat during a period of year 2014 are presented in Table below.

Table: Monthly Rainfall

Month (2014) Monthly Total (mm) No. of Rainy Days

January 7 2 February 0 0 March 0 0 April 0 0 May 0 0 June 13.9 4 July 227 12 August 149.7 18 September 118.4 15 October 0 0 November 0 0 December 0 0 Total 516 51

(Source: IMD) The rainy season in the area extends from June to September. The average total rainfall, during the monsoon period (June to September), has been recorded as 127.25 mm at Surat Station.

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4.7.7 Cyclones Between 1877 and 1982 (105 years) eight cyclones hit the region, out of which six were of severe nature with wind speeds exceeding 24.2 m/s. This indicates on an average, one severe cyclone every 13 to 17 years. The Met ocean survey campaign includes a listing of Tropical Resolving Storms (TRS) passing Hazira within 400 km in the 20 years between 1980 and 1999. TRS are associated with the onset of the SW-monsoon and the NE-monsoon, and generally occur in the period May/June and October/November. The following table summarizes the TRS events recorded:

Table 4-1 Summary of TRS events 1980 and 1999

Year Start End Duration (hours)

Max. Wind Speed (Knots)

Minimum Pressure (HPA)

1980 12/11/80 19/11/80 174 35 995 1981 25/10/81 02/11/81 192 60 979 1982 04/11/82 09/11/82 108 90 952 1987 02/12/87 13/12/87 246 45 991 1989 07/06/89 13/06/89 132 35 996 1996 15/06/96 19/06/96 114 65 972 1996 14/10/96 02/11/96 462 65 976 1998 05/06/98 09/06/98 108 105 938 1998 16/10/98 18/10/98 48 35 994

Cyclones can be expected in all seasons, but mainly occurs during October and November on the west coast. Based on the available records for the period 1877 - 1982, a total 8 cyclones struck the region. Of these, 6 had wind speeds exceeding 87 kmph. The monthly distribution of wind speed based on ship-reported data shows a predominant direction of 230° - 280° during the SW monsoon period, with wind speeds exceeding 14.5 m/sec nearly 1 % of the time. The distribution also shows that in a year, for 88 % of the time, the wind speed is below 8.75 m/sec.

4.8 SocialInfrastructureavailableHazira peninsula is an industrial cluster. The principal industries located here are Essar Industrial Complex, ONGC gas processing complex, KRIBCHO Fertilizer Complex, L&T – Shipyard and Industrial Fabrication Yards and Reliance etc. There are school, dispensaries, places of worship, market in the nearby localities.

5 PlanningBrief

5.1 PlanningconceptFor conceptualizing layout plans for the proposed facility, the requirements like navigation parameters, number of berth, 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 Tranquility 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.

5.1.1 Navigational As a prerequisite for planning the layout of the proposed outer harbour development of the Hazira 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 likely use for the transportation of cargo. These conditions are related to the marine environmental conditions at the location.

The alignment of the breakwater has been conceptualized based on the existing available data and same will be realigned or modified (if required) based on the outcome of modeling study.

5.1.2 Protection against Waves For providing tranquility 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. The breakwater planned in the proposed development will suffice the requirement of the protection against wave.

5.1.3 Navigation Channel Dimensions The channel alignment will be oriented considering the following aspects:

The channel is aligned in a straight line as far as possible. The channel is oriented so as to reach the deep-water contours in shortest

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

The dimensions of the navigation channel are dependent on the vessel size, the behavior 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 one way channel and the dimensions of the navigational facilities are as follows.

Navigation channel – 4.0 km long Outer channel – 600 m wide at mouth & 500 m wide at breakwater tip Dredged depth - (-) 21.0 m CD

5.1.4 Maneuvering Area The location of the maneuvering area or the turning basin, required to swing and berth the vessels, is very important and its design must provide the proper configuration, the proper 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.

By considering environmental conditions and the fact that vessels will be assisted by tugs, the diameter of the turning circle is required to be kept as 1.7 to 1.8 times length of the vessel. However, for the 400 m long vessel, minimum 700 m dia turning circle is required.

The dimensions and sizing of the maneuvering and the basin area has been carried out in such a manner that 700 m dia turning circle will be available.

5.1.5 Dredging and Reclamation Dredging will be carried out at proposed berthing areas and for widening of existing approach channel. The estimated quantity of total dredge material during proposed Master Plan development is 50 Mm³.

Out of these dredging quantities, 40 to 45 Mm³ will be used for reclamation and balanced quantity will be disposed-off at the disposal ground.

However, due to non-availability of the detailed topography survey, the above listed quantity may vary after actual survey.

5.1.6 Berthing Area Dimensions The size of berthing area and the berth depend upon the dimensions of the largest ship and the number of ships to use the proposed facility. The berth layout is affected by many factors such as given below.

The size of the port basin for maneuvering Satisfactory arrival and departure of ships to and from the harbour Whether the ships are equipped with stern and bow thrusters Availability of tugs, direction and magnitude of wind, waves and current.

5.1.7 Navigational Aids The proposed development of berths as per the outer harbor master plan and its related backup facility involves creating an approach channel of 500 m wide base width having (-) 20.0 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

The channel will be marked with lateral buoys spaced at a distance of 1 NM. Turning circle will be 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 approach channel dredging 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 - Fiber Reinforced Plastic (FRP) (3.0 m dia) Radar Reflector - Fitted Light characteristics - Fl RW 105 10m LED 20W Halogen Lamps Power - Solar with backup battery for optimum autonomy. Anchoring arrangement - with 32mm diameter chain and 3.0 T anchor weight

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 case of outer harbor development at Hazira Port, 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 Enhance safety of life and property Reduce risks associated with marine operations Enhance efficiency of vessel movements and port marine resources Distribute VTS related information Provide Search and rescue assistance Provide VTS data for administrative purposes, analysis of incidents and planning

The VTS in recent years has changed from Traffic Monitoring to Traffic Planning by introduction and interconnection of databases and expert systems. It allows access of static and dynamic information about ships, their cargo and port service requirements. Together with an automatic update of traffic information the VTMS provides a powerful tool for programming of traffic movement within the surveillance area. Operators can associate tracked targets with vessels registered in the database, which makes the data readily available and allows the system to automatically provide pertinent voyage information to other port service providers.

5.1.8 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 : 2750 TPH per cranes & 2 - 3 cranes / berth Coal – Export : 5000 TPH per cranes & 1 crane / berth Container : 32 moves/hr/crane & 1 move = 1.3 TEU General & Break bulk Cargo : 1000 TPH per crane & 2 cranes / berth Fertilizer and FRM : 1000 TPH per crane & 2 cranes / berth Liquid Cargo : 350 TPH – 1800 TPH (based on 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.

The above listed cargo handling rates are tentative and subject to change based on the actual equipment make and size.

Parcel Size

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

Table: Average Parcel Size for each Cargo type

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. Liquid 40,000 MT – 60,000 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.

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 berth, 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: Proposed Berth Capacity & Length

Sr. Description of Berth / Jetty Nos. Total Length (m) Capacity (MMTPA)

1 Multipurpose Berths 17 5600 136.8 2 Liquid / Gas Berths 2 560 12.0 Total 19 6160 148.8

5.2 PopulationprojectionDuring construction phase, approximately 200 workers will be employed. Construction workers are expected to reside in nearby villages in Surat where social infrastructure is available. They will be transported to and from the construction site by the construction contractors.

During operation phase, approximate direct and indirect employment generation is as per the table given below.

Table: Direct & Indirect Employment Generation (Master Plan development)

Units Numbers Direct Employment No. 500 Indirect Employment No. 2000 Total No. 2500

5.3 Landuseplanning(breakupalongwithgreenbeltetc.)The proposed outer harbour 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 godown following factors plays vital role.

Dwell time Storage factor Density of the cargo Materials or stowage factor Aisle space Peaking Factor Methods of cargo handling Utilization factor of storage area

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

5.3.1 Bulk (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 cargo.

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.

Evacuation of Coal Cargo: Coal will be reclaimed from stockyard through stacker cum reclaimer and conveyed towards reclaiming conveyors which will discharge material in wagon loading silo. An in-motion wagon loading arrangement with conveyor connectivity has been planned. The rake consists of 59 wagons (maximum) of 68 MT capacities each subject to wagon carrying capacity & coal density.

5.3.2 Multipurpose cargo (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 Multipurpose 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 Multipurpose 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 Multipurpose Yard: The storage yard paving shall be suitable for the following vehicles;

Tractor/Trailer trucks suitable for maximum loads 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 asphaltic base course laid in one layer and a layer of surfacing wearing course,

5.3.3 Liquid and Gas Terminal: Storage and Handling The Liquid and Gas Terminal for proposed master plan will be developed in line with business requirement of liquid and Gas 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, petroleum class A, B, C and Cryogenic gas up to -160°C 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.

5.3.4 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.

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: Dwell time for different Container Yards

Yard Type Dwell Days 20' EXPORT / Import & 40' EXPORT / Import

MTs (other than ICD) 5 Fulls (Other than ICD) 5 Reefer 5 ICD (Fulls + MTs) 5

Trans-shipment20' Transshipment 10 40' Transshipment 10

Stack Height: The import stack height must be kept in such a way that it easily reaches, prevents congestion or extra handling operations. Each container is destined for a particular client and/or destination and each must therefore be easily accessible. For the proposed facility stack height of 4 to 5 has been considered. Table below shows the stack height which has been considered for the yard area calculation.

Table: 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

Trans-shipment20' Transshipment 5 40' Transshipment 5

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.

Total throughput & required TGS worked out for Outer harbor development is approximately 14300 TGS.

Based on the total required TGS, the yard area has been worked out considering 7 wide container stacks with 1 truck lane. The RTG arrangement has been done back to back position with additional high-mast space after every 4 RTG modules. Each alternate module has been spaced for the truck passing lane for having flexibility of the container cargo movement in yard. The provision of reefer platforms has been also kept in the terminal. Detailed planning shall be reviewed again during execution phase.

5.3.5 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.

5.3.6 Railway Works Existing Railway works

The location of the Port, about 25 km from Surat, gives a strategic advantage to the port operator in terms of rail connectivity. Surat is located on the main broad gauge rail route between Delhi and Mumbai that caters to the key Delhi-JNPT container traffic. This rail route is double-track, fully electrified and designed for fast trains. The current transit time of CONCOR trains moving between JNPT and Delhi is around 40

hours. A new rail siding connecting the Port to Delhi-Mumbai rail corridor will lead to a transit time of about 30 hours. Thus the Port can offer a saving of about 10 hours of transit time, as compared to JNPT for North India traffic. This gives a potential saving for the users of the Port.

The Port currently lacks the rail connectivity to this Delhi-Mumbai trunk route. Hence, it is demanding to have rail connectivity between the Port and Delhi -JNPT route. A 36 km rail-link between the Port and Kosad junction on Bombay -Delhi trunk route is planned by RVNL, who is leading the implementation of the rail-link. At GoG level, various alignments have been studied and final alignment is decided for the Port rail connectivity. RVNL is expected lead the implementation of the rail-link.

Assistance Required from GMB / GoG

For successful implementation and operations of Outer Harbour Development, road and rail connectivity to the Port is critical. Following assistance from GMB/ GoG is necessary:

Assistance of GMB/ GoG for acquisition of land required for rail connectivity for Port.

Early implementation of Escape Corridor Facilitate development of South Corridor (NH6), including support in land

acquisition. Design adequate flyovers over the proposed rail-link. And Northern Corridor High quantity and reliable power supply for its construction and operations.

Request GoG to allocate sufficient quantity of power at Mora Junction substation for proposed facilities.

5.4 AssessmentofInfrastructureDemand(PhysicalandSocial)Hazira is very well developed industrial region and is connected to the Surat. Both the places are having sufficient infrastructure to cater the additional manpower during construction and operational phase. No additional load is envisaged.

5.5 Amenities/Facilities5.5.1 Communications & Automation Facilities Provisions will be made in the civil works for the installation of fiber 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, liquid facilities, container terminal facility, overall port operation center 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, liquid facilities, and container terminal facility.

Port Operation related automation like Fuel Management System, Port Information Management system; GPS, Tugs and Dredger Fleet Management System will be implemented during design stages.

5.5.2 Water Supply Total water demand is broadly classified in the following categories:

Potable water for consumption of port personnel.

Potable water for ships calling at this port.

Water for dust suppression.

Water for firefighting.

Water for terminal and other operation

Other uses like gardening etc.

Based on the requirements of facilities the water demand will be calculated over a master plan horizon. The major water demand is likely to be for the dust suppression system for the dry bulk cargo. Based on the exact water demand suitable size of underground and overhead storage tanks will be provided at appropriate places.

Water will be tapped from nearby available source. A water tank will be constructed in the utility area. Fresh water will be delivered to the terminal regularly by trucks or by pipe line network to maintain the level of available fresh water sufficient for the routine operation, plus any emergency happenings, such as fire events including the water requirement to be supplied to ships.

Water will be sourced from existing source during construction phase. 30 MLD capacity desalination plant will be constructed to obtain water for operation phase of the outer harbor master plan.

Construction phase requirement : 1200 KLD

Operation phase requirement : 30 MLD

However, during detailed design stage, actual water requirement will be calculated and accordingly Desalination plant of sufficient capacity will be constructed at suitable location.

5.5.3 Power Supply The power distribution system planned is simple to operate and maintain high reliability, being accessible for inspection and repair with safety.

Designing of electrical distribution system ensures that voltage at the utilization equipment is maintained within the tolerance limits under all load conditions since poor voltage regulation is detrimental to the life and operation of the equipment.

Power required for port expansion during construction phase will be sourced from existing port facilities.

The power is required during operation phase for the following activities:

Mechanized cargo handling equipment

Lighting of the port area

Offices and transit sheds

Other miscellaneous requirement

Based on the requirements of facilities the power demand shall be calculated over a master plan horizon. The exact requirement will have to be governed by the facilities proposed mainly in terms of handling system. The suitable electrical distribution system in the port area will have to be accordingly planned.

66 kV incoming power is planned to be tapped from the GEB’s nearest substation. The main receiving substation in the port area will be built by AHPPL. Other HT and LT substation will be handled at particular sub-station depending upon the planning of the cargo. Internal power distribution will be done through the utility corridor on cable trays. As 66 kV power is reliable UPS would be provided to the computers and control panels with 4 to 6 hr of backup. DG sets would be provided for the harbour cranes and quay cranes with 50 % operation

Lightning Protection Lightning protection will be provided for all structures in accordance with Indian Standard code of practice IS: 2309-1969 or other internationally recognized standards. The system will be complete with air-terminations, down conductors, testing joints and electrodes.

Area Lighting Adequate provision for general and security lighting of the jetties and other port areas, and access roads etc. will be provided. The plant lighting system includes the normal AC lighting and emergency AC lighting which contributes together 100% lighting as well as emergency DC lighting in selected areas of the plant during plant emergency conditions. The emergency AC lighting will provide about 30 % of the total AC lighting in select areas.

The plant lighting (illumination level) is varying at different locations of the plant depending on the utility and nature of work expected to be carried out at that area.

Following approximate average levels of illumination will be ensured while designing the lighting system.

Terminal and Stacking area : 15 Lux

Roads and Permanent ways : 20 Lux

Car Park and Parking Area : 15 Lux

Jetties : 15 Lux

Container Yard : 35 Lux

Control Room and Equipment : 300 Lux

Office Rooms, Relay Rooms : 300 Lux

Switchgear Rooms, MCC Rooms : 150 Lux

5.5.4 Dust Suppression System Dust suppression equipment will be provided for efficient control of dust pollution on environment during storage and handling of Coal and other dry bulk cargo berth and stockyard. An efficient dust suppression system will contain dust particles before it is airborne.

A common system consisting of suitable pump, storage tank, nozzles for dust suppression at discharge / feeding points of belt conveyors have been proposed at each transfer tower for efficient dust control system. In addition to above suitable spray system shall also be provided at ship unloader, stockyards & wagon loading station. Dust control is envisaged at following locations.

Ship unloader discharging in to hoppers

Stockyards

Discharge and feeding points of conveyors

Rapid loading system

Sprinklers / nozzles will be provided to control dust emission at various points or areas.

5.5.5 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 center 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.

Sewage and Effluent Treatment Sewage generated from toilet blocks, canteens etc. and effluent generated from liquid tank washing etc. will be treated in Sewage Treatment Plant and Effluent Treatment Plant respectively. STP of 2 MLD capacity and ETP of 5 MLD capacity will be developed outside CRZ area. Treated sewage will be used for irrigating greenbelt.

5.5.6 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 10,000 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.

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.

Railway Building Rail operation and various other activities (Signaling & 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. 1000 sq. m. with RCC or Pre-engineering building with suitable foundation. These buildings will be located near rail railway tracks inside port at various suitable locations for rail operations.

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 outer harbour 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: List of the Buildings with area summary

Name of Building Approx. Area (m²) No. Area (m²)

Administration Building 1,200 1 1,200 Port and Marine Operations Building 500 1 500 Port User Building 1,000 1 1,000 Electrical Buildings (3 no.) 10,000 3 33,000 Main Gate House Complex 2,200 2 4,400 Railway Building 500 2 1,000 Workshops

Railway 1,500 1 1500 Dredging Workshop 1,500 1 1500

Central workshop 1,500 1 1,500 Fuelling Station 150 2 300 Transit Shed / Godowns 4,500 1 4,500 Store 1 1,400 1 1,400 Miscellaneous buildings

Water tank & Pump House (DSS & FSS) 1200 4 4800 Toilet block (per 100 person use) 150 8 1200

TOTAL AREA (APPROX.) 57800

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 and the addition and deletion of building from the above list will be finalized during detailed design stage.

5.5.7 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 firefighting 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 Tariff Advisory Committee’s fire protection manual. The firefighting 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 m

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