CARGO MOTORS PRIVATE LIMITED

Pre-Feasibility Report January -2013

L&T-RAMBØLL CONSULTING ENGINEERS LIMITED C3-C7, Triton Square, 4 th Floor, Guindy, Chennai www.ltramboll.com C1121113 L&T-RAMBØLL CONSULTING ENGINEERS LIMITED Client: Cargo Motors Private Limited

Project: Project No.: Design Services for Nargol Port C1121113 Title: Document No.: Rev.: Pre-feasibility Report RPE001 C

This document is the property of L&T-RAMBØLL CONSULTING ENGINEERS File path: LIMITED and must not be passed on to any person or body not authorised by us l:\ports\2012\c1121113 - design services - nargol port\outputs\reports\006- to receive it nor be copied or otherwise made use of either in full or in part by rpe001-pfr\to client\rev c\rpe001-rc-asa-pre-feasibility report.doc such person or body without our prior permission in writing.

Notes: 1.

Revision Details: C 25 Jan 13 Revised based on Client’s comments NNK ASA KPS NNK/ B 23 Jan 13 Revised based on Client’s comments ASY/ Sd/- ASA Sd/- KPS Sd/- DSJ NNK/ ASY/ A 26 Dec 12 Revised to suit traffic requirements Sd/- ASA Sd/- KPS Sd/- SGI/ NRA SRJ/ 0 23 Nov 12 First Submission NNK Sd/- Sd/- KPS Sd/- ASA Init. Sign. Init. Sign. Init. Sign. Rev. Date Details Prepared Checked Approved Table of Contents

Design Services for Nargol Port C1121113 Pre-feasibility Report RPE001rev. C

TABLE OF CONTENTS 1 Executive summary ...... 1 1.1 Introduction ...... 1 1.2 Project Description ...... 1 1.2.1 Location ...... 1 1.2.2 Traffic Volume ...... 1 1.2.3 Vessel Size Analysis ...... 2 1.3 Site Analysis...... 2 1.3.1 Connectivity ...... 2 1.3.2 Topography ...... 3 1.3.3 Bathymetry ...... 3 1.3.4 Wave ...... 3 1.3.5 Tide ...... 3 1.4 Planning Brief ...... 3 1.4.1 Operational Criteria ...... 3 1.4.2 Navigational Channel ...... 4 1.4.3 Manoeuvring Area dimensions ...... 4 1.4.4 Cargo Volume ...... 4 1.4.5 Cargo Handling Equipments ...... 5 1.4.6 Support Facilities for Marine Terminal ...... 6 1.5 Proposed Infrastructure ...... 6 1.5.1 Layout and Orientation ...... 6 1.5.2 Berthing Area Requirements ...... 6 1.5.3 Berthing Facilities ...... 6 1.5.4 Breakwater ...... 7 1.5.5 Dredging and Reclamation ...... 7 1.5.6 Storage Area ...... 7 1.5.7 Port Craft ...... 8 1.5.8 Utilities and Services ...... 8 1.6 Project Schedule and Cost Estimate ...... 8 1.6.1 Project Implementation Modules ...... 8 1.6.2 Project Cost Estimate ...... 8 1.7 Recommendations ...... 9 2 Introduction ...... 10 2.1 Project Background ...... 10 2.2 Need for the Project ...... 10 2.3 Employment Generation ...... 11 2.4 Organisation of the Report ...... 11 3 Project Description ...... 13 3.1 General ...... 13 3.2 Location ...... 13 3.3 Site Selection ...... 14 3.3.1 Criteria for Site Evaluation ...... 15 3.3.2 Evaluation of Alternative Sites ...... 15 3.3.3 Summary of Alternative Site Analysis ...... 19 3.4 Traffic Volume ...... 20 3.5 Vessel Size Analysis ...... 23 3.5.1 Coal ...... 23 3.5.2 Container ...... 23 3.5.3 General Cargo ...... 23 3.5.4 Bulk Cargo ...... 24 3.5.5 Liquid Cargo ...... 24 3.5.6 LNG ...... 24 4 Site Analysis ...... 26 4.1 General ...... 26 4.2 Connectivity to site ...... 26

Table of Contents Page i Design Services for Nargol Port C1121113 Pre-feasibility Report RPE001rev. C

4.3 Topography ...... 27 4.4 Existing Land-Use Pattern ...... 27 4.5 Bathymetry ...... 27 4.6 Meteorological Parameters ...... 28 4.6.1 Climatology ...... 28 4.6.2 Wind ...... 29 4.6.3 Cyclones ...... 29 4.7 Oceanographic Parameters ...... 29 4.7.1 Wave ...... 29 4.7.2 Tide ...... 29 4.7.3 Current ...... 30 4.7.4 Littoral Drift ...... 30 4.8 Seismicity ...... 30 5 Planning Brief ...... 32 5.1 General ...... 32 5.2 Planning Considerations ...... 32 5.3 Navigational and Operational Requirements ...... 33 5.3.1 Design Vessel Type and Dimension ...... 33 5.3.2 Operational Criteria ...... 34 5.3.3 Protection against winds and waves ...... 35 5.3.4 Stopping Distance ...... 35 5.3.5 Navigational Channel Dimensions ...... 36 5.3.6 Manoeuvring Area dimensions ...... 39 5.4 Berthing Facilities ...... 40 5.5 Berthing Requirements ...... 40 5.5.1 Cargo Volume ...... 40 5.5.2 Effective working hours...... 40 5.5.3 Time for Peripheral Activities ...... 40 5.5.4 Berth Occupancy ...... 41 5.5.5 Cargo Handling Equipments ...... 42 5.5.6 Support Facilities for Marine Terminal ...... 43 6 Proposed Infrastructure ...... 44 6.1 Planning Considerations ...... 44 6.1.1 Port Layout-Overall Consideration ...... 44 6.1.2 Port Layout Features ...... 45 6.2 Development Plan ...... 46 6.2.1 Layout and Orientation ...... 46 6.2.2 Berthing Requirements ...... 46 6.2.3 Berthing Facilities ...... 47 6.2.4 Approach Channel and Turning Circle ...... 48 6.2.5 Breakwaters ...... 49 6.2.6 Quarry ...... 49 6.2.7 Dredging and Reclamation ...... 50 6.2.8 Cargo Handling Equipments ...... 51 6.2.9 Storage area ...... 52 6.2.10 Buildings ...... 52 6.2.11 Road and Rail Connectivity ...... 53 6.2.12 Port Craft ...... 54 6.2.13 Utilities and Services ...... 54 7 Project Schedule and Cost Estimates ...... 57 7.1 Project Implementation ...... 57 7.1.1 Project Modules ...... 57 7.2 Block Capital Cost Estimate ...... 57 8 Recommendations...... 59

Table of Contents Page ii Design Services for Nargol Port C1121113 Pre-feasibility Report RPE001rev. C

LIST OF FIGURES Figure 2-1: Delhi Mumbai Industrial Corridor – Investment Regions in Gujarat ...... 11 Figure 3-1: Location of Proposed Site ...... 13 Figure 3-2: Google Image of Proposed Location ...... 14 Figure 3-3: Google Earth Imagery of Identified Stretches for Port development ...... 15 Figure 4-1: Road Map of Valsad District ...... 26 Figure 4-2: Rail Map of Valsad District ...... 27 Figure 4-3: Seismic Zoning map of India ...... 31 Figure 6-1 Proposed Connectivity between Sarigam and Nargol Port Site ...... 49 Figure 6-2 Sarigam Quarry ...... 50

LIST OF TABLES Table 1-1: Traffic Volume ...... 1 Table 1-2: Design Vessel Dimensions ...... 2 Table 1-3 Turning Circle Dimensions ...... 4 Table 1-4: Number of Berths ...... 4 Table 1-5: Cargo Handling Equipments ...... 5 Table 1-6: Berth Lengths ...... 6 Table 1-7: Storage Area Requirements ...... 7 Table 1-8: Project Implementation Schedule ...... 8 Table 3-1: Alternative Site Analysis...... 16 Table 3-2: Traffic Volume ...... 21 Table 3-3: Traffic Projected Upto 2040 ...... 22 Table 3-4: Dry Bulk Cargo - Design Vessel Sizes ...... 23 Table 3-5: Containers – Design Vessel Sizes ...... 23 Table 3-6: Multi Purpose Cargo - Design Vessel Sizes ...... 24 Table 3-7: Bulk (Others) - Design vessel size ...... 24 Table 3-8: Liquid Cargo - Design Vessel Sizes ...... 24 Table 3-9: LNG Carriers - Design Vessel Sizes ...... 25 Table 4-1: Summary of Meteorological Parameters (1951-1980) ...... 28 Table 4-2: Longshore transport rate ...... 30 Table 5-1: Summary of Design Vessel Sizes ...... 33 Table 5-2: Limiting wave Heights for Cargo handling Operations ...... 35 Table 5-3: Width of Navigation Cannel ...... 36 Table 5-4: Navigational Channel Width ...... 37 Table 5-5: Dredged depth for various design vessels ...... 38 Table 5-6: Harbour Depths ...... 38 Table 5-7: Turning Circle Dimensions ...... 39 Table 5-8: Number of Berths Required ...... 41 Table 5-9: Cargo Handling Equipments ...... 42 Table 6-1: Berthing Requirements ...... 46 Table 6-2: Berth Dimensions ...... 47 Table 6-3: Dimensions of Approach Channel & Turning Circle ...... 48 Table 6-4: Berth Pockets – Dredge Depth ...... 48 Table 6-5: Cargo Handling Equipments ...... 51 Table 6-6 Storage Area Requirements ...... 52 Table 7-1: Project Implementation Schedule ...... 57 Table 7-2: Cost Estimate for Development of Nargol Port ...... 58

LIST OF ENCLOSURES

Table of Contents Page iii Chapter 1

Executive Summary

Design Services for Nargol Port C1121113 Pre-feasibility Report RPE001rev. C

1 Executive summary

1.1 Introduction

The exposure of economies to trade and its related activities gave prominence to the development of ports. The importance of ports and its related infrastructure plays a vital role in growth of a nation and its economy. The Ministry of Shipping, Government of India issued a Maritime agenda for period 2010 – 2020, according to which the traffic expected for the year 2020 is about 3200 million tonnes as against the present capacity of about 1200 million tonnes. The traffic projected at Gujarat for the year 2020 is about 1050 million tonnes. This requires the present capacity of the ports to be increased drastically. With this in mind, Government has involved private participation in the port sector. The private sector is invited to set up and operate commercial facilities, while the port authorities continue to own the land and basic infrastructure assets. Gujarat Maritime Board (GMB), a Government of Gujarat (GoG) undertaking has decided to develop an all weather Industrial port at Nargol through private partnership. In line with the invitation, Cargo Motors Private Limited submitted their proposal and successfully won the concession to develop a green field port at Nargol.

1.2 Project Description

1.2.1 Location

The proposed port is located at Valsad District in southernmost tip of Gujarat. All the required facilities are planned to be developed on reclaimed land. Approximately, 56 hectares of land is proposed for reclamation for storage excluding the functional buildings in the initial phase and an additional 90 Ha for Phase-1B. Refer Figure 3-1 for the location map.

1.2.2 Traffic Volume

The traffic volume projected for the proposed port is presented in Table 1-1. Table 1-1: Traffic Volume

Import Traffic Volume Projected Type of (I) S.No Units Commodity /Export Phase-1A Phase-1B (E) (2018) (2020)

1 Coal I MT 12.48 14.4

2 Containers I/E MTEU 0.22 0.78

3 Fertilizers I MT 2.01 2.16

4 Cement Coastal MT 0.36 0.36

5 Iron & Steel I MT 1.16 1.48

6 Project Cargo I MFRT 0.2-0.3 0.3-0.5

1 Executive summary Page 1 Design Services for Nargol Port C1121113 Pre-feasibility Report RPE001rev. C

Import Traffic Volume Projected Type of (I) S.No Units Commodity /Export Phase-1A Phase-1B (E) (2018) (2020)

7 Ro-Ro E units 146,000 167,000

8 Liquid Cargo I MT 0.88 1.02

9 LNG I MTPA - 2.5 (or 1 to 2 MTPA FSRU)

1.2.3 Vessel Size Analysis

Detailed vessel size analysis was carried out in order to ascertain the size of vessels expected at the proposed port. The design vessel sizes considered for planning the port facilities are given in Table 1-2. Table 1-2: Design Vessel Dimensions

Cargo Type Vessel Size LOA Beam Draft (m) (m) (m)

Coal 1,20,000 DWT 264 43 16

Containers 4,500 TEU 285 32.2 13.3

Ro-Ro 3,500 CEU 176 28.1 9

Iron & Steel 40,000 DWT 200 30 11.5

Project Cargo 20,000 DWT 162 26.5 8

Other Bulk 50,000 DWT 190 32.2 12

Liquid Cargo 40,000 DWT 185 32 11.8

LNG 1,50,000 cum 300 46 12.5

1.3 Site Analysis

1.3.1 Connectivity

The proposed project site at Nargol has good network of roads and railways. The project site is connected to National Highway NH-8 at Bhilad and Talasari, which is at distance of about 20 km from the site by road. The proposed site is connected to NH-8 at Bhilad and Talasari by three different routes i.e. through the state highway (SH) SH-5, Nargol Bhilad Highway and Nargol Sanjan road. The nearest railway stations are Sanjan and Umbergoan railway stations located around 10 km and 11 km from site respectively. Daman is the nearest

1 Executive summary Page 2 Design Services for Nargol Port C1121113 Pre-feasibility Report RPE001rev. C Airport which is about 24 km from the Nargol site. The nearest seaport is at Mumbai, about 140 km from the project site.

1.3.2 Topography

The general topography of the area is plain with a gentle slope towards the sea.The Nargol beach supports casuarinas plantations on its leeside and the seaside forms a part of the Gulf of Cambay. The project site has a tropical temperature with dry savannah and high palm trees. Nargol is supplied with water from the Varoli River, which is situated south of the project site. Two fishing jetties found near the southern bank of Varoli River are used by both fishing and ferry vessels. In addition to this, a bridge is being constructed across the river, which makes available certain temporary benchmarks that could be used for fixing benchmarks at the port site.

1.3.3 Bathymetry

The near shore sea bed remains very shallow with a gentle slope towards west till 5 m depth. The zero contour is at a distance of 2 km, the 5 m contour at a distance of 6.5 km and the 10 m contour around 8 km from the coastline. The NHO chart no. 209 shows the bathymetry of Nargol area.

1.3.4 Wave

The predominant wave directions are NW in the pre-monsoon period, from W to SW in the monsoon and from NE to NW in the post-monsoon period. This wave climate is pertaining to deep water zone. The wave height is usually less than 4 m and it rarely crosses 4 m. This measure is reduced by a factor of 0.7 when the wave reaches nearshore, especially in the SW direction.

1.3.5 Tide

Umbergoan is taken as the reference location for the proposed site and the tides at Umbergoan are semi-diurnal in nature. The mean tidal variation is of the order of 4 m at spring tides and around 1.9 m at neap tides.

1.4 Planning Brief

1.4.1 Operational Criteria

During the planning of the port facilities for handling different types of cargo, the operational criteria for vessels handling and ship to shore transfer of cargo are taken into account. Vessel handling and / or ship shore transfer of cargo operations can be interrupted due to any one of the following reasons.  Pilots cannot board vessels on driving conditions.  Tugs are unable to assist in manoeuvring the vessels because of rough weather conditions and hence mooring operations are not possible.  Motion of moored vessels is too high to continue ship shore cargo transfer operations.  Vessels have to leave the berth because of excessive mooring process.

1 Executive summary Page 3 Design Services for Nargol Port C1121113 Pre-feasibility Report RPE001rev. C Also “land based” reasons, such as breakdown of carne operation due to mechanical failure, power cut, suspension of work by workers etc. are taken into account. The limiting operational wave criteria for pilot boarding is Hs = 1.5m.

1.4.2 Navigational Channel

Stopping distance : 3-5 times the length of the largest vessel visiting the port Channel width : 250 m Channel depth : 15.8 m (Outer Channel), 15 m (Inner Channel)

1.4.3 Manoeuvring Area dimensions

Turning Circle Dimensions are given in Table 1-3. Table 1-3 Turning Circle Dimensions

Turning Circle Diameter (m) Depth (m)

Turning Circle 550 (-) 15

1.4.4 Cargo Volume

Cargo volume is the primary input for the port planning and all the facilities are designed based on the cargo volume projected to be handled at the port. The projected cargo volume for the development phases are given in the Table 1-1. Based on the berth occupancy calculations the number of berths arrived for the planned phases are given in Table 1-4. Table 1-4: Number of Berths

No of Berths Commodity Phase – 1A Phase – 1B *)

Coal 2 -

Containers 1 1

General Cargo -

Bulk – Others 1 1

Liquid Cargo 1

LNG - 1

TOTAL 4 4

*) Values are additive

1 Executive summary Page 4 Design Services for Nargol Port C1121113 Pre-feasibility Report RPE001rev. C 1.4.5 Cargo Handling Equipments

The equipments and its numbers proposed for handling different type of cargo that are envisaged using the Nargol Port are given in Table 1-5. Table 1-5: Cargo Handling Equipments

Nos. S.No Description Phase-1A Phase-1B *)

1 Containers

a Rail Mounted Quay Crane 2 4

b Rubber Tyred Gantry Crane 5 6

c Reach Stackers 1 1

d Empty Container Handlers 1 1

e Rail Mounted Gantry Cranes - 1

f Tractors 15 27

g Trailers 20 38

2 Coal

a Grab Unloaders 4 -

b Stackers/Reclaimers 4 2

c Bulldozers 8 2

d Conveyors system 12,870 m -

3 Bulk Cargo

a Mobile Harbour Crane 1 -

b Mobile Loader 1 -

c Fork Lift Trucks 1 2

4 General Cargo

a Mobile Harbour Crane 1 1

b Fork Lift Trucks 1 1

5 Liquid Cargo

a Flexible Hose Pipe system 1 2

6 LNG

1 Executive summary Page 5 Design Services for Nargol Port C1121113 Pre-feasibility Report RPE001rev. C Nos. S.No Description Phase-1A Phase-1B *)

a Loading/Unloading arm - 3

*) Values are additive

1.4.6 Support Facilities for Marine Terminal

The following support facilities should be provided at the marine terminal.  Port crafts (Tugs, launches, mooring boats etc.) and a port crafts berth  Port buildings  Navigational aids  Internal road and rail access  Facilities for environmental management and safety Other utilities and services (power, water, lighting and communication etc.)

1.5 Proposed Infrastructure

1.5.1 Layout and Orientation

The orientation of the port was selected such that predominant winds, waves and currents have least effect on the operation of the port and the structure has least detrimental effect on the coastal regime. In order to evaluate the conceptual layout for the proposed port, the facility requirement in terms of number of berths, cargo handling facilities, navigational and operational parameters, etc. was assessed and suitable locations for these facilities within the layout has been identified.

1.5.2 Berthing Area Requirements

. Four berths for Phase-1A . Additional Four berths for Phase-1B

1.5.3 Berthing Facilities

Dimensions of berths have been arrived at based on the type of cargo, vessel sizes and requirements of cargo handling equipments. Also, the berths are grouped based on the cargo types envisaged to be handled. The general engineering criteria for planning berth layouts for one, two or more ships alongside are met based on standard port planning practices and international guidelines. Planned berth lengths for the initial phase are given in Table 1-6. Table 1-6: Berth Lengths

Berth Length (m) Commodity Phase-1A Phase-1B *)

Coal 700 -

1 Executive summary Page 6 Design Services for Nargol Port C1121113 Pre-feasibility Report RPE001rev. C Berth Length (m) Commodity Phase-1A Phase-1B *)

Containers 350 350

General Cargo -

Bulk Cargo 260 260

Liquid Cargo 260

*) Values are additive The LNG berth consists of a loading platform of dimension 40mx20m, four breasting dolphins and six mooring points.

1.5.4 Breakwater

In order to protect the harbour area from the effects of detrimental waves and also to provide required tranquil condition within the basin, the basin is protected with a northern and southern breakwater. The total lengths of the northern and southern breakwater are 2,150 m and 5,265 m respectively. The breakwater is of rubble mound type with Accropodes as armour layer. The stones are proposed to be taken from quarries at Sarigam, located approximately 20-30 km from the site.

1.5.5 Dredging and Reclamation

The proposed port involves capital dredging to a maximum depth of 15.8 m below Chart Datum (CD) covering outer approach channel, entrance channel, turning basin and berthing areas. The total approximate dredging quantity estimated for the initial phase is 4 Million Cubic Meter (MCM) with an additional volume of 2.5 MCM in Phase-1B. Out of total dredging volume, around 2.2 MCM is deemed to be rock based on preliminary investigations and the approximate quantity of reclamation fill required for the initial phase is 12 Million Cubic Meter (MCM) with an additional volume of 9 MCM in the final phase. The existing ground level in the area to be reclaimed varies from (-) 7 m, CD to (+) 3 m, CD, which has to be reclaimed to a level of (+)7.5m, CD.

1.5.6 Storage Area

The storage area and ancillary facilities are to be provided compatible with the throughput capacity of the berths. The storage area required for various cargoes are listed below in Table 1-7. Table 1-7: Storage Area Requirements

Storage Area (Ha)

Phase-1A Phase-1B*)

56 90

*) Values are additive

1 Executive summary Page 7 Design Services for Nargol Port C1121113 Pre-feasibility Report RPE001rev. C  2QTV%TCHV

Two tugs of 60T capacity and three launches are proposed to provide pilot assistance for safe manoeuvring of ships within the harbour area.

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Water demand during operation is estimated to be 300 kilo litres per day (KLD) in the initial Phase, which has to be increased by 200 KLD for Phase-1B. Water is proposed to be drawn from river Varoli or Daman Ganga and will be treated in a separate water treatment plant before distribution to water storage tanks, from where it will be distributed to berths, buildings and other facilities.

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Approximately 33 MVA of power is required for efficient operation of the proposed port during the initial Phase and an additional 22 MVA power is required for Phase-1B. The Power required is planned to be purchased from local utility.

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Various modules involved and their probable time frame have to be prepared to have control on the work progress. Table 1-8 gives the basic schedule for development of port at Nargol. Table 1-8: Project Implementation Schedule

Sl. Activity Duration No. (Months)

1 Pre – Construction Activities 12-18

2 Construction Activities

Engineering, Procurements & Construction 36

Likely date of start of construction - April, 2014 * Likely date of completion - April, 2017 * Assuming that MoEF clearance takes maximum 3 months following submission of EIA report to statutory authorities

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Block cost estimate of the capital cost of various facilities for proposed port at Nargol is estimated to be around ` 3715 crores for Phase-1A and an additional cost of around `1341 crores has been estimated for Phase-1B.

1 Executive summary Page 8 Design Services for Nargol Port C1121113 Pre-feasibility Report RPE001rev. C 1.7 Recommendations  Prima Facie the site is found feasible for developing an all weather port.  The proposed port at Nargol will be handling coal vessels of size 1,20,000 DWT and container vessels of 4500TEU. Also the port has been well equipped with facilities to cater for other bulk & break bulk cargoes like iron & steel, project cargo, liquid cargo and LNG.  There are no R&R issues envisaged as the development is proposed on reclaimed sea bed.  The proposed project will generate direct and indirect employment for local people thereby enhancing the economy and infrastructure of the nearby area.

1 Executive summary Page 9 Chapter 2

Introduction

Design Services for Nargol Port C1121113 Pre-feasibility Report RPE001rev. C

2 Introduction

2.1 Project Background

Gujarat Maritime Board (GMB), a Government of Gujarat (GoG) undertaking holds the power to manage, control and administer intermediate and minor Ports of Gujarat. In 1995, GoG announced Port Policy encouraging private partnership in development of new ports and integrating it with development of Industrial, Infrastructure and Power sectors. As part of it, GMB identified ten locations viz. Dholera, Vansi-Borsi, Hazira, Dahej, Mithivirdi, Simar, Positra, Rozi (Bedi) and Mundra feasible for the development of new ports, including one in Maroli, Valsad District. GMB has identified the Maroli stretch for development of All weather port and in 1996, WAPCOS carried out a Pre-feasibility study in order to ascertain the most desirable location near Maroli. WAPCOS also considered the stretch near Phansa, Saronda, and Umbergoan apart from Maroli in Valsad District for selection of best suitable site for development of All weather port. The study indicated that stretch between Saronda and Umbergoan to be the viable option for port development. As per the study carried out by WAPCOS, GMB decided to develop an Industrial Port in Nargol adjacent to Umbergoan and invited bids for private partnership and invited bids from various parties in 2011. Cargo Motors Private Limited, India’s biggest retailer of Tata Motors along with Amaryllis Ltd., a subsidiary of Israel Port Development and Assets Company Limited successfully got the concession to develop an Industrial Port in Nargol on Build, Own, Operate and Transfer (BOOT) basis. In 2012, Cargo Motors Private Limited entrusted L&T-RAMBØLL Consulting Engineers Ltd. (LTR) to prepare a detailed Pre-Feasibility Report for the development of Nargol Port.

2.2 Need for the Project

Ports are major gateway for the flow of any goods in and out of a country. Economic growth and technological improvements in fields such as commodity handling, Ship building, etc. are the major factors attributing to the development of Ports across a Country. With the advent of liberalization policy in various industrial and trading sectors, involving Public Private Investments, economic growth of the Country is expected to be on the rise. Government of India envisages increasing its port capacity to 3,200 million tonnes by 2020. Gujarat with its vast hinterland connecting Northern and Central states, contributes to about 30% of the total exports of India. With its innovative approach and transparent policies, Gujarat Ports have achieved an annual growth rate of 17.5% in last five years and the port capacity has doubled from 125 million tonnes in 2001 to 273 million tonnes in 2010. Gujarat aims to increase its port capacity to 500 million tonnes by 2015 and 1,000 million tonnes by 2020 in accordance with the demand envisaged by Government of India (Seminar proceedings of Vibrant Gujarat 2011). The proposed port at Nargol will be catering for the requirements of industrial towns in Gujarat and nearby states. The various commodities proposed to be handled at Nargol port are coal, containers, Ro-Ro, liquid cargo, POL, iron/steel, project cargo, palletized or unitized cargo(paper and pulp), fertilizers & FRM, cement, grains, minerals & ores , scrap metals, sugar, aggregates, limestone, gypsum, soda ash, etc.

2 Introduction Page 10 Design Services for Nargol Port C1121113 Pre-feasibility Report RPE001rev. C Also,the proposed Delhi Mumbai Industrial Corridor with a major Industrial area identified at Valsad district augments much to the development of the industrial port at Nargol. The investment and industrial region identified in Gujarat along with DMIC are shown in Figure 2-1.

Figure 2-1: Delhi Mumbai Industrial Corridor – Investment Regions in Gujarat

2.3 Employment Generation

The construction phase of the port would have beneficial impacts through provisions of direct and indirect employment opportunities right from its commencement till completion. At the time of construction, there would be requirement of large number of skilled and unskilled labour. There would also be a significant number of spin-off opportunities created near the region in other establishments that cater to the needs of construction employing substantial number of people. Also, the local economy of the region will improve. The operation phase of Nargol Port will open up new avenues of development through creation of direct and indirect employment opportunities. The proposed port would attribute employment to approximately 100 people directly and 500 people indirectly.

2.4 Organisation of the Report

The Pre-Feasibility Report is prepared as per the Guidelines issued by the Ministry of Environment and Forests (Guidelines for preparation of Pre-Feasibility report for obtaining prior environmental clearance in terms of the provisions of EIA notification, 2006) dated December 30, 2010. In accordance with the guidelines, this report is structured into the following sections:  Chapter 1 : Executive Summary  Chapter 2 : Introduction

2 Introduction Page 11 Design Services for Nargol Port C1121113 Pre-feasibility Report RPE001rev. C  Chapter 3 : Project Description  Chapter 4 : Site Analysis  Chapter 5 : Planning Brief  Chapter 6 : Proposed Infrastructure  Chapter 7 : Project Schedule & Cost Estimate  Chapter 8 : Recommendation

2 Introduction Page 12 Chapter 3

Project Description

Design Services for Nargol Port C1121113 Pre-feasibility Report RPE001rev. C

3 Project Description

3.1 General

In this chapter, a brief description of location, site conditions, meteorological conditions and oceanographic conditions of project site and also the surveys and investigations carried out are presented.

3.2 Location

The proposed port at Nargol is located at Valsad District in the southernmost tip of The Golden Corridor of Gujarat. It is about 97 km from Surat in the north and 128 km from Mumbai in the south. The geographic location of Nargol is at Latitude 200 14’ 34.52” N and Longitude 720 44’ 36.84” E. The Location map of the proposed site is shown in Figure 3-1.

Figure 3-1: Location of Proposed Site

3 Project Description Page 13 Design Services for Nargol Port C1121113 Pre-feasibility Report RPE001rev. C The Google image of the proposed location is shown in Figure 3-2.

Figure 3-2: Google Image of Proposed Location The site proposed for the Greenfield port has good road and rail connectivity. The NH-8 which connects Delhi and Mumbai passes at a distance of about 14.5 km east of the site. The site is well connected to NH-8 by a road network of State Highway (SH-5) and Major District Roads. The project site has its nearest heads of Railway Stations at Sanjan and Umbergaon which are about 10 km and 11 km respectively from the site. The nearest airport is at Daman and is about 23.5 km north-north east of the site. The nearest major seaports are at Mumbai and JNPT which are about 145 km south from the project site and the nearest minor seaport is at Hazira, about 95 km north from the site.

3.3 Site Selection

Five locations were identified and analysed to select the most suitable location for development of port. Location of alternative sites on the Google Satellite imagery is as shown in Figure 3-3. The following alternative location/site were considered and analysed.  Alternative Site 1: Phansa, Valsad district, Gujarat  Alternative Site 2: Maroli, Valsad district, Gujarat  Alternative Site 3: Saronda, Valsad district, Gujarat  Alternative Site 4: Nargol - Umbergoan, Valsad district, Gujarat

3 Project Description Page 14 Design Services for Nargol Port C1121113 Pre-feasibility Report RPE001rev. C  Alternative Site 5: Varoli River Mouth, Valsad district, Gujarat

Figure 3-3: Google Earth Imagery of Identified Stretches for Port development

3.3.1 Criteria for Site Evaluation Following are some of the important factors considered for site evaluation:  Away from environmentally sensitive areas  Availability of land  Suitability of land from topography and geological aspects  Project site shall be free from habitation, agricultural activity, forest land and archaeological/ Historical monuments  Resettlement and rehabilitation  Better Connectivity in terms of road and rail  Site slope and drainage pattern

3.3.2 Evaluation of Alternative Sites

The alternative sites considered were evaluated and the details are given in Table 3-1.

3 Project Description Page 15 Design Services for Nargol Port C1121113 Pre-feasibility Report RPE001rev. C

Table 3-1: Alternative Site Analysis

Attribute Alternative site 1 Alternative site 2 Alternative site 3 Alternative site 4 Alternative site 5

Location Phansa Maroli Saronda Nargol Varoli River Mouth

District Valsad Valsad Valsad Valsad Valsad

Latitude 20020’20”N 20017’36” N 20°15'59.12"N 200 14’ 34.52” N 20012’00” N

Longitude 72047’48” E 72045’55” E 72°45'15.09"E 72044’ 36.84” E 72045’00” E

Land Availability Around offshore, Behind the shoreline, Off the villages of The development Problems may arise development is to where a small creek Tedgam and can be planned due to the presence be taken up. No falls into the sea, Saronda, a wide gap offshore of fish landing area land is available exists a low lying between rocky reefs and area restrictions in this region. area of 1km x 1km. is present to its North due construction of and South. bridge over River

Varoli

Road NH 8 (13.2 km) NH 8 (12.8 km) NH 8 (13.6 km) NH 8 (14.5 km from NH 8 (13.8 km from Nargol) Southern Bank of the

River)

Rail Bhilad (13.2 km) Bhilad (12.6 km) E Bhilad (13.9 km) E Sanjan (10.0 km) E Sanjan (7.7 km) E E

Airport Daman (12.0 km) Daman (17.0 km) N Daman (20.0 km) N Daman (24.0 km) N Daman (27.0 km) N N

Seaport Mumbai (JNPT) Mumbai (JNPT) Mumbai (JNPT) Mumbai (JNPT) Mumbai (JNPT) ~152 km ~147 km ~147 km ~140 km ~137 km

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Hazira Port ~85 Hazira Port ~90 km Hazira Port ~91.5 km Hazira Port ~96 km Hazira Port ~100 km km

River/ Small drain joins Nallah/Stream joins Lagoon surrounded River Varoli about River Varoli Adjacent Streams/Nallahs sea at 0.5 km sea on 3.5 km North by rock outcrops. 4.3 km south of towards South Small nallah joins Nargol River Varoli (10.9 km into lagoon. River Varoli (15.5 SW) km SW) River Varoli (5.6 km SW)

Social and R&R Scattered but Densely populated Being a major As the development One of the major issues dense population. near the coast pilgrimage place for is proposed to be town in the area and Setting up of road consisting mainly of parsi community. It is taken up in the is densely populated and rail network fishing hamlets. This densely populated Offshore region, no on either banks of the to the site will would involve R&R village and involves Social and R&R is river. It also involves involve R&R. R&R for lying of envisaged. huge R&R.

Road and Rail Establishing Road networks. and Rail networks may involve minor relocation for widening of existing roads.

Tourism Nil Nil A major pilgrimage Nil Nil place for parsi community.

Mangroves Scattered Scattered mangroves Nil Nil Mangroves on either mangroves near near coast side of River Varoli coast

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Fish Landing Phansa ~0.5 km; Maroli ~ 0.5 km Tadgam ~ 1.5 km On either banks of On either banks of centres fish drying yard is the river Varoli 4.0 the river Varoli and Umbergoan ~9 km Umbergoan ~5 km also located near km South fish drying yards on coast either side of Varoli river mouth Umbergoan ~13 km

Erosion prone area Stable Coast Stable Coast Stable Coast Stable Coast South Side Low Erosion

Recommendations Proposed site Proposed site is Proposed site is a The proposed site It carries high social involves huge highly populated and pilgrimage centre has minimal and R&R issues due R&R and involves issues for and also R&R environmental and to dense population environmental development of social issues. from the urban parts concerns. facilities of Umbergoan Site is highly suitable for proposed port development with good connectivity to NH-8

*Status of shoreline changes due to Erosion/ Accretion Valsad district, Gujarat coast, Institute of Ocean Management, Anna University

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3.3.3 Summary of Alternative Site Analysis

3.3.3.1 Alternative Site – 1- Off Phansa

After analysis, this site is not selected due to the following reasons:  The site involve R&R issues for development of facility at the port  Observed scattered mangroves in between rocky reefs  Fishing activity is observed beyond the rocky reef into the sea  Fish drying yards were found in the coast near Phansa village.

3.3.3.2 Alternative Site – 2- Off Maroli

The site at Maroli is found to be less suited for locating the port because of the following reasons.  Densely populated region, hence road and rail connectivity will involve high social and R&R issues.  Observed scattered mangroves in between rocky reefs, mangroves are of height 1 to 1.5 m.  Fishing activity is observed beyond the rocky reef into the sea

3.3.3.3 Alternative Site – 3- Saronda  The significance of Saronda as a major pilgrimage centre for Parsi Community reduces the suitability of developing a port here.  Development of road/rail connectivity involves R&R.  Sandy coast abutting by Casuarina plantation  Fishing activity is observed

3.3.3.4 Alternative Site – 4- Off Nargol- Umbergaon

Based on the site analysis, this alternative was found to be most suitable due to following reasons:  Off Nargol - Umbergaon location has minimal environmental and social issues; R&R issues are also minimal  It is seen that Off Nargol- Umbergaon location, the coast is stable  Minimal R&R for development of road/rail connectivity

3.3.3.5 Alternative Site – 5 - Lagoon harbour in River Varoli

After analysis, this site is not selected due to the following reasons:  It carries high social and R&R issues due to dense population from the urban parts of Umbergoan  Proximity to fish landing area and a bridge connecting Umbergaon and Nargol, which is under progress  Mangroves were observed on either banks of varoli river mouth  Fish landing centre with two jetties inside river on southern bank  Fish drying yards on either side of river mouth in the sandy coast

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Based on the above analysis, alternative site no.4 near Nargol is found most suitable where no mangroves were observed and no R&R for port development and minimal R&R for rail/road corridor.

3.4 Traffic Volume

The Traffic potential for various cargoes envisaged to be handled at the proposed port is discussed here. The annual traffic projected for the proposed port at Nargol for the years 2018 and 2020 is presented in Table 3-2. Coal The major dry bulk proposed to be handled at the port is Coal. The demand for coal in the hinterland is high, as there are many existing/ proposed power plants, cement, captive power, textile, paper and chemical industries. Hinterland’s thermal power plant capacity is likely to increase from 30GW in 2011 to about 91 GW by 2019 which results in increased coal consumption. The hinterland for coal stretches across Gujarat, Maharastra and Rajasthan. Containers The container traffic in India has reached 9.95 MTEU in 2012, out of which 6.7 MTEU are handled by the North Western ports of India. The overall container traffic in India is likely to grow at a CAGR of 10% in next 15 years due to anticipated growth in EXIM trade and increased containerization trend. North western hinterland traffic is likely to be 24MTEU by 2025. Also the proposed Delhi Mumbai Industrial Corridor will enhance the container traffic at the proposed location. General Cargo The various general cargo types that are expected at the proposed port and their potential are discussed below: RO-RO Significant export plans by prominent automobile industries such as Tata and Mahindra as well as the lack of storage facilities for ro-ro traffic in Mumbai port will attribute to the ro-ro traffic to the proposed port at Nargol. Iron & Steel Of the total iron and steel imported by India, a high percentage of about 85% are imported through ports of Gujarat and Maharashtra. The increase in the consumption of steel demands the transport of steel products at Nargol. Project Cargo The project cargo in Western India is imported through ports of Mumbai and Mundra which is in the range of about 0.6 – 0.7 MTPA. It is presumed that the upcoming power plants in North West India and the proposed DMIC will import project cargo through north western ports of India out of which Nargol will be able to attract its share. Bulk Cargo Fertilizer The prominent fertilizers consumed in the hinterland include Urea, DAP, MOP and other NPK fertilizers. The western hinterland of Gujarat, Maharastra and Madhya Pradesh consumes more than 25% of the fertilizer imports to India. The lack of facilities in Mumbai port/JNPT

3 Project Description Page 20 Design Services for Nargol Port C1121113 Pre-feasibility Report RPE001rev. C and the demand for fertilizers in South Gujarat and Maharastra will account for the fertilizer traffic at Nargol port. Cement The port will facilitate various cement based industries located south of Gujarat to import its raw materials. Since, there is a demand supply imbalance in Gujarat and Maharashtra, the port is likely to contribute its share to coastal movement of cement and its raw materials along the West coast of India. Moreover, it is envisaged that ABG cements will establish a cement plant in Kutch with a capacity of 3.3 MTPA and also set up a clinker grinding unit in South Gujarat. The proposed port will attract some throughput from its clinker unit and will facilitate distribution of cement products along Indian coast. Minerals and Ores The South Gujarat ports currently handle minerals like iron ore, limestone and copper concentrate. The current volume of these minerals in various ports is around 6 million tons. Others The other types of general cargo which are expected to be handled in the port are palletized or unitized cargo (paper and pulp), grains, scrap metals, sugar, aggregates, limestone, gypsum, soda ash, etc. Liquid Cargo Chemicals Chemicals account for about 12 MTPA of traffic across ports in Gujarat and Maharastra. The traffic across various ports in South Gujarat and Maharastra is approximately estimated as 1- 1.5 MTPA. The import requirements of many chemical industries present in Vapi- Valsad region is on the rise, for which the proposed port can be of direct choice. The chemicals envisaged to be handled at the proposed port are Sulphuric acid, E.D.C, Propene, Caustic Soda, Paraxylene, Styrene monomer, PFAD, Ammonia, etc. POL The demand for POL products has increased by 3.8% per year during 2000-01 to 2005-06 and by 4.2% per year during 2006-07 to 2010-11. The major port nearby the proposed port which handles POL products is JNPT. The traffic at JNPT has exceeded its handling capacity resulting in berth delays. By providing better services, the proposed port can attract a significant traffic of POL from JNPT. LNG As the demand for gas is expected to be high in the next 6-8 years, the proposed port is also expected to handle LNG. The traffic projected for Nargol Port for both the phases is presented in Table 3-2. Table 3-2: Traffic Volume

S.No Type of Import (I) Units Traffic Volume Projected Commodity /Export (E) Phase-1A Phase-1B (2018) (2020)

1 Coal I MT 12.48 14.4

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S.No Type of Import (I) Units Traffic Volume Projected Commodity /Export (E) Phase-1A Phase-1B (2018) (2020)

2 Containers I/E MTEU 0.22 0.78

3 Fertilizers I MT 2.01 2.16

4 Cement Coastal MT 0.36 0.36

5 Iron & Steel I MT 1.16 1.48

6 Project I MFRT 0.2-0.3 0.3-0.5 Cargo

7 Ro-Ro E units 146,000 167,000

8 Liquid I MT 0.88 1.02

9 LNG I MTPA - 2.5 (or 1 to 2 MTPA FSRU)

The traffic projected for every 5 years is presented in Table 3-3. Table 3-3: Traffic Projected Upto 2040

Sl. Traffic Projected Type of No Unit Commodity 2025 2030 2035 2040

1 Coal MT 17.68 21.18 24.65 28.32

2 Containers MTEU 2.5 3.37 4.35 5.60

3 Fertilizers MT 2.5 2.89 3.26 3.66

4 Cement MT 0.36 0.36 0.36 0.36

5 Iron & Steel MT 1.9 2.46 2.8 3.62

6 Project Cargo M FRT 0.3 to 0.5 (about 0.2 to 0.3 MT)

7 Ro-Ro Units 234,000 314,000 400,000 511,000

8 Liquid Cargo MT 1.51 2.01 2.57 3.28

9 LNG MTPA 2.5 MTPA (or 1 to 2 MTPA FSRU)

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3.5 Vessel Size Analysis

The facilities to be developed at a port are highly dependent on the size of the vessel expected to make use of the port. Vessels carrying cargo to the port may not only be of different sizes but also be arriving in a random fashion depending on its demand and availability. Hence selection of optimum vessel is very crucial from the point of view of port development. It is also indeed essential to identify the right type of vessel visiting the port in addition to the maximum size for which the port needs to be planned. The quantum of traffic to be handled at the port and also the depth conditions at the proposed port should also be considered while finalising the design vessel size. Restrictions imposed by the physical features and the location of the site are also considered while determining the design vessel size. The location of the site may pose restriction on navigation as well as development of various port facilities, which may restrict the selection of vessel size. The design vessel size at Nargol Port is arrived at taking into due considerations of all these factors.

3.5.1 Coal

The main dry-bulk commodities expected to be handled at Nargol port are thermal coal and coking coal. An analysis of the existing fleet will help in having an idea about the vessels on sail at present throughout the world. The vessel sizes for transporting coal range widely from 35,000 DWT to 300,000 DWT. The average vessel size expected at Nargol port in the initial years range from 55000 DWT to 80000 DWT and the average vessel size in the future is expected to be around 100,000 DWT. The design vessel size expected at the port in is 120,000 DWT. A design vessel size of 1,20,000 DWT is selected for handling Coal at port and its sizes are presented in Table 3-4. Table 3-4: Dry Bulk Cargo - Design Vessel Sizes

DWT LOA (m) Beam (m) Draft (m)

1,20,000 264 43 16

3.5.2 Container

The design vessel size for container cargo is arrived based on the analysis of container vessel fleet, container ships on order and the container traffic expected in the port. The port is planned to serve range of vessels limited to 4500 TEU and the design vessel size considered for container cargo is presented in Table 3-5. Table 3-5: Containers – Design Vessel Sizes

TEU LOA (m) Beam (m) Draft (m)

4500 285 32.2 13.3

3.5.3 General Cargo

The proposed port is expected to handle Ro-Ro Cargo, Iron & steel, Project cargo and Palletized or Unitized Cargo (Paper, Pulp). An analysis of current fleet and fleet on order

3 Project Description Page 23 Design Services for Nargol Port C1121113 Pre-feasibility Report RPE001rev. C market is carried out to get a clear idea on the vessels available across the world. Based on the International and Indian scenario, the design vessel sizes for these cargoes are arrived at and presented in Table 3-6 along with its dimensions. Table 3-6: Multi Purpose Cargo - Design Vessel Sizes

Commodity DWT LOA (m) Beam (m) Draft(m)

Ro-Ro 3,500 CEU 176 28.1 9

Iron/Steel 40,000 DWT 200 30 11.5

Project cargo 20,000 DWT 162 26.5 8

3.5.4 Bulk Cargo

Apart from Coal, the proposed port is also envisaged for handling other bulk commodities such as fertilizer and fertilizer materials, cement, minerals and ores, grains, scrap metals, sugar, aggregates, limestone, gypsum, soda-ash etc. Vessels of size up to 50,000 DWT are expected to arrive at the port in the initial phases. Detailed analysis of existing and on order fleet was carried out to ascertain the optimistic dimensions of the vessel and the same is given in the Table 3-7. Table 3-7: Bulk (Others) - Design vessel size

Commodity Vessel Size LOA (m) Beam (m) Draft(m)

Other Bulk 50,000 DWT 190 32.2 12

3.5.5 Liquid Cargo

The traffic studies show that there exists a potential for imports of the liquid cargo at the proposed site. Vessels ranging from 1000 DWT to 100000 DWT are available for carrying cargo. Analysing the present scenario, the maximum number of vessels expected in the Indian coast is in the range of 10,000 to 20,000 DWT in the coming years. Vessels in the range upto 40,000 DWT can be expected at later stage. A design vessel size of 40,000 DWT is selected for handling the Liquid cargo and its dimensions are given in Table 3-8. Table 3-8: Liquid Cargo - Design Vessel Sizes

Commodity Vessel Size LOA (m) Beam (m) Draft (m)

Liquid Cargo 40,000 DWT 185 32 11.8

3.5.6 LNG

As the demand forecast for Liquefied Natural Gas (LNG) shows an increasing trend for the future years, the proposed port has a high potential for LNG traffic. The LNG carrier available in the international market varies from 20000 cu.m to 266000 cu.m. Among these, the majority of ships currently in operation ranges from 125000- 150000 cu.m.

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A design size of 150000 cu.m is adopted for handling LNG at the port and the size of design vessel is presented in Table 3-9. Table 3-9: LNG Carriers - Design Vessel Sizes

Commodity Vessel Size LOA (m) Beam (m) Draft (m)

LNG 1,50,000 cum 300 46 12.5

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Site Analysis

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4 Site Analysis

4.1 General

This chapter on Project Site Environment briefs on the scenario of the project site regarding various aspects pertaining to environmental characteristics. The prevailing environmental parameters of the project site are essential to assess suitability of site for planning of facilities for the port. This chapter details the location of site, existing features, meteorological conditions, oceanographic conditions, environmental aspects, ecological aspects, social aspects, connectivity and other infrastructure. The meteorological data were based on a specific reference location which has been found to have considerable similarities in its characteristics with the project site.

4.2 Connectivity to site

The proposed project site at Nargol has good network of roads and railways which is an added advantage. The project site is connected to National Highway (NH) NH-8 at Bhilad and Talasari, which is at distance of about 20 km from the site by road. The proposed site is connected to NH-8 at Bhilad and Talasari by three different routes i.e. through the state highway (SH) SH-5, Nargol Bhilad Highway and Nargol Sanjan road. The SH-5 which is presently a two-lane road is under the process of being expanded into an eight-lane highway. The site is connected to Mumbai and Gandhinagar by SH-140.

Figure 4-1: Road Map of Valsad District The nearest railway stations are Sanjan and Umbergoan railway stations located around 10 km and 11 km from site respectively. Vapi is one of the major cities in the area and is situated about 22 km from Sanjan.

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Figure 4-2: Rail Map of Valsad District Daman is the nearest Airport which is about 24 km and the Chattrapati Shivaji International Airport at Mumbai is about 128 km from the Nargol site. The nearest seaport is at Mumbai, about 140 km from the project site.

4.3 Topography

The general topography of the area is plain with a gentle slope towards the sea.The Nargol beach supports casuarinas plantations on its leeside and the seaside forms a part of the Gulf of Cambay. The project site has a tropical temperature with dry savannah and high palm trees. Nargol is supplied with water from the Varoli River, which is situated south of the project site. Two fishing jetties found near the southern bank of Varoli River are used by both fishing and ferry vessels. In addition to this, a bridge is being constructed across the river, which makes available certain temporary benchmarks that could be used for fixing benchmarks at the port site.

4.4 Existing Land-Use Pattern

The prime occupation of the people in Valsad district is agriculture. Total production of food crops in Valsad during the year 2006-2007 was 3.6 lakhs MT. The district is also an industrial base for sectors such as chemicals, textiles and paper & pulp industries. Confining to our project site, all the facilities of the proposed port are planned to be located in the reclaimed land area. Therefore land acquisition is not required. Also no new road link is proposed and widening of the existing roadway is planned. However, it is proposed to provide a rail link connecting the proposed port to nearest existing railway station (Sanjan or Bhilad) requiring less land acquisition.

4.5 Bathymetry

The near shore sea bed remains very shallow with a gentle slope towards west till 5m depth. The zero contours is at a distance of 2Km, the 5m contour at a distance of 6.5Km and the

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10m contour around 8Km from the coastline. The NHO chart no. 209 shows the bathymetry of Nargol area.

4.6 Meteorological Parameters

4.6.1 Climatology

The Nargol Port located in the Valsad district of Gujarat state experience tropical climate. The port site doesn’t have any long-term meteorological measurement. The nearest meteorological observation station in proximity to the project site is Surat (21°12’ N & 72°50’E). Surat is located about 120 km north of the proposed project site. Indian Meteorological Department (IMD) has published the meteorological condition at site, based on its 30 years daily observations. The monthly variations of the relevant meteorological parameters are presented in table below. Table 4-1: Summary of Meteorological Parameters (1951-1980)

Months Temperature (° C) Rainfall (mm) Relative No. of days with Humidity (%) Visibility 4 to 10km

Daily Max. Daily Min. Total Number 08:30 17:30 08:30 17:30 of days

Jan 31.5 14.3 0.0 0.0 65 39 4.8 1.2

Feb 33.5 16.1 0.4 0.0 62 33 5.2 0.1

Mar 36.2 20.1 1.5 0.2 64 32 4.0 0.2

Apr 37.7 23.7 0.3 0.0 66 38 2.4 0.1

May 36.4 26.4 7.3 0.3 68 55 2.0 0.2

Jun 33.8 26.6 249.3 8.0 79 70 4.2 1.4

Jul 31 25.4 417.7 15.4 88 79 6.3 3.6

Aug 30.6 25 299.4 13.2 89 79 6.5 4.1

Sep 32.2 24.4 190.7 7.6 86 70 4.9 2.1

Oct 35.9 23 27.2 1.2 72 49 2.3 0.2

Nov 35.3 19.3 13 0.8 61 43 2.7 0.7

Dec 32.9 16.1 2.6 0.1 65 43 4.0 1.0

Source: Climatological Tables by Indian Meteorological Department (IMD) Observation: Based on the observations from the above table, the hottest months of the year are April and May with highest average maximum and the highest average minimum temperatures.

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December and January have the lowest average maximum and lowest average minimum temperatures. The highest maximum temperature recorded in the area was 37.7° C and the lowest minimum temperature recorded was 14.3° C. More than 90% of the rains fall during the SW monsoon period (June to September). The annual rainfall recorded at Surat IMD observatory is 1210mm. The maximum rainfall is recorded in the month of July which is 417.7mm at Surat IMD observatory. The amount of rainfall in the months of June to September is appreciable and the rest of the months have very less or no rainfall. Maximum relative humidity of 89% is experienced at Surat in August. The minimum occurs in March i.e. 32% at Surat. Visibility in and around Surat is generally good, being 10-20 km for major part of the year. On an average, visibility is between 4 and 10 km for 50 days in a year and less than 4 km for 6 days in a year at Surat.

4.6.2 Wind

Monthly mean wind speed at Surat varies from 6.2 kmph in October to 13.5 kmph in June. Monthly mean wind speeds is 8 kmph or more during April to August at Surat observatory. The wind speed is between 1-19 kmph for 329 days in Surat observatories. The sector of predominant wind direction was studied as NE-N-NW.

4.6.3 Cyclones

Tropical cyclones are classified based on their strength as depressions and cyclonic storms. From the storm tracks available with the Indian Meteorological Department it is found that there are 10 storms which has occurred from 1877 to 1992 which had some relevance to the site of interest. The three severe storms which occurred in this period generated waves of heights 7.3 m, 6.7 m and 9 m respectively.

4.7 Oceanographic Parameters

4.7.1 Wave

The predominant wave directions are NW in the pre-monsoon period, from W to SW in the monsoon and from NE to NW in the post-monsoon period. This wave climate is pertaining to deep water zone. The wave height is usually less than 4 m and it rarely crosses 4 m. This measure is reduced by a factor of 0.7 when the wave reaches nearshore, especially in the SW direction.

4.7.2 Tide

Umbergoan is taken as the reference location for the proposed site and the tides at Umbergoan are semi-diurnal in nature. The mean tidal variation is of the order of 4 m at spring tides and around 1.9 m at neap tides. Based on the Naval Hydrographic Chart No. 209, the tide levels with respect to Umbergoan are as follows: Mean High Water Spring (MHWS) - (+) 5.4m CD Mean High Water Neap (MHWN) - (+) 4.3m CD Mean Sea Level (MSL) - (+) 3.4m CD

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Mean Low Water Neap (MLWN) - (+) 2.4m CD Mean Low Water Spring (MLWS) - (+) 1.3m CD

4.7.3 Current

The nearshore/offshore currents are of magnitude 2.5 knots with a tendency to flow northwards during flood tides and southwards during ebb tides thereby cyclic inundation to Gulf of Khambat. The tidal currents near the river mouth at Varoli are expected to be influenced by the monsoon flood flows. The peak flood discharge from the Varoli River is estimated to be around 3000 cumecs.

4.7.4 Littoral Drift

Study indicates that annual gross sediment transport rate is high in south Gujarat. The sediment transport rate is relatively high during SW monsoon period from June to September. Umbergoan is at 27 km near the project site, Nargol and hence various oceanographic conclusions are drawn based on certain surveys performed at Umbergoan. Between Umbergoan and Valsad the sediment transport is towards south from October to April and northwards during rest of the year. Table 4-2: Longshore transport rate

Location Longshore transport rate in 106 m3/year

Southerly Northerly

Umbergoan 0.386 1.523

Valsad 0.594 0.980

Reference: B.U.Nayak and P.Chandramohan (1992), “Longshore sediment transport for the Indian West coast”, Journal of Coastal Research, pp. 775-787

4.8 Seismicity

As per the IS 1893 (Part 1): 2002, the entire Indian region has been divided into four seismic zones namely Zone II, Zone III, Zone IV and Zone V. These seismic zones are based on the frequency of previous earthquakes at various parts of India. From seismic map (refer Figure 4-3: Seismic Zoning map of India), it is observed that the proposed project site falls in the seismic Zone III that is the zone of moderate earthquake.

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Figure 4-3: Seismic Zoning map of India

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Planning Brief

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5 Planning Brief

5.1 General

Knowledge of various facilities required at the port is much needed for proper port planning. Hence arriving at the details of facilities required to cater for the navigational, berthing and operational aspects of vessels expected at the port is the preliminary step in port planning. The facilities provided should allow all the vessels expected in the port to navigate safely and should also be flexible to cater for any future demands. These requirements should be assessed in terms of berth, cargo handling equipments, navigational and operational parameters etc, the details of which are described in the subsequent paragraphs. The second step includes identifying a suitable location within the proposed area, where all these facilities can be developed. The basic navigational needs for servicing the vessels include favourable weather and sea conditions with tranquil waters in the harbour area, sufficient water depth and width in the approach channel, harbour area and berths, adequate stopping distance, sufficient water area for easy manoeuvrability throughout the year and enough fender and mooring systems. Care needs to be taken to see that the port is conducive to carry out operations all around the year including the monsoon months making it an all weather port. The basic operational needs for assuring optimal (competitive) vessel turnaround, avoiding any vessel queuing time and cargo operations are adequate number and sizes of berths, suitable cargo handling equipment and cargo transfer systems from berth to storage area and vice versa. In addition to this, supportive infrastructure facilities like power and water supply, fire fighting, navigational aids, port craft, communications, safety and pollution control, connectivity to stack yard and terminal building should also be provided.

5.2 Planning Considerations

Before preparing a development plan, it is necessary to identify the various facilities required for efficient functioning of port operations. The facility requirements of a port can be broadly classified it to the following two categories. Navigational Requirement  Navigational Channel  Turning Circle  Manoeuvring and Berthing area Operational Requirement  Berths  Cargo Handling equipments  Storage Area  Port Buildings The appropriate sizing of the above facilities is required for the safe navigation of vessels and also for the efficient operation of the port. The right sizing of these facilities also plays a vital role in the overall economic feasibility of the port. In this chapter, details of various infrastructure facilities required and their appropriate size suitable for current project scenario is being worked out in the subsequent sections.

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5.3 Navigational and Operational Requirements

As a prerequisite to planning the layout of a port with the required facilities, it is essential to set the basic criteria for design of various components such as navigational and operational aspects to handle different types of vessels likely to call at the berth and for loading/unloading operations. These aspects are related to the marine environmental conditions prevailing at the concerned location. They comprise the following aspects:  Vessel type and dimensions  Operational criteria  Protection against prevailing waves and winds  Vessel minimum speed and stopping distance These criteria lead to:  Navigational channel dimensions  Manoeuvring area dimensions  Berthing area dimensions  Minimum vessel speed A number of American, British and International Standards are available for design of Navigational channel, Manoeuvring and berthing area. However, recommendations of Permanent International Association of Navigation Congress (PIANC), International Association of Ports and Harbours (IAPH) document Approach Channels – A Guide for Design, IS: 4651 has been followed for arriving at design facilities required at the port.

5.3.1 Design Vessel Type and Dimension

The Infrastructure required for a port is predominantly influenced by the type of cargo and its traffic anticipated. The design vessel size selected also plays a major role in deciding the sizes of facilities required at port. The above mentioned factors govern the design of approach channel, turning basin, berths and cargo handling systems. The design vessel sizes arrived based on the vessel size analysis is given in Table 5-1. Table 5-1: Summary of Design Vessel Sizes

S.No Cargo Capacity LOA (m) Beam (m) Draft (m)

1 Coal 1,20,000 DWT 264 43 16

2 Containers 4500 TEU 285 32.2 13.3

3 Bulk Cargo 50000 DWT 190 32.2 12

4 General Cargo

i) Ro-Ro 3500 CEUs 176 28.1 9

ii) Iron/Steel 40000 DWT 200 30 11.5

iii) Project Cargo 20000 DWT 162 26.5 8

5 Liquid Cargo 40000 DWT 185 32 11.8

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S.No Cargo Capacity LOA (m) Beam (m) Draft (m)

6 LNG 150000 cum 300 46 12.5

5.3.2 Operational Criteria

In planning terminal facility for port, the operational criteria for vessel handling and ship-shore transfer of cargo need to be taken into consideration. Vessel handling and/or ship-shore transfer of cargo operations can be interrupted due to one or combination of the following reasons:  Pilot cannot board the arriving vessel due to the rough sea and weather conditions. The

limiting operational wave criteria for pilot boarding is Hs = 1.5 m.  Tugs are unable to assist in manoeuvring the vessels because of rough weather conditions and hence mooring operations are not possible  Motion of moored vessels is too high to continue ship-shore cargo transfer operations.  Vessels have to leave the berth due to excessive mooring forces. Also due to “land based” reasons, such as breakdown of crane operations due to mechanical failure, power cut, workers suspension of work etc., must be taken into account. These aspects are discussed in more detail here under: a) Pilot Boarding Vessels visiting the port will need the services of a pilot for safe and efficient navigation to and from the port. A pilot will be taken from a shore-based station to the pilot boarding area by a pilot launch. The governing criteria for pilot boarding are acceptable sea conditions for the pilot launch while sailing to the pilot boarding area and also boarding the vessel. The limiting operational wave criteria for pilot boarding is HS = 1.5m. b) Tug Assistance in Ship Berthing Vessels arriving at the port need the assistance of tugs during the stopping and berthing manoeuvre. Vessel berthing needs acceptable sea condition such that fender forces are not exceeded and the risk of collision / damage to berth are low. Upon departure, ballast vessels need some tug assistance to deberth and line up for departure. The operational criteria for tug assistance are determined by the ability to fasten the tugs to the vessels and acceptable forces in the lines. The operational limit wave criteria for tug assistance and berthing manoeuvres of sizes of vessels considered is equal to Hs = 1.5 m. c) Ship – Shore Cargo Transfer Limits When motions of moored vessels become heavy, cargo-handling operations have to cease to prevent damage to the vessels and cargo handling equipment. Wave, currents and winds mainly induce these motions of moored ships. The ship motion for a given sea state condition depends on the ship dimension and direction of the wave motion. The acceptable sea state conditions increase as the size of the ship increases. The initial limit is lowest for Beam Sea and highest for head sea. The limiting wave height for different directions of wave attack on ships for safe-unloading operations as per PIANC bulletin No: 56 is given below:

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Table 5-2: Limiting wave Heights for Cargo handling Operations

Type of ship Limiting Wave Height (Hs in m)

Head or Stern (0˚) Quadrant (45˚-90˚)

Container Ships 0.5 -

Unloading 1 0.8-1.0 Dry Bulk Ships Loading 1.5 1

General Cargo Ships 1 0.8

Tankers 1.5-2.5 1.0-1.2

The values refer to the heights of residual deep-water waves with high periods in the range of about 7 to 12 sec. when the wave height is exceeded; cargo-handling operations have to be stopped. However as per IS: 4651, limiting significant wave height at general cargo berth, bulk cargo berth and container berths are 0.90m, 0.90m and 0.65m respectively and that at the turning basin are 0.9m, 1.2m and 1.2m respectively. d) Survival conditions When mooring forces become too high, vessels have to leave the berth. The conditions at which this occurs are defined as survival conditions and are dependent on vessel size, mainly on wave conditions. Survival criteria are generally assessed at 1.5 times the acceptable wave height for cargo handling.

5.3.3 Protection against winds and waves

In case the required berth days for vessel handling are not available due to the prevailing waves and current exceeding operational limits, it will be required to provide artificial shelters for the berths. Necessary protection in the form of breakwaters against predominant wave directions needs to be provided. Alignment and the length of breakwaters will be governed by following factors;  Predominant wave and current direction  Water area requirement  Number of berths requiring protection  Limiting wave heights of vessels for unloading operations

5.3.4 Stopping Distance

The vessels entering the port with a nominal velocity has to be stopped before performing berthing manoeuvre. This particular distance required for bringing the vessel to a halt is called the Stopping Distance. In other words the distance from approach channel to the turning circle, which is required to bring the vessel speed to zero is termed as Stopping Distance. As per IS: 4651 Part V-1980, the stopping distance required is considered as 3-5 times of the length of the design vessel, for vessels in basalt condition and 7-8 times the length of the design vessel, for vessels in loaded condition. However this distance will also depend greatly on the manoeuvring equipments coming with the vessel as well as its propeller type. If the vessels are equipped with variable pitch propellers, the stoppage

5 Planning Brief Page 35 Design Services for Nargol Port C1121113 Pre-feasibility Report RPE001rev. C distance can be reduced to nearly 1.5 times the length of the vessel. The stopping distance can also be reduced if tugs assist the vessels in the manoeuvring basin.

5.3.5 Navigational Channel Dimensions

The main aim of the approach channel is to safely move the vessels visiting the port from the sea to the berthing area. The alignment of approach channel largely depends on the sea bed topography and other oceanographic conditions. The following aspects should be considered in the development of approach channel.  The channel should be oriented so as to reach the deep-water contours in shortest possible distance. This is done to optimise the dredging quantity.  Channels should be as straight as possible and curvatures should be avoided particularly near the harbour entrance.  Cross currents and cross winds should be completely avoided particularly in instances near the harbour entrance and at the curves.  Anchorages should be provided along the length of the channel, the last one being close to harbour entrance. The international standards followed for the design of navigational channel is given in Clause 5.3

5.3.5.1 Channel Width

The minimum width required depends on the size and manoeuvrability of the vessel, type of channel bank, effect of other vessels in the channel and effect of wind and currents. The channel width consists of three distinct zones i.e. manoeuvring lane, ship clearance lane and bank clearance. The design of the channel account for the following parameters vessel speed, cross winds, cross current, longitudinal current, significant wave height and length, aids to navigation, bottom surface, depth of waterway, cargo hazard level and traffic density. The width required for the single lane channel considering all the above aspects is worked out in Table 5-3. Table 5-3: Width of Navigation Cannel

Criteria Channel Width

Basic manoeuvring lane 1.5 B

Vessel Speed 0.0 B

Wind Effects 0.5 B

Cross currents 1.3 B

Longitudinal currents 0.0 B

Wave action 0.5 B

Aids to navigation system 0.1 B

Bottom Surface 0.1 B

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Criteria Channel Width

Depth of waterway 0.2 B

Cargo hazard level 1.0 B

Bank clearance 0.6 B

Total 5.8 B

The channel width for the vessels considered is given in Table 5-4. Table 5-4: Navigational Channel Width

Width Type of Cargo Vessel Size Beam (m) Required (m)

Coal 1,20,000 DWT 43 250

Containers 4500 TEU 32.2 187

Bulk Cargo 50,000 DWT 32.2 187

General Cargo

Iron/Steel 40,000 DWT 30 174

Ro-Ro 3500 CEU 28.1 163

Project Cargo 20,000 DWT 26.5 154

Liquid Cargo 40,000 DWT 32 186

LNG 150,000 cum 46 267

An optimum width of 250m has been adopted for approach channels.

5.3.5.2 Channel Depth

The depth in the channel should be adequately greater than the static draughts of the vessels using the waterway to ensure safe navigation. Generally, the depth in the channel is determined by:  Vessel’s loaded draught  Trim or tilt due to the loading within the holds  Wave induced ship motion such as pitch, roll and heave  Character of the sea bottom, soft or hard  Wind influence of water level and tidal variations and  Sinking of vessel due to squat or bottom suction Considering the above factors, the underkeel clearance is taken as 20% of the draught of the vessel in the channel in unsheltered areas and 15% in protected areas.

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The depth required at inner and outer channel for the different vessels calling at the port are given in Table 5-5. Table 5-5: Dredged depth for various design vessels

Dredge Depth (m, CD) S.No Cargo Type Vessel Size Draft (m) Inner Outer Channel Channel

1 Coal 1,20,000 DWT 16.0 (-) 18.4 (-) 19.2

2 Containers 4500 TEU 13.3 (-) 15.3 (-) 16.0

3 Bulk Cargo 50,000 DWT 12 (-) 13.8 (-) 14.4

4 General Cargo

i Iron/Steel 40,000 DWT 11.5 (-) 13.2 (-) 13.8

ii RO-RO 3500 CEU 9.0 (-) 10.4 (-) 10.8

iii Project Cargo 20,000 DWT 8.0 (-) 9.2 (-) 9.6

5 Liquid Cargo 40,000 DWT 11.8 (-) 13.6 (-) 14.2

6 LNG 150,000 cum 12.5 (-) 14.4 (-) 15.0

The estimated depth at berth pocket for different types of cargo is given in Table 5-6. Table 5-6: Harbour Depths

S.No Type of Cargo Depths (m)

1 Coal (-) 17.6

2 Containers (-) 14.6

3 Bulk Cargo (-) 13.2

Iron/Steel (-) 12.7

4 General Cargo Ro-Ro (-) 9.9

Project Cargo (-) 8.8

5 Liquid Cargo (-) 13.0

6 LNG (-) 13.8

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5.3.6 Manoeuvring Area dimensions

The area immediate to the entrance of the harbour area is the manoeuvring area. It includes the turning circle, passage area and berthing area. Sufficient space should be provided for the turning and swinging of vessels before its berthing. The vessels are assisted with tugs during berthing. The size of the manoeuvring area depends on the size of protection provided, maximum size of the vessel and general situation. The optimum configuration of such basin would be circular.

5.3.6.1 Turning Circle

As per IS: 4651 (Part V) – 1980, the minimum diameter of the turning basin should be 1.7 to 2.0 times (1.7 for protected locations and 2.0 for exposed locations) the length of the largest vessel to be turned, where vessels turn by free interplay of the propeller and rudder assisted by tugs. If no tug assistance is available, the diameter of the turning basin may be 4 times the length of the design ship. The depth at turning circle is taken as 115% and 120% of fully loaded draft in protected and unprotected areas respectively as recommended by IS: 4651. The dimensions of the turning circle required for different design vessels are given in Table 5-7 Table 5-7: Turning Circle Dimensions

Protected Locations Exposed Locations Cargo Type Vessel Size Diameter Depth (m) Diameter Depth (m) (m) (m)

Coal 1,20,000 DWT 449 (-) 18.4 528 (-) 19.2

Containers 4500 TEU 485 (-) 15.3 570 (-) 16.0

Bulk Cargo 50,000 DWT 323 (-) 13.8 380 (-) 14.4

General Cargo

Iron/Steel 40,000 DWT 340 (-) 13.2 400 (-) 13.8

Ro-Ro 3500 CEU 300 (-) 10.4 352 (-) 10.8

Project Cargo 20,000 DWT 276 (-) 9.2 324 (-) 9.6

Liquid Cargo 40,000 DWT 315 (-) 13.6 370 (-) 14.2

LNG 1,50,000 cum 510 (-) 14.4 600 (-) 15.0

Since the turning circle is planned within the harbour basin, a turning circle of diameter 550 m has been considered.

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5.4 Berthing Facilities

The size of berthing area and the berth will depend upon the dimensions of the largest ship and the number of ships expected to use the terminal. The berth layout will be affected by many factors such as:  The size of port basin for manoeuvring  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 winds, waves and current. The length of the dredged area in front of the berth for single vessels should be 50 to 60 m more than the overall length of the design ship. The width of the dredged berth should not be less than 1.15 times the beam of the design vessel plus an additional width of the port crafts or tugs.

5.5 Berthing Requirements In order to work out the berth requirements to meet the projected traffic, it is necessary to define the following governing parameters  Cargo Volume  Vessel size/parcel size  Productivity (handling rate of commodity)  Effective working hours per day  Additional service requirements  Available port working hours per day  Accepted level of berth occupancy

5.5.1 Cargo Volume

All the facilities required in the port are designed based on the volume of cargo planned to be handled at port. The volume of cargo expected to be handled at Nargol port is given in Chapter 3.4 (Refer Table 3-2).

5.5.2 Effective working hours

It is expected that the new port will remain open for 365 days a year and 24 hours per day. The actual working time is taken as 20 hours per day accounting for shift changes and other planned/unplanned outages. In addition, the effective working or commission days is taken as 330 days, taking into account the weather downtime, outages for maintenance/ maintenance dredging and public holidays.

5.5.3 Time for Peripheral Activities

The total turnaround time at the port include time required for actual loading/unloading and time for peripheral activities. Peripheral activities are activities that need to be performed other than cargo loading/unloading that take up valuable berth utilisation time. Allowance needs to be made for a vessel to:  Make its approach to the berth, having picked up the pilot (if necessary), manoeuvre alongside the berth, connect its moorings and complete documentation prior to loading/unloading  Reposition cranes during loading/unloading

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 Complete documentation having unloaded/loaded, disconnect its moorings, pull away from the berth and clear completely as it departs from the port. Hence an average of six hours is taken as time for the peripheral activities.

5.5.4 Berth Occupancy

In order to arrive at the number of berths required for the different commodities and to assess the volume of cargo that can be handled at the berth, the concept of berth occupancy is used. Berth occupancy is expressed as a percentage of the number of days a berth is occupied by a vessel to the total number of berth days available. If a port facility is developed such that the berth is fully utilized at all times, then the changes in demand have to be accommodated by forcing the vessels to wait until the ships arrived previously has been serviced. This would be inefficient and uneconomic due to the delay costs of waiting ships. Conversely, developing a port so that ships are never forced to wait also represents uneconomic use of ports. Hence optimum berth occupancy should be provided in the ports. Berth occupancy bears a relationship with pre berthing detention since it is well recognized that there can be no regularity in the arrival of ships as they arrive at random fashion. Similarly, the time of service will also vary due to various factors. In view of this, sometimes more than one ship will wait to occupy a berth and hence a queue will be formed. The level of queuing depends upon the level of randomness of arrival of ships, the variations in service time and the level of berth occupancy. This problem has been statistically analysed and it has been found that an optimum level for minimisation of average waiting time will be achieved for a totally random system when the berth occupancy does not exceed 50% for single berth operation, 70% for a two berth operation and further higher percentages for more number of berths. The number of berths required for different phases to achieve the desired level of berth occupancy rate is given in Table 5-8. Table 5-8: Number of Berths Required

No of Berths Commodity Phase – 1A Phase – 1B *)

Coal 2 -

Containers 1 1

General Cargo -

Bulk – Others 1 1

Liquid Cargo 1

LNG - 1

TOTAL 4 4

*) Values are additive

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5.5.5 Cargo Handling Equipments

The cargo handling equipments proposed for different cargo types envisaged to be handled in the port are given in Table 5-9 . Table 5-9: Cargo Handling Equipments

Nos. S.No Description Phase-1A Phase-1B *)

1 Containers

a Rail Mounted Quay Crane 2 4

b Rubber Tyred Gantry Crane 5 6

c Reach Stackers 1 1

d Empty Container Handlers 1 1

e Rail Mounted Gantry Cranes - 1

f Tractors 15 27

g Trailers 20 38

2 Coal

a Grab Unloaders 4 -

b Stackers/Reclaimers 4 2

c Bulldozers 8 2

d Conveyors system 12,870 m -

3 Bulk Cargo

a Mobile Harbour Crane 1 -

b Mobile Loader 1 -

c Fork Lift Trucks 1 2

4 General Cargo

a Mobile Harbour Crane 1 1

b Fork Lift Trucks 1 1

5 Liquid Cargo

a Flexible Hose Pipe system 1 2

6 LNG

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Nos. S.No Description Phase-1A Phase-1B *)

a Loading/Unloading arm - 3

*) Values are additive

5.5.6 Support Facilities for Marine Terminal

The following support facilities should be provided at the port  Port crafts (Tugs, launches, mooring boats etc.) and a port crafts berth  Port buildings  Navigational aids  Internal road and rail access  Facilities for environmental management and safety  Other utilities and services (power, water, lighting and communication etc.,)

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Proposed Infrastructure

Design Services for Nargol Port C1121113 Pre-feasibility Report RPE001rev. C

6 Proposed Infrastructure

6.1 Planning Considerations

Planning include overall economic considerations between the ship size, rate of discharge, size of berth and storage area and cargo transportation facilities. Sizing of layout (like alignment, width and depth of approach channel, port entrance, size and shape of manoeuvring spaces within the port, stopping distance, length of breakwaters, size and number of berths, size of berth pocket etc.) are very important in the planning of the port, since in many instances the water depth and corresponding breakwaters constitute the major investment of any port infrastructure. These parameters are hard to change once the port is completed. In certain cases, uncertainties in traffic forecast may arise leading to arrival of new type of vessels in to the port. Hence a thorough evaluation has to be made on the type, size and number of vessels that will make use of the port at present and in future.

6.1.1 Port Layout-Overall Consideration

6.1.1.1 Water Depth Available with-in the Port Limits

The near shore sea bed remains very shallow with a gentle slope towards west up to 5 m depth. The zero contours are at a distance of 2 km away, the 5 m contour at a distance of 6.5 km and the 10 m contour around 8 km away from the coastline. The NHO chart no. 209 shows the bathymetry of Nargol area. The water depths available at Nargol taken from NHO chart no. 209 with reference to Umbergoan are given below:

Description Tide Levels w.r.t C.D

Mean High Water Spring MHWS (+) 5.4 m

Mean High Water Neap MHWN (+) 4.3m

Mean Sea Level MSL (+) 3.4 m

Mean Low Water Neap MLWN (+) 2.4 m

Mean Low Water Spring MLWS (+) 1.3 m

6.1.1.2 Wave incidence at the site and required tranquillity near terminal area

The height of waves and their distribution around the jetty structure is important from the point of view of planning since waves can cause undesirable vessel motions within the operational area resulting in operational difficulties or increased wave down time. The predominant directions of waves in deep sea are from SW to NW. The predominant wave directions are in the NW quadrant for pre-monsoon period, from W to SW in SW monsoon and from NE to NW in the post monsoon respectively. Proper planning should be done to maintain tranquillity within the operational area.

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6.1.1.3 Wind and current condition at the site as well as in its vicinity

Most of the time wind blows from the 180° sector SW-W-NW-N-NE while west is the predominant direction. The near shore/offshore currents are of magnitude 2.5 knots with a tendency to flow northwards during flood tides and southwards during ebb tides thereby filling and emptying the Gulf of Khambat.

6.1.1.4 Littoral Drift and Sediment Transport

Study indicates that annual gross sediment transport rate is high in south Gujarat. The sediment transport rate is relatively high during SW monsoon period from June to September. Between Umbergoan and Valsad the sediment transport is towards south from October to April and towards north during rest of the year.

6.1.1.5 Traffic Volume

The traffic volume expected for different commodities to be handled at the proposed port is presented in given in Table 3-2.

6.1.2 Port Layout Features

 The deeper water contours, at this location, run parallel to the coast. The layout which is adopted in the proposal is to locate the entire port outside the reef. The breakwaters are in deeper water. The reef area is used for reclamation for port facilities.  The port basin will be created within two breakwaters i.e. the Northern and the Southern breakwaters. This would be an all weather protected facility (including night navigation).  It is proposed to construct a total of four berths for Phase-1A and additional four berths are planned for Phase-1B. The dimensions of approach channel are given below. o Width of approach channel - 250m o Depth of outer channel - (-) 15.8 m o Depth of inner channel - (-) 15 m The design vessel size for the development are given below o Coal 1,20,000 DWT o Containers 4500 TEU o General Cargo Ro – Ro 3500 CEU Iron & Steel 40,000 DWT Project Cargo 20,000 DWT o Bulk Cargo 50,000 DWT o Liquid Cargo 40,000 DWT o LNG 1,50,000 cum  Fully mechanized loading and unloading facilities.

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6.2 Development Plan

Based on the data collected on planning parameters and analysis of preliminary layouts in above sections, a detailed Development Plan layout has been prepared for the Port at Nargol. Two Phases are considered for the development of Nargol Port. The initial Phase (Phase – 1A) is proposed to be developed by 2018 and the second Phase (Phase – 1B) is to be made available for operation by the year 2020. A total of four berths are planned for Phase-1A, two berths for bulk cargo (coal), one for handling containers & Ro-Ro vessels and one is planned to cater for other commodities. For Phase-1B, additional four berths have been considered based on the traffic projected for various commodities.

6.2.1 Layout and Orientation

The orientation of the port was chosen in such a way that the predominant winds, waves and currents have least effect on the operation of the port and the structure has least detrimental effect on the coastal regime. The effects of wave periods and directions at the berth/port location are studied and the orientation was arrived accordingly. It is proposed to provide seven berths for handling various commodities in the final phase. The berths are positioned near contours of 12m to reduce dredging quantity. The coal berths are aligned towards the southern breakwater, whereas berths for containers, general cargo, other bulks and chemicals are along the shoreline. Berthing facilities for LNG is provided at the end of northern breakwater. The facilities proposed are as follows:  Breakwater  Turning circle  Approach channel  Cargo handling equipments Layout planned for the development of the proposed port for Phase-1A and Phase-1B is presented in figures FD 001 & FD 002 respectively

6.2.2 Berthing Requirements

Berthing requirements and design vessel sizes adopted for the development of the proposed port for the final phase are summarised in Table 6-1. Table 6-1: Berthing Requirements

Number of berths Design vessel S.No. Type of berth size Phase-1A Phase-1B *)

1 Coal 2 - 120,000 DWT

2 Container 1 1 4,500 TEU

3 General Cargo - 40,000 DWT 1 4 Bulk Cargo 1 50,000 DWT

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Number of berths Design vessel S.No. Type of berth size Phase-1A Phase-1B *)

5 Liquid 1 40,000 DWT

6 LNG 1 1,50,000 cum

*) Values are additive

6.2.3 Berthing Facilities

Dimension of the berth is planned as per the largest vessel size and requirements of the cargo handling equipments. Berth Structure The berths for containers, general and other bulks are placed along the shoreline so as to provide sufficient back-up area immediately behind the wharves for efficient storage. The width of the container berth will be around 40m occupying quay cranes with rails spaced at 30m. The coal berths are positioned adjacent to southern breakwater for easiness in carrying coal to its transit shed through conveyors keeping its hindrance to other cargo operations to a minimum possible. The liquid berth is placed towards the northern end of the shoreline for effective transfer of liquid cargoes to tank farm through pipelines. Berthing facility for LNG has been provided at the remote corner of the northern breakwater to provide for safety in navigation. Island type berth facility is planned for handling LNG vessels with provisions of mooring and breasting dolphins and a service platform. The superstructure of the berths will be supported by steel or concrete piles socketed into rock beneath the seabed. Block work walls on a rock rubble mound will be provided as retaining structure that will contain the fill material behind the quay walls. The dimensions of the berths for different cargo types planned is presented in Table 6-2 Table 6-2: Berth Dimensions

Berth Length (m) Berth S.No Berths Width (m) Phase-1A Phase-1B*)

1 Coal 700 - 35

2 Containers 350 350 40

3 General cargo - 40

4 Bulk Cargo 260 260 40

5 Liquid Cargo 260 40

*) Values are additive Deck Level The first step towards the development of a berthing structure is to arrive at the deck level. The deck level is decided based on the following aspects:

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a) Considering the optimum position of the cargo transfer equipment to cater for two extreme conditions, viz., the largest vessel in light displacement condition at highest water and the smallest vessel in fully laden condition at lowest water b) On consideration to prevent overtopping of the deck during extreme conditions based on codes like IS 4651 (or) other guidelines. The deck level is fixed in such a way that the maximum wave should not hit the bottom of deck slab at high tide level creating uplift and slam forces. In the proposed site, MHHW is (+) 5.40 m CD. With a storm surge of 1.0 m, sea level rise of 0.1 m over a period of 50 years, and accounting for 0.5 m waves, the finished deck level is proposed to be around (+)7.5 m CD.

6.2.4 Approach Channel and Turning Circle

The dimensions of the approach channel are determined by the maximum and minimum speed of the vessel, draught required, number of manoeuvring lanes required, nature of seabed surface, stopping distance required and effects of cross currents, winds etc. The approach channel is aligned in the NW direction with a turning circle provided near the berthing area for effective navigation. During preliminary investigations, it was found that the sea bed comprises of substantial amount of rock. Hence, optimum dredge depths for the channels have been arrived at considering a tidal advantage of 3.4m. Dimensions of the approach channel and the turning circle required for the design vessel have been worked out and the details are presented below. The optimized channel dimensions are given in Table 6-3 and Table 6-4 gives the optimized dredge depths for the berths planned. Table 6-3: Dimensions of Approach Channel & Turning Circle

Description Width/Diameter (m) Dredge Depth (m)

Outer Approach Channel 250 (-)15.8

Inner Approach Channel 250 (-)15.0

Turning Circle 550 (-)15.0

Table 6-4: Berth Pockets – Dredge Depth

S.No. Berths Dredge Depth (m)

1 Coal (-) 17.6

2 Container

3 General Cargo (-) 15

4 Bulk Cargo

5 Liquid Cargo

6 LNG (-) 13.8

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6.2.5 Breakwaters

In order to protect the harbour area from the effects of detrimental waves and also to provide required tranquillity condition within the basin, the basin is protected two rubble mound breakwaters. The northern breakwater is of length 2,150 m and the southern breakwater is of length 5265 m. These breakwaters provide an enclosed berthing area sheltered from the prevailing wave conditions. The breakwaters are aligned in East-West directions but the southern breakwater bends towards north direction beyond (-) 9 m contour.

6.2.6 Quarry The construction of breakwater requires a suitable quarry to supply for the rocks required for its erection. The suitability of rock available at the quarries located nearby the site was studied to check for the feasibility. This is done by analysing the quality of rock available, rock sizes and amount of availability. Factors such as the lead distance from the port site, alternate routes available to the port site from the quarries should also be given due importance along with the quarry features. It is proposed to use quarry located near Sarigam for supply of armour stones for the breakwaters. There are three to four quarries located at a distance of 25 km from the port site. The following are its advantages:  Quality of the rocks is very good and huge rocks can be procured.  Quarries are located very near to port site compared to other ports.  There are multiple connecting routes available to the quarry site from the proposed port.  Major portion of the road is in good condition for transportation. The proposed connectivity from quarry to the port site is presented in Figure 6-1. The connectivity seeks for widening and improvement of the road covering a stretch of 8 – 10km.

Figure 6-1 Proposed Connectivity between Sarigam and Nargol Port Site

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Figure 6-2 Sarigam Quarry

6.2.7 Dredging and Reclamation

Dredging process involves excavation of soil or rock below sea bed level in order to provide the vessels with sufficient depth for navigation. The entire process depends majorly on type of soil and its characteristics. From the preliminary investigations, it is found that a substantial amount of dredging involves rock. Direct dredging of rocks is possible for rocks of lower strength with cutter suction dredgers. However, higher strength rocks needs to be disintegrated before dredging. The pre treatment of rocks can be achieved either by mechanical methods or chemical methods, which involves under water blasting of rocks using explosives. The capital dredging quantity for Phase-1A will be approximately 4 million m3 of which around 1.4 million m3 comprises of rock dredging and for Phase-1B, additional dredging volume of approximately 2.5 million m3 is required including 0.8 million m3 of rock. The entire landside facilities are planned to be developed in the reclaimed land area and approximately 12 million m3 of material is required for reclamation in Phase-1A and an additional 9 million m3 in Phase-1B. Since most part of dredging involves rock, rocks of good quality and strength can be utilized as reclamation material. Apart from that, additional material is planned to be derived through off shore dredging or any nearby borrow pit. . The fill material to be used for the reclamation area will be of graded selected fill duly compacted in layers. The fill material is expected to vary between levels of (-) 7 m, CD and (+) 3 m, CD, which has to be reclaimed to a level of (+) 7.5m, CD.

6.2.7.1 Dredge Disposal

One of the major problems encountered by most of the ports is improper disposal of dredged soil. All the material obtained by dredging cannot be easily disposed off on the land and so, part of it has to be dumped off shore. Therefore it becomes imperative that the material disposed off shore does not find its way back to the navigational channels of the harbour. A part of dredged material will be used for reclamation of the backup area. The remaining unused dredged material will be disposed to in the deepwater. The exact location of the

6 Proposed Infrastructure Page 50 Design Services for Nargol Port C1121113 Pre-feasibility Report RPE001rev. C dredge disposal area will be found out after carrying out Modelling studies on dredge disposal.

6.2.7.2 Reclamation bund

The reclaimed ground will be protected by providing rubble mound bund on all sides. This reclamation bund will be designed for a design life of 50 years. The methodology provided in the CIRIA manual (manual on use of rock in coastal and shoreline engineering) has been followed. The reclamation bund will comprise of quarried rock/stones from a suitable source. It will include geo-textile membrane on the rear face to enhance its fill retention properties. The outer face will be protected against wave action with armour stones.

6.2.8 Cargo Handling Equipments

The equipments and its numbers proposed for handling different type of cargo that are envisaged using the Nargol Port are given in Table 6-5. Table 6-5: Cargo Handling Equipments

Nos. S.No Description Phase-1A Phase-1B *)

1 Containers

a Rail Mounted Quay Crane 2 4

b Rubber Tyred Gantry Crane 5 6

c Reach Stackers 1 1

d Empty Container Handlers 1 1

e Rail Mounted Gantry Cranes - 1

f Tractors 15 27

g Trailers 20 38

2 Coal

a Grab Unloaders 4 -

b Stackers/Reclaimers 4 2

c Bulldozers 8 2

d Conveyors system 12,870 m -

3 Bulk Cargo

a Mobile Harbour Crane 1 -

b Mobile Loader 1 -

6 Proposed Infrastructure Page 51 Design Services for Nargol Port C1121113 Pre-feasibility Report RPE001rev. C

Nos. S.No Description Phase-1A Phase-1B *)

c Fork Lift Trucks 1 2

4 General Cargo

a Mobile Harbour Crane 1 1

b Fork Lift Trucks 1 1

5 Liquid Cargo

a Flexible Hose Pipe system 1 2

6 LNG

a Loading/Unloading arm - 3

*) Values are additive

6.2.9 Storage area

Storage area for General cargo, Ro-Ro, Project Cargo and Iron Steel is planned immediately behind the quay walls accounting for about 32 Ha. For container storage, approximately a total area of 35 Ha has been considered including 18 Ha of land near Rail Container Depot (RCD) for temporary storage in Phase-1A and an additional 12 Ha in Phase-1B. Stock piles of area about 20 Ha has been considered for storing coal in Phase-1A and an additional 25 Ha in Phase-1B. Tank farm of area around 10 Ha has been planned for storing liquid cargo in Phase-1B. Apart from that, a covered storage area of 4 Ha and a bagging plant of 10 Ha areas are also considered. Storage area planned for different cargoes for the two phases are presented in Table 6-6. Table 6-6 Storage Area Requirements

Storage Area (Ha)

Phase-1A Phase-1B*)

56 90

*) Values are additive The entire storage area is planned to be provided on reclaimed land.

6.2.10 Buildings

The buildings needed for operating and maintaining the proposed terminal are given below. Port administration building A port administration building has been planned to be provided in the port. The administration building comprises of the following facilities.

6 Proposed Infrastructure Page 52 Design Services for Nargol Port C1121113 Pre-feasibility Report RPE001rev. C

 Reception  Offices for all the staff members  Conference rooms, training facilities  Prayer rooms  Store  Kitchen and toilet facilities Container Gate Complex The container gate complex comprises of the following buildings and facilities.  Security Gates  Radiations/x-ray portals  Entry/exit Booth Services  Customs Clearance/Problem Resolution/Physical Inspection Areas Marine services The buildings for Harbour Master’s office, Pilot’s and tug crew’s; port craft workshops will be provided. Container Terminal Operations Building For the container terminal operations the following buildings and facilities are provided.  Terminal operation building  Building for reefer washing facility  Area for maintenance and repair facility  Fuel stations  Terminal security stations  Waterside worker services building  Container inspection stations  Container freight stations Multi-purpose Cargo Terminal Operations Building The following buildings and facilities will be provided in multi-purpose cargo terminal  Terminal operation building  Area for maintenance and repair facility  Fuel stations  Terminal Security Stations In addition to the above mentioned buildings the customs building/central security office and customs/government inspection buildings will be provided in the port.

6.2.11 Road and Rail Connectivity

The proposed road and rail connectivity for the port is presented in Figure: FD 003

6.2.11.1 Proposed Road Connectivity

The Nargol port is proposed to be connected to the existing National Highway NH-8 via Nargo-Sanjan road, Aahu, Khatalwada, Sanjan and Tumb. The proposed port is planned to be connected to Nargol-Sanjan road by means of a new route within the planned rail corridor. The total length of the road link is estimated to be around 20 km. The existing right of way is 24 m and it is proposed to be widened to 40 m for the envisaged traffic.

6 Proposed Infrastructure Page 53 Design Services for Nargol Port C1121113 Pre-feasibility Report RPE001rev. C

6.2.11.2 Proposed Rail Connectivity

In order to ease the movement of container cargo and other cargoes from the hinterland, a rail link is planned to connect the port with existing rail head. The proposed width of the rail corridor is 40m. It takes off from Nargol Port and joins the rail link of Bhilad-Sanjan.

6.2.12 Port Craft

Based on the traffic two tugs of capacity 60 T and three launches are proposed. Port craft berths are located adjacent to container storage yard.

6.2.13 Utilities and Services

6.2.13.1 Water

Potable water will be supplied to all buildings for domestic and sanitary purposes. A separate water treatment plant is proposed to treat water before distribution, with separate tanks to supply for drinking purposes and bunkering. The volume of water required for the proposed port development is estimated to be around 300 KLD for Phase-1A and an additional 200 KLD is required for Phase-1B. The potable water piping will be either ductile iron or HDPE pipe and designed for the anticipated demand to avoid replacing or looping the pipes. The system will be underground with the main pipes placed within utility corridors running along the sides of the arterial roads. Booster pumps will be routed to all buildings and other delivery points. This includes the port craft basin where there will be a hydrant for barges supplying fresh water bunkering service to vessels. Water can be sourced either from river Varoli or Daman Ganga.

6.2.13.2 Power

A reliable and high quality power source is required by the proposed port with the principal sources of electrical loads as follows:  Quayside cranes  RMG cranes  Reefers within the stacking yard  Cold ironing  Lighting  Buildings  Maintenance plant and equipment It is proposed that the port will be served by a centrally located 750MV gas insulated substation. 110 kV transmission lines will provide power from the port’s hinterland. An 11 kV distribution system will serve loads throughout the port. A stepped-down 11 kV distribution system will deliver power to the quay cranes for containers and a 6.6 kV system will be designated for shore power to the ships. The annual power requirement is estimated to be around 33 MVA for Phase-1A, which will increase further by 22 MVA for Phase-1B.

6 Proposed Infrastructure Page 54 Design Services for Nargol Port C1121113 Pre-feasibility Report RPE001rev. C

Proposed Power Source: It is envisaged to be purchased from a local utility

6.2.13.3 Communication

An efficient and reliable communication system is a major requirement for berth operations. The communication system will be constructed in accordance with the utility company standards. Communications include infrastructure to accommodate the telephone distribution system and all fibre optic (FO) data and signal systems required for the port’s operation. Specific systems proposed to be incorporated within the port facilities for security are as follows:  Access Control System  Intruder Detection System  Integrated Network Management System  Telephone Network (Emergency)  UHF/Tetra Mobile Radio System  Vehicle Monitoring System

6.2.13.4 Storm Drainage

The surface runoff from pavements will be collected in a pipe drain system sized to the design rainfall intensity for the site to avoid ponding. The surface water from the quay aprons and storage areas will flow into trench drains installed in the access right-of-ways between the stacks of containers and open storage areas for multi-purpose cargo. The trench drains will empty into storm water catch basins located in the right-of-way separating the container stacks and open storage areas. The catch basins empty the storm water into the buried outfalls that run perpendicular to the quays. The outfall will empty their contents directly into the port harbour.

6.2.13.5 Sewerage and Oily Waste Water Disposal

Domestic wastewater will be generated by buildings and washing facilities. Two alternatives are considered for handling this sewerage with the final selection of the preferred method is done at the final planning stage. One of the alternatives is to collect the wastewater in holding tanks and pumping it through a distribution piping system to a sewerage treatment plant located within the port limits. The other alternative is to pump it through a distribution piping system to a package sewerage treatment plant located within the port’s limit. Drainage from maintenance facilities will be equipped with local oil/water separators for removal of oil and grease from the wastewater.

6.2.13.6 Bunkering

Potable water bunkering facilities will be provided at all the berths for possible sale to visiting ships and cleaning facilities. Water bunkering facilities includes the port craft basin, where there will be a hydrant for barges supplying fresh water bunkering service to vessels. Provision of fuel oil bunkering will be provided in the port during Phase-1B.

6.2.13.7 Pollution Control

The handling of coal, cement and clinker may lead to pollution in the port area (Handling containers will not lead to any serious pollution problem in the port). Pollution control facilities will be provided according to (MARPOL 73/78).

6 Proposed Infrastructure Page 55 Design Services for Nargol Port C1121113 Pre-feasibility Report RPE001rev. C

6.2.13.8 Fire Fighting Arrangement

The fire hydrants will be provided in such a manner that hose lines can effectively reach any part of the area. Sea water is proposed to be used for fire fighting purposes. Two pumps of adequate capacity will be provided. Special fire extinguishers will be provided for electrical fires. Diesel engine stand by shall be provided for operating the fire hydrant system during emergency/power failure.

6 Proposed Infrastructure Page 56 Chapter 7

Project Schedule & Cost Estimates

Design Services for Nargol Port C1121113 Pre-feasibility Report RPE001rev. C

7 Project Schedule and Cost Estimates

7.1 Project Implementation

The major activities considered for the implementation of the project and the likely schedule is discussed in this chapter.

7.1.1 Project Modules

The prime stages involved in development of a port are Preliminary & Tender Engineering followed by Engineering, Procurement & Construction of all the facilities proposed. The probable time frame for these modules is required to have a direct control over the work progress. It is aimed to achieve commissioning of ports within 36 months from likely date of construction. The estimated time required for the stages considered is given in Table 7-1. Table 7-1: Project Implementation Schedule

Sl. Activity Duration No. (Months)

1 Pre – Construction Activities 12-18

2 Construction Activities

Engineering, Procurements & Construction 36

Likely date of start of construction - April, 2014* Likely date of completion - April, 2017 * Assuming that MoEF clearance takes maximum 3 months following submission of EIA report to statutory authorities

7.2 Block Capital Cost Estimate

The cost of various civil, mechanical & electrical facilities and utilities involved in development of the port is worked out separately and combined to arrive at the overall capital cost estimate for the port. The capital cost estimate for development of Nargol Port is presented in Table 7-2.

7 Project Schedule and Cost Estimates Page 57 Design Services for Nargol Port C1121113 Pre-feasibility Report RPE001rev. C

Table 7-2: Cost Estimate for Development of Nargol Port

Cost S. Description of Item (In ```. Crores) No. Phase-1A Phase-1B*)

1 Breakwater 1975 -

2 Dredging and Reclamation 525 310

3 Navigational aids 5 1

4 Berths 410 500

5 Equipments 600 450

6 Buildings and Other Civil works 40 20

7 Road and Rail infrastructure 100 25

5 Utlities and Services 60 35

Grand Total 3715 1341

*) Values are additive

7 Project Schedule and Cost Estimates Page 58 Chapter 8

Recommendations

Design Services for Nargol Port C1121113 Pre-feasibility Report RPE001rev. C

8 Recommendations  Prima Facie the site is found feasible for developing an all weather port.  The proposed port at Nargol will be handling coal vessels of size 1,20,000 DWT and container vessels of 4500TEU. Also the port has been well equipped with facilities to cater for other bulk & break bulk cargoes like iron & steel, project cargo, liquid cargo and LNG.  There are no R&R issues envisaged as the development is proposed on reclaimed sea bed.  The proposed project will generate direct and indirect employment for local people thereby enhancing the economy and infrastructure of the nearby area.

8 Recommendations Page 59 Figures

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V.B. OF SARONDE

V.B. OF MANIKPUR ROAD ROAD Ch:135.53 m ASPHALT ROAD NALA

ASPHALT ROAD B A R R E N L A N D CANAL

ASPHALT ROAD V.B. OF SARONDE

V.B. OF MANDA ROAD NALA NALA CANAL ROAD V.B. OF KHATALVADA

CANAL

ROAD

V.B. OF SARONDE Ch:3282.51 m 4(

V.B. OF AAHU ROAD V.B. OF AAHU

V.B. OF MANIKPUR

V.B. OF SARONDE V.B. OF NARGOL ROAD

V.B. OF NARGOL V.B. OF KHATALVADA V.B. OF DEHLI

V.B. OF MANIKPUR ASPHALT ROAD ASPHALT ROAD V.B. OF KHATALVADA 4'5'48'&(14'56 V.B. OF DEHLI OPEN JUNGLE V.B. OF TALWADA ASPHALT ROAD ROAD V.B. OF KHATALVADA V.B. OF MANIKPUR M U D V.B. OF KHATALVADA CANAL V.B. OF AAHU NALA

V.B. OF MANIKPUR

V.B. OF KHATALVADA ASPHALT ROAD HIGH TENSION LINE

CANAL ROAD Ch:4513.97 m V.B. OF DEHLI V.B. OF MALAV Saronde Road Ch:4535.21 m ROAD ROAD

V.B. OF SARONDE CANAL V.B. OF NARGOL 2416'%6'&(14'56 ROAD

Ch:4865.78 m

NALA ROAD 210&

V.B. OF NARGOL ASPHALT ROAD

NALA CANAL

V.B. OF KHATALVADA

V.B. OF AAHU V.B. OF MALAV V.B. OF SARONDE V.B. OF SARONDE ASPHALT ROAD V.B. OF NARGOL

ASPHALT ROAD V.B. OF TALWADA Ch:5345.62 m ROAD V.B. OF MALAV Ch:5372.58 m

Saronde Road M U D NALA V.B. OF NARGOL NALA V.B. OF AAHU CANAL ASPHALT ROAD

4'5'48'&(14'56 ROAD OPEN JUNGLE ROAD HIGH TENSION LINE

R O A D CANAL

CANAL NALA 2( 4'5'48'&(14'56 V.B. OF TALWADA V.B. OF NARGOL Ch:5860.83 m V.B. OF MALAV V.B. OF AAHU V.B. OF VANKAS V.B. OF NANDIGAM B A R R E N L A N D V.B. OF KHATALVADA ROAD V.B. OF KHATALVADA V.B. OF VANKAS CANAL ROAD CANAL

ASPHALT ROAD

CANAL NALA CANAL

NALA ROAD NALA Nargol Bandar Road

CANAL ROAD NALA Ch:7686.66 m NALA M U D NALA ASPHALT ROAD ASPHALT ROAD Ch:6713.20 m

V.B. OF AAHU NALA V.B. OF VANKAS V.B. OF KHATALVADA

V.B. OF KHATALVADA

ROAD

M U D V.B. OF NARGOL V.B. OF AAHU

ASPHALT ROAD NALA NALA

ASPHALT ROAD ROAD ASPHALT ROAD CANAL M U D

NALA

V.B. OF NARGOL ROAD

NALA NALA

NALA

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NALA ASPHALT ROAD CANAL NALA

NALA

Ch:13546.56 m

ASPHALT ROAD V.B. OF NARGOL V.B. OF MALAV V.B. OF KHATALVADANALA V.B. OF VANKAS V.B. OF TUMBH M U D ROAD V.B. OF TUMBH NALA M U D V.B. OF NARGOL M U D NALA CRICKET

GROUND NALA ASPHALT ROAD

Ch:14571.29 m M U D NALA

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NALA V.B. OF VANKAS V.B. OF TUMBH

NALA V.B. OF NARGOL

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NALA

M U D

NALA

M U D ASPHALT ROAD

NALA M U D ASPHALTED ROAD NALA

V.B. OF VANKAS V.B. OF TUMBH

M U D

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NALA BRIDGE

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M U D

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