Dharamtar Port Pvt. Ltd

DHARAMTAR PORT PVT. LTD.

Regd. Office: JSW Centre, Bandra Kurla Complex, Bandra (East), Mumbai – 400 051. Phone : 022-4286 1000 Fax : 022-4286 3000 CIN : U93030MH2012PTC236083

Ltr. No. MH/DPPL/EIA/2015/03 Date: 04.06.2015

To, The Director (IA-III) Infrastructure and Miscellaneous Projects & CRZ (IMP & CRZ) Ministry of Environment, Forests & Climate Change (MoEF & CC) Indira Paryavaran Bhavan, Jor Bagh Road New Delhi- 110 003

Sub: Submission of additional information for the Environmental Clearance (EC) for proposed Expansion of the Dharamtar Jetty facility at Dolvi, Raigad, Maharashtra by M/s JSW Dharamtar Port Private Ltd. [F. No. 11-79/2013-IA.III]

Ref.: Minutes of the 147th Meeting of Expert Appraisal Committee for Infrastructure Development, Coastal Regulation Zone, Building/Construction and Miscellaneous projects held on 23rd April, 2015 at the Ministry of Environment, Forest and Climate Change (MoEFCC), New Delhi

Dear Madam,

As per the reference cited above, we are herewith submitting the additional information sought by the expert appraisal committee for the environment clearance (EC) for proposed expansion of Dharamtar Jetty facility.

In this regard, we request you to kindly consider our additional reports and include in the forthcoming meeting of the EAC of IMP & CRZ for the environmental clearance of the project.

Your kind consideration in the regard is highly appreciated and obliged.

Thanking You.

Yours Sincerely, for JSW Dharamtar Port Pvt. Ltd.

R R PATRA Vice President-Projects

Additional Information Expansion of Dharamtar Jetty facility at Dolvi, Raigad, Maharashtra [F.No.11-79/2013-IA.III]

Additional Information sought by the Expert Appraisal Committee - Infrastructure Development, Coastal Regulation Zone, Building/Construction and Miscellaneous projects, as discussed in the 147th meeting held on 23rd April, 2015 at Ministry of Environment, Forest & Climate Change (MoEFCC), New Delhi

Additional Information no. 1. Provide details of the plots without mangroves. The PP may use Google imagery for this purpose.

The plot details of the Dharamtar jetty facility is given in Figure 1 & 2. As appears in Figure 2, the village cadastral level map indicates the proposed jetty facility is lying on the land parcels.

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Figure 1: Google map showing the Plots of the Dharamtar Jetty facility

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Figure 1: Plots showing the land parcels on the village cadastral map

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Additional Information no. 2. Specify changes in hydrodynamics of affected water body due to blocking effect of the piles on the river water course.

NUMERICAL MODEL SIMULATIONS – HYDRODYNAMICS & SEDIMENTATION

1.1 Introduction

1.1.1 General

The proposed Jetty for handling of the Captive Cargo for the JSW Steel, JSW Cement and other affiliated Industries of the JSW is proposed on the Right bank of River Amba, about 26 km from the sea deep inside the Dharamtar Creek. The Dharamtar Creek is mostly tidal, except for the monsoon flows when fresh water discharges in the river is experienced. But due to the relatively narrow catchment of the Amba River and the Barrage at Nagothane (19 km upstream of the proposed site of development), this freshet in the river gets ‘drowned’ by the tidal flow. Therefore, the flow can be safely assumed to be tidal round the year, though in the present model study, the upstream discharges in the river has been used as a boundary data for the flow computations.

In order to predict the effect of flow regime in a creek or estuary or coastal waters, often times models are deployed. Numerical hydrodynamic modelling is a very handy tool to determine the effect on the flow pattern and computation of the siltation in the creek/river/coastal water, quickly and accurately. The other means is the Physical model, which is quite exhaustive and time consuming. In addition, shallow and narrow creeks are at a risk of being affected by ‘scale’ effect in a physical model. Accordingly, for the present study numerical modelling tools have been deployed.

One of the techniques to remove the boundary distortions and consequent effect on the result, a larger area is taken in the initial model, known as Global model or Regional model. In this model, known data stations are relied upon for the boundary data, and the field data collection stations are relied upon for calibration of the model. The global model is essentially a coarse mesh model, and is primarily used for deriving the boundary data for the fine mesh local model; for more refined and localised results. In the present case, the global mesh model was set up using the available tidal data from the Revdanda tidal Station in the south and Worli Point (Bandra) tidal station on the north as boundary forces. This large area model, with tidal flows driving the flows inside the Dharamtar creek, which is the confluence of many creeks with many open boundaries, removes the inaccuracies likely to result from lack of data for these open boundaries of the numerous creeks in the Dharamtar Creek system. Since the ocean tides controls the flow regime in the creek and

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with no or small freshets, the resulting hydrodynamics of the creek remain unaffected despite these shortcomings in the boundary data.

Accordingly, the first step was to set up a global model with the tidal boundaries extracted from CMAP chart systems. The global or the regional model was calibrated by using the current and surface elevation data collected at the data station described later in the report. In the second step, boundary information from the calibrated global model was extracted and a local model (finer mesh) was set up. Since the model boundaries are extracted from a calibrated global mode, the correctness of the flow hydrodynamics in the local model is assured.

1.1.2 Modelling Objective

The objectives of the mathematical modelling computation being carried out are as follows;

1. Compute the flow hydrodynamics near the proposed project location 2. Compute the current and other associated parameters in order to determine the likely effect on the shoreline of the creek. 3. Local effect due to the proposed Jetty on the estuarine hydrodynamics and morphology.

1.1.3 Brief Model Scheme

In order to achieve the above objective the following modelling scheme was enforced for the computation of the desired parameters;

 2D regional model with C-Map tidal data for existing conditions

 Calibration of the regional model using the site specific data collected

 2D local model with boundary information extracted from global model

Based on the mathematical modelling principles, the hydrodynamic models do not ‘see’ the pile supported structures as an obstruction. These effects are highly localised, and more so in a tidal environment where the flow is bi-directional. The local scour or eddies therefore are self-compensative. The proposed jetty at Dharamtar is on piles; hence the hydrodynamic of the River/creek area is not affected by these pile foundations. However, the proposed 50 m reclamation may have marginal effects on the flow hydrodynamics and this modelling exercise would try and compute the effect and present in this report.

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1.2 Site Location

1.2.1 Geographical Location

Existing JSW Dharamtar Port is located on the right bank of Dharamtar Creek/Amba River near Dolvi village as shown in Figure 1 at approximate Latitude 180 42’ 19’’ North and Longitude 730 1’ 42” East.

Figure 1: Location of the JSW Dharamtar Port on the Map of India (top) and on the map of Maharashtra (bottom)

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The coast of Maharashtra, facing the Arabian Sea extends from latitude 200 07’ N near Bordi village on the Gujarat border to latitude 150 40’ N near Terekol in Goa. The stretch of the coastline is about 720 km. The general topography and bathymetry of the coastline in the Mumbai Region (the area of interest) extracted from Naval Hydrographic Chart No. 211, is given in Figure 2. It may be seen that the bearing of the shoreline is about 1900. The terrain along the coastline is hilly and is pierced by a number of indentations and tidal creeks penetrating deep inland, offering excellent protected locations for construction of ports.

Two major harbours namely Mumbai Port and Jawaharlal Nehru Port have been developed utilizing the naturally protected Thane Creek. The main tidal creeks along the coastline from south to north, which are potential sites for port development, are Revadanda Creek (Kundalika River), Dharamtar Creek, Thane Creek, Mahim Bay, Malad Creek, Manori Creek and Bassein Creek (Ulhas River Outfall). Dharamatar creek is the creek created by the river Amba and other rivers and creek lets.

Figure 2: Extracts of Hydrographic chart 2016 showing depths at the inner, outer anchorages and the Dharamtar creek

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1.3 Site Investigations

1.3.1 General

The site investigations were carried out for collecting field data with regard to bathymetry of the area, tidal levels, current, salinity and total suspended solids (TSS) specific to the area. The collected data is used both as input to the mathematical model as well as for calibration. The data was presented in detail in the detailed report submitted earlier. In this report the calibration process was carried out the recently collected data between 9th May, 2014 and 23rd May, 2014.

1.1.1 1.3.2 Bathymetric Survey

Bathymetric survey was conducted and the levels were reduced to chart datum. This was used as the basic bathymetry for the model and calculation of the dredging quantities.

1.3.3 Tidal Data

Tidal data and tidal currents was collected upstream of the Dharamtar Jetty of Maharashtra Maritime Board as shown in Figure 3. The zero of the tidal station was connected to the permanent Bench Mark by levelling. The tidal observations from the data station is presented in Figure 4 are reduced to chart datum.

It can be seen that the maximum tide is 5.45 m and tidal range is 5 m. This tide was used at the lower boundary defining the flow of the creek near Dharamtar Jetty.

Figure 3: Map showing the data collection station near Dharamtar Jetty

JSW Dharamtar Jetty

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1.3.4 Current

The time series of Surface Elevation, current speed and direction collected at the station shown in figure 3 are plotted and given as Figure 4, 5 and 6 respectively.

Figure 4: Collected tidal level at Station shown in Figure 3

Figure 5 : Current Speed plot from data station shown in Figure 3

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Figure 6 : Current Direction plot from data station shown in Figure 3

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1.4 MIKE 21 FM – The Model

All modelling for the hydrodynamic study was carried out using DHI’s model suite for two- dimensional (2D) hydrodynamic modelling, MIKE 21 Flexible Mesh (FM). MIKE 21 is applicable for the study of a wide range of phenomena, including:

 Tidal exchange and currents, including stratified flows

 Siltation

 Heat and salt re-circulation

 Mass budgets of different categories of solutes and other components such as brine

MIKE 21 FM solves the time-dependent conservation equations of mass and momentum in two dimensions, the so-called Reynolds-averaged Navier-Stokes equations. The flow field and pressure variation are computed in response to a variety of forcing functions, when provided with the bathymetry, bed resistance, wind field, hydrographic boundary conditions, etc. The conservation equations for heat and salt are also included. MIKE 21 uses the UNESCO equation for the state of seawater (1980) as the relation between salinity, temperature and density. The hydrodynamic phenomenon included in the equation is:

 Tidal flows and currents

 Effects of buoyancy and stratification

 Turbulent (shear) diffusion, entrainment and dispersion

 Coriolis forces

 Barometric pressure gradients

 Wind stress

 Variable bathymetry and bed resistance

 Flooding and drying of inter-tidal areas

 Hydrodynamic effects of creek and outfalls

 Interlinking of sources and sinks (both mass and momentum)

 Heat exchange with the atmosphere including evaporation and precipitation

MIKE 21 FM is based on an unstructured flexible mesh and uses a finite volume solution technique. The meshes are based on linear triangular elements. This approach allows for a variation of the horizontal resolution of the model grid mesh within the model area to allow for a finer resolution of selected sub-areas; in this case around the berth areas.

The computational triangular grid of the model ranges from approximately 25 m resolution in the near field area around the intakes and outfalls to 500 m in the far field. There is a

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trade-off between the wish of a fine model resolution and the computational time as the computational time increases with the number of elements. Furthermore, the stability of the numerical scheme roughly speaking depends on the ratio between the triangle side length and the bathymetric depth. The consequence of this is that small elements on deep water require a small time step; therefore the very fine resolution should be limited to as shallow water as possible.

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1.5 MIKE 21 FM - Regional Model Setup

1.5.1 General

The extent of the regional model is very important to accurately simulate the hydrodynamic flow conditions in the creek/river. Dharamtar creek is a complicated geographical formation with many creeks meeting the Amba River before the confluence with Arabian Sea. Therefore in order to reduce the computational complications, a broader and bigger domain was selected. Since the bigger domain would be influenced by larger oceanographic factors, smaller boundaries would not have appreciable effect. Accordingly, the predicted tides at Revadanda in the south and Worli Point in the north (both points located on the Arabian Sea) were derived from CMAP digitized chart compilation and were applied as the extreme boundaries.

The model extents are shown as Figure 7, indicating the boundaries.

Figure 7: Extents of the Global Models showing the tidal station used as boundary conditions

Dharamtar

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1.5.2 Bathymetry

The bathymetry consisting of the Arabian Sea coast and the Dharamtar Creek was compiled on the basis of the following.

 Naval Hydrographic Chart no. 2016

 Bathymetric surveys & CMAP chart systems

Flexible mesh bathymetry was prepared for the global model as shown in Figure 8. The interpolated finished bathymetry is shown as Figure 9.

Figure 8: Flexible mesh bathymetry of the modelling domain

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Figure 9: Interpolated Bathymetric data used for the model Computaion

1.5.3 Tidal data (Boundary Condition)

There were four boundaries defined for the global model, namely, north, west, south and downstream Dharamtar creek. The other boundaries of the creeks joining the Dharamtar creek were considered closed, without appreciably affecting the end result. The distance of these boundaries was large enough to enable simulation of a flow regime without affecting the results. The tidal levels at Worli Point and Revadanda were used to define north and south boundaries and are shown in Figure 10 and 11 respectively. West boundary was assumed to have flux as Zero (as∑ 0, whereas upstream boundary was defined with the discharge collected near Dharamtar Jetty (Figure 12). All the boundaries were corrected to the Mean Sea Level (MSL). These boundaries were used to set up the initial model and to carry out calibration with respected to the collected current observations.

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Figure 10: Tide levels used for the North boundary – Worli Point (Bandra)

Figure 11: Tide levels used for the South boundary – Revdanda

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Figure 12: Discharge data used for the upstream Creek Boundary

1.5.4 Model Set up

The model set up for the present study is given in Table 1.

Table 1 : Details of HD model setup

Time step 30 seconds

Nodes 3099

Manning Number 40

Eddy Viscosity coefficient 0.28

Boundary Condition open sea Tidal elevations: Worli Point (N), Revadanda (S)

Simulation Period 9th to 23rd May (15 days) 2014

1.5.5 Regional Model Calibration

The global flow model was calibrated comparing the current data collected at four sites. The location of this point is shown in Figure 3.

Calibration of the model carried out using the current and tidal data collected at the station. It was seen that the data comparison between model predicted and measured values for current speed and current direction showed a good fit. The model was considered to be calibrated and represents the conditions of the study region within acceptable limits.

Subsequently, the boundary data from this regional model was extracted and was used for the simulation of the local model generated with finer mesh, so that the resulting computation is more precise.

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1.5.6 Regional Model Results

The model calibration was with in the acceptable limits and therefore the model could be considered validated. Accordingly, the simulation results for the existing conditions are discussed in the section.

The flow vectors for the existing conditions are presented in Figure 13-18, for the flood as well the ebb conditions for different stages of the tidal cycle.

As mentioned in the beginning, global model was executed to derive the boundary conditions for the local model. Accordingly, a vertical profile series was extracted presenting water level variation across the Dharamtar Creek. Water levels across Dharamtar Creek at different stages of flood and ebb tides are shown in Figure 19.

Figure 13: Flood currents into the creek under the influence of south to north flow – 3 hours after Flood

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Figure 14: Flood currents into the creek under the influence of south to north flow – 4.5 hours

Figure 15: Flood currents into the creek under the influence of south to north flow – 6 hours

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Figure 16: Ebb currents into the creek under the influence of south to north flow – 9 hours

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Figure 17: Ebb currents into the creek under the influence of south to north flow – 10.5 hours

Figure 18: Ebb currents into the creek under the influence of south to north flow – 12 hours

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Figure 19: Profile series extracted from the global model to be used as downstream Dharamtar Creek boundary in the local model

1.6 MIKE 21 FM – Local Model Set-up for Existing Conditions

As explained above, in the second step the local 2D model was set up with existing conditions but with profile boundary at Dharamtar Creek extracted from the global model and shown in Figure 19.

1.6.1 Model Set Up

The model set up for the local model is given in Table 2.

Table 2: Details of HD model setup

Time step 30 seconds

Nodes 2352

Manning Number 40

Eddy Viscosity coefficient 0.28

1.6.2 Bathymetry

The computational triangular grid of the model ranges from approximately 25 m resolution in the near field area around the jetty area. The bathymetry of the region was prepared on the basis surveys and C-MAP chart data same as detailed in global model. Bathymetry used for the model is shown in Figure 20.

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Figure 20: Bathymetry used for the Local model

1.6.3 Boundary

The boundary data for the downstream creek boundary was used as depicted in Figure 15. For the upstream creek, the observed tidal data at the Dharamtar Bridge was used as shown in Figure 21.

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Figure 21: Tidal Boundary at the Upstream Boundary of the Local Model

1.6.4 Results – Local Model for Existing Conditions

Results from the local model are presented in Figure 22 to 27. Figure 22 to 24 shows the vector plot of the velocity under flood and Figure 25 to 27 shows the ebb conditions respectively.

The extracted time series for surface elevation, current speed and direction were extracted is given in Figure 28.

It can be seen that the flow was perfectly shore aligned and the maximum current noted was of the order of 1.2 m/sec.

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Figure 22: Vector Plot of the Flood flow near the area at the end of 3hrs – Existing condition

Figure 23: Vector Plot of the Flood flow near the area at the end of 4.5 hrs – Existing condition

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Figure 24: Vector Plot of the Flood flow near the area at the end of 6 hrs – Existing condition

Figure 25: Vector Plot of the ebb flow near the area at the end of 9 hrs – Existing condition

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Figure 26: Vector Plot of the ebb flow near the area at the end of 10.5 hrs – Existing condition

Figure 27: Vector Plot of the ebb flow near the area at the end of 12 hrs – Existing condition

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Figure 28: Model predicted surface elevations (top), Current spped (middle) and direction (bottom)

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1.7 MIKE 21 FM – Local Model Set Up with Development

1.7.1 The Model Bathymetry

Inspection of the shoreline (Bankline) indicates that there is no erosion or accretion along the proposed project area. It is therefore necessary to examine the impact of the development on the bank line as well as the general hydrodynamics of the river/creek. The local 2D model was set up with a modified bathymetry with the piled Jetties and 50 m reclamation along with 5 m dredging (with respect to CD) in the approach channel from the sea and the area near the proposed Jetty.

This run was aimed at computing the flow condition and the effect of the development on the coastal morphology. For this purpose 50 m wide reclamation also was proposed behind the berth line, so that extra berth area could be created. The bathymetry is shown in Figure 29.

The model results are presented as 2 dimensional vector plots and extractions at critical locations for comparison. This process of comparison would indicate the likely impact of the development on the creek environs.

Figure 29: Modified bathymetry with the Proposed Development

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1.7.2 The Model Boundary

The driving boundary in the 2D local model is the profile boundary shown on Figure 19. Simulations were made for 14 days including a full neap and a full spring cycle.

1.7.3 Model Set Up

The model set up for the local model is given in Table 3.

Table 3: Details of HD model setup

Time step 30 seconds

Nodes 2352

Manning Number 40

Eddy Viscosity coefficient 0.28

1.7.4 Results – Local Model for Developed Conditions Results from the local model are presented in Figure 30 to 35. Figure 30 and 32 shows the vector plot of the velocity under flood and Figure 33 to 35 under ebb conditions respectively. The extracted time series for surface elevation, current speed and direction were extracted for a point near the proposed intake location and are given in Figure 36. It can be seen that the flow was perfectly shore aligned and the maximum current noted was of the order of 1.2 m/sec indicting that by and large there is no change in the velocity in the area due to development.

Figure 30: Flow field near the proposed site under Flood Tide – After 3 hours

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Figure 31: Flow field near the proposed site under Flood Tide – 4.5 hours

Figure 32: Flow field near the proposed site under Flood Tide – 6 hours

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Figure 33: Flow field near the proposed site under Ebb Tide – 9 hours

Figure 34: Flow field near the proposed site under Ebb Tide – 10.5 hours

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Figure 35: Flow field near the proposed site under Ebb Tide – 12 hours

Figure 36: Model predicted surface elevations (top), Current spped (middle) and direction (bottom) – After Development

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1.8 Discussion of the Results

1.8.1 General

The Objective of the study as enumerated in the Para 1.1.2 supra, clearly indicates one primary objective, namely; CHANGES IN HYDRODYNAMICS OF AFFECTED WATER BODY DUE TO BLOCKING EFFECT OF THE PILES ON THE RIVER WATER COURSE. In this pursuit detailed model studies were carried out using the latest bathymetry and site collected data, and MIKE 21 HD model. Initially coarse regional model was deployed and calibrated using the field collected data. Boundary conditions from the model were then extracted and a local finer mesh model was set up for computing the parameters indicated in the objective. The changes in the hydrodynamics are manifested by the changes in the current magnitude and velocity, which are measurable in the model. Accordingly, the velocities at specified points in the model was extracted and compared to quantify the changes.

1.8.2 Comparison of Model Parameters

In order to evaluate the changes in the hydrodynamics due to piles on the river course, we need to consider the basic principle of the Numerical Modelling. Under tidal flow as per the practice and equations enforced in the hydrodynamic models, the piles as obstructions are not seen by the model. Hence by definition piles have no effect on the hydrodynamics of the river water course. However, in order to prove that even the proposed reclamation of 50 m behind the berth will also have only marginal effect. In order to prove that 4 points around the proposed reclamation was selected and various parameters such as surface elevation, Currents were extracted from the model for existing as well as after development conditions,

The Locations of the extraction points are shown in Figure 37 and the location in the UTM coordinates are given in Table 4.

Table 4: Extraction Points for comparision of the Hydrodynamic Parameters (Figure 37)

Location Northing Easting

1 291658.3406 2070313.7544

2 291957.5905 2069964.6296

3 292157.3034 2069466.6909

4 291874.4756 2069832.8171

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Figure 37: Extraction points near the development for comparision of the existing and the developed condition – with reclamation

From these points the following hydrodynamic parameters were extracted and compared.

1. Surface Elevation 2. Current Speed

The comparison of the magnitude of the surface elevation at the designated points from t1 to t4 is shown in Figure 38.

The comparison of the current speeds is shown in Figure 39 - 42.

The close up of the comparison time series is shown in Figure 43 to 45.

It could be seen that there is about 2% difference in the current magnitude at location t1, 5% for the Point t2, 8% for the point t3 and 2% at point t4.

Accordingly, it could be seen that the impact of the 50 m wide reclamation behind the berth for the entire length of the development has only marginal effect with a maximum variation of 8%.

There is no change in the surface elevation of the creek before and after the development as indicated in Figure 38 for all the points extracted and reported.

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Figure 38: Comparison of the heights of surface elevations at the extraction points t1 to t4 - with reclamation and without reclamation

Figure 39: Comparision of the existing and the developed condition – with reclamation for Point t1 (Figure 37)

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Figure 40: Comparision of the existing and the developed condition – with reclamation for Point t2 (Figure 37)

Figure 41: Comparision of the existing and the developed condition – with reclamation for Point t3 (Figure 37)

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Figure 42: Comparision of the existing and the developed condition – with reclamation for Point t4 (Figure 37)

Figure 43: Comparision of the existing and the developed condition – with reclamation for Point t1 (Figure 37) – Close Up

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Figure 44: Comparision of the existing and the developed condition – with reclamation for Point t2 (Figure 37) – Close Up

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Figure 45: Comparision of the existing and the developed condition – with reclamation for Point t2 (Figure 37) – Close Up

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1.9 Conclusion of the Study

The objective of the study was to compute the changes in the hydrodynamics of the affected water body due to blocking effect of the piles on the river water course. The same was studied using MIKE 21 FM software. After comparison of the results before and after the development the following was concluded;

1. The pile foundations have no effect on the flow hydrodynamics of the water body due to its apparent blocking effect. 2. The model was then simulated with 50 m wide reclamation behind the proposed berth. The comparison indicated that there is about 8 % change in the flow velocities in the creek due to this. 3. In general 10 % variation on the hydrodynamic parameters is considered with in the acceptable limits as per the standard practice. Therefore it can be construed that the changes in the hydrodynamics due to the reclamation is within limits and acceptable.

In conclusion it could be noted that while there is no effect of the piles on the flow hydrodynamics, the 50 m reclamation is only marginal and in acceptable limits.

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Additional Information no. 3. Proposed construction methodology along with details of foot prints of construction machinery on the ground. Details of foot prints should preferably be on the map.

2.1 Introduction 2.1.1 Background

The expansion of the port and material handling facilities at Dharamtar, near Dolvi, Maharashtra, India is proposed to support the enhanced raw material imports and product exports as the JSW Steel Plant in the vicinity expands to 5 MTPA (Phase II) and 10 MTPA (Phase III). The plans envisage:

 use of customised facility additions at JSW Jaigarh Port to tranship cargo between ship and barge,

 use of larger barge size (8000 dwt) for economy of scale and  expansion of the existing JSW Dharamtar Port with facilities to handle cargo alongside the berthed barges, convey, stack, reclaim and interface with conveying systems linking the steel plant to the port.

The findings and proposals presented in this Detailed Project Report (DPR) and extracts in this report are based on technical data related to the project, inputs and discussions with JSWDPPL and the in-house experience and expertise with Grafix on similar projects.

2.2 Site Condition

Dharamtar Port (lat. 18º 42' 03'' and long. 73º 01' 46'') lies to the South-East of Mumbai Harbour, 12 nautical miles upstream of the estuary of Amba River Dharamtar Creek. The river has perennial navigability. The mean tide levels vary between 4.8 m and 1.1 m above Chart Datum at Dharamtar. The region experiences medium to heavy rainfall with the South-West Monsoons making June to September the wettest months. The climate is generally warm and humid. Soil is characterised by the presence of soft to medium stiff clay in the sub-soil strata. Design considerations for wind and seismic conditions follow applicable code classification for the relevant zone.

2.3 Existing Facilities

The existing facilities is presently proposed to continue to operate with repairs (if any) planned for the berth structure and replacement of the two Harbour Cranes with mechanical handlers to sustain operations at the current level of 3.3 million tons per annum (mtpa). These facilities including the berthing head are capable of handling barges up to 3700 DWT. The facilities also include the cross country conveyors which carry the material to the steel plant. The salient details of the facilities are given in Table 2.1.

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Table 2.1: Present Operational Details of the Dharamtar Port Annual throughput 8 MTPA (About) Transshipment Mumbai Port Anchorage Barge size 2500 T (3700 T Max.) Berth length 331.5 m Barge Unloaders 2x900 TPH (Fixed boom) Harbour Cranes 2 Nos. (Slewable) Berth conveyor capacity 1800 TPH (2000 TPH design) Conveyors to Steel Plant C-131@1200TPH & C-131A@1500 TPH Storage location At steel plant, about 1.2 Km from port

2.4 Planning Parameters

Planning process primarily addresses the need for development of the project to meet the bulk raw material requirements of the steel plant production capacity of 5 MTPA. However, with the understanding that the steel plant will further expand to 10 MTPA production levels in about 2 years several of the required infrastructure for this phase including the systems and equipment will be integrated with developments in the 5MTPA stage. The parameters considered for the present planning is enumerated in Table 2.2.

Table 2.2: Planning Parameters A Vessel size 1) Ship size range at Jaigarh port with Dharamtar Panamax to 180,000 dwt (Cape). Ships carrying Flux could Cargo be Handymax as well 2) Barge Size 8,000 dwt with mechanised hatch cover (4,000 dwt for clinker/GBS). However, berth shall be designed for 10,000 dwt barge with 5.4 m draught. The barge will have foldable mast. 3) Barge Length Overall (LOA) 115 m 4) Barge Width (Beam) 22 m 5) No of Hatches 2 [both hatches carrying the same bulk cargo] 6) Overall Hatch Dimensions about 90 m long x 19 m wide, with no deck area on top of hatch 7) Barge Draught - 4.9 m B Barge arrivals and availability Scheduled, based on steel plant operations, inventory management ship arrivals at Jaigarh, etc. Availability of barges with cargo at Dharamtar considered uninterrupted round the year. C Night navigation No restriction. Assumed to be available for uninterrupted barge movement round the clock. D Time for berthing/de-berthing, draft survey, 1 hr. (average) pre-/post- operative formalities. E Operating Time Net available operating time per year 320 days (average) (Allowing for losses at Jaigarh and Dharamtar (Ref. Section 6.5 for details)

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considering system availability weather conditions and routine maintenance shut- down) Operating time per day 24 hrs (round the clock in 3 shifts) F System service criteria Multiple parallel servers (berths) with identical capabilities. Any bulk barge can be served at any bulk berth with identical resources. G Storage capacity requirement for steel plant 30 days of average steel plant consumption, in covered operation storage. (Shared between Jaigarh and Dharamtar) H Supplies to Steel Plant in Phase III By conveyor in up to 6 independent streams for different (Considering no storage at the steel plant, as materials / grades simultaneously at presently contemplated by the Steel Plant) Max. 3000 TPH (Iron ore) Max. 1500 TPH (Coking coal, flux, etc.) Proposed no. of conveyors (Ph. II) 3 (provided 4 from layout consideration)

I Power Supply Source 33 kV, 3 Ph, 3-wire, 50 Hz (will be made available at port substation) Voltage Variation 33 kV + 10% Frequency Variation 50 Hz +3% Fault Level 25 kA Supply to Equipment 6.6 kV, 50 Hz (for stacker, reclaimer, barge unloader) and 690 V for VFD motors < 500 kW and 6.6 kV for VFD motors > 500 kW (conveyors) 415 V, 3 Ph, or 240 V, 1 Ph for miscellaneous equipment. J Illumination levels (average) 300 Lux at Control Room 150 Lux at Substation 100 Lux at Transfer Towers 20 Lux at open areas 10 Lux at internal roads K Water supply Raw Water for Dust Suppression Considered available at the facility for distribution as required Raw Water for Fire Fighting Raw Water for Plantation Potable water for operating personnel L Green belt Generally space for 5 m wide belt around periphery as practicable

2.5 Facility

The facilities emerged as the solution for 5 and 10 MTPA production stage are shown in Flow Diagrams Figure 2.1 & Figure 2.2, which are integrated add-on type design.

The process flow diagram for the port facility also takes in to account the added requirements of bumps in supply and storage situation.

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Figure 2.1: Facility Flow Chart for the 5 MTPA stage

Figure 2.2: Facility Flow Chart for the 10 MTPA stage

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2.6 Barge Unloading 2.6.1 Barge Unloading Rate

To handle the regular barge arrivals estimated with the annual traffic in each phase, barge size, time available for operation, etc. the system configuration has been worked out for bulk raw material imports. Additional barge calls are expected for handling of Containers, Steel Coils and GBS in Phase III (10 MTPA Stage) for which separate berths and equipment will need to be planned. Berths and barge unloaders for bulk imports will have provision for handling containers and steel coils in spare time provided no extra cost is incurred in basic equipment for handling of Container and Steel Coil. For bulk imports alone, on an average, about 5 to 6 barges per day in Phase II (5 MTPA stage) and about 12 barges per day in Phase III will call for service in the net average operating period of 320 days each year.

To tackle the wide variation in bulk densities of iron ore, coal and other cargo, common equipment with features, like quick release couplings for grab changing in a short period, to suit the differences in cargo characteristics were preferable.

Out of considerations such as annual throughput and barge dimensions, the highest practicable rated capacities are proposed.

 Iron Ore @ 2500 TPH (the rate does not affect the barge design as understood from Barge Builders during preliminary discussions with JSW)

 Coking Coal and Fluxes @ 1500 TPH (with a higher grab volume, commensurate with the lifting capacity of the selected unloader).



Table 2.3: Average Number of Barge Trips for Bulk Imports

Cargo Parcel size (T) Phase II (Nos.) Phase III (Nos.) Per Year Per Day Per Year Per Day Iron Ore 8,000 958 4 2,125 6.6 Coking Coal 8,000 450 1.4 1,000 3.1 Fluxes / other bulk 8,000 169 0.5 375 1.2 Clinker 4,000 68 0.2 150 0.5 Average Barge Trips (@ 320 days/year) 1645 5.1 3650 11.4

Iron Ore being about 60% of the total cargo, a lower handling rate for Iron Ore would lead to larger infrastructure facilities, starting from berth, number of unloaders and the downstream system.

Both from the point of view of the number of expected barge calls and required handling rates; the facility is planned with multiple berths, each with identical handling capacity to achieve economy through optimisation of berth occupancy, development modules, system

utilisation and flexibility.

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2.6.2 Berths and Unloaders

The minimum number of berths required has been worked out as:

5 MTPA productions Stage: 3 berths and 3 Unloaders

10 MTPA productions Stage: 4 berths and 6 Unloaders

However, for practical reasons, all four berths will be constructed in the 5 MTPA Stage.

At 70% berth occupancy, barge unloaders operating at 65% efficiency would require berth-time equivalent to 2.2 berths (Ref. discussions in section 6.3 and 6.5). As berths will be constructed in discrete numbers, available berth time of three berths will be higher than that of 2.2 berths (theoretical requirements in Phase II). Hence, the corresponding unloading efficiency will be 45% for handling the entire cargo of Phase II at 70% berth occupancy instead of 65% unloading efficiency. Under similar condition, the required unloading rate during Phase III will be 55%.

Barges can be unloaded either by one or two Unloaders. The allocation of number of Unloaders will depend on the operational requirements. The 4 barge berths will be collinear to facilitate movement of barge unloaders to adjacent berths.

The basic scheme described herein has following flexibilities for taking corrective measures in case of unforeseen situations,

1. Acceptable level of berth occupancy involving such a relatively short coastal barge transportation (only about 100 nautical miles) can be higher than 80% where as a conservative figure of 70% has been taken for planning purpose.

2. This is an add-on type design; more unloaders can be added if required with up to two unloaders per berth. Downstream system is designed accordingly.

3. The system can be operated at 65% unloading efficiency

2.6.2 Barge Unloaders – Brief Details

The rail mounted bridge type barge unloader is proposed to operate at 2500 TPH, or 1500 TPH, (rated) both for heavier and lighter material by using appropriate grab sizes with quick release attachments.

Three machines required for the traffic will be available with mobility across 4 berths in Phase II to avoid remobilisation for berth construction and seamless progression to Phase III. Three more similar machines will be added in 10 MTPA Production stage. Each machine and the connected conveying system would be configured to operate along the entire hatch section of the range of barge lengths under consideration, with grab reach to match the width and draft of the barges.

Key specifications are outlined in Table 2.4, which is partly reproduced.

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Table 2.4: Average Number of Barge Trips for Bulk Imports

Capacity (Rated) 2,500 TPH (free digging for Iron Ore import)

1500 TPH (free digging for Coal)

Cycle / hr for handling of Not more than

Iron Ore, Coal, etc (between barge & hopper) 75

Coil and Container (between barge and Trailer bed on berth) 30 (it is anticipated that the cycle time is achievable at no extra cost once the machine is configured for bulk cargo at rated capacities

Barge size 8000 Tonnes

2.7 Bulk Storage

2.7.1 Quantity of Cargo

With storage facilities available at the Jaigarh transhipment point and the Dharamtar destination, operational requirements such as 30 days of steel plant consumption and marine transportation logistics will need to be supported with the following cargo storage planning at the two phases of development. The cargo requirements for storage space planning is given in Table 2.5.

Table 2.5: Cargo Quantity for planning of storage space

(Figures in Million Tonnes unless indicated otherwise)

Cargo Phase II Phase III Imports 1. Iron Ore (4 grades) 0.63 1.39 2. Coking Coal (8 grades) 0.30 0.66 3. Fluxes (2 grades) 0.11 0.25 (Limestone &Dolomite) 4. Clinker 0.025 0.050

The bulk storage requirements for the steel plant operations can therefore be considered as about 1 million tonnes in Phase II and about 2.4 million tonnes in Phase III.

2.7.2 Storage Shed

Covered storage has been preferred over open stockyards to prevent material degradation from exposure to weather and to protect the environment from dust generation, material run off during rains, specific requirements of the steel plant, etc. The mechanised storage system includes belt conveyors, stackers and reclaimers suitable for the material characteristics, handling rates and operable inside covered storage.

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Bulk storage capacities proposed at Dharamtar and Jaigarh are summarised below:

Figure 2.6 Bulk storage capacities for different cargos

Material Dharamtar Jaigarh (Transshipment Storage) 5 MTPA 10 MTPA 5 MTPA 10 MTPA (Tonne) (Tonne) (Tonne) (Tonne) Iron Ore 513,000 1,057,000 180,000 360,000 Coal 80,000 487,000 180,000 180,000 Limestone 25,000 65,000 30,000 60,000 Dolomite 25,000 65,000 30,000 60,000 Clinker 25,000 50,000 Nil Nil

2.7.3 Stacking

Conventional overhead tripper conveyor supported on the Covered Shed structure has not been considered because of high drop of cargo resulting dust generation, cargo degradation, cargo compaction, etc. High drop of cargo is unavoidable due to practical reasons, like large number of grades, parcel size being small (equivalent to barge size), etc. Besides, the energy required to raise and drop the material would amount to wasted energy.

Hence, there will be 3 Rail Mounted Stackers in 5 MTPA stage with 3 incoming conveyors from berths. The Stacker is rated to handle @ 5000 TPH (Iron Ore) matching the combined handling rate of two Unloaders working simultaneously, which is the expected scenario in 5 MTPA stage occasionally and 10 MTPA stage regularly. Refer Fig.2.3 & 2.4.

Figure 2.3: Facility Flow Chart for the 10 MTPA stage

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Figure 2.4: Facility Flow Chart for the 10 MTPA stage

2.7.4 Reclaiming and Supply to Steel Plant

In order to achieve better reclaiming efficiency, minimum stack height has been kept as 6 m in the storage shed by improving the soil condition. It is understood that the maximum rates at which different bulk materials will need to be handled at and from the storage yard are:

 Iron ore: 3000 TPH (max) across various grades  Coking coal: 1500 TPH (max) across various grades  Flux (Limestone, Dolomite, etc.): 1500 TPH (max)

Regulated supply of raw material according to Steel Plant demand is feasible. Simultaneous supply of 4 & 6 types/grades of cargo will be feasible in Phase II and Phase III respectively using any of the conveyors. The Reclaimers, as planned in the sheds, are shown in Fig. 2.3 & 2.4.

The existing storage as part of the Steel Plant Raw Material Handling System (RMHS) is planned to be discontinued when the storage planned at the port location would be functioning as the RMHS for Steel Plant operations.

2.7.5 Conveying System

As at present, belt conveyors are proposed for their reliability and suitability to the cargo diversity and associated handling rates, to carry

 material discharged at the berths to the storage sheds for stacking and  Reclaimed material to the conveyors leading to the steel plant.

Each berth will have two conveyors (common for two adjacent berths), either of which will be suitable for discharge from up to two barge unloaders handling any of the bulk raw

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materials under consideration with variable speed drives (VFD). Four independent streams of conveyors will connect the berths to the storage sheds. At each storage shed, two independent stacking conveyors will be available to support simultaneous operation of the connected stackers. Three reclaim conveyors will be available for three reclaimers (10 MTPA) in each storage shed for independent supply of multiple material / grades so that when two storage sheds are operational with all reclaimers installed (10 MTPA) supply of up to six material / grades will be possible simultaneously when required.

The higher belt speeds of the receiving conveyors correspond to the maximum capacity when operated with two barge unloaders. With the use of VFD, conveyors will generally be operated with lower speeds whenever possible.

Generally belt conveyors are either covered or protected by wind shield along the length of conveyors.

2.8 Layout and Master Plan

Layout of the Barge Berths and Material Handling System at Dharamtar Port takes into consideration the existing infrastructure and integrates progression to 10 MTPA. The Master Plan adds additional berth- and yard- equipment required in future in addition to the 10 MTPA handling requirement of raw material along with necessary infrastructure for Railway siding, storage areas for discrete cargo such as Steel Coil and 20 feet Container. The scheme is shown in Figure 2.5 below along with the conveyors supplying to the steel plant.

As could be seen from the Figure the material handling systems and storage is behind the existing Jetty is planned. From the storage, which is the Raw Material Handling System (RMHS) as well, the material would be carried to the plant requirement centres through covered conveyors.

The alignment and location of the conveyors and the RMHS is shown in the Figure 2.5 below.

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Figure 2.5: Facility Flow Chart for the 10 MTPA stage

2.9 Berthing Facility (Jetty)

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The Berthing structure for handling of 8000 DWT barges is an open piled structure which comprises of 3nos, 1m dia. piles per bent connected with a network of beams and deck slab as shown in figure 2.6. Berthing face of jetty consist of R.C Fender Wall supported on R.C Piles.

Figure 2.6: Typical cross-section of the berthing structure

2.10 Construction methodology

2.10.1 General

The construction would be carried out deploying Cantilever construction method. The Cantilever Construction Method, also known as the “cantilever Gantry” method, is a common method of constructing pile-and-deck trestles which has been used successfully. This method uses a span by span approach for building the trestle using a mobile work platform that is supported above tidal waters. The pile guides and templates are “cantilevered” out from the main work platform to facilitate a work front that is located a full span away from the last finished bent. This method produces a minimum amount of disturbance to the existing ground or seabed, while still allowing work to proceed from the elevated construction platform which is supported on the same pile foundations used to support the final structure.

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2.10.2 General Construction Scheme

The Construction scheme for any berth would largely depend on the plan of the berth, its layout, area of construction and geography of the location.

The Berth along with its elements is shown in Figure 2.7. As can be seen, the berth is supported on piles, with beams spanning transverse and longitudinal direction forming the deck. The piles for the project are cast-in-situ concrete piles, supporting precast beams on either direction. The deck slab is supported on these beams to result in the berth.

2.10.3 Construction Sequence

The basic construction cycle for the construction of a berth consists of the following:

1. Installation of piles; 2. Installation of pile cap; 3. Installation of temporary longitudinal bracing; 4. Transfer of rail girders; 5. Movement of cantilever Gentry platform; and 6. Installation of Precast longitudinal & transverse girders and deck slab elements.

2.10.4 Construction of Pile Foundation

Gantry shall be fabricated with a working platform on top, at the existing berth and launched along the new proposed berth by installation of piles bents close to existing berth in North direction (refer Figure 2.8).

Figure 2.8: Typical structure of Gantry platform on berth

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Figure 2.7: Layout of the Structural Elements of the Berth

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A typical photograph of Cantilever Gantry platform is shown below figure 2.9.

Figure 2.9: Cantilever Gantry platform

Gantry supports platform for a crawler crane and associated equipment such as tripod system with chisel & bailer arrangement or drilling equipment;

• Integral guides and templates used to locate, driving of liner and construction of foundation piles; and

• A platform which facilitates the installation of superstructure elements and the finishing of connections between foundations and superstructure elements.

In general terms the construction cycle for any given pile foundation starts with the installation of the piles. The installation of the piles is followed by the erection and assembly of the transverse pile cap which essentially completes the pile bent foundation. Depending on the construction process, once a pile bent is completed, temporary bracing installed to provide longitudinal stability to the bent. Upon completion of the cycle, the platform is advanced forward one span to begin a new cycle and initiate construction on the next pile bent.

The basic gantry cantilever construction cycle is shown in figure 2.10.

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Figure 2.10: Pictorial representation of Gantry cantilever construction cycle

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2.10.5 Construction of Deck

After the piles are installed, concurrently the transverse and longitudinal beams would be launched using a separate gantry to position. After the deck beams are in place, cast-in- situ deck slab shall be constructed to finish the decking. Other deck furniture like crane rails, conveyors and other fittings shall be constructed during casting of the slab. Often times inserts are provided and the installations are bolted in locations.

2.10.6 Approach Trestles

Approach trestles shall be constructed in the similar fashion as explained above using the same gentry which is turned with the use of temporary pile in addition to permanent piles.

Refer Details “D1 & D2” in the attached Figure 2.11 which shows marine growth area is measured as 12m & 20m in length along approaches respectively. Piles as shown will be installed without disturbing the mangrove by placing the piles in the gaps as shown.

The geographical co-ordinate of D1 is 180 42’ 36.5”N 730 1’ 36.2” E and D2 180 42’ 46” N and 730 1’ 29.5” E.

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Figure 2.11: Location of the Landfall points of the Approaches

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