Development of Rewas Port
Detailed Project Implementation Report - Executive Summary
Rewas Ports Limited
November 2009
Detailed Project Implementation Report - Executive Summary
Prepared for
Rewas Ports Limited
Prepared by
AECOM India Private Limited 9th Floor, Infinity Tower – ‘C’, DLF Cyber City DLF Phase II, Gurgaon, Haryana, India, Pin 122 002 Tel.: +91 124 2816000 Fax: +91 124 2816008 www.aecom.com
November 2009
© AECOM India Private Limited 2009
The information contained in this document produced by AECOM India Private Limited is solely for the use of the Client identified on the cover sheet for the purpose for which it has been prepared and AECOM India Private Limited undertakes no duty to or accepts any responsibility to any third party who may rely upon this document.
All rights reserved. No section or element of this document may be removed from this document, reproduced, electronically stored or transmitted in any form without the written permission of AECOM India Private Limited
The capital cost estimates prepared for the Phase 1 Development of the Rewas Port project have been arrived at based upon site information, appropriate assumptions wherever required and the database available with the Maunsell for the similar projects. These site information and assumptions are subject to many factors that are beyond the control of the Maunsell; and Maunsell thus make no representations or warranties with respect to these estimates.
Table of Contents
1.0 Introduction 1
2.0 Site Conditions 2
3.0 Traffic Potential and Forecast 4
4.0 Phase 1 Development Plan 5
5.0 Engineering details 9
6.0 Mechanical Handling System 14
7.0 Infrastructure and Port Facilities 15
8.0 Environmental Compliance 19
9.0 Cost Estimate and Implementation Schedule 20
Appendix 1 21 Field Investigations and Studies Organised by RPL 21
Detailed Project Implementation Report For Phase 1 Development of Rewas Port - Executive Summary November 2009
1.0 Introduction
1.1 Project Background
Rewas port is located south of Karanja Fishing Harbour in Dharamtar Creek (Latitude 18°49’N, Longitude 72°56’E), in the intertidal zone of Rewas Headland, District Raigad, on the West Coast of Maharashtra. Rewas is located close to two of the major ports of India namely Mumbai Port Trust (MbPT) and Jawaharlal Nehru Port trust (JNPT). A study of the hydrography and topography around the Mumbai region revealed that Rewas Headland protected by Mandve land mass on southwest provides a suitable location, where a port could be developed. The area is thinly populated and located in the close proximity of National Highway and Railway networks. The site prima-facie fulfils the basic requirements for port development.
Index Map Showing the Location of Rewas Port
The Rewas Port, planned as a deep water all weather multipurpose port, is being developed by M/s Rewas Ports Limited (RPL) under a Build, Own, Operate, Share and Transfer (BOOST) concession agreement signed with the Maharashtra Maritime Board. The concession is for a period of 50 years. RPL is the SPV for the development, management and operation of the Rewas-Aware Port. While the agreement is for development of port facilities at Rewas and Aware, in the initial phase, development on Rewas side has been taken up for implementation.
The ports are invariably developed in phases as and when the traffic builds up. The Rewas Port is also planned to be developed in 2-3 phases over the Master plan horizon. The Phase 1 on Rewas side envisages development of 9 berths to handle container, dry bulk, liquid bulk, general cargo and automobile cargo.
RPL appointed Maunsell AECOM for the preparation of Detailed Project Implementation Report (DPIR) for the Phase 1 Development of Rewas Port.
Detailed Project Implementation Report For Phase 1 1 Development of Rewas Port - Executive Summary November 2009
2.0 Site Conditions
2.1 Setting of Rewas Port
The main tidal creeks along the coastline of Mumbai/ Raigad region, from south to north, which are potential sites for port development are Revadanda creek (Kundalika River), the Mumbai Harbour region consisting of Dharamtar creek (at the confluence of Amba River, Patalganga River and the Karanja creek), Thane creek, Mahim Bay, Malad Creek, Manori Creek and Bassein Creek. Among these creeks, the Dharamtar creek appears most promising from the point of view of availability of water and land area and offers a naturally protected water area, where a port could be developed. The water area is protected from the fury of waves by the Mumbai headland at the northern end and by Thal Knob/Navkhar Headland at the southern end. An overview of the bathymetry reveals that the 5m contour is located at about 5 km from the high water line. The 2m contour extends through the entrance of Dharamtar Creek for a distance of about 7 km from the entrance and thereafter, the creek is very shallow for a small stretch to the east of Rewas Bunder.
The water area is characterized by rocky outcrops and wide intertidal area to the west of Rewas Bunder, and tidal flats extending to the low water line to the east. The area beyond the eastern limit of the Port of Mumbai falls within the limit of Rewas Aware (Thal) Port. Karanja Fishing Jetty is located at the mouth of the Karanja creek at the northern extremity of the water area, while Rewas Bunder is located on the southern side of the water area.
The site for the proposed port is located at the west of Rewas Bunder by developing facilities on the wide tidal area. The proposed port and the channel are outside of the Dharamtar creek and also away from the approach to the Dharamtar creek as well as the Karanja creek.
2.2 Meteorological and Oceanographic Data
The mean of the highest air temperature recorded in Mumbai is 35° C in the months of March, April and May while the mean lowest is 16° C recorded in the month of January. Mean daily maximum and minimum temperatures are 31° C and 24° C respectively.
Mean yearly relative humidity at 0830 hours is 77% while the same at 1730 hours is 71%. The monthly average is lowest in February (62%) and highest in July to September (85%).
The average yearly rainfall is about 2098 mm, of which 1965 mm (93.66%) occur during June to September. Usually maximum monthly rainfall occurs in July. The average monthly rainfall in July is 709 mm. There is practically no rainfall from December to April.
Throughout the year visibility is good as the region has zero fog days and therefore there are no constraints to the navigation on this count.
In general the west coast of India is less prone to cyclonic storms compared to the east coast. Based on the analysis of IMD data, the number of cyclonic events per annum works out to be 16, varying from a minimum of 8 to a maximum of 18. It is observed from the tracks of the cyclones in the Arabian
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Sea from 1877 to 1992 that only 10 storms endangering the Mumbai coast have occurred in the above said period i.e. at a frequency of once in 12 years.
The observations on salinity showed that there exists heavy stratification for salinity during spring as well as neap tides. The salinity at the bottom was found to be much higher than the surface water. This may be attributed to the presence of saline water having higher density at the bottom.
The tides in the Mumbai region are of the semi-diurnal type i.e. characterised by occurrence of two High and two Low Waters every day. The tidal levels at Mumbai i.e. Rewas with respect to Chart Datum (CD) varied from a minimum of +0.8 m CD to maximum of about +4.4 m CD. However, the recorded HHWL at Mumbai harbour is +5.38m CD.
The predominant wind direction is from West to Southwest, whereas the wind speeds of 21 to 27 knots occurs for about 29% of the time during the monsoon months of June, July and August.
The analysis of wave heights shows that the predominant directions of waves in the deep sea are from SW to NW. It is observed that during the pre-monsoon period (January to May) over 92.93% of waves are less than 3 m in height. During the monsoon period (June to September) wave heights are less than 3 m for 70% and less than 5 m for 97% of the time. During the post monsoon period (October to December) wave heights are less than 3 m for 98.1% of the time. The predominant wave directions are in the NW quadrant for pre-monsoon period, from W to SW in the southwest monsoon and from NE to NW in the post-monsoon period.
The currents in the Mumbai region in the near shore zone are tide induced with reversal at high and low waters. The current strengths are of order of 0.4 m/s to 1.7 m/s (0.8 to 3.4 Knots).
Bed sample analysis showed that D50 size of bed material collected near proposed port area is 0.04 mm, while the corresponding value of bed material collected at mouth of Amba River is 0.017 mm.
2.3 Geotechnical Data
RPL commissioned the geotechnical investigations through M/s Fugro Geotech Ltd. Mumbai (Fugro). The outcome of investigations reveals that in general, the stratification in inner approach channel is silty sand over a layer of stiff silty clay, followed by moderately weathered basalt. The stratification in the middle of entrance channel is predominantly silts and clays on weathered rock. The weathered rock levels vary from -11m CD to -17m CD in this stretch.
The stratification in outer channel and layoff bay is also predominantly silts and clays followed by weathered rock. The rock levels are mostly lower than -20m CD in this stretch.
In general, the stratification of the port area is loose fine sand, followed by soft to medium silty clay, underlain by moderately weathered basalt. The rock levels were found to be varying between -15m to -24m CD in the container terminal area and between -17m to -34m CD in the basin and bulk terminal area.
Detailed Project Implementation Report For Phase 1 3 Development of Rewas Port - Executive Summary November 2009
3.0 Traffic Potential and Forecast
3.1 Traffic Projections for Rewas Port
Traffic Study has been carried out by TransCare Logistics, New Delhi for determining the traffic potential at Rewas Port. This has been done by assessing and analysing the impact of various macro and micro factors influencing the maritime trade globally.
TransCare has projected the traffic potential for Rewas port up to year 2040 for three scenarios i.e. Optimistic, Realistic and Pessimistic as stated below.
Projected Traffic for Rewas
Projected Traffic (MTPA) Traffic Scenario 2011 2012 2013 2014 2015 2020 2025 2030 2035 2040 Optimistic 30.09 44.93 55.94 70.40 90.20 162.95 248.08 379.20 550.13 791.92 Realistic 18.24 28.95 38.80 49.28 58.18 103.19 153.92 227.45 318.01 439.67 Pessimistic 11.09 18.74 23.93 30.88 36.71 59.43 88.44 128.80 179.40 247.37
The Master plan of the port is to be developed for the total traffic projection based on the realistic scenario. The traffic projections by TransCare were based on the assumption that the port would be operational by year 2011. The market share considering the operational year as 2011, were reflected in the above tables. This market share has been arrived as a percentage of total traffic projected for the country. As there is a time lag in commencement of the port by 2 years, the traffic projections are required to be corrected. Considering the first year of operation as year 2013, the same percentage of market share has been applied on the total projected Indian traffic. The corrected figures are given in table below.
Realistic Traffic Considered for Preparing Master Plan of Rewas Port
Projected Traffic (MTPA) Commodity Units 2013 2014 2015 2020 2025 2030 2035 2040
Containers TEU 742,849 1,681,043 2,376,006 5,249,269 8,331,548 12,971,930 18,917,480 27,095,834
Containers MT 8.91 20.17 28.51 62.99 99.98 155.66 227.01 325.15
Coal MT 9.76 10.08 12.43 15.99 21.78 28.88 35.05 42.5
Cement MT 2.19 2.6 3.05 6.83 11.15 15.21 20.29 26.65
POL MT 0.39 0.63 1.11 2.57 5.44 7.3 7.4 11.24
Chemical MT 2.76 2.89 3.04 7.76 9.9 12.63 16.13 20.58
Others (Break Bulk) MT 0.53 0.59 0.66 1.16 1.56 2.08 2.79 3.73
RO-RO (Car) M units 0.21 0.24 0.27 0.41 0.51 0.58 0.65 0.86
RO-RO (Car) MT 0.25 0.29 0.32 0.49 0.61 0.70 0.78 1.03
TOTAL MT 24.83 37.27 49.19 97.80 150.34 222.38 309.40 430.88
Detailed Project Implementation Report for Phase 1 4 Development of Rewas Port - Executive Summary November 2009
Over the past one year the growth rate of Indian Economy had dipped owing to the global meltdown. However, the economy has proved its resilience and is at present, one of the fastest recovering economies in the world. This has been re-affirmed by healthy industrial production as well as other core sector growth indicators. Due to the resilience shown by the economy largely driven by its domestic demand, and the export dependence of the Chinese economy, foreign funds have once again started looking at various investment options in India. The long term traffic projection is expected to prevail as the world economy is already showing signs of recovery and growth is expected in 2010 – 11.
4.0 Phase 1 Development Plan
4.1 Facilities Planned
The port facilities in the Phase 1 have been planned over an area of 1033 ha which comprises of the intertidal land and the Govt land. The facilities planned in the Phase 1 Development have been summarised as under –
Number of berths & Depth at berth Type of Berth total quay length pocket Container Berth 4 – 1440m -16.0m CD
Coal Berth 1 – 350m -16.0m CD
Cement Berth 1 – 210m -12.0m CD
General Cargo Berth 1 – 210m -16.0m CD
Liquid Berth 1 – 260m -14.0m CD
Car Berth 1 – 210m -12.0m CD
TOTAL BERTHS 9 – 2680m
Apart from the above, 1 port craft berth of 160m quay length with a depth of -10m CD has been planned on the northern end of the container terminal.
The port facilities have been planned to cater the ships as under -
Max Ship Sizes (DWT)
Container 9000 TEU
Coal (Thermal / Coking) 150,000
Cement 40,000
General Cargo 40,000
POL 60,000
Chemicals 10,000
Ro-Ro (Car) 2,000 cars
The port approach is through an independent approach channel with details as under –
Detailed Project Implementation Report for Phase 1 5 Development of Rewas Port - Executive Summary November 2009
Channel details
Length of channel 27.75 kms
Dredged depth -14.5m CD
Width at - Harbour entrance 400m
Outer portion 320m
Curves 350m
Straights 300m
Layoff Bay at Thal Shoal (-16m CD) 3.3 km & 800m wide
For Phase 1 Development the number of ship calls of design container ship of size 9000 TEU, with draft of 14.5m are expected to be limited (about 5% of the total container ship calls) and at the worst case they may have to wait maximum of 6 hours for entering/ exiting the port (say an average of 3 hours). For most other mainline ships of around 6000 TEU and less, the loaded draft ranges from 13 to 14m and they can enter/ exit the port at any state of tide. Therefore the proposed dredged level of -14.5m in the channel appears to be adequate for the Phase 1 Port Development.
4.2 Phase 1 Port Layout
The recommended port layout for the Phase 1 Development of Rewas Port is shown in the Figure 4.1.
The Phase 1 Development plan of the Rewas Port is based on various considerations such as the traffic forecast, availability of the land, oceanographic data, rock levels, mathematical model studies and the additional berths that can be constructed within the available area and without hampering the port operations.
The capacity of Phase 1 port facilities comprising of nine cargo berths and associated infrastructure is likely to improve with time due to better port operations management and equipment utilisation. The handling capacity of the proposed Phase 1 Development of Rewas Port is given below.
Capacity of Phase 1 Port Facilities
Import (I)/ Handling Commodity Export (E) Capacity (MTPA) Containers (3.86 M TEUs) I / E 46.33
Thermal/Coking Coal I 10.68
Cement I 3.89
POL I 2.96
Chemicals I 0.52
Breakbulk I 1.47
Ro-Ro (Car) - (0.26 M units) I / E 0.31
Total Throughput (MTPA) 66.15
Detailed Project Implementation Report for Phase 1 6 Development of Rewas Port - Executive Summary November 2009
Fig 4.1 Phase 1 Port Layout of Rewas Port
4.3 Phase 1 Expansion Plan (Around 2017-18 onwards)
The Phase 1 Development has been planned in such a manner that additional berths can be constructed within the available area without hampering the port operations. The expansion requires a marginal additional area of 87 ha which is the forest land. The process for diverting the forest land for Port has already been initiated.
The possible layout of Phase 1 Expansion is shown in Figure 4.2. The car berth of Phase 1 will be converted to container berth and two car berths will be provided on the south side of the current berth. Likewise the general cargo berth will be converted to dry bulk berth and the new general cargo berths would be provided to the east of this berth. New container berths will be developed on the other side of the dock.
Detailed Project Implementation Report for Phase 1 7 Development of Rewas Port - Executive Summary November 2009
As could be seen, in the Phase 1 Expansion a total of 25 berths are possible to be provided at the port as under –
Phase 1 Expansion Port Facilities
Additional berths Type of Berth Berths in Phase 1 Total Berths Phase 1 expansion Container Berth 4 7 11
Coal Berth 1 2 3
Cement Berth 1 1 2
General Cargo Berth 1 3 4
Liquid Berth 1 2 3
Car Berth 1 1 2
TOTAL BERTHS 9 16 25
Figure 4.2 Phase 1 Port Expansion Plan for Rewas Port
Detailed Project Implementation Report for Phase 1 8 Development of Rewas Port - Executive Summary November 2009
4.4 Land Requirement over Master Plan Horizon
Large back up areas has always been a prime requirement for major port development anywhere in the world. It is therefore prudent, while planning a green field port, to specifically reserve large area for the long term development of the port, so that the port facilities which are vital to the growth of the Nation can be developed easily to cater to its growing needs. The area requirement over the Master Plan horizon for the Realistic Traffic scenario is as under – Figures indicate area in Ha Initial Phase Phase 1 Expansion Master Plan Horizon
(2013) (2020) (2040)
Operational areas within Port
Storage Space for cargo 42 194 913
Harbour area 186 283 1093
Internal roads, rail corridor, 73 174 689 circulation area, buildings,
Logistics support 194 335 556
Green Belt 20 30 50
Total - Within Port area 515 1016 3301
Area outside Port Complex
R & D Yard 58 233 1069
Port Housing, Land Scaping 257 385 1237 Social infrastructure & expansion
Total - Outside Port area 315 668 2306
TOTAL AREA REQUIREMENT 830 1634 5607
Ports are normally planned for 50 to 70 years of growth and hence there is need to provide atleast double the area requirement assessed for year 2040.
5.0 Engineering details
5.1 Breakwaters & Bunds
5.1.1 Breakwater
The primary purpose of the breakwater at Rewas port is to provide the barrier to the cross currents affecting the manoeuvring of the ships while entering the harbour. A 1400m long breakwater is proposed on the north side of the harbour entrance. Desk studies indicate that the breakwater can be dispensed off completely for Phase 1 Development. This will be confirmed through detailed model studies on sedimentation and ship manoeuvring to be carried out at the Detailed Engineering stage.
Detailed Project Implementation Report for Phase 1 9 Development of Rewas Port - Executive Summary November 2009
5.1.2 Shore Protection Works
The shore protection works for the land reclamation of Rewas Port is provided in the form of a retention bund along the seaward and landward boundary. The planned retention bund is 3 m wide at top and is 7.5 m in height. In case of the Northern Protection bund the side slopes are 1:2 for outside slope and 1:1.5 for inside slope. However, in case of the reclamation bund along the Western seafront, slope on the inner side is 1:1.5 and slope on the outside is 1:3 to dissipate energy from western waves and is designed to withstand storm surge. The face of the northern retention bund will be provided with 0.5 to 1 T stone pitching and that on the western bund with 1 to 2 T to protect against the forces of currents and waves.
5.1.3 Rock Quarrying and Transportation
About 2.50 million tonnes of stones of various sizes would be required for the construction of breakwater and shore protection works. The required quantity of stones could be obtained from the quarries located within 20 to 25 km from the site.
5.2 Berthing Facilities
5.2.1 Berth Orientation and Deck Elevation
The bulk facilities have been provided on the northern area of the harbour along a straight berthing line oriented 90° N. The container and car facilities are provided on the southern side of the harbour along a straight berthing line oriented at an angle of 10° N. The port crafts berth is provided on the southern side of the harbour entrance at an orientation 97.5° N. The deck elevation of the berths at Rewas Port has been fixed at +7.0 m CD.
5.2.2 Structural Arrangement of Berths
Container Berths
The proposed scheme comprises of a 0.75 m thick anchored diaphragm wall at the rear supporting the earth and five rows of 1.2 m diameter bored cast-in-situ piles in front to support the deck. The stone columns are provided in the region between the diaphragm wall and the anchor wall to limit the design forces in the diaphragm wall within the acceptable limits.
In the transverse direction, main beams supported over the piles are provided, which in turn support beams in the longitudinal direction. The longitudinal beams, at the front and last rows of piles, are designed for the quay crane loads.
Bollards and rubber fenders will be provided @ 24 m c/c along the berthing face. A service trench will be provided on the berthing side to accommodate cables/utilities. The total length of the quay provided is 1440 m.
Coal/ General Cargo Berths
The minimum width of the coal berth keeping in view the rail span of the unloaders and the end clearances should be about 25 m. The length provided for the coal berth is 350 m and that for the general cargo berth is 210 m.
Detailed Project Implementation Report for Phase 1 10 Development of Rewas Port - Executive Summary November 2009
The proposed structural scheme is similar to that of container berths except that only four rows of vertical bored cast-in-situ piles are provided and the stone columns are provided in front as well as rear of the diaphragm wall. This is due to the presence of a layer of soil below the proposed dredged level of berths. As the rock levels at the location of dry bulk berths are much lower compared to the container and car berths, the diaphragm wall will need to be 1.0 m thick.
Liquid Cargo Berth
A layout of the jetty comprising of berthing and mooring dolphins and unloading platform will be provided for handling POL and chemicals vessels. Four breasting dolphins of size 12.5 m x 16.0 m have been provided, two on either side of the service platform. Each breasting dolphin consists of 20 numbers of 1.2 m diameter bored cast- in- situ piles.
Four mooring dolphins, each of size 9 m x 9 m, have been provided for safe mooring of the ships. Each mooring dolphin consists of 9 number of 1.2 m diameter bored cast in situ piles.
The service platform provided in-between the berthing dolphins will measure about 22 m x 29 m in plan. The platform shall be supported over 20 numbers of 1.2 m diameter bored cast-in-situ piles. The jetty will be connected to the shore by means of 11 m wide and 57 m long approach trestle. The approach shall be supported over 1.2 m diameter bored cast in situ piles.
Cement Berth
At the cement berth it is proposed to provide a single berthing head of size 80 m x 12 m with two mooring dolphins on either side. The berthing head will be supported on 3 rows of piles spaced 6 m c/c in the longitudinal direction and 6 m in the transverse direction. The superstructure consists of beam slab system. The beams shall be partly precast to avoid soffit shuttering. The secondary beams will be supported over the main beams and span in the longitudinal direction. Four mooring dolphins, each of size 9 m x 6 m, have been provided for safe mooring of the ships. Each mooring dolphin consists of 6 number of 1.2 m diameter bored cast in situ piles.
The jetty will be connected to the shore by means of a 6.5 m wide and 67 m long approach trestle. The approach shall be supported over 1.2 m diameter bored cast in situ piles. For the interconnecting walkways connecting berthing head and mooring dolphins it is proposed to provide simply supported precast flanged beams.
Port Crafts Berth
The port craft berth would be built along the northern bund of the reclamation area of the container terminal. In view of the limited unsupported length of the berth it is proposed to provide 750 mm thick diaphragm wall frontage tied back to the anchor wall behind.
5.3 Ground Improvement and Foundations
5.3.1 Container Yard
The container berths and yard area consists of Soft Clay deposits of thickness varying from 6 to 14m. In the stacking areas, large magnitude settlements, both total as well as differential can be expected, on account of the high compressibility of this layer. It is proposed to provide band drains with 1.5m
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triangular grid spacing in combination with preloading method for the limited identified portion of the container yard.
5.3.2 Dry Bulk Storage Areas
In the dry bulk berths and yard areas, the top layer of soil of up to -4 m CD comprises of very loose to loose silty fine sand followed by medium dense to dense silty sand up to -13 m CD. The soft layer of clay is present between -13 m to -20 m CD only. No ground improvement is proposed in the coal stack area since a stack is flexible and can withstand large deformations on account of settlements. Hence it needs to be treated like an embankment and its stability assessed by carrying out slope stability analysis.
The top layer of about 5 m thickness comprise of the loose silty sand. After placement of hydraulic fill of about 7 m above this layer it is proposed to use vibro-compaction to consolidate the loose material only at the locations of road and rail within the terminal.
5.3.3 Port Buildings and Covered Storage
It is proposed to provide bored cast in situ piles for all important buildings, bearing on the rock layer, to support all structural loads. Similarly for the covered storage sheds it is proposed to provide piled foundation at the column locations.
5.3.4 Approach Road and Rail Corridor
It is proposed to carry out the ground improvement along the main approach corridor to the container and bulk terminals.
5.4 Dredging & Reclamation
5.4.1 Dredging Quantity
The construction of Rewas Port involves capital dredging to create the approach channel, the harbour basin and berths, along with manoeuvring areas. The total capital dredging is estimated at 117.35 million cum out of which about 2.8 million cum is expected to be soft/ weathered rock. This dredging quantity also includes the paid tolerances but excludes the sedimentation during the capital dredging operations. Considering the predicted annual maintenance dredging of 6.5 million cum, it is expected that during the capital dredging operations, there will be a resiltation of about 8.1 million cum and this quantity also has to be included in the capital dredging volume assessed above.
The entire capital dredging has to be completed within a time frame of 32 months, including two months for mobilisation
5.4.2 Classification of Dredged Materials
Based on the stratification, the classification of dredged material for the quantity of dredging to be carried out including side slopes, but without re-siltation, is given in Table below -
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Classification of Dredging Material
Dredging Bifurcation of materials (million Cum) Dredging Dredging Areas Quantities Sections Sand Clayey silt Soft Rock (million cum) (Suitable) (Unsuitable) (suitable)
Section 1 Port area, berth pockets, 28.3 23.0 5.3 0.0 manoeuvring area
Section 2 Channel : 0 – 1.5 kms 10.1 10.1
Section 3 Channel : 1.5 – 4 kms 8.7 8.7
Section 4 Channel : 4 – 14 kms 26.3 3.1 20.4 2.8
Section 5 & 6 Channel : 14 – 27.75 kms 42.2 42.2 and Thal Shoal Layoff
Extra for Dredging Tolerance 1.75 1.75
Total volume of Dredging (million cum) 117.35 44.9 69.65 2.8
5.4.3 Utilisation of Dredged Material
The material obtained during capital dredging operations is proposed to be dealt as below:
Clayey silt (Unsuitable for Reclamation)
The unsuitable clayey silt materials will be disposed at the identified dumping sites as per the recommendations of CWPRS study. As per this study, the identified disposal site can safely accommodate upto 80 million cum of unsuitable materials.
Soft Rock
The dredged soft rock can also be used to create a gentle slope near the foot of the Northern and Western seawalls so as to absorb the energy of the waves.
Sand (Suitable for Reclamation)
The sandy material obtained during the dredging shall be utilised for reclamation of port areas at Rewas (2 to 5 km lead) & Aware (5 to 7 km lead). Surplus useable reclamation material would be pumped at storage areas within a lead of 7 to 10 kms.
Reclamation Quantities
S. No. Reclamation Area Quantity (M cum) Lead
1 Backup Area of Rewas Port 33.2 2.00 km to 6.00 km Including pre-load for container yard. 2 Aware Area 5.0 5.00 km to 7.00 km
3 Dadar or NMSEZ Area 6.7 7.00 km to 10.00 km
Total Reclamation 44.9
Detailed Project Implementation Report for Phase 1 13 Development of Rewas Port - Executive Summary November 2009
6.0 Mechanical Handling System
6.1 Container Handling System
The container terminal will have four container berths with a quay length of 1440 m, which can cater up to four container ships at any time. It is proposed to provide 12 Rail Mounted Quay Cranes (RMQCs) on these berths. There would be flexibility of moving the quay cranes to the adjacent berths so that 2 to 5 cranes can be deployed on a ship, depending upon its size. For handling in the Container Yard 48 Rubber Tyred Gantry Cranes (RTGCs) are provided. Similarly 5 Rail Mounted Gantry Cranes (RMGCs) are provided to handle containers being moved by rails. For movement and handling of containers in quay, container yard and rail yard areas, 110 Internal Transport Vehicles (ITVs) are provided in addition to 3 reach stackers and 2 empty container handlers.
6.2 Coal Handling System
A fully mechanized coal handling system is planned to unload coal ships. The coal terminal will have one berth of length 350 m and width 25 m. The berth shall be installed with 2 numbers of ship unloaders connected with conveyor system of required capacity for stacking and subsequent evacuation by rail or road. The system is designed for an average vessel discharge rate of 2500 T per hour to ensure faster turnaround of vessels at berth.
The summary of coal handling equipments is given below:
Summary of Coal Handling Equipments
Equipment Number Gantry Type Grab Unloaders 2 Stacker-cum-Reclaimer Units 2 Rail Wagon Loader 1 Truck Loader 1 Conveyors 3450 m Coal Spray System 1 Belt Weighing, Sampling, Weigh bridges, etc. 1
6.3 Liquid Bulk Handling System
6.3.1 Marine Unloading Arms
For transfer of products from the tankers to the shore, four marine unloading arms will be provided, with one each exclusively for white oils and black oils and two for chemicals. The marine arms will be designed to the normal operating pressure of about 12.5 Kg/cm2 under ambient temperature. These arms shall have a maximum discharge rate of 1500 cum/hr.
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6.3.2 Pipelines
For evacuation of the POL products and chemicals the unloading platform will have following pipelines -
• two nos. 16” pipelines for POL products • two nos. 12” pipeline for chemicals • one 16” pipeline for ballast/oily waste
6.4 Break Bulk Cargoes Handling System
Cement Terminal Equipment Planning
The cement handling ships are self unloading type and discharge the cement to the hopper provided at the middle of the berthing jetty from where it is taken to the silos by means of closed conveyors. In the present case it is assumed that the user would be providing the necessary handling and storage facilities like pipeline/conveyor, silos, bagging plant etc. in the terminal.
General Cargo Equipment Planning
It is proposed that the user shall hire the services of an experienced stevedore having the necessary handling equipments specified such as heavy lift cranes and sufficient number of transport vehicles including tractor-trailers.
7.0 Infrastructure and Port Facilities
7.1 Rail Connectivity
7.1.1 External Rail Connectivity
The nearest rail head to Rewas Port is Hamrapur Station (Class D) on the Panvel-Pen section of Central Railway. This will be a take-off station to the port, which will be upgraded to Class B Station by MoR with two loop lines on either side of main lines.
The external rail connectivity link of 26.1 km from the take off station up to the port boundary is proposed to be executed by an SPV formed with Ministry of Railways (MoR). This link is planned as double line, automatic signalling and on diesel traction. This railway corridor will be compliant with the upcoming DFC standards so as to run twin stack container trains.
Rewas Port Station will be situated outside the port boundary and will consist of a holding yard with two loop lines on either side of the main lines. In addition separate lines/spurs will be required for parking of locomotives and stabling lines for detaching sick railway wagons. The station will also have a signal cabin and S & T Equipments.
Detailed Project Implementation Report for Phase 1 15 Development of Rewas Port - Executive Summary November 2009
7.1.2 Internal Rail Links
It is proposed to take two lines to the container terminal and a single rail line to bulk terminal, with adequate sidings at the terminals, to cater to the traffic requirements.
The container rail terminal is planned with 5 lines and will have a length of 835 m to handle rakes up to 720 m length. The track spacing for the Container Rail Terminal is 5.5 m to allow access for maintenance and inspection of loads and wagons.
The Bulk Terminal will have 3 lines of length 1,080 m, 990 m and 850 m to handle rakes up to 720 m length. The track spacing would be 5.5m.
7.2 Road Connectivity
7.2.1 External Road Connectivity
The external road will be a 20km four lane highway connecting the port boundary to Wadkhal Naka on NH17. The proposed road alignment is planned along the rail line within the rail corridor except for the stretch of 1.5km, where the road will deviate to connect NH17 at Wadkhal. The concession agreement stipulates that the external road connectivity shall be developed through a Special Purpose Vehicle (SPV) as a 4 lane highway capable of widening to 6 lanes in future. This shall be developed by the promoter under BOT route. It is proposed to have a flexible pavement type of road structure designed to IRC Class AA loading.
It is proposed to earmark a transport corridor of 175m width through the Regional Development Authority i.e MMRDA. This corridor would enable land acquisition for rail and road projects as well as RoW for other utility services like power, water supply, gas pipeline, communication, cables, arboriculture etc.
7.2.2 Internal Roads
The internal road network planned within the Rewas Port comprises the main approach roads to the container and bulk terminals and the service roads within the terminals/ berths. The carriageway for the main approach roads is 23.5m wide and for service roads it is 10m wide. All these roads are designed to IRC Class AA loading.
7.3 Power Supply and Distribution
The handling systems for containers and coal are power intensive. The electrical power is also required for illumination of terminal areas, stockyards, sheds, roads etc apart from auxiliary services like dust suppression system, fire fighting system and port buildings. The power demand at Rewas port in the initial phase is estimated as 16.6 MVA. The source for drawing the power is MSEB Wadkhal Substation. It has 220 KV Network, from where a Double Circuit 220 KV transmission line has to be installed to Rewas Port. The approximate length of the transmission line is around 18 to 20 km. This transmission line will pass along Rail & Road Network proposed to Rewas Port.
Detailed Project Implementation Report for Phase 1 16 Development of Rewas Port - Executive Summary November 2009
7.4 Water Supply
The daily water demand for the Phase 1 Development is estimated to be about 2,037 cum. Out of this the potable water demand is 1,345 cum and balance can be raw water only. The water requirement will be sourced from the existing Ground Water Reservoir (GWR) at Kopar located between the Water Treatment Plant at Poynad and RCF Thal. Pumping station with 2000 cum water tank will be constructed at Kopar which is 20.5 km from the Rewas Port and the tapping would be done through a 500 mm diameter pipe. The capacity of GSR planned at Rewas port would be 2040 cum equivalent to about one day consumption.
7.5 Terminal Support Systems
7.5.1 Harbour Crafts
The Harbour Crafts envisaged for the Phase 1 Development of Rewas Port consists of 5 tugs of 50T Bollard pull, 2 pilot vessels, 4 mooring boats and one survey vessel, buoy maintenance vessel, VIP craft & general passenger craft each.
7.5.2 Navigational Aids
IALA maritime buoyage system as per Region A in which Rewas port falls will be followed. The lateral marks will be red and green colours to denote the port and starboard sides of channel. A total of 60 buoys, which include 23 outer channel buoys i.e. one fairway buoy (3.5m dia)/light vessel, 11 port side buoys (3m dia) & 11 starboard buoys (3m dia), 34 inner channel buoys i.e. 16 starboard and 18 port buoys (2.5m dia) and 3 buoys (2.5m dia) in the harbour basin are required for the navigational purpose. In addition, four sets of transit lights and two sets of mole lights and beacons are also proposed for ensuring adequate safety.
7.5.3 Vessel Traffic Management System (VTMS)
VTM system will be used for marine operations at Rewas Port, which will be linked to the PMIS (Port Management and Information System). Together with an automatic update of traffic information, VTMS will provide a powerful tool for programming of safe ship movements and efficient traffic planning within the port and channel areas.
7.6 Information Technology Systems
A high quality, service oriented IT infrastructure based on large scale operations is proposed to be setup for Rewas Port. This ITS will enable centralized control of the Infrastructure to ensure effective management and security. Rewas Port IT System will have the following components:
• Terminal Operating System (TOS) for Container/Car Carrier Operations/CFS • Business System for Bulk/Break-bulk Terminal • Terminal Administrative System (TAS)/ERP System • System Software – Operating Systems/Database • IT Infrastructure & Facility Management • Business Intelligence/Data Warehousing • Networking – Wired & Wireless
Detailed Project Implementation Report for Phase 1 17 Development of Rewas Port - Executive Summary November 2009
• Hardware Systems ( Servers, Storage, Desktops/Laptops) • WAN Connectivity for Corporate Offices/Associated Enterprises • ISP Connectivity • OFC Network within Rewas Port Area • Backup & Recovery systems • BCP/DR
7.7 Fire Fighting System
A centralised fire station will be provided for attending to all calls which will house 5 mobile fire tenders, with one snorkel-attached fire tender. In addition, separate fire fighting systems are proposed at the various terminals. The Fire Hydrant System shall be designed to give adequate fire protection for the facility based on Indian Standard or equivalent and shall conform to the provisions of the Tariff Advisory Committee's fire protection Manual.
Dry Bulk Berths and Stockyards
At the bulk berths, fire hydrant freshwater system is proposed at the berth, stockyards, wagon loaders and all galleries of conveyors. Each fire hydrant connection will be provided with suitable length of hoses and nozzles to permit effective operation. A fire fighting underground water storage tank and pump house towards the west end of the coal stockyard has been proposed.
Container and Car Terminal
The fire hydrant system at the container terminal will be seawater-based. This fire-fighting system shall consist of an underground ring main with spur lines to cover the facilities in the yard. Hydrants shall be provided at 60 m spacing. The main fire fighting pumps will be provided in the pump house located at the northern end of the berth. In addition jockey pumps will be provided to maintain the minimum pressure of 3.5 kg/cm2 in the remotest hydrant.
POL Jetty
The POL jetty will be provided with fixed fire-fighting facilities according to the requirements of OISD Guidelines -156 ”Fire protection facilities for Port Oil Terminals” (1992). Sea water will be used for fire fighting facilities. The facilities will include a pump house on trestle, tower mounted water/foam monitors as well as hydrants and water curtains.
7.8 Pollution Control
The source of pollution for the Rewas port shall be the dust emission from the dry bulk cargoes. Hence, it is proposed to provide dust control equipment for efficient control of dust pollution to the environment during storage and handling of dry bulk cargoes at the port & stockyard. A common system consisting of suitable pump, storage tank, nozzles for belt cleaning & dust suppression at discharge / feeding points of belt conveyors have been proposed at each coal transfer towers for efficient dust control & belt washing system. Suitable spray system shall also be provided at ship unloader, coal stockyard & wagon loading station.
Detailed Project Implementation Report for Phase 1 18 Development of Rewas Port - Executive Summary November 2009
The pollution control measure in the form of suitable facilities for the reception and treatment of oily wastes from the oil tankers shall be provided as per the MARPOL regulations. Container booms, skimmer, dispersant sprayer, oil absorbing booms, vulcanising machine are some of the equipments that would be deployed to control the pollution at berths.
7.9 Other facilities
Construction Logistic Centre (CLC)
CLC is required to be provided very near to the port as it will provide the logistics support to the port during the project phase and also provide temporary logistics service during initial phase of the port operations. CLC has been located towards the south west end of the main approach road to the container terminal.
Container Freight Station (CFS)
CFS provides facilities for consolidation and distribution of small consignments either exported or imported in LCL containers. Ideally the CFS should be located within a distance of 5 to 15 km from port at a place which has a direct connectivity to the port. In the Phase 1 Development an area of 50 ha has been planned for the CFS to be located towards the eastern side of the dock basin of container berths. The Empty container yard and the Container Freight Station will be developed by private parties.
Tank farms
The tank farms are proposed to be developed by the private parties/ users. An area of about 10 ha has been earmarked for the tank farms, which is approx 2 km from the liquid berth. These tank farms will provide storage for classified liquids and will be user based.
8.0 Environmental Compliance
The Ministry of Environment and Forests (MoEF) has accorded the Environmental Clearance to RPL for the construction of multipurpose port at Rewas for the Phase 1 Development. The MoEF approval is subject to the effective implementation of certain conditions during the construction as well as the operational phase, to protect the environment and socio-economic development in the Rewas Port area. The compliance to these conditions laid down by MoEF will be ensured along with appropriate mitigation measures. Necessary pollution control equipments will be installed and a green belt of 20 ha will be developed around the port. An environment monitoring cell will also be established for effective and efficient monitoring of environmental standards.
Detailed Project Implementation Report for Phase 1 19 Development of Rewas Port - Executive Summary November 2009
9.0 Cost Estimate and Implementation Schedule
9.1 Capital Cost Estimates
An abstract of the capital cost estimates for the Phase 1 Development of the project is furnished below
Figures indicate Rupees in Lakhs Heads Hard Cost Civil & Building 113,354 Railway 6,540 P&M and MFA 110,334 Dredging, Site Development, Coastal protection 216,177 Harbour crafts 23,706 Land 30,288 Preoperative Cost including PMC 16,000 Detailed Engineering 3,500 Total 519,899
9.2 Project Implementation
The entire Phase 1 Development of the port is expected to take about 32 months from the date of start of construction. The Implementation Schedule is shown table attached.
Detailed Project Implementation Report for Phase 1 20 Development of Rewas Port - Executive Summary November 2009 DEVELOPMENT OF REWAS PORT Task Name Duration 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40
REWAS PORT IMPLEMENTATION 38 mons
Selection of EPC Contractor 6 mons
Detailed Design by Contractor 16 mons
Site Clearence and Approach Road 4 mons
Dredging and Reclamation Related Works 32 mons
Soil Improvement & Related Works 12 mons
Container & Car Berths & Terminals 24 mons
Bulk & General Cargo Berth & Terminals 18 mons
Liquid Berth & Terminals 15 mons
Cement Berth 15 mons
Port Craft Berth 12 mons
Rock Quarrying 17 mons
Breakwater / Shore Protection Bunds 20 mons
Common Infra (Main Gates, Building, Compound Wall) 18 mons
Internal Road Connectivity 18 mons
Internal Rail Connectivity 15 mons
Internal Water Supply 12 mons
Internal Electric Power Supply 15 mons
Equipment Procurement 21 mons
Material Handling System & Commissioning 21 mons
MRS, Admin Buildings and Common User Utilities 15 mons
IT / Telecommunications 12 mons
Nav Aids / Harbour Crafts 20 mons
Fire Fighting 15 mons
Environmental Management Plan 5 mons
Pollution Response / Green Belt Development 32 mons
External Water Supply 21 mons
External Electrical Power Supply 18 mons
External Rail Connectivity 30 mons
External Road Connectivity 30 mons
Commissioning of Port 0.5 mons
Project: Implementation Schedule Task Progress Milestone Summary Rolled Up Task Critical Task Date: Mon 11/16/09
Appendix 1 Field Investigations and Studies Organised by RPL
For the Development of Rewas Port, RPL have carried out the following site-specific field investigations and studies from reputed agencies.
List of Field Investigations and Studies carried out for Rewas Port
Time S. No. Description of the Study/Investigations Agency (Month – Year) OCEANOGRAPHIC/GEOTECHNICAL INVESTIGATIONS Monsoon & Non-monsoon Field Investigations for Rewas CWPRS, Pune & August, 2004 & 1 Port WAPCOS, New Delhi December 2004 June 2007 & Feb Fugro Survey, Mumbai 2 Bathymetry & Seismic Surveys for Rewas Port / March 2008 Geotechnical Investigations for Rewas Port Fugro Geotech Ltd., May 2007 to May 3 (7 Volumes) Mumbai 2008 Soil Investigation by vibro-coring in Outer Approach Fugro Surveys Ltd., 4 March 2009 Channel of Rewas Port Mumbai Indian Institute of Study of Geological features of Rewas and Surrounding 5 Technology, Dec 2008 Areas Bombay MODEL STUDIES Mathematical Model Studies Flow Conditions, Siltation CWPRS, Pune & 1 and Disposal of Dredged Material at Offshore Dumping August, 2005 WAPCOS, New Delhi Sites for Rewas Port Mathematical Model Studies for Wave Tranquillity at 2 DHI, New Delhi February, 2007 Rewas Mathematical Model Studies for Hydrodynamics, Siltation, 3 DHI, New Delhi August, 2007 Oil Spill Analysis for the Proposed Port at Rewas
4 Ship Simulation Study in Port of Rewas DHI/FORCE, Denmark May, 2007
5 Dredging Dispersal Study for Rewas Port HR Wallingford, UK October, 2007
Impact of Simultaneous dumping at DS 3 & DS4 and 6 Effect of change in the flow & siltation pattern due to WAPCOS, New Delhi May 2008 Development of Rewas Port on JNP & MbPT Channel
Mathematical Model Studies for relocation of offshore CWPRS, Pune & 7 Dumping Site and assess the effect of proposed Rewas September 2009 WAPCOS, New Delhi Port on Mumbai and Jawaharlal Nehru Port waters
TRAFFIC STUDIES TransCare Logistics, August, 2007 to 1 Traffic Study for Rewas Port New Delhi March 2008
Detailed Project Implementation Report for Phase 1 21 Development of Rewas Port - Executive Summary November 2009