LTIEL Report

TRUST

Pre-feasibilty Report Proposed Development of Cochin Outer Harbour

TABLE OF CONTENTS 1 Executive Summary...... 1-1 1.1 Background ...... 1-1 1.2 Project Description ...... 1-1 1.2.1 Location ...... 1-1 1.2.2 Proposed Development ...... 1-1 1.3 Site Analysis...... 1-2 1.3.1 Road Connectivity ...... 1-2 1.3.2 Rail Connectivity ...... 1-2 1.3.3 Bathymetry ...... 1-2 1.3.4 Sub Seabed Soil Conditions ...... 1-3 1.3.5 Wave ...... 1-3 1.3.6 Currents ...... 1-3 1.4 Planning Brief ...... 1-3 1.4.1 Breakwater ...... 1-4 1.4.2 Reclamation by Dredging and Filling ...... 1-4 1.5 Proposed Infrastructure ...... 1-4 1.5.1 Outer Harbour ...... 1-4 1.5.2 Breakwater ...... 1-4 1.5.3 Reclamation by Dredging and Filling ...... 1-5 1.6 Project Schedule and Cost Estimate ...... 1-5 1.6.1 Cost Estimate ...... 1-5 1.6.2 Project Implementation Schedule ...... 1-5 1.7 Recommendations ...... 1-6 2 Introduction ...... 2-1 2.1 Background ...... 2-1 2.2 Details of Project Proponent ...... 2-1 2.3 Brief Port Profile ...... 2-2 2.4 Proposed Development ...... 2-2 2.5 Need for the Project ...... 2-4 2.5.1 Construction of Breakwaters ...... 2-4 2.5.2 Reclamation by Dredging and Filling ...... 2-5 2.5.3 Traffic Forecast ...... 2-6 2.6 Employment Generation ...... 2-9 3 Project Description ...... 3-1 3.1 Project Location ...... 3-1 3.1.1 Port Limits ...... 3-2 3.2 Analysis of Alternatives ...... 3-3 3.3 Power ...... 3-3 3.4 Water ...... 3-3 4 Site Analysis ...... 4-1 4.1 Existing Port Features/Facilities...... 4-1 4.2 Existing Land Use ...... 4-3 4.3 Maintenance Dredging ...... 4-3 4.4 Road Connectivity ...... 4-4 4.5 Rail Connectivity ...... 4-5 4.6 Bathymetry ...... 4-6 4.7 Oceanographic Parameters ...... 4-8 4.7.1 Wave ...... 4-8 4.7.2 Tides ...... 4-9 4.7.3 Currents ...... 4-9 4.8 Sub Seabed Soil Conditions ...... 4-9 4.9 Meteorological Conditions ...... 4-9 4.9.1 Rainfall ...... 4-10 4.9.2 Temperature ...... 4-10 4.9.3 Humidity ...... 4-10

Table of Contents Page i Pre-feasibilty Report Proposed Development of Cochin Outer Harbour

4.9.4 Wind ...... 4-10 4.10 Visibility ...... 4-11 4.11 Cyclones ...... 4-11 4.12 Seismicity ...... 4-11 5 Planning Brief ...... 5-1 5.1 Breakwater ...... 5-1 5.2 Reclamation by Dredging and Filling ...... 5-2 6 Proposed Infrastructure ...... 6-1 6.1 Outer Harbour ...... 6-1 6.2 Breakwater ...... 6-1 6.2.1 Soil Improvement for Breakwater Construction ...... 6-2 6.3 Reclamation by Dredging and Filling ...... 6-5 6.3.1 Technical Soundness for Reclamation ...... 6-5 7 Project Schedule and Cost Estimates ...... 7-1 7.1 Cost Estimate ...... 7-1 7.2 Project Implementation Schedule ...... 7-1 8 Recommendations ...... 8-1

LIST OF FIGURES Figure 2-1: Layout of Outer Harbour ...... 2-4 Figure 3-1: Location Map ...... 3-1 Figure 3-2: Port Limits ...... 3-3 Figure 4-1: Location of Existing Berths on Willingdon Island ...... 4-2 Figure 4-2: Areas under CoPT's Jurisdiction ...... 4-3 Figure 4-3 Road Connectivity ...... 4-5 Figure 4-4 Rail Connectivity (Kerala Rail Map) ...... 4-6 Figure 4-5 Hydrographic Chart 220 ...... 4-7 Figure 4-6 Wave Rose Diagram off Cochin ...... 4-8 Figure 4-7: Seismic Zoning Map of India ...... 4-12 Figure 6-1 Methodology for Soil Improvement for Breakwater Construction ...... 6-4

LIST OF TABLES Table 2-1 Outer Harbour Traffic Forecast (Million Tonnes) ...... 2-8 Table 3-1: Port Limit Coordinates ...... 3-2 Table 4-1: Dredging Quantities ...... 4-4 Table 4-2: Tidal Levels at Cochin ...... 4-9 Table 7-1 Cost Estimate ...... 7-1 Table 7-2 Project Implementation Schedule...... 7-2

Table of Contents Page ii Pre-feasibilty Report Proposed Development of Cochin Outer Harbour

ORGANISATION OF THE REPORT The Pre-Feasibility Report (PFR) is prepared as per the guidelines issued by the Ministry of Environment and Forests (Guidelines for preparation of Pre-Feasibility report for obtaining prior Environmental Clearance in terms of the provisions of EIA notification, 2006, vide MoEF Office Memorandum dated December 30, 2010). In accordance with the guidelines, this report is structured into the following sections1:  Chapter 1 : Executive Summary  Chapter 2 : Introduction

 Chapter 3 : Project Description  Chapter 4 : Site Analysis  Chapter 5 : Planning Brief

 Chapter 6 : Proposed Infrastructure  Chapter 7 : Project Schedule & Cost Estimate  Chapter 8 : Recommendation

1 The subsections under each section have also been structured as per the Guidelines as applicable to the current project

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Pre-feasibilty Report Proposed Development of Cochin Outer Harbour

1 Executive Summary

1.1 Background

Cochin Port (Port), one of the 12 major ports in India is an all weather port, strategically located close to the trunk sea routes from Europe to Australia and to Far East and is in a favourable position to attract substantial traffic at the Port. The Port is faced with several constraints which restricts further capacity enhancement of the Port. The constraints include poor evacuation facilities, congestion on land side, presence of naval base at Willingdon Island and neighbourhood of heritage areas of Kochi Fort all of which restricts further developments. In addition to these, the Port is also facing the problem of heavy siltation in the Inner Harbour and shore line erosion at the south of Kochi Gut. These issues have impelled Cochin Port to look for the options such as development of an Outer Harbour which will not only help address the problems of siltation and erosion but also will cater for the future developmental needs of Cochin Port.

1.2 Project Description

1.2.1 Location

Cochin Port is located on south-west coast of India, in the state of Kerala with coordinates 09°58’ N Latitude and 76°16’ E Longitude. The Port is located in the vast expanse of the Vembanad backwaters, discharging into the sea through the opening in the shore. Most of the Port activities are located on the artificially created Willingdon Island. Entrance to the Port is through Cochin Gut between the headland of Vypeen peninsula and Fort Cochin, beyond which the channel splits into Mattancherry Channel and Ernakulam Channel.

1.2.2 Proposed Development

As an immediate requirement to help prevention of erosion of shoreline and heavy siltation issue, CoPT will develop the Breakwaters. Proposed development involves reclamation of the area within the breakwaters to create a back up area for future port expansion and other port related development activities by dredging and filling from the channel/ basin inside outer harbour. This reclaimed area inside the north breakwater will subsequently be used by CoPT/private developers to set up port based activities. The Indian Navy and Indian Coast Guard have expressed interest to develop the area inside the south breakwater for setting up their stations. Construction of the two breakwaters will lead to creation of an area of approximately 1,315 hectares (Ha) of tranquil water. As traffic build-up at the Outer Harbour

1 Executive Summary Page 1-1 Pre-feasibilty Report Proposed Development of Cochin Outer Harbour is envisaged to take about 8-9 years from now, no berths, back up storage areas, etc. are planned at the reclaimed areas of the proposed Outer Harbour for the present proposal.

1.3 Site Analysis

CoPT has under its jurisdiction approximately 886.04 hectares (Ha) of land at various locations in Kochi including Willingdon Island, Bolghatty, Vallarpadam, Puthuvypeen, Ernakulam, Fort Kochi, Palluruthy and Thevara.

Most of the Port activities are based on Willingdon Island. Port activities are also carried out at Vallarpadam and Puthuvypeen. Mostly non-port related activities are being carried out at the other land parcels under CoPT’s jurisdiction. These are mostly leased out land parcels.

At present Willingdon Island have 17 existing berths, one Ro-Ro Jetty and one Dry Dock. Crude handling at Cochin Port is being handled at Puthuvypeen. Kochi Refineries Ltd (BPCL-KRL) has set up a Single Point Mooring System (SPM) as captive reception for the import of crude oil. SPM is connected by a pipeline of ~20 km to tank storage facilities at Puthuvypeen. There is also a LNG terminal at Puthuvypeen which is being operated by Petronet LNG Limited. Container handling at Cochin Port is being done at Vallarpadam.

1.3.1 Road Connectivity

1.3.2 Rail Connectivity

1.3.3 Bathymetry

Hydrographic Chart for the Cochin offshore region (Chart 220, published by National Hydrographic Office, Dehradun) shows that the sea bed contours are reasonably parallel to the coast line. From the bathymetric survey conducted for Cochin offshore region, we see the 10 m and 5 m contours are at distance of approximately 5 km and 1.8 km respectively from

1 Executive Summary Page 1-2 Pre-feasibilty Report Proposed Development of Cochin Outer Harbour the coast at the mouth of Cochin Port. The Port Limits extend up to the entire backwaters and connecting creeks and channels.

1.3.4 Sub Seabed Soil Conditions

From geotechnical investigations, it is observed that top layer of soil consists of very soft to soft clayey silt up to (-) 25 m CD with N value ranging from 1 to 7. These results were typical of the bores made along the Northern Breakwater area. In the Southern Breakwater region, geotechnical investigations reveal that such soil extends even up to (-) 29 m CD. Such soils are ideal for dredging but typically not preferred for reclamation purpose. Certain soil improvement techniques are required to be implemented for reclamation and for construction of Breakwater over such soils.

1.3.5 Wave

During south-west monsoon, the waves approach predominantly from quadrant between SW to NW directions. During the non-monsoon period and north-east monsoon, waves approach predominantly from NW quadrant. The wave climate during the entire year indicates that the predominant wave directions in deep water are from South to NW with the maximum wave heights of the order of 4m.

1.3.6 Currents

The currents along the coast of Cochin consist of tide, wave and wind induced components. As per observations the maximum current velocities at the Cochin Gut during the non- monsoon periods is of the order of 3 knots, which could increase to as high as 5.5 knots during the monsoon periods. Inside the harbour the current velocities are relatively low, of the order of 0.5 knots only, with directions varying at different locations. Maximum flood velocities during the monsoon were observed at the bottom due to density currents.

1.4 Planning Brief

As per traffic projection, berths are required only by the year 2023 whereas construction of breakwater is the immediate requirement as it is not only intended to create tranquillity for the Outer Harbour but also, reduction in siltation in Inner Harbour is one of the primary objective of breakwater construction. Construction of the two breakwaters will lead to creation of an area of approximately 1,315 Ha of tranquil water. As such, the present proposal as part of the overall proposed development of Outer Harbour is only limited to include the following components:

 Construction of Two Breakwaters  Reclamation of the area within the breakwaters (excluding the approach channel and maneuvering basin) for future development of port based activities by dredging and filling from the channel/basin area in the Outer Harbour

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1.4.1 Breakwater

Breakwater cross section is designed using desktop studies and wave flume tests. Initially desk studies were carried out to arrive at the conceptual design of the breakwater cross sections. The structural hydraulic stability was then tested in wave flume with regular and random waves at CWPRS.

The proposed north and south breakwater cross sections are designed at (-) 2.0 m CD, (-) 4.0 m CD and (-) 9.0 m CD water depths. Design wave is considered with return period of 1 in 50 years. Wave flume tests are carried out at CWPRS for the breakwater section with deepest bed level i.e. (-) 9.00 m CD at scale of 1:36.

1.4.2 Reclamation by Dredging and Filling

Reclamation is proposed to be done on lee side of North Breakwater and South Breakwater by dredging and filling from the channel/basin area in the Outer Harbour. Reclamation will be done simultaneously along with the dredging operation. As deck top level of proposed berth is worked out as (+) 4.00 m CD, reclamation will be required to raise the ground level behind future berths from existing bed level to the future berth top for creation of necessary storage yards and other port operational areas.

1.5 Proposed Infrastructure

1.5.1 Outer Harbour

Development of an Outer Harbour at Cochin Port is proposed as CoPT is facing several issues such as erosion of shoreline on Puthuvypeen and Fort Kochi sides, heavy siltation inside Inner Harbour resulting in costly maintenance dredging. In addition, CoPT is also faced with constraints to expand Port operations due to several restrictions (limited land availability along the waterfront, presence of Navy at Willingdon Island, Port being located in a highly urbanised area, etc.). To address these issues, development of Outer Harbour is proposed. However, present proposal shall only include construction of the breakwaters and reclamation by dredging and filling.

1.5.2 Breakwater

As an immediate requirement, Two (02) breakwaters are proposed for creation of the Outer Harbour. The Southern Breakwater shall be of 4,850 m length and Northern Breakwater of 6,676 m length. Sea bed levels at breakwater location vary from (-) 2.00 m to (-) 9.00 m CD. Total volume of stones to be dumped for construction of breakwaters is approximately 7 million cum (MCM) except tetrapodes in top layer. Tetrapodes quantity works out to be approximately 0.5 MCM. For movement of such quantity of rubble stones, approximately 1,500 truck movements are anticipated every day. This traffic will be in addition to city traffic, traffic from Inner Harbour, ICTT and LNG Terminal. To reduce congestion due to this additional traffic, it is proposed to use barges for transportation of stones from Bolghatty/

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Vallarpadam to project area as 4 lane NH47C exists up to Vallarpadam. Also, widening/ improvements of certain stretches of existing roads owned by CoPT will/may be required.

1.5.3 Reclamation by Dredging and Filling

Proposed development involves reclamation of the area within the breakwaters to create a back up area for future port expansion and port related development activities by dredging and filling from the channel/ basin inside outer harbour. It is estimated that around 32.14 MCM of dredged material will be used for proposed reclamation of storage yards and additional material as required will be used for reclamation for other port based industries.The dredged material is to be used to the extent possible for land build up for development of the reclaimed area. Balance filling material requirement is proposed to be met from the effective utilisation of sandy materials available from the present maintenance dredging, which is presently dumped in the open sea about (-)18 m CD. Although, no berths are planned to be developed during present proposal, with regards to potential environmental impacts, it is advisable to conduct reclamation in continuation/in parallel with construction of breakwaters so that the dredged material can be used immediately and help minimise impacts in future as the impacts will get time up to future development/ berth construction stage (anticipated by 2023) to stabilize.

1.6 Project Schedule and Cost Estimate

1.6.1 Cost Estimate

It is estimated that the construction of the Breakwaters and Reclamation works for the proposed Outer Harbour development at Cochin Port will cost around Rs. 6,020 Crores.

1.6.2 Project Implementation Schedule

Outer Harbour is proposed to be developed as long term Master Plan development involving various stages. Present proposal is only limited to construction of the two breakwaters and reclamation of the area within the breakwaters.

Current/initial stage of proposed project involves obtaining the necessary Environmental/CRZ Clearance from MoEF for implementing the project and Consent To Establish/NOC from KSPCB. These clearances/NOC may take 12-24 months. After the clearances and approval the construction of North and South Breakwaters can be started by FY-16. The construction period for the breakwater is estimated to take about 3 years. Following this, the dredging and reclamation work can be undertaken and is estimated to take another 3 years2. As per traffic projections, additional berths are required by the year 2023. Accordingly construction of berths shall need to be started by FY-21/22 and for which necessary clearances shall be obtained separately based on the growing traffic needs and preference of the developers.

2 Alternatively, CoPT may explore option of carrying out dredging and reclamation in parallel during the time of construction of the breakwaters.

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1.7 Recommendations

Development of breakwaters is expected to result in overall reduction in siltation in order of 30-40% resulting in large cost savings to CoPT. Proposed reclamation will provide CoPT with much needed space for future development of the Port. Port based development activities that can come up in future will help improve socio-economic conditions of local people as well as improve overall socio-economic conditions of the area and in general the State and Country. Also, Indian Navy and Coast Guard have expressed interest to develop the area inside south breakwater for setting up their stations. Hence considering above factors, development of the Outer Harbour at Cochin Port is recommended.

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2 Introduction

2.1 Background

Ever since the opening up of the Indian economy, the country has gained considerable progress in all sectors. All coastal states including Kerala are working on different port projects as ports and shipping can be considered as the engines of growth for any country. The ports and its related infrastructure plays a vital role in the growth of a nation and its economy. Cochin Port (Port), one of the 12 major ports in India, also plays a key role in the growth of our nation’s economy. Cochin Port has a glorious maritime tradition and is one of the key maritime gateways of peninsular India. With the recent commissioning of India’s first International Container Transhipment Terminal (ICTT) at Vallarpadam, Cochin Port intends to assert its unique advantage in global maritime trade routes. The Port is an all weather port, strategically located close to the trunk sea routes from Europe to Australia and to Far East and is in a favourable position to attract substantial traffic at the Port. The Port currently possesses draft sufficient to serve Panamax vessels. In spite of location and draft advantages, the Port is faced with several constraints which restricts further capacity enhancement of the Port. The constraints include poor evacuation facilities, congestion on land side, presence of naval base at Willingdon Island and neighbourhood of heritage areas of Kochi Fort all of which restricts further developments. CoPT currently has prepared a Master Plan for redevelopment of activities of Cochin Port at Willingdon Island and is in the process of obtaining necessary Environmental/CRZ Clearance for implementation of the Master Plan for Willingdon Island. Though this redevelopment is aimed to enhance the existing cargo handling, future developmental needs of the Port will still need additional space. In addition to these, the Port is also facing the problem of heavy siltation in the Inner Harbour and shore line erosion at the south of Kochi gut. These issues have impelled Cochin Port to look for the options such as development of an Outer Harbour which will not only help address the problems of siltation and erosion but also will cater to future developmental needs of Cochin Port.

2.2 Details of Project Proponent

Cochin Port is managed by the Cochin Port Trust (CoPT), an Autonomous Body under the Government of India (GoI). CoPT in-turn is managed by a Board of Trustees constituted by the GoI. The Board is headed by the Chairman. The contact details of the authorized person of the Project Proponent are provided below:

The Chief Engineer Tel:+91-0484-2666414/2582400 Cochin Port Trust (CoPT) Fax No: 91-0484-26666414 Willingdon Island, Cochin - 682 009 e-mail: [email protected], [email protected] Kerala, India Website: www.cochinport.gov.in

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2.3 Brief Port Profile

CoPT has under its jurisdiction several parcels of land at various locations in Kochi including Willingdon Island, Vallarpadam, Puthuvypeen, Bolghatty, Ernakulam, Fort Kochi, Palluruthy and Thevara. The activities being carried out at these places are described briefly as follows:  Willingdon Island – Major Port activities and Naval base  Vallarpadam – Modern International Container Transhipment Terminal (ICTT)  Puthuvypeen – Petronet LNG Terminal, BPCL-KRL-SPM-Tank Farm  Bolghatty – Inland Water Transport (IWT) terminals  Ernakulam – STB, COT and NTB (located off the Ernakulam shore on the opposite side of Willingdon Island) Fort Kochi, Palluruthy and Thevara areas are also under jurisdiction of CoPT and have been leased to commercial/other government agencies; no port activities are taking place there.

Overall Port operations include handling of Container Cargo, Liquid Cargo and Dry Bulk Cargo. Major operations at Cochin Port (covering all areas) involve handling of Liquid Cargo which is carried out via pipelines and accounts for approximately 71% of entire port operations. About 23% of the operations are made up of Container Cargo handling. The remaining 6% of operations are storage/handling of other Dry Bulk Cargo (coal, timber, fertilizers, etc.).

Existing Port facilities include the following:  Seventeen (17) Berths including Three (03) oil jetties  Modern Container Transhipment Terminal at Vallarpadam  Round the clock pilotage  Dedicated facilities to handle bulk/break bulk as well as variety of liquid cargo  Storage spaces  Single Point Mooring (SPM) for crude handling – the SPM of BPCL-KRL is located at a distance of ~20.0 km from the shoreline and is connected by submarine pipelines to shore tank farms facilities at Puthuvypeen.

2.4 Proposed Development

Thought of developing an Outer Harbour has been conceived in the backdrop of combination of issues such as erosion of shoreline on Puthuvypeen and Fort Kochi sides, heavy siltation inside Inner Harbour resulting in costly maintenance dredging and to cater for expansion needs of Cochin Port. Accordingly, CoPT is considering the proposal for development of an Outer Harbour on western coast of Puthuvypeen area within the existing Cochin Port Limits. Based on results of mathematical modelling studies carried out by IIT, Madras, development of an Outer Harbour is proposed by constructing two breakwaters – one Northern and one Southern. CoPT intends to take up proposed development in stages. As an immediate requirement to help the prevention of erosion of shoreline and heavy siltation issue, CoPT will develop the breakwaters. CoPT intends to reclaim by dredging and filling the area inside the south

2 Introduction Page 2-2 Pre-feasibilty Report Proposed Development of Cochin Outer Harbour breakwater for Indian Navy, based on their interest for setting up their station at the location. This assumes national significance as China has developed Hambantotta Port in Sri Lanka and it may pose potential threat to India. As such it has strategic importance. CoPT also intends to reclaim the area inside north breakwater by dredging and filling, which will subsequently be used by CoPT/private developers to set up port based activities and other future developmental activities. CoPT/private developers will explore options for development at the Outer Harbour (subject to getting MoEF approvals) such as development of Export Oriented Refinery, Tank Farms, Free Trade Warehousing Zone (FTWZ), Green Field Gas Based Power Plant3, Off Shore Rig Fabrication Unit, etc. Separate studies will be carried out for obtaining necessary approvals for implementation of such developments in the future. No berths, back up storage areas, etc. are planned at the reclaimed areas of the proposed Outer Harbour within the breakwaters as part of the present proposal. This is due to the fact that existing facilities at the Inner Harbour along with the capacities/facilities that will be available after the proposed redevelopment of port activities at Willingdon Island are capable of handling current traffic movements at Cochin Port. Traffic projections up to period of 2040 have been considered during preparation of the Master Plan for redevelopment of activities at Willingdon Island. It may be noted that the major cargo addition proposed at the Outer Harbour will be handling of Containers which is not currently planned in the proposed Master Plan redevelopment activities at Willingdon Island. Also, in regards with Environmental Clearance from MoEF, the EC validity will only be for a period of 5 years within which the proposed development needs to be constructed and operations need to commence. Construction of the breakwaters and reclamation will itself take at least 5 years to complete as such the EC validity will not be available for any other developments like berth construction within 5 years.

In addition, primary objective of proposed Outer Harbour development is to prevent shoreline erosion and reduce siltation in the Inner Harbour. As such construction of the breakwaters is an immediate requirement. As per market study analysis, the traffic build up in the Outer Harbour is expected to take about Nine (09) years and there is no source of revenue at this moment other than savings in maintenance dredging for the Inner Harbour. Considering the construction period of about 3 years for the breakwaters, 3 years for the reclamation by dredging and filling and additional 2-3 years for development of the facilities for initial berths, development of berths will be taken up only after a period of at least 6 years (within which time the validity of the EC will expire and fresh EC clearances will need to be obtained).

As such, CoPT in this present proposal intends to develop as part of the overall Outer Harbour two breakwaters, as follows:  North Breakwater – 6,676 m

3 Some of suggested activities may not be permissible as per MoEF guidelines. However, MoEF has in the past granted exemptions for projects which provide social benefit and are in the interest of the nation. In these lines, CoPT/private developers may seek approval from MoEF for developments such as a Gas Based Power Plant. Due to shortage of power generation in Kerala, the state buys power from other states; development of a Power Plant will be a large socio-economic benefit of the region.

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 South Breakwater – 4,850 m Proposed development includes reclamation of the area within the two breakwaters (excluding the Approach Channel and maneuvering basin) to create land for future development of port based activities by dredging and filling from the channel/ basin inside Outer Harbour. Proposed reclamation will create a land of ~1,052 Ha at Northern Breakwater and ~263 Ha at Southern Breakwater (to be used by the Navy). Conceptual layout of the proposed development involving the two breakwaters and area planned to be reclaimed is shown as Figure 2-1.

Figure 2-1: Layout of Outer Harbour Hence, the present proposal will be limited to construction of the breakwaters and reclamation of the areas within the breakwaters by dredging and filling from the channel/basin inside the Outer Harbour.

2.5 Need for the Project

2.5.1 Construction of Breakwaters

Cochin Port is facing issue of heavy siltation (maintenance dredging of about 21 MCM) in Inner Harbour and Approach Channels and shore line erosion at south of Kochi Gut. Continuous maintenance of navigational channel results in deeper sections near the mouth which enhances settling down of sediments due to littoral drift. Hence it becomes mandatory to carry out the maintenance dredging for the smooth/safe vessel movement. As the drift along the mouth area is towards the south, the trapping of the sediments by the Approach

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Channel has lead to erosion on the south of the mouth, whereas, the maintenance dredging of the Approach Channel has resulted in the caving or smooth deposition of sediments inside the channel, thus leading to an increase in the quantity of sediments to be dredged.

Thus, the combination of siltation and erosion is leading to CoPT needing to spend large amount of money on annual basis to conduct maintenance dredging to maintain required depths for safe vessel operations. In past, several attempts or studies were made to address this issue scientifically and some groynes have been made on southern side of the Gut. The presence of such groynes along with seawalls on south of the mouth has reduced erosion to some extent and this has given confidence for further comprehensive studies to work towards a permanent solution for sea erosion problem. A study in this regard conducted by IIT, Madras on methods of reducing erosion and siltation, recommends the need for developing an Outer Harbour. As per the study findings/recommendations, the Outer Harbour is needed for following reasons:  Minimizing maintenance dredging requirements  Prevention of neighbourhood shoreline erosion, and  Facilitating development activities at the Port in future Currently siltation load at Cochin Port is around 21 MCM (following commissioning of the LNG Terminal). This large amount of maintenance dredging requirement makes Cochin Port the port with maximum maintenance dredging in India. It is observed that due to littoral drift phenomena, northern coastline at Cochin Gut has advanced due to accretion of substantial quantity of sand. The shoreline further south, has been eroding over the years causing serious threat to Fort Cochin Coast and being partially protected using a series of groins and sea walls. The conceptual studies carried out by IIT, Madras has shown that the shoreline erosion as well as siltation can be reduced if two breakwaters are put up at the mouth of the port. Concept of constructing breakwaters is further developed to cater for expansion needs of Cochin Port. The development of the breakwaters is expected to reduce siltation at ICTT and Inner Harbour. The expected overall reduction in siltation is of the order of 30 to 40%. The total maintenance dredging requirement is expected to be reduced to 12 MCM against the present siltation of ~21 MCM after development of the Outer Harbour, as per the study conducted by CWPRS, Pune. This reduction will result in large cost savings. Hence, construction of the breakwaters is proposed as part of the present proposal.

2.5.2 Reclamation by Dredging and Filling

Cochin Port being strategically located along west coast of India has been planning for mega developmental activities. Fast growing city of Kochi restricts port operations mostly within Willingdon Island and there is no sufficient space for lateral development in Inner Harbour. Also the bridges connecting the Willingdon Island with the mainland present a restriction to the length of the waterfront and the air-draft of the vessels that can use the channels. The Naval Command limits development in vertical direction. The Heritage Areas of Fort Kochi

2 Introduction Page 2-5 Pre-feasibilty Report Proposed Development of Cochin Outer Harbour restricts widening of existing Navigation Channel. Thus, thrust is on the expansion of the port activities towards sea so as to reduce navigation time from the main trunk route. At present Cochin Port has adequate land for continuing with its existing operations. But, the reasons discussed above create constraints for future development prospects of the Port. In addition, a large waterfront area will be available due to construction of the two breakwaters. On a standalone basis, the breakwater funding is not feasible and hence it will be required to use the waterfront for revenue generation through expansion of port and development of other port based ancillary businesses (subject to approval of appropriate statutory authorities). As such, CoPT intends to reclaim the land between the two breakwaters (excluding the Approach Channel and maneuvering basin) by dredging and filling and make land available for future expansion of port and port based activities to come up. Reclamation is planned by using the material derived from proposed dredging activities in the channel/basin inside the Outer Harbour. Balance filling material requirement is proposed to be met from the effective utilization of sandy materials available from the present maintenance dredging, which is presently dumped in the open sea about (-) 18 m CD.

Market study analysis suggests that traffic build up in the Outer Harbour is expected to take about 09 years. As such, no berths, back up storage areas, etc. are planned to be developed during the present proposal. Considering a construction period of about 8-9 years (for breakwaters, dredging, reclamation and development of the facilities for initial berths), proposed reclamation will make the land ready for future construction/development to commence to match with time frame as suggested by market study analysis. This development is considered as imminent in nature to help nurture traffic build up for future Port growth. In addition, with regards to the potential environmental impacts, it is advisable to conduct reclamation in continuation/in parallel with construction of the breakwaters so that the dredged material can be used immediately and help minimise impacts in future as the impacts will get time up to future development/berth construction stage (anticipated by 2023) to stabilize. Hence, reclamation by dredging and filling from the channel/ basin inside Outer Harbour is also proposed as part of present development proposal.

2.5.3 Traffic Forecast

Based on market studies/analysis, the projected traffic for the Outer Harbour consists of predominantly Containers (Domestic and Transhipment) in addition to LNG and POL. The

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Outer Harbour at Cochin Port has a potential to attract 233 million tonnes of traffic by FY 52. Table 2-1 shows the forecasted traffic for proposed Outer Harbour.

2 Introduction Page 2-7 Pre-feasibilty Report Proposed Development of Cochin Outer Harbour Table 2-1 Outer Harbour Traffic Forecast (Million Tonnes)

Phase Phase - 0 (Inner Harbour) Phase - 1 Phase - 2 Phase - 3 Phase - 4 Phase - 5 Financial Year FY13 FY14 FY22 FY23 FY28 FY29 FY34 FY35 FY40 FY41 FY46 FY47 FY52 Container (Domestic) - million TEUs (OH) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Container (Domestic) - million tonnes (OH) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Container (Transhipment) - million TEUs (OH) 0.00 0.00 0.00 0.24 1.45 1.82 3.66 4.03 7.36 8.03 10.75 11.33 14.61 Container (Transhipment) - million tonnes (OH) 0.00 0.00 0.00 3.62 21.72 27.26 54.93 60.47 110.41 120.40 161.30 169.91 219.16 POL (OH) 0.00 0.00 0.00 4.18 3.62 3.60 3.61 3.59 3.56 3.56 3.56 3.56 3.56 LNG (OH) 0.00 0.00 0.00 0.00 0.00 0.00 1.40 1.97 5.27 6.04 10.47 10.00 10.00 Total Outer Harbour (million tonnes) 0.00 0.00 0.00 7.80 25.35 30.86 59.93 66.02 119.24 129.99 175.33 183.47 232.73

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2.6 Employment Generation

The present proposal (i.e. construction of the breakwaters and reclamation) is not likely to provide large scale employment opportunities. There will however be several opportunities created during its construction stage. Benefits from such a project will come in only after future development activities are taken up on the reclaimed areas. In future when other developments are to be taken up by CoPT/private developers on the reclaimed land, it will lead to significant benefits to the people and lead to overall socio-economic development of region. The economic benefits that can be offered by the possible future developments that can be taken up at the Outer Harbour include accelerated economic growth of the region and the state due to industrial development, urbanisation and employment generation in the region. Apart from freight saving, the saving / earning of foreign exchange, creation of direct and indirect employments and further industrialization of the primary and secondary hinterland of the Port, is expected to provide catapulting economic benefits in terms of GDP growth and the socio-economic development of the region.

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Pre-feasibilty Report Proposed Development of Cochin Outer Harbour

3 Project Description

The proposed development of the Outer Harbour will be an expansion project of the existing Cochin Port facilities. The immediate requirement of the Outer Harbour is though not to increase the Port’s cargo handling capacities, but to help prevent shore line erosion and reduce siltation in the inner harbour. As such the present proposal will be limited to only development of the two breakwaters and reclamation by dredging in the channel/basin inside the proposed Outer Harbour and filling the area between the breakwaters.

3.1 Project Location

Cochin Port is located on the south-west coast of India in the state of Kerala with coordinates 09°58’ N Latitude and 76°16’ E Longitude. The Port is located in the expanse of the Vembanad backwaters, discharging into the sea through the opening in the shore. The Port area in general is located within the vast expanse of the Vembanad Wetlands, which is a listed wetland under the RAMSAR Convention List of Wetlands of International Importance. Most of the Port activities are located on the artificially created Willingdon Island. Entrance to the Port is through Cochin Gut between the headland of Vypeen peninsula and Fort Cochin, beyond which the channel splits into Mattancherry Channel and Ernakulam Channel. Google image showing location of Cochin Port and location of proposed Outer Harbour at Cochin Port is shown as Figure 3-1.

COCHIN PORT

Figure 3-1: Location Map

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3.1.1 Port Limits

Cochin Port Limits as per the Gazette Notification (vide Ministry of Shipping, Road Transport and Highways, Department of Shipping, Ports Wing, Notification, dated June 21, 2006) are shown in Figure 3-2. Apart from the marine area, the Port Limit also includes some areas of the lagoon and some islands. Coordinates of Port limits are given in Table 3-1. Table 3-1: Port Limit Coordinates

Point No Easting (m) Northing (m) Latitude (N) Longitude (E) 1 640537.1442 1113427.009 1004’12” 76016'57" 2 634454.5212 1113403.714 1004'12" 76013'37.2" 3 628917.0145 1119281.409 1007'24" 76010'36" 4 607367.7944 1119210.115 1007'24" 75058'48" 5 642975.1528 1097400.745 9055'30" 76018'15" 6 641606.9501 1096781.006 9055'10" 76017'30" 7 639645.611 1083932.701 9048'12" 76016'24" 8 618074.6825 1083857.369 9048'12" 76004'36"

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Figure 3-2: Port Limits

3.2 Analysis of Alternatives

This project is related to finding solutions to issues that are currently being faced by Cochin Port at the existing Port – most importantly the issues of coastal erosion and siltation. Also the project aims to help Cochin Port to create the necessary resource (i.e. land) for future development activities as the Port is faced with constraints of lack of lateral space it can use for its future growth. Also, proposed development of the Outer Harbour is to be developed at the existing Cochin Port itself within the existing Cochin Port Limits. As the proposed project being also focussed as an Expansion of the existing port and to be developed within the notified Port Limits, study of site alternatives has least significance. As such, proposed development of the Outer Harbour does not attract the analysis of alternative sites. However, mathematical modelling studies have been carried out to analyse the alternatives for layout of the proposed Outer Harbour/breakwater configuration. Also, the Feasibility Report for Development of Outer Harbour, prepared by i-maritime Consultancy Private Limited, considers opportunity for future development and has considered Master Planning concepts. As such, the final proposed Outer Harbour layout has been conceived after conducting analysis of various layout alternatives considering mathematical modelling results as well as Master Plan concepts for future development opportunities.

3.3 Power

Cochin Port’s electric power is purchased in bulk from Kerala State Electricity Board (KSEB) and distributed to all its customers in and around Willingdon Island and also used for use in administration buildings, staff quarters, etc. The power is received from KSEB at 110 kV at the substation installed at Mattancherry. The Port has installed a 11 KV substation at Vallarpadam.

Power requirement for proposed Outer Harbour development will be based on future developments to come up at Outer Harbour. However for present proposal the power requirement would be very less as only construction of breakwater and reclamation is planned. Minimal power requirements will be needed once the breakwaters are developed (such as for some lighting). This requirement will be met from the 11 KV sub-station at Vallarpadam.

Further, as development comes up at the Outer Harbour in future, the power requirement will be met from the 11 KV sub-station at Vallarpadam up to its available distributing capacity. Beyond this, power requirement will be met by installing a new substation at the Outer Harbour which will be fed from the KSEB Kalamassery substation.

3.4 Water

Water requirement for proposed Outer Harbour development will be based on future developments to come up at Outer Harbour. For present proposal significant water requirement is not envisaged as only construction of breakwater and reclamation is planned.

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To meet future water requirements (especially potable) once the developments are set up at the Outer Harbour, desalination plant of adequate capacity shall be installed. Sea water will be planned to be used for activities like fire fighting.

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4 Site Analysis

4.1 Existing Port Features/Facilities

The Port has an Approach Channel which enters the Port through the Cochin Gut beyond which the channel splits into the Mattancherry Channel and the Ernakulam Channel. The Ernakulam Channel is on the east of Willingdon Island and Mattancherry Channel is on the west. Willingdon Island shares the Ernakulam Channel with Vallarpadam ICTT (situated across the channel on the northern side of the Island), facilities at Puthuvypeen and with the Indian Navy, Cochin Shipyard Ltd. and Coast Guard.

The Approach Channel is 13 km long with width of 260-286 m. The dredged depth in the Approach Channel varies between 15.95 m to 17.40 m and has a Turning Circle with diameter of 650 m.

Mattancherry Channel has a length of 2.6 km (from the entrance point of Mattancherry Channel to Q1 berth) and 183 m width. The depth of the channel varies from 10.75 m up to BTP, 9.75 m up to SCB and 4.0 m up to the Dry Dock. Due to the limited draft available, only vessels up to Handymax size can make use of this channel. The turning circle in this channel has a diameter of 240 m and draft of 9.14 m. Ernakulam Channel is 5.0 km long with a width of over 200 m. A depth of 13.20 m is being maintained up to berth Q9. The higher draft of this channel allows larger Panamax vessels to use berths along the channel. At present there is one turning circle of 500 m diameter in front of berths Q8, Q9 in the channel having a depth of 13.20 m.

At present Willingdon Island have 17 existing berths, one Ro-Ro Jetty and one Dry Dock. Mattancherry Channel locates one Dry Dock and following Eight (08) berths:  Boat Train Pier (BTP)  North Coal Berth NCB)  South Coal Berth (SCB)  Q1, Q2, Q3, Q4  UTL berth (a dedicated passenger berth and its allied facilities for Union Territory of Lakshadweep Administration) The remaining Nine (09) berths are located along the Ernakulam Channel and are as follows:

 Q5, Q6, Q7, Q8, Q9  Q10 (FACT fertilizer berth)  North Tanker Berth (NTB)  South Tanker Berth (STB)  Cochin Oil Terminal (COT) In addition, a Ro-Ro jetty located to south of Q10 berth along Ernakulam Channel is used for transportation (of trucks, containers) from Willingdon Island Container Freight Station (CFS) to ICTT at Vallarpadam. Figure 4-1 shows image of location of berths on Willingdon Island.

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COT Q5,Q6 & Q7

BTP Q8 & Q9 NTB Q10 NCB STB RO-RO JETTY Q4

Q1,Q2 & Q3

SCB UTL

DRY DOCK Willingdon Island

Figure 4-1: Location of Existing Berths on Willingdon Island

Crude handling at Cochin Port is being handled at Puthuvypeen. Kochi Refineries Ltd (BPCL-KRL) has set up a Single Point Mooring System (SPM) as captive reception for the import of crude oil. The facility is capable of receiving Very Large Crude Carriers (VLCCs) of 300,000 Dead Weight Tonnage (DWT). SPM is connected by a pipeline of ~20 km to tank storage facilities at Puthuvypeen. It is located at a water depth of 30 m, about 19 km from the coastline. The depth of 30 m will allow VLCCs with draughts of over 21 m to remain moored during virtually all wind and wave conditions. SPM is connected to the shore by a 48” pipeline that runs to a storage facility comprising four tanks of 80,000 kilolitre (KL) each. There is also a LNG Terminal at Puthuvypeen which is being operated by Petronet LNG Limited.

Container handling at Cochin Port is being done at Vallarpadam. The International Container Transshipment Terminal (ICTT) at Vallarpadam is being operated on a Public Private Partnership (PPP) basis, by M/s. India Gateway Terminal Pvt. Ltd., a subsidiary of the Dubai Ports World (DP World). In addition to the proposed Outer Harbour, other proposed developments at Cochin Port include:

 Proposed Master Plan Redevelopment of activities at Willingdon Island which includes modernization of Coal handling at Q8-Q9 berths  Multi User Liquid Terminal (MULT)

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 International Ship Repair Facility, to be developed by Cochin Shipyard Limited  Port Based Special Economic Zone – CoPT is developing two SEZs, one at Vallarpadam and another at Puthuvypeen  International Cruise Terminal

4.2 Existing Land Use

CoPT has under its jurisdiction approximately 886.04 hectares (Ha) of land at various locations in Kochi including Willingdon Island (385.90 Ha), Bolghatty (16.68 Ha), Vallarpadam (163.70 Ha), Puthuvypeen (308.27 Ha), Ernakulam (4.813 Ha), Fort Kochi (2.150 Ha), Palluruthy (3.959 Ha) and Thevara (0.587 Ha).

Most of the Port activities are based on Willingdon Island; the entire land mass of Willingdon Island is shared between CoPT and the Indian Navy. Port activities are also carried out at Vallarpadam and Puthuvypeen. Mostly non-port related activities are being carried out at the other land parcels under CoPT’s jurisdiction. These are mostly leased out land parcels. Activities include the Cochin Fishing Harbour at Thopumpaddy, facilities at Fort Kochi such as the Suvira Energy Group owned, Old Light House Bristow Hotel, the Fort Cochin Wharf, Type V Quarters, Laurel & Aquatic Clubs, some area leased out to Indian Coast Guard, land parcels leased to Coast Guard at Palluruthy, the Inland Waterways Authority of India (IWAI) terminals at Bolghatty, etc. Layout showing areas under CoPT’s jurisdiction is provided as Figure 4-2.

Figure 4-2: Areas under CoPT's Jurisdiction

4.3 Maintenance Dredging

As discussed in above sections, Cochin Port is faced with severe siltation related issues due to which large quantity of maintenance dredging to the tune of ~21 MCM is required to be carried out year after year.

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Siltation is observed more in Approach Channel, areas near ICTT and entrance channel. Siltation is more in monsoon season which typically lasts for 4 months. Details of dredging carried out by CoPT during 2012-13, 2013-14 and part of 2014-15 are provided in Table 4-1. Table 4-1: Dredging Quantities

S. Quantity dredged in ICTT basin/ Year Quantity dredged in Outer Channel (MCM) No. deepened Inner Channel (MCM) Entrance Ch. 0 to 2 km Ch. 2 to 5 km Ch. 5 to 13.1 km ICTT Basin Channel 1 2012-13 4.5 5.28 2.59 5.47 2.22 2 2013-14 6.99 6.40 5.13 2.58 1.44 2014-15 up to 3 4.22 4.22 5.08 2.75 0.40 31/12/2014

The major portion of siltation as seen from Table 4-1 is in the reach of 5,000 m close to the Gut which is of the order of 10 MCM (2012-13). In the reach close to the Gut, Ch.0 to 2 km for the year 2012-13 the dredging quantities were reported to be 4.5 MCM and in the reach Ch.2 to 5 km, it is 5.28 MCM. About 80% of the observed siltation is within 5,000 m of the channel. This reach of the channel is influenced by sediments being transported by the flow crossing the channel, the flow entering/leaving the Cochin backwaters and the drift along the coastline. Thus the total maintenance dredging carried out in the year 2012-13 at the channels and basin areas was a combined ~21 MCM. Hence, construction of proposed breakwater is an immediate requirement as it is expected to reduce siltation which in turn leads to large cost savings.

4.4 Road Connectivity

Cochin Port is connected to its hinterland i.e. the state of Kerala, South Tamil Nadu and South Karnataka by National Highways NH 47 (Kanyakumari-Salem) and NH 17 (Cochin- Mumbai). There exists a link road between the Willingdon Island and NH-47 bypass. NH17 which connects Cochin with Mumbai meets NH-47 at Edapally. NH-49 connects Cochin with Madurai which is an important cargo centre. The present road connectivity of the Port is through two bridges on the Ernakulam Channel and one bridge on the Mattancherry Channel linking the Port to mainland. There also exists another old bridge on the Mattancherry Channel which is currently used only for two wheeler traffic. Construction of another bridge connecting southern part of Willingdon Island close to site of Business District to Palluruthy area on south west part of the city has now commenced. NH-47A, also called the Old NH connects Willingdon Island to NH-47 in Cochin. It passes through the Naval area on the Island. Currently cargo and civilian traffic comes to Willingdon Island by NH-49 from Ernakulam side and NH-47A from Mattancherry side. No dedicated road network for proposed Outer Harbour is proposed as part of present proposal. The Cochin Port hinterland road connectivity is represented in Figure 4-3.

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Figure 4-3 Road Connectivity

4.5 Rail Connectivity

Cochin Port has direct access to the southern and national rail networks allowing connections to all major industrial and population centers. The Port has an 8.0 km long broad gauge railway track running from Willingdon Island and connecting to the Southern Railways at Ernakulam Junction in Cochin. The railway link at the Port is known as Cochin Harbour Terminus (CHT). The rail network connecting Cochin to the cargo centers in the primary hinterland features the following important junctions – Shoranur, Quilon, Palghat, Kayankulam, Thiruvananthapuram, Tirupur, Salem, Coimbatore, Nagercoil and Mangalore. No dedicated rail network for proposed Outer Harbour is proposed as part of present proposal. Railway connectivity has been provided for certain berths on the Port. Due to height restrictions at Willingdon Island only diesel engines can operate within Port. Cargo is moved from Port to marshalling yard at Ernakulam Junction by diesel locomotives and from there by electric locomotives. Earlier coal and containers were loaded on to trains by shunting. Connectivity of Cochin Harbour Terminus with Ernakulam Junction is shown in Figure 4-4.

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Figure 4-4 Rail Connectivity (Kerala Rail Map)

4.6 Bathymetry

Hydrographic Chart for the Cochin offshore region (Chart 220, published by National Hydrographic Office, Dehradun) shows that the sea bed contours are reasonably parallel to the coast line. The 10 m contour is at distance of approximately 6 Km from the coast at the mouth of Cochin Port. The port limits extend up to the entire backwaters and connecting creeks and channels. Hydrographic chart is shown as Figure 4-5.

In addition to the Hydrographic Chart for the Cochin offshore region of NHO, bathymetric survey was also conducted for Cochin offshore region covering the project area. As per the bathymetry survey the 10 m and 5 m contours are at distance of approximately 5 km and 1.8 km respectively from the coast at the mouth of Cochin Port.

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Cochin Port Location

Figure 4-5 Hydrographic Chart 220

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4.7 Oceanographic Parameters

4.7.1 Wave

Figure 4-6 Wave Rose Diagram off Cochin

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4.7.2 Tides

Cochin experiences semi-diurnal tides. The tides at Cochin are relatively limited in nature. Their values are as given in Table 4-2. Table 4-2: Tidal Levels at Cochin

Higher High Water Level (HHWL) +1.20 m Mean Higher High Water Neap(MHHW) + 0.92 m Mean Lower High Water Neap(MLHW) + 0.80 m Mean Sea Level (MSL) +0.58 m Mean Higher Low Water Level(HLWL) +0.60 m Mean Lower Low Water Level(LLWL) +0.30 m Lower Low Water Spring (LLWS) +0.20 m

4.7.3 Currents

4.8 Sub Seabed Soil Conditions

Geotechnical investigations have been carried out in the proposed Outer Harbour area by M/s. Fugro. Total of Eight (08) bore holes were made which included six (06) deep bores (-) 65 m CD and two (02) shallow bores (-) 30 m CD.

From the geotechnical investigations, it is observed that the top layer of soil consists of very soft to soft clayey silt up to (-) 25 m CD with N value ranging from 1 to 7. These results were typical of the bores made along the Northern Breakwater area. In the Southern Breakwater region, geotechnical investigations reveal that such soil extends even up to (-) 29 m CD. Such soils are ideal for dredging but typically not preferred for reclamation purpose. Certain soil improvement techniques are required to be implemented for reclamation and for construction of breakwaters over such soils. Pile foundations will extend up to approximately (-) 50 m CD to rest on firm stratum of SPT N value more than 100.

4.9 Meteorological Conditions

The nearest observatory/station of Indian Meteorological Department (IMD) is located on Willingdon Island itself at the Naval Base (Headquarters of Southern Naval Command). The climatological data for Cochin/Kochi (9057’ N and 76016’ E), published by the IMD, based on daily observations at 08:30 and 17:30 hour IST for a 30 year period, is referred and observations of rainfall, temperature, humidity, wind and visibility are derived based on this and presented in the following sections. The area does not experience hail, fog or dust

4 Site Analysis Page 4-9 Pre-feasibilty Report Proposed Development of Cochin Outer Harbour storms. However, thunderstorms are frequent during the onset and the withdrawal of Southwest monsoon. Squall is also frequent during south-west monsoon season.

4.9.1 Rainfall

South-west monsoon commences by first week of June and the rain continues till the beginning of October. In the coastal strip, the annual rainfall decreases from south to north. The average annual rainfall recorded at IMD station Cochin/Kochi is reported as 3228.3 mm and most of which is received in the months of May, June and July under the influence of south-west monsoons. The annual rainfall in the region varies between 2500 to 3500 mm. On an average there are 132 days in a year with precipitation. Skies are moderately to heavily clouded, band overcast on some days during the south west monsoon season. In the rest of the period, the skies are mostly clear or lightly clouded.

The climate is characterized by dry and wet season. The wet season starts in late May or early June and ends in November. During this period, there occur two monsoons - the south- west monsoon followed by north-east monsoon.

4.9.2 Temperature

The summer starting from March to May is a period of increasing temperatures. In the afternoons, sea breezes relieve the oppressive heat particularly in the coastal regions. The onset of the south-west monsoon brings down the temperature slightly. With the withdrawal of the south-west monsoon, day temperature increase slightly even in October and November. April is usually the hottest month. With the advance of southwest monsoon over the district by about third week of June, there is an appreciable drop in the temperature. Mean monthly maximum temperature ranges from 30.5°C in August to 33.9°C in April and the mean monthly minimum temperature ranges from 19.3°C in January to 22.6°C in May.

4.9.3 Humidity

The relative humidity is generally high throughout the year, with highest during south-west monsoon months. With the retreat of south-west monsoon, there is a marginal decrease in humidity. The lowest humidity is observed from the period from January to March. Annual average humidity is reported as 82% during morning hours and 73% during evening hours. Maximum and minimum relative humidity of 91% and 73% were recorded at 08:30 hours in the months of July and January respectively. Maximum and minimum relative humidity of 84% and 61% were recorded at 17:30 hours also in the months of July and January respectively.

4.9.4 Wind

The wind speed and wind direction is determined by the season and by the daily temperature differences between land and sea. Based on the IMD published climatological data for Cochin/Kochi for daily wind direction observations at 08:30 and 17:30 hour IST for a 30 year period we see that the predominant wind direction during the morning hours (recorded at

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08:30) is East followed by North East. Calm conditions prevailed for 30% of the total time. Similarly, the predominant wind direction observed during the evening hours (recorded at 17:30) is West followed by North West where calm conditions prevailed for only 6% of the total time. Wind speeds were predominantly observed to be within the range of 1 to 19 kmph.

4.10 Visibility

Generally, the visibility is very good, except few days during monsoon and winter season. The visibility in general ranged from 4-10 kms during the morning hours (recorded at 08:30) and from 10-20 kms during the evening hours (recorded at 17:30).

4.11 Cyclones

The cyclones in India are seasonal phenomena and most places have a maximum frequency of cyclone formation that takes place during the late summer and early fall period, which coincides with the period of maximum sea temperature that is ideal for cyclone formation. Both the east and west Coast of India are affected by cyclones that are formed in the Bay of Bengal and Arabian Sea, respectively. The frequencies of cyclones are high in Bay of Bengal which is approximately 6% of the total cyclones that are formed in the world oceans. The frequencies of cyclone in Arabian Sea is less than 2% of the total world cyclones and only 25% moves eastward and strike the west coast of India. Cochin lies beyond the cyclone belt and therefore the risk of cyclones is negligible.

4.12 Seismicity

As per the IS 1893 (Part 1) 2002 (Figure 4-7) the entire Indian region has been divided into four seismic zones. These seismic zones are based on the frequency of previous earthquakes at various parts of the India. Major portion of the Kerala state falls in the Seismic Zone III. The seismic map below shows project site falling in the Seismic Zone III which is in the moderate earthquake zone.

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Figure 4-7: Seismic Zoning Map of India

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5 Planning Brief

While planning layout of the Outer Harbour, care is taken to ensure that the harbour basin is suitably protected against external waves so that required tranquillity is available inside the harbour to carry out port related activities/operations without interruption round the year. A detailed analysis of pros and cons of different alternatives of layouts has been carried out for arriving at the final layout. Aspects of siltation, tranquillity, littoral drift, cargo evacuation, modularization of berths, ship navigation etc. has been studied in detailed for evaluation of the final layout. The harbour layout aims at maximum compatibility and expansion potential. As per traffic projection, berths are required only by the year 2023 whereas construction of breakwater is an immediate requirement as it is not only intended to create tranquillity for the Outer Harbour but also, reduction in siltation in Inner Harbour is also one of the primary objective of breakwater construction. Construction of the two breakwaters will lead to creation of an area of approximately 1,315 Ha of tranquil water.

As such, the present proposal as part of the overall proposed development of Outer Harbour is only limited to include the following components:  Construction of Two Breakwaters  Reclamation of the area within the breakwaters (excluding the approach channel and maneuvering basin) for future development of port based activities by dredging and filling from the channel/basin area in the Outer Harbour

5.1 Breakwater

The alignment and orientation of the breakwaters have been analysed (as part of the mathematical modelling studies) and are determined considering following aspects:  Bottom depth contours  Approach Channel alignment  Nautical aspects  Wave and current climate - tranquility requirement  Littoral drift  Siltation  Provision of sufficient space within the harbour Breakwater cross section is designed using desktop studies and wave flume tests. Initially desk studies were carried out to arrive at the conceptual design of the breakwater cross sections. The structural hydraulic stability was then tested in wave flume with regular and random waves at CWPRS. The proposed north and south breakwater cross sections are designed at (-) 2.0 m CD, (-) 4.0 m CD and (-) 9.0 m CD water depths. Design wave is considered with return period of 1 in 50 years. Wave flume tests are carried out at CWPRS for the breakwater section with deepest bed level i.e. (-) 9.00 m CD at scale of 1:36.

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5.2 Reclamation by Dredging and Filling

Construction of the two breakwaters will create a tranquil area between the breakwaters which is planned to be reclaimed by dredging and filling for future development activities.

Indian Navy has shown interest to develop the area inside the south breakwater for setting up their station. This assumes added national significance considering strategic importance of the location as China has developed Hambantotta Port in Sri Lanka and it may pose potential threat to India. Indian Coast Guard has also requested area for developing their station at this area. The area inside the north breakwaters is proposed to be reclaimed and used for future development opportunities for setting up port based activities by CoPT/private developers. Reclamation will be done on lee side of North Breakwater and South Breakwater. Reclamation will be done simultaneously along with the dredging operation. As deck top level of proposed berth is worked out as (+) 4.00 m CD, reclamation will be required to raise the ground level behind future berths from existing bed level to the future berth top for creation of necessary storage yards. Necessary bunds and outlets shall be made to control the material loss/out flow. Slopes of 1:50 shall be maintained at all the time during the process of reclamation.

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6 Proposed Infrastructure

6.1 Outer Harbour

Development of an Outer Harbour at Cochin Port is proposed as CoPT is facing with several issues such as erosion of shoreline on south of gut, heavy siltation inside inner harbour resulting in costly maintenance dredging. In addition, CoPT is also faced with constraints to expand Port operations due to several restrictions such as presence of Navy at Willingdon Island, Port being located in a highly urbanised area, etc. To address these issues, development of the Outer Harbour is proposed.

The proposed Outer Harbour development during the present proposal will only involve construction of the two breakwaters and reclamation by dredging and filling in the tranquil areas between the breakwaters (excluding the approach channel and manoeuvring basin). Other necessary infrastructure like road/rail network within Outer Harbour, additional connectivity to the Port, sewerage systems, drinking water management, waste management, power requirement, etc. will be established during the stage when future anticipated port based activities are to be set up.

6.2 Breakwater

Two breakwaters are proposed for creation of the Outer Harbour. The Southern Breakwater is of 4,850 m length and Northern Breakwater of 6,676 m length. Sea bed levels at breakwater location vary from (-) 2.00 m CD to (-) 9.00 m CD. The outer limit of the breakwaters is in between (-) 7.0 and (-) 8.0 m contours.

Wave transformation studies carried out by CWPRS have shown that predominant wave directions at the proposed site are WNW, W, WSW and SW. Maximum wave height observed in the analysis is not more than 3.5 m. Physical model wave flume tests carried out by CWPRS shows that under breaking wave height of 6.1 m, there is heavy splashing of waves can be observed, however there is no overtopping observed and damage to the toe stones is of the order of 1.56% which is lesser than the permissible value as per Van deer Meer criteria (0-3% equals no failure). Hence, hydraulic design of breakwater satisfies the criteria of providing tranquillity inside harbour for safe navigation. Total volume of stones to be dumped for construction of the breakwaters is estimated to be approximately 7 MCM except tetrapodes in top layer. It is learnt that rock quarry is available within 50 km distance from proposed site. Tetrapodes quantity works out to be approximately 0.5 MCM. For movement of such a huge quantity of rubble stones, approximately 1,500 truck movements are anticipated every day which will be in addition to the existing traffic. To reduce congestion due to this additional traffic, it is proposed to use barges for transportation of stones from Bolghatty/ Vallarpadam to project area as 4 lane NH47C exists up to Vallarpadam. Also, widening/ improvements of certain stretches of existing roads owned by CoPT may/will be required. Tetrapodes are proposed to be casted at site requiring no transportation from outside.

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Another concern is of geotechnical design. Settlement analysis given in soil investigation report shows that under pressure of 10t/m2 intensity, the settlement at the Southern Breakwater is in the range of 1.8 to 2.0 m. It is recommended to adopt soil improvement measures such as use of geosynthetic tubes, geotextiles and PVDs. All these techniques are available in India and especially use of geosynthetic tube is getting popular. Currently in extension of breakwater at LNG Terminal at Cochin Port, concept of geosynthetic tube is being used.

6.2.1 Soil Improvement for Breakwater Construction

CWPRS has assessed stability of breakwater against bearing failure and slip failure. Bearing failure is assessed by comparing bearing capacity of foundation material beneath the breakwater and vertical stress due to embankment loading at various depths. Slip circle analysis of the upstream and downstream side slope of the breakwater section is also carried out to investigate the stability of breakwater slope. It is found from this analysis that breakwater structure is not stable on existing soil. The materials used for breakwater construction is likely to sink under its own weight due to soft nature of strata in the range of 20.0 m to 22.5 m below sea bed level. The reason behind instability is presence of soft marine clay content. Soft marine clay soil is characterized by low shear strength and high compressibility. On account of poor permeability of clayey soil, the dissipation of pore water pressure is very slow and primary consolidation takes long time to complete resulting in long term differential settlement. Analysis by M/s. Fugro in geotechnical investigation report also reveals that with existing soil condition, settlement under breakwater can be to the tune of 1.8 m to 2.2 m. Such large long term differential settlement can create problems of serviceability at the Outer Harbour. To shorten the consolidation time, consolidation process can be accelerated by means of vertical drainage. Use of PVDs (Prefabricated Vertical Drains) in combination with geotextile and geogrid reinforcement is proposed as a soil improvement measure. M/s. Maccaferri has been consulted for soil improvement measures. PVDs are artificially created drainage paths, can be installed by several methods and can have a high variety of physical characteristics. The vertical drains can reduce settlements from years to months. Due to this reason, most settlements occur during construction phase and post construction settlement is reduced to bare minimum. PVDs are prefabricated product consisting of a synthetic filter jacket surrounding a plastic core. PVDs extend up to the full depth of compressible soil i.e. (-) 25.00 m CD in North Breakwater area and up to (-) 29.00 m CD in South Breakwater area. Reinforcement layer consists of three materials - High Strength Geogrid, Non Woven Geo Textile and mechanically woven Steel Wire Mesh. Maccaferri product “Paralink” or equivalents are proposed for the use as High Strength Geogrid. Paralink geogrids are planar structures consisting of a monoaxial array of composite geosynthetic strips. Use of Paralink shall enable to construct higher embankment height which will not be possible only with PVDs. This shall reduce time span for preloading. A Meccaferri product “MacTex” or equivalent is proposed for the use as geo textile. A layer of non woven geotextile will need to be placed below geogrid and drainage layer. This layer will act as separator and filter layer.

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Steel wire mesh holds reinforcement layers together and provides resistance to buoyancy. As reinforcement layers are to be placed underwater, some anchoring is required to hold them against buoyancy. Gabion type gravity anchor blocks are proposed to hold reinforcement under water. Construction steps to be followed with this soil improvement technique are as follows:  Installation of PVDs up to desired depth  Laying bottom reinforcement layer (1 layer of paralink, 2 layers of non woven geo-textile, 2 layers of steel wire mesh)  Laying of drainage layer of 0.75 m thickness  Laying top reinforcement layer (1 layer of paralink, 2 layers of non woven geotextile, 2 layers of steel wire mesh)  Constructing first layer of embankment (core layer of breakwater) up to 3 m thickness  Waiting period for consolidation  Constructing remaining portion of breakwater in maximum 3 m height with desired waiting period in between for consolidation

Proposed methodology for Soil Improvement for Breakwater Construction is shown as Figure 6-1.

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Figure 6-1 Methodology for Soil Improvement for Breakwater Construction

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6.3 Reclamation by Dredging and Filling

Construction of the two breakwaters will create a tranquil area between the breakwaters. For future development opportunities, CoPT intends to reclaim this tranquil area. For reclamation of the area inside breakwaters dredging is proposed to be carried out inside the outer harbour channel /basin. Reclamation will be done on lee side of North Breakwater and South Breakwater. Water depths are to be achieved by dredging in soft soils. The dredged material is to be used to the extent possible for land build up for development of the reclaimed area between the tranquil area created by construction of the two breakwaters. As suggested in Geotechnical Investigation Report prepared by M/s. Fugro, slope of 1:6 to 1:8 should be maintained during dredging. Reclamation will be done simultaneously along with the dredging operation on lee side of North Breakwater and South Breakwater. As deck top level of proposed berth is worked out as (+) 4.00 m CD, reclamation will be required to raise the ground level behind future berths from existing bed level to the future berth top for creation of necessary storage yards. Necessary bunds and outlets shall be made to control the material loss/out flow. Slopes of 1:50 shall be maintained at all the time during the process of reclamation. It is estimated that around 32.14 MCM of dredged material will be used for proposed reclamation of storage yards and additional material as required will be used for reclamation for other port based industries..The dredged material is to be used to the extent possible for land build up for development of the reclaimed area. Balance filling material requirement is proposed to be met from the effective utilisation of sandy materials available from the present maintenance dredging, which is presently dumped in the open sea about (-)18 m CD.

6.3.1 Technical Soundness for Reclamation

Clayey and silty soils are considered as unsuitable for reclamation without any soil treatment. On account of poor permeability of clayey soil, the dissipation of the pore water pressure is very slow and primary consolidation takes a long time to complete and causes excessive settlements. Also the poor density of the soil can cause long term differential settlement in soils. To overcome this problem, it is proposed to reinforce soil with geotextile, mixing of gravels and prefabricated vertical drains. Prefabricated vertical drains will accelerate the process of consolidation. These vertical drains will reduce consolidation time from years to months. Filling will be done in layers allowing each layer to consolidate before applying next layer. Geotextile layer of required tensile strength will be used to reduce differential settlement. Filling will be preloaded before placing of actual load so as to reduce settlements. As base is still not perfectly rigid, rigid type of pavement will be used for terminal area.

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Pre-feasibilty Report Proposed Development of Cochin Outer Harbour

7 Project Schedule and Cost Estimates

7.1 Cost Estimate

It is estimated that the construction of the Breakwaters, Dredging and Reclamation works for the proposed Outer Harbour development at Cochin Port will cost around Rs. 6,020 Crores. Details of the cost estimate are given in Table 7-1. Table 7-1 Cost Estimate

S. No. Description of Item Cost in Crores (Rs.) A Breakwater A1 North Breakwater + Soil Improvement 1,675.17 A2 South Breakwater + Soil Improvement 1,161.62 Sub Total – A 2,836.79 B Reclamation by Dredging and Filling B1 Reclamation by dredging and filling 2,220.57 B2 Rock Bund 511.37 Sub Total – B 2,731.94 Sub Total – A + B 5,568.73 Miscellaneous @ 0.1% 5.57 Contingency @ 5% 278.44 Consultancy, QAQC and Studies @ 1% 55.69 PMC @ 2% 111.37 Estimated Total 6,020.00

7.2 Project Implementation Schedule

The Outer Harbour is proposed to be developed as a long term Master Plan development involving various stages. The present proposal is only limited to construction of the two breakwaters and reclamation of the area within the breakwaters by dredging and filling. The current/initial stage of the proposed project involves obtaining the necessary Environmental/CRZ Clearance from MoEF for implementing the project and Consent To Establish/NOC from KSPCB. These clearances/NOC may take 12-24 months. Once the clearances are sought, the construction activities can therefore be undertaken. After the clearances and approval the construction of North and South Breakwaters can be started by FY-16. The construction period for the breakwater is estimated to take about 3 years. After the construction of breakwaters, the dredging and reclamation work can be undertaken and is estimated to take another 3 years. Demarcation of navigational channel can be undertaken simultaneously. As per traffic projections, berths are required by the year 2023; accordingly construction of berths shall need to be started by FY-21/22.

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The probable time schedule for various activities from onset to completion stage of construction of the breakwaters and reclamation by dredging and filling is presented in Table 7-2. Table 7-2 Project Implementation Schedule

Time Year (20XX) S. No. Description of Facilities Months 14 15 16 17 18 19 20 21 22

1 EIA, CRZ Clearance and CTE 24 2 Financial Closure 24 3 Construction of Breakwaters 36 4 Reclamation by Dredging and Filling 36

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8 Recommendations

The primary objective of the “Development of Outer Harbour at Cochin Port” is to prevent shore line erosion and reduce siltation in the Inner Harbour. Mathematical modelling studies have confirmed that to protect the siltation in the Inner Harbour and reduce maintenance dredging cost for the Inner Harbour, the construction of Breakwater is imminent in nature and hence is required to be taken up as soon as the necessary Environmental/CRZ Clearances are obtained from MoEF. Construction of the breakwaters will create an area of tranquil waters which will be reclaimed for use in future for port based development activities. As the traffic build up in the Outer Harbour is expected to take about 9 years, there will be no source of revenue in this period (except the saving in maintenance dredging for the Inner Harbour). As such, no berths are planned to be developed as part of the present proposal. CoPT/private developers will explore other revenue generation options to recover costs involved in construction of the breakwaters and reclamation (such as development of refinery, tank farm development, FTWZ / SEZ, Green field power plant, rig fabrication unit, etc.). All such developments shall be subject to getting the necessary approvals from concerned statutory authorities.

Also, Indian Navy has shown interest to develop the area inside the south breakwater for setting up their station. This assumes added national significance considering strategic importance of the location as China has developed Hambantotta Port in Sri Lanka and it may pose potential threat to India. Indian Coast Guard has also requested area for developing their station at this area. The development of the breakwaters is expected to result in an overall reduction in siltation in the order of 30 to 40% which directly results in large cost savings to CoPT. Proposed reclamation will provide CoPT with much needed space for future growth/development of Cochin Port. Port based development activities that can come up in future will help improve the socio-economic conditions of the local people as well as improve overall socio-economic conditions of the area and in general the State and Country. Hence, considering above discussed factors, development of the Outer Harbour at Cochin Port is recommended.

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