Development of Integrated Facilities Kandla Port Trust at Gandhidham

Development of integrated facilities (Stage I) within the existing Kandla Port trust at Gandhidham, Kutch, Gujarat Pre-feasibility Report

`Table of Contents 1.0 EXECUTIVE SUMMARY ______21 3.3 Salient Features Of The Project______22 3.4 Proposed Planning ______23 2.0 INTRODUCTION ______23 3.5 Identification of Project Proponent ______24 3.6 Brief Description Of Nature Of The Project ______24 3.7 Need For The Project And Its Importance To The Country And/or Region ______24 3.8 Demand-Supply Gap ______25 3.9 IMPORTS VS. Indigenous production ______27 3.10 Export Possibility ______27 3.11 Domestic/ Export Markets ______27 3.12 Employment Generation ______27 3.0 PROJECT DESCRIPTION ______28 3.13 3.1 TYPE Of Project Including Interlinked And Interdependent Projects, If Any __ 28 3.14 3.2 Location of project with Coordinates ______28 3.15 Details Of Alternate Sites considered and the basis of selecting the proposed site, particularly the environmental considerations gone into should be highlighted ______31 3.16 Size or Magnitude of Operation ______31 3.17 Project Description With Process DETAILS ______31 3.18 Raw Material Required Along With Estimated Quantity, Likely Source, Marketing Area Of Final Product/S, Mode Of Transport Of Raw Material And Finished Product ____ 31 3.19 Resource Optimization/ Recycling And Reuse ______32 3.20 Availability Of Water Its Source, Energy / Power Requirement & Source ______32 3.20.1 Water Requirement ______32 3.20.2 Power ______32 3.21 Quantity Of Wastes To Be Generated (Liquid And Solid) And Scheme For Their Management/ Disposal ______32 3.22 SCHEMATIC REPRESENTATIONS OF THE FEASIBILITY DRAWING WHICH GIVE INFORMATION OF EIA PURPOSE ______32 4.0 SITE ANALYSIS ______33 4.1 CONNECTIVITY ______33 4.2Landform, Landuse And Land Ownership ______34 4.2.1 Landform ______34 4.2.2Land Use ______34 4.2.3Land Ownership ______34 4.3Topography ______34 4.4Existing Land Use Pattern ______35 4.4.1 Environmental Sensitivity ______35 4.5 Existing Infrastructure ______35 3.23 4.6Soil Classification ______35 4.7Climatic Data From Secondary Sources ______37 4.8 Social Infrastructure ______40

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Mantec Consultants Pvt. Ltd. Development of integrated facilities (Stage I) within the existing Kandla Port trust at Gandhidham, Kutch, Gujarat Pre-feasibility Report

5.0Planning Brief ______40 5.1Planning Concept ______40 5.2Assessment Of Infrastructure Demand (Physical & Social) ______40 5.3Amenities/Facilities ______40 6.0Proposed Infrastructure ______41 6.1 Industrial Area (Processing Area) ______41 6.2Residential Area (Non Processing Area) ______41 6.3 Green Belt ______41 6.4 Social Infrastructure ______41 6.5 Connectivity ______41 6.6 Drinking Water Management ______41 6.7 Sewerage System ______41 6.8 Industrial Waste Management ______41 6.9 Solid Waste Management ______41 6.10Power Requirement & Supply/ Source ______42 7.0 REHABILITATION AND RESETTLEMENT (R&R) PLAN ______42 8.0 Project Schedule & Cost Estimates ______42 8.1 Likely Date Of Start Of Construction And Likely Date Of Completion ______42 8.2Estimated Project Cost Along With Analysis In Terms Of Economic Viability Of The Project ______42 9.0 ANALYSIS OF PROPOSAL (FINAL RECOMMENDATIONS) ______43 9.1Financial And Social Benefits With Special Emphasis On The Benefit To The Local People Including Tribal Population, If Any, In The Area ______43

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Mantec Consultants Pvt. Ltd. Development of integrated facilities (Stage I) within the existing Kandla Port trust at Gandhidham, Kutch, Gujarat Pre-feasibility Report

1.0 EXECUTIVE SUMMARY Kandla Port is the busiest port of India and serves as the gateway for the trade generating from/to the entire Northern India. In the terms of cargo handling, Kandla Port has achieved the first position among all the Major Ports of India, in most of the years in last decade. To enhance the cargo handling capacity and to handle bigger size vessels, Kandla Port has long been focussing on various measures like adding the new facilities, strengthening the existing facilities, etc.

It is submitted that since the starting of KPT, Signal and Navigational Aid (SNA) Section and Port Craft Parking jetty have been operated from the Bunder Basin Area. These structures were badly damaged in the cyclone of 1998 and the Earthquake of 2001. This necessitated re-location of SNA section and Port Craft Jetty from the safety point of view and also for smooth functioning of port operations. SNA jetty is primarily meant for parking of port crafts and no cargo handling activity is carried out at this facility

The proposed project is Development of integrated facilities (Stage I) within the existing Kandla Port trust at Gandhidham, Kutch, Gujarat.

The document presents the pre-feasibility study of

 Setting up of Container Terminal at Tuna-Tekra, Kandla Port on BOT Basis under PPP Model  Providing Railway Lines from NH 8A to Tuna port  Construction of Port Craft Jetty & Shifting of SNA Section at Kandla Port.

Site location was selected basis the study reports made available to us e.g. numerical modeling studies, geo-tech investigation reports, hydraulic model studies, wave and tidal data. Depth contours were identified to build the terminal so as to make it viable from both technical and financial perspectives.

The Kandla Port has set up barge handling facility at Tuna (Outside Kandla Creek) for evacuation of cargo from such vessels by lighterage through barges. Further, the existing barge jetty with berth length 240 Mtrs. is being extended by 600 Mtrs (500 mtr through BOT project and 100 mtr through captive project) to augment the handling capacity of dry cargo.

The Pontoon jetty is located after the approach jetty on the left side on north. The overall size of this jetty is 114.95 x 12 m. the dredge level at face of this jetty is taken as - 10.35m.

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Mantec Consultants Pvt. Ltd. Development of integrated facilities (Stage I) within the existing Kandla Port trust at Gandhidham, Kutch, Gujarat Pre-feasibility Report

It is proposed to have 17 rows of R.C.C Bored cast-in-situ 1000mm diameter piles in the longitiudinal directions and 3 rows in the transverse direction. In longitudinal direction the spacing is 7m. the spacing in the transverse direction is 5m with a cantilever projection of 1m on both sides. The piles are connected with main beams (1300 x 1450mm) in the transverse direction and longitunal beam (600 x 850mm) in longitudinal direction. Secondary beam of 600 x 850mm is proposed in between longitunal beams to reduce the span of slabs. Pile muff shall be of size 1500 x 1500 x 400mm. the slab thickness proposed is 250mm. The top level of the deck shall be +9.14m (including 100mm thick wearing coat).

3.3 SALIENT FEATURES OF THE PROJECT Project name Development of integrated facilities (Stage I) - Remaining 3 facilities within existing Kandla Port at Kandla Dist: Kutch by Kandla Port Trust Location of the Project Kandla Port Gandhidham – 370201 Kutch District (Gujarat) Latitude 23o 01' N Longitude 70o 13' E Land use Industrial Proposed capacity S.No Facility Capacity 1 Development of 2.19 Container Terminal Million at Tuna off Tekra on TEUs/ BOT basis Annum 2 Providing Railway 11.00 Line from NH-8A to Km Tuna Port 3 Construction of Port 114.95 X Craft Jetty & Shifting 12 m2 of SNA Section at Kandla Port Trust.

Water demand 450 KLD Sources of water Tanker Supply/contractor/ Gujarat Water Supply and Sewerage Board Nearest railway station Gandhidham Railway station:- 9.06 Km. NE

Nearest state highway/national NH-8A, Adjacent highway Nearest air-port Kandla Airport:- 15.62 Km. NE Seismic zone Zone-V (As per 1893:2002)

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Mantec Consultants Pvt. Ltd. Development of integrated facilities (Stage I) within the existing Kandla Port trust at Gandhidham, Kutch, Gujarat Pre-feasibility Report

3.4 PROPOSED PLANNING Site location was selected basis the study reports made available to us e.g. numerical modeling studies, geo-tech investigation reports, hydraulic model studies, wave and tidal data. Depth contours were identified to build the terminal so as to make it viable from both technical and financial perspectives.

2.0 INTRODUCTION

1) Container Terminal at Tuna off Tekra - Facility Planning was undertaken in line with the market demand anticipated. Civil infrastructure and equipment are planned taking into account the latest developments in container ports worldwide.

1. Construction of 750m berth for three and a half year.

2. Construction of 1100m berth for five years (phase-1: three and half years, Phase-2: one and half years).

For the project life of the option developed, financial viability is assessed on the yardsticks of NPV and IRR. The capital expenditure and operating and maintenance expenditures are estimated.

Quay location was identified along the 9.4 meter contour. The total quay length is 1,100 meters, which can accommodate a minimum of 3 vessels. The berth & apron area will be constructed on the identified 9.4 meter contour, whereas the stackyard, rail yard, office buildings and other infrastructure will be built on the land. The berth and the yard area will be connected by a trestle. Protection in the form of breakwater is required, inorder to facilitate round the clock operation at berth.

2) Port Craft Jetty & Shifting of SNA Section at Kandla Port Trust -The Pontoon jetty is located after the approach jetty on the left side on north. The overall size of this jetty is 114.95 x 12 m. the dredge level at face of this jetty is taken as -10.35m.

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Mantec Consultants Pvt. Ltd. Development of integrated facilities (Stage I) within the existing Kandla Port trust at Gandhidham, Kutch, Gujarat Pre-feasibility Report

3) Railway Line from NH-8A to Tuna Port -The Kandla Port has set up barge handling facility at Tuna (Outside Kandla Creek) for evacuation of cargo from such vessels by lighterage through barges. Further, the existing barge jetty with berth length 240 Mtrs. is being extended by 600 Mtrs (500 mtr through BOT project and 100 mtr through captive project) to augment the handling capacity of dry cargo. As a part of the future expansion plan, the Port has also under taken highly ambitious project for the “Development of Dry Bulk Terminal off Tekra near Tuna” at an estimated cost of Rs. 1060 Crores and capacity of 14.112 Million Tons to handle dry cargo. It has become essential to connect the Tuna barge jetty with a broad gauge railway lines for faster and economic evacuation of cargo as well as to provide connectivity to the proposed three phases of berthing facility development off Tekra near Tuna. Other projects as per current traffic projections by 2015-16 and barge jetties by 2016-17, there will be surge in handling of dry cargo by more than 30 MMTPA.

3.5 IDENTIFICATION OF PROJECT PROPONENT Kandla Port is the busiest port of India and serves as the gateway for the trade generating from/to the entire Northern India. In the terms of cargo handling, Kandla Port has achieved the first position among all the Major Ports of India, in most of the years in last decade. To enhance the cargo handling capacity and to handle bigger size vessels, Kandla Port has chalked out an ambitious plan of port facility development at Tuna and nearby waterfront.

The objective of the assignment is four-fold: 1. Assess the market demand for the proposed container port 2. Select the most feasible location from the perspective of draft availability and back-up land availability 3. Plan the physical infrastructure in order to best cater to the estimated traffic and in- line with the site location identified 4. Assess the financial viability of the project for the project life

3.6 BRIEF DESCRIPTION OF NATURE OF THE PROJECT The project for Development of integrated facilities (Stage I) within the existing Kandla Port trust at Gandhidham, Kutch, Gujarat has been proposed. The following facilities are proposed:-

 Container Terminal at Tuna off Tekra  Port Craft Jetty & Shifting of SNA Section at Kandla Port Trust  Railway Line from NH-8A to Tuna Port

3.7 NEED FOR THE PROJECT AND ITS IMPORTANCE TO THE COUNTRY AND/OR REGION

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Mantec Consultants Pvt. Ltd. Development of integrated facilities (Stage I) within the existing Kandla Port trust at Gandhidham, Kutch, Gujarat Pre-feasibility Report

The country, especially northern India is heavily dependent on Kandla Port Trust for its trade requirements due to its peculiar land locked location compared to many other regions of India which are comparatively quite nearer to the sea shore. Some states of central India like Madhya Pradesh are also dependent for its specific trade requirement on Kandla Port Trust.

Hence, considering the vast hinterland that is dependent on KPT for seaborne trade and currently prevailing traffic congestion at existing facilities of KPT, capacity additions are of utmost importance at KPT for serving the economy of the influence region and in turn, the economy of the whole country in the best possible manner.

It is submitted that strengthening of the structures could not be delayed without great risk of damage to life and property & hence this may be approved as it has no damage to mangroves or adverse environmental impact & Infact on the other hand will safeguard & remove the negative impact of the structures if they had not been strengthened.

3.8 DEMAND-SUPPLY GAP

Container Terminal at Tuna off Tekra -Demand-Supply gap has been identified based on the traffic projection of Maritime Agenda announced by Ministry of Shipping and capacity additions envisaged by KPT. The comparison of traffic viz-a-viz port capacity and gap analysis for the same has been presented below: (In MMTPA) Year Traffic Handling Capacity Traffic – Planned Projections (As per existing and Capacity Gap Analysis (As per proposed facilities at (in MMTPA) Maritime Kandla part in Agenda) in future) in MMTPA MMTPA 2012-13 31.65 16.38 15.27 2013-14 37.82 22.88 14.94 2014-15 43.26 45.87 -2.61 2015-16 48.38 59.34 -10.96

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Mantec Consultants Pvt. Ltd. Development of integrated facilities (Stage I) within the existing Kandla Port trust at Gandhidham, Kutch, Gujarat Pre-feasibility Report

2016-17 55.52 59.34 -3.82 2017-18 60.96 59.34 1.62 2018-19 65.25 59.34 5.91 2019-20 83.80 59.34 24.46

Port Craft Jetty & Shifting of SNA Section at Kandla Port Trust -As there is huge amount of planned capacity additions, current positive demand supply gap turns negative by 2014-15. However, the gap turns again positive quickly in two-three years time and finally widens to a huge figure of over 24 MMTPA. The Liquid cargo handling facilities at Kandla have attracted 9.60 million tonnes liquid cargo for the year 2011-12. The same has grown at CAGR of 6.70% during the last 10 Years. Considering this historical growth rate, the traffic projection for the liquid cargo at Kandla is provided below:

(In MMTPA)

Years FY FY FY FY FY FY FY FY FY FY FY 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 Liquid Traffic at Kandla 10.31 11.00 11.73 12.52 13.36 14.25 15.21 16.23 17.31 18.47 19.71

Railway Line from NH-8A to Tuna Port - Considering the existing capacity of 6 Oil Jetties i.e. 13 MMTPA and comparing the same with the projected traffic, demand supply gap seems to be developed by FY 2017. By FY 2020, the gap is expected to occur at 3.23 MMTPA. Demand-Supply gap has been identified based on the traffic projection of Maritime Agenda announced by Ministry of Shipping and capacity additions envisaged by KPT. The comparison of traffic viz-a-viz port capacity and gap analysis for the same has been presented below:

(In MMTPA) Year Traffic Handling Capacity Traffic – Planned Projections (As per existing and Capacity Gap Analysis (As per proposed facilities at (in MMTPA) Maritime Kandla part in Agenda) in future) in MMTPA MMTPA 2012-13 31.65 16.38 15.27 2013-14 37.82 22.88 14.94

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Mantec Consultants Pvt. Ltd. Development of integrated facilities (Stage I) within the existing Kandla Port trust at Gandhidham, Kutch, Gujarat Pre-feasibility Report

2014-15 43.26 45.87 -2.61 2015-16 48.38 59.34 -10.96 2016-17 55.52 59.34 -3.82 2017-18 60.96 59.34 1.62 2018-19 65.25 59.34 5.91 2019-20 83.80 59.34 24.46

As there is huge amount of planned capacity additions, current positive demand supply gap turns negative by 2014-15. However, the gap turns again positive quickly in two- three years time and finally widens to a huge figure of almost 25 MMTPA.

3.9 IMPORTS VS. INDIGENOUS PRODUCTION Import does not apply in the present case. 3.10 EXPORT POSSIBILITY Export does not apply in the present case. 3.11 DOMESTIC/ EXPORT MARKETS Import/Export does not apply in the present case.

3.12 EMPLOYMENT GENERATION The employment impact of the container terminal will consist of three levels of job impacts:

Direct employment impact - jobs directly generated by the movement of the containers via the proposed terminal. Direct jobs generated by the containers will include jobs with railroads and trucking companies moving cargo between inland origins and destinations and the marine terminals, longshoremen, steamship agents, freight forwarders, stevedores, etc. Induced employment impact - jobs that will be created throughout the local economy because individuals directly employed due to the proposed container terminal will spend their wages locally on goods and services such as food, housing and clothing. These jobs are held by residents located throughout the region, since they are estimated based on local and regional purchases. Indirect Jobs - Jobs that will be created locally due to purchases of goods and services by firms, not individuals. These jobs include jobs with local office supply firms, maintenance and repair firms, parts and equipment suppliers, etc. Also, the indirect impacts associated with marine construction activity are included.

Employment Potential Construction Phase: During the construction phase, direct and indirect employment potential for more than 1000 skilled, semi-skilled and un-skilled workers will be created in the region.

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Mantec Consultants Pvt. Ltd. Development of integrated facilities (Stage I) within the existing Kandla Port trust at Gandhidham, Kutch, Gujarat Pre-feasibility Report

Induced Development – Construction Phase: During the construction phase, induced development is likely to occur in the form of non-construction related businesses, which will create employment potential and also increase income levels of workers in the existing businesses. For a proposed container terminal, induced employment cannot be quantified in the initial years. Employment Potential – Operation Phase: During the operation phase, direct and indirect employment potential for skilled, semi-skilled and un-skilled workers will be created in the region.

3.0 PROJECT DESCRIPTION 3.1 TYPE OF PROJECT INCLUDING INTERLINKED AND INTERDEPENDENT PROJECTS, IF ANY Container Terminal at Tuna off Tekra-The project is a development of Container terminal to be developed through PPP model on BOT basis. The proposed container terminal is located on the 9.4m contour. The Quay and Apron areas will be constructed away from the land, in the deep waters so as to minimize the dredging requirement, forming the offshore section of the port. The backup land will be reclaimed to accommodate the onshore portion of port. The offshore portion will be connected to land side portion of the port with trestle. The land side portion includes stacking and evacuation infrastructure i.e. rail yard and gate and other utilities. There is no interlinked or interdependent project.

Port Craft Jetty & Shifting of SNA Section at Kandla Port Trust - It is submitted that since the starting of KPT, Signal and Navigational Aid (SNA) Section and Port Craft Parking jetty have been operated from the Bunder Basin Area. These structures were badly damaged in the cyclone of 1998 and the Earthquake of 2001. This necessitated re-location of SNA section and Port Craft Jetty from the safety point of view and also for smooth functioning of port operations. SNA jetty is primarily meant for parking of port crafts and no cargo handling activity is carried out at this facility.

Railway Line from NH-8A to Tuna Port- Provision of BG Railway Line from NH 8A to Tuna Port. The same it is proposed to develop the facility at Tuna at Kandla Port to handle all kind of cargo. Commissioning of the proposed facility shall augment the dry cargo handling capacity of Kandla Port by 5.49 MMTPA. Hence this project should be seen as part of larger Kandla Port complex with interlinked operations.

3.2 LOCATION OF PROJECT WITH COORDINATES Tuna-Tekra at Kandla is located on the Northern coast of Gulf of Kutch on the West Coast of India. The proposed container terminal at Tuna-Tekra at Kandla proposed to be located about 1 km east from dry bulk terminal being constructed by the Adani group, and 40 Km East of Mundra port. Kandla port is very well connected by road and rail infrastructure. This is an advantage compared to other ports where the road and rail networks are to be established.

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Mantec Consultants Pvt. Ltd. Development of integrated facilities (Stage I) within the existing Kandla Port trust at Gandhidham, Kutch, Gujarat Pre-feasibility Report

Location of the site shown in satellite image.

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Mantec Consultants Pvt. Ltd. Development of integrated facilities (Stage I) within the existing Kandla Port trust at Gandhidham, Kutch, Gujarat Pre-feasibility Report

Figure 1: General location of project site (Container Terminal at Tuna off Tekra and Port Craft Jetty & Shifting of SNA Section at Kandla Port Trust)

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Mantec Consultants Pvt. Ltd. Development of integrated facilities (Stage I) within the existing Kandla Port trust at Gandhidham, Kutch, Gujarat Pre-feasibility Report

3.13 DETAILS OF ALTERNATE SITES CONSIDERED AND THE BASIS OF SELECTING THE PROPOSED SITE, PARTICULARLY THE ENVIRONMENTAL CONSIDERATIONS GONE INTO SHOULD BE HIGHLIGHTED Not Applicable as the sites have been selected after prior analysis and are proposed in the premises of Kandla Port Trust.

3.14 SIZE OR MAGNITUDE OF OPERATION

Container Terminal at Tuna off Tekra- 2.19 million TEUs/Annum. Port Craft Jetty & Shifting of SNA Section at Kandla Port Trust- Project magnitude in terms of estimated financial investment required to be made is envisaged at Rs. 13.38 Crores. Railway Line from NH-8A to Tuna Port - Length of Railway Lines = approx. 12 KM Investment = Rs. 94.00 Crores.

3.15 PROJECT DESCRIPTION WITH PROCESS DETAILS Container Terminal at Tuna off Tekra-The project is a development of Container terminal to be developed through PPP model on BOT basis. The proposed container terminal is located on the 9.4m contour. The Quay and Apron areas will be constructed away from the land, in the deep waters so as to minimize the dredging requirement, forming the offshore section of the port. The backup land will be reclaimed to accommodate the onshore portion of port. The offshore portion will be connected to land side portion of the port with trestle. The land side portion includes stacking and evacuation infrastructure i.e. rail yard and gate and other utilities. There is no interlinked or interdependent project.

3.16 RAW MATERIAL REQUIRED ALONG WITH ESTIMATED QUANTITY, LIKELY SOURCE, MARKETING AREA OF FINAL PRODUCT/S, MODE OF TRANSPORT OF RAW MATERIAL AND FINISHED PRODUCT No raw material is required for the implementation of the Project.

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Mantec Consultants Pvt. Ltd. Development of integrated facilities (Stage I) within the existing Kandla Port trust at Gandhidham, Kutch, Gujarat Pre-feasibility Report

3.17 RESOURCE OPTIMIZATION/ RECYCLING AND REUSE Not applicable in this project.

3.18 AVAILABILITY OF WATER ITS SOURCE, ENERGY / POWER REQUIREMENT & SOURCE 3.18.1 WATER REQUIREMENT The Gujarat Water Supply and Sewerage Board shall be responsible for developing and managing various sources of water in the region. The important source of water is the 14.5 Million m3 capacity reservoir of Tapar Dam, besides a number of deep tube wells. Water is distributed to Kandla area from high service reservoir near Bhachau through 18” dia. CI mains, after chlorination. The capacities of the elevated water towers and underground reservoirs at Kandla are 1500 KL and 14000 KL respectively. The average daily consumption of water at Kandla area is estimated at around 1300 kl. The position is improved to a great extent by tapping the source of water from Sardar Sarovar Narmada Nigam Limited.

Presently water is distributed to Tuna area through tankers as fulfilment demand of 5 KL per day. Total requirement of water is 200 MLD water supply is ensured by Gujarat water supply Board. However, if situation arises provision is made for a standalone water desalination plant at the zone. This is to be installed by private parties and operated on commercial basis for SEZ area. However this project requires only 450 KL of water per day.

3.18.2 POWER

The port receives Bulk power supply from PGVCL through seven 11 KV sub stations. Besides, the port has two diesel generating sets to meet with emergency needs. A scheme is presently under implementation to augment the power supply to 66 KV and to provide necessary infrastructure for receiving Bulk supply, stepping down and distribution.

3.19 QUANTITY OF WASTES TO BE GENERATED (LIQUID AND SOLID) AND SCHEME FOR THEIR MANAGEMENT/ DISPOSAL Prima facie, waste generated by BOT operator during any operations, is responsibility of the same and he would have to make arrangements to deal with management of disposal (both solid and liquid. Details of waste (both solid and liquid) generated and its management would be ascertained at later stages.

3.20 SCHEMATIC REPRESENTATIONS OF THE FEASIBILITY DRAWING WHICH GIVE INFORMATION OF EIA PURPOSE

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Mantec Consultants Pvt. Ltd. Development of integrated facilities (Stage I) within the existing Kandla Port trust at Gandhidham, Kutch, Gujarat Pre-feasibility Report

As the project is categorized under item 7(e) in the EIA notification, 2006 and its subsequent amendments; it shall be taken up at the Ministry of Environment, Forrest and Climate Change for the purpose of obtaining Environment Clearance. Schematic representation for EIA purpose is given below:

Figure 3: Schematic flowchart of EIA process 4.0 SITE ANALYSIS 4.1 CONNECTIVITY

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Mantec Consultants Pvt. Ltd. Development of integrated facilities (Stage I) within the existing Kandla Port trust at Gandhidham, Kutch, Gujarat Pre-feasibility Report

(i) Connectivity Airway The national airlines operate daily flights through the district headquarters at Bhuj which lies 67 Km from Kandla Port. Railway Broad gauge (BG) tracks directly connect the Port at New Kandla with the principal cities of Bombay, Ahmadabad, Surat, Baroda, etc., and also Delhi, Punjab and Haryana through the route Ahmadabad-Ratlam- Kota - Mathura to Delhi. The second route is via Palanpur - Ajmer to Delhi. Apart from this, the existing meter gauge line from Bhildi to Samdari has been converted to BG, which provides direct link to Jodhpur in Rajasthan & Bhatinda in Punjab and reduces the reach to Hinterland by 118 Km. Road The proposed container terminal at Tuna-Tekra is approximately 30 km away from the existing Kandla port. Kandla port trust authorities have constructed a two lane road from NH-8A to Tuna port. The approximate distance between Tuna and Tekra Island is 5 km and the road connectivity to Tekra will be facilitated by further extended NH-8A. Apart from the above facility, the proposed port is connected to Gandhidham via 15 km 4 lane road connectivity from Kandla port road.

The city of Gandhidham where the Port Administrative Office and the main staff colony are located, also lies on NH 8A about 13 Km. from the Port. The port enjoys fully developed road network, both in and around the Port area to facilitate faster movement of cargo.

• Asphalted Road Network - 30 KMS. • Concrete Road Network - 30 KMS.

4.2LANDFORM, LANDUSE AND LAND OWNERSHIP 4.2.1 LANDFORM The area is a plain area 4.2.2LAND USE The land use of the site is Industrial 4.2.3LAND OWNERSHIP The project site is under the ownership of M/s KPT

4.3TOPOGRAPHY Topography at the site location is generally flat with average ground level of about 6.5m CD. Topsoil appears marshy. The master plan for Kandla Port trust showing topographic details will be provided by KPT.

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Mantec Consultants Pvt. Ltd. Development of integrated facilities (Stage I) within the existing Kandla Port trust at Gandhidham, Kutch, Gujarat Pre-feasibility Report

The proposed container terminal is located on the 9.4m contour. The Quay and Apron areas will be constructed away from the land, in the deep waters so as to minimize the dredging requirement, forming the offshore section of the port. The backup land will be reclaimed to accommodate the onshore portion of port. The offshore portion will be connected to land side portion of the port with trestle.

Map showing study area with 10 km radius around the project site is attached as Annexure-V.

4.4EXISTING LAND USE PATTERN The existing land use pattern of the site belongs to land use category “Industrial”.

4.4.1 ENVIRONMENTAL SENSITIVITY

Details Distance from the site and Direction Hospital Sakaria Hospital 10Km (approx.) in NW direction Kilol Hospital 10.21Km (approx.) in NW direction

Schools P N Amersery school 12Km (approx.) in NW direction Serra International Pre School 10Km (approx.) in North-West direction Amarchand Singhwi International School 12.53Km (approx.) in North-West direction

Temples Swaminarayan Temple 10Km. (approx.) in North West direction Ambe Dham Mandir 11Km. (approx.) in North West direction

Community Facilities Sector-8 Post Office 10Km. (approx.) in North West direction Bank of india 10Km. (approx.) in North West direction Gandhidham Police Station 10Km. (approx.) in SSW direction

4.5 EXISTING INFRASTRUCTURE There is no existing Infrastructure in the Project Site

3.21 4.6SOIL CLASSIFICATION The Sub-soil profile (Tentative profile taken from nearby area)

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Mantec Consultants Pvt. Ltd. Development of integrated facilities (Stage I) within the existing Kandla Port trust at Gandhidham, Kutch, Gujarat Pre-feasibility Report

The soil types of the project site are given in Table 3:

The sub-soil profile is shown in the table 3 below:

AVERAGE GROUND R.L. (+) 3.60 wrt CD

RL (m) LOG STRATA DESCRIPTION

4.00

3.00

2.00 Very soft to soft grayish clay 1.00

0.00

-1.00

-2.00

-3.00 Loose grayish Silty Sand -4.00

-4.80

-5.00

-6.00

-7.00 Highly Weathered Sand Stone

-8.00

-8.80

-9.00

-10.00

-11.00 Highly Weathered BASALT -12.00

-13.00

-14.00

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Mantec Consultants Pvt. Ltd. Development of integrated facilities (Stage I) within the existing Kandla Port trust at Gandhidham, Kutch, Gujarat Pre-feasibility Report

-15.00

-16.00

-16.80

Table 3: Soil types

Layer 1: Grey Very soft to soft grayish clay – First layer of subsurface profile is grey very soft to soft silty clay. It is present in the bore holes immediately below the sea bed. The lower boundary of this layer was encountered between RLs of -0.1 m and -0.3 m. The ‘N’ values generally varied between 1 and 3. These ‘N’ values indicate very soft to soft consistency of the clay layer.

Layer 2: Loose silty sand – Second layer of the subsurface profile is loose silty sand. The lower boundary of this layer was encountered at a depth of -4.80 m. The SPT values varied from 6 to 7. The range of N indicated loose relative density of the granular strata.

Layer 3: Highly weathered sand stone – Third layer of subsurface profile is highly weathered sand stone. This layer is present below the layer no. 2. Thickness of this layer ranged between 4.00 m to 5.00 m.

Layer 4: Highly weathered find grained basalt – Fourth layer of subsurface profile is highly weathered find grained basalt. The boreholes were terminated in this layer at RL 16.80 m.

4.7CLIMATIC DATA FROM SECONDARY SOURCES Tidal Conditions Tides at Tuna are semi-diurnal in character. The tidal heights with respect to port Chart Datum is presented in the table below. The oceanographic parameters viz., wind wave and currents are considered based on the data/information available off Mundra from published Literature and reports. Maximum observed tide + 6.4 m Mean High Water Spring (MHWS) + 5.8 m Mean High Water Neap (MHWN) + 4.6 m Mean Sea Level (MSL) + 3.4 m Mean Low Water Neap (MLWN) + 2.1 m Mean Low Water Spring (MLWS) + 1.0 m Minimum observed tide 0.0 m

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Mean storm surge 2.0 m

Waves Nakti Creek is protected from wave disturbances by a number of shoals at its outfall into the gulf. This provides the setting for a basin with absolute tranquility. The creek provides calm waters round the year for easy movement of Barges. Thus, Tuna has the advantages of becoming an all-weather Port. The high amplitude tides coupled with a large storage area has resulted in high flushing velocities inside. This has helped in cleansing of the navigational channels, thus providing minimum siltation. Outside in the gulf, the complex flow phenomenon has given rise to a number of shoals, which are dynamic in nature. The Barge Port of Tuna is approached through the channel starting from the Outer Tuna Buoy. Barge movements are normally confined to the high tides. The Port region is free from any significant wave disturbances.

Silt and Salinity Silt charge and salinity observations were carried out during dry and monsoon months in April and September 1983 at locations east and west of Kandla Creek and at two stations in the Gulf of Kutch. The waters of the Creek are heavily silt charged, the range being 1 to 3 ppt. The Creek waters have a salinity ranging from 23 to 25 ppt.

Temperature and Humidity The climate of Kandla Port is generally tropical and dry. The air temperature varies from less than 100 C in winter to about 440 C in summer. The mean, maximum and minimum temperature observed in the different months at Kandla is presented in the table below: Table 4: Climatic data of the project site

Months Range of max. Mean of max. Range of min. Mean of min. Temperature Temperature Temperature Temperature January 27.8 – 23.3 25.2 16.0 – 9.7 13.0 February 32.1 – 24.1 27.5 18.0 – 12.0 15.5 March 34.7 – 24.1 32.0 22.5 – 12.0 20.2 April 38.6 – 29.4 34.6 26.0 – 18.5 23.5 May 41.9 – 32.6 35.9 28.5 – 23.5 25.7 June 38.6 – 31.1 35.0 29.5 – 24.0 25.4 July 34.6 – 26.8 32.4 28.5 – 24.0 25.4 August 33.1 – 29.1 30.7 26.5 – 24.4 24.5 September 40.1 – 31.1 33.3 25.5 – 23.5 24.5 October 37.2 – 31.6 34.2 25.7 – 21.0 23.1 November 37.6 – 25.5 32.4 24.5 – 14.5 20.2

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December 30.5- 20.6 25.6 18.2 – 7.8 13.5

Kandla region is fairly dry; only July, August and September are humid months. The range of maximum relative humidity varies from 0% to 100%, whereas minimum values vary between 0 and 30%, except during July, August and September, when minimum values vary between 25% and 50%.

Rainfall Rainfall in Kandla is very low. Between January and April, there is normally no rainfall. Rainfall generally remains confined between June end and mid September. During the remaining months, the rainfall is scanty. The annual average rainfall is around 200mm only.

Wind Conditions From long term observation of wind velocities and directions, following inferences can be made: The predominant direction is between NNE and NNW with speed January range normally between 12 and 19 Km/hr. which may exceed for about 10 % of the time. The direction changes from NNE and SSW, but predominantly February between WSW and SSW. The wind speed from SSW varies between 12 and 39 km/ hr. for 15 % of the time and for rest of the time it generally varies between 12 and 19 Km/ hr. The direction lies between NNW and SSW, but predominantly between WSW and SSW. The wind speed from SSW varies between March 12 and 39 km/ hr. for 15 % of the time and for rest of the time it generally varies between 12 and 19 Km/ hr. The direction for wind is between WSW and SSW. The wind speed April to June reaches a maximum of 39 km/ hr. except in July, when the speed may exceed the range. The direction of wind changes from SSW to NNW. Wind speed October ranges between 12 and 19 km/ hr. but the limit may exceed for 10 % of the time. The predominant direction is between NNE and NNW and the Nov. & Dec. speed is between 12 and 19 km/hr. Storms and Cyclones Kandla port is not generally affected by cyclonic storms. During June 1998, a severe cyclonic storm, which passed over Kandla Port with a wind speed of 150 km/hr., resulting in high tidal waves of 10.5 m with strong current, caused extensive damages to the Port installations, crafts and human lives.

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4.8 SOCIAL INFRASTRUCTURE The social infrastructure like educational facilities (primary and higher secondary schools, degree college), drinking water supply, post and telegraph, public transportation and hospitals are by and large are available in the study area.

5.0PLANNING BRIEF 5.1PLANNING CONCEPT

The project is a development of Container terminal to be developed through PPP model on BOT basis. The proposed container terminal is located on the 9.4m contour. The Quay and Apron areas will be constructed away from the land, in the deep waters so as to minimize the dredging requirement, forming the offshore section of the port. The backup land will be reclaimed to accommodate the onshore portion of port. The offshore portion will be connected to land side portion of the port with trestle. The land side portion includes stacking and evacuation infrastructure i.e. rail yard and gate and other utilities. SNA jetty is primarily meant for parking of port crafts and no cargo handling activity is carried out at this facility. It is proposed to provide BG Railway Lines from NH 8A to Tuna Port. Commissioning of the proposed facility shall enhance the dry cargo evacuation infrastructure of Tuna Port.

5.2ASSESSMENT OF INFRASTRUCTURE DEMAND (PHYSICAL & SOCIAL)

Adequate infrastructure facilities are available in the vicinity of the project site and due to the proposed activities no extra infrastructure over and above the existing infrastructure is required. The Kandla Port Trust shall undertake the following development activities for Providing Rail Connectivity to existing Tuna Port. Laying of Approx. 12 KM long BG Railway line to support the movement of dry cargo to the tune of 6.3 MMTPA along with allied facilities like Point Crossing with Railway Accessories, Culverts and railway Siding.

5.3AMENITIES/FACILITIES

The broad facility plan includes the facilities like jetty structure, approach trestle, back up area and support infrastructure facilities like water, power, drainage and fire- fighting systems.

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6.0PROPOSED INFRASTRUCTURE 6.1 INDUSTRIAL AREA (PROCESSING AREA) Temporary arrangements like site office, rest shelters & approach roads etc already exist in the premises of KPT.

6.2RESIDENTIAL AREA (NON PROCESSING AREA) As the local person shall be employed, no residential building/housing are proposed.

6.3 GREEN BELT The green belt shall be developed as a part of compensatory plantation as per regulations. Details would be ascertained in later stages.

6.4 SOCIAL INFRASTRUCTURE In-line with the Social Responsibility Activities at other operational sites, relevant developmental assistance shall be rendered depending on the local needs identified through studies.

6.5 CONNECTIVITY The proposed site located on National Highway 8A and is well connected to Gandhidham and Kandla Port and Tuna Port. Moreover, a project is under the advanced stage of planning for providing rail connectivity up to Tuna port.

6.6 DRINKING WATER MANAGEMENT Water requirement for drinking will be 450 KLD, which will be met from tanker supply and Gujarat Water Supply and Sewerage Board.

6.7 SEWERAGE SYSTEM As per preliminary estimates, it is estimated that 80% of water supply would be generated as domestic sewerage from Office building and other backup areas. It would not be viable to setup a treatment plant in this case. However, domestic sewage generated will be treated in the septic tanks followed by disposal in soak pits.

6.8 INDUSTRIAL WASTE MANAGEMENT There is no industrial waste except domestic sewage and solid waste generated from this project. Domestic sewage generated will be treated in the septic tanks followed by disposal in soak pits.

6.9 SOLID WASTE MANAGEMENT

Waste generated from this facility can be broadly categories in three types: Domestic waste: - sweeping, cleaning, fuel burning, gardening waste, waste wood etc.

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Construction and maintenance debris: - This waste of construction material will be dealt with separately. Other waste: - packing material, plastics, metal items etc. It is assumed that above collected waste would consist of Bio-degradable material (75%), Inorganic material (20%) and inert material as 5%. Bio waste will be treated to form the manure and can be handled on-site through a land fill or waste pit technique. Non-bio waste which can be recycled (ferrous materials, plastic etc) shall be sold /given to waste plastic vendors for recycling purposes. Construction material can be used for site filling purposes.

6.10POWER REQUIREMENT & SUPPLY/ SOURCE The port receives Bulk power supply from PGVCL through seven 11 KV sub stations. Besides, the port has two diesel generating sets to meet with emergency needs. A scheme is presently under implementation to augment the power supply to 66 KV and to provide necessary infrastructure for receiving Bulk supply, stepping down and distribution. .

7.0 REHABILITATION AND RESETTLEMENT (R&R) PLAN The existing mine lease area is designated under the ownership of M/s KPT and has no human settlements and hence, no R & R is envisaged.

8.0 PROJECT SCHEDULE & COST ESTIMATES The Proposed project is envisaged to be completed in two phases. The proposed time schedule for the 1st phase would span over the 3.5 years (42 Months) from award of the concession and the 2nd phase would span over the 1.5 years (18 months). Expected Commissioning date for Phase I is by middle of 2018-19 and for Phase II is by end of 2019-20.

8.1 LIKELY DATE OF START OF CONSTRUCTION AND LIKELY DATE OF COMPLETION No construction activity is involved under the project activity. The mining shall be started after getting environmental clearances. 8.2ESTIMATED PROJECT COST ALONG WITH ANALYSIS IN TERMS OF ECONOMIC VIABILITY OF THE PROJECT It is estimated that project cost shall be around Rs. 3097 Crores. For detailed project estimates and phasing, please refer to Annexure B. The project is found to be financial viable based on the preliminary estimates as mentioned below:

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9.0ANALYSIS OF PROPOSAL (FINAL RECOMMENDATIONS)

9.1FINANCIAL AND SOCIAL BENEFITS WITH SPECIAL EMPHASIS ON THE BENEFIT TO THE LOCAL PEOPLE INCLUDING TRIBAL POPULATION, IF ANY, IN THE AREA

Financial Benefits of project.

I. To Kandla Port Trust 1. Increased cargo handling capacity 2. Earnings in the form of revenue share from the BOT operator. 3. Increase in revenue operations of port due to additional traffic handling. 4. Reduction in the cost of handling, thereby making Kandla Port more competitive. II. To Local community 1. Indirect economic activity for nearby areas. 2. More employment opportunities for local people.

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Social Benefits of project. To Local community A. Public image of Kandla port would get enhanced as the world class port facility with most modern infrastructure.

B. With modernisation and expansion of Kandla port, more economic opportunities would be created (both in formal and informal sector) for Local community.

C. Increase in business activity will bring in prosperity in hinterland, which consequently would bring better access to social and physical infrastructure.

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