JSW Infrastructure Ltd.
Pre-Feasibility Study Report:
Proposed Captive Jetty Facility at Kharmachela, Pen, Raigad, Maharashtra.
Draft Final Report
May 2019
This document contains information that is proprietary to The JSW Infrastructure Limited, which is to be held in confidence. No disclosure or other use of this information is permitted without the express authorization of JSW Infrastructure Limited.
Executive summary
Background
JSW Cement a JSW Group company is having an operating facility inside the JSW Steel Plant at Dolvi, in Raigarh District of State Maharashtra, is desirous of developing its expanded facility at a location, 4 km south of the steel plant units in the village of Kharmachela. The expanded facility would have a yearly capacity of 4.5 million tons of slag cement. The slag from the steel plant would be transported through road and the other ingredient clinker would be would be brought by the sea route and ground with slag. The new plant location is about 200 m from the water front on the river Amba. The raw material for the Cement plant i.e. clinker would be handled through lighterage operation in barges of appropriate size, for which the new water front development is proposed. The 500 m captive jetty would be developed with modern equipment in phases to cater to the various cargos apart from clinker that are expected at the facility.
JSW Group is one of the fastest growing business conglomerates with a strong presence in the core economic sector. This Mr. Sajjan Jindal led enterprise has grown from a steel rolling mill in 1982 to a multi business conglomerate worth US $ 11 billion within a short span of time. JSW Steel Limited (JSWSL) the flag ship company of JSW group is one of the largest steel producers of the Country. The company has manufacturing facilities located at Vijayanagar in Karnataka, Salem in Tamil Nadu and Vasind, Tarapur and Dolvi (erstwhile Ispat Industries Limited) in Maharashtra. JSW Steel has present capacity to produce steel of 14.3 million tonnes per annum (MTPA) to be increased to 40 million tonnes per annum (MTPA) by 2025.
The Salem plant of JSW produces about 1.25 million ton of steel and expected to increase its capacity up to 3 MTPA. The Salem plant imports about 2 MTPA coal/coke/lime stone and the raw materials for the plant. With the expansion proposal fructifying with an investment of about 3000 crores, the raw material demand is likely to exceed 4 million tons per annum.
Besides JSWSL, JSW Energy, with facilities at Ratnagiri, Maharashtra, Barmer, Rajastan, Vijaynagar, Karnataka produces about 3140 MW power with another 8630 MW under implementation and development.
The JSW Infrastructure Ltd (JSWIL) is a JSW Group company which is presently into development of ports, rail/road and inland water connectivity, development of port based SEZ and other related infrastructure developments works along with terminal handling operations and port management. JSWIL currently operates Jaigarh Port at Ratnagiri, Dharamtar Facility of Jetties at Dolvi, both located in Maharashtra and Berths 5A and 6A in Mormugao Port Trust (MPT), Goa.
JSW Jaigarh Port Limited, a subsidiary of JSW Infrastructure Ltd., has developed an all- weather multi-commodity Greenfield port, capable of handling vessels up to 1,80,000 DWT. The Port is now equipped to service two vessels simultaneously with 600 m quay length and 18.5 m draft. Another berth for capable of handling Valemax vessels of capacity up to
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400,000 DWT is nearing completion. The other berths under construction are 380 m Handymax vessel berth for transhipment cargo, two container berths to handle EEE Emma max vessels. In addition, construction of LNG berth for Qmax vessels, POL berth for ULCC vessels are in the offing.
JSW Dharamtar Port Limited, another subsidiary of JSWIL, operates a 331.5 m Jetty, since 2011. The Jetty is under revamp and being expanded to a total length of 1750 m with new top side equipment. This is a riverine facility to service barges up to 8000 DWT. The ultimate capacity of the Jetty would be of the order of 34 million tons per annum.
South West Ports Limited, a company owing its allegiance to JSWIL, operates berth 5A and 6A inside the MPT. The berths are equipped to handle bulk and unitised cargo using mobile equipment and back up storage and despatch system. The in-motion wagon loading system operational along with the wagon loaders, can handle up to 12 rakes a day.
JSW Cement started operations in 2009 and currently has an installed capacity of 6 MTPA. It is under expansion mode utilising industrial by-products such as slag to make eco- friendly cement to ensure a sustainable future for the country. In this pursuit, JSW Cement envisions, a grinding unit near every port in the country, so that the advantage gained with the reduction in logistical cost could be passed on to the end users.
Cement is a high demand consumable in the MMRDA region due to the rapid increase in the demand due to Infrastructure development. Hence, there is a supply and demand gap exists and widening by the day. Therefore, the project is essential for the region. In addition, the facility would facilitate export of finished steel product to other locations for value addition.
When ready this project would create direct as well as indirect employment in the region and help in the economic upgradation.
Project Description
Located on the right bank of the Amba River/Dharamtar Creek, at the approximate coordinates of 180 40’4.57” N and 730 02’42.83” E, the proposed development location is fronting the Cement plant. This 500 m long Jetty facility would be equipped to handle multiple cargo.
The project is interlinked with the Cement and the Steel plants on the foreshore area for which the Environmental Clearance (EC) has already been obtained.
Three alternative locations were examined and the pros and cons of all the locations were compared before selecting this option.
The operation would include receipt of cargo such as clinker, coal, Lime stone and Iron ore and export of Steel products and probably cement, for which separate unloading arrangements shall be made.
The traffic for the facility is envisaged to constitute of the following;
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Annual Throughputs (Mtpa) Commodity Phase - I Phase - II
Clinker 1.5 1.5
Steel Products 1.0 1.5
Coal (CBRM) 0.0 2.0
Iron Ore (IBRM) 0.0 1.0
Lime Stone/Dolomite/Cement/Slag 0.5 2.0
Fertilizer/Sulphur/Gypsum/Fly Ash 0.0 1.0
Total 3.0 9.0
Site Analysis
The site is remotely located and needs to be connected to the nearest road and the rail network. The area is fallow and barren land and no agriculture happens here. Hence, this low lying saline land mass would be ideal for Industrial development.
The location is upstream of the existing operational Dharamtar Berth of JSW and beyond three bridges which the vessels would have to cross on its way to the facility. Required protections and guide walls shall be provided for protecting the bridge pier from collision. This would ensure the safety of the Bridges as well as the vessels.
Planning Brief
The operation would include various parameters that would determine the planning briefs for the project; they are,
1. Handling at the anchorage 2. Lighterage operation in the creek 3. Planning of the barge berthing facility 4. Material handling and storage needs 5. Barge size and fleet size
These aspects are discussed in the report with special reference to the barge size especially for crossing the bridge. About 0.5 million Cubic Meter of dredging of soft material would be required to be carried out on behalf of MMB who are the owner of the navigation channel.
Proposed Infrastructures
The power will be drawn from the MSEDCL. About 4 MVA power would be required. Similarly, water supply shall be drawn from the MIDC. About 300 KL of water would be required for the operation of the facility. Adequate arrangement for sewerage and storm water drainage shall be made for rapid drainage and treatment of the generated sewage. In addition, the required area for green belt also shall be reserved.
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Port Layout Plan
The layout for the port has been prepared after giving due considerations to the cargo volumes, area for port development, transport corridor, land reclamation, berth orientation vis-à-vis the wind direction, stock pile location, channel alignment and harbour entrance orientation, and geo-technical investigations. Project Implementation Schedule
The proposed development would be carried out in phases. In the phase I construction jetty facility with a continuous length of 200 m would be in place with material handling capacity of 3 MTPA. In the phase II the jetty facilities will be equipped to handle a total cargo volume of about 9 MTPA.
1. Technical approval and the environmental clearance 2. Predevelopment activities 3. Actual construction of the facility
However, the environmental clearance would be taken prior to any construction activity of the project. The project schedule is attached as Figure 7.1. Cost estimates
Cost estimates for the recommended layout has been worked out based on the conceptual plan of the proposed port and its various constituents. The classification of various cost heads is as under Marine civil works Dredging On-shore civil works Material handling systems Handling equipment Utilities and other facilities
The operational philosophy constitutes that the backup area will be developed immediately behind the berths. Hence the onshore civil works primarily includes yard development and berths.
The following items have also been included: Internal roads Sheds and buildings Greenbelt development Material handling system Services and utilities
Accordingly, the cost estimate for the project is given in the table below. Financial evolution for the project was also computed and the internal rate of Return for the project was about 16 %.
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Phase I Heads (in Rs. Crores) Land purchase & development & MMB 15
Berths (500 m x 22m) @ Rs. 60,000.00/m2 66.00
Dredging /Reclamation 15.0
Foundation for Conveyors, Stacker reclaimer, SS 2.0
Roads 1.0
Workshop, Stores, jetty control 2.0
Port and custom office 2.0
Electrical and utilities 5.0
DSS & FFS including pump House and tank 2.0
Equipment (Barge unloader 3 no. + SCR 2 no.) 150.0
Conveyors and junction house 10.00
Navigational Aids and Misc. 1.0
Environment 1.0
Pre-Project Cost 5.0
Total Cost 277.0
Contingency @ 5% 14.0
Interest During construction 28.3
Grand total 319.3 Say 320
Conclusions and Recommendations
The proposed terminal is envisaged for handling clinker for the Cement Plant on the fore shore. Finished steel products from the Steel plant and raw materials for either of the facilities viz. Cement and Steel associated manufacturing facility, namely, Coal, Lime Stone, Iron Ore and commercial cargo namely Fertiliser, Gypsum etc. Initially a 200 m Jetty would be constructed for immediate requirements, which would be increased to 500 m in the final stage.
Based on the horizontal clearance between the bridge piers, a 13 m wide barge with adequate pier protections could be adopted for the cargo transportation. The material handling systems would be environmental friendly and efficient for material handling. A land area of about 10 ha is required for cargo handling. For ease in loading the export cargo, the area behind the berth is recommended to be developed outside the mangrove buffer zone.
Model studies shall be carried out in order to understand the flow pattern, siltation and shoreline evolutions and its impacts.
This document would be used for application to the MoEF, MMB and other organisations such as MCZMA for getting permits and licences. A Detailed Feasibility Report would be prepared for submitting to MMB for approval of the MMB and financial closure. This document will
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form the basis of all applications and along with the EIA report, will be submitted to all statutory bodies for environmental clearances.
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Contents
1 Introduction ...... 1 1.1 The project ...... 1 1.1.1 Background ...... 1 1.1.2 Existing Operation ...... 1 1.1.3 Present Proposal ...... 1 1.2 Project Proponent ...... 2 1.3 Brief Description of the project ...... 3 1.4 Need for the Project ...... 4 1.5 Demand and Supply Gap ...... 5 1.6 Domestic/Export Market and Export Possibility ...... 5 1.7 Summary of Terms of Reference for the Report ...... 6 1.8 Intent of the report ...... 6 1.9 Employment Generation ...... 6 1.10 Format of the report ...... 6
2 Project Description ...... 8 2.1 Type of Project ...... 8 2.1.1 General ...... 8 2.1.2 Interlinked and Interdependent Industries ...... 8 2.2 Location ...... 8 2.2.1 Geographical Location ...... 8 2.2.2 The Shoreline ...... 9 2.2.3 The Approach Channel ...... 11 2.3 Alternatives Examined ...... 12 2.3.1 JSW Dharamtar Jetty Facility ...... 12 2.3.2 PNP Jetty Facility ...... 13 2.3.3 Proposed Facility ...... 13 2.4 Size and Magnitude of Operation ...... 13 2.5 Project Description ...... 13 2.6 Traffic & Modes of Transportation for the Project ...... 15 2.6.1 Estimated Traffic ...... 15 2.6.2 Modes of Transport ...... 15 2.7 Resource Optimization ...... 16 2.8 Source of Water & Energy ...... 16 2.9 Waste Generation and Management ...... 16 2.10 Layout of the Facility ...... 16
3 Site Analysis ...... 18 3.1 Connectivity ...... 18 3.2 Land use & Ownership ...... 18 3.3 Topography...... 19 3.4 Existing Land Use ...... 19 3.5 Existing Infrastructure ...... 19 3.6 Soil Classification ...... 19 3.7 Meteorological and Oceanographic Conditions...... 19 3.7.1 Temperature ...... 19 3.7.2 Rainfall ...... 20
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3.7.3 Relative Humidity ...... 20 3.7.4 Visibility ...... 20 3.7.5 Wind ...... 20 3.7.6 Wave Climate ...... 20 3.7.7 Tides ...... 21 3.7.8 Currents...... 21 3.7.9 Cyclone ...... 21 3.7.10 Sediment Transport ...... 21 3.7.11 Salinity ...... 22 3.8 Social Infrastructures ...... 22 3.8.1 Road ...... 22 3.8.2 Railways ...... 22 3.8.3 Air Connectivity ...... 22 3.8.4 Water ...... 22 3.8.5 Power ...... 23
4 Planning Brief ...... 24 4.1 Planning Concept ...... 24 4.2 Type of Industry and Facility Planning ...... 24 4.2.1 Approach Channel...... 25 4.2.2 Bridge Crossing ...... 25 4.2.3 Berthing Structure ...... 25 4.2.4 Unloading, Stacking and Conveying ...... 26 4.2.4.1 General ...... 26 4.2.5 Dredging and Reclamation ...... 28 4.3 Population Projection ...... 28 4.4 Land use planning ...... 28 4.5 Amenities and Facilities ...... 29
5 Proposed Infrastructures ...... 30 5.1 Industrial Area ...... 30 5.2 Residential Area ...... 30 5.3 Green Belt ...... 30 5.4 Connectivity ...... 30 5.5 Water supply ...... 30 5.5.1 Water Requirements ...... 30 5.5.2 Design details of the water supply system ...... 30 5.6 Sewerage ...... 31 5.6.1 Load computation ...... 31 5.6.2 Design details of sewerage system ...... 31 5.7 Storm water drainage ...... 32 5.8 Firefighting system ...... 33 5.8.1 Fire Hydrant system ...... 33 5.8.2 Sprinkler system for Admin building ...... 33 5.8.3 Portable extinguishers ...... 33 5.8.4 Fire water Pump House ...... 33 5.8.5 Fire Alarm System ...... 33 5.8.6 Fire Fighting Facilities ...... 33 5.9 Dust suppression ...... 34 5.9.1 Water requirements for dust suppression ...... 34
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5.9.2 Plain water fog system for stacker & reclaimer ...... 35 5.9.3 Plain water fog system for mobile hopper ...... 35 5.10 Buildings ...... 35 5.10.1 Administration building ...... 35 5.10.2 Gate complex ...... 35 5.10.3 Workshop...... 35 5.10.4 Storage shed ...... 35 5.11 Power ...... 36 5.11.1 Power requirements ...... 36 5.11.2 Estimated Power Demand ...... 36 5.11.3 Source of Power Supply ...... 36 5.11.4 Power Distribution arrangement at the Port...... 36 5.11.5 Internal & External Installation ...... 37 5.11.6 Illumination ...... 37 5.11.7 Cables ...... 37 5.11.8 Fire-fighting ...... 38 5.12 Communications ...... 38 5.13 Security ...... 38
6 Rehabilitation & Resettlement (R&R) Plan ...... 39
7 Project Implementation Schedule ...... 40 7.1 Introduction ...... 40 7.2 Basic Considerations for Implementation ...... 40 7.3 Pre-Development Activities ...... 40 7.3.1 Technical Closure ...... 40 7.3.2 Financial Closure ...... 41 7.3.3 Tendering Process ...... 41 7.3.4 Application to for clearances ...... 41 7.4 Commencement of Project ...... 41
8 Project Implementation and Cost estimates...... 42 8.1 Capital cost estimates ...... 42 8.1.1 Marine civil works ...... 42 8.1.2 Dredging and reclamation ...... 42 8.1.3 Off-shore civil works ...... 42 8.2 Material handling system ...... 42 8.2.1 Services and utilities ...... 42 8.2.2 Assumptions regarding capital cost estimates...... 43 8.2.3 Summary of capital cost estimates ...... 43 8.3 Operations and maintenance costs ...... 43 8.3.1 Power and handling costs ...... 44 8.3.2 Repair and maintenance cost ...... 44 8.3.3 Insurance ...... 44 8.3.4 Depreciation ...... 44 8.4 Financial evaluation ...... 45
9 Analysis of the Proposal ...... 46 9.1 Conclusions & Recommendations ...... 46
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Tables
Table 2-1: The Estimated Traffic for the Terminal ...... 15
Table 7-1: Project implement dates for Phase – II (New Construction) ...... 40
Table 8-1: Block Cost Etsimate for the developments...... 43
Table 8-2: Repair and Maintenance cost ...... 44
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Figures
Figure 1-1: Indicative location of the Dolvi facility ...... 3
Figure 1-2: The Proposed Location of the Cement and Captive Jetty at Kharmachela Village ...... 4
Figure 2-1: Location of the Proposed Jetty on the Right bank of Amba River ...... 9
Figure 2-2: Extracts from Naval Hydrographic Chart 211, showing the Maharashtra Shoreline ...... 10
Figure 2-3: Alternatives Examined ...... 12
Figure 2-4: Process Flow Diagram for the the facility – Reciepit of Cargo ...... 14
Figure 2-5: Process Flow Diagram for the the facility – Dispatch Cargo ...... 14
Figure 3-1: Connectivity diagram for the proposed Development ...... 18
Figure 4-1: Protective structures for the Bridge piers ...... 25
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SYMBOLS AND ABBREVIATIONS
Symbols and abbreviations used are generally in accordance with the following list.
1 Proper names and organisations - India
BIS ...... Bureau of Indian Standards
GAIL… ………..Gas Authority of India
IAPH...... The International Association of Ports and Harbours
MCZMA ...... Maharashtra Coastal Zone Management Authority
MIDC ...... Maharashtra Industrial Development Corporation
MLDB ...... Main Lighting Distribution Board
MMB…………….Maharashtra Maritime Board
MoEF ...... Ministry of Environment and Forests
MoS ...... Ministry of Shipping
MPCB ...... Maharashtra Pollution Control Board
MSEDCL ...... Maharashtra State Electricity Distribution Company Limited
NHO ...... National Hydro graphic Office, Dehra Dun
OCIMF...... The Oil Companies International Marine Forum
PIANC ...... Permanent International Association of Navigation Congress
SIGTTO...... Society of International Gas Tankers & Terminal Operators Ltd.
SoI………………Survey of India
2 Proper names and organisations – Other
BA ...... British Admiralty
BR ...... Beckett Rankine
BS ...... British Standard
IMO ...... International Maritime Organization
ISPS ...... International Ship and Port facility Security code
UTM ...... Universal Transverse Mercator (map projection)
WGS ...... World Geodetic System (ellipsoid for map projection)
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3 Other abbreviations
Approx...... approximately
cif ...... cost, insurance, freight
dia ...... diameter
feu ...... forty foot equivalent unit (container)
fob ...... free on board
max ...... maximum
min ...... minimum
No ...... number (order) as in No 6
nr ...... number (units) as in 6 nr
Panamax ...... ship of max permissible beam of 32.2m for transiting the Panama Canal
ppt ...... parts per thousand
teu ...... twenty-foot equivalent unit (container)
BOOT ...... Build – Own - Operate – Transfer
CCTV ...... Closed Circuit Television
CD ...... Chart DatumCSR Corporate Social Responsibility
CBRM………….Coal bearing raw material
DPR ...... Detailed Project Report
EIA ...... Environmental Impact Assessment
HAT ...... Highest Astronomical Tide
ICD ...... Inland Container Depot
IBRM…………..Iron bearing raw material
IT ...... Information Technology
LAT ...... Lowest Astronomical Tide
LOA ...... Length overall (of a ship)
LCL ...... Less Than Container Load / Consolidation Containers
M ...... “mega” or one million (106)
MHWS ...... Mean High Water Spring tides
MHS……………Material Handling System
MLWS ...... Mean Low Water Spring tides
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MSL ...... Mean Sea Level
MoU ...... Memorandum of Understanding
MVA……………Mega volt ampere
SEZ ...... Special Economic Zone
ToR ...... Terms of Reference
VTMS ...... Vessel Traffic Management System
4 Units of measurement
Length, area and volume
mm ...... millimetre(s)
m ...... metre(s)
km ...... kilometre(s)
n. mile ...... nautical mile(s)
mm2 ...... square millimetre(s)
m2 ...... square metre(s)
km2 ...... square kilometre(s)
ha ...... hectare(s)
m3 ...... cubic metre(s)
Time and time derived units
s ...... second(s)
min ...... minute(s)
h ...... hour(s)
d ...... day(s)
wk ...... week(s)
mth ...... month(s)
yr ...... year(s)
mm/s ...... millimetres per second
km/h ...... kilometres per hour
m/s ...... metres per second
knot ...... nautical mile per hour
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Mass, force and derived units
kg ...... kilogram(s)
g ...... gram = kg x 10-3
t ...... tonne = kg x 103
displacement . the total mass of the vessel and its contents. (This is equal to the volume of water displaced by the vessel multiplied by the density of the water.)
DWT ...... dead weight tonne, the total mass of cargo, stores, fuels, crew and reserves with which a vessel is laden when submerged to the summer loading line. (Although this represents the load carrying capacity of the vessel it is not an exact measure of the cargo load).
Mt ...... million tonnes = t x 106
TPD...... Tonnes per day
TPH/tph...... Tonnes per hour
Other units
°C ...... degrees Celsius (temperature)
Mtpa ...... million tonnes per annum
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1 Introduction
1.1 The project
1.1.1 Background
Modern day industry requires a receptive market conditions and frugal logistics systems to remain competitive. With World turning in to a one big market place, it has become more applicable for the survival and expansion of the industry. The final cost economics of a product to large extent depend on three main factors, i.e. the input cost of materials, cost of manufacturing, and logistical cost. Though, the cost of material is often times is out of bound of the industry, cost of manufacturing and logistical cost could be controlled. In this endeavour, logistical cost is the biggest variable and could determine the final marketing cost of the product. In order to achieve this, appropriate transportation facilities are integral. Waterway transport being one of the cheapest modes, the desired level of economy could be achieved making it incumbent on the planners to plan industries on the water front. This would in addition to the cost would reduce the pressure on the surface transport as well as the environment.
1.1.2 Existing Operation
Currently, the industries in the Dharamtar Creek, including the JSW Steel, JSW Cement and other associated industries in the Group, use lighterage operation for the movement of raw material to their facilities using self-propelled vessels of about 3000 DWT size. The logistical chain commences at the mother vessels at the anchorage, loading the barges using ship’s gear. The barges then move in to the creek and travel to the berth and gets unloaded. The empty barges are serviced and start their journey back to the anchorage for re-loading. Typically, this is the fair weather operation, which spans 8 months in year. At this outer anchorage there are no depth restrictions and therefore, vessels up to cape size ships could call in. The ships do move shoreward during the midstream handling as they lighten themselves. This effectively reduces the distance of travel of the barges travel, resulting in savings in fuel and time of travel.
In the monsoon season, due to the wave disturbance in the outer anchorage, the cargo transfers shift to the inner anchorage. In such a scenario, due to the depth limitations in the inner anchorage, mother vessels up to 45,000 DWT only could be serviced. The vessels generally come partially loaded or partially lightered to the inside the inner anchorage. The inner anchorage provides the necessary tranquillity for cargo handling, under inclement weather conditions. JSW group presently handles about 15 MTPA of bulk raw materials for it operations at Dolvi. The material unloaded at the berth is transported to the plant through cross country conveyors 2 km away.
1.1.3 Present Proposal
JSW Cement is planning to develop its facility to the Kharmachela Village, north of the existing JSW Steel plant. This would enable the capacity expansion of the facility as well
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with addition of additional capacity, necessitated through the increased steel/slag production. Therefore, the requirement of the Clinker would rise to 1.5 MTPA, which could either use the existing facilities or create a new facility. There are two existing facilities on the Dharamtar Creek one on the either banks, one belonging to the group company Dharamtar Port Limited and the other to the PNP Maritime Services Limited. JSW Cement, the cement manufacturing vertical of the group uses both the facilities. However, both facilities being far away from the grinding location, requires ground transport through trucks, resulting in additional cost coupled to the associated environmental pollution and road movements.
In order to overcome the same and taking the locational advantage of the proposed cement grinding facility, it is proposed to develop a 500 m waterfront for handling various available cargo from the various facilities on the foreshore. The facility would be barge handling facility, capable of handling barges up to 2500-3000 DWT narrow bodied and shallow draughted vessels owing to the 3 bridges, that needs to be crossed during the voyage.
The facility would be equipped with modern equipment and would handle heavy cargo from the Steel plant, viz. Coal/Coke, Lime Stone, Clinker, Cement, Fertilizer, Iron Ore, Steel Products including HBI, Pallets, HRC and other bulk cargo etc. The berths would be on piles and would have a 5.00 m CD alongside depth.
1.2 Project Proponent
JSW Group is one of the fastest growing business conglomerates with a strong presence in the core economic sector. This Mr. Sajjan Jindal led enterprise has grown from a steel rolling mill in 1982 to a multi business conglomerate worth US $ 14 billion within a short span of time. As part of the US $ 16.5 billion O. P. Jindal Group, JSW Group has diversified interests in Steel, Energy, Minerals and Mining, Aluminium, Infrastructure, Cement and Information Technology.
JSW Group has grown significantly over the years and taking steps for rapid expansion to ramp up the capacity of Vijaynagar Steel Plant in Karnataka from the present 12 MTPA to 16 MTPA by the year 2020. In addition, JSW Energy Limited, a JSW Group company, is the first independent Power producer to set up 2 units of 130 MW each and 4 units of 300 MW each and producing power using Corex gas and coal. JSW Cement is another vertical which is in charge of grinding and marketing predominantly Slag cement using the slag produced by the Steel Plant. In addition, JSW Paint is another company of the group which has recently gone on steam and is marketing value added paints for industrial and domestic use.
The JSW group owns and operates JSW Steel Limited, Dolvi Works, 5.0 Million tons per annum (Mtpa) Steel plant based at Dolvi, Maharashtra working on BF-DR-CONARC-CSP process. The plant also has facilities for cold rolling, galvanizing, colour coating, galvalume, and supplements the pipe and tube plant at Kalmeshwar, Nagpur in the state of Maharashtra.
The JSW Infrastructure Ltd (JSWIL) is a JSW Group company which is presently into design, finance, development, operation and maintenance of ports, rail/road and inland water connectivity, development of port based SEZ and other related infrastructure developments works along with terminal handling operations and port management. The JSWIL has constructed
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a mega port in Jaigarh, near Ratnagiri, in Maharashtra, with a present capacity of 15 MTPA through a Special Purpose Vehicle (SPV) and now expanding to 50 MTPA. Another Subsidiary of JSWIL, the South West Port Limited (SWPL), has developed berth number 5A and 6A in the Mormugao Port Trust on BOOT basis and has successfully handled more than 50 million cargos.
The JSW Steel Plant, Dolvi Works, Maharashtra, produces about 5.0 million tons of steel and generates 55 MW of power, which together involves handling of about 8.5 million tons of cargos. The plant is due for expansion to 11 million tons per annum capacity by February next year. At present raw material 0f 13 MTPA in received at the existing 1001.5 m water front Jetty. The material is unloaded using 2 barge unloaders, 2 Senobogen cranes, 3 gantry grab unloaders and sent to the plant storage through cross country conveyors.
Dharamtar Port Private Limited (DPPL) is a SPV under the aegis of JSWIL, to handle the proposed EXIM cargo of the JSW Steel Limited, Dolvi works. The Plant was taken over from the erstwhile M/s Ispat Industries Limited, in the Year 2011. It is located on the right bank of the Amba River, which falls in to the Dharamtar Creek, before merging in to the Arabian Sea. There is a barge handling facility which mostly handles captive raw materials for the Steel Plant. In order to handle the enhanced cargo due to the proposed expansion, DPPL, have applied and received approval for 1750 m water front for expanding its activity, with regard to cargo handling of which about 1002 m is already operational and balance is under construction.
The present application in made under JSW Infrastructure Limited, and would be handed over to a new SPV afterwards.
The location of the proposed facility is shown in Figure 1.1 below.
Figure 1-1: Indicative location of the Dolvi facility
1.3 Brief Description of the project
JSW Infrastructure Limited now proposes to undertake development of 500 m water front near village Kharmachela for handling the Captive cargo of the Steel Plant, Cement Plant and other
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associated concerns which are to use the road transport extensively for reaching the nearest waterfront facility. Since, the local road network is rather weak it would not be advisable to solely depend on road transport for variety of reasons discussed earlier.
Accordingly, a new waterfront closer to the facilities upstream of the present facilities would be planned near the village Kharmachela.
The raw materials would be received at this facility and unloaded material shall be sent to the plant stack yard through conveying systems.
Figure 1-2: The Proposed Location of the Proposed Cement and Captive Jetty at Kharmachela Village
1.4 Need for the Project
The viability of the project to a great extent depend on the connectivity and the cost accrued from logistics, since this component would constitute about 18-23% of the overall cost. In order to be competitive, one needs to control this component. Presently, majority of this traffic exists and being handled through road. Knowing the state of the roads and the traffic in the surrounding roads, the need of the hour is to remove these industrial cargo movements from the road and introduce modes that are less intrusive, both physically and environmentally. Accordingly, it was suggested to have a waterfront facility that would help receiving the raw material and facilitate distribution of the finished products in the region.
The project is important in the sense that cement and steel that is predominantly used for the infrastructure project could be reached to the destinations through the various existing and under development waterways. This would remove at least 600 trucks (loaded) and equal number of empties from the road systems, reducing the pollution to a large extent. Hence,
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this project would go a long way in alleviating the traffic owes of the surrounding of the plant area, and would deliver raw material at a much lower rates for the consumers.
1.5 Demand and Supply Gap
With increased infrastructure projects in the Mumbai Metropolitan Region, the requirements of Cement and steel has increased many folds. Presently these are brought from the other regions by road and/or rail. The demand is increasing by the days, but the manufacturing facilities are stagnant, making the gap between the demand and supply more gapping. JSW Cement already has an existing facility in the Dolvi region, which is not able to match the demands of the area, and other manufactures, namely Ambuja Cements, Ultra Tech and Adani Cementation is trying to locate similar facilities in the area. This expanded facility therefore would go a long way in bridging the widening gap between the demand and supply.
1.6 Domestic/Export Market and Export Possibility
India was the world’s second-largest steel producer with production standing at 106.5 MT in 2018. The growth in the Indian steel sector has been driven by domestic availability of raw materials such as iron ore and cost-effective labour. Consequently, the steel sector has been a major contributor to India’s manufacturing output. The Indian steel industry is very modern with state-of-the-art steel mills. It has always strived for continuous modernisation and up- gradation of older plants and higher energy efficiency levels.
India’s finished steel consumption grew at a CAGR of 5.69 per cent during FY08-FY18 to reach 90.68 MT. India’s crude steel and finished steel production increased to 103.13 MT and 104.98 MT in 2017-18, respectively. In 2017-18, the country’s finished steel exports increased 17 per cent year-on-year to 9.62 million tons (MTPA), as compared to 8.24 MT in 2016-17. Exports and imports of finished steel stood at 5.77 MTPA and 7.13 MTPA, during April 2018-February 2019.
With 502 million tonnes per year (mtpa) of cement production capacity as of 2018, India is the second largest cement producer in the world. The cement production capacity is estimated to touch 550 MT by 2020. Of the total capacity, 98 per cent lies with the private sector and the rest with the public sector. The top 20 companies account for around 70 per cent of the total production.
A total of 210 large cement plants together account for 410 million tonnes of installed capacity in the country, while 350 mini cement plants make up the rest. Of the total 210 large cement plants in India, 77 are located in the states of Andhra Pradesh, Rajasthan and Tamil Nadu. Cement production in India increased from 230.49 million tonnes in 2011-12 to 297.56 million tonnes in 2017-18. India’s exports of cement, clinker and asbestos cement increased at CAGR of 10.37 per cent between FY12-FY18 to reach US$ 433.87 million. During the same period imports of cement, clinker and asbestos cement increased at a CAGR of 11.14 per cent to US$ 174.36 million in FY18. Cement, clinker and asbestos cement exports and imports of India stood at US$ 434.96 million and US$ 146.91 million during April 2018-February 2019, respectively.
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Hence, in both Steel and Cement production India is a trade surplus country and any facility that could facilitate the export is welcome. Hence, this facility could be used for a feeding port for the JNPT port used by exporters form export.
1.7 Summary of Terms of Reference for the Report
The broad scope of work for the feasibility study would include the following:
Establish planning and design parameters for evolution of the facility requirement The modification/up gradation of the facilities for the present and immediate needs Finalise the operating and functional requirements for the marine facility, including the requirement of the berth in different phases, dimensioning of berths and other infrastructure Prepare the final layout in different phases leading to a master plan in the 30-year horizon period Provide inputs and layout to be tested for the mathematical model studies Recommend studies to be carried out form engineering and environmental view point Prepare feasibility level engineering for the various structures and systems Prepare the system design of the material handling system Infrastructure requirements for the port including the requirements of storage and handling facilities Prepare block cost estimates Prepare the feasibility report
1.8 Intent of the report
The purpose of this report is to apply for the Terms of Reference (ToR) for the Environmental Impact Assessment (EIA) to the Ministry of Environment, Forest and Climate Change (MoEF&CC). As required this report would define the contours of the project in a way to convey the MoEF&CC the nature and details of the proposed project so that a detailed ToR could be issued for studying the Environmental Impact on account of the development.
1.9 Employment Generation
Once created there would be direct as well as indirect employment generation. There would be personnel for the Jetty as well as the plant operations. In additions, transportation activity would also generate large scale employment opportunities.
1.10 Format of the report
The report is arranged in the following format:
: Executive Summary Chapter 1: Introduction of the Project
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Chapter 2: Project Description Chapter 3: Site Analysis Chapter 4: Planning Brief Chapter 5: Proposed Infrastructure Chapter 6: Rehabilitation & Resettlement Plan Chapter 7: Analysis of the Proposal (Recommendations)
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2 Project Description
2.1 Type of Project 2.1.1 General
The Project consist of a water front Jetty on piles with 2 or more approaches to connect to the shoreline. The piled Jetty was selected in order to ensure minimum interference with the flow conditions of the Creek. The Jetty and the associated development at Kharmachela Village, is envisaged for facilitating rapid evacuation of the products from the Steel and the Cement plant and receiving the raw materials required. This facility is envisioned to receive clinker, coal, Lime stone, Iron Ore and export steel products consisting of but not limited to HRC, HBI, Pallets, Ingots, slabs and long sections, produced by the steel plant on the foreshore area. In addition, the Jetty would handle commercial cargo such as Fertilizer, MOP and
2.1.2 Interlinked and Interdependent Industries
As indicated above, the proposed Jetty is proposed to cater to the needs of the Cement Plant and the Steel Plant in the foreground apart from the commercial cargo that may occasioned to use the facility.
2.2 Location 2.2.1 Geographical Location
The Dharamtar Creek on the west coast of India, near Mumbai, and the existing JSW Dharamtar Port is located on the right bank of Amba River as shown in Figure 2.1. As one moves upstream for about 4.5 km or so, the proposed location is fronting the proposed Cement plant. The locational coordinates lie approximately between Latitude 180 40’12.71’and 180 39’58.09”North; Longitude 730 02’38.03”and 730 02’45.02”East.
The site could be reached through the creek by crossing 2 Road Bridges and one Railway bridge. The bridges have a minimum horizontal clearance of 26.60 m and vertical clearance of 13.35 m.
The location of the Jetty fronting the Cement Plant could be seen south of the existing Steel Plant at Dolvi. The Jetty once operational would take care of the needs of the Cement and the Steel Plant besides others including commercial cargo.
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Figure 2-1: Location of the Proposed Jetty on the Right bank of Amba River
2.2.2 The Shoreline
The coast of Maharashtra, facing the Arabian Sea, extends from latitude 20o 07’N near Bordi village on the Gujarat border to latitude 15o 40’ N near Terekol in Goa. The stretch of the coastline is about 720 km. The general topography and bathymetry of the coastline in the Mumbai Region (the area of interest) extracted from Naval Hydrographic Chart No. 211. It may be seen that the bearing of the shoreline is about 1900. The terrain along the coastline is hilly and is pierced by a number of indentations and tidal creeks penetrating deep inland, offering excellent protected locations for construction of ports.
Two major harbours, namely Mumbai and Jawaharlal Nehru Ports, have been developed utilizing the naturally protected Thane Creek.
The main tidal creeks along the coastline from south to north, which are potential sites for port development, are Revadanda Creek (Kundalika River), Dharamtar Creek, Thane Creek, Mahim Bay, Malad Creek, Manori Creek and Bassein Creek (Ulhas River Outfall).
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Figure 2-2: Extracts from Naval Hydrographic Chart 211, showing the Maharashtra Shoreline
Due to the close proximity of the Jawaharlal Nehru Port, this area is well connected by road/rail to the rest of the country. The area is protected from the fury of waves by the Mumbai headland at the northern end and by Thal Knob/Navkhar headland at the southern end. An overview of the bathymetry reveals that the – 5 m contour is located at about 7 km from the high water line at Rewas Bandar towards sea side. The 2m contour enters the water area
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about 9 km from the Rewas Bandar and thereafter, the creek becomes very shallow. However, due to the tidal range, which is 3.3 m on mean high water neaps and as much as 4.4 m on mean high water springs, the creek is navigable by small vessels of draft 2 to 2.5 m at all stages of tide. Dharamtar Creek is deeper and depths of 2 m below CD exist throughout its length up to the minor port of Dharamtar, located on the creek, about 13 km from its mouth. The water area is characterized by rocky outcrops and sandy beaches to the west of Rewas Bunder, and wide tidal mud banks extending to the low water line to the east. The area beyond the eastern limit of the Port of Mumbai falls within the limits of Karanja Minor Port. Karanja Fishing Jetty is located at the mouth of the Karanja creek at the northern extremity of the water area, while Rewas Bandar is located on the southern side of the water area.
2.2.3 The Approach Channel
The site is located 21 km downriver from the mouth of Amba river, SE of the Mumbai Port. About 6 km SE of Mumbai harbour, Karanja creek is formed which bifurcates into Amba and Patalganga rivers.
Width of the Channel
Amba river has a width of 500 m at the proposed location. The river gradually widens to 900 m at Mankhule located 8 km to North and then to 1.56 km at a distance of about 12 km to North of the port, where Amba river has a common intertidal zone with Patalganga river. West of the Rewas jetty, the channel widens rapidly into a shallow mud flat about 4km wide. After about 6 km, Mumbai Port has its approach channels.
The width of the river reduces significantly between the low water lines, where effectively the flood and the ebb tidal flows are taking place. The river channel between low water lines on either bank at the port is approximately 250 m, which remains the same up to Sirki. Even 250m width is considered enough for the proposed expansion. Further north of Sirki, the channel widens and does not pose any constraint.
The Route
Amba River takes a tortuous route to reach the Dharamtar port. About 600 m from the port, the river takes a 20° westward turn. The river then bends northward near Masad villages about 3.8 km from the port. At Sirki, the river turns significantly northwards and continues northward up to village Janavali about 9.2 km from the port. The river then turns about 109°and then approaches the mouth along a NW axis. The approach channel has been shown in the Figure 4.4 above.
Ships can discharge/load cargo in the midstream/Mumbai Port anchorage, and cargo can be transported to the Port through barges. The maximum size of barges of 3600 tonnes can easily navigate through the channel without any intervention. However, presently 8000 DWT Mini Bulk Carriers, navigate to the JSW Facility regularly using tide.
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The present operations would be further upstream and beyond the 3 bridges that are enabling road and rail traffic across. Due to the restrictions in the horizontal clearances below the bridge, maximum 13 m beam vessels would be able to use the channel.
2.3 Alternatives Examined
Three alternatives including the location currently proposed has been examined before selecting the site. The existing Cement Plant which is functioning from inside the JSW steel Facility, is using these two facilities for the import of clinkers and other raw material. The cement Plant is proposed to be dismantled and moved south of the steel plant to village Kharmachela, across a small creel bordering the steel plant. The alternative locations are shown in Figure 2.3.
Figure 2-3: Alternatives Examined
2.3.1 JSW Dharamtar Jetty Facility
This is an operational facility handling the cargo for the Steel as well as the operating cement plant. The Jetty is capable of handling the additional cargo generated by the expansion of the Cement plant, as well as the export cargo of the steel plant. However, this would entail, cargo handled at the berth being transported to the plant location either by pipe conveyors for clinkers and road transport for other unitised cargo such as HRC, Billets and slabs etc., necessitating increased pollution and road traffic in the close environs. Hence, though this option would involve lesser investment, option is ruled out due to the involvement of road transportations.
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2.3.2 PNP Jetty Facility
There is another facility on the left bank of the Creek, across the JSW Dharamtar Facility. Presently part of the Cement clinkers is being handled at this facility and ferried to the Plant using trucks. This would therefore increase the road traffic and causing severe strain on the existing infrastructures. Therefore, this option is also ruled out.
2.3.3 Proposed Facility
The Proposed facility was accordingly located as a Captive facility for the Cement and the Steel Plants in the background. Being located in the close proximity of the Cement plant (about 300 m away), the transportation would be completely bereft of road transport and the cargo transport would be through mechanised means. Hence, this would ensure cleaner environment and least intrusion to the eco-system.
2.4 Size and Magnitude of Operation
JSW has a full scale operational Jetty at Dharamtar. However, on account of the reasons cited above, this facility would be earmarked for the materials exclusively for the upcoming Cement Plant and steel export cargo. In addition, the commercial cargos consisting of Fertilizers, Sulphur, Gypsum, Coal and Lime stone would also be handled. There would be a 500 m waterfront Jetty for handling barges up to 5000 DWT vessel. Four barges could be handled at a time at the fullest capacity, handling different cargoes. The handling would be mechanised with a special attention on the environmental protection. The Jetty is right next to the cement plant and would share the same storage yard.
2.5 Project Description
As indicated earlier the project would consist of receiving and despatching traffic to and from the Cement, Steel and the other associated facilities in the close environs of the facility. The Jetty would have facilities would have an unloading and handling facility, for loading and unloading materials in an environmental friendly manner.
It would consist of a 500 m waterfront Jetty, with 3 approaches to the foreshore area. The approaches would carry the conveyors and the road transport for the unitises and small parcel cargos. There would be a storage yard that would consist of a Clinker Silo of about 80,000-ton capacity, Unitised cargo consisting of HRC, Slabs, Pallets, long sections etc., Cement Silo, Coal, Lime Stone, Sulphur, Fertiliser, MOP, Gypsum and other similar cargos as described later in the document. The cargo flow diagram for the receipt and the dispatch is shown in Figure 2.4 and 2.5 respectively.
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Figure 2-4: Process Flow Diagram for the the facility – Reciepit of Cargo
Figure 2-5: Process Flow Diagram for the the facility – Dispatch Cargo
The various components of the projects are as under;
1. 500 m Piled Jetty of suitable width 2. 3 no approaches for accessing the Jetty 3. Equipment for handling cargo in an environmental way 4. On berth conveyors and hoppers for cargo receipt 5. Cargo stockyard including 2 no. Clinker Silos, storage for Steel products, storage yard and handling equipment for Lime Stone, Coal, Fertiliser, Gypsum, Sulphur, MOP, Iron Ore, etc. 6. Covered storage for hydroscopic material 7. Connectivity through Road and Railways 8. Approach Channel of 4.5 m depth 9. Turning Circle and waiting area
The project layout is shown and discussed in the subsequent chapter.
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2.6 Traffic & Modes of Transportation for the Project 2.6.1 Estimated Traffic
The Jetty facility is to facilitate receipt and dispatch of the intended traffic constituting the following main captive cargos;
1. Cement Clinker 2. Cement 3. Steel Products including HBC, Slabs, Pallets, Long Products etc. 4. Iron Ore 5. Coal/Coke 6. Lime Stone
And the expected commercial cargo would consist of;
1. Fertilizer 2. Sulphur 3. Gypsum
Etc.
The Table 2.1 below shows the estimated quantity of the cargo to be handled at the facility both import and export.
It must however be understood that the cargo estimation is based on the market survey and the estimated captive cargo demand of the Group. Though, the quantities are tentative, best estimates are made which would be used for the further planning.
Table 2-1: The Estimated Traffic for the Terminal
Annual Throughputs (Mtpa) Commodity Phase - I Phase - II
Clinker 1.5 1.5
Steel Products 1.0 1.5
Coal (CBRM) 0.0 2.0
Iron Ore (IBRM) 0.0 1.0
Lime Stone/Dolomite/Cement/Slag 0.5 2.0
Fertilizer/Sulphur/Gypsum/Fly Ash 0.0 1.0
Total 3.0 9.0
2.6.2 Modes of Transport
As indicated in the flow diagram, the cargo received by the water mode through lighterage operation and the cargo received would be sent to the Cement Plant through conveyors to the storage Silo.
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As far as the Steel Coil is concerned, the same shall be received from the plant about 2 km away from the proposed Jetty location through trailers and would be unloaded in the Jetty yard before getting loaded on to the Barges for the onward transportation through water route to the desired locations.
However, the third party commercial cargo would be received through the Road as well as Rail mode which is under planning. Therefore, barring the 1.0 MTPA of commercial cargo other cargos would be consumed within a radius of the 2 km from the Jetty facility in the existing facilities.
2.7 Resource Optimization
Scope for resource optimisation in a project in the service industry is not much. However, it would be endeavoured to optimise the project components and construction methodology so that minimum natural exploitation takes place. There is no production or process so no re- cycling is envisaged.
2.8 Source of Water & Energy
The Jetty is predominantly established as a captive cargo facility it will draw the power from the adjoining Cement plant. The water also shall be sourced through the Cement plant which would receive water from the Nagothane Barrage which is about 15 km upstream.
2.9 Waste Generation and Management
There would be no waste generated except for the domestic sewage which would be sent to the Plant STP facility for treatment and disposal.
2.10 Layout of the Facility
A schematic layout of the facility is given as Figure 2.6. The details on the layout is described subsequently.
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Figure 2-6: Schematic Layout of the jetty facility
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3 Site Analysis
3.1 Connectivity
The estimated traffic and the probable origin and the destination of the various cargos is described in the previous section. It was explained that except for the commercial cargo, which may have to be brought by road or rail mode.
Figure 3.1 shows the existing rail and road network. The railway line passes through at about 3 km away from the site. The nearest station is about 5 km away (Kasu) from the site, where the off take point for the rail connection could be located.
Figure 3-1: Connectivity diagram for the proposed Development
Similarly, the National Highway no 66 (Mumbai to Goa) is about 3.5 km away and the required connectivity could be established.
3.2 Land use & Ownership
The land use pattern in the satellite map could be seen from the Figure 3.2 below. The land is in general arid and saline in nature and hardly any agriculture takes place in the area. The land is low lying and many times inundated with saline water in case of breaching of the ‘embankment’ erected and maintained by the ‘Khar Bund Department’.
Hence, due to high salinity and high saline water table, agriculture is not possible and therefore it could be classified as non-agricultural fallow land. In fact, the area does not even carry grass cover. Hence, the land could be used for industrial purposes as it can serve any other purpose. The land is owned by various owners and is being purchased for the respective owners paying market price and as per norms. About 60% of the proposed
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land is with the JSW Group and the balance is in the process of acquisition. The evidence of land ownership shall be submitted to the appropriate authorities when required.
3.3 Topography
The topography of the area in general is flat and no vegetation noticed. The topographic map of the area is enclosed as Figure 3.2.
3.4 Existing Land Use
As indicated above the land is arid and fallow land with high degree of salinity. The water table is high and the ground water is saline as well. Therefore, no agriculture is possible and the lands are in general barren.
In the CRZ III area as in the high water line, there are stunted and sparse mangroves could be seen. However, the nearest construction shall be carried out minimum 50 m away from the mangroves. There are no notified national parks in the vicinity. It is located in a highly industrialised area as per Government notifications.
3.5 Existing Infrastructure
This waterfront is located on an isolated stretch of waterfront without any road and rail connectivity, which would be developed subsequently. No infrastructure presently exists, except for the waterway.
3.6 Soil Classification
An earlier study conducted in the region made borehole investigations along the navigation channel to the jetty at Dharamtar. The location of the bore hole data available is shown in Figure 4.17. It may be seen that the subsoil consists of self-brownish grey marine clay layer 7 – 8 m thick underlain by highly weathered Basalt with SPT value more than 100, core recovery 5% to 20% and RQD nil.
3.7 Meteorological and Oceanographic Conditions
The climate of Maharashtra is moderate, with variations in temperature ranging between 16°C and 35°C. July to September is the months when monsoon lashes this state with good rainfall. This does not mean that the whole state gets uniform rainfall; a large part of inner Maharashtra remains dry in comparison to other areas under the rain shadow of the Sahyadri.
The current section illustrates the meteorological observations at the site location and its propensity towards rainfall, cyclone and visibility.
3.7.1 Temperature
The mean of the highest air temperature recorded in Mumbai is 350 C in the months of March, April and May while the mean lowest is 160 C recorded in the month of January. Mean daily maximum and minimum temperatures are 310 C and 240 C respectively.
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3.7.2 Rainfall
The average yearly rainfall is about 2098 mm, of which 1965 mm (93.66%) occur during June to September. Usually maximum average monthly rainfall of 709 mm occurs in July. There is practically no rainfall from December to April.
3.7.3 Relative Humidity
Mean yearly relative humidity at 0830 hours is 77% while the same at 1730 hours is 71%. The monthly average is lowest in February (62%) and highest in July to September (85%).
3.7.4 Visibility
Sometimes mist develops during sunrise on the West Coast, above latitude 16° N, but disperses thereafter. Smog hangs over the land at Mumbai from November to March obscuring everything in view mostly after sunrise and occasionally in the evenings. However, the smog lasts only for short durations. Visibility is generally good for most part of the year.
3.7.5 Wind
Ship observed offshore wind data for a period of 30 years from 1976 to 2005 were obtained from the India Meteorological Department (IMD) and analysed for the grid covering Lat. 180 - 200 N and Long 710 - 730 E, which centres the area of interest. It may be observed that during the fair weather season viz. October to May, the wind speed is less than 6 m/s for about 91% of the time. However, during the monsoon season (June to September), the wind speed is less than 8 m/s knots for only 62% of the time. It may also be seen that during the peak monsoon period (July and August), wind speed of 6 to 13 m/s occurs for about 29% of the time. Wind speed of 13 m/s knots is seldom exceeded. However, a maximum wind speed of 22.7 m/s has been reported, under normal conditions.
3.7.6 Wave Climate
The ship observed wave data were collected from the India Meteorological Department (IMD) for the quadrant bounded by Latitudes 180 to 200 N and Longitudes 710 to 730 E, between 1976 and 2005. It may be seen that the predominant directions of waves in the deep sea are from SW to NW. It can also be seen that waves are less than 1 m, 2 m and 3 m in height for 77, 94 and 98% of the time respectively. as may be observed from the cumulative frequency curve given as Figure 4.8. Figure 4.9 shows the wave rose for wave period.
During the pre-monsoon period (January to May) over 92.93% of waves are less than 3 m in height. During the monsoon period (June to September) wave heights are less than 2 m for 85 % and less than 3 m for 97% of the time. During the post monsoon period (October to December) wave heights are more than 3 m for 0.9% of the time. The predominant wave directions are in the NW quadrant for pre-monsoon period, from W to SW during the southwest monsoon and from NE to NW in the post-monsoon period. These wave heights applicable for the offshore conditions and wave are well attenuated as they enter the well-protected creek.
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3.7.7 Tides
The tides in the Mumbai region are of the semi-diurnal type, i.e., characterised by occurrence of two high and two low waters every day. There is a marked inequality in the levels of the two low waters in a day. The important tidal datum planes with respect to Chart Datum at Apollo Bandar (Latitude 180 55’ N, Longitude 720 50’ E) are as under:
MHWS + 4.4 m MHWN + 3.3 m MSL + 2.5 m MLWN + 1.9 m MLWS + 0.8 m It may be mentioned that the tidal levels mentioned above get modified, albeit to a minor extent, by coastal geometry and configuration at the proposed port site. Hence site- specific tidal observations are necessary for design purposes, which are discussed in the next chapter.
3.7.8 Currents
The currents in the Mumbai region in the nearshore zone are tide induced with reversal at high and low waters. The current speeds are of the order of 0.75 m/s to 1.5 m/s (1.5 to 3 Knots).
3.7.9 Cyclone
In general, the west coast of India is less prone to cyclonic storms compared to the east coast. From the information reported by India Meteorological Department (IMD) a total of 1034 disturbances occurred in the Bay of Bengal during the period 1891 to 1970 of which 363 intensified to cyclonic storms, the rest being ‘depressions’. On an average the number of cyclonic disturbances per year during this period was about 13. However, if the data is updated to 1990, the number of cyclonic events per annum works out to be 16, varying from a minimum of 8 to a maximum of 18.
The above cyclones may be divided into two broad categories. The first group consists of cyclones that originate in the Bay of Bengal and cross the East coast at certain locations. These storms pass over the Indian landmass and lose their strength before crossing the West coast. The second group consists of cyclones that cross over to the Arabian Sea at the southern tip of the Indian Peninsula and veer northwards towards Saurashtra. These cyclones are much stronger and more dangerous for the west coast and normally occur during the transition months of May and November. It may be seen there from that only 10 storms endangering the Mumbai coast have occurred in the above said period that is at a frequency of once in 12 years.
3.7.10 Sediment Transport
Unlike the East coast, the West coast exhibits very low rates of “Littoral Drift”. This is primarily due to the high tidal range, where the waves act on different parts of the
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flat offshore lower beach and the action on the beach above the high tide level are restricted to a very short time interval. Under such circumstances, it is difficult to discern the direction of the net drift as this is likely to change with local shoreline configuration. Inside the Mumbai Harbour and the various creeks such as Panvel and Dharamtar, sediment transport is therefore a tidal current induced phenomenon, the silt charge ranging from 300 ppm on neaps to 1000 ppm on springs. Sediment transport within the Mumbai Harbour is therefore quite significant and major quantities of maintenance dredging are required to conserve access channels to various docks.
Water body, which carries freshet discharges from its catchment area, also brings in considerable silt from the upstream areas during ebb tides. Similarly, during the flood tide the currents would carry silt from the offshore up the estuary. It may be presumed that the estuary has established long term equilibrium. However, the Nagothane Barrage about 19 km upstream of the facility arrests majority of the upland sediment discharge and the Amba River is mainly gets its sedimentation due to the flood tidal flow.
3.7.11 Salinity
The creek up to the JSWDPL is saline. In fact, the tidal boundary often times extends up to the Nagothane Barrage. The discharge from the creek especially in the monsoon season carries considerable amount of storm water discharge. A density current due to salinity variation in the longitudinal as well as vertical direction which has substantial effects on the sediment flow is noticed during the monsoon freshets.
3.8 Social Infrastructures
3.8.1 Road
The National Highway NH-17 (Mumbai-Goa) passes on the east side of the site. State Highway also passes on the north side of the site. Mumbai city is located at about 100 km on the North-West side of the site.
3.8.2 Railways
The nearest railway station Pen is about 10 km from the site and is located in the east on the Konkan Railway Mumbai - Mangalore main line.
3.8.3 Air Connectivity
The nearest Mumbai airport is 80 km away from site connected through major road. The proposed Navi-Mumbai International airport is 40 km away from plant site.
3.8.4 Water
The total water requirement for the Jetty will be about 300 KLD. This water requirement is proposed to be met from the steel plant.
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3.8.5 Power
The total power requirement of about 4 MW for the proposed expansion is proposed to be supplied from the MSEDCL sources. Power supply for the proposed plant shall be made available from the 220 kV existing switchyard.
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4 Planning Brief
4.1 Planning Concept
The planning of the water side lighterage facility of this nature would consist of the anchorage where the mother vessels unload the cargo into the lighters (barges, self- propelled or hauled), the voyage from the anchorage to the berth (and vice versa), the berthing head for ease of berthing and staying alongside, and last but not the least, the design of the berth in order to withstand the berthing and mooring forces. In addition, the water area in the vicinity of the barge berths should have adequate space for turning, waiting and manoeuvring.
Similarly, the land side facilities would include the loading/unloading equipment at the berth; the conveying systems, requirement, planning and design of open/covered storage, the stackers, the reclaimer and facilities for evacuation and supply of the cargo to the steel plant as per the demand, and ancillary requirements of back–up power supply, water supply and sewage treatment; storm water drainage; fire-fighting and environmental monitoring. It must however be remembered that presently there is no stock yard for the existing facility and material is directly fed to the plant. The storage is maintained at the plant site only and the unloading at the Jetty is controlled by the stock capacity at the plant.
In summation the following planning parameters would be discussed in detail for evolution of the desired facility;
1. Handling at the anchorage 2. Lighterage operation in the creek 3. Planning of the barge berthing facility 4. Material handling and storage needs 5. Barge size and fleet size
4.2 Type of Industry and Facility Planning
The project belong to the Infrastructure sector would involve the operations indicated above. The facility would require the following infrastructures for operation,
1. A dredged Channel for safe navigation of Vessels 2. Safe Guard for crossing the existing bridges across the Creek 3. Berths for safe berthing of the Vessels 4. Unloading Systems at the berth 5. Conveying and stacking systems 6. Other Infrastructure such as Fire Fighting and Dust Control
A brief on the above aspects is given in the following paragraph.
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4.2.1 Approach Channel
There is a functional navigational channel duly marked currently in operation at Dharamtar. Barges mostly self-propelled ply regularly and dredging of the channel is achieved up to 3.3 m CD. The width of the channel as notified is 135 m up to the bridge and 50 m beyond. The channel near the proposed Jetty is about 50 m wide, which would be widened if need be by 15 m in order to comply to the PIANC conditions.
4.2.2 Bridge Crossing
The three bridges which lie downstream of the proposed facility is the only impediment on the channel and would determine the size of the barges that could navigate. The least horizontal dimensions between the bridge piers is 26.6 m and therefore a 13 m beam barge could navigate through the bride. However, in order to avoid any unlikely damage to the pier by a drifting vessel adequate precautions and structures would be erected. It envisages that a guide wall consisting of the piles would be erected on either side as indicate in the schematic diagram below.
Figure 4-1: Protective structures for the Bridge piers
This would entail structures erected around the pier and are self-supporting and integrated with each other so that the impact if any would be absorbed by this sacrificial structure, equipped with rubber fenders. The structure will have a leading wall formed by the same structures, so that the vessels would be aligned to the pier by the time it is below the bridge and chances of collision is remote.
4.2.3 Berthing Structure
There would be a 500 m long berthing structures on piles. It would be wide enough to carry the equipment and conveyors. The jetty would be designed for receiving Vessels up to 5000 DWT capacity. The structure would be on the similar lines.
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4.2.4 Unloading, Stacking and Conveying
4.2.4.1 General
The Port will offer efficient cargo and vessel handling. Adequate capacities will be created, maintained and be available at all the time. Waiting times for vessels can be minimized by provision of adequate number of berths with appropriate equipment. It is common knowledge that equipment levels and the efficiency of manpower determine the rates of discharge and loading. It is worth noting that faster cargo handling also has another beneficial effect on berth utilization, reducing the berth demand and/or reducing vessel waiting times. Economical storage means appropriate facilities, minimizing double handling and efficient stacking and recovery operations. Rapid clearance requires an efficient port bureaucracy, including good data handling systems and facilitation of inspections by customs, agents and other government officials. Furthermost, it is essential that efficient road, rail and other links be constructed to the existing state and national road/rail networks.
It is also essential that the port has well trained workforce. In the planning of the material handling systems, it has been assumed that such a workforce will be recruited.
To be efficient in operations the port must be highly mechanized in handling of commodities. This will involve ship loading and unloading equipment, cranes, conveyors and stacking/reclaiming equipment. Equipment must be selected on the basis of functional usage, performance and economic benefits.
4.2.4.2 Phase-I
In the phase I while the operation is in the nascent stage and cargo is small, only mobile equipment such as excavators and conveyors would be used for Clinker handling. The excavators from the barges would unload to the jetty level hopper which would put the clinker back on to the main hopper on the jetty which would feed the conveyor for carriage to the clinker silos.
In tandem with the cargo growth, the following facilities would be created on the berth;
i. Two gantry Grab Unloaders / suitable cranes on Berths, of capacities (for Iron ore) 2500 TPH (free digging / peak) and 1000 TPH (average) each, suitable for handling vessels up to 5,000 DWT Ships.
ii. These unloaders also shall double up for loading coils on to the barges. iii. Two jetty conveyors of matching capacity (1800 TPH each) in order to receive cargo from the unloaders.
iv. 2 no 1800 TPH capacity conveyors between the berth and the stockyard/silo capable of handling two different cargos at a time.
v. Two yard conveyors with two Stackers cum reclaimer. Provision in the foundation to accommodate future stockyard conveyors (two streams) would also be made, so that the future amalgamation between the phase I and phase II operations are possible.
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vi. Two Conveyor streams of 3000 TPH (combined) capacity between stockyard and cross country conveyor for conveyance to the Plant. This conveyor system will be feeding to a new junction house, from which point the cross country conveyor will take off. vii. Other associated system such as Dust Suppression, Fire Fighting, Weighing, Sampling systems etc.
4.2.4.3 Stockyard
A) Capacity
The stock yard planning would be carried out for the storage of cargo as indicated below. It must be noted that the land requirement calculations consider only 21 days in place of 24 days considered in this section. This is deliberate and implemented to generate additional capacity due to peaking. It must also be noted that the peaking factor of 1.3 is not considered in the following calculation as is done in the earlier case. Therefore, both the calculations are compatible and made with a purpose. The total area for stock yard is more or less identical same in either of the cases.
B) Stockyard Location and Configuration The land behind the jetty will be acquired as per Master plan requirement for developing the stock yard.
C) Stockyard – Area requirement
In addition to accommodating the stockpiles, other requirements, such as mentioned below, will be needed:
i) Rail berm for stacker / Reclaimer(s) ii) Wind Shield iii) Transfer Towers iv) Internal roads, drainage and boundary wall, lighting etc. v) Rain water collection pit (Dump pond) Total cargo storage area required will be approximately 10 Ha as mentioned in the final phase.
4.2.4.4 Connectivity (between Berth and the Stockyard)
Based on the distance between berth & stockyard and the elevations, normal trough belt conveyor system is considered to be best suited. The belt conveyor system will match the unloading rate at the berth as per details given below:
New twin conveyor stream will be provided on the jetty along with Transfer Towers. Conveyors will be rated at 3600 TPH each matching two Unloaders’capacity.
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4.2.4.5 Steel Handling
Export of Steel products is also being planned. Main Storage (near / in new stockyard) and Transit Storage (behind the berth) will be provided to stack the cargo belonging to more than one consignee.
The export cargo will be handled with help of unloader / crane (by replacing the grab with coil handling attachment – tong).
4.2.5 Dredging and Reclamation
4.2.5.1 Dredgeability of the Riverbed
The borehole information available in the river and creek area shows the following geological sequence over the site area:
Dense to Loose Grey Silty sand for about 6 m
Stiff Dark Grey Sandy clay for about 1 - 4 m
Weathered Rock followed by hard rock of basaltic origin
The dredging requirements would be designed for use of vessels up to 3500 DWT vessels with a loaded draft of 3.5 m. Hence, all depths beyond the bridge would be made suitable for this. The balance portion of the channel would be shared with the existing functions. About 0.5 million m3 of soft dredging is estimated form the preliminary data. This volume is tentative and may vary, based on actual field studies.
4.2.5.2 Reclamation
No reclamation along the shore line is proposed. However, suitable dredged material may be used for grading the backup land away from the mangroves, using the dredged spoils.
4.3 Population Projection
No permanent population impact is envisaged. The operation shall be continued in shifts and workers from the nearby villages and towns would be travelling to the facility. There would be about 35 regular employees and other works shall be outsourced.
The stevedoring and the other operations would be through outsourced vendors who would be located in the nearby town and no residential place is envisaged for this location. No additional population growth is predicted except for the working population, not exceeding 250 at a time.
4.4 Land use planning
The layout shown in the Figure 4.2 shows the area used for stacking and operation. There would be adequate area left for green belt development as per norms. The layout indicates the material storage area and activity centres.
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Figure 4.2: Layout of the proposed jetty facility
4.5 Amenities and Facilities
The Jetty and the associated infrastructure created would have facilities for the officers as well as workers. There would be canteens, food centres and other activity centres,
Facilities for relaxation and medical care also shall be provided.
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5 Proposed Infrastructures
5.1 Industrial Area
The Jetty is a material receipt facility and facility for industries would only include, receipt, stacking and handling of cargo in the stack yard area. No other process is envisaged at these locations. No other industrial activities also envisaged.
5.2 Residential Area
No residential area is proposed for the present facility.
5.3 Green Belt
Green belt consisting of minimum three rows of plantation of the approved variety and shape and endemic to the region would be proposed for the facility covering the mandatory 33% of the total area. This would be a pollution abetting measure as well.
5.4 Connectivity
As indicated above new connectivity from the NH 66 and the existing rail line would have to be created. These connections would be 4 lanes for ferrying the industrial cargo to the hinterland. Similarly, railway corridor would be extended for enabling rapid evacuation of the cargo for the northern and the central India.
5.5 Water supply
The water supply system is designed as pressurized network to meet the required demands of various facilities in the project area.
5.5.1 Water Requirements
Total water demand is broadly classified in the following categories:
Potable water for consumption of port personnel.
Fresh water (but not portable) for sprinkling / Fog screen at the material handling yard
Other uses like gardening etc.
Based on this suitable size of underground and overhead storage tanks will be provided at appropriate places.
The total water requirement works out to 300 KLD including the usage for sprinkling. The storage requirement considering 2 days storage is 600 KL. 5.5.2 Design details of the water supply system
Material
All pipelines are of Cast Iron (CI) / UPVC / HDPE.
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Peak factor
A peak factor of 1.25 is considered for design.
Pumping Hours
Number of Pumping hours per day considered for design is 8 hour.
Pipe Diameter
75 & 50 mm diameter of pipes are considered for design to attain the required velocity.
Source of Supply
The source of water for the proposed area is the external main line running from MIDC/Check dam in river.
Jointing
Joints in pipes up to 300 mm will be fusion bonded and higher sizes will be of flanged connections. Additionally, Double Flanged joints are considered in pipeline reaches at an approximate spacing of 300 m for facilitating maintenance.
Sluice valves
Sluice valves are considered for isolation purposes and at junctions of pipes.
Scour valves
One Scour valve is provided at the lowest contour in the distribution network.
Air valves
Air valves are provided at summits of the pipeline run.
Minimum cover
A minimum cover of 1.2m is considered from top of pipe to finished road/ground level. Road crossings are considered where ever connections are to be given on the other side of the road. An additional 0.5m cover is considered for pipes crossing the carriage ways.
5.6 Sewerage
Considering the topography of the project site, the sewerage system is planned as gravity driven towards the low point where STP is planned. 5.6.1 Load computation
The sewerage load for the project was calculated which works out to 5 KLD.
5.6.2 Design details of sewerage system
Material
All pipelines are of Vitrified Clay (VC). The minimum diameter of 200mm is considered for the design with appropriate gradient to ensure the required flow/velocity is achieved.
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Minimum cover
A minimum cover of 1.2m is considered from top of pipe to finished road/ground level. Extra protection shall be ensured wherever sewer pipe crosses the carriage way.
Appurtenances
Each facility in the project area will have an inspection chamber within its plot limits from which the sewer will be discharged to external proposed sewer line. The sewerage load generated from each facility will be discharged to manholes. The spacing of manholes is planned according to the requirements and restricted to a maximum spacing of 70m.
The sewerage system is limited to the areas wherever office buildings, canteens, and other operational buildings are constructed. For the isolated buildings where the quantity is negligible, it is proposed to construct septic tanks and connect the septic tank outlets to soak pits for disposal. However, once the Plant STP is ready the Jetty sewage also shall be treated at the same location. The sludge from the treatment plant will be processed and converted into Biomass used as manure.
5.7 Storm water drainage
The drainage system needs to be designed to minimize the potential pollution in the port basin. It is proposed to lay two main drains in different direction discharging the water into the sea. These main drains will be connected through the various cross drains bringing the water from the different areas of the terminals. All the drains will be of Random Rubble (RR) stone pitched and grouted with cement mortar of 1:4.
A drainage system will be provided below the stacking area, with buried perforated drain lines connected to open concrete trenches. An impervious layer will be placed in the ground below these transverse drain lines. The storm water runoff from the coal and other bulk solid stockyards will be collected and taken to the respective settling ponds, via trenches and buried pipelines. Each settling pond would comprise of three chambers each of dimension 20m x 20m x 4.5m. These ponds would be with earthen embankment with stone pitching on the sides and PCC at bottom.
Brick / block walls with over flow weirs will be provided in the chambers for water to discharge thereby giving sufficient time to permit the settlement of suspended particles. The overflow weir in each chamber will be staggered in such a way that there is enough time for the suspended particles to settle in the pond. However before discharging it into the main drainage system of the port it would be passed through the necessary filters for further reduction of PPM.
The sludge collected in the pond will be dried on sludge drying beds. During monsoon months, the sludge will be stored separately in a storage structure with adequate capacity. Thereafter the sludge shall be disposed of at the suitably designed landfill site. The wastewater from the administrative offices, transit sheds and all other buildings will also be connected to the storm water drain. The waste water collected from the workshop will be treated in an oil skimmer before disposing off to the storm water drain.
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5.8 Firefighting system
A fire protection system is proposed to cover the entire facility. It will have following main components (designed as per National Building Code)
5.8.1 Fire Hydrant system
This is the backbone of any fire protection system. A pipeline will be routed around the area as a ring main, and the hydrants will be installed on the same at specified intervals. Along the hydrants, hose cabinets with hoses and branch pipes and hoses will be provided. The hydrant main will be preferably routed underground. 5.8.2 Sprinkler system for Admin building
For the admin building it is preferably to provide a sprinkler system. The tapping for sprinkler system will be taken from hydrant main running nearby.
5.8.3 Portable extinguishers
Portable fire extinguishers will be provided as per the guidelines of IS-2190, across the entire facility.
5.8.4 Fire water Pump House
The fire water pump house will consist of a motor driven pump, diesel driven pump and a jockey pump to keep the system pressurized at all times. The pumps will use sea water which is abundantly available. The pumps shall be of suitable material of construction to handle sea water. A pump house will be built at a suitable location so that pumps can take water from the sea with positive suction.
5.8.5 Fire Alarm System
The fire alarm system shall consist of the following –
Break glass type manual call Points and hooters. Smoke detectors in the admin building
All the above detectors are connected to solid state electronic Main Fire Alarm Panel (MFAP) located in the control room. When any of the detectors/Manual call point is activated, the Fire alarm panel will sound alarm and alert the personnel concerned. In addition, response indicators will be provided in each room to alert the occupants in case of fire.
5.8.6 Fire Fighting Facilities
It is proposed to install Fire Hydrant System, which shall be designed to give adequate fire protection for the facility based on Indian Standard or equivalent and shall conform to the statutory requirements.
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5.9 Dust suppression
Bulk Solid/Coal yard (temporary), transfer tower & mobile hopper
1. Bulk Coal yard - Sprinkler system 2. Bulk Lime Stone – Plain water fog system 3. Bulk Iron Ore – Plain water fog System 4. Transfer Towers - Dry fog system 5. Mobile Hoppers - Plain water fog system The Dust suppression system needs Coal stock pile yard area, Transfer tower, and Mobile hopper & Stacker reclaimer. The dust suppression system is provided to suppress the dust in atmosphere. The sprinkler system provides for coal yard. Dry fog system provides for transfer tower & Plain water type fog system provide for stacker reclaimer & Mobile hopper. Dry fog type DS system is proposed for controlling the fugitive dust generated during the handling of material for all transfer points, mobile hopper & Stacker reclaimer.
This system is provided to suppress dust generated on stockpile. Centrifugal fire Pumps with drive motor are provided to draw water from tank & to supply up to Sprinkler provided at 45-M spacing along the length of each stockpile through pipe. Gate valve is provided at inlet of pumps for necessary isolation of water. One Gate valve and a Non-Return Valve are provided at outlet of each pump. Each Sprinkler will have globe valve to operate manually the system as per requirement.
Centrifugal fire Pumps will draw water from the RCC Tank of Pump House & will deliver water over the surface of Coal stock piles through sprinklers connected with ring main header at periphery of Stockpiles. These pumps will be located in the Pump House all pump are common for fire protection & dust suppression. Each Sprinkler is connected to main header pipeline through Globe Valve. The Spraying will be Started/Stopped through Globe valve manually.
5.9.1 Water requirements for dust suppression
Water discharge capacity of each sprinkler 620 LPM.
Dry fog systems for transfer tower
A dry Fog type dust suppression system has been considered for all discharge and receipt point of transfer points.
Water source for dry fog system shall take from Hydrant mains. Water supplies to spray nozzle through Flow Control Box located nearby the receiving and discharge point of conveyor at the above transfer points. Similarly, one screw compressors supply compressed air to main air receiver located at compressor house. Compressed air is supplied to spray nozzle through Flow Control Box at different transfer tower along with water from pump for providing dry fog type dust suppression system.
The Flow control box shall be actuated and allow water and air to flow through spray nozzles whenever material flow occurring operate manually through local flow control Box. The Flow Control Box assembly shall consist of Air & water Filters, Sol. Valve & Pressure Regulators in air and water line, ball valve. The Operator can adjust both the air and water pressures independently to change the fog characteristics to obtain optimum dust suppression results vis-à-vis the site requirements.
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5.9.2 Plain water fog system for stacker & reclaimer
Tapping to be taken form main supply header along yard conveyor from which water will be flowing through to the flexible hose (under pressurizing condition) being provided to fill the MS tank to be located on stacker trolley for suppression of dust during handling of coal. Individual dust suppression system will provide for each stacker & reclaimer which is mounted on the machine platform.
5.9.3 Plain water fog system for mobile hopper
Tapping to be taken form main supply header along jetty from which water will be flowing through to the flexible hose (under pressurizing condition) being provided to fill the tank to be located on Hoper for suppression of dust during handling of coal.
Individual dust suppression system will provide for each Mobile hopper which is mounted on the Mobile hopper. The system will consist of two no’s water tank.
5.10 Buildings 5.10.1 Administration building
The Administration Building will have a footprint area of approximately 3000 m2. The ground floor will be staff canteen, changing room, shipping agencies offices and training rooms. Access to the offices on the first floor will be restricted to authorized staff only. Meeting rooms, server room and pantry, besides general office spaces will be accommodated on the first floor. Access to the rooftop is also provided such that staff may service the water tank and oversee the terminal from a high point. The building will also house the customs and the documentation offices.
5.10.2 Gate complex
A gate house complex has been provided which will act as a control point for vehicle movements. This complex will also house security offices and other common user facility.
5.10.3 Workshop
A small workshop will have a floor area of 500 m2 with through access. One service/repair high bays each of 5.5m wide and 20 m height will be allowed. Purposes of the bays are as follows:
An overhead hoist of 5 tons’capacity and 1 washing bay will be provided in the Workshop.
Offices and a storage room of 50 m2 will also be included. 5.10.4 Storage shed
In addition, there will be about 15000 m2 of covered storage shed is also proposed.
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5.11 Power
The material handling facility at jetty is proposed to equip with fully mechanised bulk cargo handling systems, except for the HR Coils that would be handled with Gantry Cranes or Mobile Harbour Cranes.
In the final phase for which the power requirement is being carried out would involve mechanised bulk cargo handling system broadly including three barge unloaders, two stackers cum reclaimer and various conveyors for stacking and reclaiming and conveying operation.
5.11.1 Power requirements
In order to meet the electrical power requirement for above mechanised bulk handling system it is planned to have electrical power supply from suitable high tension line from nearest source from MSEDCL line. Power also required for illumination of stock yard, jetty, road, sheds, port building, fire-fighting system, dust suppression system, etc.
5.11.2 Estimated Power Demand
The estimated power requirement as per master plan scenario is presented is about 5 MVA. The total connected load was computed based on the power requirements of the proposed mechanised bulk handling system and other facilities envisaged to be provided in different phases.
The fire-fighting system is expected to operate in an emergency to fight a fire at which time mechanised bulk handling system are not expected to work and will be in the shutdown mode. Considering the power factor @ 0.95 and diversity factor.
5.11.3 Source of Power Supply
The electrical power supply can be arranged from nearest MSEDCL 22 KV or 220 KV line Dolvi to meet the MVA demand in final phase. Further step down shall be done at the facility Port as per distribution voltage levels.
5.11.4 Power Distribution arrangement at the Port.
MSEDCL 22 KV line will step down to 11KV/6.6 with 2 nos. 6 MVA, 22 KV/11KV/6.6 KV Transformers.
22 KV/11KV/6.6 switch board will be installed by the Port at their 33 KV main receiving substation (MRSS) and other sub stations. The 22 KV Switch Board will have 2 no. incomers, 1 bus coupler and two outgoing feeders to feed to 2 nos. 6 MVA, 33KV/11KV Transformers.
The 11 KV/6.6 KV Switch Board will have 2 nos. incomers, 1 no. bus coupler and required outgoing feeders for motors, transformers, other substation, etc. The 11KV/6.6 KV line will be laid to other sub stations at Jetty and Stock Yard to meet the nearest loads, 11KV/6.6 KV XLPE (UE), armoured cable will be used from MRSS to load centre sub stations.
To meet the 415 Volts loads at various loads, 11 KV/415 Volts or 6.6 KV/415 Volts Transformers shall be installed at respective sub stations. All sub stations will have DC power supply to control 33 KV, 11KV and 6.6 KV switch boards.
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Power Supply Voltage levels for different system/location
1. Main Incoming Supply from MSEDCL: 33 KV, 50 Hz or 11 KV, 50 Hz from JSW Steel Captive power plant. 2. Power Supply Barge Unloader and Stacker Reclaimer: 11 KV or 6.6 KV, 50 Hz. 3. Conveyors: 11KV/6.6 KV for HT Motors and 415 Volts for LT Motor. If VFD used 690 V. 4. Fire Fighting System, Dust Suppression System, Building and Lighting System: 415 Volts and 230 Volts.
Location of Sub Stations:
There are three substation envisaged, 1. Port entry gate (Administrative building, 2. Stock Yard and 3. Jetty area.
5.11.5 Internal & External Installation
There will be no overhead lines inside the port area, all cables inside the port premises are HT and LT cables, same will be laid underground, in duct, on the trays, through pipe, etc.
All cables sizing will be as per load, power supply, voltage class, type of laying and atmospheric condition.
All building wiring will be concealed in PVC/Steel conduit pipes using copper conductor PVC insulated wires of 1100 voltage class.
All building power supply draw from MLDB distribution board of near substation through lighting transformer and proper MCB distribution board with ELCB will be provided.
5.11.6 Illumination
The illumination level will be designed as lighting standards of BIS and as per dock safety norms. The illumination levels of different area mentioned below:
1. Administrative building: 300 Lux. 2. Sub Station, Pump House, Canteen, Security Gate, Work Shop, etc.: 200-300 Lux. 3. At Jetty and Stock Yard: 20-25 Lux. 4. Street Light: 15 Lux. 5. Conveyor Junction Houses: 50 Lux. 6. Conveyor galleries: 15-20 Lux.
All the lighting inside the building will be florescent/LED luminaries. The Jetty and Stock Yard will be HPSV luminaries. The street light will be HPSV/LED luminaries. Copper 3 core /1 Core PVC Cables/wires will be used for connection between MCB distribution board and light fittings.
5.11.7 Cables
All the cables shall confirm to IS 7098 part-1 & Part-2 and as per voltage requirements for respective applications. All cables sizing will be as per load, power supply, voltage class, type of laying and atmospheric condition.
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All building wiring will be concealed in PVC/Steel conduit pipes using copper conductor PVC insulated wires of 1100 voltage class.
All cables will be laid as per Indian Electricity Rules (IER) and Industry norms. If cables are to be laid underground depth of the trench not less than one metre, sand bed and bricks will be provided. At the places where cables have to cross the roads and in that area heavy duty HDPE pipe or RCC pipes will be provided.
If cables are to be laid open suitable cable trays, conduits will be used. The cable routes shall be provided with route markers.
5.11.8 Fire-fighting
The fire-fighting system is expected to operate in an emergency to fight a fire at which time the handling systems are not expected to work and will be in the shutdown mode.
5.12 Communications
Telecommunication system will be provided to ensure quality communications at all times. As the existing land-lines in the vicinity may not provide all the necessary level of reliability, a PABX system, radio communications and wireless LAN for yard operations and fibre optic cables will be installed in the terminal to facilitate communications within the entire terminal. The administration offices will be linked to the land-line telephone systems and data exchange cables will also be provided for EDI and internet access.
5.13 Security
The security systems of the port will be designed to comply with International Shipping and Port Security Code (ISPS). The following security measures will be provided in the port:
Flood lighting
Access Control System for restricted entry to certain places
Provision of emergency exit gate
Additional fence lights and area lights
Security booth at gate for 24 hours’ security guard
Mobile security patrols in vicinity of terminal facilities
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6 Rehabilitation & Resettlement (R&R) Plan
The Jetty is a waterfront facility and only marginal area to the tune of 10 Ha would be required for development of the associated activities and stock yard. These lands are privately owned and barren fallow land. The land would be purchased after following due process and law and the market prices. Otherwise there is no rehabilitation and resettlement issues for the project.
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7 Project Implementation Schedule
7.1 Introduction
Project Implementation schedule is a techno-economic process and must be planned judiciously in order to achieve overall economy and efficiency. It must be recognised that construction of a project would precede careful planning, and pre engineering, so that, the construction activity could proceed without any hindrance. The following sections would define the activities and the milestones involved in the implementation of the project.
7.2 Basic Considerations for Implementation
The Project Implementation Schedule has been accordingly prepared and indicated in the Figure 7.1.
Table 7-1: Project implementation schedule
Activity Description Year 1 (months) Year 2 (months) 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10
Berth & Approaches Construction
Barge Unloaders - Installation
Conveyor System - Installation Dredging Misc. work (Road, Drain & Buildings) 7.3 Pre-Development Activities
These are defined as activities to be carried out prior to commencement of construction activities at the site and would include the engineering design, detailing, tender document and tendering, tender evaluation, work award financial closure. In addition, this would also include land acquisition, environmental and other statutory clearance enabling start of the construction activities at the site. The various broad activities in the pre- development phase are as follows. Most of the activities could be taken up in parallel as shown in the Figure 7.1.
Technical Closure (Preparation of DPR etc.) - 4 months Financial Closure - 6 months Identification of lending agencies, Project appraisal by Financial Institutions Application and clearances - 12 months Tendering Process - 3 months Construction of Port civil works - 18 months 7.3.1 Technical Closure
Technical closure of the project means the completion of all the studies and reporting including the detail engineering and drawings.
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7.3.2 Financial Closure
Financial closure is part of the Detailed Project Reporting and would include detailed cost estimate, financial model, financial evaluation and financing. This process also includes identification of the lending agencies and project appraisal by the lending agency selected.
7.3.3 Tendering Process
The tendering process for the project would be carried out is stages in different small packages. Initially tendering would be carried out for the civil works such as Breakwater/embankment and dredging. The tendering process for the other works would be taken up in stages based on the need and as indicated in the Project Schedule chart.
7.3.4 Application to for clearances
Construction of any kind would require clearances from multiple agencies such as;
State Pollution Control Board State coastal zone regulatory authorities Ministry of Environment and Forest The reporting and the clearance process would take almost a year and therefore, the process would commence immediately after the letter of intent with the State Government.
The studies shall be awarded to the consultants and application and clearance process initiated.
7.4 Commencement of Project
The project commencement would include testing and commissioning of the facilities and obtaining permission from Customs Authorities for starting of the commercial operation. This activity also shall be taken up in phases.
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8 Project Implementation and Cost estimates
8.1 Capital cost estimates
Cost estimates for the recommended layout has been worked out based on the conceptual plan and design of the proposed port and its various constituents. The classification of various cost heads is as under. The cost estimates are carried out for phased development.
8.1.1 Marine civil works
The estimates are based on calculated quantities for the layout plan, in consideration of the basic port planning requirements and subsoil conditions. 8.1.2 Dredging and reclamation
The dredging estimates include quantities for approach channel, turning circle, berth pockets and harbour basin. The reclamation quantities are calculated considering to the finished level of yard at + 7.5 m CD.
8.1.3 Off-shore civil works
The operational philosophy constitutes that the backup area will be developed immediately behind the berths. Hence the offshore civil works primarily includes yard development.
The following items have also been included:
• Yard development • Rail/road corridor • Internal roads • Sheds and buildings • Greenbelt development 8.2 Material handling system
The material handling system comprising equipment at berth, conveyors for coal, handling at yard and road loading is priced in this section.
8.2.1 Services and utilities
These include electricity and allied services, fire-fighting, water supply drainage, sewerage and telecommunication. For the estimating the cost for these facilities, following considerations have been taken:
The requirement for water is based on the general occupancy in the buildings and other requirements. Provision in costing has been made for a storm water drainage system with R.C.C drains. The block estimate for electrification includes the electrical installation and distribution as per the power requirements including conveyor system and will be as per design of electrical system.
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Provision will be made for standby generators and foundations of high masts, misc. Costs in later stages of detailed costing. Provision has been made for state of the art communication system with computerized control and aided by walkie–talkies 8.2.2 Assumptions regarding capital cost estimates
The purpose of the cost estimate presented in this section is to estimate the total project capital expenditure, and dependent on the market situation of the construction industry. The unit rates for construction costs are based on current market rates and are calculated based on the materials available in the vicinity of the port location.
8.2.3 Summary of capital cost estimates
On the basis of the assumptions presented in the section above, the summary of cost estimates is as presented in the table below: In the Table 7.1 the block cost estimate for the different phases has been indicated.
Table 8-1: Block Cost Etsimate for the developments
Phase I Heads (in Rs. Crores) Land purchase & development & MMB 15
Berths (500 m x 22m) @ Rs. 60,000.00/m2 66.00
Dredging /Reclamation 15.0
Foundation for Conveyors, Stacker reclaimer, SS 2.0
Roads 1.0
Workshop, Stores, jetty control 2.0
Port and custom office 2.0
Electrical and utilities 5.0
DSS & FFS including pump House and tank 2.0
Equipment (Barge unloader 3 no. + SCR 2 no.) 150.0
Conveyors and junction house 10.00
Navigational Aids and Misc. 1.0
Environment 1.0
Pre-Project Cost 5.0
Total Cost 277.0
Contingency @ 5% 14.0
Interest During construction 28.3
Grand total 319.3
8.3 Operations and maintenance costs
The port company will provide the operation and maintenance services for the berth facilities and yard.
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The operating cost incurred in a terminal is grouped under the following major heads and is normally calculated for the optimal capacity. • Power, fuel and handling costs • Repair and maintenance • Insurance • Depreciation • Port tariff Other expenses such as: Salaries and wages of operating and maintenance staff − Management and general overheads (including salary, office running and other miscellaneous costs. 8.3.1 Power and handling costs
For coal the operational costs for power is generally in the order of 2 units/t for conveying over a distance of 2 km.
For other bulk cargo since internal transfer vehicles will be used for conveying the cargo from the berth to storage yard, no power cost is envisaged, however handling cost of ₹20/t is to be considered for internal transfers. 8.3.2 Repair and maintenance cost
The economic life of port structures is directly related to the quality of maintenance, and the sums spent on maintenance. Regular inspection and recording of condition is a prerequisite for developing a routine maintenance system to keep the structure in good repair and achieve the planned service life.
The civil works for the project mainly consist of breakwaters, berths, yard, buildings and sheds, fire-fighting, utilities etc.
We have adopted typical annual average civil engineering maintenance costs expressed as percentages of current new or replacement capex, in accordance with indices in Table 15 of the UNCTAD publication Port Development – A handbook for port planners in developing countries, as well as in-house data.
Table 8-2: Repair and Maintenance cost
Type of investment % of capital cost
Berths 1%
Breakwater 2%
Yard 8%
Building and utilities 5%
Equipment 7%
8.3.3 Insurance
Insurance is generally in the order of 1% of the gross fixed assets value.
8.3.4 Depreciation
As per norms prescribed in the Company’s Act
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8.4 Financial evaluation
Based on the cost estimates given in paragraph 8.2.3 supra; and the operating and the maintenance cost in paragraph 8.3.2, financial evaluation for the project was worked out in order to access the financial viability.
The Internal rate of return was found to be around 16 %.
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9 Analysis of the Proposal
9.1 Conclusions & Recommendations
The proposed terminal is envisaged for handling clinker for the Cement Plant on the fore shore. Finished steel products from the Steel plant and raw materials for either of the facilities viz. Cement and Steel associated manufacturing facility, namely, Coal, Lime Stone, Iron Ore and commercial cargo namely Fertiliser, Gypsum etc. Initially a 200 m Jetty would be constructed for immediate requirements, which would be increased to 500 m in the final stage.
Based on the horizontal clearance between the bridge piers, a 13 m wide barge with adequate pier protections could be adopted for the cargo transportation. The material handling systems would be environmental friendly and efficient for material handling. A land area of about 10 ha is required for cargo handling. For ease in loading the export cargo, the area behind the berth is recommended to be developed outside the mangrove buffer zone.
Model studies shall be carried out in order to understand the flow pattern, siltation and shoreline evolutions and its impacts.
This document would be used for application to the MoEF, MMB and other organisations such as MCZMA for getting permits and licences. A Detailed Feasibility Report would be prepared for submitting to MMB for approval of the MMB and financial closure. This document will form the basis of all applications and along with the EIA report, will be submitted to all statutory bodies for clearances.
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