Techno-Economic Feasibility Study Report...Integrated Steel Plant of JSW Steel Limited (JSWSL) Draft...

JSW Infrastructures Ltd.

August 2018

SJSP

Development of Multi-Cargo Captive Jetty(ies) in River Jatadhari for Integrated Steel Plant of JSW Steel Limited (JSWSL)

Techno-Economic Feasibility Study Report

Final Report

Techno-Economic Feasibility Report

Development of Multi-Cargo Captive

Jetty(ies) Port on River Jatadhari, for the

Integrated Steel Plant of JSW Steel Limited

(JSWSL)

Draft Techno-Feasibility Study Report

August 2018

JSW Centre, Bandra Kurla Complex, Bandra (E). Mumbai - 400051 India Tel: +91 42865006 e-mail: rashmiranjan.patra@ jsw.in

Project Development of Multi-Cargo Captive Jetty(ies) in River

Jatadhari, for the Integrated Steel Plant of JSW Steel

Limited (JSWSL)

Project No

P 08172018

Authors Various

Date:

August 2018

Approved by:

Internal

4 Final Report - Rev 08 06.08.2018

3 Final Report - Rev 07 28.06.2018

2 Draft Final Report 09.03.2018

1 Draft Final report 04.09.2017

0 Draft Report 28.08.2017

Revision Description By Checked Approved Date

Key words Lagoon Bay of Bengal Breakwater Dredging Reclamation

Classification

Open

Internal

Proprietary

Distribution No of copies

JSWSL: JSWIL:

1+PDF


CONTENTS

1 Introduction ................................................................................................................................................... 1 1.1 Background ................................................................................................................................................... 1 1.2 Need and Justification of the Project............................................................................................................. 4 1.3 Objective of the Report ................................................................................................................................. 6 1.4 Scope of the Report ...................................................................................................................................... 7 1.5 Developer Credential .................................................................................................................................... 8 1.6 Outline of the report .................................................................................................................................... 10

2 Site Condition .............................................................................................................................................. 11 2.1 Geographical Location ................................................................................................................................ 11 2.2 Jatadhari Coastline ..................................................................................................................................... 11 2.3 Tides and Tidal Currents ............................................................................................................................. 12 2.3.1 Tidal Levels ................................................................................................................................................. 12 2.3.2 Tidal Currents ............................................................................................................................................. 13 2.4 Climate ........................................................................................................................................................ 13 2.4.1 General ....................................................................................................................................................... 13 2.4.2 Rainfall ........................................................................................................................................................ 14 2.4.3 Temperature ............................................................................................................................................... 14 2.4.4 Relative Humidity ........................................................................................................................................ 14 2.4.5 Visibility ....................................................................................................................................................... 14 2.5 Wind and Wave conditions ......................................................................................................................... 14 2.5.1 Wind conditions ........................................................................................................................................... 14 2.5.2 Offshore wave conditions ............................................................................................................................ 15 2.6 Storms and Cyclones .................................................................................................................................. 17 2.6.1 General ....................................................................................................................................................... 17

3 Site Investigations ....................................................................................................................................... 18 3.1 General ....................................................................................................................................................... 18 3.2 Data Analysis .............................................................................................................................................. 18 3.2.1 Tidal Level................................................................................................................................................... 18 3.2.2 Current ........................................................................................................................................................ 19 3.2.3 Wave measurements .................................................................................................................................. 20 3.2.4 Water Sample ............................................................................................................................................. 21 3.2.5 Grain size distribution ................................................................................................................................. 22

4 Wind and wave Conditions ......................................................................................................................... 23 4.1 General ....................................................................................................................................................... 23 4.2 Normal Wave conditions - Offshore ............................................................................................................ 23 4.2.1 Analysis of Ship Observed Data (IMD) ....................................................................................................... 23 4.2.2 Analysis of UKMO Data .............................................................................................................................. 25 4.2.3 Exceedance Probability Tables ................................................................................................................... 32 4.3 Normal Conditions – Near shore ................................................................................................................. 46 4.4 Extreme Conditions ..................................................................................................................................... 48 4.4.1 Hindcasting of cyclonic storm waves .......................................................................................................... 48 4.4.2 Extreme Value Analysis .............................................................................................................................. 53 4.5 Breakwater Design Parameters .................................................................................................................. 55

5 Traffic Projections ....................................................................................................................................... 56 5.1 General ....................................................................................................................................................... 56 5.2 Requirements of Raw Material (Project Report of ISP) ............................................................................... 56 5.3 Outward Cargo Movement from the Captive Jetty(ies) ............................................................................... 58


Development of all-weather green Field Jetty(ies) at

Jatadhari Muhan, Jagatsinghpur

JSW Infrastructures Limited

iii

5.3.1 IBRM ........................................................................................................................................................... 58 5.3.2 Steel Products ............................................................................................................................................. 58 5.3.3 Clinker and Cement .................................................................................................................................... 58 5.3.4 Alternate Fuel for Steel Plant ...................................................................................................................... 58 5.4 Total Traffic at the Captive Jetty(ies) .......................................................................................................... 59

6 Captive Jetty(ies) Planning ......................................................................................................................... 60 6.1 General ....................................................................................................................................................... 60 6.2 Identifying location for the Captive Jetty(ies) .............................................................................................. 60 6.2.1 General Comments on the 3 Sites ............................................................................................................. 61 6.2.2 Depths......................................................................................................................................................... 62 6.2.3 Sedimentation ............................................................................................................................................. 62 6.2.4 Protection from Wave action ....................................................................................................................... 62 6.2.5 Subsoil Conditions ...................................................................................................................................... 63 6.2.6 Backup Land ............................................................................................................................................... 63 6.2.7 Connectivity ................................................................................................................................................ 64 6.2.8 Environmental Concerns ............................................................................................................................. 69 6.2.9 Capital and Maintennace cost ..................................................................................................................... 69 6.2.10 Multi-criteria Analysis and Selection of Site ................................................................................................ 69 6.3 Functional Planning of Captive Jetty(ies) Facilities ..................................................................................... 70 6.3.1 Conceptual Planning ................................................................................................................................... 70 6.3.2 Ships Sizes Expected at the Captive Jetty(ies) ........................................................................................... 71 6.3.3 Number of Ship Calls .................................................................................................................................. 74 6.3.4 Handling Capacity and Number of Berths ................................................................................................... 75 6.3.5 Channel Alignment and Dimensions ........................................................................................................... 78 6.3.6 Land Area Requirements ............................................................................................................................ 83 6.3.7 Storage Requirements ................................................................................................................................ 85 6.3.8 Buildings ..................................................................................................................................................... 92 6.3.9 Ships’ Operational Areas ............................................................................................................................ 93 6.4 Design of Berths and Breakwater ............................................................................................................... 94 6.4.1 General ....................................................................................................................................................... 94 6.4.2 Breakwaters ................................................................................................................................................ 94 6.4.3 Structure for Berthing Face ......................................................................................................................... 97 6.4.4 Design Basis for the Berths and estate level ............................................................................................ 101 6.5 Captive Jetty(ies) Layout Options ............................................................................................................. 102

7 Material Handling Systems & Equipment .................................................................................................. 103 7.1 General ..................................................................................................................................................... 103 7.2 Concepts ................................................................................................................................................... 103 7.3 Coal Handling ........................................................................................................................................... 104 7.3.1 In - Captive Jetty(ies) Storage for Cargo Handling ................................................................................... 104 7.3.2 Handling System ....................................................................................................................................... 105 7.3.3 Unloading of coal ...................................................................................................................................... 107 7.3.4 Conveying ................................................................................................................................................. 107 7.3.5 Stacking .................................................................................................................................................... 108 7.3.6 Coal Stack Yard ........................................................................................................................................ 109 7.3.7 Stockpile Dust Control .............................................................................................................................. 109 7.3.8 Continuous belt weighing .......................................................................................................................... 110 7.3.9 Sampling ................................................................................................................................................... 110 7.3.10 Reclaiming ................................................................................................................................................ 110 7.3.11 Supplying to the Daily Bins of the Plants .................................................................................................. 110 7.3.12 Control System for Coal Handling ............................................................................................................. 110 7.4 Lime Stone ................................................................................................................................................ 112


Development of all-weather green Field Jetty(ies) at

Jatadhari Muhan, Jagatsinghpur


iv

7.4.1 Storage ..................................................................................................................................................... 112 7.4.2 Handling System ....................................................................................................................................... 112 7.4.3 Unloading of Limestone ............................................................................................................................ 112 7.4.4 Conveying ................................................................................................................................................. 112 7.4.5 Reclaiming ................................................................................................................................................ 113 7.5 Finished Steel Product .............................................................................................................................. 113 7.5.1 Storage ..................................................................................................................................................... 113 7.5.2 Handling System ....................................................................................................................................... 113 7.5.3 Conveying ................................................................................................................................................. 113 7.6 LNG .......................................................................................................................................................... 114 7.6.1 General ..................................................................................................................................................... 114 7.6.2 Safety Distances ....................................................................................................................................... 115 7.6.3 Process Flow Optimization ....................................................................................................................... 117 7.6.4 Accessibility .............................................................................................................................................. 118 7.6.5 Marine Facilities ........................................................................................................................................ 119 7.6.6 Storage Area ............................................................................................................................................. 119 7.7 Equipment Requirements for the Jatadhari Captive Jetty(ies) .................................................................. 120

8 Infrastructure Facilities .............................................................................................................................. 121 8.1 Background Discussions ........................................................................................................................... 121 8.1.1 General ..................................................................................................................................................... 121 8.1.2 Navigational Aids ...................................................................................................................................... 121 8.1.3 Harbour Crafts/ Togs ................................................................................................................................ 122 8.1.4 Potable water supply ................................................................................................................................. 123 8.1.5 Fire Fighting System ................................................................................................................................. 124 8.1.6 Drainage / Sewage System ...................................................................................................................... 124 8.1.7 Sewage System ........................................................................................................................................ 125 8.1.8 Bunkering System ..................................................................................................................................... 125 8.1.9 Electrical Systems ..................................................................................................................................... 125 8.2 Miscellaneous Services ............................................................................................................................ 128 8.2.1 EDI Facilities ............................................................................................................................................. 128

9 Cost Estimates & Financial Analysis ......................................................................................................... 130 9.1 General ..................................................................................................................................................... 130 9.2 Construction Schedule .............................................................................................................................. 130 9.3 Basis of Cost Estimates ............................................................................................................................ 131 9.4 Financial Evaluation .................................................................................................................................. 132 9.4.1 Assumptions ............................................................................................................................................. 132 9.4.2 Internal Rate of Return .............................................................................................................................. 133 9.4.3 Internal Rate of Return .............................................................................................................................. 133 9.5 Calculation of Tariff Scenarios at Paradip Port – Bulk Handling ............................................................... 133

10 Benefits of the development ..................................................................................................................... 134

11 Conclusions and Recommendations......................................................................................................... 135 11.1 Conclusions .............................................................................................................................................. 135 11.2 Recommendations .................................................................................................................................... 135 11.2.1 Studies to be undertaken .......................................................................................................................... 135


Development of Captive Jetty(ies) at Jatadhar

Muhan, Jagatsinghpur


xvi

Tables

Table 2-1: Tidal variation during the month of September 2008 relative to Chart Datum (Source: Cmap) ......................... 13

Table 3-1: Total suspended solids (TSS) and chloride (Cl) concentration in the streams joining Mahanadi ...................... 22

Table 3-2: Grain size distribution for material collected from the isolated waterfront near the proposed site ..................... 22

Table 4-1: Estimated significant wave heights for sea, Hm0,sea (m) at –20m CD return periods corresponding to

6hr/week, 6hr/ year and 6hr/10 year. ......................................................................................................................................... 25

Table 4-2: Estimated significant wave heights for sea, Hm0, sea (m) according to the specified return periods for some

significant directions for UKMO data .......................................................................................................................................... 31

Table 4-3: Estimated significant wave heights for swell, Hm0, swell (m) according to the specified return periods for

significant directions for UKMO data .......................................................................................................................................... 31

Table 4-4: Estimated Resultant wave height, Hm0 (m) according to the specified return periods for some significant

directions for UKMO data ........................................................................................................................................................... 32

Table 4-5: Exceedance probability of the sea waves near Paradip .................................................................................... 33

Table 4-6: Exceedance probability of the swell waves near Paradip .................................................................................. 33

Table 4-7: Exceedance probability of the Resultant wave near Paradip ............................................................................. 33

Table 4-8: Meteorological Data for the 1999 Cyclone ......................................................................................................... 50

Table 4-9: Hind-casting of Waves ....................................................................................................................................... 51

Table 5-1: Annual Raw material (net and dry basis) Requirements (in million tonnes per year) ........................................ 57

Table 5-2: Annual Raw material Requirements to be met by the Proposed Captive Jetty(ies) (in million tonnes per year)57

Table 5-3: Projected Traffic for the Captive Jetty(ies) facility (in million tonnes) ................................................................. 59

Table 6-1: Transporation preference for the Projected Traffic for the Captive Jetty(ies) facility ......................................... 68

Table 6-2: Multi-Criteria Analsis for the Captive Jetty(ies) facility ....................................................................................... 70

Table 6-3: Total Traffic (in Million tonnes) ........................................................................................................................... 72

Table 6-4: Assumed ship sizes for various products ........................................................................................................... 73

Table 6-5: Ship calls for the current Cargo ......................................................................................................................... 74

Table 6-6: Average ship size and number of ship trips (Based on Table 6.5) .................................................................... 77

Table 6-7: Number of berths and unloading rate cosidered for the commodities. .............................................................. 78

Table 6-8: Width calculations for approach channel ........................................................................................................... 80

Table 6-9: Stack Volume Quantity Basis ............................................................................................................................. 84

Table 6-10: Stack Volume Quantity Basis ........................................................................................................................ 84

Table 6-11: Berth Length and Back up Area (Berth area) ................................................................................................ 85

Table 6.12: Determination of the Stockyard Area for Coal............................................................................................... 87

Table 6.13: Determination of the Stack yard Area for IBRM ............................................................................................ 88

Table 6.14: Determination of the Stack yard Area for Cement ........................................................................................ 89

Table 6.15: Determination of the Stack yard Area for Lime Stone ................................................................................... 90

Table 6.16: Summary of Area Requirements ................................................................................................................... 91

Table 6.17: Captive Jetty(ies) Buildings Area Requirements in Square Meters .............................................................. 93

Table 7.1: Heat radiation from Flare Stack ....................................................................................................................... 117

Table 7-2: Equipment requirements .................................................................................................................................. 120

Table 8-1: Buoy requirements at the proposed Jetty(ies) ................................................................................................. 122

Table 8-2: Estimated electricity load for the proposed Captive Jetty(ies) ......................................................................... 126

Table 9-1: Cost Estimate for the Project ........................................................................................................................... 131

Table 9-2: Sensitivity analysis ........................................................................................................................................... 133





xvii

Figures

Figure 1-1: Location of the planned steel plant and the Captive Jetty on the East Coast of India .................................... 2

Figure 1-2: Location of the Proposed development vis-à-vis the Paradip Port ................................................................. 3

Figure 1-3: Location of the Proposed development vis-à-vis the Paradip Port ................................................................. 3

Figure 1-4: Location of the Proposed development vis-à-vis the IOC & Paradip Port ....................................................... 5

Figure 2-1: Geographical Location of the Proposed development & the Paradip Port .................................................... 11

Figure 2-2: Coastline near the proposed site .................................................................................................................. 12

Figure 2-3: Tidal variation near the Paradip Port............................................................................................................. 13

Figure 2-4: Wind rose diagram (source: IMD, Data 1973 – 2015)................................................................................... 15

Figure 2-5: Resultant Wave Height rose diagram (source: IMD, Data 1973 – 2015) ...................................................... 16

Figure 2-6: Resultant Wave Period rose diagram (source: IMD, Data 1973 – 2015) ...................................................... 16

Figure 3-1: Location of the field measurements .............................................................................................................. 18

Figure 3-2: Water levels at the site near Paradip ............................................................................................................ 19

Figure 3-3: Current speed and direction at offshore location during 12th to 19th December, (top) and 21th to 28th

December, (bottom) ................................................................................................................................................................... 19

Figure 3-4: Variation of predominant wave direction near site at offshore ...................................................................... 20

Figure 3-5: Variation of predominant wave direction near site at offshore ...................................................................... 20

Figure 3-6: Variation of maximum wave height near site at offshore .............................................................................. 20

Figure 3-7: Variation of zero crossing wave period near site at offshore ........................................................................ 21

Figure 3-8: Salinity and temperature at an offshore location ........................................................................................... 22

Figure 4-1: Exceedence probability curves for the near shore significant wave height (Hm0) at –20m CD offshore of the

proposed facility (Top: All, NE, ENE & Bottom: SE,SW, SSW ................................................................................................... 24

Figure 4-2: Time series of the three Hm0–parameters. Top: Significant wave height for resultant wave condition (Hm0,

sea). Middle: Significant wave height for sea only (Hm0, swell) Bottom: Significant wave height for swell wave (Hm0, res);

(source: UKMO, Data set: 1999 – 2008) .................................................................................................................................... 26

Figure 4-3: Wave rose for resultant wave height (source: UKMO, 1999 – 2008) ............................................................ 27

Figure 4-4: Resultant wave period (source: UKMO, Data set: 1999 – 2008) .................................................................. 27

Figure 4-5: Wave rose for sea wave height (source: UKMO, 1999 – 2008) .................................................................... 28

Figure 4-6: Sea wave period (bottom) (source: UKMO, Data set: 1999 – 2008) ............................................................. 28

Figure 4-7: Wave rose for swell wave height (source: UKMO, 1999 – 2008).................................................................. 29

Figure 4-8: Swell wave period (source: UKMO, Data set: 1999 – 2008) ......................................................................... 29

Figure 4-9: Scatter plots of the offshore UKMO wave data. The significant wave height (Hm0) and the mean zero-

crossing period (T02) versus the wave direction (in radians). Top: Resultant only. Middle: Sea only, Bottom: Swell waves;

(source: UKMO, Data set: 1999 – 2008) .................................................................................................................................... 30

Figure 4-10: Exceedence probability curves for the significant sea wave height (Hm0) (source: UKMO, 1999 – 2008) .. 31

Figure 4-11: Exceedance probability curves for the significant swell wave height (Hm0) (source: UKMO, Data set: 1999

– 2008) 32

Figure 4-12: Exceedance probability curves for the Resultant wave height (Hm0) (Source: UKMO, Data Set: 1999 –

2008) 32

Figure 4-13: Bathymetry used for SW module .................................................................................................................. 46

Figure 4-14: Resultant Wave Height at 5 m depth near proposed Jetty............................................................................ 47

Figure 4-15: Resultant Wave Period at 5 m depth near proposed Jetty(ies)..................................................................... 47

Figure 4-16: Resultant Wave Height at 10 m depth near proposed Jetty(ies)................................................................... 47

Figure 4-17: Resultant Wave Period at 10 m depth near proposed Jetty(ies)................................................................... 48

Figure 4-18: Model bathymetry for the Bay of Bengal for Mike 21 SW Input .................................................................... 49

Figure 4-19: Storm tracks of 1999 applied for the simulation of the SW Model ................................................................ 49

Figure 4-20: Computed surface elevation/ storm surge over the Bay of Bengal ............................................................... 51

Figure 4-21: Surface elevation plots for the 1999 cyclone ................................................................................................ 51

Figure 4-22: Frequency plot for the Cyclonic data indicating Log normal distribution matches the best with the data ..... 54





xviii

Figure 4-23: Maximum probable wave heights in the fetch with Log-Normal distribution ................................................. 55

Figure 5-1: The slurry pipe line connecting the 3 prespective mines in the Joda-Barbil area and the Captive Jetty(ies)

facility 56

Figure 6-1: Location of the Proposed Captive Jetty(ies) ................................................................................................. 61

Figure 6-2: Location of the Captive Jetty(ies) water area and fore shore facilities at Site 3............................................ 64

Figure 6-3: Railway Map of State of Odisha (East Coast Railway) ................................................................................. 65

Photograph 6-4: Trunk line from Paradip to Cuttack ...................................................................................................... 65

Photograph 6-5: Double line from Paradip to Cuttack in opertaion ................................................................................ 66

Figure 6-6: Proposed Haridaspur-Paradip Rail Link ........................................................................................................ 67

Figure 6-7: Existing road network near the Captive Jetty(ies) ......................................................................................... 68

Figure 6-8: Provisonal Channel Allignment ..................................................................................................................... 79

Figure 6-9: Channel depth components .......................................................................................................................... 82

Figure 6.10: Planning Chart for Dry Bulk Cargo ................................................................................................................ 86

Figure 6-11: Typical section of the breakwater at – 2.0 m Contour CD............................................................................. 97

Figure 6-12: Typical plan and section of the bulk berth ................................................................................................... 101

Figure 6-13: Suggeted Preliminary Layout of the Porposed Captive Jetty(ies) ............................................................... 102

Figure 7-1: Typical unloader working at the ship ........................................................................................................... 107

Figure 7-2: Typical unloader and stacker-reclaimers in the cargo flow chain................................................................ 109

Figure 7-3: Typical mobile harbour crane to be used for steel products ....................................................................... 113

Figure 7-4: LNG Supply Chain ...................................................................................................................................... 114

Figure 9-1: Construction schedule for the proposed Captive Jetty(ies)......................................................................... 131





xix

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

IAPH.................The International Association of Ports and Harbours

OCZMA ....... Odisha Coastal Zone Management Authority

IDCOL ........ Industrial Development Corporation of Odisha Limited

IPICOL..............Industrial Promostion and Investment Corporation of Odisha

Limited

MLDB ......... Main Lighting Distribution Board

OSEB…………….Odisha State Electricity Board

MoEF&CC ...... Ministry of Environment, Forests & Climate Change

MoS .......... Ministry of Shipping

OSPCB ........ Odisha State Pollution Control Board

CESU ......... Central Electrical Supply Utility of Odisha

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

BS ........... British Standard

IMO .......... International Maritime Organization

IMD....................Indian Metereological Department

ISPS ......... International Ship and Port facility Security code

UTM .......... Universal Transverse Mercator (map projection)

WGS .......... World Geodetic System (ellipsoid for map projection)

UKMO................United Kingdom Meteorological Office

3 Other abbreviations

Approx. ...... approximately

cif .......... cost, insurance, freight

dia .......... diameter

feu .......... forty foot equivalent unit (container)





xx

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

Cape..................ship of maximum carrying capacity of 180,000 T

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

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





xxi

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

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





xxii

TPH/tph.............Tonnes per hour

Other units

°C .......... degrees Celsius (temperature)

Mtpa ......... million tonnes per annum


Development of Captive Jetty(ies) at Jatadhari


1 JSW Infrastructures Limited

1 Introduction

1.1 Background

JSW Steel Limited (JSWSL), one of the leading Industrial houses of India, with interests in Steel,

Power, Cement, Infrastructure, Paint and IT. The High Level Clearance Authority (HLCA),

Government of Odisha (GoO) has in-principle approved in its meeting dated 02.06.2017 held

under Chairmanship of Hon’ble Chief Minister for setting up a 13.2 Million Tonne Per Annum

(MTPA) Integrated Steel Plant (ISP) along with 900 MW Captive Power Plant (CPP) and Captive

Jetty(ies) in the Jagatsinghpur District of Odisha with an investment of ₹71,259 Crores. The Steel

Plant, Power Plant and the Captive Jetty(ies) are proposed to be located at the mouth of the

Jatadhari Muhan River in Jagatsinghpur District. It has been proposed that JSWSL would not only

put up an Integrated steel plant, for which coking coal, limestone and other fluxes would be

brought in by sea, and iron ore concentrate, Pallets and Steel products would be sent out by sea

to various consumption centres along the east and west coastlines of India and abroad. It is

propounding to construct a deep water direct berthing Jetty(ies) on the riverfront of Jatadhari

Muhan River fronting the steel plant in order to facilitate the movement of raw material and

finished products at the least cost. The steel plant along with the Captive Jetty(ies) would form

an integrated system and would entail savings in the cost of production and overall boost to the

industrialisation efforts of the national as well as the Government of Odisha.

The facility is being planned with a contemplated investment of ₹71,259 Crores, by JSWSL, would

result in production of 13.2 MTPA steel and a Captive Jetty(ies) facility that would have equipped

to handle about 52 MTPA. The construction of the steel plant is on the aegis of the JSWSL and

the Captive Jetty(ies) facility by the Infrastructure arm of the JSW Group, M/s JSW Infrastructures

Limited (JSWIL). To initiate the process of permissions and licences to develop and construct

the Captive Jetty(ies), the current techno-economic feasibility report (TEFR) is prepared using

the in house expertise of JSWIL. There are two clear objectives of the present TEFR. The first

objective is to present the facility requirement and the developmental philosophy of the Captive

Jetty(ies) facility in the Jatadhari Muhan Estuary, and secure approval of the Government of

Odisha (GoO). Secondly, the report would form the basis for the Terms of Reference (ToR) for

preparation of Environmental Impact assessment (EIA)/ Environmental Management Plan (EMP)

for the Captive Jetty(ies), to be prepared by a duly accredited consultant, leading to obtaining

Coastal Regulatory Zone (CRZ) & Environmental Clearance (EC) from Ministry of Environment,

Forest and Climate Change (MoEF&CC), Government of India (GoI).

The broad scope of the report is to deal with the feasibility design of the harbour facilities, along

with the likely impacts of the development on the river morphology by comparing the existing

conditions with the simulated conditions of the future. In addition, the report would set the tone





of the development, by stipulating the handling parameters, the depth in the navigation channel

and the Jetty(ies) area and other parameters of defining importance. Later a more detailed Detail

Project Report shall be prepared for actually indicating the design confines and the sizing of tools

and equipment. The proposed Jatadhari Captive Jetty is approximately at 200 11.85’- 200 12.94’

N and 860 32.66’-860 34.84’ E shown in Figures 1.1 and 1.2 below. The geographical coordinates

of the Jetty approach are about 12 km to the south of the Port of Paradip, there are two small

rivers between the Mahanadi and the Devi, called the Patakund and the Jatadhari. These two

small streams between the larger rivers to the north and the south cater to their small basins. The

Jatadhari discharges in to a lagoon, separated from the sea by a 12 km long sand spit. The

proposed Jatadhari Captive Jetty(ies) is located in this lagoon.

Figure 1-1: Location of the planned steel plant and the Captive Jetty on the East Coast of India

Figure 1.2 indicates the location of the proposed Captive facility vis-à-vis the Paradip Port

located about 12.8 km (7 nautical miles) north, near the confluence of the Jatadhari River with

the sea.

Clearly, the location is influenced by the South-west and Northeast monsoon winds, with the SW

monsoon being more predominant. Average wind velocities of 20 knots and 10 knots are quite

common during SW and NW monsoons respectively.

The pre-monsoon winds of May-June and the inter-monsoon period of October often times are

associated with Cyclonic winds.





Figure 1-2: Location of the Proposed development vis-à-vis the Paradip Port

Water depths of about 20 m can be found at a distance of about 10000 m from the shoreline

(Figure 1.3).

Figure 1-3: Location of the Proposed development vis-à-vis the Paradip Port





There are marked seasonal variations in the origin, tracks and attainment of intensities of

cyclones. The upper air circulations in the northern hemisphere are from east to west and hence

cyclones affect primarily the Bay of Bengal coast, though a few veer northward after crossing

the peninsula and affect the Arabian Sea coastline. The occurrence of cyclones is dominant in

the months of May to December, whereas in the winter months from January to March, the

frequency of occurrence is small. The Inter Tropical Convergence Zone (ITCZ) governs the area

of generation of cyclones, the cyclones being restricted to the north of the ITCZ. The ITCZ moves

northward from December to May/June, when it occupies the northern part of the Bay in May and

gradually moves southwards until December, when it reaches the southern tip of India. The path

of the cyclones is generally from east to west as mentioned earlier, the Coriolis force giving a

tendency to curve northwards. Thus, the cyclonic period along the Odisha coast is generally June

and August to November. The life span of a severe cyclonic storm in the Indian seas averages

about 4 days from the time it forms until the time it crosses the land.

There are three elements associated with a cyclone, which cause destruction:

i. Cyclones are associated with high-pressure gradients and consequent strong winds.

These, in turn, generate storm surges. A storm surge is an abnormal rise of sea level

near the coast caused by a severe tropical cyclone; as a result, seawater inundates

low-lying areas of coastal regions, drowning human beings and livestock, eroding

beaches and embankments, destroying vegetation and reducing soil fertility.

ii. Wave action is severe, causing damage to shore structures.

iii. Very strong winds may damage coastal installations, dwellings, communication

systems, trees, resulting in loss of life and property.

iv. Heavy and prolonged rains due to cyclones may cause river floods and submergence

of low-lying areas causing loss of life and property. Floods and coastal inundation

due to storm surges pollute drinking water sources causing outbreak of epidemics.

The most destructive element associated with an intense cyclone is storm surge. History indicates

that loss of life is significant when surge magnitude is 3 meters or more. The Port of Paradip had

witnessed a storm of this nature in the year 1999.

1.2 Need and Justification of the Project

High Level Clearance Authority (HLCA), Government of Odisha (GoO) has in-principle approved

in its meeting dated 02.06.2017 held under Chairmanship of Hon’ble Chief Minister for setting up

a 13.2 Million Tonne Per Annum (MTPA) along with 900 MW Captive Power Plant (CPP) & Captive

Jetty(ies) under Dist. Jagatsinghpur in Odisha with an investment of ₹71,259 Crores. The

proposed steel Plant is located near the Gadkujang, Nuagaon, Dhinkia Mouzas under the





Jagatsinghpur district was identified maximizing use of Government land and minimizing use of

private land resulting in the minimal or no resettlement and rehabilitation issues. The site is

located to the immediate south of the Indian Oil Refinery Installations along the bank of Jatadhari

Muhan River as shown in Figure 1.4.

Figure 1-4: Location of the Proposed development vis-à-vis the IOC & Paradip Port

The proposed Steel Plant Project envisages installation of an Integrated Steel Plant (ISP) of 13.2

MTPA capacity. In addition, as indicated above the project includes a 900 MW Captive Power

Plant, dual fuel based waste gasses from the ISP and Coal. However, around 300-600 MW of

the same may have the provision of using imported thermal coal.

The integrated steel plant will be equipped with sinter plant, pellet plant, coke oven complex,

blast furnace, DR plant, steel making and casting facility, rolling mills, cement plant and captive

power plant along with captive Jetty.

The Integrated steel plant is envisaged to be established with an annual capacity of 13.2 MTPA

with a provision for expansion in future. The raw material requirement for the ISP as per the

Project report, June, 2018 is as under. It is however to be remembered that the following table

only lists the probable cargo requiring movement through sea mode in addition to the other

modes;

i. Coal bearing Raw Material (CBRM): 16.50 MTPA

ii. Flux (lime stone, quartzite etc.): 3.13 MTPA





iii. Clinker: 5.3 MTPA

-----------------

24.93 MTPA

*1: at the 13.2 MTPA stage when the IBRM from slurry pipeline source in excess supply to be supplied to other

JSW group Companies.

In addition, the finished products from the ISP namely steel (in pellet form or in any other form)

and cement shall be shipped using the Captive Jetty. As per the initial estimates about 6 MTPA

of steel material, 6 MTPA cement and 15 MTPA of Pellets/Iron Ore Concentrate will use this mode.

Hence the total initial estimates traffic pending detailed discussions in the Chapter 5 are;

1. Inward Traffic: 24.93 MTPA

2. Outward Traffic 27.00 MTPA

-------------------

51.93 MTPA

The traffic volumes described above requires meticulous logistical planning and easy

connectivity. Parallel efforts are on to connect the ISP with road and rail network. However, the

rail network is already heavily booked and the road is in no better state. Though, a small portion

of the total raw material from the states of Jharkhand and Chhattisgarh or may be Madhya

Pradesh, all land locked states as they are, could be rail bound, majority of the requirements

would have to be met through the least congested water transport.

This justifies the tagging of the captive Jetty(ies) on the waterfront of Jatadhari Muhan River to

handle the raw material and the finished product from the plant.

1.3 Objective of the Report

The objective of the present Techno-Economic Feasibility Report is to serve two clear purposes.

A. The first purpose is to appraise the Jetty(ies) proposal from the Government of Odisha

and to initiate the process of Concession Agreement and carryout the following;

1. To draw the broad outline of the Captive Jetty(ies) indicating the operational

parameters, developmental philosophy and impact on the coastal morphology.

2. Develop the layout of the Captive Jetty(ies) for operating efficiently by integrating all

the modal connectives.

3. Devise an integrated raw material handling system (RMHS) in the coastal zone area,

for serving the need of the transit storage of the Jetty(ies) as well as supplying to the

daily bins of the production centers.





4. Design the Jetty(ies) components, namely the breakwater for tranquility if any,

approach channel, inner and outer turning circle, the berth length and storage areas

for the traffic to be handled at the Captive Jetty(ies).

5. Material handling systems and the extent of mechanisation required for the indicated

traffic.

6. Block cost estimates and financial evaluation

B. The second objective is to use the report for applying to the MoEF&CC for obtaining ToR

for the EIA & EMP report required for obtaining the clearance from Odisha State Pollution

Control Board (OSPCB), recommendation from Odisha Coastal Zone Management

Authority (OCZMA) leading to final clearance form Infrastructure and CRZ committee of

the MoEF&CC of Government of India.

1.4 Scope of the Report

The broad scope of the present report is to design an equitable system for handling of the raw

material, unitised cargo and other products through a Jetty(ies) facility, of variable depth to

handle a range of vessels on the waterfront of River Jatadhari near its confluence with the sea.

The broad scope of work includes the following;

Collection and Collation of data from secondary sources

Define Wave Climate and site conditions vis-à-vis the Jetty(ies) proposed for design

conditions for structures and normal operating conditions for the harbour.

Detailed Jetty planning, both for the water side and for the land side, in accordance with

the best international practices, duly taking in to account rail and road connectivity.

Basic Engineering: design and drawings have to be produced in order to assess the cost

of the Project to Feasibility level.

Material handling systems

Other Infrastructure and Logistics

Identify and compute the expected traffic for the Jetty(ies)

Analyze the vessel population in the world and determine the design vessel size for the

project

The facilities required in the Jetty(ies) for handling the projected traffic in the most

efficient way

The infrastructure requirements for the Captive Jetty(ies)

Material handling systems and cargo logistics

Construction schedule.

The cost estimates based on the computed time schedule for construction.

Conclusion & Recommendation.





The report would deal with the sizing of the Jetty(ies) elements and determine the feasibility of

establishment including the basic engineering for the same

1.5 Developer Credential

The JSW Group is amongst the leading conglomerates in India, with presence across the vital

sectors of the Indian economy. We are a $11 billion conglomerate, with presence across India,

USA, South America & Africa, the JSW group is a part of the O.P. Jindal Group with strong

footprints across viz. Steel, Energy, Infrastructure, Cement, Ventures and Sports.

JSW has diverse workforce of over 40,000 individuals, is known to be the “strategic first mover”

to venture away from status quo, have the conviction to make fundamental changes and drive

operational excellence. Built on a strong foundation of core values i.e. Transparency, Excellence,

Dynamism and Passion for Learning, in a short span, JSW group has grown multifold.

Technological innovations, a strong focus on sustainability and a philosophy to give back to the

communities at large set each JSW Company apart.

JSW Steel is India’s leading private sector steel producer and amongst the world’s most illustrious

steel companies with an installed capacity of 18 MTPA. JSW Steel boasts of one of the largest

blast furnace with a capacity of 3.3 MTPA, taking JSW’s overall capacity to 12 MTPA at

Vijayanagar, Karnataka, and its flagship steel plant. With its plants located across six strategic

locations in South and West India, JSW Steel will continue to raise the bar with its high quality &

diverse product range.

JSW Energy is one of the earliest private entrants into the power sector positioned strongly as a

full-spectrum integrated power company with a presence across the power sector value chain.

With 4531 MW operational capacity, it remains one of the most efficient Power Company in the

country with one of the country's largest open cast mining operation by volume and one of the

largest private sector Hydro Operator in India.

JSW Cement is currently upgrading production capacity from 6 MTPA to 20 MTPA by the year

2020. Its plants at Vijayanagar in Karnataka, Nandyal in Andhra Pradesh and Dolvi in Maharashtra

utilise slag from the JSW Steel plants to produce Green cement, which is engineered for strength

and durability. By converting industrial by-product into a useful product, it has reduced the

carbon footprint of the Group. It is currently executing expansion projects in Vijayanagar plant

(South) and Salboni (West Bengal) and gearing up to set up a plant in Jajpur (Orissa).

JSW Foundation is the social development division of the JSW Group. It works with corporate

social responsibility (CSR) teams of Group companies in addressing the critical issues relevant

to the communities, involving suitable partners (selected through a rigorous screening process)

to enable the planning and effective execution. The objective is to serve the most vulnerable

groups within communities with rightful interventions. JSW Foundation today works in 16

locations across India, in the Direct Influence Zone of JSW's plant locations and beyond.





JSW Infrastructure (JSWIL), is the infrastructure arm of the JSW Group, in its first 14 years of its

inception, has grown to become one of India’s leading Infrastructure development companies.

Its ports and terminals in Maharashtra and Goa currently have an operational capacity of 60

MTPA. Within the next three years, this is going to increase more than three-fold to reach 200

MTPA through Greenfield and brownfield expansions. This capacity is underpinned by the

assurance that comes from JSW Infrastructure’s excellent record of accomplishment of

successful operations benchmarked to international standards. Apart from port, JSWIL is also

developing rail, road, pipeline and inland water connectivity projects. Recently it has

accomplished development of a 42 km road and taken up a 35 km rail connectivity project

consisting of 18 km of tunnels. A slurry pipeline project of 250 km on the east coast of India is

being taken up to transport Iron Ore in slurry form, which can bring down the land transport cost

by 50%. In the near future JSWIL is likely to redefine a new era in the inland waterway transport

by carrying out dredging in the River and shifting from a 2000 T open barge to 8000 T Mini-bulk

carriers, which can also carry steel coils and containers.

JSWIL, is 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. Having built and operate Green field ports and brown field installations, JSWIL

has experience in the all spheres of development namely, Design- Build-Finance-Operate-

Transfer (DBFOT) of Port and allied Infrastructures.

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 400,000 DWT is nearing

completion.

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 mini-bulk carriers of 8000 DWT. The ultimate

capacity of the Jetty would be of the order of 45 million tons per annum.

South West Ports Limited, a company owing its allegiance to JSWIL, operates berth 5A and 6A

inside the MPT. Having handled more than 60 million tons of cargo since its inception in 2004, it

has serviced 17000 rakes. The berths at SWPL facility are equipped to handle bulk and unitized

cargo using mobile equipment and back up storage and dispatch system. The in-motion wagon

loading system operational along with the wagon loaders, can handle up to 12 rakes a day.

JSWIL recently took over the operation and maintenance of the dry bulk terminal (Berth 5 and 6)

of Port of Fujairah. The aim is to improve the operation efficiency and increase the productivity

of the port from the present 15 million tons per annum (MTPA) to 24 MTPA.





JSW Paradip Terminal Private Limited, another SPV under the JSWIL, is developing an Iron Ore

export terminal inside the Paradip Port. The Terminal is expected to go in to operation in March,

2018. This facility, developed on a BOOT basis, would consist of a 370 m berth and when

developed would be capable of handling up to Cape Size vessels.

Yet another SPV, East Quay Coal Terminal Limited, is developing a 680 m long Coal export terminal

inside the Paradip Port, with an annual capacity of 30 MTPA.

With the above background and expertise, JSWIL is very well equipped to develop port,

associated infrastructures, and are entrusted by the group to carry out the facility development

for the port.

1.6 Outline of the report

The current feasibility study report would describe the various facets of Captive Jetty(ies)

development, in the following chapters;

Chapter 1 Introduction

Chapter 2 Site Conditions

Chapter 3 Site Investigations

Chapter 4 Wind and Wave Conditions

Chapter 5 Traffic Projections

Chapter 6 Planning of the Jetty(ies)

Chapter 7 Material handling Systems & Equipment

Chapter 8 Infrastructure facilities

Chapter 9 Cost Estimates and Financial Evaluation

Chapter 10 Benefits from the Project

Chapter 11 Conclusion and Recommendations





2 Site Condition

2.1 Geographical Location

The state of Odisha one of the richest states in the country with regard to the minerals and natural

resources. Bestowed with immense minerals and water resources, the state has been not lived

up to its complete potential. The proposed Captive Jetty(ies) facility to be set up as a part of the

integrated steel plant project approved in principle by Government of Odisha, for handling its

own cargo. Located about 12 km south of the Paradip Port, on the riverfront of the Jathadhari

River, very close to its confluence with the Bay of Bengal. The location on the map of Odisha

and the blow up indicating the proposed Captive Jetty(ies) location vis-à-vis the Paradip port

can be seen from the Figure 2.1. The approximate location of the Captive Jetty(ies) is

approximately at 200 11.85’- 200 12.94’ N and 860 32.66’-860 34.84’ E.

Figure 2-1: Geographical Location of the Proposed development & the Paradip Port

2.2 Jatadhari Coastline

The coastline on the eastern coast of India in the Bay of Bengal has mildly sloping sandy areas

as shown below in Figure 2.2. The shoreline near Paradip is pierced by many rivers and river lets

as the area falls under the so-called Mahanadi Delta. The proposed location is about 12-13 km

from the Paradip Port.





Figure 2-2: Coastline near the proposed site

The depths are better on the south than the north, with the 10 m contour at a distance of about

4 km from the coastline and 20 m contour about 10 -12 kilometres. The location of the Jetty(ies)

and the approach channel is outside the notified boundaries of the Paradip Port.

River Mahanadi is the largest river of Orissa with its origin in the hills of Madhya Pradesh. It has

a maximum discharge of 6352 m3/s and a minimum discharge of 759 m3/s. The average annual

discharge of about 1900 m3/s is reported. In comparison, the Jatadhari river discharges are low

and minuscule.

The inner estuary of Jatadhar River is sandy and marked by high banks, except at places where

there are plain beaches. The estuary is bereft of any waves and only affected by tidal flows.

2.3 Tides and Tidal Currents

2.3.1 Tidal Levels

The information on tidal levels for Paradip Port as per Naval Hydrographic Chart 3010, with

reference to the datum of soundings, is as given below in Table 2.1. The tide is semidiurnal with

a spring neap variation. An example of the tidal variation for the month of September 2016 for

Paradip Port is shown in Figure 2.3.





Table 2-1: Tidal variation during the month of September 2008 relative to Chart Datum (Source: Cmap)

Sl. No. Description Tidal Height

1 Mean High Water Springs 2.58 m

2 Mean High Water Neaps 2.02 m

3 Mean Sea Level 1.66 m

4 Mean Low Water Neaps 1.32 m

5 Mean Low Water Springs 0.71 m

Figure 2-3: Tidal variation near the Paradip Port

2.3.2 Tidal Currents

Currents are mostly tidal in nature though near shore currents do get modified by the high

discharges from the River Mahanadi. Density currents are also noticed due to fresh water

discharges in the lower estuary. Maximum currents of 2 knots have been observed.

2.4 Climate

2.4.1 General

The climate of this region is governed by its location in the tropics and by the monsoon. Annually

recurring monsoons divide the year in to three seasons as follows:





i. The pre monsoon period (spring) from March to May, a time of the year having hot

climate, with the month of May being the hottest

ii. The south-west monsoon prevailing from June to September with mainly south-westerly

winds and

iii. The post monsoon period (autumn) from October to February with north-westerly winds.

Information on general climatic condition is available is the Bay of Bengal Pilot for the Cuttack

City which is about 60 km from the location and is considered to be applicable.

2.4.2 Rainfall

The annual average rainfall in the area is approximately 1480 mm. Rain fall in the month of January

and February is about 48.62 mm, March to September: 1209.04 mm & October to December:

169.32 mm.

91% of which occurs in the months of June, July, August and September.

2.4.3 Temperature

January is the coldest month with lowest temperature of 110 C. Similarly, the month of May is the

hottest month with temperatures up to 370 C.

2.4.4 Relative Humidity

The average humidity ranges from nearly 84% in August to about 71% in December.

2.4.5 Visibility

The general visibility in the area is good. Visibility in the monsoon normally deteriorates during

rains and occasional squalls.

2.5 Wind and Wave conditions

Indian Meteorological Department (IMD), reports visually observed data reported by ships (VOS

data), is available for the area. The data consist of magnitude and direction of wind and wave

for a grid of 20 Latitude x 20 Longitude cantering the site. In the following paragraphs an analysis

of these data is given.

2.5.1 Wind conditions

Figure 2.4 shows that the offshore wind climate is dominated by South-westerly monsoon winds,

essentially meaning that the monsoon wind dictates the predominant wind directions.





Similar wind pattern can be seen for the NW monsoon when the wind directions are in the N-

NNE quadrant. The average wind speeds during SW monsoon are about 12 - 16 m/s and during

the NW monsoon, it is around 8 to 10 m/s.

Figure 2-4: Wind rose diagram (source: IMD, Data 1973 – 2015)

2.5.2 Offshore wave conditions

The offshore wave data from the IMD were analysed and given as Figure 2.5 and 2.6.

Figure 2.5 shows the significant wave heights (Hm0) for the waves. It could be seen that, the

maximum Hm0 for the wave condition is about 4.5 m. This is probably due to the mixing of

cyclonic data, which might have been reported by the ships. In the monsoon wave heights up to

3.0 m is quite common. In the non-monsoon time however, much lower wave heights are

experienced.





Figure 2-5: Resultant Wave Height rose diagram (source: IMD, Data 1973 – 2015)

Similarly, as far as the wave periods are concerned, the maximum waves conform to the 10 to

12 seconds band. Longer period waves up to 16 seconds are also found. The annual distribution

of wave period in the form of a rose diagram is shown as Figure 2.6.

Figure 2-6: Resultant Wave Period rose diagram (source: IMD, Data 1973 – 2015)





2.6 Storms and Cyclones

2.6.1 General

There are marked seasonal variations in the origin, tracks and attainment of intensities of

cyclones. The upper air circulations in the northern hemisphere are from east to west and hence

cyclones affect primarily the Bay of Bengal coast, though a few veer northward after crossing

the peninsula and affect the Arabian Sea coastline. The area of generation of cyclones is

governed by the Inter Tropical Convergence Zone (ITCZ), the cyclones being restricted to the

north of the ITCZ. The ITCZ moves northward from December to May/June, when it occupies the

northern part of the Bay in May and gradually moves southwards until December, when it reaches

the southern tip of India. The path of the cyclones is generally from east to west as mentioned

earlier, the Coriolis force giving a tendency to curve northwards. Thus the cyclonic period along

the Bengal coast is generally June and August to November. The life span of a severe cyclonic

storm in the Indian seas averages about 4 days from the time it forms until the time it crosses

the land.

There are three elements associated with a cyclone, which cause destruction:

Cyclones are associated with high-pressure gradients and consequent strong winds.

These, in turn, generate storm surges. A storm surge is an abnormal rise of sea level near

the coast caused by a severe tropical cyclone; as a result, seawater inundates low lying

areas of coastal regions, drowning human beings and live-stock, eroding beaches and

embankments, destroying vegetation and reducing soil fertility.

Wave action is severe, causing damage to shore structures.

Very strong winds may damage coastal installations, dwellings, communication systems,

trees, resulting in loss of life and property.

The severity of the cyclone-generated waves depends heavily on the track of the cyclone, as

well as the development of the low central pressure and the wind speed in the cyclone.

The wave heights in the Fetch (that is within the body of the storm) as well as near shore were

determined by the hind casting of the cyclonic data. The waves generated in the storm fetch

receive a continuous input of energy from the high cyclonic winds, the magnitude of which is

determined by the radial pressure gradients, duly modified by the Coriolis Effect. These waves

have a large spectral width, encompassing a range of wave periods. When the storm is located

offshore of the point of interest, the travel time to the shore is least for the higher wave periods

and most for the shorter wave periods.

IMD has reported more than 49 severe cyclones in the region starting from 1932. The same have

been analysed and reported in the next section.





3 Site Investigations

3.1 General

A field investigation campaign data with respect to a different project was carried out by JSWIL

to assess the conditions of the area for one month between 13th November and 26th December.

Measurements were carried out for tide, current speed and current direction, and wave, at the

locations shown in Figure 3.1. The locations of the samples for total suspended solids, bed

samples and salinity were selected to represent the entire domain of interest.

Figure 3-1: Location of the field measurements

3.2 Data Analysis

This section presents the analysis of the tide, current, discharge data and wave data collected

at the site.

3.2.1 Tidal Level

The tidal range was recorded at the jetty little inside the river during the data campaign and was

connected to the datum marked on the Jetty. The water level elevations at the jetty are presented

in Figure 3.2. The collected data presents both neap and spring conditions over 1 month. During

neap water levels were found to vary from 1.1 to 2.2 m and tidal range of alternate tides is limited

to about 1 m. Tidal range during spring was observed to be as high as 2.2 m.





Figure 3-2: Water levels at the site near Paradip

3.2.2 Current

Figure 3.3 presents the measured current speed and direction at an offshore location. The

maximum current speed at the location was 0.8 m/s and minimum was 0.05 m/s. The current

direction is generally varying between 220 to 265 degrees.

Figure 3-3: Current speed and direction at offshore location during 12th to 19th December, (top) and 21th to 28th

December, (bottom)





3.2.3 Wave measurements

Wave parameters are presented in Figure 3.6 to 3.9, which were measured at an offshore

location. Prominent wave direction was observed to be SSE to SSW for most of the time except

a small window where direction varied between NE to E. Significant wave height during NE and

E direction waves was found to be higher in the order of 0.3 to 0.6 m with time period of 3s.

Figure 3-4: Variation of predominant wave direction near site at offshore

Figure 3-5: Variation of predominant wave direction near site at offshore

Figure 3-6: Variation of maximum wave height near site at offshore





Figure 3-7: Variation of zero crossing wave period near site at offshore

3.2.4 Water Sample

The salinity and temperature recorded at the offshore location were about 25 PSU and 26 0C,

respectively. Water samples were also collected at location marked in Figure 3.1 and are

presented in Table 3.1.





Figure 3-8: Salinity and temperature at an offshore location

Table 3-1: Total suspended solids (TSS) and chloride (Cl) concentration in the streams joining Mahanadi

Sl. No Transect Date of sampling Cl In mg/l TSS In mg/l

1 Estuary 27/11/15 2760 441

2 Estuary 21/11/15 3940 462

3 At offshore location 27/11/15 11350 818

3.2.5 Grain size distribution

Few samples of the material from the site were collected, which suggested the predominance of

sand (Table 3.2).

Table 3-2: Grain size distribution for material collected from the isolated waterfront near the proposed site

Sl. No.

Gravel, %

(> 2mm)

Coarse sand, %

(2-0.5mm)

Medium sand, %

(0.5-0.25mm)

Fine sand, %

(0.25-0.125 mm)

Silt, %

(62.5-3.9µ)

CLAY %

(<3.9 µ)

1. 0 38.42 23.65 23.48 2.32 12.13

2. 0 42.56 18.27 24.74 13.38 1.05

3. 0 32.74 24.56 36.28 3.54 2.88

4. 0 41.82 21.76 32.54 1.96 1.92

5. 0 40.94 22.54 33.92 1.56 1.04





4 Wind and wave Conditions

4.1 General

The normal wave conditions at the proposed Captive Jetty(Ies) are governed by waves generated

by the local wind and by swell waves approaching from offshore.

The wave conditions near a harbour can be divided into two parts namely, normal operating

waves and extreme waves. The normal operating waves are those waves which are experienced

near a site in the normal weather including the monsoon. The data on normal wave conditions

are available from many sources. However, in general two data sources have been found to be

reliable and generally used. The first source from the India Meteorological Department (IMD),

which, supplies visually observed and reported data from the ships and the other one is extracted

from the global wind and wave model of the UK Meteorological office. The analysis of both the

data sets is presented below.

The IMD archival data covering the period between 1973 and 2007, also known as VOS data, are

derived from the Daily Weather Reports, in which the data observed by ships sailing in the Bay

of Bengal and Arabian Sea are reported. The VOS data reported by ships form a very useful data

set, particularly for design of the harbour layout, wherein a design down time is to be estimated.

These data were collated for a 20 x 20 square grid. The UKMO is a 6 hurly data set at a particular

location between 1999 and 2008.

Extreme waves are experienced during cyclonic conditions. The normal waves are used for

designing the alignment of the breakwater so that reasonably tranquil conditions are experienced

inside the harbour to enable ships to carry out cargo loading and unloading operations.

The extreme weather waves on the other hand are used for structural design of the breakwater.

Accordingly, the design of a Captive Jetty(ies) would largely depend on the existing wave

conditions in an area. In the following paragraphs of this section, the normal as well as the

extreme waves shall be discussed and design parameters for the breakwater shall be evolved.

4.2 Normal Wave conditions - Offshore

4.2.1 Analysis of Ship Observed Data (IMD)

The IMD archival data covering the period between 1973 and 2007, also known as VOS data, are

derived from the Daily Weather Reports, in which the data observed by ships sailing in the Bay

of Bengal and Arabian Sea are reported. The VOS data reported by ships form a very useful data

set, particularly for design of the harbour layout, wherein a design down time is to be estimated.

These data were collated for a 20 x 20 square grid. Wave roses presented as Figure 2.4 and 2.5

are based on IMD data.





Same data is presented as exceedance probability curve in Figure 4.1. The near shore Hm0 for

combined sea and swell can be estimated for various return periods indicated by coloured

(Yellow, Blue and Red) horizontal lines in Figure 4.1.

Figure 4-1: Exceedence probability curves for the near shore significant wave height (Hm0) at –20m CD

offshore of the proposed facility (Top: All, NE, ENE & Bottom: SE,SW, SSW

The estimated wave conditions for sea waves for return periods corresponding to 6hr/week, 6hr/

month and 6hr/1 year are given in Table 4.1. The estimates are based on the exceedance curves

of Figure 4.1.





Table 4-1: Estimated significant wave heights for sea, Hm0,sea (m) at –20m CD return periods corresponding to 6hr/week, 6hr/ year and 6hr/10 year.

Return

period

Exceedance

probability (-)

All

directio

ns

NE

ENE

SE

SW

SSW

6hr / week 0.035714 ~2.6 ~1.04 - ~0.6 ~1.9 ~2.0

6hr / month 0.008333 ~3.3 ~1.8 ~0.8 ~1.6. ~2.7 ~2.6

6hr / Year 0.000685

~4.6 ~3.8 ~4.2 ~3.3 ~3.6 ~4.2

4.2.2 Analysis of UKMO Data

The VOS data reported by ships are reported at 8:00 hrs in the morning by IMD and is given as

a single value per day. Hence the variations during the day are never reported.

Accordingly, the data can be treated as approximate. On the other hand, the UKMO data is

extracted and is available with a frequency of 6 hours. In addition, whereas the IMD data is

reported over a very large area, the UKMO data is available right near the location of interest and

hence serves as a very useful alternative source with better accuracy.

The offshore wave data from the UKMO are composed of the following wave components:

Sea waves

Swell waves

Resulting wave condition (i.e. combined sea and swell)

Figure 4.2 gives the time series plot for the three wave components described above. It could

be seen from Figure 4.2 that, the majority of the heights for the three types of waves are as

follows

Resultant wave 0.50 – 3.0 m

Sea wave 0.25 – 2.0 m

Swell wave 0.50 – 2.0 m

Figure 4.3 to 4.8 show wave roses derived from the offshore UKMO wave data, i.e., significant

wave height and period observed for sea (Hm0,sea), swell (Hm0,swl) and the resulting/combined

waves (Hm0,res). It could be seen that, the sea waves generally conforms to the local weather

patterns of the area. The region has a prominent SW monsoon period starting 15th of May till the

mid of September. The maximum reported sea wave height is about 4.0 m. The resultant and the

swell wave heights follows similar directional pattern as the predominant directions are from the

SE and SSE. The maximum swell height is about 2.75 m and resultant wave height is 4.75 m.





Figure 4-2: Time series of the three Hm0–parameters. Top: Significant wave height for resultant wave

condition (Hm0, sea). Middle: Significant wave height for sea only (Hm0, swell) Bottom: Significant

wave height for swell wave (Hm0, res); (source: UKMO, Data set: 1999 – 2008)





Figure 4-3: Wave rose for resultant wave height (source: UKMO, 1999 – 2008)

Figure 4-4: Resultant wave period (source: UKMO, Data set: 1999 – 2008)





Figure 4-5: Wave rose for sea wave height (source: UKMO, 1999 – 2008)

Figure 4-6: Sea wave period (bottom) (source: UKMO, Data set: 1999 – 2008)





Figure 4-7: Wave rose for swell wave height (source: UKMO, 1999 – 2008)

Figure 4-8: Swell wave period (source: UKMO, Data set: 1999 – 2008)





The scatter plot for the wave data shown in Figure 4.9 indicate that the short period sea waves

covers a wider band, however the swell waves are restricted to S and SSE direction. The resulting

waves also conform to sea wave band.

Figure 4-9: Scatter plots of the offshore UKMO wave data. The significant wave height (Hm0) and the mean zero-

crossing period (T02) versus the wave direction (in radians). Top: Resultant only. Middle: Sea only,

Bottom: Swell waves; (source: UKMO, Data set: 1999 – 2008)

An exceedance probability analysis for the sea, swell and resulting waves was carried out and is

presented in Figure 4.10 to 4.12 respectively. These curves provide wave conditions for the

waves for return periods corresponding to 6 hr/week, 6 hr/month and 6hr/year for all directions

as well as a break-up in various dominant directions. Table 4.2, 4.3 and 4.4 provide the estimated

values of the wave heights for some of the prominent directions.





Figure 4-10: Exceedence probability curves for the significant sea wave height (Hm0) (source: UKMO, 1999 –

2008)

Table 4-2: Estimated significant wave heights for sea, Hm0, sea (m) according to the specified return periods for some significant directions for UKMO data

Return

Period

All

directions SSW E SE SSE S SW

6hr / week 2.2 2.2 0.9 0.9 0.7 0.5 0.4

6hr / Month 3.0 2.6 2.0 1.2 1.1 0.9 0.8

6hr / 1 year 5.0 3.4 4.5 2.3 4.5 1.4 1.3

Table 4-3: Estimated significant wave heights for swell, Hm0, swell (m) according to the specified return periods

for significant directions for UKMO data

Return

Period

All

directions E SE SSE

6hr / week 1.9 0.8 0.8 1.9

6hr / Month 2.3 1.1 1.0 2.2

6hr/ Year

6hr / 1 year

3.1 1.6 1.2 2.8





Figure 4-11: Exceedance probability curves for the significant swell wave height (Hm0) (source: UKMO, Data

set: 1999 – 2008)

Figure 4-12: Exceedance probability curves for the Resultant wave height (Hm0) (Source: UKMO, Data Set:

1999 – 2008)

Table 4-4: Estimated Resultant wave height, Hm0 (m) according to the specified return periods for some

significant directions for UKMO data

Return

Period

All

directions E SE SSE

6hr / week 2.6 1.1 1.0 2.2

6hr / Month 3.3 1.4 1.2 2.8

6hr/ Year

6hr / 1 year

5.1 2.2 1.5 4.4

4.2.3 Exceedance Probability Tables

The exceedance probability tables from different directions are given as Table 4.5, 4.6 and 4.7.





Table 4-5: Exceedance probability of the sea waves near Paradip

Table 4-6: Exceedance probability of the swell waves near Paradip

Table 4-7: Exceedance probability of the Resultant wave near Paradip WAVE HEIGHT N NNE NE ENE E ESE SE SSE S SSW SW WSW W WNW NW NNW TOTAL

0 - 0.5 0.00 0.00 0.00 0.00 0.01 0.00 0.02 0.74 0.09 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.87

0.5 - 1 0.02 0.27 0.19 0.01 0.01 0.01 0.06 18.80 2.21 0.27 0.01 0.00 0.01 0.00 0.00 0.01 21.88

1 - 1.5 0.00 0.20 0.14 0.08 0.04 0.10 0.24 29.09 2.47 2.25 0.28 0.06 0.02 0.01 0.01 0.01 35.02

1.5 - 2 0.00 0.04 0.05 0.04 0.07 0.14 0.22 18.22 1.28 4.26 0.73 0.11 0.02 0.01 0.01 0.00 25.20

2 - 2.5 0.00 0.00 0.01 0.02 0.04 0.10 0.26 6.12 0.79 3.45 0.59 0.07 0.01 0.00 0.00 0.00 11.47

2.5 - 3 0.00 0.01 0.01 0.03 0.01 0.06 0.08 1.72 0.49 1.27 0.27 0.01 0.00 0.00 0.00 0.01 3.96

3 - 3.5 0.00 0.01 0.00 0.00 0.02 0.01 0.04 0.23 0.25 0.34 0.04 0.00 0.00 0.00 0.00 0.00 0.94

3.5 - 4 0.00 0.00 0.00 0.01 0.01 0.02 0.04 0.02 0.13 0.07 0.00 0.00 0.00 0.00 0.00 0.00 0.30

4 - 4.5 0.00 0.00 0.00 0.00 0.01 0.01 0.03 0.03 0.12 0.02 0.00 0.00 0.00 0.00 0.00 0.00 0.22

4.5 - 5 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.02 0.06 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.08

TOTAL 0.02 0.53 0.40 0.20 0.24 0.46 0.99 74.99 7.89 11.93 1.91 0.26 0.06 0.02 0.01 0.03 99.94

WAVE HEIGHT N NNE NE ENE E ESE SE SSE S SSW SW WSW W WNW NW NNW TOTAL

0 - 0.5 2.44 4.92 4.99 2.78 2.26 1.49 1.55 1.69 2.44 3.58 4.06 2.44 1.42 0.88 0.64 0.79 38.37

0.5 - 1 0.49 3.68 2.56 0.59 0.62 0.61 0.59 0.85 2.55 7.54 5.11 1.16 0.40 0.15 0.09 0.05 27.04

1 - 1.5 0.02 0.59 0.43 0.21 0.16 0.20 0.16 0.28 1.17 8.88 3.38 0.69 0.24 0.03 0.05 0.03 16.53

1.5 - 2 0.00 0.04 0.09 0.05 0.12 0.12 0.07 0.08 0.58 7.03 1.99 0.29 0.02 0.01 0.01 0.00 10.49

2 - 2.5 0.00 0.00 0.02 0.01 0.05 0.06 0.06 0.11 0.34 3.53 0.77 0.11 0.01 0.00 0.00 0.01 5.06

2.5 - 3 0.00 0.02 0.00 0.02 0.02 0.07 0.07 0.06 0.22 1.01 0.20 0.00 0.00 0.00 0.00 0.00 1.69

3 - 3.5 0.00 0.01 0.01 0.01 0.02 0.04 0.00 0.02 0.16 0.17 0.02 0.00 0.00 0.00 0.00 0.00 0.45

3.5 - 4 0.00 0.00 0.00 0.00 0.00 0.02 0.04 0.01 0.13 0.02 0.00 0.00 0.00 0.00 0.00 0.00 0.22

4 - 4.5 0.00 0.00 0.00 0.00 0.00 0.00 0.02 0.02 0.04 0.02 0.00 0.00 0.00 0.00 0.00 0.00 0.09

4.5 - 5 0.00 0.00 0.00 0.00 0.01 0.00 0.00 0.02 0.06 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.09

TOTAL 2.96 9.24 8.09 3.68 3.25 2.62 2.57 3.14 7.68 31.78 15.53 4.68 2.09 1.07 0.78 0.88 100.02

WAVE HEIGHT N NNE NE ENE E ESE SE SSE S SSW SW WSW W WNW NW NNW TOTAL

0 - 0.5 0.00 0.00 0.02 0.00 0.02 0.00 0.07 4.80 0.64 0.06 0.01 0.00 0.01 0.00 0.00 0.00 5.64

0.5 - 1 0.01 0.04 0.07 0.01 0.03 0.04 0.31 36.30 4.42 1.79 0.09 0.00 0.00 0.00 0.01 0.00 43.11

1 - 1.5 0.00 0.00 0.00 0.00 0.01 0.11 0.30 31.96 2.64 2.41 0.03 0.01 0.00 0.00 0.00 0.00 37.47

1.5 - 2 0.00 0.00 0.00 0.01 0.00 0.04 0.25 9.61 0.90 0.72 0.01 0.00 0.00 0.00 0.00 0.00 11.54

2 - 2.5 0.00 0.00 0.01 0.00 0.01 0.01 0.09 1.54 0.25 0.09 0.01 0.00 0.00 0.00 0.00 0.00 2.00

2.5 - 3 0.00 0.00 0.00 0.00 0.01 0.01 0.01 0.16 0.02 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.22

3 - 3.5 0.00 0.00 0.00 0.00 0.00 0.01 0.01 0.01 0.01 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.04

3.5 - 4 0.00 0.00 0.00 0.00 0.00 0.01 0.00 0.00 0.00 0.01 0.00 0.00 0.00 0.00 0.00 0.00 0.01

TOTAL 0.01 0.04 0.10 0.02 0.08 0.24 1.03 84.39 8.88 5.08 0.15 0.01 0.01 0.00 0.01 0.00 100.04


46

Development of Multi-cargo Captive Jetty(ies)

at Jatadhari Muhan, Jagatsinghpur


4.3 Normal Conditions – Near shore

The existing wind and wave conditions of IMD and UKMO data sets analysed and reported in the

previous section were at offshore locations. However, it is recognised that as waves travel form

deep waters to the shallow zones, the waves get modified due to various factors, such as shoaling,

refraction, and diffraction etc. In order to derive the wave climate near the proposed Jetty(ies)

location that governs the working environment, the deep water waves were transformed to the near

shore using state of the art spectral wave model MIKE 21 SW. This will help the Jetty(ies) planners

to design the orientation of the protection works like breakwaters.

MIKE 21 SW is a new 3rd generation spectral wind-wave model that simulates the growth, decay

and transformation of wind-generated waves and swells in offshore and coastal areas. The model

includes wave growth by action of wind, non-linear wave-wave interaction, dissipation by white-

capping, dissipation by wave breaking, dissipation due to bottom friction, refraction due to depth

variations, and wave-current interaction. Transformation of the offshore wave conditions to near

shore are carried out using this model.

The bathymetry used in the SW module is presented in Figure 4.13.

Figure 4-13: Bathymetry used for SW module

The UKMO data was applied as boundary conditions so that the real time wave transformation is

possible. The tidal effect in the model domain is taken care of by applying boundary conditions,

which is extracted from DHI’s global water surface model. Since, this water surface boundary would

generate actual tidal flow conditions, the calculated wave heights are very close to the actual site

observations.

Model was executed for a complete year in order to arrive at annual wave climate of the proposed

location. The results are extracted at 5 and 10 m contours and are presented in the Figures 4.14

to 4.17.


47




Predominant wave direction near the coast is SSE. At 5 m contour 75 % of the time wave height is

less than 1.5 m. Wave period is also less than 10 s for 73 % of the time in a year. At 10 m contour

SSE, S and SE are observed for 60, 20 and 10 % of the time. Wave heights of 3 m are also

encountered at 10 m depth but for a very short duration in SW monsoon. Wave period is less than

10 s all the time in a year.

Figure 4-14: Resultant Wave Height at 5 m depth near proposed Jetty

Figure 4-15: Resultant Wave Period at 5 m depth near proposed Jetty(ies)

Figure 4-16: Resultant Wave Height at 10 m depth near proposed Jetty(ies)


48




Figure 4-17: Resultant Wave Period at 10 m depth near proposed Jetty(ies)

4.4 Extreme Conditions

4.4.1 Hindcasting of cyclonic storm waves

Extreme wave conditions at the proposed Jetty(ies) are caused by cyclones traveling westwards

across the Bay of Bengal and crossing the east coast of India, in the vicinity of the Captive

Jetty(ies). The severity of the cyclone-generated waves depends heavily on the track of the cyclone

with respect to the proposed Captive Jetty(ies), as well as the development of the low central

pressure and the wind speed in the cyclone. Hindcasting analysis for storm waves was carried out

only for the severe storms, which were selected as relevant to the Captive Jetty(ies) site, from the

data of storm tracks published by IMD from 1929 onwards. Since the period covered is more than

75 years, the data range was considered adequate for statistical analysis.


49




The methodology adopted in the analysis is illustrated using the 1999 storm as an example, since

it gave the maximum values for the chosen location. The bathymetry of the Bay of Bengal, as

shown in Figure 4.18, was utilised in the MIKE 21 SW model, in which the pressure field and

available wind velocity values were fed. The storm track of the 1999 cyclone is shown in Figure

4.19. It may be seen that the cyclone which was first noticed south of the Irrawaddy River mouth

on October 26, 1999, gradually intensified and moved towards the Orissa coast in 60 hours and

remained stationary thereafter virtually, over the project site, over the next three days. This resulted

in a very high storm wave and also in a rise of the water level above the astronomical tide, called

storm surge, as obtained from MIKE SW.

Figure 4-18: Model bathymetry for the Bay of Bengal for Mike 21 SW Input

Figure 4-19: Storm tracks of 1999 applied for the simulation of the SW Model

The meteorological data fed in to the SW model is reproduced in Table 4.8 below.


50




Table 4-8: Meteorological Data for the 1999 Cyclone

Date YY mm dd

Time hr

Long Lat Radius (km)

Max wind speed (m/s)

Central pressure

Neutral pressure

1999102612 0 93.9 15 30 23.13 991 1004

1999102618 6 93.1 15.6 30 25.69 987 1004

1999102700 12 92.3 16 30 33.40 976 1004

1999102706 18 91.5 16.4 30 38.54 958 1004

1999102712 24 90.9 16.7 30 46.25 944 1004

1999102718 30 90.2 17 30 48.82 954 1004

1999102800 36 89.1 17.6 30 51.39 949 1004

1999102806 42 88.3 18.1 30 59.10 927 1004

1999102812 48 87.7 18.6 30 69.38 924 1004

1999102818 54 87.2 19.1 30 71.94 920 1004

1999102900 60 86.7 19.6 30 71.94 920 1004

1999102906 66 86.3 20 30 69.38 924 1004

1999102912 72 86 20.4 30 59.10 927 1004

1999102918 78 86 20.6 30 51.39 949 1004

1999103000 84 85.9 20.6 30 41.11 958 1004

1999103006 90 85.8 20.5 30 28.26 984 1004

1999103012 96 85.8 20.3 30 23.13 991 1004

1999103018 102 85.9 20.2 30 23.13 991 1004

1999103100 108 85.9 19.9 30 20.56 994 1004

1999103106 114 85.9 19.6 30 20.56 994 1004

1999103112 120 85.8 19.2 30 17.99 997 1004

1999103118 126 85.6 19 30 17.99 997 1004

1999110100 132 85.5 18.9 30 15.42 1000 1004

1999110106 138 85.3 18.6 30 12.85 1002 1004

1999110112 144 85.1 17.9 30 12.85 1002 1004

1999110118 150 84.9 17 30 12.85 1002 1004

1999110200 156 84.8 16.1 30 12.85 1002 1004

1999110206 162 84.7 15.9 30 10.28 1004 1004

1999110212 168 84.5 15.8 30 7.71 1004 1004

1999110218 174 84.1 15.7 30 7.71 1004 1004

1999110300 180 83.7 15.8 30 7.71 1004 1004

1999110306 186 83.3 16 30 7.71 1004 1004

The computed wind field and storm surge over the Bay of Bengal are extracted from the model and

plotted in Figure 4.20.


51




Figure 4-20: Computed surface elevation/ storm surge over the Bay of Bengal

The wave height growth near the area of interest is shown in Figure 4.21.

Figure 4-21: Surface elevation plots for the 1999 cyclone

The results of the hind casting analysis of waves over a period of 70 years are presented in Table

4.9. It may be noted that very low values are shown for the earlier years that is prior to 1948. This

is primarily due to the limitations of the data, in the earlier period when only daily isobaric patterns

were available. It may be emphasised here that the wave height near shore do not take into account

the effects of shoaling and refraction, which take place when the wave enters shallow water, and

accounted only for the decay distance, and thus represent the wave conditions say at the 20 m

contour, at which point the refraction effects would be minimal for the wave periods under

consideration.

Table 4-9: Hind-casting of Waves

Sl. No Year Wave Height in Fetch Area (m) Wave Height at site (20 m

Water depth)

1 1929 1.68 0.61

2 1930 2.87 1.89


52





Water depth)

3 1931 2.96 1.98

4 1932 2.83 1.67

5 1933 2.44 1.71

6 1934 2.59 1.51

7 1935 2.07 0.82

8 1936 2.32 1.19

9 1937 1.37 1.01

13 1941 1.77 0.43

14 1942 2.9 1.95

15 1943 1.07 0.67

16 1944 2.13 2.13

17 1945 1.04 0.46

18 1946 1.58 0.37

19 1947 1.71 0.49

20 1948 4.3 2.68

21 1949 2.77 1.31

22 1950 4.88 2.1

23 1951 5.49 5.49

24 1952 7.01 2.6

25 1953 3.66 1.55

26 1954 4.94 1.92

27 1955 5.94 1.83

28 1956 4.42 2.04

29 1957 3.35 1.48

30 1958 4.57 2.24

31 1959 3.05 3.05

32 1960 7.92 3.57

33 1961 3.66 1.21

34 1962 4.88 4.88

35 1963 3.2 0.93

36 1964 0.91 0.91

37 1965 7.32 3.29

38 1966 2.9 2.9

40 1968 7.01 3.08


53





Water depth)

41 1969 2.44 2.44

42 1970 8.23 4.94

43 1971 5.33 5.33

44 1972 9.45 8

45 1973 6.86 3.08

46 1974 2.74 1.07

47 1975 1.88 1.88

48 1976 1.16 1.16

49 1977 3.05 1.01

50 1978 2.23 0.58

51 1979 0.73 0.73

53 1981 2.9 2.9

54 1982 6.7 3.82

56 1984 3.2 1.37

58 1986 1.31 0.56

59 1987 2.74 1.21

60 1999 9.00 9.00

4.4.2 Extreme Value Analysis

In this section, the wave heights of the individual storms are taken and plotted in various statistical

formats to arrive at the design wave height for various periods of recurrence. For this purpose, it

was considered necessary to remove the bias due to lower values, so that emphasis is placed on

the waves generated by severe cyclonic storms. It may be recognised that normal monsoon waves

are of the order of 2 to 3 m, and accordingly for extreme value analysis values only the data with

more than 3 m wave height are considered.

In order to determine the wave heights for design of structures it is necessary to determine the

maximum probable wave heights for different return periods. For predicting the maximum wave

heights for different return periods, based on the hind cast data, statistical analysis was carried

out to predict long-term return period values. This would enable the designer to carry out the

necessary design with required level of safety.

Out of the three methods followed in such determination, the first methods assumes a simple log

normal distribution, while the second and third are more versatile methods and include other

statistical distributions such as Truncated Gumbel and Weibull. These are modules of the MIKE

series of software and goes by the name EVA (Extreme Value Analysis). The hind cast waves given

in Table 4.9 were subjected to this analysis. Figure 4.22 show the frequency plot of the cyclonic

data for various statistical distributions. It could be seen that the Log-Normal distribution fits the


54




best hence the Probability for this has been followed for finding wave heights for different return

periods in the fetch (Figure 4.23).

It may be seen that the 100 year return period wave height is about 11.7 m in the fetch. For 50

years return value calculated wave height is 10.7 m for cyclonic conditions. These return period

waves are used for design of the protections in the form of Breakwater/Groynes.

The waves will largely attenuate as they travel inside the river and the wave heights inside the

river/creek and the computations for these wave heights require mathematical models and would

be carried out at the stage of DPR.

Figure 4-22: Frequency plot for the Cyclonic data indicating Log normal distribution matches the best with the

data


55




Figure 4-23: Maximum probable wave heights in the fetch with Log-Normal distribution

4.5 Breakwater Design Parameters

On the basis of the analysis presented in the sections above, following are the points to be

considered at the time of for breakwater design, which would again depend on the field studies

and mathematical modelling. The following are the main criteria’s for the breakwater design:

Most prominent wave direction near the shore is SSE.

Waves with height 3 m and wave period of 10 s are encountered at the 5 m contour during

normal conditions.

Maximum wave height of 9 m was calculated in the fetch for the super cyclone in the region.

Under extreme cyclonic events, for 100 year return maximum wave height of 11.6 m is

calculated in the fetch.

Clearly these factors indicated above are approximate and based on the available data on the

shoreline from the secondary data sources. Therefore, design of the length and the type of

protections required would be designed after exhaustive model studies both mathematical and

physical.

For the present the length of the breakwater/ groynes are as follows;

1. South Breakwater: 1850 m

2. North Breakwater: 2700 m


56




5 Traffic Projections

5.1 General

The objective of the Captive Jetty(ies) on the waterfront of the Jatadhari River is to cater to the

logistical demand of the raw material and the finished product of the integrated steel plant,

including the cement and power plant. The broad logistics proposed for the majority of the cargo

movement is shown in Figure 5.1 below. There will be two slurry pipelines laid from the Iron Ore

mines to the ISP. One slurry pipeline will be activated in the 13.2 MTPA stage and shall bring in 30

MTPA of Iron ore concentrate, out of which 12 MTPA may be sent to JSW group companies and

the rest would be used in the ISP locally. In the subsequent phases based on requirements, the

second slurry pipeline will be activated, and 30 MTPA more Iron Ore concentrate shall be received

at the Jatadhari ISP. While the 30 MTPA of iron ore concentrate would be used in the ISP locally,

30 MTPA received from the 2nd pipeline would be sent to JSW steel plants elsewhere through

coastal shipping.

Figure 5-1: The slurry pipe line connecting the 3 prespective mines in the Joda-Barbil area and the Captive

Jetty(ies) facility

5.2 Requirements of Raw Material (Project Report of ISP)

Requirement of raw material as per the project report of the 13.2 MTPA ISP, 900 MW captive power

plant and 10 MTPA cement plant is as given in Table 5.1. The net and dry requirement of the various

raw materials and sources are given in the table identifying the modes they are likely to use.


57




In addition, there will be future provision for receipt, storage and transport of LNG as an alternate

fuel inland in a pipeline laid in the same corridor as the rail/road/slurry pipeline and water line. In

the second phase provision for 4 MTPA LNG shall be made which would be doubled (8 MTPA) in

the subsequent phases.

Table 5-1: Annual Raw material (net and dry basis) Requirements (in million tonnes per year)

Sl. no Raw Material Source Quantity Likely Modes

1 Iron Ore Concentrated (for Pellet Plant) Odisha 30.00 RMHS

2 Iron Ore Fines (for Sinter plant) Odisha/Jharkhand/Chhattisgarh 6.16 Rail

3 Iron Ore Lumps Odisha 1.05 Rail/Road

4 Lime Stone (BF Grade) MP/Jharkhand/Dubai/Oman*1 4.64 Rail/Ship/Road

5 Dolomite (BF Grade) MP/Jharkhand/Dubai/Oman/Thailand*1 2.56 Rail/Ship/Road

6 Quartzite Odisha 0.27 Road/Rail/Ship

7 Lime Stone (SMS Grade) Dubai/Oman 1.711 Ship

8 Dolomite (SMS Grade) Dubai/Thailand 2.57 Rail/Ship/Road

9 Coking Coal Australia/Canada/USA/Mozambique 8.40 Ship

10 Non Coking Coal PCI - Gross Australia/Canada/USA/Mozambique 2.70 Ship

11 Thermal Coal SA/Indonesia/Odisha*2 2.60 Rail

12 Anthracite Coal Australia/Canada/USA/Mozambique 0.30 Ship

13 Bentonite Gujarat 0.26 Ship

14 Ferro Alloy Odisha 0.20 Rail

15 Clinker International market/India 5.00 Ship

16 Gypsum Domestic 0.40 Road/Rail

The raw material expected to be handled at Captive Jetty(ies) from table 5.1 are listed in Table 5.2.

Table 5-2: Annual Raw material Requirements to be met by the Proposed Captive Jetty(ies) (in MT per year)

Sl. no Raw Material Source Quantity Likely Modes

1 Dolomite (SMS Grade) Dubai/Thailand 0.40 Ship

2 Lime Stone (SMS Grade) Dubai/Oman 2.40 Ship

3 Clinker International market/India 5.30 Ship

4 Coking Coal Australia/Canada/USA/Mozambique 8.84 Ship

5 Non Coking Coal PCI - Gross Australia/Canada/USA/Mozambique 2.84 Ship

6 Thermal Coal SA/Indonesia/Odisha*2 4.50 Rail/Ship

7 Anthracite Coal Australia/Canada/USA/Mozambique 0.32 Ship

8 Bentonite Gujarat 0.30 Ship

9 Quartzite International market/India 0.03 Ship

Total Traffic 24.93 Ship

*1&2: Water transport being cheaper given precedence


58




5.3 Outward Cargo Movement from the Captive Jetty(ies)

Para 5.2 supra describes the raw material requirements of the ISP (table 5.1) as well as the raw

material movement (inward) expected through the Captive Jetty(ies) (Table 5.2). With the inward

movement more or less determined, it is imperative to understand the out ward volumes as well for

determining the Captive Jetty(ies) capacity in different phases.

Time lines for the development of the ISP is also important in order to determine the traffic for the

Captive Jetty(ies) (both inward and outward) in different time horizons. However, for the purpose

of this report, the Captive Jetty(ies) would be considered as a standalone project with cargo inputs

from the ISP and other means.

5.3.1 IBRM

Iron Bearing Raw Material (IBRM) would include Iron Ore, Iron Ore concentrate and Pellets. Total

Iron Ore amounting to 30 MTPA would be transported by slurry pipelines, to the plant storage.

These iron ore cakes, is used in plants for Iron Ore extraction and pallet formation. After filtration

of 30 MTPA of slurry iron ore, initially about 12 MTPA would be shipped to JSW Group companies.

The rest will be either used by the Odisha steel plant locally. In future, based on global scenario,

one or more pallet plants may be planned for the Odisha project, hence the movement of the

material as export would constitute of a mixture of Iron Ore concentrate and Pallet (as and when it

happens) and they would thus be used interchangeably in the report.

5.3.2 Steel Products

The steel plant capacity proposed is 13.2 MTPA with a provision to upgrade to 20 MTPA in future.

Though the 13.2 MTPA will be achieved in 3 sub-phases with commissioning of 3 blast furnaces

in sequence, 50 % of the product for the purpose of this report is considered for either coastal or

international shipping.

5.3.3 Clinker and Cement

Slag is a by-product of the steel industry and often times requires ingenuity in disposal.

However, slag can be gainfully deployed by grinding the same with clinker in appropriate

proportions to produce what is known as Slag Cement. Hence, keeping pace with the steel plant

capacity, the cement grinding units shall be installed. For the 13.2 MTPA scenario, 10 MTPA cement

plant is proposed.

5.3.4 Alternate Fuel for Steel Plant

In the present case, the Coking, thermal and other type of coal is envisaged to be imported from

countries like Australia, Mozambique, South Africa, Canada, USA and Indonesia. In future in the

case LNG becomes affordable, the ISP may opt for LNG as the alternate fuel for the steel and the

other manufacturing units. Accordingly, provision for LNG receipt, storage and transportation, of

LNG shall be made in the same corridor earmarked for Slurry pipe line/rail/road/water line. In the

second phase 4 MTPA and subsequent phase 8 MTPA of LNG shall be considered. It is however,


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must be made clear that the import of LNG shall be based on market dynamics and the fate of

Coal as a fuel in near future for the sake of Environment.

5.4 Total Traffic at the Captive Jetty(ies)

Based on the above discussions the cumulative traffic to be handled at the Jetty(ies) facility is

given in table 5.3.

Table 5-3: Projected Traffic for the Captive Jetty(ies) facility (in million tonnes)

Commodity

Orissa Project

Phase I

Mode of transport (13.2 MTPA)

Import Cargo

Coking Coal 8.84 Ship

Anthracite 0.32 Ship

PCI Coal 2.84 Ship

Thermal Coal 4.50 Ship

Lime stone (SMS) 2.40 Ship

Dolomite (SMS) 0.40 Ship

Bentonite 0.30 Ship

Clinker 5.30 Ship

Quartzite 0.03 Ship

TOTAL 24.93 Ship

Export Cargo

Finished Steel*1 6.00 Ship

Pallet/Iron Ore Concentrate 15.00 Vijaynagar/Dolvi

Cement*1 6.00 Ship

TOTAL 27.00 Ship

GRAND TOTAL 51.93 Ship

*1: 50 % of the steel is considered as coastal cargo

*2: 60% of the Cement is considered as coastal cargo. 40% for local market


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6 Captive Jetty(ies) Planning

6.1 General

Planning of Captive Jetty(ies) facilities largely is a techno-economic process. Though a Captive

Jetty(ies) can be constructed virtually anywhere at some cost, but planning looks for a cost

effective solution, without sacrificing efficiency.

Planning involves first of all selecting a site considering the depth, connectivity, land availability

etc. Then detailed assessment is taken up to firm up ship size, ship calls, number of berths, land

area requirement and water front details.

This chapter deals with site selection and functional planning of the Captive Jetty(ies). Each of the

above considerations in itself is dependent on a number of factors, some of which are outside the

control of port planners or operators. The above parameters are discussed in the following

paragraphs to enable evolving the layout of the Captive Jetty(ies).

6.2 Identifying location for the Captive Jetty(ies)

The most important consideration for choosing a site for a Captive Jetty(ies) is its proximity to the

proposed Industry and the connectivity it offers to make the logistical in terms of road, rail or any

other mode. As already mentioned earlier, the Captive Jetty(ies) is primarily being developed for

handling of the Captive cargo of the ISP including the 900 MW power plant and the cement-

grinding unit. With 52 MTPA cargo for the 13.2 MTPA steel plant. The ISP is approved in principle

by the GoO, between the coordinates of 200 11.85’ – 200 12.94’ N and 860 32.66’- 860 34.84’ E

along the Jatadhari Muhan River.

Hence, it is prudent to imagine that a Captive Jetty(ies) along the bank of Jatadhari Muhan River

would be ideal, with relation to the material logistics and duplication of storage space. However,

other options including one on the sea front was considered before discarding the same, in favour

of the riverfront as described in this paragraph.

In this section, the three alternative locations are evaluated based on the following criteria in order

ending with a multi-criteria matrix.

Depths Available

Sedimentation

Protection from extreme conditions

Subsoil Condition

Back up land

Connectivity (Hinterland)

Environmental concerns

Cost


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Figure 6-1: Location of the Proposed Captive Jetty(ies)

6.2.1 General Comments on the 3 Sites

Three alternative sites were considered and compared before arriving at the final location of the

Captive Jetty(ies). The parameters are listed above. The sites are selected based their proximity to

the proposed steel plant.

In the selection of the Captive Jetty(ies) sites, 2 sites are on the sea front and one inside the creek

as depicted in Figure 6.1.

Captive Jetty(ies) Site 1

The Site 1is located south of the Paradip Port by about 7 km. The area is fronted with a nice and

well-developed beach.


Captive Jetty(ies) site is located on the seaward side if the Jatadhari Muhan River. The location is

on a stable sand spit that has been created under the combined effects of the littoral movement

and flows in the Jatadhari Muhan River.


The Captive Jetty(ies) site 3 is located inside the Jatadhari Muhan creek, along the riverfront, just

adjacent to the proposed steel plant.

Based on the above locations the claim of each of the site compared based on the above-

predefined parameters would be discussed and listed in a multi-criteria matrix. The highest score

in the matrix will determine the actual location of the Captive Jetty(ies).


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6.2.2 Depths

A large portion of the capital cost for any Captive Jetty(ies) development goes into capital as well

as maintenance dredging for developing a new approach channel from the Captive Jetty(ies) to

the required depths. Figure 6.2 below indicates the existing depths near the shoreline. It could be

seen that depths of 10 m and 20 m are available at about 4 km and 10 km from the sand line

respectively.

Since substantial amount of traffic would move through long distances, viz. South Africa, Australia,

Mozambique, larger parcel size will bring in economy of scale, hence Cape Size vessels would be

considered as the designed vessel for large volume bulk movements. Accordingly, even with the

soft bed soils at the proposed sea front, a 20 m deep approach channel would be necessary. The

approach channel length would be about 12 km length.

Since the depth contours are shore parallel, the length of the approach channel is similar for all

the options. Except for the Site no 3 where the length would be longer by 2 km or so.

6.2.3 Sedimentation

The east coast has a prominent littoral movement, due to the monsoon waves. About 1.1 million

m3 of sediment moves along the east coast from south to north. Hence, any protrusions along the

shoreline and/or navigation channel deeper than the regular seabed levels would bring large

quantities of sediment blockage. Since sediment is taken out of the energetic alongshore

movement forces, with large carrying capacity, upstream erosions ensues.

Hence, the breakwaters of the Captive Jetty(ies) at site 1 and 2 would have large-scale sediment

accumulation on the southern side and erosion on the northern side of the coast, the same may

not be case for the inner harbour at Site 3.

Channels however, would have similar accumulation of sediments in all the sites. Maximum

sedimentation is expected to be in the monsoon period between July and August based on the

actual environmental conditions. The siltation in the channel would be computed in the detailed

engineering stage using mathematical model.

6.2.4 Protection from Wave action

For the Site 1 and Site 2, the land would have to be created through reclamation using the dredging

material obtained from channel and Captive Jetty(ies) area dredging and protected by adequate

breakwater of suitable size and configuration.

The Captive Jetty(ies) is located inside the Jatadhari Muhan estuary, Site 3, is largely protected

from direct wave attack caused by monsoon and other regular cyclonic events. However, the wave

surges wand water level increase due to cyclonic surges would definitely affect the Captive

Jetty(ies) design.

Wave data presented in Chapter 4 indicated that the most prominent resultant waves up to 4.75 m

height occur under normal monsoon conditions from SSE. This shore is also prone to cyclones;


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with maximum wave height reaching 9 m (refer table 3.9 and 3.10) during super cyclone of year

1999. However, unique location of the berths would prevent it from being directly influenced by the

waves, except for the surges. Therefore, breakwater protection may not be required except for

providing tranquility near the entrance of the Captive Jetty(ies).

The length of breakwater will mainly dictated by the stopping distance it is likely to provide for the

ships to safely stop in the turning circle. This is in contrast to the length and size of the breakwater

required for providing similar facilities including the number of berths on the sea front at the site

1 and 2.

6.2.5 Subsoil Conditions

The subsoil condition is very important as far as the development cost of the Captive Jetty(ies) is

concerned. This affects the Captive Jetty(ies) in two ways and a correct balance is desirable. The

first is the cost of dredging, which constitutes the major portion of port development. It must be

recognized that, the cost of sand dredging differs from the cost of rock dredging by a factor of

10. Hence, if rock is encountered in the dredging of channels and Captive Jetty(ies) area including

the Turning basin, the cost of Captive Jetty(ies) development could be appreciably more than, if

only sand dredging is involved. Secondly, construction of a breakwater requires good quality

seabed and sub-bottom material for the stability of its foundation.

The subsoil profiles from the nearby locations indicate that the soil is mostly sandy. It would be

relatively simple to dredge and use the dredged sand for reclamation of the plant area. The seabed

soil is not likely to pose problems for supporting the breakwater,

6.2.6 Backup Land

As indicated above, for the site 1 and 2, the land would be created by reclamation between the

breakwater protections. As far as the site 3 is concerned, it is located fronting on an existing land

mass designated for locating the ISP. Creation of vast reclaimed land on the shoreline would entail

longer breakwaters, which would further worsen the coastal flow conditions,

JSWSL has requested for allocation of total 5082 acres of land for Steel plant and other facilities

as detailed in the Page No. 5-2 of Project Report for the ISP, Aug-2017.

Land use pattern is quite diverse with thick shrubs in the area. The selected location was particularly

favored as it is fallow land with sparse vegetation patches and no water body. JSW has requested

to IPICOL for assessment of requirement on land, water and power for its ISP and other facilities.

Presently, this is under active consideration with GoO.

The land is low lying and needs to be raised by around 3 m in order to take care of the flooding in

the vent of cyclonic surges.

Prime facie about 30 million m3 of dredged material may be obtained from the dredging of the

Captive Jetty(ies) area and the approaches. This material is of good quality, the same could be

used for reclamation purposes, reducing the cost of disposal in the deep sea.


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From preliminary assessment of the archival data, it was observed that bed and beach material is

generally fine to medium sand with D50 varying between 0.17 to 0.22 mm, which is considered as

a good material for reclamation. The total land area for the Captive Jetty(ies) and the steel plant

would require about 27 million m3 of dredged material.

A detailed geotechnical survey is desirable at DPR stage to observe the suitability of the material

for reclamation.

Figure 6-2: Location of the Captive Jetty(ies) water area and fore shore facilities at Site 3

6.2.7 Connectivity

No Captive Jetty(ies) can survive in isolation. It needs to be connected to the rest of the world

through a well-planned and well-connected road and rail network. As indicated earlier, this Captive

Jetty(ies) is basically envisaged to handle captive cargo required for the Steel and Cement plant

on the foreshore. It is also discussed that the IBRM would be brought from the hinterland mines

through slurry pipe lines and the other raw materials such as, CBRM and Flux for the steel plant

and Clinker for the cement plant would be brought through the Captive Jetty(ies). Hence, the use

of road and rail network are very limited however, a brief description may not be out of place, for

use in the posterity.

6.2.7.1 Rail

The existing rail network in the State of Odisha is shown in Figure 6.3.

A bridge across the Mahanadi is being constructed by the Hindustan Construction Company. At

present no rail connection exists to the proposed site, however the distance from the nearest

railway station (Siju/Badabandh) to the site is barely about 12 km, hence a rail corridor could be

built easily to provide connection to the coastal trunk line. The nearest existing railway station from


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the proposed site is at Paradip. A double line section, through the Paradip-Cuttack rail link,

connects the Howrah-Chennai Trunk line (See Photographs 6.4 and 6.5).

Figure 6-3: Railway Map of State of Odisha (East Coast Railway)

Photograph 6-4: Trunk line from Paradip to Cuttack


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Photograph 6-5: Double line from Paradip to Cuttack in opertaion

Haridaspur-Paradip Rail Link

There is a new rail link under construction from the main trunk line to Paradip, in order to meet the

demand of traffic to and from the Paradip Port. This 78 km line under construction (shown in Figure

6.7) will link the Paradip Port with iron ore mines and for supply of imported coal to various steel

plants as a dedicated corridor. The estimated cost of the project is Rs. 441 crores and is to be

executed by Rail Vikas Nigam Limited (RVNL) through an SPV comprising RVNL, Paradip Port Trust

(PPT), Govt. of Orissa, Essar Limited, and others (source: Report of the Committee of Secretaries

Road Rail Connectivity of Major Ports. The Secretariat for the Committee on Infrastructure Planning

Commission, Government of India, Yojana Bhawan, Parliament Street, New Delhi). Around 80-90

% of the work of the rail is already over except for patches where work is going on at a good pace.

It must however be recognised that the rail and road network would be very sparsely used. The

Iron ore from the Barabil and/or other nearby mines will be grounded and would be sent through

slurry pipe lines as described in the next section and would be retrieved by removing the water

from the slurry on the plant side through beneficiation process.

As far as the rail linkage is concerned, the Site 3 is the best equipped and then the Site 1. Site 2

linkage would require a high level bridge over the Jatadhari River.


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Figure 6-6: Proposed Haridaspur-Paradip Rail Link

6.2.7.2 Road

Paradip is connected to the State Capital, Bhubaneswar, and the commercial capital, Cuttack City,

by two prominent roads. It is connected to the steel mines near Daitari through Express Highway

No 5A. The road network of the area is shown in Figure 6.7.

At present Paradip is linked to NH-5 through a 2-lane road at Chandikhol about 77 km away. This

connection is through NH 5A and at Cuttack through SH 12. Four laning of Chandikhol-Paradip

Road NH-5A is under progress. The project is being implemented by NHAI at an estimated cost of

Rs.428 core. Construction of 4-lane Cuttack-Paradip Road SH-12 an all concrete road is

completed. This 82 km stretch provides the quickest connection to Cuttack. Various stake holders

including PPT and Govt. of Orissa are to fund the project which would facilitate traffic related to

IOC Refinery, Port Expansion and Regular Passengers. The NH 55 is about 5 km away from the

proposed site.

Another 4-Laning of Keonjhar-Panikoili Road (NH-215) is also under progress. This 269 km stretch

connects the port to the iron ore mines. The estimated cost of the project is Rs.1076 crores. NHAI

is preparing the DPR for the project to be taken up on BOT basis.


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Figure 6-7: Existing road network near the Captive Jetty(ies)

The road linkage to the alternative sites are much similar to the rail linkage, for which the site 3 will

score over others.

6.2.7.3 Preferred Transport Option

Neither Railways nor the Road mode is expected to be in use for this facility. Instead, the cargo

logistics are planned using alternative modes. The raw material for the steel plant and their logistical

preference is given below;

Table 6-1: Transporation preference for the Projected Traffic for the Captive Jetty(ies) facility

Sl. No. Raw Material Form of Transfer Mode

1 Iron Ore Slurry Form Pipe Line

2. Coke and Coal Solid Ship (Import)

3. Lime Stone (Flux) Solid Ship (import)

4. Clinker Solid Ship/Rail (import)

5. Cement Solid Ship (export)

6. Iron ore concentrate & Pallet Solid Ship (Export)

7. Finished Products Solid Ship (Export)


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It is therefore evident that the all other cargo barring the Iron Ore is being transported through slurry

pipeline. The right of way for the slurry pipeline shall be acquired along the existing highways

and/or state highways for which the necessary permissions are under active progress.

6.2.8 Environmental Concerns

The environment concerns were also taken into account while deciding the suitability of the site. A

good distance of 15 Km was kept from the existing Gahirmatha Marine sanctuary from the northern

port limit. No habitation, vegetation and agriculture were seen in the identified area. There are no

rehabilitation issues,

The Site 1 and 2 will have greater impact on the environment due to changes in coastal morphology

because of erosion and accretion on account of littoral sand.

Further, a detailed Environmental Impact Assessment (EIA) Report will be prepared on the

environmental and social status of the region.

6.2.9 Capital and Maintennace cost

The last but not the least criteria is to select the site hinges on the cost of the project, both because

of the Capital Investments and through maintenance costs. As already explained above, the Site 1

and 2 would require identical cost in dredging and breakwater, where Site 3 requires no large-

scale breakwater for tranquility. In addition, the breakwater for the former two sites will require

breakwater for creating reclaimed land in addition to the harbour tranquility. On the other hand, the

Site 3 is located inside the estuary and well protected and has large back up government owned

land, which has been applied to the GoO.

6.2.10 Multi-criteria Analysis and Selection of Site

The alternative Captive Jetty(ies) 3 locations were subjected to multi-criteria analysis based on the

above criteria and were considered on a scale of 5, with the following nomenclature. The individual

sites will be graded on the criteria described above and the site with the highest score will qualify

as the selected location of the proposed Captive Jetty(ies);

5: Excellent

4: Very Good

3: Good

2: Average

1: Poor

Table 6.2 gives the details of the grading based on the various criteria described above in order to

determine the best location.


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Table 6-2: Multi-Criteria Analsis for the Captive Jetty(ies) facility

Sl. No Criteria for Comparison Site 1 Site 2 Site 3

1 Depths available 4 4 3

2 Sedimentation 2 2 3

3 Protection from Waves 2 2 5

4 Sub Soil 2 4 4

5 Back up Land 2 2 5

6 Connectivity 3 3 4

7 Environmental Concerns 3 3 4

8 Cost 3 3 5

Total 21 23 33

From above it is clear that the Captive Jetty(ies) at the Jatadhari River bank is the most appropriate

and hence will be considered as the site in the rest of the report.

6.3 Functional Planning of Captive Jetty(ies) Facilities

6.3.1 Conceptual Planning

The high cost of modern ships and shipping economics dictate a rapid turnaround of ships calling

at any port, with minimum pre-berth waiting time, and minimum time for operations at the berth,

including berthing and de-berthing, with a view to maximizing the voyage time of the ships.

However, this requirement has to be balanced against the navigation and maneuvering

requirements in the Captive Jetty(ies) area and ship movement and handling limitations caused by

the need to wait for rise of tide (where natural depth is inadequate), and adverse effects of

excessive currents, velocities, excessive ship motions, mechanical and human factors etc.

Excessive motions of the berthed ships not only impede cargo operations but also cause damage

to ships and Captive Jetty(ies) structures, such as jetties and wharves, as well as the cargo itself.

Adequately tranquil water within the Captive Jetty(ies) is therefore essential, for berthing/de-

berthing and loading/unloading operations. There are stringent requirements types of vessels and

on certain loading /unloading equipment to be used on vessels.

For example, Container Vessels cannot tolerate rolling motions without jamming of the boxes, Bulk

Cargo vessels have similar constraints if continuous unloaders are utilized, and vessels carrying

cryogenic cargo call for isolation of unloading areas and restrictions on other traffic, while

cryogenic liquid carriers or gas carriers are transiting the channel. Though, for the present facility,

only bulk carriers would be using the facility, the discussion reiterates that, planning needs to take

care of the types of cargo to be handled. Thus planning of a Captive Jetty(ies) calls for

consideration of a number of inter-connected factors, such as:

Ships Sizes Expected at the Captive Jetty(ies) based on characteristics and quantum of

cargoes to be handled


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Number of Ship Calls

Handling Capacity and Number of Berths

Channel alignment and dimensions

Land Area Requirements

Ships’ operational areas

Each of the above considerations is itself dependent on a number of factors, some of which are

outside the control of port planners or operators. The above parameters are discussed in the

following paragraphs to enable evolving the layout of the present Captive Jetty(ies).

The type and volume of traffic in each commodity has already been discussed in Chapter 5, from

which other planning parameters, such as ship sizes, parcel size etc. can be readily arrived at in

order to provide a cost-efficient Captive Jetty(ies). Similarly, the methodology of loading/unloading

vessels and other landside parameters, such as storage areas, rail and road access can be readily

understood and planned for maximum efficiency. These parameters go into what may be called

port planning. However, the merging of marine environmental parameters into the planning process

of what may be called Harbour Planning is perhaps equally, if not more, important since it

determines the throughput of the facilities. These aspects are first discussed in conceptual terms,

before going in to the overall planning of the facility.

6.3.2 Ships Sizes Expected at the Captive Jetty(ies)

A very important aspect of port planning is to determine the types, sizes and number of ships that

may be expected to call at the Captive Jetty(ies) to carry the forecast traffic. The types of ships

are related to the trade. Specialized ships are used for the carriage of Petroleum products,

Chemicals, Containers, break- bulk and dry bulk cargoes. The size of ships usually depends on

voyage distance and trade related factors. Considerable reduction in freight rates is realizable,

using increasing vessel sizes.

Thus, generally, large bulk carriers are used for long voyages due to cost advantages. For shorter

coastal hauls, smaller vessels are used. Another aspect, which may have a decisive influence on

ship size, is the trade route(s) on which the ships will ply. There are some types of vessels, which

have come to be preferred due to their cost-effectiveness on certain trade routes. Finally, draft

limitations, if any, at the loading and/or destination ports would also govern the size of ships calling

at the Captive Jetty(ies).

In Chapter 5, the traffic expected to be handled at the proposed Captive Jetty(ies) has been

discussed in detail. The traffic projections are reproduced here for ready reference in Table 6.3.

In the initial years, billets and slabs of Iron will be imported for re-rolling, only for the Orissa plant,

which will subsequently be stopped, when the actual production from the Odisha steel plant

commences. Accordingly, the port would be designed for a total traffic of about 52 million tonnes,

expandable to 100 million tonnes with no additional storage requirement.


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The detailed functional planning has been carried out for the first 10-year period for the 52 MTPA

traffic. Since the design will be done in a scalable model, expansions could be accommodated

with ease. In addition, the initial operations shall be carried out at a lower utilisation factor.

Subsequently, the development would adopt a Master Plan approach. This methodology affords

the advantages of utilizing the actual realization of cargo types and throughputs, ship size build-

up, clientele/user pattern and preferences, and revenue realization.

Table 6-3: Total Traffic (in Million tonnes)

Commodity

Odisha Project

(13.2 MTPA) Mode of transport

Import Cargo

Coking Coal 8.84 Ship

Anthracite 0.32 Ship

PCI Coal 2.84 Ship

Thermal Coal 4.50 Ship

Lime stone (SMS) 2.40 Ship

Dolomite (SMS) 0.40 Ship

Bentonite 0.30 Ship

Clinker 5.30 Ship

Quartzite 0.03 Ship

TOTAL 24.93 Ship

Export Cargo

Finished Steel*1 6.00 Ship

Pallet/Iron Ore Concentrate 15.00 Vijaynagar/Dolvi

Cement*1 6.00 Ship

TOTAL 27.00 Ship

GRAND TOTAL 51.93 Ship

The facilities at a Captive Jetty(ies) to a large extent depend on the size of the vessels that use the

Captive Jetty(ies) facility. The channel dimensions, the depths at the berths, the length of the

berths, the capacities of the equipment all depend on the type and the size of the ships using the

facility. In addition, before deciding on the ship sizes, it must be remembered that, it is more of a

techno-economic process and various scenarios are required to be studied, before arriving at the

final ship size. The bigger the ship the deeper would be the approach channel, the longer would

be the berths and so is the capacity of the handling equipment. On the other hand, the bigger the

ships, the lesser are the transportation costs. Hence the process is iterative and the capital cost

estimates are weighed against the savings in transportation, in order to arrive at the required ship

size.


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Further, the premise on which the Captive Jetty(ies) is developed is as follows: ‘this Jetties will be

planned as a Captive Jetty(ies) for handling around 100 million tons ultimately. No further expansion

of the facility is envisaged beyond that phase. Hence the ship size, the channel dimension and the

foreshore area should be sized accordingly’. This Captive Jetty(ies) therefore, is essentially built to

cater to the demands of the ISP consisting of the steel plant (13.2 MTPA), 900 MW power plant

using dual fuel and the cement grinding units in the immediate vicinity of 10 MTPA. It must also be

recognized that, there are basically 3 types of cargo to be handled at the Captive Jetty(ies). The

first type is coal, which is an imported cargo to be brought in from Indonesia or South

Africa/Australia. The second type, limestone, is to be brought from an Indian and/or Middle East

locations and hence would be more or less coastal shipping. That brings us to the export cargo

comprising of steel products, which again would be transported through coastal shipping.

Accordingly, end of initial stage, which is defined as the planning phase, the volume of the various

types of cargo to be transported are; coal – 16.5 million tonnes, Lime Stone – 3.13 million tonnes

Cement clinker 5.40 million tonnes and steel products 6.0 million tonnes. Out of the above, coal

would be handled in a mix of Panamax and cape size vessels, the limestone would be handled in

Panamax and Handymax mix vessel and the steel products in handymax vessel of 45000 DWT, and

probably with a shipping population falling between 20,000 to 30,000 DWT. Coking Coal is today

being brought in Panamax vessels to the east coast ports of Paradip, Visakhapatnam and Chennai.

Recently Paradip Port has reported of handling bigger parcels up to 275 m length and 45 m beam

with 14.5 m loaded draught.

However, it is very economically advantageous to consider deploying more and more Cape Size

vessels to bring in greater savings in the transportation costs; necessitating greater channel depth.

Since, it is well understood that the channel depth vis-à-vis the vessel size is a techno-economic

process, the ship sizes together with their main dimensions considered for planning purposes for

this report is given in Table 6.4.

Table 6-4: Assumed ship sizes for various products

Cargo Vessel Design vessel Dimensions (m)

Size (DWT) Length Beam Draft

Coal 180,000 290 45 17.5

Lime Stone 75,000/45,000 230/212 33.0/32.5 13.5/12.0

IBRM 180,000 290 45 17.5

Steel Products 45000 212 32.5 12.0

Lime Stone 45,000 212 28.2 11.5

Coastal Shipping (Cement) 10000-25000 165 24.2 8.5

LNG - Qmax 267,000 m3 345 55 13.60

LNG 89,880 m3 239 40 11.00


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6.3.3 Number of Ship Calls

With the volume of cargo and ship sizes having been set out in the earlier paragraphs, the number

of ship-calls may now be calculated. For doing so, it is envisaged that full shiploads would be the

average shipment for all commodities. The distribution of ship sizes is to be considered to assess

the number of ship calls that would occur for each commodity, between the possible maximum

size governing the Ocean trade and the minimum size of vessel likely to be utilised.

As such, the throughput of each commodity will be handled by a total number of ships under a

particular distribution of ship size. In this case the pattern of distribution is taken as normal, as

evidenced by observations of the ocean trade. Accordingly, an attempt has been made to arrive at

the number of ships based on an assumed distribution indicating vessel size and numbers for

meeting the throughput in each commodity.

The number of ship calls, for each type of ship, for the facility, corresponding to the development

of the ISP, is worked out and given in Table 6.5. Total ship calls therefore would be 50 for Panamax

and 54 for the Cape size carriers. This is possible to handle in one berth. LNG will come in variety

of sizes and hence only average size is mentioned in the computations.

Table 6-5: Ship calls for the current Cargo

Total throughput (MTPA)

Distributed throughput Assumed Vessel size

(DWT)

No. of Ships calls

Total throughput achieved % Throughput (MTPA)

COAL

16.5 75 12.38 180.000 69 12375000

25 4.12 80,000 52 4152000

121 16500000

LIME STONE, DOLOMITE & QUARTZITE

2.83 60 1.7 75000 23 1698000

40 1.13 45000 26 1132000

49 2830000

IBRM

15.00 75 11.25 180000 63 11340000

25 3.75 80000 47 3760000

110 15100000

STEEL PRODUCTS

6.0 50 3.00 45000 67 3015000

50 3.00 25000 120 3000000

187 6015000

BENTONITE

0.3 50 0.15 75000 2 150000

50 0.15 45000 4 180000

6 330000

CEMENT

6.0 50 3.00 45000 67 3015000


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Total throughput (MTPA)

Distributed throughput Assumed Vessel size

(DWT)

No. of Ships calls

Total throughput achieved % Throughput (MTPA)

50 3.00 25000 120 3000000

187 6015000

CLINKER

5.3 50 2.65 45000 59 2655000

50 2.65 45000 106 265000

165 5305000

Total Ship Calls per Year = 825

6.3.4 Handling Capacity and Number of Berths

The arrival of ships at the berth is usually stochastic in nature and the determination of the adequacy

of the berth is generally dictated by the berth occupancy ratio, which is defined as the number of

hours the berth is occupied by a vessel per year divided by the total number of hours available

each year for potential berthing. If higher berth utilisation is contemplated, to keep the number of

berths to minimum, queuing of ships may take place resulting in a longer waiting time and higher

demurrage. If more berths are provided to reduce the occupancy and the demurrage, the project

becomes capital cost increases. Therefore, a balance between the two is required so that both

capital cost and demurrage are kept at a minimum.

Berth occupancy is considered in relation to acceptable waiting time and such provision covers

the following occurrences:

Expected pattern of arrival - whether random, scheduled or some other pattern

Occurrence of reduced depth of water at berth – caused by tidal restrictions and other

berthing restrictions.

Cargo handling restrictions at berth

Cargo handling rates achievable and ship’s time at berth.

Incidence of weather conditions which delay ship berthing and departure.

Downtime of handling equipment due to wind conditions/mechanical failures.

Reduction in number of hours of work per day and incident holidays

Handling equipment reliability factors

Berth occupancy is usually considered acceptable for a single berth when this figure lies between

45% and 60%. In support of this stipulation, a calculation is made for various cargoes proposed

to be handled at this Captive Jetty(ies). A major consideration to validate this calculation would

have to be the ship arrivals, i.e. whether it is right to regard arrivals as purely random (most unlikely)

or whether it can be considered fully planned and programmed (also most unlikely if ships are

coming from afar) or whether some intermediate condition could be said to apply.

Assuming that ship arrivals are scheduled, but, within this scheduling there creeps a degree of

error due to delays at loading ports, bad weather and other mishaps etc. which requires an arrival


76




date tolerance of + 3 days, it is estimated that on a 50 % berth utilisation, about 40% of the ships

would be delayed in obtaining berths and that the average waiting time would be of the order of 7

to 8 hours; which is considered to be an acceptable condition.

The equation used with Poisson arrivals and Erlangian service time distribution taking TW/TS = 1

for bulk and TW/TS = 0.5 for containers ensures the time at port does not exceed twice the service

time for bulk and 1.5 times the service times for container vessels. This is an accepted norm and

equipment capacity arrived at covers these conditions. The rated ship unloading capacity arrived

at thus with 60% handling efficiency ensures meeting with the above requirements. The primary

assumption in the above calculation is that all operations including navigation, maneuvering,

berthing and de-berthing are proposed to be carried out 24 hours per day. The principles of shore

side planning discussed above have been considered and provided for in the calculations for

evaluating the number of berths, rated ship handling capacity and related material handling

requirements and stockyard/storage requirement. Accordingly, the equations developed account

for the following system properties:

Ship Arrival pattern: Poisson

Ship service pattern: Erlangian K2

Waiting time to service time ratio w

s

T1

T for bulk ships

Berth Occupancy for bulk cargo: 1 berth : 50%

2 berths : 71%

3 berths : 80 %

4 berths : 88%

5 berths and above : 95%

The typical equation applied is cited below:

sT = berth + de-berth time + hatch move time + shipload/unload ………………… (1)

Where,

sT = Service time/ship

Shipload/ unload time = DWT

0.6xr

Hatch move time = 30 % (Berthing and de-berthing time)

DWT = Average Ship Size

Berthing + De-berthing time = 4 hr (Assumed)

r = rated ship handling capacity/h accounts for the following variations

10% dwt for trimming at 20% Capacity. A factor of efficiency of 0.6

provided above covers these

variations occurring during

Cargo handling


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20% dwt to be handled at 30% Capacity.

70% dwt to be handled at 90% Capacity.

sT x No. of ships = Total annual time = 330 x 20 x n x P berth hr …………. (2)

Where, n = number of berths; P = occupancy factor

Combining the expressions 1 and 2, the following generalized equation emerges covering the

parameters.

DWT4+30%(4hr)+ x(No.of Ships) = 6600Pn

0.6xr

or

1.666DWT5.2+ x(No.of Ships)= 6600 Pn

r

Above expression is applied to each of the annual throughputs, with the respective average ship

size calculated by weightage average method, in order to arrive at the rated ship handling capacity

and number of berths. Table 6.7 computes the lists the weighted average ship size and the number

of ship trips and the number of ship trips.

Some types of cargoes require an exclusive berth due to their very nature e.g. petroleum products,

chemicals, or cryogenic cargo, while some cargoes could be handled at a common multi-purpose

berth. Thus, a decision on the number of berths and their utilisation is a complex optimization

exercise.

Table 6-6: Average ship size and number of ship trips (Based on Table 6.5)

Commodity Average Ship Size* DWT

(13.2 MTPA)

Throughput Million tonnes/yr.

13.2 MTPA

Coking Coal 136,500 16.5 (121)

Lime Stone 57,000 2.83 (49)

IBRM 155,000 15.10 (110)

Steel Products 35,000 6.01 (187)

Bentonite 38,000 0.33 (6)

Cement 35,000 6.01 (187)

Clinker 26,000 5.30 (165)

Note: Average ship size has been taken as the weighted average based on the cargo handled

and the ship distribution.

In the present case, the dry bulk commodities like Coal, and Limestone could conceivably be

handled at the same berth. Coal traffic initially would require one separate berth from the beginning

as will the limestone and out bound IBRM. There will be 2 cape size berths corresponding to


78




average ship size of 150,000 DWT or more. 2 Panamax berths for handling Bentonite and Gypsum

and Limestone. The other berths for Steel products, Cement and other cargos with an average

vessel size around 30-35000 DWT will be handled in berths designated for handymax vessels.

6.3.4.1 Number of Berths and Handling capacity

Using the above expression, the rated capacity of unloading and number of berths for each

commodity namely Coal, Lime stone, IBRM, Steel Products, Bentonite, Cement and Clinker for the

52 million tons per year capacity scenario is given in Table 6.7.

Table 6-7: Number of berths and unloading rate cosidered for the commodities.

Berth/De-berth

Hatch movement

Average Parcel Size

Annual Throughput

No of Ship trips

Efficiency Factor

Rated capacity

Occupancy Factor

Number of Berths

3 0.9 136,500 16.5 121 0.60 5000.00 0.65 1.2

3 0.9 57,000 2.83 49 0.60 5000.00 0.36 1

3 0.9 155,000 15.10 110 0.60 6500.00 0.51 1

3 0.9 35,000 6.01 187 0.60 1200.00 0.43 2

3 0.9 38,000 0.33 6 0.60 4000.00 0.04 1

3 0.9 35,000 6.01 187 0.60 1200.00 0.57 2

3 0.9 26,000 5.30 165 0.60 2000.00 0.54 1

Total Ship Calls per annum 825 Total no of Berths 10.00

Table 6.7 gives the calculations for the various products to be handled in the initial operations. The

first item coal, with an annual throughput of 16.5 million tonnes, would be transported in either

Panamax or Cape Size vessels. The calculations assume the 330 days working in a year with 20

hours per day working. For the coal and Lime Stone 2 unloaders with a 2500 TPH rates capacity

would be deployed on each berth. For the IBRM berth, 2 unloaders of 3250 TPH rated capacity

would be required. For the steel products and Cements, special handling is doctrine with mobile

harbour cranes and pneumatic loaders respectively. Additional berths for the port crafts also could

be accounted in the later years of the first development, so that the optimization of the capital

expenses are achieves. Considering an average berth length of 340 m, a total berth length of 3400

m for the cargo handling and additional 3 berths for the port crafts shall be made provisioned.

Hence, for this report a berth length of 3400 m would be considered.

6.3.5 Channel Alignment and Dimensions

6.3.5.1 General

The next aspect to be considered is whether the approach channel provides a comfortable entry,

requiring wind, wave and current forces to be on the bow or stern, rather than broadside. The

alignment of the approach channel should generally be such that the entry and exit of vessels to

and from the Jetty(ies) are possible with the maximum possible ease. This requires that the

approach channel should be aligned to the most frequent direction of waves, so that rolling and

yawing of the vessel, while transiting the channel, are a minimum.


79




However, as already mentioned, the proposed Jetty(ies) has limited option for the alignment of the

channels, keeping the same outside Paradip Port limits. A perusal of Figure 6.7 shows that there

are very limited options for alignment of the approach channel, which necessarily has to be heading

the about 3000 N for obvious reasons of keeping the entrance of SW monsoon waves in to the

estuary.

The channel after about 5300 m would turn to be parallel with the Paradip Port boundary. A bearing

further north would enter or come very close to the Paradip Port waters. Interestingly, this bearing

is very close to the bearing of the Paradip Port Approach Channel, which is 1200. It is also

supported by the most prominent wave direction, i.e., SSE or 1570. The length of the channel is

about 6 km to the 15 m contour, and about 11 km to the 20 m contour. The alignment of the

channel is given in Figure 6.8 avoiding the Paradip port limits. A suggested layout of the

navigational channel is shown in Figure 6.8 below.

Figure 6-8: Provisonal Channel Allignment


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6.3.5.2 Width of Channel

The required width of any channel, measured at bed level, is expressed in terms of the beam of

the Design Vessel. In accordance with BIS Code IS: 4651 (Part V) – 1980, the channel width should

be 3.3 to 5.0 times the beam of the Design Vessel for one-way traffic. For two-way traffic, BIS

recommends the channel width to be 6.1 to 8.0 times the beam of the Design Vessel. These

numbers are the mandatory minimums to be adopted. However, the Consultant is free to refer to

other standards and recommend the channel width, which should not be less than the statutory

minimum specified by BIS.

The Permanent International Association of Navigation Congresses (PIANC) and the International

Association of Ports and Harbours (IAPH) have published a Guide for Design of Approach

Channels, in which the International Maritime Pilots Association has participated. It has been

proposed in this Guide that model studies are desirable. However, a Concept Design method for

Approach Channels has been recommended as given in the Table 6.8.

The values adopted in the case of this Port channel are shown in bold italics.

Table 6-8: Width calculations for approach channel

1. Basic Manoeuvring Lane, WBM Manoeuvrability

- Good 1.3 B

- Moderate 1.5 B

- Poor 1.8 B

2. ADDITIONAL WIDTH Wi Vessel Speed

Outer channel exposed to open

water

Inner channel protected water

(a) Vessel speed (knots)

- fast > 12 0.1 B 0.1 B

- moderate > 8-12 0.0 0.0

- slow 5-8 0.0 0.0

(b) Prevailing cross wind (Knots)

- mild 15 (< Beaufort 4) all 0 0

- moderate > 15-33 fast 0.3 B -

(> Beaufort 4 - Beaufort 7) mod 0.4 B 0.4 B

slow 0.5 B 0.5 B

- severe> 33-48 fast 0.6 B -

(>Beaufort 7 - Beaufort 9) mod 0.8 B 0.8 B

slow 1.0 B 1.0 B

(c) Prevailing cross current (Knots)

- negligible < 0.2 all 0.0 0.0

- low 0.2 - 0.5 fast 0.1 B -

mod 0.2 B 0.1 B

slow 0.3 B 0.2 B

- moderate > 0.5 -1.5 fast 0.5 B -

mod 0.7 B 0.5 B

slow 1.0 B 0.8 B


81




- strong > 1.5 - 2.0 fast 0.7 B -

mod 1.0 B -

slow 1.3 B -

(d) Prevailing longitudinal current (knots)

- low < 1.5 all 0.0 0.0

- moderate > 1.5 – 3 fast 0.0 -

mod 0.1 B 0.1 B

slow 0.2 B 0.2 B

- strong > 3 fast 0.1 B -

mod 0.2 B 0.2 B

slow 0.4 B 0.4 B

(e) Significant wave height Hs and length --- (m)

- Hs < 1 < L all 0.0 0.0

fast 2.0 B

- 3>Hs > 1 and = L mod 1.0 B

slow 0.5 B

fast 3.0 B

-Hs > 3 and > L mod 2.2 B

slow 1.5 B

(f) Aids to Navigation

- excellent with shore traffic control 0 0

- good 0.1 B 0.1 B

- moderate with infrequent poor visibility 0.2 B 0.2 B

- moderate with frequent poor visibility > 0.5 B > 0.5 B

(g) Bottom surface

- if depth > 1.5 T 0 0

- smooth and soft 0.1 B 0.1 B

- smooth or sloping and hard 0.1 B 0.1 B

- rough and hard 0.2 B 0.2 B

(h) Depth of waterway

- > 1.5T (>1.5t for Inner Channel) 0 0.0 B

- 1.5T - 1.25T(<1.5T-1.15T for Inner Channel 0.1 B 0.2 B

- < 1.25T (<1.5T for Inner Channel) 0.2 B 0.4 B

(i) Cargo hazard level

- low 0.0 0

- medium 0.5 B - 0.4 B

- high 1.0 B - 0.8 B

3. Width for bank clearance, (WBr or WBg)

Sloping channel edges and shoals

Fast 0.7 B -

Moderate 0.5 B 0.5 B

Slow 0.3 B 0.3 B

Steep and hard embankments, structures

Fast 1.3 B -


Slow 0.5 B 0.5 B

4. Width for passing distance, Wp

Vessel Speed Fast 2.0 B -



82




Slow 1.2 B 1.0 B

Encounter traffic density

- light 0 0

- moderate 0.2 B 0.2 B

-heavy 0.5 B 0.4 B

Thus according to PIANC/IAPH, the width of a one-way channel would be 5.1 times the beam of

the Design Vessel. One-way channel is contemplated in the initial operations (where largest vessel

is Cape), that is, 5.1 x 45 = 230 m. For a two-way channel, it is proposed to widen the channel to

6.9 B = 310 m.

6.3.5.3 Depth of Channel

The depth required a ship to navigate any sector of a channel safely and efficiently depends

principally on the maximum draft and the climatic conditions obtaining at the time of navigation. It

is obvious that the depth of water must be adequate to allow for the effects of heave, pitch, roll,

and squat. Other factors such as fresh water draft, errors in charting, or post-charting siltation and

dredging tolerances also need to be taken into account. The additional depth of water required

over and above the ship’s maximum draft due to the combined effect of all these inter-related

factors is termed as Net Under-Keel-Clearance, which is required to be 0.3 m for soft bottoms

and 1.0 m for rocky bottoms. The channel depth components are depicted in Figure 6.9.

Figure 6-9: Channel depth components

CHANNEL DEPTH COMPONENTS

For a given ship and channel sector, squat increases with speed, in accordance with the following

formula:

Squat = 2

2

2

14.2

nh

nh

pp F

F

L

Safety

Clearance


83




Where, = Volume of displacement = CB Lpp B T

Lpp = Length of ship between perpendiculars

B = Ship beam

T = Ship draught

CB = Block coefficient

Fnh = Froude depth number = ghV /

Where, V = Speed through water in m/s

h = Water depth in m

g = Acceleration due to gravity= 9.81 m/s2

It is envisaged to deploy Cape Size vessels for Coal and IBRM. In fact Cape Size vessel will

commence operation from the very beginning of operation when, the squat would be 0.65 m.

The other parameters which govern the depth of the channel are now examined. Heave is the

vertical up and down motion of the vessel due to wave action. It is assumed here that the design

wave height shall be 3 m. Since the waves in nature are not symmetrical, the trough being only

one-third of the wave height below the mean water level, the heave is taken as 1.0 m.

The pitch of the vessel is taken as 10, from similar studies of ship manoeuvrings on real time, full

bridge models. The vertical motion is therefore 2.0 m.

Thus the depth of water in the channel has to be the draft (17.5 m) plus the squat (0.65 m) plus

heave (1 m) plus pitch (2 m), giving a total of 21.15 m. Deducting 1.0 m for entry restricted to high

water neaps, the dredged depth has to be 20.15 m. Adding a net under keel clearance of 0.3 m

and a dredging allowance of 0.25 m, the capital dredging has to be to 20.70 m below Chart Datum.

The maintained depth could however be reduced to 20 m CD, considering that ships can pass

through mud layers, on the concept of nautical depth. Therefore, a depth of 20 m will be maintained

from the beginning of Captive Jetty(ies) operation.

6.3.6 Land Area Requirements

For purposes of determining the land requirement, it is necessary to look at the present as well as

future projections. In the case of every port developed in the country during the last 40 years, the

earlier projections have been shown to be unduly pessimistic even though the initial take-off was

slow. It is therefore desirable to take a view that possible future land requirements are assessed

liberally.

For the present Captive Jetty(ies) designed as a captive facility, the growth of the cargo would

depend on the demands of the plants as well as their expansions if any. Those details naturally

would not be available now; thus for the present purposes, the requirements of traffic as indicated

in Table 6.1 have been considered. The norms adopted to arrive at the area provisions for storage/

stack pile, rail siding, service and main roads, administrative and other offices / dwellings, safety

systems, green belt etc. are detailed in the following tables (Table 6.9 and 6.10).


84




Table 6-9: Stack Volume Quantity Basis

Storage area commodities Norm (Whichever is higher)

Solid Bulk :

Coal

Lime Stone

1 month throughput or three ship loads whichever is higher

General Cargo 15 days storage or 8 times parcel size

Table 6-10: Stack Volume Quantity Basis

PROVISION

Rail 4 line main

entry siding with

½ km loop.

4 entering lines : 12m x 500m

4 Exit : 12m x 500m

2 Establishing lines : 6m x 760m

2 Engine escape : 6m x 760m

1 Sick line : 3m x 760m

2 Crossing gap : 10m x 1000 m

2 Washing lines : 6m x 760m

Roads : Main highway approach into 10 km long x 24m

Service Utilities Fire Station.

Staff Building : 50m x 100m

20 no. Tender parking : 24 m x 20m

Water tank, over ground : 350m2

Foam storage : 50m x 20m

Dedicated fire tender exist roads (5 no. x 6m x 500m): 15000m2

Power Sub-

Station

132 KV / 33 KV : 150 m x 150 m

33/11 KV Switch yard and load dispatch : 100 m x 50m

5 unit sub-station (11 KV/3.3KV and 11 KV /415V): 5no. x 50 x 20m

Fenced area and approach : 3 x 4000m

ADM Buildings,

Office complex,

Staff quarters.

4 storey main Captive Jetty(ies) office shipping Cos Stevedores office: 10 cubicles

Customs offices

3 Bank counters

10 Cargo agents offices

Canteen for staff & officers

Staff Quarters for 500; (2 storey units), Park, green belts , car parks at each office units

: 1000m x 500m

Industrial Potable Garden Service

Water Supply Water treatment plant, pump rooms :100 m x 100 m

Green belt In Captive Jetty(ies) : 6 corridors each 7000m x 10m

Out Captive Jetty(ies) : 6 corridors each 2000 m x 5m

Adopting the above norms / basis of provisions the areas required have been worked out. General

uncertainty allocation of 20% is accounted for area evaluation.

6.3.6.1 Water front and Berth Backup area

The length of the waterfront required for developing the berthing facilities depends largely on the

annual throughput, parcel size and the cargo handling rates. An assessment of the number of

berths required for cargo servicing has been presented earlier in the chapter. In total 4500 m of

berth is planned for the facility. The deck width would consist of rail span = 18 m + from the outer

rail to the berth face 3.5 m + conveyors two rows 6.5 m + others including the utility lines= 7.0 m.


85




However, when the back of the berth is also used for berthing and cargo handling the requirements

would go up further. A deck width of 35 m adopted for all the berths for the purpose of computing

the area of the berths. Alternative width calculations for the berth is given later in the chapter.

As far as the length of the berths are concerned based on the international guide lines, berth length

=B1.25xL , where,

BL = the length of the Ship

There will be two cape size berths, 5 berths for Panamax vessel handling and three handymax

berths. The other three berths shall be earmarked for the port crafts and other requirements.

For the length calculations the length of the ships considered area;

1. Cape Size Vessel: 290 m

2. Panamax Vessel: 230 m

3. Handymax Vessel: 212 m

Accordingly, the water front area is computed in Table 6.11.

Table 6-11: Berth Length and Back up Area (Berth area)

S .No Berth Number

Length

(m)

Width

(m)

Apron Area

(Sq. m)

1. Berth for 52 MTPA 10+3 3400 35 119,000

6.3.7 Storage Requirements

6.3.7.1 General

The following norms are usually adopted as an international practice and earlier discussed for

calculating storage areas in a Captive Jetty(ies) facility.

Storage area to cater to the higher of the; 15 % of the annual cargo throughput; Or 1.5 times the

maximum parcel size. The above criteria will be followed for the dry bulk cargo to be handled at

the Captive Jetty(ies). However, for some of the cargo, the annual throughput is relatively small

as compared to the parcel sizes and hence the frequency of vessel calls will be low to moderate.

This will, most likely, allow for the clearance of the stored cargo prior to the arrival of the next

shipment. Further, during cargo handling operations at the Cargo berths, part of the cargo is likely

to be directly evacuated without passing through the storage area. Under these circumstances,

the storage areas could be optimized especially for the Coal, which is the most predominant

cargo in the initial stages of development. Other factors to be taken into account in determining

the size of the storage areas are: stowage factor, angle of repose, maximum and average stacking

height, aisle space, reserve capacity factor, peaking factor, etc. The storage area requirements

for each commodity are examined in detail in the following sections. The requirement of the

storage areas in the Captive Jetty(ies) for the Master Plan horizon for the realizable traffic scenario

was assessed.


86




6.3.7.2 Dry Bulk Cargo

The stockyard storage volume depends upon the annual throughput and the parcel size. The

general recommendation of UNCTAD is that the storage volume shall be 1.5 times the parcel size

or 1/15 of the annual throughput (i.e. 6.6% of the annual throughput).

UNCTAD also prescribes certain planning charts (Figure 51 UNCTAD applicable for throughput

over 4 MTPA) as shown below in the figure 6.10.

This chart gives average and peak storage volume to be less than 1% on the basis of Monte Carlo

simulation analysis. According to these charts, the peak storage volume is found to be almost

twice the average storage volume. In the case of Jatadhari Captive Jetty(ies), as almost the entire

cargo is for single user and is well planned and chattered, hence, the peak storage volumes are

rather low.

Figure 6.10: Planning Chart for Dry Bulk Cargo

Source: From UNCTAD, 1985: Figure 51

Thermal Coal

Coal will be stacked in the stackyard areas initially before evacuation by Barge/rail/road. Three

separate stockpiles need to be provided to cater for 3 grades of coal. As coal parcels would be

evacuated by a conveyor system directly from the berth side and up to the stackyard, a storage

volume (1/15 x 12,000,000) is recommended.

A stacking height of 10.0 m is recommended for initial phase development and 14 m is

recommended for further phases at this Captive Jetty(ies), that would take care of variations of

peak demand and exigent situations. The width of the stockpile and the berm for movement of


87




pay loaders/trucks would be 40 m and 10 m respectively assuming stacking from both sides. The

width of the stockpile can be increased up to 50 m if stacker reclaimer is found to be economical

in the future. The storage area requirement has been worked out based on the following

parameters:

Average bulk density (= 0.8 t/cum)

Stacking height: 10 m for initially, 12 m & 16 m for subsequent phases

Angle of repose (= 37o)

Space for movement of equipment between stockpiles (= 10 m)

Average width of the stockpile (= 50 m)

Table 6.12: Determination of the Stockyard Area for Coal

S.No Item Unit 52 MTPA Stage

A Annual Throughput Million Ton 16.5

B Holding Capacity Required = A/15 Ton 1100000

C Density of Cargo (From UNCTAD) Ton/cum 0.80

D Holding Volume Required : (B/C) cum 1375000

E Stacking Height m 10

F Angle of Repose Degree 37

G Stacking Area Sq. m. 420

H Length of the stockpile = D/G m 3275

I Storage Factor = B/H Ton / m 336

J Width of the Stockpile m 50

K Stockpile Area = H*J in Ha Ha. 16.4

A stockpile area of about 19 ha would be required (20% more) to account for associated facilities

like conveyors, transfer towers, wagon loader systems, buildings, treatment plants, dust

suppression system, surface water collection etc.

IBRM

As Iron ore parcels would be evacuated by a conveyor system directly from the beneficiation area

to the berth, a storage volume (1/15 x 13,000,000) is recommended. The storage area

requirement has been worked out based on the following parameters:


Stacking height: 8 m initially & 12 m for subsequently


88







Table 6.13: Determination of the Stack yard Area for IBRM

S.No Item Unit 52 MTPA stage







G Stacking Area Sq. m. 420




K Stackpile Area = H*J Ha. 5.1

A stockpile area of about 5 ha and 12 ha is earmarked for IBRM storage taking the multiplicity of

users and the number of stock piles and consequent space requirements due to separation

distances.

Cement

Based on UNCTAD (1985) recommendations, Figure 51, the storage volume for a throughput of

1.00 MTPA is about 85,000 T.

The storage area requirement has been worked out based on the following parameters:

Stacking Height of 8 m (for bags as well as clinkers)

Aisle Factor covered storage = 1.5

Average Bulk density = 1.0 t/cum,

Angle of repose = 35o and

Closed and open storage in the ratio of 50 : 50 for bagged cement and clinker

Clinker storage width of 20 m and Bagged Cement storage width of 10 m.


89




Table 6.14: Determination of the Stack yard Area for Cement

S.No Item Unit 52 MTPA





E Holding Volume Required for Cement Bags : (D/2) cum 153850

F Holding Volume Required for Clinker : (D/2) cum 153850

G Stacking Height for both cement & Clinker

m 8

H Width of the Stockpile for cement bags m 10

I Stacking Area = G*H Sq. m. 80

J Length of the stockpile = E/I m 1924

K Cement bag Stock pile Area = H*J Ha. 1.94

L Storage Factor for Clinker = E/J Ton/m 80

M Width of the Stockpile for Clinker m 20

N Angle of Repose Degree 35

O Stacking Area Sq. m 115

P Length of the stockpile = F/O m 1338

Q Clinker Stock pile Area = M*P Ha. 2.68

R Total Stack pile Area Required for both cement bags & Clinker = K+Q

Ha. 4.62

As such the total area of 5 ha is estimated for the respective stockpiles. Additional area of 200%

between the stacks for mechanical equipment and Roads has been taken. Altogether, an area of

15.0 ha is considered for handling cement.

Lime Stone

Lime stone is used as Flux in steel extraction process. Storage volume (1/15 x 1,500,000) is

recommended. The storage area requirement has been worked out based on the following

parameters:


Stacking height: 8 m for initial phase & 12 m subsequently




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Table 6.15: Determination of the Stack yard Area for Lime Stone

S.No Item Unit 52 MTPA


B Holding Capacity Required = A/15 Ton 186,667





G Stacking Area Sq.m. 420




K Stockpile Area = H*J Ha. 1.32

A stockpile area of about 4 ha for Limestone storage taking the multiplicity of users and the

number of stockpiles and consequent space requirements due to separation distances in the

different phases.

Iron & Steel Products

Iron and steel products are export products sent in form of Coils, Billets and long products. This

cargo would be placed on hard stands.

The average transit time for the cargo (10 days)

The average stacking height (= 1+1)

Traffic in the current phase = 6.0 MTPA

Storage required for a 10 days dwell time = 6000000*10/330 = 181818 tons

Number of units if the average weight of 32 tons per coil is assumed = 5682

Slots required = 9470/1.5= 3780

The area required = 6320*4 = 15120 m2

About 2.0 ha of land would be reserved for the Iron and steel stacking.


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6.3.7.3 Others

Conveyor Corridor

A conveyor system to evacuate the cargo would run from the berth stockyard and to the plant

feeds. A right of way of 5 m is accordingly considered for the conveyor corridor and an area of 4.0

ha is reserved within the Captive Jetty(ies) area for the same.

Truck Terminals

A truck terminal for the likely tuck traffic along with the associated amenities such as restaurants,

service centre and petrol/diesel filling station would have to be located outside the Captive

Jetty(ies) area. Further, there would be tractors and trailers handling the containers/Iron and steel

products at the berths. In total, an area of 10 ha is considered for accommodating the above.

6.3.7.4 Summary

The land requirements for initial phase of development of the Captive Jetty(ies) is summarized and

presented in the table 6.16 below.

Table 6.16: Summary of Area Requirements

S. No Particulars Area (in. Ha)

52 MTPA stage

1 Waterfront & Berth Back-up Area 1.5

2 Dry Bulk Stockyard Area:

A. Coal Stockyard 19.00

B. IBRM Stockyard 12.00

C. Lime Stone Stockyard 4.00

3 General Cargo (Cement & Clinker) 5.00

4 Iron & Steel Product 2.00

6 Others:

A. Conveyor Corridor 2.00

B. Truck Terminals 5.00

C. Sewage treatment plant 0.50

D. Common user facilities 1.00

E. Misc. Captive Jetty(ies) related activities 3.04

TOTAL 55.40

Green Belt and Others (roads) @33 % 72.80 (180 Acres)


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6.3.8 Buildings

6.3.8.1 Functional Purpose

The buildings proposed to be provided in the Captive Jetty(ies) area and their functional utilities

are described hereunder:

Substation

This building houses the transformers and other electrical equipment. Multiple substations will be

provided as per the load requirements in the different parts of the Captive Jetty(ies) area.

Administrative Building

This building provides space for offices of key personnel engaged in managerial and departmental

activities related to Captive Jetty(ies) operations & management and their support staff. It would

be located on the electrical substation on the first and second floor.

Jetty(ies) Users Building

This would be a three storied building and provide space for the following and would be constructed

at a later date beyond the CRZ line.

Jetty(ies) users, Banks and Canteen on the ground floor

Jetty(ies) Users on the first floor and

Customs Department on the second floor

However, this building would be located on the landward side of the existing road.

Port Operation Building

This building provides space for the operating staff in all the shifts. It would have:

Captive Jetty(ies) control room will be provided at a corner of the building with a suitable

glazing all around. Terminal operations Department and Marine operations staff, pilot rest

room will be accommodated in this building.

The transit light for navigation will also be provided on the roof top of the control room.

This will be located on the 3rd floor of the substation building nearer to the water area.

Canteen

This building provides space for catering staff, messing facilities for all terminal personnel

and for utilities.

Gate House

This building provides space for guardroom, time office and retiring room (for security officer).

Workshop cum central store & Annex

This building consists of two parts, a workshop plus store room, and an annex building.


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The annex provides space for offices of the workshop foremen, mechanics, electricians,

technicians and the storekeepers and rooms for off duty operational personnel and maintenance

labour. The work shop and storeroom are for the regular maintenance activities.

Fire Station

This building houses firefighting equipment, fire tenders, etc.

Dispensary

This would be located near the operational areas and provide minimum facilities required for

the first aid.

Over Head Tank

An Over Head Tank (OHT) is provided to supply potable water to all the buildings or utilities

wherever required in the Captive Jetty(ies) site.

6.3.8.2 Building Areas

The building areas are dictated by the personnel requirement space for offices, storage, machinery,

utilities, etc. Based on the description provided in the previous paragraphs, the estimated building

areas have been worked out and are given in the Table 6.17 below:

Table 6.17: Captive Jetty(ies) Buildings Area Requirements in Square Meters

Building Total Area 52 MTPA stage

Administrative Building 300 150

Jetty Users/ operation/Control room 350 200

Canteen 300 150

Gate House 60 60

Workshop cum central store & Annex 1000

Fire Station 250

Substation 650 500

Dispensary 200

Over Head Tank 300 200

Total 3410 1260

6.3.9 Ships’ Operational Areas

Any Captive Jetty(ies) has to have well laid out operational areas on the land side as well as the

water side.

In this section the water areas required for ship operations and their dimensioning are discussed.

The essential operational area, with brief description of each is provided as follows.


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1. Approach Channel: is that portion of the channel from the landfall point or Pilot Station

leading up to the Port entrance. Where the Port entrance is in deep water an approach

channel may not be required

2. Entrance Channel: is that portion of the channel, which is the transition between the

exposed approach channel and the sheltered Captive Jetty(ies) channel, including the

sector, passing the entrance

3. Port Channel(s): could be one or more channels inside the sheltered port area leading to

one or more port terminals such as docks jetties and other type of berthing facilities,

anchorages or special areas

4. Turning Circle / Manoeuvring Area: This is a special water area usually inside the port

meant for turning ships around or carrying out manoeuvers typically for the purpose of

berthing or un-berthing

5. Berths: jetties, quays, enclosed docks or basins, dock-walls, mooring dolphins or buoys

or other types of arrangements at which ships are berthed and tied up usually for the

purposes of loading or unloading

6. Hauling out space: This is an area immediately adjoining the berth on the waterside, which

the largest ship will occupy at some time or other during berthing or un-berthing.

6.4 Design of Berths and Breakwater

6.4.1 General

For safe manoeuvring and operation of the vessels at the berth and efficient cargo handling,

protective structures are often necessary to create the desired level of tranquillity. Therefore,

depending on the marine environmental conditions, if the port is located on the coast the required

tranquillity can be achieved with provision of breakwater(s) of suitable length. Accordingly, the

main structural components of the alternatives can be summarized as;

Breakwater

Berths

Storage and foreshore facilities

The following paragraphs deal with the structural components of the harbours for enabling smooth

and efficient operations.

6.4.2 Breakwaters

6.4.2.1 Physical factors

The breakwaters are subjected to dynamic forces of waves and need to be safe against the

maximum wave action expected at the site. At the same time the design of the breakwater should

be optimized so as not to become too costly without of course sacrificing safety. In general, the

life of the breakwaters structure is taken as 100 years. In order to make an optimal design the

choice of the design wave height is very important.


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6.4.2.2 Wave climate

The details of wave analysis is given in are given in Chapter 4. It could be seen that the site is

affected by SW and NE monsoons, where SSE is generally predominant and have the maximum

effects. In addition, the Bay of Bengal is affected by about 1½ cyclone per year on an average.

6.4.2.3 Selection of design wave

The near shore wave model carried out with the effects of storm surge; indicate that, the maximum

wave height at a water depth of 10 m is about 7.5 m. The breakwater is located at about 7.0 m of

water. With storm surge of 1.6 m the maximum breaking wave height at MSL is 7.04 m.

Accordingly, the breakwater shall be designed for these breaking waves. For the other portion of

the water, which is located in the shallower portion, lesser wave heights shall be applied.

Depending upon the location of the breakwater it is essential to know whether the depth of water

at the structure is able to sustain the design wave height i.e., whether the wave height at the site

is controlled by water depth. A wave breaking at the structure would exert maximum force on the

structure whereas a non-breaking or broken wave would produce lesser force. Theoretically, a

wave with height H would break in a water depth of 1.3 H. It has been a common practice to design

a structure located in a water depth where d 1.3 H for breaking waves, if 'H' is equal to or less

than the design wave height, assessed for the site.

The Mean High Water Springs at Paradip is +1.3 m and Higher High Water is + 2.58 m C.D. As

already mentioned earlier, the maximum probable wave height, with a recurrence period of one

year, which may reach the Coastal band from SSE, would be 7.5 m. Thus, the minimum water depth

required for sustaining 7.5 m wave would be 1.3 x 7.5 = 9.75 m. In general, statistically all the

worst conditions occurring simultaneously, is rare.

Therefore, it is considered safe enough to assume the design wave conditions at MHWS + 2.58 m

for zero order damage

For Breakwater

i. Breaking wave at MHWS + 2.58 m

ii. No overtopping of waves at HHWL

6.4.2.4 Type of structure

The type of structure to be considered for the breakwater depends upon the construction material

available economically near the site, effect of structural damage and maintenance requirements.

Rubble mound structure is generally favoured because damage to the rubble mound is gradual and

the force due to wave action has to act for a longer period to cause any major damage. Depending

upon the quarries available and the biggest size of stone that could be quarried and the quarry

yield, a rubble mound structure could be designed economically. In case large stones are not

available in sufficient quantities, artificial concrete blocks in the armour could be used.


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6.4.2.5 Preliminary Design of Rubble Mound Breakwater

Many researchers, based on model experiments, have suggested formulae to obtain the weight of

armour unit for the design wave conditions. The parameters generally considered in the formula

are unit weight, wave height at the structure, specific gravity of armour unit, seaward breakwater

slope and a factor, which is indicative of interlocking property of the armour unit. The most

commonly used formula was developed by Hudson and is used here as a guide for preliminary

design. This formula is as under

wr H3

W = ---------------

KD (Sr – 1)3 Cot

Where;

W = Weight of armor unit (tonnes)

wr = Unit weight of armor unit (tonnes/m3)

H = Design wave height (m)

Sr = Specific gravity of rock

= Angle of breakwater slope

KD = Stability coefficient (which varies for different armor blocks)

Presently several other formulas have been suggested in the CEM, developed by Army Corps of

Engineers of US Army, but in essence this formula is still valid and good enough for this design.

The details of the breakwater section are decided on various considerations, such as method of

construction, whether crest level be such that no overtopping of waves would take place, crest

width requirements, necessity for lee side reclamation or otherwise, bedding requirements and

large size stones which could be available from the quarries.

In the earlier days the Tapang quarry used to be used extensively for rocks and other building

material. However, of late the quarries have been exhausted and the quarry of Chandikhol is in use.

These rocks though of lesser specific gravity are good for the construction of breakwater and

berths. The river sand would be used for the fine aggregates. It is assessed that quarries

considered for breakwater would produce stones about 5 ton.

In the rubble mound section, use of stones in the armour layer is always economical. However, the

required size (weight) may be neither easily quarriable nor possible to be transported to the

breakwater site. In such a case artificial concrete blocks need to be cast near the site and used in

the armour layer. There are many types of concrete blocks of different shapes that have been

developed by researchers. Tetrapods have been very extensively used in breakwaters all over the

world. Some new blocks of recent origin like Accropod and Core-loc are being used due to the

specific advantage that these blocks can be used in a single layer instead of in double layer as is

the case with most of the other blocks. Thus the cost of the breakwater could be reduced; however,

these types of blocks need to be placed in a specific manner to achieve the required interlocking


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property which otherwise would not be possible if laid. One more advantage of these new blocks

is that their `KD’ value is higher than that of tetra pods and as such the weight or the concrete

volume required for each block would also be less. Therefore ‘Accropod’ has been considered for

Paradip breakwaters.

For the preliminary design of the breakwater the following conditions were considered.

No overtopping for HHWL

Specific gravity of stones as 2.7 and for concrete 2.4

Stones more than 5 ton are not available economically from the available quarries

KD factor for stones ( is given as 2 in Shore Protection Manual (SPM) Based on our

experience KD = 3 is in order.

Construction level at + 6.5 m or higher.

Based on various considerations mentioned in the earlier paragraphs, breakwater sections for

various reaches for the south, west and north breakwaters have been worked out. The cross-

sections are given in Figure 6.9. It may be noted that armour stones are used for the entire west

and north breakwaters. For the south breakwater, stones are used in the armour up to zero contour

beyond which 6 tonne Accropod are suggested in the trunk portion. For the round heads, 11 tonne

Accropod have been proposed. It may also be noted that wherever there is reclamation on the lee

side of the breakwater no heavier stones are required for protecting the core. However, a geo-

fabric filter would have to be provided between the lee side core slope and the reclamation fill to

avoid leaching of fill material through the voids in the breakwater. The above sections are designed

considering normal wave attack on the breakwater section. It may be noted that the possibility

exists for reducing the armour size after obtaining the directions of waves at various reaches and

carrying out model studies for the stability of the breakwater.

Figure 6-11: Typical section of the breakwater at – 2.0 m Contour CD

6.4.3 Structure for Berthing Face

The type of structure adopted for providing berthing facilities can be broadly divided into the

following two types:


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1 Continuous Wharf Type Structure (Diaphragm wall)

2. Open Berth Structure

However, when more definitive information is available about foundation conditions at the detailed

engineering stage, consideration would be given to other possible forms of construction. These

might include, for example:

Sheet pile bulkhead

Sheet pile cells

Floating caisson

Block-work gravity wall

Also at that stage, the disposition of structural members would be optimised to suit the rail span

of equipment and other applied loads, and the need for a continuous services gallery at the face

of the quay.

The relative merits, demerits, and suitability of the structures are examined in the following

paragraphs:

6.4.3.1 Continuous Wharf Type Structure

This can further be subdivided depending on type of construction and structural types:

a. Diaphragm wall Type

b. Caisson Type

a. Diaphragm Wall Type: This type of construction makes the berth contiguous to the land.

The diaphragm is a continuous concrete wall constructed in-situ on the ground by special

trenching techniques. After construction of the berth, soil in front of the wall is removed to

the required level. The diaphragm wall is designed for earth pressure due to the backfill

earth.

As the berth is designed for the earth pressure, the bollard pull of the ship rather than the

berthing force is critical for the design. Since the berth is contiguous to the land, no

separate approach is required and even heavy vehicles can come directly on to the berth.

Diaphragm wall construction being contiguous to the land provides for efficient handling of

containers or for continuous unloading of bulk cargo. Therefore, where the Captive

Jetty(ies) basin is proposed to be dredged to form a lagoon type harbour, this is a possible

method of construction, since in addition to providing a berthing face, it retains earth fill of

the storage and back up area. The required dredging of the dock basin can be carried out

after construction of diaphragm wall.

Feasibility of such a kind of structure in the proposed layouts warrants discussion of the

inherent disadvantages which are listed below:

The diaphragm wall is costly and involves longer period of construction.


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Diaphragm walls do not allow easy dispersal of energy and may create wave reflections.

Therefore, such structures should be invariably associated with energy dissipating

means such as spending beaches.

b. Caisson Type: Similar to the diaphragm wall, the berthing wharf can be constructed of well

foundations by sinking wells side by side. After casting the kerb and part of the steining,

the caissons are sunk to the hard strata by excavating the soil from within the body of

the caisson. The gap between caissons is closed by steel sheet piles, injection piles or

other appropriate methods. The caissons are interconnected by provision of a deck slab at

the water level. A plum concrete wall to the required height is then provided over the slab

for the full length of the wharf to provide an even vertical face for facilitating fixing of

fenders and continuous berthing face.

Before discussing the feasibility of such a structure, the inherent disadvantages of the

construction of such structures are identified and are given as follows;

Construction of caissons located side by side to form a continuous retaining structure

is a time consuming effort.

The sinking of the caissons located side by side could be more difficult due to their

possible tilt or shift during sinking.

The construction cost of caissons is generally higher than that of diaphragm walls.

Reflection of wave energy causes disturbance to the berthed vessel.

6.4.3.2 Open Berth Structure

The open berth structure mainly implies berthing structure on piles. In this type of structure, the

berth is on pile foundations. Since the pile foundations are discrete columns provided at a

designed interval, free flow of water is not hindered. Therefore, these structures are ideal for

locations in deep waters away from the high waterline and on sensitive coasts where wave

reflection may result in resonance due to movement of the vessel at its moorings. Due to their

inherent nature of offering minimum resistance to the existing flow regime and sediment movement,

the piled structures have very little or no impact on the coastal morphology. Accordingly, the piled

jetty is suitable in almost every location except where it is to serve as an earth retaining structure.

However as already discussed, vertical solid berthing faces are not preferred in the proposed

locations, due to the occurrence of wave reflections and standing waves. It is therefore a

requirement by default that all the basins should have pitched slopes because they are not only

economical but are also very good for dissipation of wave energy. The decking of the berth is

provided with reinforced cement concrete structures consisting of beams and top slab. The beams

and slabs together get integrated by design and then constructed as a continuous monolithic plate

for better and even distribution of live and superimposed loads.

Accordingly, for facilities proposed at Paradip, berths are planned on Piles.


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In order to maintain flexibility of operation the berths are proposed to be constructed in a

continuous manner. However, the length requirement for a berth is shown below;

1. Vessel Capacity : 150,000 DWT

2. Overall length and beam : 305 m x 42.5 m

3. Length of Berth : 325 m

4. Width of Berth

Distance between rails : 20.0 m

Forward clearance : 2.5 m

Conveyors : 5.0 m

Footpath and other facilities : 5.0 m

--------

32.5 m say 33m

As per IS:4651 (Part V)-1980, for long continuous wharf for large ocean going vessels, the

recommended length of the berthing area should not be less than the length of the design vessel

plus 10% subject to a minimum of 15 m. However, from the operation point of view, it is always

preferable to have a continuous, wharf, so that, the loading and unloading equipment could be

shared between the berths. Therefore, a continuous wharf would be most ideal. As per the

calculations above, in the first phase 10 berths are required (Refer to Table 6.7). With design

vessels in the ultimate phase being 300 m long, the length of each berth would be around 325 m.

For the present Captive Jetty(ies) all berths are considered to be about 325 m long. However, there

will be a continuous berthing face for accommodating all the vessels. The total length of the berths

are 2 cape berths of 362.5 m long and balance 2 Panamax berths of 290 m long each, and 4

handymax berths of 265 m each, totalling to about 2365 m in phase I.

As already indicated the berthing head for the proposed facilities is a reinforced cement concrete

structure founded on 1200 mm diameter bored cast-in-situ piles. The piles would be bored into

the fresh rock or for the required lengths in to the weathered rock to provide adequate axial and

lateral capacity. The superstructure would be provided on a series of pre-cast beams running in

both the directions. All piles would have a pile muff of 1900 x 1900 mm size and would support the

pre-cast pile cap beams in a direction perpendicular to the berthing face. The pile cap beams are

essentially ‘T’ shaped beams, provided to support the top secondary beams and crane beams.

The secondary beams and the crane beams would have a 200mm top slab in order to provide

integrity and rigidity. The top surface of the slab would be provided with a 75 mm screed to prevent

any wear and tear. The secondary and crane beams would be partially pre-cast in order to reduce

weight for handling. The pre-cast units are designed in such a manner that only minimum side

shuttering would be required. The front row of piles would have lower pile muffs and a cast-in-

situ fender skirt to enable fixing of fenders. The berths would have the required access from the

storage area and back up space on approaches on piles with similar types of superstructure. The

approaches are also planned to carry conveyers, vehicular traffic, pipelines for products etc.


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Figs. 6.9 shows pile layouts of the harbour. Figures 6.10 also show the sectional elevation of the

jetty including the fenders and cross beams. The general planning consideration for different

proposals is described here in brief.

Figure 6-12: Typical plan and section of the bulk berth

Plan

Section

6.4.4 Design Basis for the Berths and estate level

The marine environmental data as discussed in Chapter - 2 and 4 indicate a highest high water

level of about 2.58 m including a storm surge of 1.6 m, a water level of 5.10 m has been adopted.

Allowing for locally generated waves due to high wind of 1.3 m and 1 m free board the jetty top

level is assumed at + 6.5 m CD for the coastal Harbour. The top level of berth is therefore kept at

+ 6.5 m CD. The existing ground level is at around + 4.0 m and the dredged bed level is -16.00 m

CD, with a 1: 2 slope for the finished slope of the dock basin up to the dredged levels, the width

of the Jetty head could be calculated as follows:

Top Level of jetty (and estate level) = + 6.5 m

Bottom level of skirt beam of berth = + 5.0 m

& the top level of skirt = + 3.5 m

Bed Level = - 19.50 m

With 1:2 slope up to bed layer

Vertical distance = 19.50 m


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Horizontal distance = 39.00 m

So width of the berth = 39.00 m

Accordingly, the width of the berths is decided. It should be noted that as indicated above, from

the handling point of view only a width 33 m is required. Therefore, the greater of the two, would

be adopted in the present case.

6.5 Captive Jetty(ies) Layout Options

Having laid down the parameters for waterside planning in the earlier part of this Chapter, the actual

Captive Jetty(ies) layouts that have been evolved are discussed in this section. As already

indicated, the choices are limited. The proposed Captive Jetty(ies) is located along the Jatadhari

waterfront along the steel plant, which will reduce any large-scale protection for tranquillity.

The only other apprehension of the harbour resonance inside the narrow riverbanks can be taken

care of by providing reverted slope with stone pitching. The other bank of the river/estuary will

remain natural, which would further help in the energy dissipation of trapped wave and tidal energy.

The layout of the Captive Jetty(ies) in the initial phase in the Figure 6.12.

The Captive Jetty(ies) will have two berths for Cape size vessels and other berths will be of smaller

vessels.

The layout attached as JSW/Jetty/LO/001A.

Figure 6-13: Suggeted Preliminary Layout of the Porposed Captive Jetty(ies)


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7 Material Handling Systems & Equipment

7.1 General

A Captive Jetty(ies) can be of maximum benefit to the users, owners and the areas served by it,

only when it is properly laid out, adequately equipped and efficiently operated. The quality of the

service rendered by the Captive Jetty(ies), particularly its promptness and speed, safety and

security of the goods handled and also the total user costs for the services are the basic

requirements for the success of the Captive Jetty(ies) and its future growth. These can be achieved

by a proper layout and well-engineered systems and equipment for (i) import cargoes, including

ship unloading, landside loading and dispatch/delivery to the users, (ii) receipt, unloading and ship

loading of export goods and (iii) in-Captive Jetty(ies) storage and transfer of both.

The cargo handling systems and equipment cannot be evolved in isolation, but should be tailor-

designed to suit the Captive Jetty(ies) layout, which will be influenced by site parameters and

various limitations and considerations of harbour engineering, connecting transport linkages etc.

In turn, the Captive Jetty(ies) layout will also be decided by the cargo handling systems and

equipment. The proposed Captive Jetty(ies) is mainly for import cargo except for steel products.

Keeping this in view, the cargo handling systems and equipment have generally been developed

for the cargo flow from ships to storages and delivery/dispatch to the users via rail and road. The

only exception is the export of steel products where the cargo flow would be in the reverse direction

i.e. unloading and receipt and transfer to storage and ship loading. There will also be some export

of general cargo, but here also the system is generally bi-directional, and capable of handling

flows in both directions.

7.2 Concepts

The broad concepts on which the cargo handling systems have been evolved are:

The Captive Jetty(ies) will work round the clock.

All ships are to be turned around in a maximum of 3 days (72 hours). As a matter of

abundant caution the system capacities will enable the unloading/loading the maximum

size of ships of any particular cargo in about 48 hours’ time.

Uni-flow of cargoes without any backtracking or contra-flow at any stage.

Parallel flows of cargoes so that crossing of flows is avoided. Even if there is any crossing

of flows, there will be a grade separation so that flows do not interrupt each other.

Protection of cargoes from climatic conditions, during receipt, handling, transfer and

storage e.g. cement and coal being conveyed with totally enclosed systems (which has

also the benefit of protecting the environment), covered areas limestone and steel etc.

Provision of facilities for weighing/measuring of cargoes received and cargoes dispatched

like belt scales, flow-meters, weighbridges, etc. for all commercial and accounting

proposes at appropriate stages.


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With loose bulk materials like coal, etc., the in-Captive Jetty(ies) storage capacity to be

adequate for a minimum of 1-month cargo by the trade.

Adequate storage capacity for each cargo so that there is no simultaneous receipt as well

as dispatch of materials from any individual storage area/stack.

Separate access to each storage for cargo evacuation so that the outflow from each area

will be smooth and unhindered.

Easy road access to all the operational areas, storages.

Minimising the rail network in the Captive Jetty(ies) while fully meeting the rail evacuation

requirements.

The systems designed for operation with minimal man power and also with a built-in

suitability for complete automation.

Provide with latest Electronic Data Inter-change (EDI) facilities

Minimising the initial investments with provision for future investments to be made as and

when necessary.

Adequate spaces for future expansion with availability of contiguous areas for each

individual cargo, for meeting any unanticipated growth.

Minimal disruption and hazards to the on-going Captive Jetty(ies) operational activities

during construction at the time of future expansion.

Central Co-ordination Control tower to monitor Captive Jetty(ies) activities and house latest

Meteorological facilities

7.3 Coal Handling

7.3.1 In - Captive Jetty(ies) Storage for Cargo Handling

Material handling would inter-alia include properly located and planned adequate storages. The

storage areas of the Captive Jetty(ies) are generally planned to cater to the unavoidable

mismatches in the rates of cargo receipt/dispatch by sea and hinterland transport system, with

adequate operating space, and retrieval systems.

With an annual throughput of 8.40 million tonnes of coal from foreign destinations ship size of

180,000 DWT, (150,000T cargo), would be aimed at owing to the long term economy of scale. and

accordingly, the storage requirement can be as under:

450,000 t (3 times the maximum shipload)

Or

700,000 t (One-month Storage)

The storage of 450,000 tonnes will be provided in rows. Each row will have 8 stacks of 200 x 50 x

14 m each having a stack capacity of 630,000 t (assuming 0.8 t/m3 bulk density).


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7.3.2 Handling System

There are basically 2 types of unloaders available

Continuous type.

Grab Type

The continuous unloader is an equipment with mechanical devices for digging and conveying the

material. However, it also can have the facility to accept dust control systems, thereby providing

for a cleaner environment in the unloading and all other handling areas. The other real advantage

is that the ship unloading times can be less and the entire transfer and handling systems and

equipment being of a continuous nature, results in higher average handling rates.

On the other hand, Grab type has the advantage of simplicity in operation and has been in use for

decades and users and operators are well conversant with this system. Over the years the basic

feature of unloading has not changed at all but technological improvements have taken place in

materials, increasing the payload/tare weight ratio from 1.0 to 1.2 to 1.6 (the higher figure with

heavier bulk density materials and as such with comparatively smaller benefits for a light commodity

like coal). 4/6 rope grabs have come up with better scooping capabilities. Hydraulically operated

grabs are also being used now-a-days. All these have helped in improving the handling rates.

The grab type suffers from two distinct disadvantages, due to its inherent nature as explained

below:

The digging rates are the best at the start of operations but goes on reducing as the pile

becomes less and is much poorer in the hold near the clean-up stage. The ratio of the

hold digging rate to the cream digging rate can be about 0.5 or even go down to 0.4. Apart

from increasing the ship unloading times this also results in designing of all the subsequent

transfer and handling systems for the cream digging rates, which get over designed and

underutilized most of the time.

The operations viz. grabbing as well as dropping of coal raise considerable amount of dust

and no effective systems are available for controlling the dust emissions.

However, with the advent of dust sensors in the hopper and adaptive Grab design to operate at

lower digging rate, the Grab unloaders are increasingly becoming popular and will be adopted at

the proposed facility.

The coal unloaded from ship using Grab unloaders will be transferred to a completely enclosed

wharf belt conveyor elevated to about 8 m above ground which will enable road traffic to cross

under it at suitable places. This belt conveyor will have diverter arrangements and will discharge to

one of the two inclined conveyors, (fully enclosed) which will raise the height of conveyance to

about 13m-14m and transfer the coal to the stack feed belt-conveyor running alongside the

enclosed coal stackyard. The stack feed conveyor will be provided with a motor driven travelling

tripper arrangement which in turn will feed a stacker also moving longitudinally and parallel to the

belt.


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The stacker which will be travelling on an overhead gantry will have an upper transverse conveyor

and a lower reversible conveyor so that the coal can be dropped in any area precisely. The dropping

will be through a telescopic chute with gap sensing and self-adjusting features so that the height

of open dropping would be kept down to the minimum and dust emissions are minimised.

There will be 5 rows of stacking with each row having 2 stacks of coal (450 m x 50m) longitudinally

in line with each other. The stack height will be 8 m. The longitudinal sides of the stacks will be

walled up, which will increase the capacity of the stack and also give protection to the environment.

In the same gantry (on which the stacker will be travelling), a chain bucket type reclaimer will also

travel longitudinally. This reclaimer will have a transverse reclaiming conveyor, which will deliver

the coal to a longitudinal out loading conveyor running along the stack yard on the side opposite

the stack feed belt conveyor. The out loading conveyor will transfer the coal to a short length cross

conveyor, which in turn will transfer the coal to the loader belt running longitudinally beside the

coal loader gantry. Another tripper, which will move along with gantry type loader and operating on

the longitudinal loader belt, will feed the gantry type loader with a cross belt conveyor. The gantry

will cover 2 rail tracks (inside) and 2 truck lanes (outside). Another telescopic chute (positioned

crosswise) will finally drop the coal into the rail wagon or truck. System operation will be such that

the loader operator will have an overriding control on the reclaimer. The system will thus enable

loading of a full train or road trucks irrespective of the stack from which coal is reclaimed or the

position of the reclaimer or the exact location of the rail wagon or truck.

All transfer points will be totally enclosed while maintaining suction pressure inside to eliminate

dust emission. The coal stacks will have water spray arrangement to suppress dust emission.

In a subsequent expansion (beyond 4 million tonnes of coal traffic per annum) a similar stacking

arrangement will be provided on the other side of the rail wagon/ truck loading area with its own

belt conveyor, tripper, stacker, reclaimer, and conveyor. The diverter arrangement mentioned earlier

will enable feeding the second inclined conveyor for transfer of the unloaded coal to the other

stockyard though a cross running belt conveyor.

At that time a second coal loader can also be provided, operating on the same gantry and the coal

dispatch capacity of the Captive Jetty(ies) would be doubled.

The Captive Jetty(ies) operations in coal handling can be broadly divided into the following

sequential operations.

Unloading from ship and transfer to the wharf belt conveyor.

Transfer through a belt chain to stack feed conveyor

Transfer to the stacker through a tripper

Stacking of coal by the stacker

Reclaiming by the reclaimer and transfer to the out loading conveyor

Transfer to the loader belt through a cross conveyor

Transfer to the loader through a tripper


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Transfer of the cargo to the Plant day bins of each plant without any separate storage at

the plant site.

7.3.3 Unloading of coal

The maximum size of coal ships is 180,000 DWT and it is to be unloaded in a period of 48 hours.

On an average, this would require 2500 t/h effective unloading capacity.

Allowing for idle times like shift changes etc. and effective unloading rate being only about 70% of

the rated unloading capacity, a maximum unloading capacity of 3571 t/h will be required. It is

proposed to provide two unloaders with unloading capacity of 2000 t/h each, which will give a

cushion for handling bigger size vessels later.

Two 2500 tph unloader will be provided initially and two more unloaders shall be added in the later

phase. The hold clean-up will not be fully achieved with grab unloader. A good clean up can be

achieved by a bobcat/scraper/pay loader of a suitable capacity operating in the hold.

A typical ship unloader working on the berth is shown in Figure 7.1.

Figure 7-1: Typical unloader working at the ship

7.3.4 Conveying

Considering the conveying rate required being about 2000 t/h (roughly 2500 m3/h) and the

conveying distance of nearly 1450 m in 3 portions (350 m in quay + 100 m (elevating), +700 m

(alongside the stack yard), belt conveyor will be the obvious choice. Steel cord belts would be

appropriate for this purpose with a belt width of 1600-1800 mm and a belt speed of 200-220

m/min.


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The belt conveyor at the quay will be of a closed type, as this will be environmentally safe and

elevated at about 6 m above the ground to enable road traffic to cross underneath it. The extra

gallery costs will be of the order of ₹20,000 – 30,000 per meter length. Good belt scrapers will be

provided for removal of the material clinging on to the belt and avoid its getting dropped en-route.

The elevating conveyor will be at a rising angle of about 4o to 5o to raise the material to a level of

about 13 to 14 m for discharging into the stack feeder belt alongside the stockyard.

There are 4 transfer points in unloading and stacking (i) from unloader to quay belt conveyor, (ii)

from quay belt conveyor to elevating conveyor (iii) from the elevating conveyor to the corresponding

stack feed conveyor and (iv) from the stack feed conveyor to stacks. Dust extraction systems with

filters have to be provided for the transfer points by provision of total enclosure of the transfer

points along with maintenance of suction pressure inside, which will adequately control the dust

egress at these points.

Two overhung electromagnetic separators (cross belt type) are necessary, one immediately after

the ship unloading point in the belt and another at the beginning of the stack feed conveyor to pick

up tramp steel/iron pieces that may be found in the coal.

The out loading conveying will begin with the out loading belt adjacent to the stack yard and running

along its length. The reclaimer will deliver the coal reclaimed from stack on to this conveyor which

in turn will transfer coal to a cross belt conveyor. This conveyor will be able to convey and transfer

the coal on to the loader belt running adjacent to the loader gantry along the whole length. Through

a tripper, the coal will be transferred from the loader belt to the coal loader.

7.3.5 Stacking

The stacker will be fed by the stack feed conveyor through a motor operated travelling tripper. The

stacker will be an overhead travelling type on a built up gantry and will receive the material on an

upper transverse conveyor, which in turn will discharge into a lower reversible conveyor, which

moves in the longitudinal direction.

A telescopic chute with automatic pile position sensor will be provided at the discharge end of the

stacker so that it can be adjusted to suit the prevailing stack height to minimize dust emissions

during dropping, to the maximum extent possible. There will be two stackers cum reclaimers of

5000 TPH, in the initial phase for coal, and one for the Limestone and IBRM respectively. The

stacking will be carried out along the berth in the CRZ zone parallel to the berth. This would allow

optimising the number of equipment and efficiency of operations.


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Figure 7-2: Typical unloader and stacker-reclaimers in the cargo flow chain.

7.3.6 Coal Stack Yard

Each row will consist of 4 stacks of 750x 50 m arranged so as to be longitudinally in line and

separated by a distance of 20 m. This could vary depending on the type of coal to be stored in the

facility. The longitudinal sides of the stacks will be walled up as an environmental protection and

also to increase the stack capacity.

With a stacking height of about 10 m in the phase I will be followed, which would go up to 14 m,

in phase II. While one stack is being stacked the other stack would be under reclamation for

dispatch of coal by rail/road. Initially 2 rows will be provided and later, the 2 more rows of coal

stacks can be added. When the throughput exceeds the present levels, a similar arrangement will

be provided on the other side of the coal loading yard i.e., 4 more rows with 2 stacks in each row

with a stacker and reclaimer for each row.

The stack will be provided with multi nozzle water spray system on the sides with water pumps of

adequate capacity for sprinkling water for dust control. Suitable drainage arrangements with traps

and de-silting facilities will be provided and the water will be recycled.

7.3.7 Stockpile Dust Control

Control of stockpile-dust emissions would be achieved by water sprinkling.

Sprays are to be spaced at about every 40 m with a spray rate of about 1.5 m3/hr.

The water sprays replace water lost from the piles through evaporation. As water application is

usually only needed under windy or drying conditions it is proposed to be automatically controlled

by anemometer with manual override for special combination of weather conditions or for dust

suppression such as at pile ends.

Water runoff would have to be arranged and drainage would have to be effective and care taken

of stockpiles during periods of monsoon weather to monitor any potential stockpile slump. The

drain water can be collected in a pond, filtered and recycled.


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7.3.8 Continuous belt weighing

Load cell operated belt scales of 3000 t/h capacity will be provided. There will be 2 belt scales

one after the ship unloading point, and another on the stack feed belt. The system will include

instantaneous and cumulative coal handling volumes at any moment, with digital read outs. The

accuracy of belt scales should be + 0.5%.

7.3.9 Sampling

One Belt (cutter) sampler will be provided at a suitable point to check the quality of coal being

received. The sampling system can be installed in a separate tower, which can be coupled to the

coal transport system by 2 conveyors one conveying the sample to the processing equipment and

the other for returning the extracted material back into the system. Sampling point will also be

totally enclosed to minimize dust escape.

In addition, sample preparation (crushing/grinding equipment) and sample splitting facilities are

needed. Sample analysing equipment is also to be provided.

Spoon sampling will be done for checking the quality of coal being loaded on wagons/road trucks.

7.3.10 Reclaiming

There will be bucket chain reclaimer of matching capacity for each row. Each reclaimer will also

move on the same gantry over the stack but at a lower level than that of the stacker.

The reclaimer and the subsequent belts will be wholly controlled by the rail wagon/truck loader.

7.3.11 Supplying to the Daily Bins of the Plants

The coal from the stack yard shall be supplied to the plant daily bins as required. As the daily

requirements are limited, the reclaiming and the conveyance conveyors are of limited size based

on the plant requirement. There will be an inbuilt control preprogramed in such a manner so that

the reclaiming and supply happens at a particular time of the day.

7.3.12 Control System for Coal Handling

The basic operating features of the coal handling system will be as under:

Semi-automatic operation of unloader i.e. the operation will be started and stopped by the

operator but the rest will be automatic. The operating parameters for the shift will also be

set by the operator at the time of starting. The automatic operation will be arranged through

PLC based control.

Positioning of stacker is manually controlled and initial setting is also done by the operator

along with the operating parameters for the shift. After this initiation, stacker operation will

be automatic.


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Positioning of reclaimer will be manually controlled as also the initial setting along with the

operating parameters for the shift. Thereafter it will be controlled by the operator of the

loader which loads coal into railway wagons and road trucks.

Loader will be an overhead type which will be controlled by the operator, using various field

devices and PLC and/or relay based devices.

Conveyor system will be by automatic sequential operation of the conveyor chains with

plant auxiliary equipment. This will be by remote auto operation. A remote manual operation

will be provided as a standby arrangement. In addition, local manual operation without any

interlocks is also provided for test inspection of the system elements. Gates of chutes will

be changed over to meet the selected coal flow line, before sequential start is commenced.

The PLC system will also provide for expert diagnostic systems for trouble shooting as well

as system sensors for equipment protection.

Control panels needed for centralised operation of conveyors will also be installed in the control

house. Necessary control devices, instrumentation and signal lights will be integrated in the control

panels to facilitate remote control requirements and monitoring of the coal handling system. All the

annunciation requirements will also be displayed on the graphic panel in the control house.

The central computer and associated control console will be located on a control tower overlooking

the unloading berths and wharfs, stackyards and loading area. Normal overall plant control and

monitoring will be exercised from the central control room which will be equipped with the console

with colour video displays. Operating conditions of unloaders, conveyors and other auxiliary

equipment will be indicated on a graphic panel in the control house. Colour video displays will

display flow diagrams both as an overview and at the detailed level. Data required from belt scales,

and other sensing devices are integrated into the controller system to present a continuous upward

flow of terminal operating information. All movement of coal in the plant will be initiated by

operators in the ship unloader and coal unloader for dispatch, after prior permission and route

setting by the central control. The individual stacks to which the coal is to be stacked after ship

unloading and from which coal is to be taken out for dispatch by rail/road will be determined by

the central control room operator. The user access system will be at 3 levels. A central terminal

operation is used for continuous monitoring and control of terminal activities and will be located at

the control centre. The second level will comprise equipment operators, wharf foreman, yard

foreman etc. to continuously update and bring the status to the current level and also for

information access. The third level will comprise management, maintenance planners, stores and

other users. Standard video display terminals will be used for data entry and retrieval for all system

users. The control and monitoring function will be supported by a terminal management system.

This will be a computerised data processing system to minimise plant operator’s role. This will

furnish:

i. Inventory control status with recording of receiving and discharging material quantities,

stackwise and coal source/quality wise, stack location, volume of material in stack and

nomination of stacks for receipt of incoming material and dispatch of outgoing material.


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ii. Commercial data with details of dates, carriers, quantities and quality and stacking dates

of coal received on the receipt side and details of date rail wagons (trains)/trucks, stacks

from which coal is dispatched and quality of coal dispatched, on the dispatch side.

iii. Equipment data includes operating hours, breakdowns and their restoration with times and

dates, maintenance status and condition monitoring etc.

iv. All electrical faults and shut downs, device-wise and the date and time of occurrence as

well as their clearance.

v. Report generation plant operation reports, daily, monthly, annually etc. as required will be

generated

7.4 Lime Stone

7.4.1 Storage

Open storage of Limestone is proposed. The storage shall be planned on the similar reasoning as

given under coal storage and a total storage of 400,000 tonnes of lime stone (One-month storage)

will be provided with 4 stacks of 450 x 50 x 10 m each having a stack capacity of 136,000 t

(assuming 0.96 t/m3 bulk density).

The area requirement for the above storage would be roughly 27 ha including the operational areas

around the stacks.


The workings of various unloaders have been explained in the previous section. The lime stone

shall be handled as a ‘dry bulk cargo’. As explained above there will be only Grab unloaders

installed at the berths for handling of the lime stone. One fixed unloader of the required capacity

as calculated below shall handle the cargo.

7.4.3 Unloading of Limestone

The maximum size of limestone ships is 80,000 DWT (70,000 ton cargo) and it is to be unloaded

in a period of 48 hours. On an average, this would require 830 t/h effective unloading capacity.

Allowing for idle times like shift changes etc. and effective unloading rate being only about 75% of

the rated unloading capacity, a maximum unloading capacity of 1107 t/h will be required. It is

proposed to provide an unloading capacity of 1200 t/h, which will give a cushion for handling

bigger size vessels later. So in the initial phase, one 1200 TPH unloader will be provided with no

stand by. Each berth will be adequately equipped to handle the products. One Mobile Harbour

Crane (MHC) shall be provided, for any breakdowns at the Lime stone berth.

7.4.4 Conveying

Considering the conveying rate required being about 5000 t/h (roughly 1300 m3/h) and the

conveying to the stockyard.


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7.4.5 Reclaiming

There will be bucket chain reclaimer of 5000 t/h capacity for each row. Each reclaimer will also

move on the same gantry over the stack but at a lower level than that of the stacker.

The reclaimer and the subsequent belts will be wholly controlled for delivery to the day bins of the

plants directly.

7.5 Finished Steel Product

7.5.1 Storage

In the stage 1 of the operation, billets, slabs and wires would be imported for the Orissa plant.

They will be stored in the open; hence levels yards shall be made for this purpose. The storage

area could be used later for storing the steel products which would be cargo of similar nature.


The unloading and loading for the loading for the imported billets, slabs and wires as well as the

steel products shall be carried out using Mobile harbour cranes up to the stage two operations.

Keeping pace with the cargo, the MHCs shall be replaced with fixed unloaders/loaders. It should

be clearly understood that, the unloading/loading of this products could use the latest vacuum

technology. A typical harbour crane is shown in Figure 7.3.

Figure 7-3: Typical mobile harbour crane to be used for steel products

7.5.3 Conveying

The Conveying of these materials shall be carried out using the FLT or tractor trailer. The unloaders

will directly unload on to the trailers.


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7.6 LNG

7.6.1 General

LNG is a natural gas is natural gas, primarily composed of methane, which is converted to liquid

form for ease of storage and transport. LNG takes up about 1/600th the volume of natural gas. The

conversion of natural gas to its liquefied form allows for the transport of greater quantities.

Following figure 7.4 depicts the complete LNG Supply Chain. This cargo is presently considered

as an alternative fuel. Only the cargo handling description would be included and no cargo is

included till later stage when the assertion of the quantities has been made.

Figure 7-4: LNG Supply Chain

Liquefaction is the process of cooling natural gas to -162°C (-259°F) until it converts into liquid.

LNG must be converted back into a gas for commercial use and this is done at regasification

plants. This process is known as the LNG Process Chain.

The equipment, flexible hoses, high pressure unloading arms and send out facilities and equipment

such as LNG unloading facilities, LNG storage tanks, boil-off gas handling facilities, LNG HP/LP

pumps, LNG vaporizers, relief devices like flare stack or safety valves, send-out facilities, and also

number of utility facilities, have all been assessed for positioning within the Terminal with due

consideration of the following aspects:

Safety in terms of protection of personnel and property implemented by combination of both

active and passive protection;

Environmental issues (protected natural areas, site conditions, pollution criteria, limitations on

noise levels, seawater quality, etc.)


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Optimization regarding the interconnecting piping lengths between units;

Optimization of process flow;

Optimization of hydraulic flow (namely for rain water drainage);

Provision for handling water for ORVs/Modified SCVs

Provision for future expansion, including additional storage tank of 190,000m3, AH-IFV,

associated facilities etc.

Topography and main road access;

Operation flexibility;

Maintenance requirements (access to areas, overhaul space);

General accessibility;

Future development

Compliance with the safety concept;

Construction constraints (especially regarding the construction schedule);

Provision for minimum clearance between hazardous areas;

Provision to minimise hazards in buildings by building pressurization where necessary and

distance to process facilities;

Direct accessibility to valves and equipment;

Spillage collection, including sloped paving in hazardous area.

Consideration to allow inspection and maintenance activities to be performed whilst operations

are continuing undisturbed;

Consideration to reduce the risk that a fire in one area of the plant is spread to another area

(domino effects);

Consideration to reduce the risk that the flammable gas cloud in case of leak and/or gas release

could reach an uncontrolled ignition source;

Consideration to reduce (in case of accidental scenarios) the loadings on buildings and the

risk of a gas cloud reaching buildings;

Consideration to facilitate the emergency action requirements.

7.6.2 Safety Distances

According to the regulations and standards mentioned above, the safe distances between the

equipment in THE TERMINAL shall be complied with the requirements shown below:


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7.6.2.1 LNG Tank Spacing

LNG tanks with capacity more than 265 m3 should be located at minimum distance of 0.7 times the

container diameter from the property line but not less than 30 meters. Minimum distance between

adjacent LNG tanks should be 1/4 of sum of diameters of each tank. This standard does not

consider inter distances between LNG Storage tank below 265m3 capacity. However, any LNG

storage / process equipment of capacity more than 0.5M3 shall not be located in buildings.

7.6.2.2 Vaporiser Spacing;

Vaporizers and their primary heat sources unless the intermediate heat transfer fluid is non-

flammable shall be located at least 15 m from any other source of ignition. In multiple vaporiser

installations, an adjacent vaporiser or primary heat source is not considered a source of ignition.

Integral heated vaporizers shall be located at least 30 m from a property line that may be built upon

and at least 15 m from any impounded LNG, flammable liquid, flammable refrigerant or flammable

gas storage containers or tanks.

Remote heated, ambient and process vaporisers shall be located at least 30 m from a property

line that can be built upon. Remote heated and ambient vapourisers may be located within

impounding area. The inter distances in multiple heated vaporisers a clearance of at least 2 m shall

be maintained.

7.6.2.3 Process Equipment Spacing

For Process equipment spacing Table 2 of OISD-STD-118 as applicable shall be followed. Fired

equipment and other sources of ignition shall be located at least 15 m from any impounding area

or container drainage system.

7.6.2.4 Control Room and Substation

The minimum distance of 60 m shall be maintained between LNG Storage Tank and Substation.

7.6.2.5 Unloading Facility Spacing

A pier or dock used for pipeline transfer of LNG shall be located so that any marine vessel being

loaded or unloaded is at least 30 m from any bridge crossing a navigable waterway. LNG and

flammable refrigerant loading and unloading connections shall be at least 15 m from uncontrolled

sources of ignition, process areas, storage containers, control room and important plant structures.

This does not apply to structures or equipment directly associated with the transfer operation.

7.6.2.6 Gas Dispersion Exclusion Zones

The vaporisation of LNG produces a cold gas cloud initially denser than air, which can progressively

become lighter under the effect of dilution and re-heating by the environment. Gas dispersion

exclusion zones (the required exclusion zones are defined in the safety philosophy) are to be taken

as criteria in the layout development for the following items:

Design of the central control room;

Location and elevation of the flare;


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Distance from the tank pressure safety valves (released to the atmosphere) to the property

line and to the flare;

Distance of the jetty to adjacent port infrastructure and implementation of a safety exclusion

zone around the jetty when LNG is being transferred;

The basic criteria used in the determination of the exclusion distances is the envelope of the gas

cloud at which the LNG vaporiser concentration is below the lower flammable limit (LFL) as

recommended by the applicable codes and standards.

The hazardous range of gas dispersion consequent to a scenario of LNG or HP gas line rupture is

delimited by the Lower Flammability Level (LFL). These limits will define restriction on ignition

sources and permanent third party human presence.

7.6.2.7 Heat Radiation

The extent of allowable thermal radiation flux is also a key consideration in establishing the plot

layout. The main equipment for the heat radiation source is the flare stack. Currently the flare

system is sized and located to meet the following radiation intensity criteria. A design wind velocity

of 10 m/s is used for flare radiation calculation.

Table 7.1: Heat radiation from Flare Stack

Emergency Flaring Radiation Level*

kW/m2 Btu/h./sq ft

Maximum at base of flare stack 9.0 2,850

Maximum at edge of sterile area 5.0 1,580

*: By Installation and equipment for liquefied natural gas – design onshore installation. (EN1473, 2007 edition). Solar radiation

is excluded.

In the detail engineering stage, the allowable maximum thermal radiation fluxes for equipment and

buildings both within the fence line and outside the plot boundary shall be computed.

7.6.3 Process Flow Optimization

In the Terminal, LNG is received from a LNG carrier, introduced and stored in the LNG tanks, then

discharged by LP pumps to HP pumps via or bypassing the boil-off gas re-condenser. Finally, the

LNG pressurized by HP pump is converted into gas in the vaporizers and sent out to the pipeline.

There are many other process lines in the terminal for supporting the main stream described above,

along with utility facilities vital for supporting the terminal operation.

It is essential to optimise the positioning of the equipment and systems when establishing the

terminal layout, which will be based on the methodology below:

Equipment distribution along with the process flow

The Terminal is divided into the areas for installation of the equipment based on their task

such as unloading, storage; pumping, vaporizing, etc. Each group of equipment was placed


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along the flow scheme of the process. The LNG storage tanks were placed in the nearest

area next to the jetty trestle, and BOG recovery area was placed next to the LNG storage

tanks, etc.

Minimization of total length of pipes

Based on the distribution of equipment, the piping route was reviewed to minimize its total

length.

Minimization of distance between the facilities

With compliance to the safety exclusion zones, and with reasonable accessibility, the

equipment is placed to have the distances between the relevant equipment as short as

possible.

7.6.4 Accessibility

The Terminal consists of a large variety of components all of which require routine access for

general inspection. The access requirements vary between infrequent use, regular use and

emergency use, therefore the arrangement of walkways and other access routes is carefully

planned to make access effective and efficient.

Particularly, in case of emergency, the accessibility to each area is extremely important to ensure

safe and immediate control. Some of the aspects to be taken into consideration are:

Rapid and unobstructed access to Firefighting facilities such as extinguisher, fire hydrant,

water monitors shall be arranged properly in a strategic location.

Clear and permanent access to site instrument or electrical panels.

Clear and unobstructed permanent access to control and block valves to be operated under

emergency conditions.

Clear escape routes and safe muster points

Piping Layout:

For the piping layout, the following considerations will be taken into account for the design:

Any pocket section where the LNG could be trapped should be avoided in LNG line in order

to prevent the disturbance to smooth flow.

Piping should be grouped in racks and run on sleepers at ground level where practicable.

Expansion loops will be required in LNG lines

LNG lines should be run with a minimum slope or if not practically horizontally to minimize

any potential low points

LNG lines should be always allocated at the bottom of a pipe rack so that impact to the

other piping in case of leakage is reduced.

The height of valve handles should take into account the operability requirements.


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The discharge of safety valve should be located taking into account the heat radiation and

dispersion when activated.

The minimum distance from bottom of the pipe rack beam to top of the road is 5 m.

7.6.5 Marine Facilities

The Jetty head and approach trestle, and LNG carrier berthing components are part of the overall

work scope necessary for the development of the LNG Import Terminal, however, their design and

construction is the responsibility of Jetty(ies).

The jetty shall be designed to accommodate LNG carriers in the size range of 90,000 m3 to 270,000

m3. To accomplish this, the LNG berth will include breasting and mooring dolphins, fender systems,

mooring hooks and mooring line tension monitoring system.

The second objective of the LNG berth is to provide a platform to support the mechanical

equipment required for unloading LNG carriers. The LNG trestle shall provide structural support

from the shore to the LNG unloading platform for the LNG unloading piping, auxiliary mechanical

and utilities, control and electrical systems, and access roadway.

7.6.5.1 Main Marine Facilities

The Jetty and Marine Facilities is placed to north of THE TERMINAL. The jetty is designed to operate

with LNG carriers in the capacity range of 90,000 m3 to 267,000 m3.

The jetty is designed to accommodate:

Four (4) Unloading Arms and One (1) Return Gas Arm

Piping manifold

Jetty K.O. Drum

Jetty superstructure

Nitrogen Buffer Vessel

Shore gangway

Firefighting systems

Jetty Control Room

Other associated facilities

7.6.6 Storage Area

Considering the above a operational area for handling 8 MTPA LNG is about 90 acres which is

equivalent to about 40 ha.


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7.7 Equipment Requirements for the Jatadhari Captive Jetty(ies)

The consolidated requirements of equipment and machineries as described above shall be as

detailed in Table 7.2.

Table 7-2: Equipment requirements

Cargo Equipment 52 MTPA stage

Coal SGU – 2500 TPH 2 (1 + 1)

Lime Stone SGU – 2500 TPH 2

IBRM SGU – 3250 TPH 2

Steel Products MHC – 1200 TPH/ 1

Steel Products FLT + Tractor trailer 10

Coal Stacker - Reclaimers 2 (1+1)

Lime stone Stackers - Reclaimers 1

Rail and road loading Mobile Crane 6


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8 Infrastructure Facilities

8.1 Background Discussions

8.1.1 General

The berthing, cargo handling and transfer facilities created would not be adequate to serve the

overall purpose unless backed by well-planned infrastructure facilities for receipt and dispatch of

projected cargo taking into account the future expansion of the Captive Jetty(ies). The

infrastructure facilities include roads, rail lines and pipelines, and within the Captive Jetty(ies),

water and power supply and distribution, sewage treatment and drainage, bunkering, port craft,

navigation, firefighting systems, safety and control systems, EDI/computerized systems and

communications, office buildings and residential accommodation. The scope of this report does

not cover the off Captive Jetty(ies) infrastructure of rail and road linkages to the main line of existing

rail network and to national/state highways respectively. However, as these infrastructure facilities

are very critical for functioning of the Captive Jetty(ies), the broad requirements of these off-

Captive Jetty(ies) infrastructure facilities are also dealt with in this chapter along with the detailed

requirements of in-Captive Jetty(ies) infrastructure facilities.

8.1.2 Navigational Aids

The terms Aids to Navigation, Nav-aids and Navigational aids used interchangeably, are all meant

to convey marks, including floating marks, such as buoys and beacons, transit and clearing marks

as well as signalling systems, radio aids and communications, electronic systems, radar etc. which

are installed on land or in water for guidance to all ships for safe and regulated navigation in the

channels, anchorages, berths, docks etc. It is envisaged that navigation will be carried out

throughout the year, by day and night except during times of high wind speeds and low visibility,

and inadequate draft etc.

8.1.2.1 Buoyage

The most commonly used navigational aid in any Captive Jetty(ies) is a system of floating markers

known as buoyage system. There are several buoyage systems in vogue at various ports around

the world. However, International organizations have been able to, by and large, standardize these

systems. For this Captive Jetty(ies) and its approaches, the Uniform International Lateral Buoyage

System is envisaged. Starting from seaward, a “Landfall Buoy” may be laid in deep i.e. about 20

m depth of water. This buoy should be large, lighted and provided with radar reflectors or more

advanced fittings to make it visible and/or discernible from a distance of not less than 3 to 5

nautical miles in clear visibility. Ships intending to call at the Captive Jetty(ies) may head for this

buoy. Embarkation of Pilots too may be done off this Landfall Buoy. Buoy requirement at the Captive

Jetty(ies) is worked out as presented in Table 8.1.


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Table 8-1: Buoy requirements at the proposed Jetty(ies)

BUOYS (Type) Numbers

Port hand Buoys 7

Starboard Hand Buoys 7

Fairway Buoys 1

Landfall Buoys 1

8.1.2.2 Shore Based Marks

Due to the mobile nature of buoys implicit reliance cannot be placed on them for navigation. In

this respect shore based marks have more reliability and will be used wherever possible either as

supplements to buoyage or by themselves. The following shore marks can be advantageously

deployed to assist navigators.

A pair of Transit Marks may be constructed at suitable points on the land to define the Centreline

of the Approach Channel. The top marks of the back and front marks should both be prominent

but different in shape so as to be distinguishable from one another. The rear of the two marks (as

seen from seaward), i.e. Back Mark should be sufficiently taller than the Front Mark to ensure that

the Back Mark is seen above the top of the Front Mark at any point within the usable part of the

transit line i.e. the Centre line of the channel. The distance between the Front and Back marks

should not be less than one-eighth the distance between the front marks and the most distant

point on the useful part of the transit line, i.e. approach channel. If this distance is reduced, the

sensitivity of the transit will be reduced thereby compromising its usefulness. Both the transit

marks should be lit by lights of suitable colour and characteristics so that the transit is visible and

usable for day and night navigation. In the case of a bent channel one pair of transit marks will

have to be installed for each leg of the navigation channel.

8.1.2.3 Ship-to-Shore Communications

Efficient and reliable ship-to-shore communication is a basic need for smooth port operations. In

the past this was achieved through visual means such as Semaphore and Flags hoisted on ship

and shore signal masts. These systems still cater to dire emergencies and during failures of all

modern systems, which depend on electric power. Accordingly, a Signal Mast complete with yard

and halyards may be erected at a prominent location visible from ships in sight of the Captive

Jetty(ies). Full sets of flags and other types of hoists and visual storm and other signal shapes

should be provided in suitable storages.

8.1.3 Harbour Crafts/ Togs

In the initial Phases all tug services shall be outsourced.

8.1.3.1 Other Minor Port Crafts

A variety of other Port crafts would have to be commissioned with the harbour. These would

include mooring boats, fire tenders, pilot launches and a mooring buoy. Harbour tugs are

sometimes equipped for firefighting as well. However, the important consideration would be


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accessing of all areas by land vis-à-vis by water. With the present location of this Jetty(ies),

access by land will be equally convenient and as such firefighter tugs are not being considered.

8.1.4 Potable water supply

An underground water tank of 2100 cubic metres capacity will be provided to meet an approximate

daily demand of 2.1 million litres. A closed loop grid system with necessary cross connections and

valve stations will be provided inside the Captive Jetty(ies) premises. Water supply will be provided

to all berths by running a pipeline with 600 lpm discharge capacity. Two outlet points at each berth

will be provided for supply of potable water to ships. A pump house will be provided with necessary

pumps and controls to maintain water supply.

In addition, bunkering of potable water to ships will also be provided as per their needs; water

pipelines will be laid to the individual jetties for this purpose.

Besides, fresh water will be required for supply of ballast water requirements.

The ballast water supply requirements have therefore to be based on the likely annual average.

Additional Ballasting water will be required for import cargo only. Assuming that the net average

extra ballasting will be 1/3rd of this the unloaded cargo weight for which compensatory ballast

water has to supplied, the total water requirement will be 0.1 million tonnes. This will correspond

to a water requirement of 0.1 x 106 cubic meter /annum or 275 cubic meter /day. While this need

not be potable this has to be fresh water (and not Sea water) as the ship’s water tanks should not

get corroded in the long run.

Water sprinkling of coal stacks as a dust suppression measure at this Captive Jetty(ies). The stacks

will be covered on top and also on the sides, which automatically reduces the dust ingress into the

ambient and water sprinkling will be correspondingly reduced. Further water sprinkling will not be

required all round the year and sprinkling will be needed only under certain climatic conditions (viz.

windy and drying) with automatic activation through anemometer sensing.

Assuming that there will be 120 nozzles for all stockpiles delivering water at a rate of 1.5 cubic

meter /hr, the total consumption will be 180 cubic meter /hr. Assuming that the sprays will be

operative for 40% of the time the annual water consumption will be 365 x 24 x 0.4 x 180 cubic

meter or the coverage water consumption/day would be 24 x 0.4 x 180 = 1728 or say 1800 cubic

meter. This water also need not be potable but has to be chloride free.

The additional freshwater requirements due to bunkering and coal stack spray will be 275 + 1800

= 2075 cubic meter /day. In addition, there will be a requirement of about 24 cubic meter /day of

portable water for human consumption and use. The total water requirements including potable

water requirements would be 2100 cubic meter /day or 2.1 mld. In summary, the total water

requirements would be as follows.

Water Requirement for Captive Jetty;

S. No Particulars Water Requirement (cubic meter /day)

01 Water sprinkling for dust Suppression 1800


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02 Ballasting 275

03 Drinking & Sanitary 24

Total 2099 (or 2.1 MLD)

8.1.4.1 Sourcing Water

There two water sources near Paradip. One on the right bank of the River Mahanadi, namely

Taladanda Canal, which supplies water to the Paradip Port, and the second one on the Left bank

called Kendrapada Canal, which acts as an irrigation and water supply source for the local

inhabitants. Since the Taladanda Canal is already supplying water to the Paradip city, this source

cannot be completely ruled out. In addition, water from the Kendrapada canal has been considered

as the only water source which can possibly supply water to the proposed Captive Jetty(ies).

As an alternative, the water may be sourced from the Jobra Barrage on river Mahanadi, about

87 km away. The ISP is sourcing the water from this barrage, hence same source may be tapped

for Captive Jetty facilities as well.

8.1.5 Fire Fighting System

8.1.5.1 General firefighting System

Separate firefighting facilities will be provided for all the Captive Jetty(ies) areas and activities,

other than those of LNG viz. for coal, cement, container, oil cakes etc. The system will comprise

a separate water intake to draw water from sea, and a separate pump house with pumps and a

closed loop with hydrants for the needed locations. The system will consist of a closed loop grid

and fire hydrants with single/multiple heads located in such a manner that hose lines can effectively

reach any part of the area. The system will be designed to maintain a pressure of 5 kg/cm2 at the

hydrant outlet for all areas

Sea water will be used for firefighting purpose. Electrical pumps of adequate capacity will be

provided with diesel standbys. A centralized fire station will also be provided for attending to all

calls. This station will house three mobile fire tenders. Further special firefighting equipment such

as foam and carbon dioxide extinguishers will also be provided for chemical and electrical fires.

Fire detection and warning system will be provided, in all vulnerable area of the Captive Jetty(ies).

8.1.6 Drainage / Sewage System

8.1.6.1 Storm Water Drainage

Storm water run-off from the container area is collected using a network of catch basins and inter

connecting pipes. One catch basin is envisaged to cater to around 4000 m2 of area. The runoff

will be led to the waterway behind berths using multiple discharge points. For the bulk handling

facilities area, a system of open drains will be provided to discharge the collected runoff into the

waterway.


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8.1.7 Sewage System

Sewerage system will be designed to integrate with the overall sewage disposal system being

planned for the project. A system of interconnecting sewer lines will be laid both in the Captive

Jetty(ies) so as to be connected to the main sewer lines at suitable locations. The sanitary sewage

discharge from berthed ships will be pumped into the sewer system in the Captive Jetty(ies) area

which would be discharged into the sea after treatment.

8.1.8 Bunkering System

Bunker fuelling facilities will be provided at both the container and bulk cargo berths. Salient

features of the facilities planned are described in the following sections.

8.1.9 Electrical Systems

8.1.9.1 Power supply source and distribution

Power is envisaged to be purchased from OSEB at 66 KV. The supply would be obtained through

overhead lines in duplicate feeders up to the switch yard located within the Captive Jetty(ies)

premises. Voltage would be stepped down from 66 KV to 11 KV using 2 transformers of 5 MVA

capacities in the first phase..

The 11 KV supply system would be the primary distribution voltage of the Captive Jetty(ies). The

11 KV supply from the switch yard would in turn feed five or more sub stations suitably located.

Entire 11 KV supply system would be duplicated at each sub-station providing 100% standby.

The other possibility is to use a ring-main system which is generally not adopted in Captive

Jetty(ies) as there may be only marginal saving in cost. Also the Jetty(ies) tend to be in the form

of narrow strips of berths, one after the other, especially, when the expansions take place in

different phases and in the event of a fault in a sub-station close to the main 66 KV receiving

station, the power is fed through the other substation located at the other end of the Captive

Jetty(ies). Therefore, in the event of one more failure, a large area is likely to be without power.

The proposed double feeder system, however, avoids such difficulties. The cost of the entire

duplication network described above may appear to be high, but it would be only a fractional

addition to the initial cost and will give large benefits compared to the losses in case of power

failure and consequent losses due to idling.

Voltage shall be stepped down to 3.3 KV and 415 Volts at these substations and supplied to utilities.

However, option of operating some of the motors at 6.6 KV and thereby changing the distribution

voltage from 3.3 KV to 6.6 KV with 11 KV/6.6 KV sub-stations would be kept open at this stage.

All distribution within the Captive Jetty(ies) premises would be through underground cables laid in

cable ducts. The unloader, stacker, reclaimer etc. shall be powered by 3.3 KV trailing cable from

3.3 KV junction boxes located at mid-berth locations.

Power factor improvement equipment will be provided not only at the sub-stations but also in major

equipment using large quantities of power.


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All the conveyer drives up to 120 KW are proposed to be supplied at 415 Volts and higher powered

drives will be at 3.3 KV. The bus-bar in the low voltage side would be sectionalised in such a way

as to ensure maximum reliability. Two 100% capacity transformers for distribution at 415 volts from

3.3 KV would ensure reliability.

During construction period, Electrical Power may be obtained at 11 KV with one 500 KVA, 11

KV/440V, 3 phase transformer to start with, followed by installation of similar transformers with

growth in power requirement.

In any continuously working system, uninterrupted power supply is essential. For this purpose,

duplicate feeders from the 66 KV GEB substation to the receiving substation within the Captive

Jetty(ies) using double circuit is to be provided. In the receiving station two power transformers

are envisaged each, capable of taking full load of initial operations. The transformers however can

also run in parallel or in isolation, and can be fed from either of the transmission circuits. The

voltage for distribution within the Captive Jetty(ies) is chosen as 11 KV, so that right from

construction stage, wherever possible, the final designated cable routing in cable ducts can be

carried out, to avoid later duplication of work and wastage.

Power supply at 11 KV to various 11 KV/3.3 KV Captive Jetty(ies) substations is made with double

cables, laid in the same cable ducts from one substation to the next.

8.1.9.2 Design of Electrical System

The equipment selected shall be suitable for the following:

1. Voltage variation + 10%

2. Frequency variation + 5%

3. Combined voltage & frequency variation + 10%

All electrical equipment and cables selected are to be suitable for 50o Celsius ambient temperature

and maximum relative humidity of 90%.

Based on preliminary designs, the magnitude of electrical load is presented in Table 8.3.

Table 8-2: Estimated electricity load for the proposed Captive Jetty(ies)

Start Total Demand

After 10 years Total Demand

1 Lime stone Handling

Travelling type unloader (at the wharf) 360 KW 720 KW

Conveyors 320 KW 640 KW

2. Coal Handling

Unloader (Wharf) 1200 KW 2400 KW

Conveyor (Belt) 600 KW 1200 KW

Stacker 150 KW 300 KW

Reclaimer and Loader 250 KW 500 KW


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3. Steel Products Handling 650 KW 1000 KW

4. Fire Fighting and Water Supply 500 KW 500 KW

5. Lighting, Air-conditioner, Lifts etc. 1000 KW 2500 KW

6. Miscellaneous Loads 2000 KW 1000 KW

Total 6730 KW 12960 KW

The Peak Demand with a diversity factor of 0.7 4920 KW 9500 KW

With a PF if 0.95 5200 KVA 10000 KVA

8.1.9.3 Sub-Station

A 66/11 KV outdoor Main Receiving Station having two feeders parallel incoming is envisaged with

necessary protection, metering equipment and paralleling devices. The Captive Jetty(ies) sub

stations viz. 11/3.3 KV and 11 KV/415 are planned indoors. Adequate margin and spare feeders

are to be inbuilt to meet the future growth. Separate DC System for interlock and protection is

envisaged for sub-station protection. DC Systems would have battery and independent charger

systems.

8.1.9.4 Primary Switch Gear

Breakers would be provided on the 66 KV supply side and isolators on the Captive Jetty(ies) side.

As per the requirements of GEB, breakers would also be provided at the supply side.

11/3.3 KV Switch gear would be SF6/vacuum and SF6/Air circuit breaker having interrupting

capacities of not less than 750 MVA and 250 MVA respectively.

L.T. Switch gear would be drawn out, multi panel type and would have Air Circuit Breakers. All the

Switch gears would be of indoor metal clad type.

8.1.9.5 Lighting

Captive Jetty(ies)s in general work round the clock; therefore, the need for exact illumination for

different areas is required to be identified at a later stage. However, about 120 Lux is desirable in

the control rooms of the Captive Jetty(ies), where readings of the various instruments are to be

recorded. In other areas of the Captive Jetty(ies), provision for about 80 Lux of lighting is proposed,

part of which could be switched off when not under use. In the Captive Jetty(ies) area where night

working is proposed minimum lighting requirement is about 60 Lux; however, in the absence of

night working 15-20 Lux is required for security purposes.

During power failures, supplies would be provided to selective lighting loads, as decided by the

user, through diesel generating sets.

In the main substation, emergency D.C. lighting would be provided for limited use. A set of batteries

with chargers will be provided for this purpose.

8.1.9.6 Backup Power Systems

The loading and unloading operations and emergency lighting would only be using the backup

power. The other operations will be suspended during power failures. Two stand-by diesel


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generating sets having a capacity of 1000 KVA each are envisaged to provide power to the Captive

Jetty(ies), in the case of power failure. These generators would supply at 440 V and would meet

the emergency requirements and lighting load. They are to be started automatically/ manually and

load put on selectively depending on the need. This would amount to a total power demand of

800 KW with the diversity factor of 0.5 and load factor of 0.8. Adequate provision for catering to

the future increase in load requirement is made.

The generator house, switching station etc. will be provided with provision for future expansion of

2 additional sets of 1000 KVA.

8.1.9.7 Codes and Standards

All standards and codes of practice shall be the latest editions including all applicable official

amendments and revisions as on date of implementation.

In the case of conflict between this specification and the standards referred to herein, the former

shall prevail.

8.2 Miscellaneous Services

8.2.1 EDI Facilities

During the last twenty years, since containers have come into widespread use, the productivities

and capacities of the Captive Jetty(ies)s have improved immensely. The competitiveness of

Captive Jetty(ies) operations in general, and container traffic in particular, increases with a shorter

turnaround time due to better availability of quays and high performance equipment together with

involvement of private operators. These changes in Captive Jetty(ies) facilities and the new working

conditions for stevedores substantially increase the Captive Jetty(ies) investments. Matching

productivity increases have to be achieved which requires inter-alia the processing of information

and documentation. It is now widely acknowledged in the Captive Jetty(ies) and maritime industry

that a Captive Jetty(ies)’s productivity and quality of service are also critically dependent on the

speed of documentation, processing and availability of real time information on the location and

status of ships, containers and goods, apart from the state-of-art physical facilities and operations

for reduction of the time spent by ships and goods and all users in the Captive Jetty(ies).

Computerization and EDI systems/operations avoiding highly laborious and time consuming manual

procedures will enable availability of real time information for speedy handling of ships and goods

in Captive Jetty(ies) and interaction with all Captive Jetty(ies) users.

In addition high-speed information/data processing and communications systems are necessary

to provide the infrastructure for EDI systems and improve the competitive edge of the Captive

Jetty(ies), decrease the cycle times, increase the rapidity of calls and shorten the transit-time of

goods in the Captive Jetty(ies) and provide prompt, real time and accurate information to all the

Captive Jetty(ies) users for mutual/joint planning of all activities, for all round optimal performance,

at least cost.


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Powerful information/data-processing methods adequately supported by high speed

communication and data links with appropriate inter connections are proposed at this Captive

Jetty(ies) to manage the Captive Jetty(ies) activities in the areas of:

Maritime traffic control, VTS (at a later date)

Scheduling and management of maritime calls and ships

Planning operations for ship unloading, transfer to storages and further handling to the land

side transport

Control of container movements

Management of all storage and container yards and speeding up of cargo-handling

operations in every area

Fast tracking of all goods

Documentary procedures related to transit of goods throughout the Captive Jetty(ies)

In addition, Captive Jetty(ies) equipment and facilities are required to resort more and more

to data processing such as,

Remote control of fixed or mobile equipment – bridges, cranes, video camera networks

etc.

Monitoring and control of the operations of gantry cranes for containers and other cargo

and all major equipment in storage and dispatch/receiving yards

Computer assisted maintenance management including maintenance planning

Inventory requirements of the Captive Jetty(ies)

The information/data processing equipment located at the harbour master’s office, the various

cargo terminals and company head office, along with complementary interactive terminals at the

users’ offices inside and outside the Captive Jetty(ies), viz. various companies and firms, ships

and shipping agents, forwarding agents, hauliers, customs services, etc. form the network for

control, communications, information and data exchanges, decisions and their communication,

and provide the maximum benefit to the Captive Jetty(ies) and all its users and also the inland

infrastructure and services.

The need for extensive communications and exchange of information go together with this facility

development. The codified transactions related to the customs, administrative and commercial

processing of cargo, transmission of data and financial processes and commitments are the basic

elements of such a network.


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9 Cost Estimates & Financial Analysis

9.1 General

A successful project depends on its technical soundness and economic viability. The technical

aspects of the project for handling of the projected traffic have been discussed in the previous

chapters. The present chapter would mainly deal with the cost estimates and financial evaluation

of the project.

The first step leading to any financial evaluation is to determine the capital as well as operation

cost to a reasonable degree of accuracy. Accordingly, cost estimates for various components and

sub-components are required to be determined precisely so that the cost estimates for the

proposed facilities would be accurate and variation if any will be within the permissible and

acceptable limits.

In addition, the cost of money (interest on account of borrowings) is also important. It should be

very well understood that, interest during construction (IDC) is a big component of the total interest

accruals is directly dependent on the construction period. Hence longer the construction period

higher will be the IDC and vice versa. Therefore, before going ahead with the financial evaluation,

it is necessary to make a construction schedule for the project execution.

9.2 Construction Schedule

Detailed construction methodology and scheduling is beyond the scope of this report. However, in

order to carry out the financial analysis of the project the construction methodology and the material

sourcing shall be discussed in brief. It must be remembered that an efficient construction

procedure would lead to shorter period of completion, thereby saving on interest during

construction and furthermore advancing the revenue earning capacity of the Captive Jetty(ies).

The various broad activities envisaged for the realization of the project are outlined below:

i. Approach roads road and railways for Captive Jetty(ies)

ii. Hydraulic dredging and disposal

iii. Reclamation

iv. Construction of waterfront structures

v. Breakwaters

vi. Storage facilities

vii. Access to/from Captive Jetty(ies) by road/rail

viii. Operational/maintenance/service facilities

ix. Operational staff amenities

The construction schedule prepared is enclosed as Figure 9.1.


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Figure 9-1: Construction schedule for the proposed Captive Jetty(ies)

9.3 Basis of Cost Estimates

The item rates for the civil works and cost of various equipment and machinery were arrived at

based on the procurement cost on similar other facilities. The cost of civil construction such as

berths is derived from the current contracts being carried out in the market. The cost of dredging

was taken from the prevailing market price. In case of breakwater actual working out of quantities

was resorted to. Since, the dredging and breakwater constitutes 60% of the cost, care was taken

to calculate them very carefully. The block estimates for the initial phase is given as figure 9.1.

Table 9-1: Cost Estimate for the Project

S.NO. PARTICULARS RATE QUANTITY

AMOUNT (Rs. in Millions)

In Rs. 52 MTPA stage

1 Land Development 100.00

2 Breakwater 1600 783000.00 1252.80

3 Dredging 160 24000000 3840.00

4 Civil works

4.1 Berths 75000 70000.00 5250.00

4.2 Buildings 270.00

4.3 Water supply etc 250.00

4.4 Road (Intrenal) 1000.00

4.6 Foundations for Equipment 200.00

4.7 Jetty for Captive Jetty(ies) Crafts -

Total Civil works 12162.80

4.8 Investigation, consultancy etc. 121.63

Grand Total Civil works 12284.43

5 Mechanical equipment

5.1 Mechnaical Unloader - Coal 550 2 1100.00

5.2 Mechanical unloader - Lime Stone 550 2 1100.00

5.3 Unloader (MHC) 400 2 800.00

5.5 Stacker Reclamier - Coal 450 2 900

5.6 Stacker Reclamier - Lime Stone 250 1 250

5.5 Conveyor for coal 0.2 1050 210

ACTIVITY

YEAR

S.

No.MONTH 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36

1 DREDGING (Port area)

(Approach Channel)

2 BERTHS

3 BREAKWATER

4 OTHERS

Time


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S.NO. PARTICULARS RATE QUANTITY

AMOUNT (Rs. in Millions)

In Rs. 52 MTPA stage

5.6 Conveyor for Lime Stone 0.2 1000 200

5.8 Work Shop Equipment LS LS 250

5.10 Tractor Trailor 10 12 120.00

5.11 Dust suprression Etc. 150.00

5.12 Navigation Aids 100.00

5.13 Spares for 2 years 259.00

5.14 Errection and commisioning 11.02% of total cost 599.38

Grand Total Mechanical Equipment

6038.38

6 Miscellaneous

6.1 Electricals 1500.00

6.2 Power backup 500.00

6.3 Installation and comm. (Elct) 220.40

Grand Total Electricals 2220.40

7 Contingencies @ 5% 412.94

8 Consultancy @ 1 % 82.59

TOTAL PROJECT COST 21038.73

9.4 Financial Evaluation

This section discusses the assumptions made to carry out the financial assessment, capital cost

and Interest during Construction (IDC) to calculate total project cost, Internal Rate of Return (IRR)

and finally sensitive analysis considering few scenarios.

9.4.1 Assumptions

In order to carry out the financial evaluation of the alternative the following factors are considered:

Mobilization of investment is considered with a total Debt: Equity ratio of 0.70:0.30.

Interest during construction is considered as 12%.

Capital investment is repayable in 15 equal instalments after the completion of construction

period plus one year on operation. Interest after construction will be considered on reducing

balance.

For the present the project has 2 phases of development as follows:

o Phase I – : 10 berths and associated facilities

o Phase II - : at 100 MTPA stage 14-16 berths

Contingency for other phase is also considered as 5 % of the cost at that particular phase.

Administrative cost including salary and wages is calculated as 2% of the project cost,

increasing at 5% per annum.

Operation and maintenance cost is considered as 2% of the project cost, increasing at 5%

per annum.

Maintenance dredging of 1.5 million m3 per annum is considered at Rs 180/ m3 with annual

increase in price at 1%.


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A straight line depreciation calculation is adopted with the following life periods.

o Civil works : 30 years

o Equipment : 15 years

Annual traffic for each phase is taken as given.

The tariff for first year is Rs 350/ ton, increasing at the rate of 15% every 3 years.

Government royalty in form of wharfage of Rs. 15/- per ton would be levied. The increase

in the wharfage is at a rate of 20% per three years.

9.4.2 Internal Rate of Return

The borrowings at 10 % rate of interest from the nationalized banks are assumed. Accordingly, the

rate of return on the 30 year time period works out to 14.00 % for a tariff of Rs 375/ton.

9.4.3 Internal Rate of Return

Sensitive analysis was carried out changing the tarries alone, since, this Captive Jetty(ies) feeds

the requirements of the in house steel plants. As could be expected the IRR increases with the

tariff which suggests that the returns will be far better than suggested above. Table 9.1 gives the

sensitive analysis for the IRR.

Table 9-2: Sensitivity analysis

Sl. no Tariff in Rs. IRR in %

1 375 14.00

2 400 15.67

3 425 16.75

4 450 18.10

5 475 20.10

9.5 Calculation of Tariff Scenarios at Paradip Port – Bulk Handling

The above analysis is based on a total Jetty(ies) tariff of Rs.350 per ton. However, it was considered

essential to calculate the present total tariff at the nearest Paradip port, so that, the applicability of

Rs. 350/ton is duly verified. Accordingly, based on the notifications of the traffic department dated

November 20th, 2007, the following jetty(ies) tariff is calculated, which is applicable from November

1st 2007. These rates are subjected to escalation based on the year of calculation.

Total tariff at Paradip Port can be summarised as:

i. Ship related charges - Rs. 72.20 + Rs. 30.00 (Demurrage) = Rs. 103

ii. Wharfage - Rs. 71/ton for cargo higher than 7 million tonnes

iii. Handling charges - Rs. 198/ton including unloading and handling

iv. Storage charges - Rs. 15.00/ton for 15 days

Total - Rs. 384/t

Accordingly, it could be seen that, at present the port tariff works out to about Rs.385.00, at the

current prices. The charges are exclusive of the demurrage charges.


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10 Benefits of the development

General benefits of major developments like Captive Jetty(ies) is not only restricted to the financial

benefits to proponent and government but also have several societal benefits. Benefits go beyond

the investment and returns due to the social gains from the project, i.e., improvement in quality of

life, health benefits, environmental benefits, employment generation etc.

The other existing nearby port at Paradip helped in large extent to overall industrial development of

the region through establishment of industries such as Fertilizers (Paradip Phosphates Limited,

IFFCO), Refineries (IOCL) and Seafood processing. Paradip fishing harbour came into being, which

is now considered as one of the largest fish and shrimp landing centres in India and sustain the

livelihood system of thousands of families of the region. The industrial development around the

Paradip port area also helped in establishment of educational institutions, heath care facilities,

transpiration facilities, hotels creating thousands of jobs for local people.

Similarly, new proposed Captive Jetty(ies) will also provide the following opportunities:

• Employment generation for localities

• Development of road and rail connectivity

• Ware housing and other logistics park

• Port company for various cargo handling (stevedoring)

• Port led industrial development or SEZs

Apart from the above mentioned activities, proponent is also willing to contribute towards better

medical and educational facilities and drinking water provisions.


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11 Conclusions and Recommendations

11.1 Conclusions

The current report is preliminary in nature and based on the available secondary data. No data

collection was undertaken for the present study. The main aim of the report is to get the Captive

Jetty(ies) apprised by the Government of Odisha leading to in principle approval and signing of

Concession Agreement. Thereafter, the report would be used for obtaining the Terms of Reference

from the MoEF&CC, for preparation of the EIA/EMP document from a competent and approved

agency leading to CRZ and Environmental clearance.

The report determines the feasibility of establishing the Captive Jetty(ies) facility on the Jatadhari

Muhan River bank, where adequate tranquillity would permit round the year operation without any

extensive breakwater protection. The site was selected after examining 3 alternative locations

including the Jatadhari River bank. The estuary offers tranquil environment and adequate space for

operation and storage. Strategically located fronting the proposed steel plant, the Captive Jetty(ies)

can double up as the RMHS of the steel plant by directly supplying raw material to the plant bins.

Similarly, the products could be stored at the Captive Jetty(ies), so that export of the products are

easy.

10 berths in the first and 14-16 berths in the 100 MTPA phase would be necessary for handling

the captive as well as the commercial cargo that may generate with the operation steel plant and

the ancillary industries that may precede them. The Captive Jetty(ies) would be developed with an

initial outlay of INR 2100 crores, and at the current prevalent tariffs at the Paradip Port, 14% IRR is

computed.

11.2 Recommendations

11.2.1 Studies to be undertaken

As discussed above this is the first report prepared to determine the feasibility of the Captive

Jetty(ies) facility. On approval of the Odisha Government for construction of a Captive Jetty(ies),

the following studies would have to be undertaken, so that statutory approvals and engineering

designs could be carried out. The studies could be broadly divided in to the following;

A. Field Investigation

B. Mathematical Model Studies

C. EIA/EMP study

D. Sustainability study as part of EIA

E. Detailed Project Report and Detailed Engineering

11.2.1.1 Field Studies

Field Studies to determine the following parameters are essential;

1. Hydraulic Parameters of the area consisting of;


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i. Current

ii. Tide

iii. Silt Charge

iv. Bed Material

v. Salinity and Temperature

2. Date collection with respect to wind and wave;

i. Hind cast data on wind and wave for long term data banks such as IMD & UKMO

ii. Local weather data from the regional IMD office

3. Soil Investigation to determine

i. The Dredgeability of the approach channel and Jetty(ies) basin

ii. Safe bearing capacity of the founding soil

iii. Bearing capacity of the stackyard area

4. Environmental Data

Ambient data for determining the likely impact of the development including but limited to air

and water quality modelling. Impact of dredging etc.;

i. Air Quality

ii. Water quality, for surface, marine and ground water

iii. Noise

iv. Terrestrial Ecology

v. Marine ecology

vi. Socio-economic study

vii. Study of historical and heritage locations

11.2.1.2 Mathematical model Studies

The mathematical studies to be undertaken would depend on the design details and the

implementation parameters. In general, for a typical Captive Jetty(ies) location the following model

studies are carried out.

1. Coastal Hydrodynamics and Flow modelling

2. Sedimentation

3. Evolution of shoreline and costal morphology

4. Wave propagation and effect under

a. Fair-weather conditions

b. Extreme weather conditions

5. Tranquility in the harbour and down time estimates

6. Sea water exchange

7. Disposal of dredged material

8. Thermal intake and outfalls

9. Harbour resonance


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11.2.1.3 EIA and EMP Study

Based on the ambient conditions and developmental plan, an EIA/EMP report shall be prepared

through a competent and accredited consultant.

The report would be prepared based on the standard ToR and the additional ToR issued by the

Environmental Appraisal Committee, Infrastructure and CRZ, MoEF&CC. The Feasibility report and

mathematical model study report will form part of the EIA submittals.

11.2.1.4 Detailed Project Report

After obtaining in principle approval of the Government of Odisha and the Environmental clearance,

the detailed design and developmental plan shall be prepared. This would be submitted to the

appropriate authorities to approve the exact plan of development, leading to execution of the

project.

Techno-Economic Feasibility Study Report...Integrated Steel Plant of JSW Steel Limited (JSWSL) Draft...

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