TECHNO-ECONOMIC FEASIBILITY REPORT (TEFR)environmentclearance.nic.in/writereaddata/Online/TOR/30...1 TECHNO-ECONOMIC FEASIBILITY REPORT (TEFR): FOR IMPROVING THE CAPACITY UTILIZATION

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TECHNO-ECONOMIC FEASIBILITY REPORT (TEFR):

FOR IMPROVING THE CAPACITY UTILIZATION OF OR-I & OR-II AT VISAKHAPATNAM PORT TRUST (VPT), ANDHRA PRADESH, INDIA.

Final Draft Report

AUG -2016, Rev No: 02

Client: VISAKHAPATNAM PORT TRUST

Consultant: Prof. R. SUNDARAVADIVELU. F.N.A.E

Department of Ocean Engineering, IIT Madras

Chennai – 600 036.

Visakhapatnam Port Trust Department of Ocean Engineering TEFR: OR-I & OR-II Berths Indian Institute of Technology Final Report Madras

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TABLE OF CONTENTS

1.0. EXECUTIVE SUMMARY .......................................................................................................... 7

2.0 SCOPE AND PURPOSE OF THE STUDY .............................................................................. 10

2.1 Scope ................................................................................................................................... 10 2.2 Purpose of the study............................................................................................................. 10

3.0. INTRODUCTION ..................................................................................................................... 11

3.1. General ................................................................................................................................ 11 3.2. Need for the project ............................................................................................................. 12 3.3. Project background .............................................................................................................. 12 3.4. Demand and Supply Gap .................................................................................................... 13 3.5. Project Description .............................................................................................................. 14 3.6. About Developer .................................................................................................................. 17

4.0. SITE ANALYSIS ..................................................................................................................... 18

4.1. Project location .................................................................................................................... 18 4.2. Accessibility ......................................................................................................................... 19 4.3. Description of environment .................................................................................................. 20

4.3.1. Tidal data ...................................................................................................................... 20 4.4. Wind data ............................................................................................................................ 20 4.5. Climate ................................................................................................................................ 20 4.6. Cyclones .............................................................................................................................. 21 4.7. Waves .................................................................................................................................. 21 4.8. Temperature, humidity, rainfall and visibility ....................................................................... 21

4.8.1. Temperature ................................................................................................................. 21 4.8.2. Humidity ........................................................................................................................ 21 4.8.3. Rainfall .......................................................................................................................... 21 4.8.4. Current data .................................................................................................................. 22 4.8.5. Sea water salinity .......................................................................................................... 22 4.8.6. Visibility ......................................................................................................................... 22

4.9. Seismic condition ................................................................................................................. 22 4.10. Soil Data ............................................................................................................................ 23 4.11. Littoral drift ......................................................................................................................... 24 4.12. Existing infrastructure at OR-I & OR-II .............................................................................. 24 4.13. Existing Pipe lines ............................................................................................................. 25 4.14. Physical observations ........................................................................................................ 27

5.0. GENERAL DESIGN CRITERIA .............................................................................................. 31

5.1. Structural Design ................................................................................................................. 31 5.2. Materials and Cover ............................................................................................................ 31

5.2.1. Concrete ....................................................................................................................... 31 5.2.2. Reinforcement ............................................................................................................... 31 5.2.3. Clear Covers to Be Provided ........................................................................................ 31

5.3. Design Life ........................................................................................................................... 32 5.4. Vessel Specifications........................................................................................................... 32 5.5. Design Codes and Standards ............................................................................................. 32 5.6. Design Methodology ............................................................................................................ 33 5.7. Deflection ............................................................................................................................. 33 5.8. Pile, Diaphragm Wall and Anchor Wall ............................................................................... 34

6.0. GENERAL ARRANGEMENTS OF PROPOSED OR-I & OR-II BERTHS ............................. 35

6.1.1ntroduction .......................................................................................................................... 35


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2) Longitudinal beam centres shall be at 2.3 m, 8.4 m &14.5 m from the face of the berth. ..... 35 6.2. Concept selection ................................................................................................................ 35 6.3. Berthing structure ................................................................................................................ 36 6.4. Additional Berth ................................................................................................................... 43

7.0. PLANNED SCHEDULE AND COST ESTIMATES ................................................................ 44

7.1. Development plans .............................................................................................................. 44 7.1.1. Location of OR-I ............................................................................................................ 44 7.1.2. Location of OR-II ........................................................................................................... 44 7.1.3. Length of OR-I .............................................................................................................. 44 7.1.4. Length of OR -II ............................................................................................................ 44

7.2. Existing pipeline details ....................................................................................................... 45 7.3. Fender and Mooring facilities .............................................................................................. 46 7.4. Marine Loading Arm (MLA) ................................................................................................. 46

7.4.1 Design Data ................................................................................................................... 46 7.4.2. Details of Import pipelines ............................................................................................ 46 7.4.3. Bunker & Dirty Ballast Line ........................................................................................... 47 7.4.4. Drainage and Sampling Arrangement .......................................................................... 47

7.5. Design vessel size ............................................................................................................... 47 7.6. Design Data ......................................................................................................................... 47 7.7. Navigation channel .............................................................................................................. 48 7.8. Port facilities ........................................................................................................................ 49

7.8.1. Fire fighting facility ........................................................................................................ 49 7.8.2. Automatic fire detection and alarm system ................................................................... 50 7.8.3. Services (water & power) .............................................................................................. 50

7.9. Navigation aids .................................................................................................................... 51

8.0. MOORING STUDY .............................................................................................................. 52

9.0.ENVIRONMENTAL CONCERNS IN SPECIFIC TO THE PROJECT ..................................... 53

9.1. The Major environmental concerns ..................................................................................... 54 9.2. Major concerns during Berth operation phase .................................................................... 54 9.3. Mitigation Plan ..................................................................................................................... 55 9.4. General outline of the plan .................................................................................................. 55

9.4.1. Air Pollution ................................................................................................................... 55 9.4.2. Noise ............................................................................................................................. 55 9.4.3. Fire Fighting .................................................................................................................. 56 9.4.4. Ship loading and Unloading .......................................................................................... 56 9.4.5. Sources of raw materials and consumption: ................................................................. 56 9.4.6. Pre-Construction Activities ............................................................................................ 56

9.5. Applicable Acts and Regulations: ........................................................................................ 57 9.6. Summary of Significant Environmental Impacts from the Port's ......................................... 59 9.7. Pollution Caused due to the dismantling of existing structures. .......................................... 60 9.8. The guidelines for operating the POL vessels. ................................................................... 61

10.0. COSTING .............................................................................................................................. 63

10.1 Scope ................................................................................................................................. 63 10.2 Unit cost rates ..................................................................................................................... 63 10.3 Contingencies ..................................................................................................................... 63

11.0. CONTRACT PACKAGES..................................................................................................... 67

11.1. Introduction ........................................................................................................................ 67 11.1.1. Contract-I. ................................................................................................................... 68 11.1.2. Contract 2. .................................................................................................................. 68 11.1.3. Contract 3 ................................................................................................................... 69

11.2. Construction Method and Estimation of duration .............................................................. 69 11.2.1 Construction of berthing structure ............................................................................ 69

11.3. Mechanical/Electrical/Fire fighting work ............................................................................ 70


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12.0. FINANCIAL BENEFITS FROM THE PROJECT .................................................................. 71

13.0. CONCLUSION AND SUMMARY ......................................................................................... 72

ANNEXURE ................................................................................................................................... 73

PROJECT FEASIBILITY FLOW CHART ...................................................................................... 74

APPENDIX -I .................................................................................................................................. 76

TRAFFIC STUDY ........................................................................................................................... 77

Traffic analysis ............................................................................................................................ 77 Future Projection ........................................................................................................................ 77

APPENDIX -II ................................................................................................................................. 82

BLOCK COST ESTIMATE ............................................................................................................ 82

APPENDIX -III ................................................................................................................................ 98

DRAWINGS ................................................................................................................................... 98


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LIST OF FIGURES Figure 2.1: Aerial view of Visakhapatnam port Trust ................................................................................. 10 Figure 3.1 : Existing monolithic structure .................................................................................................. 11 Figure 3.2: Existing dredge level .............................................................................................................. 14 Figure 4.1 : Location of Vishakapatnam port Trust ..................................................................................... 18 Figure 4.2: Aerial View of existing Fertilizer, OR-I&OR-II berths. ............................................................. 18 Figure 4.3: Port layout of Visakhapatnam port Trust ................................................................................. 19 Figure 4.4: Aerial View of existing OR-I&OR-II berth ................................................................................ 24 Figure 4.5: Existing OR-OR-II berth & I ................................................................................................... 25 Figure 4.6: Pipe line trench & fire pipe line in OR-I&OR-II ........................................................................ 25 Figure 4.7: Pipe line trench & fire pipe line in OR-I&OR-II ........................................................................ 26 Figure 4.8: Existing pipe line in OR-I&OR-II............................................................................................. 26 Figure 4.9: PCC Bulk Structures located in between OR-II and Fertilizer Berth ........................................... 27 Figure 4.10: Mooring Dolphin located in between OR-II and Fertilizer Berth .............................................. 28 Figure 4.11: Unloading arm and pile line for OR-I& OR -II ........................................................................ 29 Figure 4.12: Line sketch layout ................................................................................................................ 30 Figure 6.1: Over all view of proposed structure ......................................................................................... 36 Figure 6.2: Aerial view of proposed OR-I berth ......................................................................................... 37 Figure 6.3: Aerial view of proposed OR-II berth ........................................................................................ 38 Figure 6.4: Cross section with fender location-Alternative-I ....................................................................... 38 Figure 6.5: Cross section without fender location Alternative-I ................................................................... 39 Figure 6.6: Cross section with fender location-Alternative-II ...................................................................... 40 Figure 6.7: Cross section without fender location Alternative-II .................................................................. 41 Figure 6.8: Cross section with fender location-Alternative-III ..................................................................... 42 Figure 6.9: Cross section without fender location Alternative-III ................................................................. 42 Figure 6.10: Aerial view of additional berth 180 m ..................................................................................... 43 Figure 6.1: Navigational channel. ............................................................................................................ 48


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LIST OF TABLES Table 5.1: Vessel specification .................................................................................................................. 32 Table 7.1: Fender and Bollard details ....................................................................................................... 46 Table 9.1: Revenue from the project .......................................................................................................... 71 Table A-1.1: Future traffic volume of POL products ................................................................................... 77 Table A-1.2: Vizag Port Traffic Projections ............................................................................................... 78 Table A-.1.3: Traffic volume handles by VPT at the year from 2009 to 2035 (Product Wise) .......................... 79 Table A-1.4: Traffic volume handles by VPT at the year from 2009 to 2035 .................................................. 79 Table A-1.5: Product–wise future projection of POL products ..................................................................... 80

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1.0. EXECUTIVE SUMMARY

Visakhapatnam Port Trust (VPT) is keen to explore the possibility of augmenting the

POL handling capacity at the western arm, Inner harbour facilities. Department of Ocean

Engineering, Indian Institute of Technology Madras (IITM) has been asked to conduct

the technical feasibility and assess the economic viability for improving the capacity

utilization of OR-I & OR-II (shown in fig 3.3).

This final report contains the findings of the study. This report contains the description of

assessments carried out and highlights the key aspects of the technical feasibility and

economic viability of the proposed development.

Improving the capacity utilization of existing port structures is a well-accepted practice in

modernize seaports. Existing liquid cargo handling berths in lagoon type artificial

harbour mainly deals with constrain related to inadequacy of berthing structures, channel

width and channel depth to handle larger size vessels.

Existing OR-I & OR-II forms the Oil Wharf in the western arm having a total length

366m and dredge depth of (-) 10.7m is capable of receiving up to 40,000 DWT vessels,

which is currently handling annual throughput of 3.28 million tonnes. The design vessel

dimensions of existing OR-I & OR-II is of length 195 m, 32.2m beam and -10.06m draft

OR-I & OR-II has a width of 32m consisting of a 9m width monolith berthing structure.

The 12m wide oil pipeline trench is located 32m from the berthing face of the oil wharf.

There are about 7 pipe lines including fire fighting line for about 7m outside the pipeline

trench (shown in fig 7.3).

Now, VPT wishes to handle panamax size vessels in the western arm. Therefore, new

structure needs to be constructed to berth proposed larger size vessels. The design vessel

given by VPT for this study is 85,000 DWT with a draft of 14.5m.

The consultants have considered the mandate of this proposed development and after

assessing the aspects of the existing infrastructure, it is found that the strengthening of the

existing OR-I & OR-II is not technically feasible to handle the design vessel.

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The availability of channel width is inadequate to handle higher capacity vessels and

therefore the berthing line of the proposed new structure has been offset by 12m towards

the pipeline. The existing OR-I & OR-II are to be completely dismantled and new

structure of width 15m will be constructed.

The current share of western arm POL handling facility (OR-1& OR-II) is about 26% of

the total POL volumes of 14.6 MTPA handled at VPT. The improvement in the capacity

utilization of OR-I & OR-II will result a new 606 m facility with 9.81 MTPA throughput

able to handle one panamax size and one handymax size vessel at a time retaining the

cargo share of western arm.

The existing pipeline trench and pipelines outside the trench need to be realigned to

accommodate the proposed development.

Key findings of the study are concluded as follows:

There is potential to develop the existing oil wharf consisting of OR-1 & OR-II to

handle more POL cargo by creating new deep draft facility by reconstructing in

stages at an estimated cost of 193.31 Crs.

Revenue generated from handling the projected increased POL cargo volumes of

6.5MTPA in 2020, 7.59 MTPA in 2025, and 13.57 MTPA in 2035 respectively

from VPT specific secondary traffic study data at the oil wharf is found to be

sufficient to finance the proposed new construction.

As uninterrupted handling of existing volumes become essential in brown field

projects, the existing cargo volumes will be handled throughout all the proposed

project phases/stages suggested in the new construction plan.

IITM is of the opinion to consider restructuring the existing price structure in

view of better facilities, deeper draught and also in view of the existing price

matrix being very low. If we revise the existing price matrix, the IRR will

increases to around 18%.

The existing mooring dolphin and PCC structure should be dismantled before the

construction of additional berth.

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The construction of additional berth between the OR-II and fertilizer berth shall be

executed in stage 1 of development plan as desired by VPT management.

After completion of the new additional berth, the dismantling and reconstruction

of OR-I commences with additional berth length of 60 m which is followed by

OR-II.

OR-II will be decommissioned and dismantled after completion of additional

berth and new OR-I.

Protection wall with length of 30m shall be constructed at end of OR-I berth on

east side.

The proposed development is planned to operate one handymax and one

Panamax vessel as per the suggestion of Joint Director. So the length of additional

berth is required as 180m. Overall length of proposed berth is 606m.

[OR-I + Extension of OR-I + OR-II + Additional berth (ie.

183+60+183+180=606m)]

The new development will have a dredge depth of -16.1 m to handle higher

capacity vessels of upto 85,000 DWT with maximum draft of -14.5m.

The limitation at the oil wharf to further handle higher volume points to lack of

availability of backup space to propose larger development of alternative plans

regarding POL pipeline capacities.

The proposed new development of oil wharf in the western arm has been planned

to augment the overall POL handling capacity, in line with the projected POL

volumes upto year 2035 as per traffic study report of VPT.


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2.0 SCOPE AND PURPOSE OF THE STUDY

2.1 Scope

To assess the technical feasibility and economical viability of improving the capacity

utilization of OR-I & OR-II berths situated in the western arm of VPT inner harbour to

accommodate upto 85,000 DWT vessels.

2.2 Purpose of the study

The purpose of this study is to discover ways of improving the capacity utilization of OR-I

and OR-II berths for the future requirement, such as

• Construction of Proposed Additional Oil berth of length 180m in between

Fertilizer berth and OR-II.

• Dismantling of existing berthing structure and reconstruction of new OR-I and

OR-II with facilities.

• Construction of Protection wall with length of 30m shall be constructed at end

of OR-I berth on sea side

• Widening of western arm channel by 12m along the alignment of the proposed

new development.

• Increase the dredge depth from (-) 10.70 m to (-) 16.10 m.

Figure 2.1: Aerial view of Visakhapatnam port Trust


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3.0. INTRODUCTION

3.1. General

The Port of Visakhapatnam situated on the East Coast of India is one of the pre-eminent

Major Ports of the country. The Port has two harbour basins viz., the Inner Harbour and the

Outer Harbour. Presently, the inner harbour can accommodate Panamax vessels having LOA

of 230 m, 32.5 m beam and 14.5 m draft on rising tide of 0.8 m. The outer harbour on the

other hand, can accommodate vessels up to 200,000 DWT size with draft up to 18.10 meters

on rising tide of 0.5 m. At present the Port has completed a number of developmental

schemes which include, deepening of outer harbour channel and turning circle to cater to

200,000 DWT vessels and deepening of inner harbour and turning circle to cater to Panamax

vessels up to 14.5 m draft.

The Visakhapatnam Port Trust has planned to improve the capacity utilization of OR-I &

OR-II berths of Western arm to handle the projected increase in volume of POL products as

per traffic studies commissioned by VPT.

With a regard to meet its capital cost of the project from its internal resources VPT itself

identified as a Project proponent.

Figure 3.1 : Existing monolithic structure


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3.2. Need for the project

Development of India’s ports and trade related infrastructure will continue to be critical to

sustain the success of accelerated growth in the Indian economy. Despite record growth rates,

the merchandise trade intensity of India’s GDP is still below 30 per cent. About 90% by

volume and 70% by Value of the country’s international trade is carried on through maritime

transport. Hence, there is a need to expand the Country’s ports in a timely and efficient

manner.

3.3. Project background

The Port of Visakhapatnam, situated on the East Coast of India, is one of the five pre

independence Ports of the country and was opened to commercial shipping on 7th October,

1933.

The port serves a vast hinterland comprising primary and secondary service area, which

includes - Chattisgarh, Jharkhand, Bihar, Uttar Pradesh, Madhya Pradesh and parts of Orissa,

West Bengal and Punjab.

In order to realize the growth potential available in the Country and in terms of directives of

Ministry of Shipping, Govt. of India, as per Maritime agenda VPT has focused on

improvement in infrastructure through Modernization of its existing facilities and creation of

new facilities.

The Port of Visakhapatnam handled 56.66 million tonnes of cargo throughput during the year

2015-16 and is consistently making relentless efforts in enhancing its capacity and

productivity in consonance with changing requirements of the trade.

Visakhapatnam port trust has facilities for handling Iron ore, iron pellets, Alumina, POL, and

Containers, chemical and other liquid cargoes. Two berths OR-I & OR-II located in the

Western arm of Inner harbour are dedicated for handling POL products (Import and export)

with the coastal cargo share which is higher than overseas cargo share. These berths are more

or less fully occupied were constructed in 1957 having outlived their economic life. POL

products of volume 14.6MTPA are handled by VPT during the current year.


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On the basis of the request from VPT management to Department of Ocean Engineering, IIT

Madras in second quarter of FY 2016, IITM has agreed to carry out a study to assess the

techno-economic feasibility of improving the capacity utilization of OR-I & OR-II berth at

western arm, Inner harbor of Visakhapatnam port.

Market Trend and Analysis

The market trend analysis (Traffic analysis) is attached as Appendix -I

3.4. Demand and Supply Gap

The existing berths OR-I & OR-II located in the Western arm of Inner harbour are dedicated

for handling of POL products (imports and exports) were constructed in 1957 having outlived

their economic life . These berths are of monolith construction with a design dredging level of

(-) 8.70 m and deepened to (-) 10.70m in course of time to cater vessels of Length 195m and

beam 32.2m and drafts of 10.06m. Therefore a proposal is made for improvement of the

capacity utilization of OR-I & OR-II duly considering the existing limitations as well as

future requirement.

Among other things, they have mentioned that the vessels arriving at Vizag Port are typically

with a draft ranging from 11 m to 14m with capacity from 30,000 to 60,000DWT. If the

Length is increased to 230m by way of expansion of OR-I & OR-II berth by increasing the

draught up to 14.5m will ensure berthing higher capacity vessels.

To handle 14.5m draft vessels, the berths have to be reconstructed along with widening the

channel by atleast 12m. In order to ensure unhindered handling POL products at VPT

reconstruction work, VPT proposed development to be in a planned manner as detailed below

during discussion with IITM:

After completion of extension of Berth in between OR-II and Fertilizer berth, to take

up the dismantling and reconstruction of OR-I & OR-II jetties one after the other in

order to ensure unhindered operations.

The proposed length of the OR-I & OR-II berth is (183+183+60) 426m in length

and15m in wide.


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3.5. Project Description

The OR-I and OR-II berths were built during 1957 to facilitate import of crude oil for

Visakha refinery of HPCL (formerly Caltex Oil Refinery). The infrastructure facilities on

these berths were therefore planned for unloading crude oil for the refinery. Subsequently, to

cope up with the increased capacity of the refinery and increased sizes of crude tankers ,an

OSTT (Off-Shore Tanker Terminal) was built in the Outer Harbour and the crude imports

were shifted from the OR-I and OR-II berths to OSTT‘. Since then, OR-I and OR-II berths

are being utilised for handling of POL products and other liquid cargoes, including

chemicals. These berths were also utilized for import of LPG, after taking proper safeguards.

LPG handling was restricted only on the weekends, till commissioning of the new LPG Berth

in the Outer Harbour

The existing OR-I & OR-II berths are of monolith construction with a design dredge level of

(-) 8.70 m and subsequently deepened to (-) 10.70 m in the course of time to cater vessels of

length 195 m, beam 32.2 m and draft of (-) 10.06 m.

Figure 3.2: Existing dredge level


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The existing infrastructure on and behind these OR berths include two sets of manifolds for

connecting hoses used for unloading/loading products from/to ships and pipe connections for

various grades of non-compatible products belonging to three oil companies and fire fighting

facilities. A 12m wide pipeline trench exists on the landward side of the berth at a distance of

about 32m from berth face-line, which accommodates all the pipelines, connected to these

berths with the storages at their far ends. The water and fire water storage tanks, operational

buildings and amenities are located beyond the pipeline trench. Beyond this, there exists a

service road. Limited land width is available beyond the service road upto the boundary wall

of land alienated to the Navy.

The dredged depths of the waterways of the inner harbour entrance channel, turning circle,

and Northern Arm now cater to navigation of Panamax vessels having LOA up to 230m, draft

up to 14.5m and beam up to 32.5m. Such vessels are, however, permitted for berthing

alongside the berths having dredged depth of -16.10m CD viz., EQ 1, EQ 7, EQ 8 and EQ 9,

in the Northern Arm. At other berths of the inner harbour including the OR 1 & OR 2, vessel

having LOA up to 230 m and Beam up to 32.5m and draft of 10.06 m to 13.00 m are being

handled to suit the dredged depths. Presently, vessels calling at the OR-I and OR-II berths in

the inner harbour are of 35,000 DWT size (approximately) and until structural improvements

are undertaken, the size of vessels to be handled at these berths will remain at this level in

view of limitations of the existing structures.berths will remain at this level in view of

limitations of the existing structures.

Visakhapatnam Port have already completed the deepening of navigable waterways in the

inner harbour to cater to the requirements of larger size Panamax Vessels of 14.5 m draft..

Further proposals have already been initiated by VPT for undertaking strengthening works,

for some of the other existing berths considered necessary to enable deepening of the

waterway alongside to cater to larger vessels with deeper draft.

The existing infrastructure on and behind these OR berths include two sets of manifolds for

connecting hoses used for unloading/loading products from/to ships and pipe connections for

various grades of non-compatible products belonging to three oil companies and fire fighting

facilities. A 12m wide pipeline trench exists on the landward side of the berth at a distance of

about 32m from berth face-line, which accommodates all the pipelines, connected to these

berths with the storages at their far ends. The water and fire water storage tanks, operational


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buildings and amenities are located beyond the pipeline trench. Beyond this, there exists a

service road. Limited land width is available beyond the service road up to the boundary wall

of land alienated to the Navy.

VPT proposes to handle 85,000 DWT vessel with overall length of 230 m, 32.5m beam width

and draft of (-) 14.5 m. This mandate of VPT requires reconstruction of OR-I & OR-II along

with widening the existing western arm channel by 12 m. In order to ensure unhindered

handling of POL products throughout the redevelopment, reconstruction work is to be in a

planned manner as detailed below during discussion with IITM.

1) The construction of additional berth between the OR-II and fertilizer berth shall be

executed in stage I of development plan as desired by VPT management.

2) After completion of the new additional berth, the dismantling and reconstruction

of OR-I commences with additional berth length of 60m.

3) OR-II will be decommissioned and dismantled and new berth will be constructed.

The details of the project in brief as proposed are as below:

Estimated Project Cost Rs. 193.31 Crores

Mode of Execution Through a reputed contractor selected through open

tender system.

Implementation Schedule 42 Months from award of concession.

Size of the vessel Up to 85,000 DWT.

Length & width of the berth 606m length [OR-I + Extension of OR-I + OR-II +

Additional berth (ie. 183+60+183+180=606m)] and

15m wide.

Type of structure Diaphragm wall and pile with RCC deck.

Cargo to be handled POL products and others

Existing capacity 3.28 MTPA

Capacity Augmentation 6.53 MTPA

Total capacity 9.81 MTPA

Size of stock piles Utilising the existing Tank storage facilities

Financial Viability of the project (IRR) 18%


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3.6. About Developer

Visakhapatnam Port Trust (VPT) is one of twelve major ports in India and the only major port

in Andhra Pradesh. It is India's second largest port by volume of cargo handled. It has three

harbours - the outer harbour, inner harbour and the fishing harbour. The outer harbour has 6

berths capable of handling vessels with a draft up to 17 meters while the smaller inner harbour

has 18 berths that are Panamax compatible.

The Inner harbour was built by the Bengal Nagpur Railway between 1927 and 1933 to

facilitate the export of manganese ore from the Central Provinces. Over time, the port has

grown from having 3 berths handling 1.3 lakhs tonnes per annum to one with 24 berths

handling 65 MTPA. The port was notified as a major port in 1964 under the Major Port Trusts

Act, 1963. Under the Act, the Visakhapatnam Port Trust is in charge of running the port.

https://en.wikipedia.org/wiki/Ports_in_India

https://en.wikipedia.org/wiki/Andhra_Pradesh

https://en.wikipedia.org/wiki/Panamax

https://en.wikipedia.org/wiki/Bengal-Nagpur_Railway

https://en.wikipedia.org/wiki/Manganese_ore


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4.0. SITE ANALYSIS

4.1. Project location

VPT is located on the east coast of India at a latitude of 17042' 00'' North and longitude of

83°23'00" East midway between the cities of Chennai and Kolkata. The time zone is GMT +

5:30.

Figure 4.1 : Location of Vishakapatnam port Trust

Figure 4.2: Aerial View of existing Fertilizer, OR-I&OR-II berths.

OR- 1

OR- 2

Fertilizer Berth

https://en.wikipedia.org/wiki/India

https://en.wikipedia.org/wiki/Chennai_Port


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4.2. Accessibility

The Vishakhapatnam port consists of two breakwater, southern breakwater of 1540m and

eastern breakwater of 1070m. The port is divided into two segments outer harbour and inner

harbour. The depth of approach channel for outer harbour is (-) 20.00m and the turning circle

are (-) 19.00m.

The inner channel has a depth of (-) 16.10m which leads to three phases ; 1) Northern arm, 2)

NW arm and 3) western arm. The northern arm consists of berth from EQ 1 to 10 and WQ-1

to 8. The NW arm is utilized by Indian navy and the western arm is the area of interest where

the existing OR-I OR-II and proposed additional berth is to be constructed.

The turning circle of inner channel is common for all three arms, it has a dredge depth of

(-) 16.10m. The dredge depth of existing approach channel is (-) 10.70 m and it is proposed to

dredge up to (-) 16.10m to cater larger size of Panamax vessels.

Figure 4.3: Port layout of Visakhapatnam port Trust


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4.3. Description of environment

4.3.1. Tidal data

The tide levels from Chart Datum at Visakhapatnam Port are given below

Highest High Water Level - (+) 2.38 m

Mean High Water Level Springs - (+) 2.06m

Mean High Water Level Neaps - (+) 1.50m

Mean Sea Level - (+) 0.80 m

Mean Low Water Springs - (-) 0.16m

Mean Low Water Neaps - (+) 0.50m

Chart datum - (-) 0.00

Lowest Low Water Level - (-) 0.55 m

4.4. Wind data

• The northeast monsoon period is from end November to end February with

predominantly north - easterly winds.

• The pre-monsoon period is from March to May usually, the period of the year

when the winds shift towards south - westerly direction.

• The south-west monsoon is from middle of May up to middle of October with

predominantly southwesterly winds and cloudy weather and the rainy season.

• The post monsoon is from middle of October to end November with variable

weather.

4.5. Climate

Climate of Visakhapatnam region is governed by the annually occurring monsoons these

monsoons divide the year in to four seasons as under:

a) The southwest monsoon is from May to September, with predominate southwesterly

winds. This period is the rainy season and weather is generally cloudy with frequent rains.

b) October to November is the post monsoon period with variable weather.


21

c) The northeast monsoon is from November to February, with predominant northeasterly

winds.

d) March to May is the hottest period of the year.

4.6. Cyclones

On an average 4 to 5 cyclones occur in a year. Cyclonic storms and depressions occur with

great frequency during august October and November wind speeds, as high as 150 KMPH,

are likely to occur during severe cyclones.

4.7. Waves

Wave’s heights up to 5.20m are recorded outside the breakwaters of the outer harbor during

storms. The significant wave height for the design of south breakwater of the outer harbor is

7.50m. Due to the protection afforded by the breakwaters, wave disturbance in the outer

harbor basin is expected to be less than 1.50m for 94% of time in a year, when the wave

height outside the outer harbor is less than 3.00m.

4.8. Temperature, humidity, rainfall and visibility

4.8.1. Temperature

• The mean daily maximum and minimum temperatures are about 31oc and 23.5oc

respectively.

4.8.2. Humidity

• The humidity is comparatively high and fairly uniform during the year. The mean

daily relative humidity over a year is about 76% at 0800 hours and 72% at 1700

hrs.

4.8.3. Rainfall

• The wet season at Visakhapatnam persists mainly during the south-west monsoon

and slightly before and after his period. September and October are the wettest

months of the year with the average rain fall of about 170mm And 260mm

respectively. The average annual rainfall is around 975mm. The average number

of rainy days per annum is 50.


22

4.8.4. Current data

• From February to June, off shore current flow towards north east. From august to

December, currents flow towards south-west.

• The velocity ranges from 0.5 to 1.0 knot. At Visakhapatnam coast, currents are

neither related to wind or to tides in any appreciable way. The determining factor

for the direction of current is the direction of predominant wave.

4.8.5. Sea water salinity

• The sea water salinity at Visakhapatnam coat varies from a mean of about 25oc

January to 29o c in October. The salinity varies from a mean of 24.4 % in

November to a mean of 34.2% in April.

4.8.6. Visibility

• The visibility is good throughout the year, as fog is infrequent at sea in all

seasons. The highest monthly average duration recorded fog is 0.1 day in some

months from December to May.

4.9. Seismic condition

Seismic Conditions for the project are defined in table below will be used: Seismic

conditions

Descriptions Values Project Site - Vishakhapatnam Zone 2 Zone Factor

(as per IS 1893(Part 1): 2002 Table 2

0.10

Response reduction factor (R) for concrete

(as per Table 7 of IS 1893 (part 1): 2002)

3.0


23

4.10. Soil Data

Data of boreholes taken in the past in the area towards east and west of the existing OR-I

and OR-II Berths and towards West of the existing fertilizer berth was available by the VPT.

The soil data furnished i.e four boreholes on the east side OR-I Berth and four boreholes on

the west of OR-II berths considered relevant to this proposal. The soil data details are

presented from 2010 IPA report.

The soil data in respect of boreholes towards east of OR-I berth indicate that the top soil up

to about +1.55m CD to -2.9m CD is of filled up soil, followed by soft clay layer up to about

-5.45m CD to -9.4 CD, medium stiff clay layer existed thereafter up to about -13.25m CD to

13.95m CD, followed by red gravelly soil with pebbles up to about -14.5m CD to -17.95m

CD, Soft Disintegrated rock and weathered rock up to about -17.50m CD to -23.4m CD and

Hard Rock there after depending on bore hole location.

The soil data in respect of bore holes taken towards west of OR-II berth reveal that the top

soil up to about +4.5m CD to-3.7m CD is of filled up soil, followed by soft clay layer up to -

6.35m CD to – 8.55m CD, medium dense coarse sand with pebbles / gravel was met with

thereafter up to -14.05m CD to –15.78m CD and soft disintegrated rock and weathered rock

are met with up to about -16.55m CD to -34.99m CD, and Hard rock thereafter depending on

borehole location. Presence of coarse sand and gravelly soil layer next to the soft clay layer

and large variation in the hard rock level are noted from the data of boreholes taken towards

west of existing OR-II berth. No borehole data is made available at the existing OR-I and

OR-II berths.

However, types of soils met with during construction of OR-I and OR-II berths is referenced

in an earlier feasibility study carried out by the IITM during the year 2000 in the context of a

proposal for development of a bulk cargo berth towards west of OR-I & OR-II berths It was

reported among others that reddish clay up to -17’ or 5-0m, sand/moorum with pebbles up to

-35’ or about -12.0m, beyond which the description given is sand with granite, which

obviously is close to weathered rock, the bottom of dredge pocket is – 13.8m, touching

weathering rock which tallies with the presence of weathered in the current boring at -14m,

site specific soil investigation is to be undertaken for the detailed designs of this project.


24

4.11. Littoral drift

Littoral drift of the order 0.56 million m3 from south to north during the south west monsoon

and of the order of 0.10 million m3 from north to south during the north east monsoon,

resulting in a net northerly drift of the order of 0.50 million m3 is known to exit annually at

Visakhapatnam a sand trap is incorporated in the layout of the outer harbor on the lee side of

the south breakwater to facilitate collection of the sand drift. During annual maintains

dredging the sand from the sand trap is dredged and about 0.40 million m3 of sand is annually

placed on the shore north of the outer harbor to contain the littoral drift the location of the OR

I and OR II berths in the inner harbor is not affected by the littoral drift.

4.12. Existing infrastructure at OR-I & OR-II

The dimension of OR-I and OR-II berth is 366 m length, 32m width. The existing structure is

monolithic by means of caisson type arrangement. The deck structure consists of monolithic

arrangements for 9m wide and for remaining 23m wide is filled by land. The berth is

constructed by walls on both sides by well sinking method. The dredge level is maintained in

the sea side along the berth is (-) 10.7 m tyre fenders used in this existing structures. Each

berth consists of 1 no. of loading and unloading arms. The location of existing structure is

shown in (fig 4.4).

Figure 4.4: Aerial View of existing OR-I&OR-II berth

Fertilizer Berth

OR- 1

OR- 2


25

Figure 4.5: Existing OR-OR-II berth & I

4.13. Existing Pipe lines

The service trench of 12 m wide for pipelines is located at 32m distance from the face of

berthing structure. The water pipe line for fire fighting is running throughout 366m length.

Some pipe lines are located at existing berth fOR-I1m wide from the face of service trench

wall. These pipe lines should be dismantled/relocated during the construction of proposed

OR-I & OR-II berth.

Figure 4.6: Pipe line trench & fire pipe line in OR-I&OR-II


26

Figure 4.7: Pipe line trench & fire pipe line in OR-I&OR-II

Figure 4.8: Existing pipe line in OR-I&OR-II


27

4.14. Physical observations

The site visit was conducted by the project engineers of IIT Madras on 4.5.16 and 5.5.2016. It

was observed that OR-I and OR-II are critical oil wharfs, the life period of structure got over.

The berth was built in the year 1957 and it is also observed that rehabilitation of the structure

will still be inadequate when required to handle Panamax size vessels. On the visual

observation from the harbour side which is line with drawings given by VPT, a 9m wide

monolithic structure is present. A 12m wide pipe line trench is located at 32m from the face

of existing berth. Mooring dolphin and PCC structure which is located between OR-II and

fertilizer berth, shall be dismantled during the reconstruction of OR-I & OR-II berths.

Figure 4.9: PCC Bulk Structures located in between OR-II and Fertilizer Berth


28

Figure 4.10: Mooring Dolphin located in between OR-II and Fertilizer Berth

Visakhapatnam Port Trust Department of Ocean Engineering TEFR- OR-I & OR-II Berths Indian Institute of Technology Final Report Madras

29

Figure 4.11: Unloading arm and pile line for OR-I& OR -II


30

Figure 4.12: Line sketch layout


31

5.0. GENERAL DESIGN CRITERIA

5.1. Structural Design

The main considerations followed the design of structures are:

a. Structural safety and stability.

b. Availability of material, equipment and expertise.

c. Constructability and ease of maintenance.

d. Durability.

e. Maximum DWT of ship, which will be berthed during life time of the structure.

5.2. Materials and Cover

5.2.1. Concrete

For all structural elements M40 grade of concrete shall be used.

5.2.2. Reinforcement

High yield strength deformed bars of grade Fe 500 D conforming to IS 1789 shall be used. 5.2.3. Clear Covers to Be Provided

Following clear cover to the outer most reinforcement shall be provided for the structural

members.

Piles : 75 mm

Pile muff : 60mm

Beams : 50 mm

T-Diaphragm Wall : 75mm

Anchor Wall : 75 mm

Deck Slab : 40mm


32

5.3. Design Life

The design life of the proposed new facility is 50Years.

This design life criterion is based on maintenance system as follows:

a. Frequency of inspection & repairs of work is 5years.

b. The design life of the fender is 10 Years.

c. The design life of the Bollards is 10 Years.

5.4. Vessel Specifications

The proposed berth shall be designed for a maximum vessel size of 85,000 DWT. The Vessel

specifications are given below.

Table 5.1: Vessel specification

Vessel Size Approximately 85,000 DWT

Draft 14.5 m

Overall Length 230 m

Beam 32.5 m

5.5. Design Codes and Standards

The design shall be carried out in accordance with the applicable Indian codes and standards.

Whenever, Indian standards are not available for a particular application, other reputed

International codes or guidelines may be used. List of recommended codes and standards is

given below:


33

Indian Standards, Codes and Publications

IS: 456 Code of Practice for Plain and reinforced Concrete

IS: 1893 Part 1 Criteria for Earthquake resistant Design of structures

IS: 875 Part 3 Code of Practice for Design Loads for Building and Structures Wind Load

IS:4651 Part 2 Code of Practice for Planning and Design of Ports and Harbours- Earth Pressure

IS: 4651 Part 3 Code of Practice for Planning and Design of Ports and Harbours - Loadings

IS: 4651 Part 4 Code of Practice for Planning and Design of Ports and Harbours-General Design Considerations

IS: 4651 Part 5 Code of Practice for Planning and Design of Ports and Harbours-Layout and Functional requirements

IS:2911Partl/Sec2 Code of Practice for Design and Construction of Pile Foundations-Bored Cast in situ piles

SP16 Design aids to IS: 456

SP34 Handbook on Concrete reinforcement and Detailing

5.6. Design Methodology

The various components of the structure will be designed according to various standards

mentioned in section 5.5. All the elements will be designed as per Limit State of Collapse and

checked for Limit State of Serviceability.

5.7. Deflection

Deflection due to all loads including creep and shrinkage should not exceed span/250 as given

in Clause 23.2 of IS 456:2000 and also as per vendor requirements.


34

5.8. Pile, Diaphragm Wall and Anchor Wall

Design will be carried out considering soil parameter at structure location. The static capacity of

the pile is derived based on IS 2911 and IS 78:2000. Following points shall be taken in to

consideration when designing the piles for the improving the capacity utilization of OR-I &

OR-II and additional berths.

a) Pile geotechnical capacity calculations will be calculated as per IS 2911 guidelines for

bored cast-in-situ RCC piles.

b) A minimum spacing of 3 times the diameter of pile is to be maintained between piles to

avoid pile group effect. If it is not possible, the piles are checked for group effect.

c) A minimum factor of safety of 2.5 will be provided on the ultimate pile bearing capacity.

d) Reinforcement detailing shall be as per IS 2911 guidelines.

Design loads Viz Dead Loads, Earth Pressure, Surcharge load, Soil Spring Values, Differential

Water Pressure, Seismic Force, Berthing Force, Mooring load in accordance with IS 4651 (part

III) –1974 and Load combination analysis in acceptance with IS 4651 (PART 4)-2014 are taken

into consideration.


35

6.0. GENERAL ARRANGEMENTS OF PROPOSED OR-I

& OR-II BERTHS

6.1.1ntroduction

The proposed length of the OR-I & OR-II berth is 426 m in length and 15 m in width. It is

proposed to construct the berth structure with a T-Diaphragm wall on the sea side, at middle one

vertical pile and an anchor wall at land side.

The T-Diaphragm wall shall constitute a flange of 4 m x 0.8 m and the web of 0.8 m x 2.2 m. The

proposed RCC bored cast-in-situ piles of 1000 mm diameter shall be spaced at 4.0 m C/C

longitudinally and shall be at a distance of 6.1 m from the flange centre of T-Diaphragm wall.

The centre of anchor w a l l (0.8 m x 2.5 m) shall be at a distance of 5.35 m from the centre of

middle row of pile.

Proposed deck arrangement is as given below;

1) Fender beam at the face of the berth.

2) Longitudinal beam centres shall be at 2.3 m, 8.4 m &14.5 m from the face of the berth.

6.2. Concept selection

The proposed OR-I berth shall be extended up to 60m length to accommodate the vessel of

overall length 230m. The total length of OR-I & OR-II berths are 426m. The width of proposed

OR-I & OR-II berths shall be increased to 15m to handle the 4.3 million tonnes cargo. The

dredge depth shall be maintained as (-) 16.1m to cater the Panamax vessels with the draft of

14.5m. The protection wall with length of 30m shall be constructed at end of OR-I berth on sea

side.

The existing OR-I & OR-II berths are monolithic in nature, to berth the larger size of vessels the

proposed structural arrangement is planned as piled structure. The additional berth is planned to

construct before dismantling OR-I berth, to maintain the capacity of cargo handling remains the

same as before.


36

Figure 6.1: Over all view of proposed structure

6.3. Berthing structure

Alternative-I

The proposal is planned to construct a berth of 426 m X 15 m for larger size vessels. The

expansion joints are provided at every60m. The sub structure shall be supported by T-

Diaphragm wall of size 4000 X 800 mm flange and 800 X 2200 mm web, pile with diameter

of 1000mm and anchor wall with the size of 800mm X 2500mm. The T-diaphragm wall is

proposed on the sea side and the piles are placed at the distance of 6.1m from the diaphragm

wall. The anchor wall is place on the land side at the distance of 6.1m from the pile and in

longitudinal direction the structural components are placed at 4 m intervals. The pile muff

with the dimensions of 1300mm X 1300mm X 450mm is placed above the pile. The proposed

dredge level is (-) 16.1m to accommodate the vessel with draft of 14.5m.


37

The deck structure shall consist of main beam with dimensions of 800mm X 1500mm and it

is placed at a distance of 4m in the longitudinal direction. The long beams of size 800mm X

1500 mm place at intervals of 6.1m in transverse direction. The deck slab thickness shall be

300mm and wearing coat is 100 mm thick. The precast fender beam of size 1000mm X

3000mm with cone type’s fender and 100 T capacity bollards are recommended. The plan

layout is shown in (fig 6.2 & 6.3).

Figure 6.2: Aerial view of proposed OR-I berth


38

Figure 6.3: Aerial view of proposed OR-II berth

Figure 6.4: Cross section with fender location-Alternative-I


39

Figure 6.5: Cross section without fender location Alternative-I

Alternative-II

The proposed general arrangement of this alternative consist of T diaphragm wall shall be

proposed on harbour side with dimensions of 4000 X 800 mm flange, 800 X 2200 mm web

and anchor/deadman wall with the size of 800mm X 2500mm shall be provided on rear side

of the structure. The diaphragm wall shall be anchored in to hard rock by about 2m and the

founding level anchor/deadman wall shall be finalized based on the soil condition.

One row of vertical RCC pile with diameter of 1000mm is placed between diaphragm wall

and anchor wall. The structural components are placed at 4m c/c in longitudinal direction and

6.1m in transverse direction. The pile muff with the dimensions of 1300mm X 1300mm X

450mm is placed above the pile. The proposed dredge level is (-) 16.1m to accommodate the

vessel with draft of 14.5m.


40

The T diaphragm wall and pile shall connected by main beam with dimensions of 800mm X

1500mm and it is placed at a distance of 4m in the longitudinal direction. The

anchor/deadman wall piles are connected by 120mm dia tie rod. The long beams of size

800mm X 1500 mm place at intervals of 6.1m in transverse direction. The deck slab thickness

shall be 300mm and wearing coat is 100 mm thick. The precast fender beam of size 1000mm

X 3000mm with cone type fender and 100 T capacity bollards are recommended. The cross

section is shown in (fig 6.6 & 6.7).

Figure 6.6: Cross section with fender location-Alternative-II


41

Figure 6.7: Cross section without fender location Alternative-II

Alternative-III

This proposed alternative consist of two rows of 1000mm dia RCC piles on berthing side and

one row of rectangular diaphragm wall with thickness of 800mm on land side. The structural

components are placed at 4m c/c in longitudinal direction and 6.1m in transverse direction.

The pile muff with the dimensions of 1300mm X 1300mm X 450mm is placed above the pile.

The deck structure shall consist of main beam with dimensions of 800mm X 1500mm and it

is placed at a distance of 4m in the longitudinal direction. The long beams of size 800mm X

1500 mm place at intervals of 6.1m in transverse direction. The deck slab thickness shall be

300mm and wearing coat is 100 mm thick. The precast fender beam of size 1000mm X

3000mm with cone type fender and 100 T capacity bollards are recommended. The cross

sections are shown in (fig 6.8 & 6.9).


42

Figure 6.8: Cross section with fender location-Alternative-III

Figure 6.9: Cross section without fender location Alternative-III


43

The alternative-I shall be adopted for the proposed development plan; it will be most suitable to

cater the various loads as well as cost effective as inferred basing on the respective cost

estimates.

6.4. Additional Berth

The dimensions of proposed additional berth shall be 180m long and 15m wide. The

expansion joints are provided at every 60m.The same structural arrangements of OR-I & OR-

II berth shall be used for additional berth also. The location of additional berth is shown in

(fig. 6.10).

Figure 6.10: Aerial view of additional berth 180 m


44

7.0. Planned Schedule and Cost estimates

VPT is proposed to increase the deepening and widening of navigational channel at the inner

harbour to cater the larger size of panamax vessels. It is further proposed to reconstruct the

OR-I & OR-II berths to handle more cargoes, so that the general and structural arrangement

of OR-I & OR-II berths are re-modified.

7.1. Development plans

The proposed plan for improving the capacity utilization of OR-I & OR-II berths are as follows,

1. Construction of additional berth between fertilizer berth and oil berth-II.

2. Construction of oil berth-I with extension of 60m by replacement of existing

Oil berth-I.

3. Construction of oil berth-II by replacement of existing oil berth-II.

4. Dredging.

7.1.1. Location of OR-I

The OR-I is located in the western arm of the VPT and also opposite to Hindustan ship yard

limited at a distance of 150m.

7.1.2. Location of OR-II

The OR-II is located in the western arm of the VPT in between OR-I and fertilizer berth.

7.1.3. Length of OR-I

The length of OR-I berth is increasedfrom183m to 243m to cater the Larger size of panamax

vessel with overall length of 230m.

7.1.4. Length of OR -II

The length of OR-II berth is proposed as183m to cater the larger size of panamax vessel with

overall length of 230m.


45

7.2. Existing pipeline details

The OR-I & OR-II berths of VPT handle POL products, both exports and imports, through

pipelines installed by the Oil Companies. The ship to shore connection is through hoses, both for

export as well as import. As such, there are no Loading and Unloading Arms.

Many users handle the products and they share facilities mutually. The products from the hoses

are disposed off through pits on the berth.

The details of the existing pipelines and handling rates, as furnished by one of the users of the

berth, are given in the following table.

Name of product loaded/unloaded

Loading/unloading rate

(MT/Hr)

Pipe line size

Loading/unloading rate

(MT/Hr)

Remarks

Naphtha

MS

SRO

AIT

HSD

LDO

FO

LSHS*

MS**

HSD

600

500

650

300

750

250

430

430

350

14"

12"

14"

8"

14"

8"

12"

1600 1250 1600 800 1600 800 1250

Loading

Loading

Loading

Loading

Loading

Loading

Loading

Loading

Unloading

Unloading

* Can be handled in one of the pipelines for LDO/FO

** Loading and unloading through same pipeline


46

7.3. Fender and Mooring facilities

The cone type fender is recommended for proposed structures approximately 28 nos offenders

are placed at 20m intervals. The bollard with capacity of 100T is placed at 20m spacing.

Approximately 30nos of bollards are provided.

Table 7.1: Fender and Bollard details

Descriptions Fender Bollard

Nos. Nos.

OR-I Berth 11 12

OR-II Berth 9 9

Additional Berth 8 9

7.4. Marine Loading Arm (MLA)

7.4.1 Design Data

The arms will be fitted with

• Hydraulically operated quick connect/disconnect coupler (QC/DC)

• Emergency release system (ERS) will be of three stages

• Common hydraulic power pack

• Storm locking device

• Insulating flange

• Audio-visual alarm for safety

7.4.2. Details of Import pipelines

Adequate space for future installation of Two MLA with manifold & pipeline is made on the

service platform for loading/unloading POL Product/White Oil.


47

7.4.3. Bunker & Dirty Ballast Line

Bunker line and Dirty Ballast line are proposed to be connected to MLA.

7.4.4. Drainage and Sampling Arrangement

Drainage and sampling point are also provided at the respective pipeline manifold at the jetty.

7.5. Design vessel size

Dry bulk carriers are generally classified into the following groups, viz.

• Handy size : 10,000 – 40,000 DWT

• Handy max : 40,000 – 60,000 DWT

• Panamax : 60,000 – 80,000 DWT

• Cape : 80,000 – 120,000 DWT

• Super cape : Over 120,000 DWT with the largest carrier being 322,000 DWT.

The following vessel data are considered for designing of the unloading systems.

Bulk Material DWT LOA (m) Beam (m) Draft (m)

Petroleum Oil and Lubricants 85,000 230 32.5 14. 5

7.6. Design Data

• To handle upto 15 MTPA of POL products.

• 365 operational days

• Design mother vessel size 85,000 DWT with 14.5m draft

• Required dredge depth (-) 16.10 m CD.

• Efficiently operation

• Cost effective under technical feasibility


48

7.7. Navigation channel

Navigation channels are usually developed in waterways that are naturally deep or at least deeper

than alternative harbour locations. The proposed navigational channel shall have a width of

167m to cater the overall length of 230m Panamax vessels of 14m draft with required water

depth. The underwater slope shall be 1:3 to 27m wide berm proposed to be retained at existing

dredge depth alongside the face of the Hindustan Shipyard is outfitting berth on southern bank of

Western Arm.

Figure 6.1: Navigational channel.

The length of waterways shall be 10% of design vessel length (10% of 230m) approximately

25m.

Description Alongside berth Navigation channel

To cater 12.5m draft (-) 13.6m CD (-) 14.1m CD

To cater 14m draft (-) 14.1m CD (-) 15.7m CD


49

7.8. Port facilities

7.8.1. Fire fighting facility

The Port’s Fire Service Should is well equipped to handle all fire emergencies on the shore and

on board the vessels. The Office of the Dock Safety Inspectorate, which is the regulatory

authority to enforce safety, health and welfare of the dock workers, should function at this Port.

Fire Service at Terminal Should is functioning throughout the year. One Fixed Fire Fighting

System needs to be installed at the main berth.

It is proposed to install Fire Hydrant System, which shall be designed to give adequate fire

protection. Fire hydrant system is proposed at the following areas, which are classified as

ordinary hazard areas.

• POL handling Berths.

• POL Stockyards.

The fire hydrant system shall be designed to ensure that adequate quantity of water is available at

all times, at all areas of the facility where a potential fire hazard exists. Each hydrant, connection

shall be provided with suitable length of hoses and nozzles to permit effective operation.

The hydrant service shall consists of two or more interconnected ring mains to cover the facility,

each with its individual pump, located in a common pump house, Adequate arrangement with

jockey pumps, pressure switches, etc. shall be provided to maintain the required pressure in the

hydrant system. The operation of pumps provided for the system shall be automatic.


50

The water supply to hydrant system shall be from an underground reservoir, exclusive for the

hydrant system. The capacity of the reservoir for the system shall be equivalent to the aggregate

pumping capacity of the number of pumps installed and for specific duration of time applicable

to the hazard classification

7.8.2. Automatic fire detection and alarm system

It is proposed to have fire gas detector and an air sampling type detector. A sampling type

detector consists of piping or tubing distribution from the detector unit to the areas to be

protected. An air pump draws air from the protected area back to the detector through the air

sampling ports and piping. At the detector, the air is analyzed for the fire products.

The volatile hydrocarbons handled, when spills or leaks, present a fire hazard, they at the same

time emit gases into the air which can be detected by 3 sampling type air detectors

It is also proposed to have an alarm system which comes into operation automatically through

the fire as detector and the sampling type detector. This can also be manually operated for

conveying fire alert message.

7.8.3. Services (water & power)

Total water demand is broadly classified in the following categories:

• Potable water for consumption of port personnel.

• Potable water for ships calling at this port.

• Water for dust suppression.

• Water for fire fighting.

• Other uses like gardening etc.

Based on the above considerations suitable size of underground and overhead storage tanks shall

be provided at appropriate places to meet out the water demand for all the above classified

categories.


51

7.9. Navigation aids

Suitable navigational lights on floating buoys will be provided at the anchorage and on both

sides of the navigation channel to indicate alignment to enable vessels to navigate through

channel. This navigation buoys and lights needs to be marked in accordance with the relevant

marine regulations.


52

8.0. MOORING STUDY

8.1. Mooring Analysis

The mooring analysis is done to obtain the maximum pulling capacity of the bollard or auto

release hooks which are vital in maintain the vessel in the stipulated berthing alignment. The

analysis is also carried out to finalize the no of mooring lines. The analysis is carried out using IS

4651 part III pg 45.

The maximum mooring loads are due to the wind forces on exposed area on the broad side of the

ship in light condition:

Where,

F – Force due to wind in Kg,

– Shape factor 1.3 to 1.6,

Aw – Windage area in m2,

P – Wind pressure in Kg/m2,

The windage area

Aw = 1.175 Lp (DM – DL)

Where,

Lp – Length between perpendiculars in m,

DM – Mould depth in m,

DL – Average light draft in m,


53

9.0.ENVIRONMENTAL CONCERNS IN SPECIFIC TO

THE PROJECT

Since the project consist of only a liquid handling facility and not a processing plant or industrial

unit as such, the usual sources of environmental pollution such as emission of smoke and toxic

chemical, affluent discharge, spoilt disposal etc. Do not come into the picture at all. Visual or

scenic value of the area also will not be distributed in any way. The berth area would have in any

case been occupied by a number of unloading arms with latest technology to arrest any mishap in

case of emergency.

The explosive nature of cargo will be kept in mind while installing all the equipment for loading

and unloading of liquid cargo. All the cargo will be evacuated through pipelines and there will be

no handling of hazardous liquid. No portion of the proposed facility will cross the inhabited area.

Separate de-ballasting pipeline is provided to receive the washing from the ships.

The present proposal involves the following major activities.

1. Dismantling of existing OR-I berth

2. Dismantling of existing OR-II berth

3. Excavation of land beyond existing berth

4. Construction of OR-I Berth

5. Construction of OR-II Berth

6. Construction of additional Berth length

7. Installation of Marine Fixtures

8. Laying of oil pipelines of 750 mm dia

9. Laying of Fire pipe lines of 500mm dia

10. Dredging alongside Berth & western arm of inner harbour


54

9.1. The Major environmental concerns

The Major environmental concerns identified in specific to the proposed project during the

construction phase are as listed below:

A. Air pollution

1. Emission of air borne fugitive emissions generated while handling the

construction and demolition material during the construction and demolition

activities and stock piles

2. Noise pollution due to the machinery involved.

B. Marine water pollution

1. Marine piling involving disturbance to the seabed increasing the levels of

suspended particles showing the impacts on marine life

2. Obstruction due to the construction of berthing structures against the natural flow

3. Oil pollution during the removal of pipe lines

4. Dredging and disposal of sediments disturbs the marine life due to dredging

equipment.

C. Land pollution

1. Land based Bored concrete pile involving machinery for boring and disposal

2. Land clearance, excavation, land filling

9.2. Major concerns during Berth operation phase

1. Handling of the liquid cargo in the port may influence the environment in different

ways, through air-borne dust generation and noise, brought out by unloading /

loading operation, the 100% of the cargo expected to be shipped through the

dedicated pipelines from the oil terminal and refinery.

2. The leakage and spillage is expected due to rupture of pipeline etc. for which

contingency plans already in existence to combat in the port. There are existing

facilities available to cater to such leakage and spillage.


55

3. Construction of a new jetty leads to dredging to required depth. The dredged

material will be about 3 million cubic m3.

4. The method of dredging shows impacts on Marine life due to dredging sediment

pollution and probable heavy metal toxicity.

Secondary causes having impact on the environment can be one or more causes arising out of the

following acting either separately or in combination.

• Excessive wind force

• Drainage or rainfall run-off from potentially contaminated area

9.3. Mitigation Plan

A detailed study of Environment Impact assessment w.r.t. air quality, water quality, sediment

quality, soil quality, biological quality, socio-economic environmental quality etc., in and around

the port facility shall be carried out based on baseline data. Detailed study is also shall be carried

regarding expected impact on different categories of terrestrial, aquatic as well as benthic flora

and fauna during construction and operation phase strictly adhering to the standard TOR issued

by MoEF for Ports and Harbours.

9.4. General outline of the plan

9.4.1. Air Pollution

There shall be no Considerable air pollution except few fugitive emissions from construction

material stockpiles and during construction.

Wetting of construction material placed in a confined area duly minimizing the scattering of

material can considerably reduce the air borne dust.

9.4.2. Noise

The design of the entire system will be such that noise generation is minimised at all points of

the system. Noise level of each component of the system such as drives etc. Will be limited to 80


56

db measured at a distance of 1.5m from the particular component. The noise level of complete

subsystems will also be controlled.

9.4.3. Fire Fighting

A dedicated fire fighting system is proposed for the new jetty. The system consist of water/foam

monitor system, ground monitor, jumbo curtain system, hydrants, foam induction system, fire

alarm, public address and fixed fire extinguishers, gas detection system, existing main and

standby pumps will be used to maintain the water demand at required pressures.

9.4.4. Ship loading and Unloading

The fixed unloading loading arm will be deployed for unloading and loading of crude and POL

with ships pumping gears. These arms have inbuilt fail-safe devices to prevent spillage of oil in

case of the outboard end of arm is separated from the tanker manifolds.

9.4.5. Sources of raw materials and consumption:

1. The construction material as per requirement shall be obtained from Approved mines

alone.

2. Water shall be obtained from Local Municipal authority for construction, operational,

cleaning and domestic activities i.e from the existing water supply sources inline with

the demand.

3. Electric power And Fuel shall be obtained from local approved sources and State

Electricity board.

Wherever there is possibility of resource conservation is possible w.r.t. water, and energy shall

be employed with a standard EMPS prepared while conducting detailed EIA study.

9.4.6. Pre-Construction Activities

The following activities are to be completed prior to undertaking actual construction of the

respective works:


57

• Clearance / No objection of statutory/ competent authorities for construction of the

project

• Rapid E.I.A study and corresponding E.M.P

• Sub soil investigation around the proposed jetty location

• Siltation Model study

• Topographic survey of Oil Wharf

• Detailed engineering and drawing for works under different discipline

• Tendering, evaluation, approval of competent authority & award

9.5. Applicable Acts and Regulations:

Construction of a lighterage terminal facility is a major development that would attract central,

state as well as international environmental regulations. The applicable acts / regulations for this

proposed site has briefly discussed below.

The Environment (Protection) Act, 1986 and the Environmental Impact Assessment

Notification, 1994 as Revised September 2006: Under this act any development project

listed in the Schedule I of the EIA Notification require environmental clearance from

Ministry of Environment and Forests (MoEF) government of India and state pollution

control board. This act is applicable to proposed port project as port development project

comes as item III of the list specified in the Schedule I of EIA Notification.

Coastal Regulation Zone (CRZ) Notification, 1991: This notification is made for

regulating the development activities within the coastal regulation zones (area within the

500 m range towards landside from high tide line). This act is applicable to this project as

the proposed development is within the 500 m from the coastline. CRZ map in the

location should be obtained from the approved agencies. NIO and Anna University are

two of the approved agencies. The consultants foresee no immediate difficulties in

obtaining CRZ clearance for the proposed port site.

The Forest (Conservation) Act, 1980: This act pertains to the cases of diversion of

forest area for non-forestry use in the country. The project area doesn't have any forest

area. However for the cutting of trees for site clearance may require clearance from the


58

Tamilnadu forest department. This will also require compensatory a forestation scheme to

compensate loss of trees.

The Wild Life (protection) Act, 1972: No clearance is required as the proposed project

area is not located close to any national park or sanctuary.

The Motor Vehicles Act, 1988: This act empowered the State Transport Authority

(usually the Road Transport Office) to enforce standards for vehicular pollution and

prevention control. The authority also checks emission standards and issues Pollution

under Control certificate (PUC). This act is applicable to this project as vehicles and

machinery will be used in the construction and operational stage of this project.

The Ancient Monuments and Archaeological Sites and Remains Act, 1958: This Act

is applicable for the site/remains/ monuments that are protected by ASI. Ancient

monuments are not found in the vicinity of the proposed port.

Hazardous Wastes (Management and Handling) Rules, 1989: Rule 3(14) (a) of this

act defines ballast water from ships into hazardous waste category. Therefore port

authorities will require "No Objection Certificate" from State Pollution Control

Committee for handling, recycling and transportation of ballast water and other

hazardous waste produce from the port premises.

• Merchant Shipping Act, 1958: Rule 44 of 1958 delineates that any kind of marine

pollution from shipping operation beyond 5 km from coastline will be regulated by

Merchant Shipping Act. National Shipping Board is the responsive authority to regulate

the activities and look for compliances. This act is applicable for this project.

• MARPOL Convention, 1973/78: This international convention is responsible for the

preventing pollution of the marine environment by operational or accidental discharges

of oil, noxious liquid substances, sewage, garbage and emissions from the ships.

• Ballast Water Management, 2004: This convention is for preventing the introduction of

unwanted organisms and pathogens from ship's ballast water and sediment discharges.

Port authority is responsible for regulating the discharge of ballast water in the coastal

areas.


59

• State Level Legislation and Other Acts: In addition, with respect to hygiene and health,

during the construction period, the provisions as laid down in the Factories Act, 1948 and

the Building and Other Construction Workers (Regulation of Employment and

Conditions of Service) Act, 1996 would apply. The provisions of the Chemical Accidents

(Emergency Planning, Preparedness and Response) Rules, 1996 would also apply during

the construction and the operation periods.

In summary the mandatory clearances from Government of India (GOI) and Government of

Andhra Pradesh required for this project are given below: However this is not limited to the

following clearances alone.

i. Environmental Clearance from the MoEF.

ii. Environmental Clearance from the MoEF under CRZ Regulation.

iii. No Objection Certificate (NOC) from the Andhra Pradesh Pollution Control Committee.

iv. Clearance from State Forest Department for cutting of trees for site clearance

v. Clearance from the Andhra Pradesh Pollution Control Committee under the Air Act, the

Water Act and the Cess Act, if stipulated by the State Pollution Control Board while

giving the NOC.

vi. No Objection Certificate from Andhra Pradesh Pollution Control Committee for public

hearing.

vii. "No Objection Certificate" from the Andhra Pradesh Pollution Control Committee for

handling, recycling and disposal of hazardous waste produce from the port operation.

9.6. Summary of Significant Environmental Impacts from the Port's

Development

The proposed development of the facility at the proposed site has been planned to ensure that no

significant environmental impacts would impinge on the local environment of the coastline, its

surroundings and the coastal /river setting. A number of issues at this preliminary stage have

been looked into about the port's development and its impact and these are given below.


60

1. Effect on local Fishermen.

The nearest fishing activity is fairly away from the port site. Terminal Facility construction will

not disrupt fishing in the vicinity in which they are being carried out but these operations are for

a short duration and only affect a small part of the long coast available to fishermen at any one

time.

2. Mangroves & River estuary

Along the proposed site, as per or site visit and observation, mangroves are not visible in the

vicinity of the port. However this issue shall be studied in detail during the EIA studies.

3. Noise and Dust.

Noise and dust have been said to be issues relating to the port's development. There is little

development with a 1km radius of the main port works however there are some settlements.

During construction, some noise will be generated by piling and other machinery and trucks and

other equipment, but the construction contracts will require all equipment to be properly

silenced and muffled.

4. Pollution.

Port facilities shall be designed to such that to treat all barge, bilge water and all solid and liquid

waste created by the port.

9.7. Pollution Caused due to the dismantling of existing structures.

The emission of dust can be produced during the dismantling of existing structure. The other

source of pollution is noise emanating from various machinery and equipment. Even though odor

emanating during loading / unloading is of toxic nature, of otherwise hazardous, but can be

avoided by effective control.


61

9.8. The guidelines for operating the POL vessels.

Location of POL handling berth

As per IS:4651-Part V-1980 clause 6.2.5 - The nature of cargo handles at the berths is

explosive such berths should be alongside the outer arm at least 90m distance from the nearest

berth and from the edge of the turning basin. To take care of this precaution, it is proposed that

simultaneous berthing of ship at fertilizer and additional berth will not be permitted.

The petroleum rules, 1976: preliminary

• Every ship having petroleum on board shall be anchored at such anchorage as the

Conservator shall specify in this behalf and shall not leave such anchorage without the

general or special order of the Conservator and subject to such conditions as may be

specified in such order.

• The anchorage shall in no case be the same as that for vessels laden with explosives and

shall be at such distance from the anchorage for vessels laden with explosives as to

render it impossible for a fire originating at the former anchorage to affect vessels at the

latter : Provided that nothing in this rule shall apply to ships having on board petroleum

Class C

• Petroleum shall not be loaded into, or unloaded from, any ship, vessel or vehicle between

the hours of sunset and sunrise, unless

o Adequate electric lighting should be provided at the place of loading and

unloading. The provisions are provided at the Chapter IV of petroleum rules.

o Adequate fire-fighting facilities with personnel are kept ready at the place of

loading for immediate use in the event of a fire

• Precautions on suspension of loading or unloading- When the loading or unloading of

petroleum has been commenced, such loading or unloading shall proceed with due

diligence and, if it is discontinued, the tanks, and holds of the ships or other vessels

concerned and all loading or unloading valves shall be closed immediately.


62

• Fire-extinguishing appliances to be ready for use Vessels unloading or loading petroleum

shall have adequate fire-extinguishing appliances so disposed that they can be put into

immediate use and if the petroleum Class A shall have their owning furled.

• Prohibition of employment of children and intoxicated persons-No child under the age of

eighteen years and no person who is in a state of intoxication shall be employed on the

loading, unloading or transport of petroleum or in any premises licensed under these

rules.

• Prohibition of smoking, fires, lights, etc.-Unless expressly provided in these rules, no

person shall smoke and] no matches, fires, lights or articles or substances capable of

causing ignition of petroleum shall be allowed, at any time in proximity to a place where

petroleum is refined, stored or handled or in a vehicle, carriage or vessel in which

petroleum is transported.

• No person shall commit or attempt to commit any act which may tend to cause a fire or

explosion in or about any place where petroleum is refined, stored or handled or any

vehicle, carriage or vessel in which petroleum is transported.

• Restriction on passengers, combustible and inflammable cargo-Save as provided in rules

38, 39 and 52 and Cl. (b) rules of 60, no ship, vessel or vehicle shall carry petroleum in

bulk or petroleum Class A otherwise than in bulk if it is carrying passengers or any

combustible cargo other than petroleum : Provided that nothing in this rule shall prohibit

the use of tonnage for packing purpose in the case of coastwise transport of petroleum

Class A otherwise than in bulk


63

10.0. COSTING

10.1 Scope

The capital cost estimates have been prepared for the new development to handle the 15MTPA

of POL products.

The cost estimates have been prepared for the following items of work associated with the port

development.

Construction of proposed OR-I & OR-II and additional berths.

Dismantling of existing structures.

Dismantling of existing pipe lines

Laying of proposed pipe lines

Dredging

The detailed estimations are provided in Appendix-II

10.2 Unit cost rates

The basis of rates used in the capital cost estimates have been derived by comparison with other

terminal studies. The unit costs have been rationalized by comparison with cost rates for

construction projects of similar nature and size in India.

10.3 Contingencies

Suitable contingency has been applied to all civil engineering aspects of the project. This is due

to the fact that the ground conditions are not yet fully understood and this and other such factors

could affect the type and difficulty of construction. Further Investigation and perhaps input from

potential contractors will enable a more certain cost to be calculated. Prices for equipment and

general items have been taken from other projects and from quotes obtained from manufactures.

Therefore, a suitable contingency has been taken for these items.


64

IMPROVING CAPACITY UTILIZATION OF OR-I & OR-II BERTHS BLOCK COST ESTIMATE (COST IN LAKHS)

SI. No. Description Alternative I Alternative II Alternative III

Front T-Diaphragm wall and rear Anchor wall with intermediate piles

Front T-Diaphragm wall , rear Anchor wall & tie rod connecting with intermediate piles

Two rows of Piles with rectangular Diaphragm wall at rear side

1 Existing Structure:

a Dismantling of OR-I berth 823.5 823.5 823.5

b Dismantling of OR-II berth 823.5 823.5 823.5

c Dismantling of Mooring Dolphin 22.5 22.5 22.5

d Dismantling of PCC Structure 33.75 33.75 33.75

e Removing of Existing Oil Pipe Lines 43.92 43.92 43.92

f Removing of Existing Fire Fighting Line 7.32 7.32 7.32

2 Proposed Structure:


65

a OR-I Berth 5467.5 6196.5 6378.75

b OR-II Berth 4117.5 4666.5 4803.75

c Additional Berth 4050 4590 4725

d Marine Fixtures 10 10 10

e End protection work 210 210 210

3 Dredging:

a Navigational channel 1832.5 1832.5 1832.5

b Slope portion 176.7 176.7 176.7

4 Environment:

a Dismantling process

17.5 17.5 17.5 (1.0% of dismantling cost)

b Construction & Dredging

79.3 88.4 90.7 (0.5% of construction cost)

c Operational stage 158.6 176.8 181.4


66

(1.0% of construction cost)

Sub-total = 17874.3 19719.5 20180.8

0.0

Contingencies @ 3% = 536.2 591.6 605.4

0.0 18410.5 20311.1 20786.3 0.0

Supervision charges@5%= 920.5 1015.6 1039.3

Total = 19331.0 21326.7 21825.6

Or say 193.31 crores Or say 213.26 crores Or say 218.25 crores


67

11.0. Contract Packages

11.1. Introduction

Based on the work element and sequence, the total work scope is divided in to three major

packages as summarised in Table below.

Phase

No. Work Package Duration

I

• Dismantling of existing mooring dolphin and PCC structure

between OR II and FB

• Construction of additional berth with dimensions of 180m X

15m

15

months

II

• Removal of oil and fire pipelines at OR-I Berth

• Construction of proposed OR I berth increased length of 60m

including expansion joints of total length 243m.

• Dismantling of existing OR-I

• Laying of new pipe lines

• Dredging

30

months

III

• Removal of oil and fire pipelines at OR-I Berth

• Construction of proposed OR II berth of 183m length.

• Dismantling of existing OR-I

• Laying of new pipe lines

• Dredging

12

months


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11.1.1. Contract-I.

Construction of berthing structure

• Dismantling of existing mooring dolphin and PCC structure.

• Construction of additional berth with dimensions of 180m X 15m

• Dismantling of existing OR-I berth and construction of proposed structure with

increased length of 60m including expansion joints.

• Dismantling of existing OR-II berth and construction of proposed structure with

dimensions of 183m X 15m including expansion joints.

• The protection wall with length of 30m shall be constructed at end of OR-I berth on

sea side

• Supply and installation of fenders and frame and associated hardware such as tension

chain, shear chain, weight chain and fixing hard wares.

• Supply, installation and commissioning of remote controlled Quick Release Mooring

Hooks with local control and electric cables etc.

• Installation of ground and tower monitor structures.

11.1.2. Contract 2.

Mechanical, Electrical and fire fighting works

• Procurement and laying POL pipelines with remote operated valves and accessories

including connection to MLAs and manifolds at Oil Wharf, local control and electric

cable.

• Commissioning of fire fighting facilities and salt water flushing system and other

utility pipelines with all equipment, piping, cables, control desk for remote controlled

operation etc.

• Installation & commissioning remote/manual controlled marine loading/unloading

arms on service platform with local control and electric cables.

• Installation & commissioning remote/manual controlled telescopic gangway on

service platform with local control and electric cables.

• Procurement of plants, equipment and related accessories for combating and

collection of oil spills in the harbour.

• Supply of 100T bollard pull tug boats for operation of oil spill response system.


69

Based on quantity of work element including some long lead items, it is suggested to have a

contract period of 42 months with 6 to 8 months lead time to commission the jetty within the

construction contract of 42 months.

11.1.3. Contract 3

Dredging

It is estimated that about 0.5 million cum marine clay will be required to be dredged in the

shipping channel at the west and berth pocket. The dredged material need to be dumped in

the designated area which is about 60km from site works.

It is proposed to deploy 2 TSH dredgers of 4500 cum hopper capacity i.e, 1350 cum. One

cycle of dredging & dumping operation will take approximately six hours. Based on the

above parameters actual dredging time will be about 2 months. Considering 2 months for

mobilization, total time will be 4 months

11.2. Construction Method and Estimation of duration

11.2.1 Construction of berthing structure

The construction of berthing structure consists of following work scope.

• The existing mooring dolphin and PCC structure should be dismantled before the

commencement of construction work.

• The construction of additional berth with dimensions of 180m X 15m shall be

executed in stage-I.

• The existing OR-I berth shall be dismantling and reconstruction of OR-I commences

with additional berth length of 60 m which is followed by OR-II.

• OR-II will be decommissioned and dismantled after completion of additional berth

and new OR-I.

The above scope will involve following work elements.

• 106 Nos of T-diaphragm wall

• 106 Nos of bored cast in situ piles \

• 106 Nos of Anchor wall

• Pile muffs


70

• In-situ beams

• In-situ slab

11.3. Mechanical/Electrical/Fire fighting work

The facilities contract includes the following scope of work.

• POL export pipelines POL import pipelines

• Marine Loading arms FO Bunker line Dirty Ballast (1 Nos of 12” pipeline

• Seawater Pipeline

• Foam Pipeline

• Flushing water pipeline

• Fresh water pipeline

• Fire Monitor, foam monitor, hydrants, Jumbo Nozzle curtains

• Electrical Overhead line

• Transformers and switch gears

• Substation equipment

• Oil Spill Containment boom

• Tug boat for oil spill boom handling

The Oil Companies, however, clarified that there is no proposal in the foreseeable future

either to increase the pipeline capacity or the installation of higher capacity pumps for

increasing the loading rate.

Hence considering the long lead time for the marine loading arms and large quantity of steel

pipeline procurement, overall schedule of 30 months is required to complete the scope.


71

12.0. FINANCIAL BENEFITS FROM THE PROJECT

The financial benefits from the project include revenue earnings from the vessel

related charges and wharfage. The vessel related charges comprise port dues, pilotage and

berth hire. Since the proposal relates to replacement/ reconstruction of the existing OR-I &

OR -II berths after dismantling the existing old berth, entire revenue earning estimated have

been considered as financial benefits from the project.

Based on the traffic projections furnished by the oil companies and the current scale

of Rates of the Port, the total revenue earning from the project is estimated at Rs 39.18 cores

in 2013-14 (first year of operation), which is expected to go up to Rs. 40.13 cores per annum

in 2018-19..Broad details of the above estimates are presented in the table below.

Table 9.1: Revenue from the project

Year Traffic:

POL Western Arm(MT

PA)

Coastal

GRT

Overseas

GRT

Total GRT

REVENUE EARNING (Rs. Lakhs)

Port dues

Pilot age

Berth Hire

Wharf age Total

2015-16 4.31 4988614 1389264 6377878 434.15 615.52 110.75 2653.59 3814.01

2016-17 4.48 5260252 1389264 6649516 450.04 638.07 114.44 2749.66 3752.21

2017-18 4.51 5308327 1389264 6697591 452.85 642.07 115 2769.46 3979.38

2018-19 4.55 5371026 1389264 6760290 456.52 647.26 116.31 2792.7 4012.79

2020-21 6.50 7679352 1973109 9652461 729.8 1046.6 185.94 3990.45 5952.8

2025-26 7.59 8950935 2305419 11256354 946.3 1268.1 241.08 5135.09 7590.5

2035-36 13.57 10171531 4167792 14339323 1528.14 2188.55 389.33 10541.05 14647.1


73

ANNEXURE


74

Project Feasibility Flow Chart


75


76

APPENDIX -I


77

TRAFFIC STUDY

Traffic analysis

Visakhapatnam Port Trust handling 14.6 million tonnes POL during the year of 2015-2016

and the annual growth rate is predicted as around 15%. The port has separate facility to

handle the POL products at inner harbour. The outer harbour deals with handling LPG as well

as POL products. The following consist of POL traffic for last 5 years.

The coastal movement of POL products through Visakhapatnam port is much higher than the

overseas movement.

Future Projection

As per NMDP (National Maritime Development Programme) report of the Ministry of

shipping POL products traffic at Visakhapatnam Port is expected to reach a level of 5 million

tonnes by the year 2012.

As per the traffic study submitted by AECOM report (Master Plan for Vishakhapatnam port

report May 2015) Page no 7-18, Section 7.7.7, at the year of 2020 the inner harbour will handle

6.5 MTPA of POL products. This volume is nearly 26% of total traffic volume. So we are

planning for the years of 2025 and 2035 26% of total traffic volume.

Table A-1.1: Future traffic volume of POL products

COMMODITY Current 2020 2025 2035

MMTPA MMTPA MMTPA MMTPA

POL products handled at

VPT 14.6 24.8 29.2 52.2

POL products handled at

Inner harbour 4.3 6.5 7.59 13.57

We cannot handle two Panamax vessels simultaneously. So as per the letter of joint director,

one handymax and one Panamax vessels shall be operate in proposed OR-I & OR-II berths

simultaneously with handling capacity of 15MMTPA. In 2035 the traffic volume may be

expected to reach the handling capacity of 13.57 MMTPA.


78

The Consultants engaged by the Visakhapatnam Port in their reports (Reference Report on the

origin-Destination Analysis of major commodities, ministry of shipping IPA in November 2015)

have given the following projections for total cargoes handled by VPT.

Table A-1.2: Vizag Port Traffic Projections

COMMODITY CURRENT 2020 2025 2035 REMARKS Liquid cargo

POL 14.6 20.8 27.7 29.2 45.9 52.2 Mainly crude imports driven by HPCL vizag expansion

Chemicals 1 1.3 1.7 1.8 2.9 3.3 Dry and Break Bulk Cargo

Thermal coal (Loading) 2.8 3.7 4.7 5.2 5 5.5

Thermal coal (Unloading) 9.3 13.4 15.5 17.2 25.8 30.8

Coking coal 6.1 14.8 20.4 21.7 36.3 42.1 Driven by expansion in SAIL Bhilai and nagarnar chattisgarh

Iron ore 3.1 4.2 5.8 13.1 10.4 24.9

Mostly exports likely to remain low optimistic case is related to the volumes handled before ban. Pellets are part of others.

Steel 1.08 1.5 2.1 2.2 3.7 4.2 Alumina powder 1.2 1.6 2.1 2.2 3.5 4 Other Ore 1.4 1.8 2.4 2.5 4 4.6 Food grains 0.8 1.1 1.4 1.5 2.4 2.7 Fertilizers 2.6 3.9 4.9 5.1 7.3 8.1 Containers and other cargo

Containers (MnTEU) 0.25 0.32 0.4 0.48 0.66 0.86 Some traffic may shift to

Machilipatnam

Others 9.8 13 17.3 18.2 28.6 32.6 Highly fragmented includes pellets

Total (MMTPA) 58 85.8 112 127.2 185.5 227.9


79

Table A-.1.3: Traffic volume handles by VPT at the year from 2009 to 2035 (Product Wise)

Year Projections of POL traffic (excluding LPG)(in thousand tones) Naphtha SKO ATF MS HSD LSHS FO LDO Total

2009-10 645 29 1 170 1368.9 339 659 16 3227.9 2010-11 185 0 0 551 2155.9 360 717 16 3984.9 2011-12 185.5 0 0 556 2175.9 360 717.6 16 4011 2012-13 186.1 0 0 561 2198 360 713.2 16 4034.3 2013-14 186.7 0 0 611 2550.1 360 713.9 16 4437.7 2014-15 390.3 0 0 828 2572.6 0 174.6 16 4281.6 2015-16 691.1 0 0 834 2598.5 0 175.3 16 4314.9 2016-17 691.9 0 0 850 2743.3 0 176.1 16 4477.3 2017-18 692.7 0 0 856 2768.7 0 176.9 16 4510.3 2018-19 693.7 0 0 863 2798.6 0 177.7 16 4549 2020-21 991.2 0.0 0.0 1233.1 3998.9 0.0 253.9 22.9 6500 2025-26 1157.4 0.0 0.0 1439.9 4669.5 0.0 296.5 26.7 7590 2035-36 2069.4 0.0 0.0 2574.4 8348.4 0.0 530.1 47.7 13570

Table A-1.4: Traffic volume handles by VPT at the year from 2009 to 2035

Year Coastal

(MTPA)

Overseas

(MTPA)

Total

(MTPA)

2009-10 1.92 1.30 3.23 2010-11 3.13 0.86 3.98 2011-12 3.15 0.86 4.01 2012-13 3.14 0.87 4.00 2013-14 3.57 0.87 4.44 2014-15 2.87 1.41 4.28 2015-16 2.90 1.42 4.31 2016-17 3.05 1.43 4.48 2017-18 3.08 1.43 4.51 2018-19 3.11 1.44 4.55 2020-21 4.4 2.1 6.50 2025-26 5.2 2.4 7.59 2035-36 9.26 4.3 13.57


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Table A-1.5: Product–wise future projection of POL products

SL No Product Total

Projections of traffic (in 000 tonnes) 2009-10

2010-11

2011-12

2012-13

2013-14

2014-15

2015-16

2016-17

2017-18

2018-19 2020 2025 2035

1 HSD

(Coastal) 830.9 2055.9 2070.9 2087.7 2434.3 2451.1 2470.9 2609.3 2628 2650.9 3787.8 4423.0 7907.8 Overseas 538 100 105 110.2 115.8 121.6 127.6 134 140.7 147.7 211.0 246.4 440.6 Grand total 1368.9 2155.9 2175.9 2197.9 2550.1 2572.7 2598.5 2743.3 2768.7 2798.6 3998.9 4669.5 8348.4

2 NAPTHA

(Coastal) 20 0 0 0 0 0 0 0 0 0 0.0 0.0 0.0 Overseas 625 185 185.5 186.1 186.7 690.3 691.1 691.9 692.7 693.7 991.2 1157.4 2069.4 Grand total 645 185 185.5 186.1 186.7 690.3 691.1 691.9 692.7 693.7 991.2 1157.4 2069.4

3 Motor Spirit

(Coastal) 120 161 166 171 221 227 233 249 255 262 374.4 437.1 781.6 Overseas 50 390 390 390 390 601 601 601 601 601 858.8 1002.8 1792.8 Grand total 170 551 56 561 611 828 2834 850 856 863 1233.1 1439.9 2574.4

4 LDO

(Coastal) 16 16 16 16 16 16 16 16 16 16 22.9 26.7 47.7 Overseas 0 0 0 0 0 0 0 0 0 0 0.0 0.0 0.0 Grand total 16 16 16 16 16 16 16 16.3 16 16 22.9 26.7 47.7

5 FO

(Coastal) 559 537 537.6 533.2 533.9 174.6 175.3 176.1 176.9 177.7 253.9 296.5 530.1 Overseas 90 180 180 180 180 0 0 0 0 0 0.0 0.0 0.0 Grand total 659 717 7176 713.2 71.9 174.6 175.3 176.1 176.9 177.7 253.9 296.5 530.1

6 SKO (Coastal) 29 0 0 0 0 0 0 0 0 0 0.0 0 0


81

Overseas 0 0 0 0 0 0 0 0 0 0 0.0 0 0 Grand total 29 0 0 0 0 0 0 0 0 0 0 0 0

7 ATF

(Coastal) 1 0 0 0 0 0 0 0 0 0 0 0 0 Overseas 0 0 0 0 0 0 0 0 0 0 0 0 0 Grand total 1 0 0 0 0 0 0 0 0 0 0 0 0

8 LSHS

(Coastal) 339 360 360 360 360 0 0 0 0 0 0 0 0 Overseas 0 0 0 0 0 0 0 0 0 0 0 0 0 Grand total 339 360 360 360 360 0 0 0 0 0 0 0 0

Total coastal 1924.9 3129.9 3150.5 3137.9 3565.2 2868.7 2895.2 3050.4 3075.9 3106.6 4439.0 5183.35 9267.21

Total overseas 1303 855 860.5 866.3 872.5 1412.9 1419.7 1426.9 1434.4 1442.4 2061.0 2406.64 4302.78

Grand total 3227.9 3984.9 4011 4034.2 4437.7 4281.6 4314.9 4477.3 4510.3 4549 6500 7590 13570


82

APPENDIX -II

BLOCK COST ESTIMATE


83

BLOCK COST ESTIMATE-ALTERNATIVE I (Front T-Diaphragm wall and rear Anchor diaphragm wall with intermediate piles)

SI. No. Item of work No L B D Qty Rate (thousands) Unit Amount

(Rupees in Lakhs)


a Dismantling of OR-I berth 1 183 - - - 450 m 823.5

b Dismantling of OR-II berth 1 183 - - - 450 m 823.5

c Dismantling of Mooring Dolphin 1 5 - - - 450 m 22.5

d Dismantling of PCC Structure 1 15 - - - 225 m 33.75

e Removing of Existing Oil Pipe Lines 6 366 - - 2196 2 m 43.92

f Removing of Existing Fire Fighting Line 1 366 - - 366 2 m 7.32

1754.49


a OR-I Berth 1 243 15 - 3645 150 m2 5467.5


84

b OR-II Berth 1 183 15 - 2745 150 m2 4117.5

c Additional Berth 1 180 15 - 2700 150 m2 4050.0

d Marine Fixtures - - - - (LS) - - 10.0

e End protection work 1 30 - - 30 700 m 210.0

13855.0

3 Dredging:

a Navigational channel 1 606 140 5.4 458136 0.4 m3 1832.5

b Slope portion 0.5 606 27 5.4 44177 0.4 m3 176.7

2009.3

4 Environment:

a Dismantling process - - - - - - - 17.5

(1.0% of dismantling cost)

b Construction & Dredging - - - - - - - 79.3


c Operational stage - - - - - - - 158.6



85

Sub-total = 17874.3

Contingencies @ 3% = 536.23

18410.48 Supervision charges@5%= 920.52 Total = 19331.00

Or say 193.31 crores


86

BLOCK COST ESTIMATE-ALTERNATIVE II (Front T-Diaphragm wall , rear Anchor wall & tie rod connecting with intermediate piles)

SI. No.

Item of work No L B D Qty Rate (thousands)

Unit Amount

(Rupees in Lakhs)







f Removing of Existing Fire Fighting Line

1 366 - - 366 2 m 7.32

1754.49


a OR-I Berth 1 243 15 - 3645 170 m2 6196.5

b OR-II Berth 1 183 15 - 2745 170 m2 4666.5


87




15673.0

3 Dredging:


b Slope portion 0.5 606 27 5.4 44177 0.4 m3 176.7

2009.3

4 Environment:







Sub-total = 19719.5


88





89

BLOCK COST ESTIMATE-ALTERNATIVE III (Two rows of Piles with rear rectangular Diaphragm wall)

SI. No.

Item of work No L B D Qty Rate (thousands)

Unit Amount

(Rupees in Lakhs)







f Removing of Existing Fire Fighting Line

1 366 - - 366 2 m 7.32

1754.49


a OR-I Berth 1 243 15 - 3645 175 m2 6378.8


90

b OR-II Berth 1 183 15 - 2745 175 m2 4803.8




16127.5

3 Dredging:


b Slope portion 0.5 606 27 5.4 44177 0.4 m3 176.7

2009.3

4 Environment:








91

Sub-total = 20180.8





92

ABSTRACT ESTIMATE for ALT-I

(Front T-Diaphragm wall and rear Anchor diaphragm wall with intermediate piles)

SI.

No.

Item of work Quantity Rate Unit Amount

(Rupees)

Considering 60m panel of Berth:

1 Positioning and setting up/lifting of piling equipment for

piling work.

15 88611.25 Each 1,329,169

2 Supplying, fabrication & erection of steel liners for piles 31.9 69615 T 2,220,719

3 Boring of Piles 430 6000 M 2,580,000

4 Extra over for chiselling in hard rock 0

a) 1000mm dia. pile 15 7806.2 M 117,093

b) Diaphragm wall (800mm width) 130.5 8560 M 1,117,080

5 Chipping of Pile heads 15 6800 Each 102,000

6 Dynamic Pile Load test 1 250000 Each 250,000

7 Providing and placing in-situ-concrete of grade M-40 for

Piles

337.66 12328 m3 4,162,672

8 RCC Pile Muff (M-40) 10.82 12328 m3 133,389

9 RCC Beams (M-40) 363.6 12032 m3 4,374,835


93

10 RCC Deck slab (M-40) 260 12032 m3 3,128,320

11 RCC Wearing Coat (M-40) 86.4 11341 m3 979,862

12 Pre-trench with RCC walls (M-20) 47 8386 m3 394,142

13 RCC Diaphragm wall (M-40) 3033 17341 m3 52,595,253

14 Chipping of Diaphragm wall 130.5 1300 M 169,650

15 Supply and placing TMT of Fe 500 grade Reinforcing Steel 808.1 72592 T 58,661,595

16 Expansion joint to berth 14.4 1500 M 21,600

17 Supply & fixing Marine fenders of cone type (SCN1800) 2 200000 Each 400,000

18 Supply & fixing cast steel Bollard of 100T pull 3 200000 Each 600,000

19 Earth work excavation of Diaphragm walls, beams by

Mechanical means

664 76.7 m3 50,929

20 Transportation of excavated earth (5Km lead) 443 92.36 m3 40,915

21 Progress photographs 10 333 1 set 3,330

22 Providing video film 3-Jan 118400 1 set 118,400

Cost for 60m. panel = Total 13,70,72,020

or say 13.71crores

Cost of berth per Sq.M.= 1371 / (60x15m) = 1.523 lakhs/sq.m or say 1.50 lakhs/sq.m.


94

ABSTRACT ESTIMATE for ALT-II

(Front T-Diaphragm wall and rear Anchor wall with tie rod connecting with intermediate piles) SI. No. Item of work Quantity Rate Unit Amount

(Rupees) Considering 60m panel of Berth: 1 Positioning and setting up/lifting of piling

equipment for piling work. 15 88611.25 Each 1329168.75

2 Supplying, fabrication & erection of steel liners for piles

31.9 69615 T 2220718.5

3 Boring of Piles 430 6000 M 2580000 4 Extra over for chiselling in hard rock

a) 1000mm dia. pile 15 7806.2 M 117093 b) Diaphragm wall (800mm

width) 130.5 8560 M 1117080

5 Chipping of Pile heads 15 6800 Each 102000 6 Dynamic Pile Load test 1 250000 Each 250000 7 Providing and placing in-situ-concrete of

grade M-40 for Piles 337.66 12328 m3 4162672.48

8 RCC Pile Muff (M-40) 10.82 12328 m3 133388.96 9 RCC Beams (M-40) 363.6 12032 m3 4374835.2 10 RCC Deck slab (M-40) 260 12032 m3 3128320 11 RCC Wearing Coat (M-40) 86.4 11341 m3 979862.4 12 Pre-trench with RCC walls (M-20) 47 8386 m3 394142 13 RCC Diaphragm wall (M-40) 3033 17341 m3 52595253 14 Chipping of Diaphragm wall 130.5 1300 M 169650


95

15 Anchor wall 902 17341 m3 15641582 16 Supply and placing TMT of Fe 500 grade

Reinforcing Steel 808.1 72592 T 58661595.2

17 Supply and placing TMT of Fe 500 grade Reinforcing Steel for Tie rod

15.70 72592 T 1139694.4

18 Expansion joint to berth 14.4 1500 M 21600 19 Supply & fixing Marine fenders of cone

type (SCN1800) 2 200000 Each 400000

20 Supply & fixing cast steel Bollard of 100T pull

3 200000 Each 600000

21 Earth work excavation of Diaphragm walls, beams by Mechanical means

664 76.7 m3 50928.8

22 Transportation of excavated earth (5Km lead)

443 92.36 m3 40915.48

23 Progress photographs 10 333 1 set 3330 24 Providing video film 3-Jan 118400 1 set 118400 Cost for 60m. panel = Total 150332230.2

or say 15.03crores

Cost of berth per Sq.M.= 1503/ (60x15m) = 1.67 lakhs/sq.m or say 1.7 lakhs/sq.m.


96

ABSTRACT ESTIMATE for ALT-III

Two rows of Piles with rear rectangular Diaphragm wall SI. No. Item of work Quantity Rate Unit Amount

(Rupees) Considering 60m panel of Berth: 1 Positioning and setting up/lifting of piling

equipment for piling work. 30 88611.25 Each 2658337.5

2 Supplying, fabrication & erection of steel liners for piles

31.9 69615 T 2220718.5

3 Boring of Piles 430 6000 M 2580000 4 Extra over for chiselling in hard rock

a) 1000mm dia. pile 30 7806.2 M 234186 b) Diaphragm wall (800mm

width) 130.5 8560 M 1117080

5 Chipping of Pile heads 15 6800 Each 102000 6 Dynamic Pile Load test 1 250000 Each 250000 7 Providing and placing in-situ-concrete of

grade M-40 for Piles 337.66 12328 m3 4162672.48

8 RCC Pile Muff (M-40) 10.82 12328 m3 133388.96

9 RCC Beams (M-40) 363.6 12032 m3 4374835.2

10 RCC Deck slab (M-40) 260 12032 m3 3128320

11 RCC Wearing Coat (M-40) 86.4 11341 m3 979862.4

12 Pre-trench with RCC walls (M-20) 47 8386 m3 394142

13 RCC Diaphragm wall (M-40) 3033 17341 m3 52595253

14 Chipping of Diaphragm wall 130.5 1300 M 169650


97

15 Supply and placing TMT of Fe 500 grade Reinforcing Steel

1106.28 72592 T 80307368.13

16 Expansion joint to berth 14.4 1500 M 21600 17 Supply & fixing Marine fenders of cone

type (SCN1800) 2 200000 Each 400000

18 Supply & fixing cast steel Bollard of 100T pull

3 200000 Each 600000

19 Earth work excavation of Diaphragm walls, beams by Mechanical means

664 76.7 m3 50928.8

20 Transportation of excavated earth (5Km lead)

443 92.36 m3 40915.48

21 Progress photographs 10 333 1 set 3330 22 Providing video film 3-Jan 118400 1 set 118,400

Cost for 60m. panel = Total 156642988.4 or say 15.66crores

Cost of berth per Sq.M.= 1566/ (60x15m) = 1.74 lakhs/sq.m or say 1.75 lakhs/sq.m.

TECHNO-ECONOMIC FEASIBILITY REPORT (TEFR)environmentclearance.nic.in/writereaddata/Online/TOR/30...1 TECHNO-ECONOMIC FEASIBILITY REPORT (TEFR): FOR IMPROVING THE CAPACITY UTILIZATION

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