SHIPYARD CUM CAPTIVE JETTIES & LNG TERMINAL …environmentclearance.nic.in/writereaddata/form-1A/PFR/16_NL_Revised... · shipyard cum captive jetties & lng terminal nanalayja, kutch

GUJARAT INTEGRATED MARITIME COMPLEX PRIVATE LIMITED / SEALAND PORTS PRIVATE

LIMITED

SHIPYARD CUM CAPTIVE JETTIES & LNG TERMINAL

NANALAYJA, KUTCH DISTRICT, GUJARAT

PRE – FEASIBILITY REPORT

February 2013

HOWE INDIA HOUSE, 81, NEHRU PLACE NEW DELHI - 110 019

Shipyard Cum Captive Jetties & LNG Terminal at Nana Layja - Pre-Feasibility Report

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Table of Contents

1 EXECUTIVE SUMMARY ................................................................................................................. 5

1.1 BACKGROUND ............................................................................................................................. 5 1.2 LOCATION .................................................................................................................................... 6 1.3 MARKET ....................................................................................................................................... 6

1.3.1 Shipyard ..................................................................................................................... 7 1.3.2 Captive Jetties ........................................................................................................... 8

1.4 PROJECT FACILITIES ................................................................................................................... 9 1.5 INFRASTRUCTURE ..................................................................................................................... 10 1.6 PROJECT COST & IMPLEMENTATION SCHEDULE ...................................................................... 11

2 PROJECT BACKGROUND ............................................................................................................ 13

2.1 PROJECT DEVELOPER ............................................................................................................... 13 2.1.1 IL&FS ....................................................................................................................... 13 2.1.2 Allcargo Logistics Ltd. (AGL) ................................................................................... 14

2.2 PROJECT SITE LOCATION ......................................................................................................... 14 2.3 NEED FOR THE PROJECT .......................................................................................................... 15

3 MARKET .......................................................................................................................................... 16

3.1 MARKET OVERVIEW FOR SHIPBUILDING & REPAIRS ................................................................ 16 3.2 LOCATION ADVANTAGE OF NANA LAYJA ................................................................................... 16 3.3 SHIP-REPAIR ............................................................................................................................. 17 3.4 SHIP-BUILDING .......................................................................................................................... 18 3.5 SHIPYARD - TARGET THROUGHPUT - ........................................................................................ 20 3.6 CAPTIVE JETTIES FOR THE SEZ AND FTWZ ............................................................................ 20

3.6.1 Proposed SEZ & FTWZ Project ............................................................................... 21 3.6.2 Captive Jetties ......................................................................................................... 22

3.7 BENEFITS OF THE PROJECT ...................................................................................................... 23 3.7.1 Benefits to Kutch Region: ........................................................................................ 23 3.7.2 Employment Generation (Direct and Indirect) ......................................................... 23 3.7.3 Magnitude of Investment ......................................................................................... 23

4 PROJECT DESCRIPTION ............................................................................................................. 25

4.1 TYPE OF PROJECT .................................................................................................................... 25 4.2 DETAILS OF ALTERNATIVE SITES ............................................................................................... 25

4.2.1 Comparative Analyses of Alternate Sites ................................................................ 26 4.3 SITE INFORMATION .................................................................................................................... 30 4.4 SITE CONNECTIVITY / ACCESS .................................................................................................. 32 4.5 EXISTING INFRASTRUCTURE ..................................................................................................... 33

4.5.1 Water........................................................................................................................ 33 4.5.2 Power ....................................................................................................................... 33 4.5.3 Wastewater management ........................................................................................ 34 4.5.4 Solid waste management ........................................................................................ 34 4.5.5 Social Infrastructure ................................................................................................. 34

4.6 SITE CONDITIONS ...................................................................................................................... 34 4.6.1 Site specific surveys & studies ................................................................................ 36 4.6.2 Marine conditions ..................................................................................................... 39 4.6.3 Meteorological conditions ........................................................................................ 39

5 FACILITIES REQUIREMENTS AND LAYOUT ........................................................................ 42

5.1 TARGET THROUGHPUT AND SHIP SIZE ..................................................................................... 42


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5.1.1 Shipyard ................................................................................................................... 42 5.1.2 Captive Jetties ......................................................................................................... 43

5.2 FACILITIES REQUIREMENT & CONCEPT DESIGN - SHIPYARD .................................................. 44 5.2.1 Vessel Retrieval and Launching and System Selection (Repair and Build) ............ 44 5.2.2 Ship Repair Facilities (Dry berths, Wet berths and production areas) .................... 46 5.2.3 Ship Building Facilities (Berths, Outfitting quays and production areas) ................. 48 5.2.4 Concept Design ....................................................................................................... 52

5.3 FACILITIES REQUIREMENT – CAPTIVE JETTIES ........................................................................ 61 5.3.1 Jetties / Berths ......................................................................................................... 61 5.3.2 Cargo Handling & Storage Requirements ............................................................... 62 5.3.3 Other auxiliary facilities ............................................................................................ 65

5.4 HARBOUR PLANNING & LAYOUT OF FACILITIES........................................................................ 65 5.4.1 Positioning of Facilities ............................................................................................ 65 5.4.2 Dredging & Reclamation .......................................................................................... 66 5.4.3 Facilities Layout ....................................................................................................... 67 5.4.4 Capital Dredging ...................................................................................................... 73 5.4.5 Navigational aids ...................................................................................................... 73 5.4.6 Utilities ..................................................................................................................... 74 5.4.7 Power Requirement and Source .............................................................................. 74 5.4.8 Water Requirement and Source .............................................................................. 74 5.4.9 Waste Management ................................................................................................ 75 5.4.10 Fire safety ................................................................................................................ 75 5.4.11 Other Requirements ................................................................................................. 76

5.5 LAND OWNERSHIP / AVAILABILITY .............................................................................................. 76 5.6 MATERIAL SOURCING ................................................................................................................ 78 5.7 RESOURCE OPTIMISATION ......................................................................................................... 78

5.7.1 Water........................................................................................................................ 78 5.7.2 Solar Powered lighting ............................................................................................. 78 5.7.3 Biodegradable waste management ......................................................................... 79 5.7.4 Common amenity building ....................................................................................... 79 5.7.5 Use of Fly Ash .......................................................................................................... 79

5.8 SOCIAL INFRASTRUCTURE ........................................................................................................ 79

6 REHABILITATION & RESETTLEMENT PLAN ....................................................................... 80

7 PROJECT SCHEDULE & COST ESTIMATES ........................................................................... 81

7.1 PROJECT SCHEDULE ................................................................................................................. 81 7.2 COST ESTIMATES ...................................................................................................................... 81

8 ANALYSIS OF PROPOSAL ........................................................................................................... 83

ANNEXURE I - MOU WITH GOG FOR THE PROJECT ................................................................... 84

List of Figures

Figure 1-1 Geographic Project Location

Figure 1-2 SEZ & FTWZ Location

Figure 1-3 Existing connectivity to the Project site


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Figure 2-1 Project Site Location

Figure 3-1 International shipping route

Figure 3-2 Shipyard performance


Figure 4-1 Alternative Sites location

Figure 4-2 Alternative Site Locations on Toposheets

Figure 4-3 Site Access

Figure 4-4 Extent of Surveys & Investigations

Figure 4-5 Wind Rose Diagram

Figure 4-6 Wave Rose Diagram

Figure 5-1 Shipyard Design Concept A

Figure 5-2 Shipyard Design Concept B

Figure 5-3 Shipyard Design Concept C

Figure 5-4 Offshore Wave Rose

Figure 5-5 Overall Marine Facility Layout

Figure 5-6 Project Area with Land Survey Numbers

List of Tables

Table 1-1 Proposed throughput for ship repair facility

Table 1-2 Proposed annual throughput for shipbuilding facility

Table 1-3 Estimated SEZ cargo for Captive Jetties

Table 3-1 Ship repair – Demand & Supply in the region


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Table 3-2 Proposed Annual Throughput / Capacity for the ship repair Facility Development

Table 3-3 Proposed Annual Throughput for the shipbuilding Facility Development

Table 3-4 Estimated SEZ Cargoes for Captive Jetties

Table 4-1 Comparative Analysis for Alternate Sites

Table 4-2 Site Information Summary

Table 4-3 Site Specific Surveys

Table 4-4 Landside general soil profile

Table 4-5 Marine side general soil profile

Table 5-1 Planned ship repair annual throughput

Table 5-2 Planned ship build annual throughput

Table 5-3 Target ship sizes for shipyard

Table 5-4 Captive Jetties - Cargo

Table 5-5 Design ship sizes for Captive jetties

Table 5-6 Number of dry berths

Table 5-7 Principal Ship Repair Workshop Area

Table 5-8 Number of Shipbuilding Positions Required

Table 5-9 Small Vessel Production -Calculated Workshop Area Requirements

Table 5-10 Large Vessel Production -Calculated Workshop Area Requirements

Table 5-11 Dredged Depth Summary

Table 7-1 Broad cost estimate


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1 EXECUTIVE SUMMARY

1.1 Background

Gujarat Integrated Maritime Complex Private Limited (GIMCO) is the Joint

Venture of Infrastructure Leasing and Financial Services Limited (IL&FS) and

Allcargo Global Logistics (AGL).

GIMCO has a Memorandum of Understanding (MOU) with the Gujarat Maritime

Board (GMB) for the development of a Shipyard at Nana Layja coast in the Kutch

District of Gujarat. The shipyard essentially includes ship building & ship repair

facilities for handing small vessels upto Panamax / Baby Capes

IL&FS and AGL are also developing a Multi-Product Special Economic Zone

(SEZ) and a Free Trade and Warehousing Zone (FTWZ) near Layja Mota Village

(about 10.5 Km from Nana Layja coast) through its Project Company - Sealand

Ports Private Limited (SPPL). SPPL has received In-Principle approval for the

development of the SEZ from the Board of Approvers, Government of India

(GoI).The MOU have been signed between Government of Gujarat (GoG) &

SPPL for support of the SEZ. To cater to this SEZ cargoes, four captive jetties

are proposed along with the proposed shipyard facilities.

The current document forms the Pre Feasibility Report (PFR) for the Project

Development of Shipyard and Captive Jetties including a LNG Terminal at

Nana Layja, Gujarat “and is prepared as per the Guidelines issued by the

Ministry of Environment & Forest (Guidelines of Pre-Feasibility report for

obtaining prior environmental clearance in terms of the provisions of EIA

notifications, 2006) dated December 30, 2010.

In accordance with the guidelines this report is structured in the following

sections:

Executive Summary

Project Background

Market

Project Description

Facility Requirement & Layout

Rehabilitation & Resettlement Plan

Project schedule & Cost estimates


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Analysis of Proposal

This Pre-feasibility Report has been prepared by Howe India Limited using the

inputs from Royal Haskoning and Saipem India Projects from their expert

services for DPR of Shipyard and LNG Terminal respectively

1.2 Location

The proposed project location is in Mandvi Taluka of Kutch District,

approximately at the mouth of the Gulf of Kutch at Latitude 22° 50’ N Longitude

69° 14' E. It is in a segment of Kutch coastline. The same has been shown in

Figure 1-1 below;

Figure 1-1 Geographic Project Location

1.3 Market

A market study for the proposed Shipyard has been carried out by engaging the

renowned international Consultant - Royal Haskoning and the cargo volumes for

the captive jetties are based on the requirement of the adjacent Multi –product

Special Economic Zone (SEZ), for which a feasibility study including the target


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sectors and market has been carried out. The facilities planning and preliminary

design for the captive jetties for this PFR have been carried out by engaging

HOWE (INDIA) Pvt Ltd (the Consultant)

1.3.1 Shipyard

A detailed market study has been carried out by RH considering the global

scenario, location of the yard, competition, level of applied technology,

productivity & cost etc. The market study has confirmed that there are two

distinct market sectors that could provide a viable product mix for the proposed

facility. Namely, all vessel types in the Handymax/ Handy size/ Panamax range,

together with a wide range of small vessels, tugs, OSVs and workboats for both

ship building and repair.

As per the market study, the recommended capacity planning for the ship repair

yard is;

Table 1-1 Proposed throughput for ship repair facility

Small

Up to 150m long Handy

210m x 32.2m Panamax

250m x 32.2m Total Target

Repairs per Year

Ship Repair (Number of

Vessels) 109 141 59 309

For the shipbuilding yard, in the Handy max / Handy size sector the target annual

throughput defined in the market study is around eight vessels per year, which is

approximately 140,000 CGT (225,000 GT). In the small vessels sector the target

annual throughput is defined as around 30,000 CGT, which is the equivalent of

six OSV’s

The table below shows the proposed annual throughputs for ship building yard

capacity development.

Table 1-2 Proposed annual throughput for shipbuilding facility

Shipbuilding yard – proposed throughput Small Vessels Handy size/

Handy max Total

Number of Ships 10 10 20


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1.3.2 Captive Jetties

Captive jetties are proposed under the Project to cater to the SEZ situated at

Layja Mota, about 10.5 Km from Nana Layja coast over an area of 3,449 acres.

The SEZ & FTWZ location w.r.t marine facility is as shown below in Figure 1-2;


The target industries of the proposed SEZ mainly comprise of:

Power (6000 MW – 4000 MW coal based and 2000 MW gas based)

Marine Ancillary & Support Industries like Fabrication and Assembly

Facilities, Equipment Manufacturing, Navigational Equipment and

Machinery control and platform management systems

Logistics & Focus Engineering Goods

Textiles and Handicrafts

Basic Chemicals, Polymers Products, and Specialty Chemicals

Pharmaceuticals and Medicinal Products

The target industries identified for the SEZ are based on the locational advantage

of Nana Layja and the Kutch area. The Nana Layja SEZ can be leveraged more

effectively to reduce transportation cost, improve competitive advantage, benefit

investment and employment and thus enhance its value proposition.


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In order to facilitate the SEZ units for import-export of their raw materials and

finished goods and make them more competitive, it is proposed to set up captive

jetties at Nana Layja coast.

The port based cargo volumes expected from the SEZ is as below Table 1-3;

Table 1-3 Estimated SEZ cargo for Captive Jetties

Sectors Cargo Type Million Tonnes per annum

(MTPA)

Thermal power plant Coal

17

Gas-based power plants LNG 5

Engineering goods – heavy, light and metal forming,

Textiles and apparels , Bulk chemicals, polymers

products, allied and speciality chemicals, Shipping

ancillary and naval offsets , Pharmaceuticals and

medicinal products , Non metallic minerals/ building

products

General

multipurpose

Cargo 3

Total

25

1.4 Project Facilities

Based on the shipyard market study and the SEZ throughput for the captive

jetties, the project facility comprises of ship repair yard, shipbuilding yard &

captive jetties for handling coal, LNG and other general cargo.

The shipyard is planned to repair more than 300 ships per annum up to Panamax

size (of 250 m long) and to build 20 ships per year up to Handy size (of 210 m

long). The Captive jetties are planned to handle 5 MTPA LNG, 17 MTPA of coal

and about 3 MTPA of general cargo.

The proposed marine facilities for catering to the above shipyard & captive jetties

throughput include the followings;

Breakwater about 5.2 km (3.3 Km of main & 1.9 Km of Lee breakwater)

Capital dredging approximately 20 million cum with a navigational

channel about 6.7 km long


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Reclamation of about 181 Ha

Ship yard facilities consisting of dry dock, outfitting quay, ship lift, dry

berths, piers, wet berths for ship repair & ship building operations

Captive Jetties consisting One LNG berth comprising of unloading

platform with dolphins, Two Mechanised Coal berths with covered

conveyors from berth to stockyard and One Multipurpose cargo berth

Back up area development consisting of coal storage area, general cargo

storage area, LNG re-gasification plant, and other allied infrastructure

facilities like admin building, port control room, workshops, substation,

fuel depot, ancillary buildings, production offices, amenities & utilities &

services

1.5 Infrastructure

Road: The closest major road to the site is, NH-8A (two lane road connecting

Mandvi and Naliya) at a distance of 3.5 km North from the project site. The

existing Katcha road connectivity from NH-8A to the project site shall be

improved

Rail: The nearest railway station to the project site is at Kothara at a distance of

approximately 45 km which falls on the metre gauge Bhuj-Naliya link (102 km).

The nearest broad gauge rail connection to the project site is at Bhuj

approximately 65 km from the project site.

No rail connectivity development to the project site is envisaged presently.

However it will be taken up in future. The existing connectivity to the project

location is shown in Figure 1.3 below;


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Figure 1-3 Existing connectivity to the Project site

Water: A water demand of 6 MLD is estimated and the same will be sourced

from the proposed 60 MLD desalination plant in SEZ at Layja Mota.

Wastewater Treatment and Disposal: The drainage system is estimated to be

equipped with sewage treatment plant (STP) facility treating a total of 2 MLD of

waste water. The treated water is proposed to be used for the water

requirements of green belt & green areas.

Power: The source of power for the proposed shipyard and captive jetties is

estimated to be about 50 MW & it would be sourced from the 4000 MW power

plant proposed within the SEZ site. During construction phase, the required

power (approximately about 4 MW initially) would be sourced from national grid.

Social Infrastructure: Necessary housings & allied social infrastructure to cater

to the employees of the marine facility shall be provided within the designated

area for the same.

1.6 Project Cost & Implementation schedule

The magnitude of capital investment for the proposed project is in the order of

INR 10,765 Crores. The project development activities are proposed to


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commence at the site in the financial year 2013-14 and is expected to be

commissioned by the year 2017-18. The estimated direct employment generation

from the Project once fully operational is assessed to be about 10,000.


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2 PROJECT BACKGROUND

The proposed Project consists of a Shipyard (repair and new build facility),

Captive jetties & a LNG Terminal near Nana Layja village in Mandvi Taluka,

Kutcch District of Gujarat

2.1 Project Developer

Gujarat Integrated Maritime Complex Private Limited (GIMCO) is developing a

state-of-the-art shipyard in Nana Layja coast, Gujarat. GIMCO has entered into

an MOU with the Gujarat Maritime Board (GMB) for the development of the

same. The MOU is provided as Annexure A of this report

Sealand Ports Pvt. Ltd. (SPPL) is the Project Company developing a Multi

Product Special Economic Zone (SEZ) at Layja Mota, around 10.5 km from the

Nana Layja waterfront.

The Project Companies (GIMCO and SPPL) are both a Joint Venture of

Infrastructure Leasing and Financial Services Limited (IL&FS) and Allcargo

Logistics Ltd. (AGL).

2.1.1 IL&FS

The Infrastructure Leasing and Financial Services Limited incorporated in 1987,

is one of India's leading infrastructure development and finance companies with

an investment of over USD 10 billion in infrastructure projects.

IL&FS was promoted by the Central Bank of India (CBI), Housing Development

Finance Corporation Limited (HDFC) and Unit Trust of India (UTI). Over the

years, IL&FS has broad-based its shareholding and inducted Institutional

shareholders including State Bank of India, Life Insurance Corporation of India,

ORIX Corporation - Japan and Abu Dhabi Investment Authority. IL&FS has a

distinct mandate of catalysing the development of infrastructure in the country.

The organisation has focussed on the commercialisation and development of

infrastructure projects and creation of value added financial services. The

business operations of IL&FS may be classified into the following broad

segments:


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Infrastructure Business Segment

Financial Services Segment

The IL&FS will act as Project Developer and Investor.

2.1.2 Allcargo Logistics Ltd. (AGL)

Allcargo Logistics Ltd. is today a leading multinational company providing

integrated logistics solutions. It offers specialized logistics services across

Multimodal Transport Operations, Container Freight Station Operations and

Project & Engineering Solutions. Benchmarked quality standards, standardized

processes and operation excellence across all the services and facilities, have

enabled Allcargo to emerge as the market leader in all these segments.

Allcargo Logistics Ltd. has established steady growth, overcoming stiff

competition and challenges to emerge as a pioneer in the global logistics

industry. The company currently operates out of 140 own offices in 65 countries

and gets supported by an even larger network of franchisee offices across the

world. With a consolidated turnover of over Rs. 2,862 crores and market

capitalization of over Rs. 2,199 crores, Allcargo Logistics Ltd. has demonstrated

superior performance and significant growth prospects in the recent seven years.

2.2 Project Site Location

The Nana Layja site is in Mandvi Taluka of Kutch district in Northwest Gujarat

approx. 65km west of the Port of Mundra and 95km from the Port of Kandla. It is

located approximately at the mouth of the Gulf of Kutch at Latitude 22° 50’ N

Longitude 69° 14' E.

The road connectivity of Nana Layja village is through NH-8A, which is a two-

lane National Highway connecting Mandvi and Naliya.

Location of the project site is presented in Figure 2-1 below;


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Figure 2-1 Project Site Location

2.3 Need for the Project

The need for the project is based on the demand – supply gap for the proposed shipyard, SEZ development in the vicinity & its requirements, employment generation from the project and the economical benefits of the region.

The details of the demand supply gap are provided in Section 3.

Shipyard Cum Captive Jetties at Nana Layja

Pre-Feasibility Report

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3 MARKET

The Market study for the Nana Layja Shipyard has been carried out by Royal

Haskoning and the cargo volumes for the captive jetties is based on the

requirement of the adjacent Multi –product Special Economic Zone (SEZ)

3.1 Market Overview for Shipbuilding & Repairs

India currently accounts for only 1.4% of the total global shipbuilding industry.

There has been a gradual shift of shipbuilding focus from Europe to Asia

because of the availability of low-cost skilled labour. However, with limited

effective capacity for ship build/repair available in India; the Indian Shipbuilding

/Ship-repair industry carries a significant potential in the years to come to

leverage on this opportunity

Growth in the maritime economy in the Indian Ocean region will require

expansion of the fleet to support it. In line with general traffic, growth in demand

for tugs and other workboats will also benefit from rapid industrialization and port

growth

The blend of ship repair and shipbuilding, which are each very different

businesses of opportunistic engineering and programmed manufacturing

respectively, offers commercial strength to the shipyard due to the diverse

business cycles

3.2 Location advantage of Nana Layja

The site location is in close proximity to major international shipping route

between the Middle East & Asia claiming advantage in ship repair and ship

building activity

Nana Layja, which lies on the west coast of India, is strategically located

especially for commercial ship repair, by virtue of its proximity to shipping lanes

for vessels trading between the Middle East and Asia and is on-route to India's

business ports of Kandla and Mundra.



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3.3 Ship-Repair

Ship repair is a location-dependent business. Ships tend to repair close to

their operating routes to avoid expensive deviations, and location in

relation to the available market is of paramount importance

The Gujarati coast is a good location for a large world class commercial

ship repair yard due its proximity to the major shipping lanes between the

Middle East and Asia

Two main routes that define the catchment area of the proposed shipyard

are:

(i) Ships trading to the West Coast of India

(ii) Ships trading to and from the Arabian Gulf

For vessels on Eastern routes to and from the Gulf, the deviation time for

a vessel to visit Gujarat for repair is less than 1 day, as shown below

Figure 3-1. Gujarat is well located to service this traffic

Figure 3-1 International shipping route

Vessel deviation : 1 dayVessel deviation : 2 days

Route from Arabian Gulf to Asia via Nana Layja Vessels travelling from Europe to Far East via Suez Canal

Despite recent economic turmoil, long term prospects for trade growth,

and thereby growth of the fleet and demand for ship repair services,

remain good. Growth in demand of between 2-4% per annum is predicted

over the next twenty years, based on expected economic and fleet

growth.



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An estimate of total available docking demand (no. of vessels) is given in

the following Table 3-1 :

Table 3-1 Ship repair – Demand & Supply in the region

Year Small Handy Pana’x Afra’x Suez/

Cape

VLCC Total

2010 (Demand) 1,076 1,025 258 145 175 225 2,904

2020 (Demand) 1,446 1,366 345 182 231 281 3,851

2030 (Demand) 2,080 1,942 494 234 323 359 5,432

Planned

capacity/repairs 2,400 400 600 3,400

There is limited effective capacity for ship repair on the west coast of

India. Competition facing the yard will be global, however, in particular for

large vessels from yards in the Middle East, Singapore and China.

Regional competition is strong from yards in the Arabian Gulf and is

growing with the development of new capacity. Overcapacity is emerging

in the small ship and the large ship sectors but significant opportunities

for development of capacity in the handy sector remain

The opportunity for Nana Layja lies in the general international

commercial sector & the niche international market for the shipyard is the

mid-size sector of Handy to Panamax size plus a local market share of

small ships size of up to 150m length

3.4 Ship-Building

(1) Small Shipbuilding Demand:

The need to replace and locate new hydrocarbon reserves is encouraging

continued offshore exploration worldwide

Added demand for the replacement of old ships, given that the average

age of ships in the region is high and this is a positive indicator of a

demand increase. Also there are additional opportunities such as offshore

support vessels, which are currently providing significant work for yards in

the region

Currently over 70% of India’s crude requirements are imported and

growth in demand for energy has the potential to rise rapidly in the years

ahead. With India aiming to reduce dependency on energy imports and



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with the potential for sustained high oil prices, growth in exploration and

production is expected to continue

The OSV market is buoyant at present but in the long term the capability

to build a range of products should be taken into account

A target throughput of 30,000 CGT per annum is envisaged, equating to

between 6 to 10 vessels (including OSVs) per annum

(2) Large Shipbuilding Demand:

India’s order intake for large ship-building has increased significantly in

recent years, the total volume of ships increasing from 0.17 million CGT

in 1998 to around 2.3 million CGT in 2009. Despite this, India’s share of

the total global order book remains at only 1.4%

After a peak in 2010, the large shipbuilding market is expected to peak

again in 2030 to 2035 according to the historical 30 years cycle. The

planned timing of the large shipbuilding capability later in the shipyard

development is aimed to be able to take of advantage of such a peak.

Below is the chart showing Shipyard performance in Figure 3-2;

Figure 3-2 Shipyard performance



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(i) A throughput of 8 to 9 vessels per annum is envisaged to be

achievable for the Nana Layja shipyard comprising handy bulk

carriers and product tankers.

3.5 Shipyard - Target throughput -

A repair facility capable of handling up to 200 mid-sized vessel dockings

(Panamax / Handy size) and up to 100 small ships per annum is forecast based

on the large available market.

Table 3-2 Proposed Annual Throughput / Capacity for the ship repair Facility Development

Small

Up to 150m long Handy

210m x 32.2m Panamax

250m x 32.2m Total Target

Repairs per Year

Ship Repair (Number of

Vessels) 109 141 59 309

Based on achievable market capture rates and the stable nature of the small

shipbuilding market, building a broad mix of between six to ten small ships totally

around 30,000 CGT per annum is forecasted

Additionally, a target large new building throughput of eight to nine Handymax /

size ships is forecasted which would provide the flexibility to cope with market

shifts through the wide potential product mix

The ultimate target throughput for ship-building for the Nana Layja shipyard is as

follows:

Table 3-3 Proposed Annual Throughput for the shipbuilding Facility Development

Shipbuilding yard – proposed throughput Small Vessels Handy size/

Handymax Total

Number of Ships 10 10 20

3.6 Captive Jetties for the SEZ and FTWZ



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3.6.1 Proposed SEZ & FTWZ Project

The proposed SEZ and FTWZ is situated at Layja Mota, about 10 Km from Nana

Layja coast over an area of 3,600 acres as shown in Figure 3-3;.


The target industries of the SEZ mainly comprise of:

Power (6000 MW – 4000 MW coal based and 2000 MW gas based)

Marine Ancillary & Support Industries like Fabrication and Assembly

Facilities, Equipment Manufacturing, Navigational Equipment and

Machinery control and platform management systems

Logistics & Focus Engineering Goods

Textiles and Handicrafts

Basic Chemicals, Polymers Products, and Specialty Chemicals



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Pharmaceuticals and Medicinal Products


A SEZ works on the principle of providing concessional and cost-effective

infrastructure and ease of business. Efficient and cost effective connectivity/

evacuation are the key to a successful SEZ, to facilitate the logistics flow of the

import and export of raw material and goods of the SEZ units

The target industries identified for the SEZ based on the locational advantage of

Nana Layja and the Kutch area are mostly port-based industries. The Nana Layja

SEZ can be leveraged more effectively to reduce transportation cost, improve

competitive advantage, benefit investment and employment and thus enhance its

value proposition.

With the Nana Layja waterfront only around 10.5 km from the SEZ, it is therefore

intended to develop captive jetties catering to the SEZ on this coastline.

The port based cargo volumes expected from the SEZ is as below in Table 3-4;

Table 3-4 Estimated SEZ Cargoes for Captive Jetties

Sectors Cargo Type Million tonnes per annum

(MTPA)

Thermal power plant Coal

17

Gas-based power plants LNG 5*

Engineering goods – heavy, light and metal forming,

Textiles and apparels , Bulk chemicals, polymers

products, allied and speciality chemicals, Shipping

ancillary and naval offsets , Pharmaceuticals and

medicinal products , Non metallic minerals/ building

products

General

multipurpose

Cargo 3

Total 25

* 2.5 MTPA is for the SEZ requirement. Additional 2.5 MTPA is reserved for the Gujarat

Government as per the LNG Terminal Policy 2012, GoG



_______________________________________________________________________ 23

3.7 Benefits of the Project

3.7.1 Benefits to Kutch Region:

Kutch region in Gujarat State is an arid and relatively underdeveloped region of

the state. Kutch District is amongst the least developed districts with limited

employment opportunities of the State of Gujarat.

However, Kutch region is known for entrepreneurial abilities in trade and

commerce and in the last decade, the Gulf of Kutch has also produced some

great opportunities for development of maritime activities. The relatively short

shoreline on the Gulf of Kutch can now be seen to house some of the largest and

most modern maritime facilities that are under development in India

With the successful development of the proposed Project; there shall be a

significant positive economic and social impact in the region.

A marine ancillary industrial cluster in the region would also be able to cater to

the number of shipyards upcoming in the state of Gujarat. The proposed

maritime cluster would provide a platform for bringing in more international

investors and technology into the state thereby generating additional business

opportunities.

3.7.2 Employment Generation (Direct and Indirect)

The Project (Shipyard & captive jetties) can provide direct and indirect

employment to over 15,000 people in the Kutch region with entry of new

enterprises, up gradation of skill sets and employability of the local population

3.7.3 Magnitude of Investment

The magnitude of capital investment for the Project is in the order of INR 10,765

Crores. The broad breakup of this is given below;



_______________________________________________________________________ 24

Common infrastructure facilities like Breakwaters, dredging, reclamation

etc – INR 3844 Cr

Shipyard including shipbuilding & ship repair infrastructure facilities - INR

4872 Crores

Captive jetties facilitating SEZ cargo - INR 2049 Crores

The Project is expected to generate revenue to the tune of USD 500 Mn.



_______________________________________________________________________ 25

4 PROJECT DESCRIPTION

4.1 Type of Project

The proposed Project is a Ship yard (comprising ship building & ship repair

facilities) cum Captive jetties including a LNG terminal (to cater to the throughput

of the proposed SEZ & FTWZ in the vicinity) near Nana Layja in Kutch District of

Gujarat State.

4.2 Details of alternative sites

The proposed site for the Project has been selected based on appropriate sitting

with regard to the proposed Shipyard and Captive jetties required for handling

SEZ traffic

Accordingly, the following three sites were evaluated to arrive at the most

suitable one:

Alternative Site 1: Near Jakahu, in Kutch District, Gujarat

Alternative Site 2: Near Mandvi Port, in Kutch District, Gujarat

Alternative Site 3: Nana Layja Coast in Kutch District, Gujarat

The three alternate site locations are shown in Figure 4.1 below;

Figure 4-1 Alternative Sites location



_______________________________________________________________________ 26

4.2.1 Comparative Analyses of Alternate Sites

Alternative Site 1 - Jakhau

Jakhau Port is located about 160 kms from Bhuj, & 30 km west of Naliya on the

north-western shore of the Jakhau creek, in Kutch District. There exists a captive

jetty of Good Earth Maritime Limited for export of Salt to foreign countries and for

domestic consumption. The salt is loaded into the barges for transhipment to the

mother ships at anchorage. Jakhau Port has an effective 17,000 acre of saltpan,

which has a capacity to produce large amount of salt.

Jakhau port is also a famous fishing port of Gujarat (operated by GMB), where

the fishing communities from almost all of the Gujarat Coast migrates during the

eight months fishing season.

This site was not feasible due to the difficulties expected in the R&R issues to

develop the Project.

Alternative Site 2 – Mandvi

It is located at about 56 km southwest of the regional capital, Bhuj. The Port of

Mandvi is a fair-weather lighter age port with current capacity to handle 300

thousand tons of cargo. A 245-meter-long wharf with alongside depths from 2.5

to 3 meters is available for sailing vessels and light load vessels to load and

unload. The Port of Mandvi also has a 120-meter-long wharf at Ahsapura

Minechem (local producer) for handling bentonite and for salt. Mandvi port also

has a a very old ship-building yard which produces small country vessels.

Due to the close by Mandvi town, there is a very limited area available and hence

expansion of this port into a modern mechanized port capable of handling large

volume of cargoes and a large shipyard with state of the art facilities would have

been difficult. Hence this site is also found not suitable for the Project

Alternative Site 3 – Nana Layja Coast

GIMCO was awarded a MoU from GMB for the development of a shipyard facility

at Nana Layja, Kutch in 1997. Based on the preliminary feasibility studies carried



_______________________________________________________________________ 27

out, it was found to be environmentally and technically feasible to develop a

shipyard in the site. The Developers further proposed to explore the feasibility of

developing a SEZ in the vicinity of the shipyard. This site was found to be most

feasible for Shipyard cum captive jetties.

The location of the three alternate sites along with the surrounding features on topo survey sheets are shown in Figure 4.2 below;



_______________________________________________________________________ 28

Figure 4-2 Alternative Site Locations on Toposheets



_______________________________________________________________________ 29

A detailed comparative analysis of the three Alternate sites is provided in Table

4-1 below;

Table 4-1 Comparative Analysis for Alternate Sites

Attribute Alternative Site 1 Alternative Site 2 Alternative Site 3

Location Jakhau Port, Kutch District

Mandvi Port, Kutch District

Near Nana Layja, Kutch District

Latitude 23° 14' 5" N 22°49' 11'' N 22°49' 56'' N

Longitude 68° 36' 5" E 69°21' 5'' E 69°14' 27'' E

Land availability Available Limited land availability

Adequate land available

Land Use

Most of the Cultivable wastelands near the coast are used as salt pans and for grazing

Mostly urban inhabitation near the Port

Open scrub and barren land, no inhabitant & no cultivation

Distance From Sea Onshore Onshore Onshore

Social & R&R Issues High High Nil

Road NH-8 A at a distance of 27 km ~2 km from NH-8A ~3.5 km from NH-8A

Railway Line Naliya station (~28 km Meter Gauge)

Bhuj (~ 52 km Broad Gauge)

Kothara (~ 45 km Meter Gauge)

Bhuj (~ 62 km Broad Gauge)

Seaport Kandla (~195 km) Kandla (~100 km) Kandla (~115 km)

Mundra ( ~ 135 km) Mundra ( ~ 45 km) Mundra ( ~ 55 km)

Airport Bhuj (120 ~km) Bhuj (~ 52 km) Bhuj (~ 62 km)

Kandla ( ~90 km) Kandla ( ~100 km)

Reserve Forest in the vicinity & Other Sensitive Areas (within 10 km)

Nil Nil Nil

Kutch Forest located in 35 km

Shoreline Stable coast Stable coast Stable coast



_______________________________________________________________________ 30

Recommendation

Considering the current use of land (saltpans) and the location being a hub for fishing activity in Gujarat, R&R issues are expected to be high for the proposed Project. Hence the development of Project not found suitable for this site

Limited land availability

Adequate unoccupied land area available.

Social & RR issues anticipated for possessing land required for the Project.

Environmental & social sensitivity is very low

Hence this site is found not suitable for the proposed shipyard cum captive jetties

No R&R issues

Accessible to coastal waters.

Proximity to NH-8A

Site is most suitable for proposed shipyard cum captive jetties Project

4.3 Site Information

The project site location is discussed in Section 2.2. The Project site information

is summarised in the following Table 4-2 below;



_______________________________________________________________________ 31

Table 4-2 Site Information Summary

No Details Description

1. Location Nana Layja village coast, , Mandvi Taluka

2. District Kutch

3. State Gujarat

4. Topography The site observes lowest reduced level of 2.885 m, while the highest reduced level of 13.472 m and the total difference of level is 10.367 m on the plot.(Over a distance of 3 Km)

5. Temperature Mean Daily Maximum: 300 C Mean Daily Minimum: 130 C Yearly Maximum: 42.90 C Yearly Minimum: 5.20 C

6. Wind Speed 34 km per hour mean wind speed Predominant wind direction is West followed by South-

West

7. Rainfall Maximum annual rainfall: 1,980 mm Annual average rainfall: 250 mm Generally rainfall occurs in the period of July to

September and the number of wet days per year is 30.

8. Relative Humidity Maximum: 85% Minimum: 56%

9. Present Land use Unused waste land

10. Seismicity The study area falls in Seismic Zone V (High risk zone)1

11. Nearest Road Connectivity NH-8A SH-47, SH-48 and SH-49

12. Nearest Rail Connectivity Railway station at Kothara – for meter gauge Railway station at Bhuj – for broad gauge

13. Nearest Seaport Major port at Kandla Minor port Mundra

14. Nearest Airport Domestic airport at Bhuj and Kandla International airport at Ahmedabad

15. Nearest Town/ Village Bayat and Layja Mota

Ecological Features within 10 km radius

16. Hills/Valleys Nil

17. Archeologically Important Places

Nil

18. National Parks/ Wild Life Sanctuaries

Nil

19. Reserved and Protected Forests

Nil

20. Defence Installations Nil



_______________________________________________________________________ 32

4.4 Site Connectivity / Access

The proposed Project site is well connected by road, rail

and airport in the region. The information on the existing

connectivity is provided in Table 5.1 and is explained in

detail below.

Road: National Highway-8A is at a distance of

approximately 3.5 km to the Northern side of project site.

The existing road from NH-8A to the project is is an

unpaved, rough (Kuchcha) road

Railway: Nearest railway station is at Kothara at a

distance of approximately 45 km from the project site.

Kothara is located on the Bhuj-Naliya meter guage rail link. The nearest broad

gauge linkage to the Project site is at Bhuj at a distance of approximately 65 km

.

Seaport: Mundra and Kandla are the nearby ports located. Mundra is at a

distance of approximately 55km & the major port of Kandla is at a distance of

approximately 100 km.

Airport: The nearest domestic airport is at Bhuj which is at a distance of

approximately 62 km towards northeast direction of the project site. The nearest

international airport is at Ahmedabad at a distance of approximately 350 km

towards east of the project site. Presently air services operate connecting Bhuj

and Kandla only to Mumbai. As per the published report the Government of

Gujarat is actively promoting the creation of an operation of feeder services

connecting Bhuj to Ahmedabad by air.

The following Figure 4.3 shows the existing connectivity to the Project site



_______________________________________________________________________ 33

Figure 4-3 Site Access

4.5 Existing Infrastructure

4.5.1 Water

There is currently no reliable water source or water supply system near the site

for intended development. However River Karod flows about 600 m behind shore

line and river mouth lies about 500 m North-West. The river is non-perennial in

nature.

4.5.2 Power

At present, there is no power supply to the project site. However, the near by

Nana Layja village is connected to the national grid. During construction phase,

power shall be drawn from the nearest 66 KV substation at Bayat falling under

Bhuj circle of Paschim Gujarat Vij Company Limited.



_______________________________________________________________________ 34

4.5.3 Wastewater management

There is currently no operational wastewater management project undergoing in

the vicinity. However the wastewater generated by washing, cleaning, and

personnel uses etc shall be treated as per national standard of treating non-

hazardous waste before disposal

4.5.4 Solid waste management

There is no hazardous waste envisaged to be generated from proposed facility

development.

However concept of common secured landfill would be adopted for treating solid

municipal waste as per standard practice in the state of Gujarat. The nearest

regional landfill site being developed by GUDCL is located at Bhuj.

4.5.5 Social Infrastructure

The proposed project site vicinity has no major social infrastructure. The nearest

urban centre is Bhuj at a distance of approx 65 Km. Bhuj is the headquarters of

the Kutch District and has a population of about 1.5 lakhs. It is well connected by

road, rail and air to all the major cities in India. There is a University located in the

Bhuj with 28 affiliated colleges overall and 7 in the city itself. The nearest school

and primary health centre is located at Layja Mota and Mandvi within 10 and 20

km respectively.

4.6 Site Conditions

The proposed Project land is government waste land and does not have

permanent habitation by people, show cultivation, pasture grazing or water

reservoirs (ponds). The surrounding area of the proposed site is free from

mangroves, coral reef, seaweeds or marine ecological anomaly/population etc.

The proposed site comprises an intertidal zone, scrub forest and wasteland, the

rough land is present along the entire zone

A few photographs of the site taken recently are shown below;



_______________________________________________________________________ 35

Site Photographs



_______________________________________________________________________ 36

4.6.1 Site specific surveys & studies

Following site specific surveys & investigations have been conducted forming

base for this Pre-Feasibility Study for the proposed marine facility development at

Nana Layja, Mandvi Taluka, Kutch district, Gujarat.

Table 4-3 Site Specific Surveys

S. No

Survey Agency

Survey Extent

1. Oceanographic Investigations

(Bathymetric Survey , Shallow Seismic Survey,

Side Scan Sonar Survey, Tidal measurements,

Current measurements , Water and Sea Bed

Samples

INDOMER Coastal

Hydraulics (P) Limited,

Chennai

5 km along the

coast and about 10

km into the sea

2. Topographic Survey

M/s DBM Geotechnics

& Constructions Pvt.

Ltd.

Area of about

Acres

3. Land borehole investigations

M/s DBM Geotechnics


Ltd.

44 land borehole

4. Maine geotechnical investigations M/s DBM Geotechnics


Ltd.

34 marine

borehole

The extent of above mentioned survey is shown in Figure 4.4 below;



_______________________________________________________________________ 37

Figure 4-4 Extent of Surveys & Investigations



_______________________________________________________________________ 38

The features of the site, based on the above surveys is summarised below;

Topography

The location of the Project site back-up land consists of sand dunes or small

sand hills, with the topographic survey showing a maximum elevation difference

of about 10m. As per the survey the lowest reduced level observed on the plot is

2.885 m, while the highest reduced level of 13.472 m and the total difference of

level is 10.367 m.

Bathymetry

The bathymetry along with side scan sonar & shallow seismic survey was

undertaken covering 55 sq Km area coverage of sea frontage of the proposed

site location. The survey output indicates that 5m, 8m, 10 m depths are located at

a distance of about 300 m, 900 m and 1500 m respectively.

Geotechnical condition

Landside

The landside ground investigation comprised forty four boreholes drilled to depths of between 15 m and 36m. The sequence of strata anticipated on the site, in terms of superposition is estimated to comprise the followings:

Table 4-4 Landside general soil profile

Strata Description Thickness

Alluvium/Estuarine deposits (including coral layers)

Medium dense to very dense SAND. Locally silty and/or gravely.

4.5m to 15m

Rock (weathered) Slightly to completely weathered red and brown sandstone.

Varying

Marine side

The marine ground investigation comprised thirty four boreholes drilled to

depths of between 6 m and 42 m. The sequence of strata anticipated on the

site, in terms of superposition is likely to comprise the following strata:



_______________________________________________________________________ 39

Table 4-5 Marine side general soil profile

Strata Description Thickness

Alluvium/Estuarine deposits (including coral layers)

Medium dense to very dense SAND. Locally silty and/or gravely.

2.5m to 12.5m

Rock (weathered) Slightly to completely weathered red and brown sandstone. Weathered rock recovered at

Varying

The Kutch region is vulnerable to Seismic Action as demonstrated by the 2001

Bhuj earthquake. The Nana Layja site lies in Zone V designated by the Indian

Standards.

4.6.2 Marine conditions

The site is in a relatively exposed location in the Gulf of Kutch and a fairly strong

wave action may be expected, especially during the monsoon. Hence

oceanographic conditions have been accessed by conducting physical survey on

tide, current measurements along with water sample analysis & sediments size

analysis.

The tidal variation observed as per the survey is nearly 3.2m.

A summary of the water levels (with respect to Chart Datum) that can be

expected as per Admiralty Chart 682 are as follows:

Mean Highest High Water (MHHW) + 4.1m

Mean Lowest High Water (MLHW) + 3.5m

Mean Sea Level (MSL) + 2.6m

Mean Highest Low Water (MHLW) + 1.7m

Mean Lowest Low Water (MLLW) + 0.9m

4.6.3 Meteorological conditions

The wind profile for the area is dominated by the SW and NE monsoons,

occurring from June - August and December - March respectively. During these

periods the wind directions are variable and during the SW Monsoon season, it is

possible for the winds to exceed Beaufort level 7 for 1-2 days per month. During



_______________________________________________________________________ 40

April, May and June, and to a lesser extent October, November and December

tropical storms and cyclones form in the Arabian Sea and can affect the Gulf of

Kuchchh and consequently the proposed site deriving predominantly from the

south to southwest.

The results of the analysis of the offshore wind and wave data off Nana Layja

coast is presented in this section. These data from the global spectral wave

model operated by British Met Office (BMO), U.K. is regularly calibrated against

direct wave measurements from satellites, buoys and other sources. The wind &

wave rose based on BMO data for 1998-2008 is shown in Figure 4.5 and Figure

4.6 respectively

Figure 4-5 Wind Rose Diagram



_______________________________________________________________________ 41

Figure 4-6 Wave Rose Diagram

.



_______________________________________________________________________ 42

5 FACILITIES REQUIREMENTS AND LAYOUT

5.1 Target Throughput and Ship size

Based on the market assessment detailed earlier in Chapter 3, the target cargo

volumes and ship size adopted for planning of the shipyard and captive jetties is

presented in this section;

5.1.1 Shipyard

The expected ship repair throughput is;

Table 5-1 Planned ship repair annual throughput

Small Vessels Handy size Panamax Total

109 141 59 309

The expected ship build throughput is;

Table 5-2 Planned ship build annual throughput

Small Vessels Handy size/

Handy max Total

10 10 20



_______________________________________________________________________ 43

Table 5-3 Target ship sizes for shipyard

Ship Repair

Maximum ship size Panamax 250m long x 32.2m beam

General large ship size Handymax 210m long x 32.2m beam

Small ship size OSVs etc 100m long x 20.0m beam

Shipbuilding - Large

General large ship size Handymax 210m long x 32.2m beam

Long term extreme size Suezmax 280m long x 51.0m beam

Shipbuilding - Small

Ship size OSVs 100m long x 20.0m beam


The operations of the SEZ will lead to large movement of goods to and from the

SEZ. It is estimated that total movement of goods exclusive of the raw materials

(coal and natural gas) for the proposed coal-based and gas-based power plants

and import/ export of material for the SEZ units.

Table 5-4 Captive Jetties - Cargo

Sr No Cargo type Volume (MTPA)

1 Coal 17.0

2 LNG 5.0

3 General Multipurpose Cargo 3.0

The design ship size for different captive cargo is as below;



_______________________________________________________________________ 44

Table 5-5 Design ship sizes for Captive jetties

For cargo

handling

Ship

Capacity

Classification Length

m

Beam

m

Draught

m

General cargo 50,000 – 80,000 Panamax 276 32.3 12

LNG 207,000 cum Standard 315 50 13.2

Coal 200,000 DWT Capesize 300 50 18.3

The facilities planning for coal will be governing the harbour / channel depth for

the proposed Project. The maximum coal vessel size has been assumed as

200,000 DWT.

5.2 Facilities Requirement & Concept Design - Shipyard

5.2.1 Vessel Retrieval and Launching and System Selection (Repair and Build)

A number of options for the retrieval and launching of ships undergoing repair

and new construction have been considered. These include:

Ship lift with dry berths for repair and new construction.

Dry docks for ship repair and new construction.

Floating dock for ship repair.

Travel lift for small ship repair and new construction

The product mix established in the market study identifies the maximum size of

ships for repair as Panamax and the maximum size of ship for new construction

as Handymax. An efficient planning will aim maximising shared facilities if the

shipyard is to achieve the target throughput particularly for ship repair.

For the repair operations, a single shiplift with associated vessel transfer and dry

berths serviced by jib cranes can accommodate the range and number of vessels

anticipated for repair and will provide more repair dry berths than a floating dock

or dry dock solution. It also enables a better utilisation of the depth of the site

providing more water frontage for the mooring of vessels undergoing afloat

repairs. However, it does require a substantial area of land for the transfer of

vessels between the shiplift and the dry berths. Also, should the size of vessels



_______________________________________________________________________ 45

be increased beyond Panamax size in the future then additional facilities will be

needed to accommodate vessels above the shoplift capacity.

For large shipbuilding of Handymax size vessels, a dry dock serviced by a large

capacity Goliath crane for erection and augmented with small capacity jib cranes

for outfitting offers the optimum solution for maximising the throughput of a single

construction point. As the maximum size of vessels are of medium size, a double

ship width, semi-tandem dry dock would not only be capable of achieving the

throughput determined in the market study but would also accommodate a future

expansion of throughput up to in the region of twelve vessels per annum. In

addition, this configuration of building dock offers economy of construction

cranage with the added advantage that vessels up to Suezmax size can be

constructed in the semi-tandem dock giving added flexibility in the shipbuilding

market.

For both small shipbuilding and small ship repair a travel lift could potentially be

used for vessel retrieval and launching. However, although manufacturers claim

it is possible to construct a travel lift with a capacity of up to 2000 tonnes the

largest constructed to date have a capacity of 820 tonnes and this could only be

used to supplement another system of vessel retrieval and launching.

Therefore, for small ship construction the optimum solution is to construct the

vessels either on an open berth or in a construction hall and use a shiplift and

transfer system for launching.

From the above it is suggested that the use of a shared shiplift with a split level

vessel transfer system is proposed for ship repair and small shipbuilding with a

double ship width, semi-tandem building dock for large shipbuilding.

The dimensions of the building dry dock are derived as:

Overall Length of 350m (240m for LOA Handymax + 10m for intermediate dock

gate + 100m for Handymax aft section construction

including working space)

Width of 90m = 2 x 32.2m Handymax Beams + 25m working space

between and adjacent to ships + 0.6m fendering



_______________________________________________________________________ 46

Although the use of a split level ship transfer system means that a large area of

the yard is effectively unusable, the system is generally cheaper and simpler to

operate and maintain than a land level system that requires the use of hydraulic

jacking and propelled, rotating bogies to affect vessel transfer in both longitudinal

and transverse directions.

5.2.2 Ship Repair Facilities (Dry berths, Wet berths and production areas)

Ship repair facility requires dry berths and production area (work shops, storage

and buildings) requirement. Also adequate wet berthing is needed to support

afloat – only repair and completion of repairs following dry berthing. Normally, on

an average a dry dock will require three wet berths and a dry berth will require

two wet berths

Based on the proposed throughput and capacity planning provided in section 5.1

for ship repair, the number of dry berths / dry docks and wet berths required for

the development is shown below;

Table 5-6 Number of dry berths

Vessels

Planned ship repair through put and facilities

No of Vessels

Dry Berths Wet Berths

Small 109 3 9

Handy size /Handymax 141 4 12

Panamax 59 2 6

Total 309 9 27

Workshops and Buildings

The repair workshop sizes have been calculated for an annual throughput of 309

vessels. In phases 1 and 2 of the development the throughput will be lower than

this. However, it is not practical or economical to construct buildings and

subsequently extend them in later development phases therefore the

construction of the buildings during each phase of the development needs careful



_______________________________________________________________________ 47

consideration. The total ship repair workshop area requirements for the fully

developed facility are shown in the table below.

Table 5-7 Principal Ship Repair Workshop Area

Principal Production Area – Ship Repair Area Required (m2)

Fitters and engineering workshop 2,750

Electrical workshops, electricians stores and offices 1.450

Steel Repair Workshop 2,500

Pipe workshop and pickling plant 1,100

Sheet metal workshop 650

Woodwork shop 800

Rigger and shipwrights workshop 500

Contractors workshop 500

Blasting and painting workshop 150

Maintenance and garage 500

Main ship repair stores 1,000

In addition to the above, a number of ancillary buildings will be required and, in

some cases, these may be combined with those required for shipbuilding. These

ancillary buildings will include:

Paint stores

Vessel lay-off stores

Main/administrative offices

Religious Building (optional)

Technical offices

Production, contractors and surveyors offices

Amenities



_______________________________________________________________________ 48

5.2.3 Ship Building Facilities (Berths, Outfitting quays and production areas)

Construction Berths, Outfitting Quays:

The shipbuilding production area requirements are based on an annual

throughput of 20 vessels per annum, which equates approximately to 213,665

CGT depending upon the product mix. Given that the size of vessels to be

constructed ranges from small workboats to Handymax size vessels it will not be

economical to use the same type of construction and launching arrangements for

all vessels.

For the purposes of determining the number of vessel construction positions

required the following general assumptions have been made.

Construction Position:

Small vessels: Single vessel construction positions on

either a land level berth or inclined slipway.

Handy size / Handymax vessels: Single vessel or semi-tandem construction

positions on either a land level berth or in a

dry dock. Alternatively, single vessel

construction positions in a semi-dock.

Clearly, berth construction times will vary greatly depending upon the size and

complexity of the vessels being constructed. For the purposes of determining the

number of construction positions required the following norms relative to the

previously determined levels of performance and applied technology have been

used.

Berth Performance:

Small vessels: Average of six vessels per annum from

each construction position.

Handy size / Handymax vessels: Average of four vessels per annum from

each single ship construction position and

six vessels per annum from each semi-

tandem construction position.

Applying the above construction position options and berth performance norms,

the number of construction points required for each phase of the facility

development are shown tabulated below.

A definition of the types of ship construction points is as follows:

A building dock is a single ship-length dock.



_______________________________________________________________________ 49

A semi-dock is where the building berth is constructed on reclaimed land

and is essentially it is a single ship length inclined slipway with a dock

gate constructed across the lower end of the slipway.

A semi-tandem dock is a dock where one full vessel and a portion of a

second vessel can be built in tandem with an intermediate removable

gate between.

Table 5-8 Number of Shipbuilding Positions Required

Small Vessels

Number of Vessels

Dry Berths / Slip ways

2 dry berths are recommended with the ship lift used for launching of

small vessels built 10 2

Large Vessels

No of vessels EITHER Docks/ semi-docks

ORSemi-tandem docks

Comments

10 3 2

Semi tandem dry docks are recommended

Workshops and Buildings

The methodologies for building small vessels as against those for building large

vessels are very different. For large vessels, an interim product, outfit module

and block building and outfitting methodology is used while for small boats a

complete hull with sequential outfitting methodology is used.

The fundamentally different assembly and construction methods illustrated above

mean that although some preparation and assembly workshops may be

combined, the major assembly shops need to be separated for large and small

vessels for optimum performance in both market sectors.

For the purposes of calculating the production area requirements, small vessel

production areas and large vessel production areas have been calculated

separately. For the areas which can be efficiently and economically combined

there will be a rationalisation of the area requirements.



_______________________________________________________________________ 50

The preliminary area requirements for the principal shipbuilding production

activities have been calculated based on achieving a final annual throughput of

55,600 CGT per annum for small vessels and 158,065 CGT per annum for large

vessels applying a level of technology of 3.57 and working one and a half

shifts/day.

The two tables below show the calculated area requirements for small vessel

production and large vessel production for the target throughputs at each phase

of the facility development. It should be noted that the calculated areas are the

theoretical minimum. During the development of the design concepts these

calculated areas have been used as the basis and due consideration has been

given to the size of production equipment, optimum plate sizes and building

column spacing plus the rationalisation effect of combining common facilities for

small shipbuilding, large shipbuilding and ship repair.

Table 5-9 Small Vessel Production -Calculated Workshop Area Requirements

Development Plan 10 vessels per annum

Net steel throughput per annum (T) 6,202

Principal Production Area Area required (m2)

Steelwork Production Areas

Plate stockyard 573

Stiffener stockyard 469

Access and conveyors (Exc Treatment Hall) 174

Plate cutting and forming 1645

Stiffener cutting and forming 1151

Minor assembly 1398

Sub assembly 2302

Hull assembly and outfitting 4523

Outfit Production Areas

Pipework shop 1233

Electrical workshop 395



_______________________________________________________________________ 51

Sheetmetal workshop 691

Woodwork shop 691

Shipwrights 345

Riggers 345

Table 5-10 Large Vessel Production -Calculated Workshop Area Requirements

Development Phase 10 Vessels per annum

Net steel throughput per annum (T) 74,385

Principal Production Area Area required (m2)

Steelwork Production Areas

Plate stockyard 6873

Stiffener stockyard 5642

Access and conveyors (Exc Treatment Hall) 2083

Plate cutting and forming 2480

Stiffener cutting and forming 1735

Minor assembly 2108

Sub assembly 3471

Unit and block Assembly 5114

Outfit Production Areas

Pipe work shop 1860

Electrical workshop 595

Sheet metal workshop 1041

Woodwork shop 1041

Shipwrights 521

Riggers 521

Outfit module assembly 1860

The areas calculated in both tables above include allowances for access ways

and buffer storage areas within the production workshops.



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In addition to the principal workshops, a number of ancillary buildings will be

required and in some cases these may be combined with those required for ship

repair. These ancillary buildings will include:

Outside component and block storage area

Paint stores

Main/administrative offices

Religious Building (optional)

Technical offices

Production, contractors and surveyors offices

Amenities

Emergency services buildings

Electrical and mechanical services buildings

Training facilities

5.2.4 Concept Design

Alternative shipyard design concepts have been considered to develop the layout

for the above shipyard facilities adopting the preferred vessel retrieval, launching,

repair and construction methodology described in the sections above.

Design Concept A, shown in the Figure 5-1 below occupies an area of

approximately 1280 m long by 925 m deep for the shipbuilding and repair

operations with an additional 260m deep area to the North of the shipyard

allocated for worker and visitor accommodation and amenities.

The layout adopts a traditional facility arrangement in that the ship lift, and piers

for afloat repairs are perpendicular to the land. Vessels for repair are retrieved

and launched using a ship lift and a ship transfer area located to the North of the

ship lift, transfers vessels transversely to line up with one of seven repair berths

to the North of the transfer area.

The new construction operations are centred around a dry dock in the Western

part of the site. The dry dock is capable of constructing up to four Handymax

size vessels in a semi-tandem configuration simultaneously. The dry dock size is

350m long x 90m wide. Small vessel construction is undertaken on the western-



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most dry berth of the repair berth complex with positions for the construction of

two small vessels simultaneously.

The dry berth complex for repair consists of six Handymax size berth areas each

of 235m long by 57m wide that include a berthing area for the vessels and

component lay down areas at either side of the vessels. A single Panamax berth

of 275m long by 57m wide is located directly in line with the shiplift for direct

transfer without transverse ship movement. This arrangement of a Panamax

sized repair berth means that a shorter Handy size ship length transfer area can

be used rather than a Panamax ship length which significantly reduces

construction costs.

For shipbuilding and repair production operations, an unloading quay with a jib

crane services vessels delivering equipment and materials to the shipyard. Steel

deliveries are offloaded by the crane into a dedicated receiving area within the

steel stockyard for sorting and marshalling prior to being stored in the stockyard.

From the stockyard, which holds the major stock for both ship building and ship

repair operations, the steel is blasted and primed in a treatment hall prior to being

delivered to either the shipbuilding or ship repair workshops.

For shipbuilding the blasted and primed steel is transported to the steel cutting

and forming workshops to the North of the stockyard. After cutting and forming

the steel parts continue Northwards to the minor and sub assembly workshops

then eastwards into the unit and block assembly shops at the head of the building

dock. Because of the different assembly processes employed in large and small

shipbuilding there is a dedicated small ship assembly workshop to the East of the

large ship block assembly shop.

After block assembly and hot work outfitting, the finished ship blocks are

transported South from the assembly shops to the blasting and painting cells and

from there to block storage areas adjacent to the building dock and small

shipbuilding berth for final outfitting prior to being erected on the ships.

The shipbuilding outfit workshops for both the large and small ship construction

are located to the East of the building dock to give ready access to both the large

ship building dock and small ship building berth.



_______________________________________________________________________ 54

The ship repair operations are located to the North of the ship repair berths. Each

of the workshops has dedicated local storage areas for holding ready use stock

and ship components waiting for repair in the workshops. Large open production

areas are provided to the South of the workshops at the head of the repair

berths. These open areas are for the storage of ships components undergoing

repair and for the repair of large items such as hatch covers, which are too large

to repair in the workshops,

A total of four finger piers each 520m long provide wet berthing for an average of

twenty vessels. In addition to the finger piers, wet berthing for an average of five

small vessels is provided alongside the ship lift piers.

For new construction, a jetty of 520m in length is provided to the West of the

building dock for the mooring of vessels undergoing final afloat outfitting and

commissioning.

The common production support facilities together with the various offices,

training centre, research centre, medical centre, waste disposal compound,

visitor reception centre and car parks are located near the Northern boundary of

the shipyard equally accessible from both the ship repair and new construction

production facilities.

Although this layout offers a workable solution, there are a number of areas

where the layout causes some concern, namely:

The open small shipbuilding berth is adjacent to the Panamax ship repair

berth and grit and dust from the repair operations will contaminate the

new vessels.

The distance from the afloat repair piers to the repair workshops is over

1,000m which is excessive considering the volume of component

movement to and from the afloat repair piers.

During afloat repairs, there are often a large number of components

removed from the vessels either for cleaning or to gain access to the

parts that need repairing. It is usual for these to be temporarily stored

adjacent to the vessels. In this concept there is insufficient area available

at the foot of the repair piers for this.



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Figure 5-1 Shipyard Design Concept A



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Design Concept B

Design Concept B, shown in the Figure 5-2 below, is similar to Concept A,

occupying an area of approximately 1325m long by 925m deep for the

shipbuilding and ship repair operations with an additional 260m deep area to the

North of the shipyard allocated for worker and visitor accommodation and

amenities.

Overall, the arrangement has the ship repair operations focused to the East of

the site with shipbuilding operations to the West and common production support

workshops together with offices etcetera to the North.

In this concept, the vessel transfer system has been moved to the North with the

ship repair workshops located at the foot of the afloat repair piers and the repair

berths to the North of the workshops. This relieves some of the problems

associated with Concept A in that the workshops are in the optimum location to

provide ready access from both the repair berths and piers without excessive

movement of materials and manpower. Additional component laydown and open

work area is provided at the foot of the piers. The shipbuilding dry dock size is

350m long x 90m wide.

Although for ship repair operations the arrangement is an improvement over

Concept A there are some major disadvantages in that:

The average distance that a vessel has to move between the shiplift and

the berths is approximately 1200m. With a total of 309 vessels per year

for repair and 10 small new construction vessels per year that is a total of

628 moves between shiplift and berths per year. Therefore, it may not be

possible to achieve the required vessel transfers over the distance from a

single shiplift.

The excessive ship transfer requirement will incur extensive and costly

ground works.

Although the longitudinal transfer area goes someway to separating the

ship repair berths and small shipbuilding berths they remain in close

proximity and consequently there is still a high risk of contamination.



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Figure 5-2 Shipyard Design Concept B



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Design Concept C

Design Concept C adopts a very different arrangement to the previous two

concepts. In Concept C, the shiplift is oriented parallel to the shoreline and the

vessel transverse transfer is immediately inland from the shiplift, as shown in the

figure below. Also, the afloat repair piers are oriented parallel to the shoreline

which has the effect of reducing the length of the required breakwaters compared

with the previous concepts.

The facility occupies an area approximately 1325m long by 760m deep with an

area to the North allocated for worker and visitor accommodation and amenities.

The ship repair facilities are located in the Western part of the site with the

shipbuilding facilities located in the East. The two facilities are separated by the

vessel transfer system that serves both the repair berths in the West and the

small shipbuilding berths to the East.

The shipbuilding facilities are of a similar arrangement to the previous concepts

with the production workshops focused around the building dock, 350m long x

90m wide. A steel stockyard and treatment area with an adjacent steel unloading

quay is located at the Eastern boundary of the site. Raw steel flows from the

stockyard Northwards through a treatment hall and into the cutting and forming

workshops.

Following cutting and forming the steel parts continue Northwards and

Westwards through the minor assembly, sub assembly, unit assembly and block

assembly workshops. Following block assembly and hotwork outfitting the ship

blocks for erection are transported to the blasting and painting cells located to the

South-West of the block assembly workshop where they are cleaned and

painted. After leaving the paint cells, the finished blocks are stored in dedicated

storage areas at the West side and head of the building dock. Here, the

coldwork outfitting of the blocks is completed prior to them being erected on the

vessels in the building dock.

The small shipbuilding workshops for sub assembly, unit and block assembly are

located immediately to the East of the vessel transfer area. These workshops

feed the blocks for small shipbuilding into a covered construction hall complex,

where small vessels are fully constructed, outfitted and completed before being



_______________________________________________________________________ 59

transferred to the shiplift for launching and commissioning at a quay adjacent to

the shiplift and vessel transfer area.

The shipbuilding outfit workshops are located between the small shipbuilding

workshops and the building dock immediately South of the large ship block

assembly workshops. This location provides ready access for the outfitting of

blocks in the assembly workshops and for the outfitting of large and small vessels

in the building dock and small vessel construction hall complex.

The ship repair facilities are located to the West of the vessel transfer area.

Vessels are transferred from the transverse transfer area Westwards directly

onto the repair berths. As with the previous concepts, a Panamax size repair

berth is located directly in line with the ship lift so as to avoid transverse transfer

and the need to have a wider transfer area.

To the West of the ship repair berths adequate open work and component lay

down area is provided between the berths and the repair workshops.

The afloat repair piers are to the South of the repair berths and are oriented

parallel to the shore. Three piers, two of 810m and one of 395m together with a

740m quay provide wet berthing for approximately 23 vessels. At the foot of

each of the piers, large areas are allocated for component laydown and open

repair of components for vessels at the piers.

As with the previous concepts, common facilities and offices are conveniently

located to the North of the vessel transfer area and main production facilities with

ready access to and from both the ship repair and shipbuilding facilities. The

details are as below in Figure 5-3



_______________________________________________________________________ 60

Figure 5-3 Shipyard Design Concept C



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Preferred Shipyard Design Concept

From the alternative shipyard design concepts developed, it is clear that Concept C offers the optimum solution for a facility embracing such a broad market spectrum in both ship repair and shipbuilding. The arrangement enables the distinct physical separation of shipbuilding and ship repair operations, which is essential as the businesses are fundamentally different in culture, organisation and operations.

The levels of applied technology, production area requirements, manpower build-up and the facility design concepts have been based upon the target throughput of twenty vessels per year for new construction and three-hundred and nine vessels for repair as defined in the market study to support a viable shipbuilding and repair facility at Nana Layja.

5.3 Facilities Requirement – Captive Jetties

The facilities are required to be developed for the following;

LNG receiving and re-gasification facility with a capacity to import, store

and regasify 5 MTPA of LNG;

Unloading, conveyance, storage and evacuation of coal to handle about

17 MTPA;

Handling of general cargoes (including some containers) up to about 3

MTPA;

The required infrastructure facilities to for the above are assessed and presented

in this section.

5.3.1 Jetties / Berths

One dedicated LNG berth comprising unloading platform with dolphins for

a vessel length of 315 m,

Two dedicated berths (each 350 m long to suit the design vessel size) to

receive coal

One berth (300 m) for the general purpose cargoes

One berth (150 m) for the port crafts



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5.3.2 Cargo Handling & Storage Requirements

LNG

Vessels carrying LNG will be berthed at a dedicated captive berth with an

LNG unloading platform. Three LNG unloading arms (two for liquid and

one for gas) are proposed for the transfer of the liquid LNG from ship to

shore and the gas-unloading arm to act as an equaliser. One of the liquid

arms would be dual purpose to also act as an arm for gas, thus enabling

the transfer of LNG, albeit at a lower rate, in the event when one of the

liquid arms become unavailable for any reason.

The LNG terminal will have storage tanks to receive LNG from the ships

and re-gasification facilities for delivering LNG in gaseous form. The

require capacity of LNG import and regasification terminal has been

assessed as 5.0 Million Ton Per Annum (Mtpa).

Two LNG tanks with a capacity of about 200,000 m3 for each tank in full

containment design are considered for planning of the terminal. The

capacity of each tank is arrived at based on storage volume required for

receiving one full shipload from the vessel at the berth while at the same

time continuing the supply to consumers from the other tank.

Re-gasification facilities will be designed for delivering gas having a

capacity of 5.0 MTPA at an agreed maximum rate per hour. A land area

of 350 m by 580 m is considered for the storage facility for LNG.

The tanks will be supported on a deck insulated from the concrete

foundation. The Tanks will be typically in alloy steel of appropriate grade

(9% Nickel) and designed as full containment. The inner tank in the

present case is reckoned to have a size of 80m to 85m diameter with a

floating roof and sealing unit. The outer tank shall be in reinforced

concrete with a dome.

The tanks will be fitted with in-tank high-pressure LNG pumps for sending

the LNG to consumers as compressed gas. Open Rack Vaporisers

(ORVs) could be considered suitable for gas vaporisation as has been the

case in the recent such terminals in India and also their nearly universal

application. The definitive choice of course is a matter to be considered at

later more advanced stage of design and in consultation with qualified

bidders.

Transfer of LNG between the berth and the shore terminal will be by

cryogenic pipeline in a secure corridor.



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A boil off gas (BOG) compressor and condenser will be provided to take

the gases from the tank and liquefy the same after compression. The

system will be designed for mainly two types of operation, one normal

send out mode and the other for unloading mode. Usually the unloading

mode governs the capacity of the compressor, as the flow rates are high

during this operation.

In both the cases, the gases from the tanks will be withdrawn in such a

way as to maintain the pressure inside tanks within set limits. The gases

withdrawn will be compressed and condensed using the sub-cooled LNG

coming from the tanks.

Inside the tanks typically two Low Pressure (LP) pumps will be installed

(one high capacity and other one low capacity) to transfer the LNG and

send it out to High Pressure (HP) pumps via the re-condenser unit. There

are different approaches for the selection but typically one low capacity

pump and one high capacity pump are installed. The low capacity pump

will be sized to send out minimum quantities of LNG while the high

capacity pump will be in operation for normal send out capacities.

Generally when there are two tanks, only one tank is used for sending out

the LNG with other tank kept on stand-by for receiving LNG from the ship.

A set of send out pumps are provided to increase the pressure of LNG

received from the tanks and send it out to consumers after being re-

gasified in the vaporiser units. Depending upon the nature of demand

and variations in the rate of despatch that is expected, these pumps are

also configured in two sets of low capacity and high capacity pumps and

work in tandem so as to meet the range of despatch rates with minimum

need for flaring the gas.

The LNG coming from the tank and exchanging heat with BOG condenser

is further pumped to despatch line pressure and passed through

vaporisers and is transported through pipeline as pressurised gas. There

are several methods for gasifying the LNG to required specifications and

choice of the vaporiser. This will be assessed at a later detailed study

based on considerations of both capital and operating costs, reliability of

design, impact on environment etc. Among the widely used options are

Open Rack Vaporisers (ORV) and Ambient Air Vaporisers (AAV) with

further options of natural and forced draft. For the present study, the ORV

option has been assumed. In fact that was the option adopted by Shell for

their Hazira LNG Terminal.



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Coal

Ship unloading facility for unloading of coal at rate of 4,000 TPH at each

coal berth is assumed for planning. At this time, suitable numbers of grab

unloaders have been assumed to be employed and further details can be

worked out during detailed engineering after review of the type of ships,

size range and other such details. The alternative to install continuous

ship unloaders would be considered but there are less flexible and

operate more efficiently in entirely swell free conditions.

Typically, at least two ship unloaders are used simultaneously on each

berth and unloading efficiency on an average is 75% (this is arrived at

considering that the operation period in one day is around 20 hrs due to

variety of factors including due to variation in sea level. Also the peak

unloading rate is limited by the capacity of the receiving conveying

system. The ship unloaders will feed the material to jetty conveyors and in

the present case one conveyor per berth is proposed. At present, the

design capacity of each of the conveyor is considered as 4000 TPH.

Typically for such capacity a belt of around 1.6 m width with a speed of

about 5 m/s could be adequate.

Coal is intended to serve the captive requirements of the SEZ. For this

purpose, upon unloading, the coal will be transferred directly to the SEZ.

However an intermediate stock pile area in the port is proposed

considering the distance of the SEZ and any unforeseen emergency

situations.

It is proposed to provide a nominal coal stack pile capacity of 350,000 T

(7 days) is provided in the jetty area corresponding to about two shiploads

of the cargo received simultaneously and this would amount to 4

stockpiles, each with a live capacity of 90,000 MT. Typically this would

require a land area of about 700m by 300m with one stacker and two

stacker cum reclaimer with a bypass arrangement. The bypass

arrangement facilitates transfer of coal to the ultimate consumer point in

the SEZ without requiring the coal to be stockpiled in the jetty

intermediate stockpile area. All the modern coal conveying systems

typically have dust separation system at the transfer point and near the

stockpiles. The system also typically has magnetic separator, metal

detector, sampling system, belt weigher system etc.



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The coal will be transferred by means of covered conveyor system from

the berth to storage area and then to the SEZ.

General Cargo

For the general cargo to be handled at the multi-purpose berth it is most

likely that a pair of large harbour mobile cranes will be used in the first

instance. These will provide the flexibility required to handle most types of

cargo.

For general cargoes it will be necessary to provide both covered storage

sheds and open storage areas along with other facilities for dispatch of

cargoes. It is envisaged that cargoes will be received / dispatched by

trucks between the SEZ and the berth. For the purpose of this report an

initial allowance has been made of a 400m width storage area behind the

full length of the 300m long berth.

The preliminary berthing analysis carried out for each of the LNG, coal and

general cargo berths indicate that the berth occupancy is reasonably low for the

cargo volumes required at these berths.

5.3.3 Other auxiliary facilities

Other auxiliary facilities including required utilities, emergency power supply,

storage for water supply, inert gas generator required for LNG storage system,

fire fighting facilities will also form an integral part of the captive jetties facility

requirements.

5.4 Harbour Planning & Layout of Facilities

5.4.1 Positioning of Facilities

This section examines the arrangement for positioning of the shipyard & captive

jetties and the layout of facilities for the proposed Project. The available coast for

the proposed facilities extends from the mouth of River Kharod eastwards. Since

the site is in an exposed area of the coast, breakwaters will be required to shelter

the channel and the quays, piers & quays. The construction of breakwater may

affect the movement of sediment at the shoreline and hence there may be an

accumulation of material against the breakwater. Since this accumulation may

affect the spit development at the mouth of the Karod river, a 500 m distance is



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kept between the river mouth and the main Western Breakwater. This 500 m

distance is expected to provide a reasonable margin for accumulation of

sediments and its management.

5.4.2 Dredging & Reclamation

Dredged depths

The dredged depths required in various parts of the harbour area are based on

the design vessel sizes provided in the earlier section & are calculated as below

adopting standard norms. The norms adopted are 30% Under Keel Clearance

(UKC) for unsheltered areas and 10% UKC in sheltered areas.

Table 5-11 Dredged Depth Summary

Sr. No. Location Depth Remarks

1 Approach Channel (Outer) -19.4 m CD As per the Loaded Draft of 200,000 DWT vessel using tide and Based on entry to

harbour at half tide (+2.6m CD)

2 Turning Basin -17.6 m CD

Governing vessel size for dredged depth - Loaded Draft of 200,000 DWT coal

vessels using half tide. Governing vessel for Turning circle dia will

be Coal vessel length of 300m - dia of turning circle 600 m

3 Shipyard Manoeuvring Area

-8.0 m CD As per the draft of lightly loaded Panamax

Vessel

4 Berth Pockets Coal: -20.2 m CD LNG: -14.6 m CD General cargo-13.0

As per design vessel size given in earlier section with required UKC

Reclamation

The available bathymetry data and marine borehole profiles have been analysed

in detail and based on this analysis, the concept marine facilities layout include

an area of reclaimed land which is approximately 835 m seaward of the existing

shoreline approximately in line with the -5 m CD contour. The limit for land

reclamation has been determined through an initial economic assessment of the



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cut and fills balance of material, ease of dredging and environmental

considerations rather than a requirement to provide additional site area.

The bathymetric survey showed that the shoreline is very gently sloping and to

provide the required depth along the existing shoreline would require very

significant dredging with the material being disposed of elsewhere. Reclaiming

an area of land not only moves the shipyard quay line into deeper water thus

reducing the amount of dredging required but also provides a disposal area for

some of the dredged materials. During the detailed design phase, the precise

location of the quay line may be tweaked to further optimise the dredge and fill

balance.

5.4.3 Facilities Layout

The big drivers for selection of locations for the berths and other marine facilities

are: location of breakwaters, navigation access (approach channel, port

entrance, turning circle etc), dredging costs and rock head levels, segregation of

various shipyard and captive jetties facility, segregation with respect to cargo

types & safety,

Approach Channel

After considering the predominant wave direction and various options possible for

the orientation of channel, South South-Westerly channel is proposed.

Breakwaters

Conditions at the site are dominated by swell generated during the South West

monsoon and by the large storm waves generated by tropical storms and

cyclones. The annual average wave height along this part of the Indian coast is

1.5m with a wave period of about 6 seconds. Waves of this size and larger storm

waves are incompatible with the tranquil conditions required for the shipyard

operations and a breakwater is required to protect the shipyard. A sample off-

shore wave rose for the site is shown below Figure 5-4.



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Figure 5-4 Offshore Wave Rose

To provide protection from SW monsoon waves, a main or West Breakwater will

be required extending seawards from the western end of the development. In

addition, a lee or Eastern Breakwater will also be required to protect the planned

facilities from locally generated waves from the south east.

A mathematical model study has been conducted for the proposed Project. The

report output recommended breakwaters requirement to provide tranquillity to the

facilities in the harbour area.

An optimum breakwater alignment study has been carried out minimising impacts

on sediments, littoral drift & navigational parameters.

A West (Main) Breakwater is planned to provide protection from the dominant

wave attack which is from the South West during the monsoon season to the

shipyard & the East (Lee) Breakwater is planned to provide protection from the

wind derived waves from the South East fetch across the Gulf of Kutch

Considering the stopping distance required for the largest governing vessel size

(300 m long) of the Project, the stopping distance required equates to about 1500



_______________________________________________________________________ 69

m. To achieve this, the length of main breakwater required is 3.3 km, lee

breakwater length 1.9 km; - total main breakwater length is 5.2 km. The planned

layout for the shipyard & captive jetties is sheltered well inside the two large

breakwaters. After analyses of the facilities requirements and their positioning, it

is proposed that the breakwaters are positioned at a distance of 2500 m of which

shipyard itself occupies approximately 1400 m and the balance will be occupied

by Captive Jetties Facilities.

Shipyard & Captive Berths location

The shipyard is proposed to be located on the western side of the proposed

sheltered area within the breakwater occupying 1400 m length of coast.

With regard to captive jetties location, there are three distinct types of cargo to be

handled at this captive port facility, i.e. LNG, coal and general cargo. The

characteristics of the vessels, cargo handling equipment, transfer systems and

storage requirements are all very different for these cargoes. Separate terminals

will therefore be required with appropriate facilities to cater for each of the

cargoes. It is desirable to keep these separate from one another to avoid any

potential clashes, interference or contamination between cargoes or activities. In

the case of LNG, the highest possible safety standards will be required for

navigation, cargo handling and storage. It will therefore be especially necessary

for segregation, preferably to a location that is remote from other users. There is

a preference to place LNG facilities away from hot work areas and wherever

possible downwind of concentrations of people.

A potential risk to the harbour and its traffic and to the LNG carrier while at the

berth arises from the spillage of liquid gas escaping from a manifold either on the

vessel or on the jetty head. Ignition of the spillage would lead to an explosion.

Potential sources of ignition include:

Naked flames, including welding and cutting equipment;

Smoking;



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electrical lighting, power circuits and equipment which are not suitably

protected against igniting a flammable vapour, e.g. not explosion

protected;

The spreading out of an LNG spillage on water depends upon a number of

environmental factors, particularly currents and winds. A recent report from

Sandia National Laboratories, USA, “Guidance on Risk Analysis and Safety

Implications of a Large LNG Spill Over Water” gives the guidance on the risk of

an explosion from large LNG spillages: The report is available at:

www.fossil.energy.gov/programs/oilgas/storage/lng/sandia_lng_1204.pdf.

The risk of fire and explosion can be greatly reduced by separating the LNG

carrier and the associated cargo transfer system from passing vessels, that is by

creating a berth exclusion zone. The larger the separation distances, the larger

the dilution of flammable releases

Based on the Consultant’s experience at other LNG terminals, we recommend

that the berth exclusion zone should be based on a radius of 250m centred on

the manifold on the LNG jetty.

To ensure the safe operation of the terminal and the LNG carriers, a safety

exclusion zone should be established. All other terminals and berths should be

located outside this safety exclusion zone.

For this Project, there would be a general preference to locate LNG berths on the

eastern breakwater with the cryogenic pipeline running along the trestle on the

lee of the east breakwater to the shore. The bulk carriers importing coal will be

the deepest drafted vessels and these should be located where dredging can be

achieved economically. This is likely to be close to the harbour entrance. Both

LNG pipelines and conveyors for coal can use for the transport over reasonably

long distances to storage. General cargo vessels should be berthed close to the

storage yards so as to minimise the transfer distance.

The wave model studies for the shipyard have shown reasonable attenuation of

waves inside the harbour. However, the tranquillity could be improved by

constructing spurs on the inner side of both breakwaters close to the entrance.

These would also significantly reduce the wave climate at the berths located

immediately adjacent to the breakwaters and therefore reduce the amount of

downtime in certain storm conditions.



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Based on the above facilities requirement and discussion, the layout of facilities

developed for the project is given in Figure 5-5



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Figure 5-5 Overall Marine Facility Layout



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5.4.4 Capital Dredging

The total quantity of capital dredging for the proposed development is 20 million

cum. Based on assessment of the site investigation information, the material to

be dredged will be marine deposits of very dense silty / clayey sands with

frequent layer of stiff to very stiff clay and completely weathered /moderately

weathered sandstone. It has been arrived that the material from capital dredging

of the harbour can be used in the reclamation of 181 Ha. In addition site grading

for onshore area would require cutting of about 3 Mcum material, which is also

reusable for reclamation. The quantity of material required for reclamation works

out to about 18 Mcum and hence about 5 Mcum of material shall be surplus,

mainly from the approach channel dredging. The disposal site for this excess

material will be identified to the South of the Ranwara Shoals in water depths in

excess of -25 m CD. The disposal site will be selected & confirmed for its

suitability by carrying out required mathematical model study for dispersion of

dredged plume during the next stage of study.

5.4.5 Navigational aids

The marine facility is planned to be equipped with navigational aids as below;

Port Crafts

Pilot cum Survey Launches

Mooring Launches

Channel marking buoys

Land fall buoy

Manoeuvring area buoys

Leading & transit lights

Breakwater Becon Lights

Berth lights

Racon

VTMS



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5.4.6 Utilities

Other auxiliary facilities including required utilities, emergency power supply,

storage for water supply, inert gas generator required for LNG storage system,

fire fighting facilities will also form an integral part of the marine facility.

5.4.7 Power Requirement and Source

The shipyard requires a large amount of electricity for effective shipbuilding and

repair operations. The total estimated electrical power supply for the ship yard is

between 20 MW per day.

The captive jetties handling Coal, LNG & general goods and other back up

facilities would require power for consumption for various demands like cargo

handling equipments, buildings, utilities etc. The estimated power requirements

for the captive jetties facility would be 30 MW per day.

Thus the total cumulative power requirement for the Project is estimated as 50

MW.

The Project will be powered from the Gujarat State Electricity Board’s grid, and

from the proposed power plant in the nearby SEZ once in operation.

5.4.8 Water Requirement and Source

The water supply requirements are for:

Potable water for consumption of shipyard / captive jetties personnel

Potable water for ships calling at the port

Water for dust suppression

Water for fire fighting

Water for greenery

Large volumes of industrial-quality fresh water for shipyard operations and fire

fighting systems together with potable water for human consumption and for

ships provision will be required.



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The captive jetties handling Coal, LNG & general goods and other back up

facilities would require water for consumption for various demands like potable

water for ships calling at the port & port personnel, raw water for dust

suppression, fire fighting & greenery.

The estimated water requirements for the project is about 6 MLD

The required water will be sourced from the proposed desalination plant in the

SEZ area.

5.4.9 Waste Management

Waste water from WC, urinals, etc will be collected separately through soil pipes,

and discharged directly into the sewerage pipeline system, while wastes from

wash basins, showers, kitchens will be collected separately to the nearest

manhole, through gully trap / grease trap. Sewage will flow by gravity through

external sewer lines up to the last manhole and sump, from where it will be

pumped to the Sewage Treatment Plant (STP), for treatment and recycling.

The drainage system for the proposed facilities are estimated to generate 1.8

MLD. The drainage system are proposed to equipped with sewage treatment

plant (STP) facility. The proposed capacity of STP is 2 MLD. The treated water

from STP will be used for green belt and dust suppression

ETP is envisaged for treatment of solid waste generated during the various

processes. The capacity & detailed assessment of the ETP shall be studied in

detail at the later stage of project study.

5.4.10 Fire safety

A zonal fire detection and alarm system for all buildings covering substations,

control rooms, workshops, etc, are planned to be installed. The type of fire

detectors planned would include smoke detectors, UV detectors, rate of heat rise

detectors, etc. The system shall be complete with manual call points, break glass

stations, sirens and zonal and central fire alarm panels. Fire extinguishers

appropriate to the location are also planned. A reserve capacity of 1.5 MLD is

planned for creating fire water pool.



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5.4.11 Other Requirements

Adequate Security arrangements

Communication system.

Greenbelt / green area

5.5 Land ownership / availability

The proposed Project land is government waste land and does not have

permanent habitation by people, show cultivation, pasture grazing or water

reservoirs (ponds). The surrounding area of the proposed site is free from

mangroves, coral reef, seaweeds or marine ecological anomaly/population etc

including the area along the Karod river estuary, which runs along the side of the

site

The proposed site comprises an intertidal zone, scrub forest and wasteland, the

rough land is present along the entire zone

The total project land (excluding reclamation) requirement is 155 Hectares, out of

which 79 Hectares of land is under possession by the Developers and balance

76 Hectares of government land has been applied for.

The project area with land survey numbers is presented below in Figure 5-6



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Figure 5-6 Project Area with Land Survey Numbers



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5.6 Material sourcing

Basic construction materials including cement, sand, aggregates & steel can be

easily made available to the site. There is a presence of various cement & steel

manufacturing units in the region and hence the same can be made available as

& when required. Other miscellaneous material requirement can be sourced from

growing local market in the vicinity.

One of the materials is the availability of rock for the construction of the

breakwaters & aggregates for concrete productions. The available nearest quarry

site is located near to Bhuj, which is 80 km from the proposed site location. From

the preliminary observation and available information, the rock available at quarry

site is sedimentary rock. Investigations have shown that the Gajoad, Dhunai,

Nani Tumbadi and Khoja Chora quarries are the closest to the site being 50-60

km away on the Bhuj road. Another possibility is a quarry located at Vidi near to

Anjar which provided rock for the breakwater construction at Mundra but this is

some 100 to 120 km from the Nana Layja site.

5.7 Resource optimisation

5.7.1 Water

The gross water demand of the proposed marine facility would be about 7 MLD.

The net water demand after considering reuse of treated wastewater for green

belt maintenance and toilet flushing is 6 MLD.

5.7.2 Solar Powered lighting

At least 25% of the installed external lighting in the Marine facility is

recommended to be solar powered for Green Marine facility development.



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5.7.3 Biodegradable waste management

The biodegradable waste is estimated to be generated from the processing and

non processing area of the Shipyard. Gujarat Energy Development Authority is

currently operating a biomass based Power Plant at Kothara in Kutch District

located about 47 km to the north west of the marine facility along NH-8A. The

possibility of utilising the biodegradable waste from shipyard as a raw material for

this power plant shall be explored. If this proposal does not materialise, the

biodegradable waste shall be vermi-composted within the environmental

management site at the proposed marine facility.

5.7.4 Common amenity building

All the buildings within marine terminal development are planned to be energy

efficient as per the Energy Conservation Building Code (ECBC).

5.7.5 Use of Fly Ash

Fly ash is planned to be used appropriately for construction of common amenity

buildings, pavements, boundary walls and all other civil works. It is planned to be

procured from the nearest Coal Based Thermal Power Plant project of Adani

Power Limited at Mundra or part of that from proposed thermal power plant from

SEZ at Layja Mota once completed.

5.8 Social Infrastructure

Social infrastructure which includes the educational, medical facilities is proposed

in the Mandvi or the nearby villages. These facilities will include schools, clinics,

recreational facilities & other allied infrastructure required for people residing

during construction & operation phases as well.



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6 REHABILITATION & RESETTLEMENT PLAN

The land to be utilised for the proposed Project is presently vacant, waste land

with no permanent habitation and owned by the Government. In view of this no

rehabilitation and resettlement plan for human habitat is required or foreseen.

A part of the project land has been transferred to the Project Company and the

remaining Government land is applied for and under consideration.

The nearest habitation is Nana Layja, which is at a distance of around 2 Km from

the proposed site and thus is not expected to be affected either during

construction phase or during normal operation.

However, there will be temporary influx of construction workers requiring

temporary habitation arrangements. In fact, this should be considered having

positive social and economic impact on local populous with creation of job during

construction phase.



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7 PROJECT SCHEDULE & COST ESTIMATES

7.1 Project schedule

The project development activities are proposed to commence at the site in the

year 2013 -14 and is expected to be commissioned by the year 2017 - 18. This

includes the time required for statutory approvals and financial closure.

7.2 Cost estimates

The capital cost estimated for the Project is as below;

Table 7-1 Broad cost estimate

Principal Headings INR Crores

Preliminaries & general items 400

Dredging & Reclamation 2330

Breakwater and Revetments 640

Dry Dock 383

Finger Piers 248

Shiplift Civils Works 51

Shiplift Equipment 367

Dry Berths and Transfer Bay 729

Quay Structure 62

Building Costs Workshops 989

Building Costs Ancillary 143

Roadways and Hardstandings 113

M&E services 533



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Shipyard Equipment including Cranage 1,022

LNG Berth, Storage and Facilities 1309

Coal Berth, Storage and Facilities 534

Multi-Purpose Berth and Facilities 108

Harbour Craft & Navigational Aid 291

Total 10,252

Net Contingency (5%) 513

Gross 10,765



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8 ANALYSIS OF PROPOSAL

The project site faces no significant environmental or social issues. The master

plan for marine infrastructure has been conceptualised in such a manner so as to

reduce the environmental impacts of the project developments on the

surrounding elements.

The land availability is adequate and mostly waste and uninhabited land. The

surrounding area of the proposed site is free from mangroves, coral reef,

seaweeds or marine ecological anomaly/population etc hence least impact on

marine ecology is envisaged.

The site has good marine access. The bathymetry at the harbour is good as it is

deep enough to only require a moderate amount of dredging whilst not being

excessively deep for breakwater construction. The site location is well balanced

in terms of wave climate and sedimentation. The new harbour is expected to be

relatively free from major sedimentation issues which can be a serious

environmental problem. The ground conditions underlying the site are favourable

as they are neither extremely hard nor very soft and no serious problems are

expected.

The project shall bring major investments to the region covering a wide range of

sectors – connectivity, shipping industry, social infrastructure.

The project once fully operation shall bring total employment potential of 18,000

and an investment of INR 10,765 Crores thereby opening up employment

opportunities for the youth in the region.

The proposed shipyard along with captive jetties facilitating SEZ therefore

immensely adds to the social economic value of the region.



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ANNEXURE I - MoU with GoG For the Project

I



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