Confidential

Executive Summary

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Vadhavan Port

Executive Summary

1. Background
India has an approximately 7,500 km long peninsular coastline and is located close to major shipping routes
linking East Asia, Europe and the Middle East. Presently, there are 12 Major Ports and 200 Non-Major ports
in India. The 12 major ports carry about 54% of the total port traffic of the country. The share of non-major
ports in cargo traffic has increased from 7% in 1990 to the current levels of 46%.
Maharashtra with a coastline of 720 km stretching
along the Arabian sea has two major ports. Mumbai
and JNPA which cater to the hinterland of
Maharashtra, North Karnataka, Telangana, Gujarat
and secondary hinterland of NCR, Punjab,
Rajasthan and Uttar Pradesh. JNPA was developed
as a satellite port of Mumbai port and has coped well
in becoming the largest container port of the country.
The development of Phase 2 of 4th container terminal
is underway and after its full development there is
little space for further expansion. Apart from that due
to the presence of bed rock at or very close the
existing bed level, JNPA cannot be deepened further
economically to handle the future generation of
mega container ships drawing draft of 16 m or more.
There is a need for a deep draft port that will cater to
the spill over traffic from JNPA port once its expanded capacity of 10.4 million TEUs is fully utilized.
As the projected demand for containers to go up, it is necessary to locate a new mega port site which can
cater to increased requirement of capacity and could be developed to handle the future deep draft ships.
Considering the above it has been decided to develop Vadhavan port as a satellite port for JNPA and for
this purpose the present report has been prepared to assess its technical suitability and cost economics.

1.1. Project Vision

The vision of JNPA is to develop a state-of-art Port which shall be in lines with the International Port Terminal
The port will be developed in two phases. The proposed port is to be developed on landlord model. In this
model, basic infrastructure of the port necessitating upfront investment such as, breakwater, rail and road
linkages, power, water lines and common infrastructure and services will be developed by the port/ SPV
whereas all cargo handling infrastructure will be developed and operated by the agencies which are awarded
the concessions.

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Port
Site Site Specific Operations & Port
Traffic Study
Appreciation Surveys Functional Masterplan
Requirements

Preliminary Preliminary Socio

Terminal
Design of Design of Rail and Road Economic
Equipment &
Marine Landside Corridor Impact
Utilities
Structures Structures Assessment

Mathematical
Land Financial Project Implementati
Model
Acquisition Viability Benefits on Schedule
Studies

2. Site Appreciation
Vadhavan Port is planned to be developed by Jawaharlal Nehru Port Authority (JNPA) and Maharashtra
Maritime Board (MMB) to handle the additional traffic. Vadhavan is a Greenfield site located along the west
coast of India, at the North tip of Maharashtra which is about 150 km north of JN Port. The port limits is as
shown in below figure.

A natural water depth of around 20.0 m below CD is available at 10 km from Vadhavan point and 15 m
contour is available at a distance of 6 km which will allow safe voyage and mooring for the new generation
vessels. As deep-water depth is available from 6 to 10 km, new generation vessels calling for deep draft
can be planned with minimal cost on dredging.
2.1. Metrological & Oceanographic Information
The metrological data has been extracted from previous/ historical studies for the project as well as from
the West Coast of India Pilot (WCIP) climatological table applicable for the area and the project site. The
average annual rainfall is 1163 mm with the total number of rainy days of 51 per year. The mean daily
maximum temperature is 31°C and with 34°C the highest occurring in April. Mean daily minimum
temperature is 24°C and with 18°C the lowest occurring in December.

Relative humidity is generally high and rises to about 85% during the monsoons in the month of August.
Visibility is good throughout the year as the region has zero fog days. However, during rains and squalls,
the visibility deteriorates. In general, the cyclones in the Arabian Sea from 1877 to 2012 that only 10 storms
endangering the Mumbai coast have occurred in the above said period i.e., at a frequency of once in 12
years.

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2.2. Oceanographic Information

This information has been extracted from previous/ historical studies for the project area and the project
site.

Based on the ship observed offshore wind data from India Meteorological Department (IMD) wind speed is
less than 10 m/s for 88% of the time. A maximum wind speed of 22.7 m/s has been reported, under normal
conditions.

The ship observed wave data were collected from the India Meteorological Department (IMD). The waves
are less than 1 m, 2 m and 3 m in height for 77%, 94% and 98% of the time respectively. Based on UKMO
data, Wave heights were found to be less than 3 m for about 93% of the time.

Tide levels in the Vadhavan Port region as per the NHO Chart No. 210 Umargam to Satpati are summarised
below.
Table 1 Tide levels in Vadhavan (NHO Chart No. 210)
Description Tide Levels (m CD)
Mean High Water Spring +4.7
Mean High Water Neap +3.7
Mean Sea Level +2.8
Mean Low Water Neap +2.0
Mean Low Water Level Spring +1.2

The currents in the region are mainly of monsoon origin and sets in south-westerly and north-easterly
direction with a strength of about 2.5 knots (1.25 m/s). Vadhavan Port site is in Zone III of Indian Map of
Seismic zones (IS-1893 Part-1 2002) which is a moderate risk seismic intensity zone. However, considering
the Palghar earthquake sequence, whose largest magnitude was 4.5 till now and considering the project of
national importance and vital installations, it was advised by CSIR - National Geophysical Research Institute
to consider the seismic zone IV in design parameters.

2.3. Transport Linkages and External Infrastructure

Vadhavan is 12 km away from Vangaon Railway Station along Mumbai-Surat Western Rail Link. The port
location is 33.4 km away from NH 8 and 22 Km away from Vadodara Expressway from Port.

2.4. Power & Water Supply

Two locations of the nearest 220 kV source from PGCIL/ Tarapur Borivalli station. The PGCIL/ Tarapur
Borivalli power grid located at 14 km away from Vadhavan site. The water source identified for the port
operations from Surya River about 22 km (approx.) from the proposed Vadhavan Port.

3. Site Specific Survey

Oceanographic data has been compiled previously in DPR prepared by Progen-Pentacle. Sea Geo Surveys
Pvt. Ltd, Navi-Mumbai carried out the surveys and investigations. The outcome of the surveys has been
summarised below. The surveys and investigations were carried out at Dahanu for the period from Jan.
2017 – Feb. 2017.

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3.1. Oceanographic investigations

The wind speeds measured during this period varies from 0.2 knots to 4.0 knots with most of the wind blows
from 0-45° N.

Wave climate in the area is dominated during SW monsoon period (June to September). The maximum
significant wave height observed in the entire period is 1.19 m and the minimum of 0.14 m. Currents are
significant in the project area.

The current speeds in general are observed within the range of 0.00 knots to 2.60 knots with the dominant
speeds observed in the range of 0.20 knots to 1.60 knots.

Site specific tide measurements were carried out for the proposed development. The observed tidal range
was about 3.5 m during spring tide and 1.7 m during neap tide.

3.2. Bathymetry Survey

Bathy 500 dual frequency single beam echo sounder was deployed for the collection of bathymetry data.
The bathymetric survey covered the proposed port limit with an area of 169 sq.km extending 18.4 km from
the shore into the sea and about 7 km along the shore. Water depths within survey area range between a
minimum of 0.0 m recorded in the Eastern end and maximum of 25.3 m at North West corner of the survey
area. Rock outcrops appear in some places as high as 3 to 4 m above the adjoining seabed levels in the
area. The ‘0’ m contour is about 2.1 km from the shoreline at the NE corner, curving outwards for up to 4.9
km and then inwards. 5 m contour lies at about 3.5 km west of Vadhavan point.10 m contour starts on the
north side from about 4.5 km west of Vadhavan point and runs towards south. At its nearest point, the 15 m
contour lies 1.5 km west of 10 m contour on the northern side, running in the S-SE direction. 20 m contour
lies at about 10 km from Vadhavan point.

3.3. Geophysical Survey

Shallow seismic survey was carried out and the water depths are overlaid on the isopach contours to
understand the minimum navigable depth that can be achieved by dredging in the study region. The shallow
geological successions within the window examined by the digital data within the surveyed area are
described as Silty clay/sand and Weathered bedrock. Silty clay/sand is recorded as the surficial layer in
survey corridor in depths of more than 15 m and is interpreted as comprising silty clay/sand. The survey
reveals predominant rocky seabed with buried channel comprising of soft clay over sand/gravel or highly
weathered rock.

Side Scan Sonar Survey classifies the seabed into following categories such as Soft silty clay, Highly
weathered rock /sand /gravel and Basalt rock. The seafloor appeared to be clear of any debris other objects
which are likely to be hazardous or otherwise obstruct anchoring and operations in the port.

3.4. Geotechnical Survey

The geotechnical investigation was carried out by M/s Zed Geotechnics & Cons and reports for geotechnical
investigation were submitted by Progen in May-June 2017 to assess and confirm the sub soil data.
Geotechnical investigation for marine areas was carried out through 61 boreholes. Additionally, 70
boreholes were carried out for proposed rail and road connectivity areas. Specific borehole data has been
utilized to prepare soil profiles to study the distribution of the sub strata and assess the geotechnical
conditions of the component. Since the port facilities are proposed to be located on the reclaimed land, the
topographic investigations were carried out for the external rail and road connectivity to the port along the
proposed corridor.

4. Traffic Study
The summary of the traffic projection for the proposed Vadhavan port is as below:

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Table 2 Traffic Projection for Vadhavan Port (mn T)

Commodities FY21 FY25 FY30 FY35 FY40 FY45 FY50
0.0 0.9 6.5 14.1 23.2 31.3 39.4
Container Cargo (mn TEUs)
0.0 1.2 78 169.2 278.4 375.6 472.8
Edible Oil 0.0 0.4 1.0 1.1 1.2 1.3 1.4
Chemical 0.0 0.6 0.9 1.0 1.1 1.2 1.3
Bulk Liquid 0.0 2.7 3.1 3.8 4.2 4.7 5.2
Fertilizer 0.0 0.9 1.0 1.2 1.2 1.3 1.4
General cargo 0.0 1.5 2.4 3.5 4.6 5.9 7.2
Coastal Cargo 0.0 1.0 1.7 2.4 3.2 4.1 5.0
Other Liquid 0.0 0.0 2.3 4.5 4.5 4.5 4.5
Total 0.0 18.26 90.52 186.7 298.6 414.2 498.5
Ro-Ro (‘000 Vehicles) 0.0 20.9 49.5 76.8 169.0 195.9 227.1

5. Port Operation & Functional Requirement

One of the main factors that influence the layout and sizing of the port facilities and therefore the costs is
the size of ships for different commodities, dimensions and the design of berth, the basin, the approach
channel. This, in turn will influence the layout and alignment of the breakwaters, required at a particular port.
Based on the outcome of ship size analysis for container traffic, the design ship sizes considered, and berth
required for development of Vadhavan port have been presented below.
Table 3 Summary of Design Vessels for Phase 1 Development
Average Overall Loaded
S. No Commodity Design Ship Size Beam
parcel size Length Draft
TEU (DWT) TEU (DWT) (m) (m) (m)
6,000
Min 300 40.0 14.0
4,500 (82,000)
1. Containers
(56,250) 24,000
Max 400 61.0 16.5
(233,000)
Multipurpose Cargo Min. (20,000) 166 24.8 10.0
2. (30,000)
vessels Max. (40,000) 209 30 10.5
1,000
Min. 153 23.4 7.4
(7,200)
3. Ro-Ro 1,200 units
8,000
Max. 221 32 11.3
(30,386)
6,000/ Min. (5,000) 105 16 6.3
4. Liquid Tanker
18,000 Max. (30,000) 175 29 9.5
Min. (20,000) 145 24 9.5
5. Bulk Liquid Tankers 32,000
Max. (45,000) 180 30 10.5
Min. 145,000 283 43.4 11.4
6. Other Liquid(m3) 239,000
Max. 266,000 345 53.8 12.0

Table 4 Berths at Vadhavan Port

Total berth length/ no. Total
S. No. Commodity
Phase-1 Phase-2
1. Containerised Cargo (m) 4000 5000 9000
2. Breakbulk (Fertiliser, General, coastal Cargo) (m) 750 250 1000
3. Liquid Cargo (Chemical, Edible oil) (no.) 3 1 4
4. RO-RO (m) 300 0 300

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5.1. Container Storage and Gate Capacity

Container yard capacity is defined as the potential maximum throughput of containers handled inside the
container yard. The container storage yard capacity requirement for Phase 1 and Master plan is 9,781,483
TEU/year and 2,20,08,735 TEU/year.

Gate capacity analysis is essential feature to get essence of seamless inward and outward traffic movement
including major share of trucks having containers. The number of exit lanes required for Phase 1 is 6 lanes
and in Master plan 26 lanes.

5.2. Other Cargo Capacity

The berth capacity for other cargoes have been assessed taking into consideration the proposed facility and
handling arrangement. The Overall berth capacity of Phase-1 and Phase 2 is 19.83 MTPA

5.3. Approach Trestle Capacity & Port Crafts Berth

The road truck movements to/from the marine and rail terminals on the offshore reclamation has been
evaluated to establish the requirements for the road connection to the offshore reclamation. Based on
calculations the approach trestle capacity in Phase 1 shall be 34,215 PCU/day and in Masterplan 1,12,825
PCU/day is expected.

Based on the Level of Services (LOS) grade as per the HCM, it is proposed to provide the approach trestle
with 4 lanes each way for the approach trestle to cater the truck movements in and out of the Vadhavan
port.

For the initial stage development, the port would require 6 tugs (4 operational + 2 standby) with a capacity
of 65 T and 100 T bollard pull, 1 pilot cum survey launches and 2 mooring launches. Berth of 200 m is
proposed for berthing of port crafts.

5.4. Other Cargo Storage Requirements

The area requirement for storage of other cargo is provided in below table.
Table 5 Storage Areas – Master Plan horizon
Requirement of Storage Area (m²)
S. No. Commodity
Phase 1 Phase 2
1. RO-RO Vehicles 21,699 74,082
2. Edible Oil 9,543 10,603
3. Bulk Liquid 42,765 57,020
4. Chemicals 14,844 16,965
5. Other Liquid 0 0
6. Fertiliser 31,983 38,379
7. General Cargo 59,178 113,425
8. Coastal Cargo 20,959 39,452
Total Storage Area Required (m2) 203,001 351,966
Total Storage Area Required (Ha) 20 35

5.5. Buildings
The terminal administration building will be required to house the terminal operator’s management, security,
admin, and customer service personnel. Typical users/uses of the administration building shall include
Terminal Administration, Customer Service, Gate Equipment Control, IT/Server, Gate Control Clerks,
Offices, Shipping Lines Offices, and Terminal Security and Communications Hub.

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5.6. Pre-gate building and Customs Clearance

This facility is provided for the administrative functions of the remote pre-gate facility. The Pre-gate Building
is required to provide facility for functions such as Customs clearance, Demurrage payment, Customer
service, Trouble transactions, Truck driver canteen, Toilets and washrooms, Public phone, fax, and internet.

Maintenance and Repair Building shall provide maintenance, repair, and related activities for RTGs, yard
tractors, top-picks, side-picks, truck chassis, and other container terminal operating equipment. It also
supports other service areas such as tire changing, and equipment steam cleaning activities.

A separate JNPA Administration building, and land area will be required to provide for functioning of JNPA
in managing the port operations. This will include but not limited to office building for the JNPA management
and administration staff, office for government officials, security staff and customs and border protection
officers. This will also include the facilities for port maintenance and engineering staff.

A centralized fire station with special firefighting equipment such as foam and gas extinguishers will also be
provided for chemical and electrical fires. Fire detection, monitoring and control system will be provided in
all vulnerable area of the port. In addition to it a separate building will be required to provide for functioning
of rail operations within the terminal. This building will house the rail master and associated staff managing
the rail operations within the port. This building will also house a small workshop for minor maintenance
functions.

5.7. Cargo Receipt and Evacuation

At Vadhavan Port, the cargo receipt and evacuation will be primarily through road and rail. The estimated
proportions for different commodities to be brought in/ taken out through rail and road are presented in below
table. The modal split for container is currently being rationalised.
Table 6 Estimated Proportions for Different Commodities
Phase-1 Phase-2
S. Truck Rail Road Rail Road Rail
Commodity Pipeline Pipeline
No. Capacity Capacity Share Share Share Share
T T % % % % % %
1. Containers (EXIM)
 Indian Railway 1.5 90 - 2.3% - 2.3%
68% 64%
 DFCC 1.5 360 - 29.8% - 33.3%
2. RO-RO Vehicles '000 5.0 180 100% - 0% 100% - 0%
3. Edible Oil 18 2,500 85% - 15% 85% - 15%
4. Bulk Liquid 18 2,500 15% 5% 80% 15% 5% 80%
5. Chemicals 10 2,650 100% - 0% 100% - 0%
6. Other Liquid 8 2,200 0% 100% 0% 0% 100% 0%
7. Fertiliser 12 3,600 0% - 70% 30% - 70%
8. General Cargo 10 2,200 100% - 0% 100% - 0%
9. Coastal Cargo 10 2,200 100% - 0% 100% - 0%

Based on the above, almost 13,441 trucks (71,661 PCUs) are expected in the year 2030, increasing to
about 34,284 truck (186,348 PCUs) movements in 2040. It is proposed to provide an 8-lane road with a
capacity of 173,000 PCU.

The number of rail movement is summarised as below

Rake Movements per day
S. No. Commodity
Phase 1 Phase 2
Total Outgoing rakes per Day for other cargoes 4 9
Containers (EXIM)
DFCC Rakes 27 186
Indian railway rakes 6 47

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Rake Movements per day

S. No. Commodity
Phase 1 Phase 2
Total Incoming/ Outgoing rakes per Day 33 232
Total Rake Movements (in and out of port) 73 482

5.8. Water and Power Requirements

The total water demand within the port is broadly classified into categories such as Potable water for
consumption of port personnel, Ship supply, Township use and Firefighting, other uses like gardening etc.
For the master plan development, it is expected that the water demand at the port shall be 6.18 MLD and
9.05 MLD for the port township.

The port will be supplied through a 220 KV Main Receiving Substation. Based on the requirements of berths
over the master plan horizon, it is expected that the power demand at the port shall increase from 50 MVA
in the Phase 1 development to about 80 MVA over the master plan horizon.

6. Port Master Plan

The recommended masterplan layout is mentioned below.

Figure 1 Recommended Masterplan and Phase 1 Layout for Vadhavan

The model studies were carried out for the proposed master plan and Phase 1 layout to ascertain the flow
conditions within the harbour.

Flood tide Ebb Tide

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Figure 2 Recommended Vadhavan Port Phase-1 Layout

Based on mathematical model studies maximum velocities at harbour entrance, stopping distance and
turning circle are 2.6 m/s, 1.2 m/s and 0.3 m/s respectively. The maximum current strength at berths is about
0.05 m/s. The annual siltation in the dredged areas will be about 6.45 M cum during Phase 1 and 8.65 M
cum for Master Plan development.

The estimated berths and the total quay length for the various phases of development is provided below.
Table 7 Vadhavan Port berths & terminal requirements established from the market study
Berth/ Quay Ship max.
Berths/terminals Phase 1 Phase 2 Total
length (m) draught (m)
Container quay (1,000 m each) 1,000 16.5 4 5 9
Multi-purpose berths (250 m each) 250 10.5 3 1 4
Liquid bulk berths 200 9.5 2 0 2
Bulk Liquid berth 280 10.5 1 0 1
Other liquid berth 400 12.0 1 0 1
Ro-Ro berth 250 11.3 1 0 1
Coastguard berth 1 0 1

A water depth of - 22.0 m CD is required in the approach channel and -19.5 m CD in the basins and at the
container berths. The development will essentially be a large deep-water container port for the largest
deep-draught container ships.

6.1. Navigational Requirements

The port approach channel consists of the two parts outer and inner approach channel. The dimensions for
outer and inner approach channel are provided in table below.
Table 8 Navigational Channel for Design Ships
Beam Outer Channel Width Inner Channel width
Design Ship Size
(m) (m) (m)
One-way Two-way One-way Two-way
Channel Channel Channel Channel
24,000 - TEUs Container Carrier 61 290 620 230 490

The depth of the approach channel is a very important parameter in approach channel design. Water depth
in the channel is around 17 to 18 m depth below CD. +2.0 m tidal advantage has been considered as the

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MSL is about +2.8 m CD. The dredged depths with tidal advantage at different parts of the harbour for the
design ships are provided below.
Table 9 Dredged Levels at Port for the Design Ships - With Tidal Advantage
Approach Inner channel
Tidal channel and
At Berths
Ship Category Ship Size Draft (m) Advantage outside manoeuvring
(m CD)
(m) breakwater area
(m CD) (m CD)
Containers 24,000 TEUs 16.5 2 20.0 17.5 19.5
Other Liquid 2,67,000 m3 12 2 14.1 12.3 14.3
Bulk Liquid 45,000 DWT 12.5 2 14.8 12.9 14.9
Multipurpose 40,000 DWT 10.5 2 12.2 10.6 12.6
Liquid bulk 20,000 DWT 9.5 2 10.9 9.4 11.4
RORO 8000 units 11.3 2 13.2 11.5 13.5

The diameter of the sheltered turning circle with tug assistance is 700 m.

The main emphasis while developing the port layout is given to balance the cost of dredging and reclamation
land area developed. It is estimated that approximately 200 million cum of reclamation material would be
required for the proposed port development.

7. Terminal Equipment and Utilities

7.1. Equipment
Based on the Phase-1 and Master plan development certain equipment’s will be required to effectively
support the turnaround time of the vessel.

Figure 3 Schematic Container Flow Diagram

Phase 1 development will have 4 container terminals each can cater minimum of 3 container ships at any
time. It is proposed to provide 12 Rail Mounted Quay Cranes (RMQCs) on each of these terminals. 36
electric Rubber Tyred Gantry Cranes (e-RTGCs) are provided for each container yard. Similarly, 5 Rail
Mounted Gantry Cranes (RMGCs) are provided to handle containers being moved by rails. ITV’s are

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provided for movement of containers between quay, container yard and rail yard. The flow diagram for the
container handling system for import and export containers are as presented below.

Figure 4 Container Terminal Operation Strategy - Export container

Figure 5 Container Terminal Operation Strategy - Import container

Similarly, the equipment’s required for other bulk cargo are Mobile harbour cranes etc. Liquid terminal is
planned to handle Chemicals & Edible oil and Bulk Liquid. The liquid bulk, received in tanker will be unloaded
at berth using the marine unloading arms and transferred to the tank farms by means of pipeline. The
cargo
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is pumped directly from the vessel’s pump later based on requirements, the cargo will be dispatched to the
destinations by loading into trucks or through pipelines.

7.2. Utilities
MSEDCL has assured that 80 MVA will be available from PGCIL/ Tarapur-Borivali station through a tapping
from double circuit line. The required electrical system for the project will consist of incoming electrical supply
at 220 kV level, 220/33 kV substations, switchboards, control equipment, etc. to supply the electrical power
to various parts of the site at the required voltage levels of 11kV or 6.6 kV & 0.415 kV, Control and Monitoring
systems, 11 or 6.6 kV underground cabling system for medium voltage supply like for quay cranes, Fibre
optic communications from the substation to the quay cranes. 0.415 kV cabling system from the 11 or 6.6
/0.415 kV substations to the reefer area. The cables should be run in cable trenches, Provision of
underground power cabling to the buildings and gate complex shall be provided, Provision of underground
power cabling to terminal light towers. In addition, consideration of future electrical requirements of the
terminal all necessary provisions shall be made in the design and installation of the electrical system, to
take account of future requirements. This applies to switchboards, transformers, underground cabling
system etc.

The water requirement for the port shall be fulfilled from Surya River 22 km away from the port location.

Drainage systems are also planned for the port. A drainage system will be provided below the stacking area,
with buried perforated drain lines. It is proposed to lay the RCC trench drain parallel to the proposed internal
road. The storm water from the berths, administrative offices, all terminal operator facility buildings, transit
sheds and all other buildings from the different areas of the terminals will also be connected to the storm
water drain. The wastewater collected from the workshop will be treated in an oil skimmer before disposing
off to the storm water drain.

The sewerage system is provided for the buildings such as office buildings, canteens, and other operational
buildings. For isolated buildings and berths portable sanitary cabins are proposed. As per MARPOL
convention, the ships are now required to have STP on board. Sewage and sullage generated from various
buildings with-in a terminal shall be disposed to a Sewage treatment plant (STP) proposed near each
terminal operator facility building / administration building. A separate sewage treatment plant is required to
be provided for township and the type of treatment will be as per the population and township conditions.

7.3. Harbour Crafts & Navigational Aids

As per the results of the 3D ship navigation simulation studies carried out by DHI through Force, July 2018
and 2021, for berthing / de-berthing of the design container vessels a minimum of two ASD tugs of 65T and
two ASD tug of 100T bollard pull capacity are required along with 2 tugs on standby or instant use during
vessel’s outbound departure channel transit. Two mooring launches will be required at the port for vessel
mooring activities. Two all-weather Pilot launch with LOA of 15-20 m and speed range of 15-20 knots. The
pilot launches will be equipped with hydrographic survey equipment’s.

Navigation aids for the port are required to ensure safe and efficient navigation of ships entering and leaving
the port through the approach channel as well as berthing / un-berthing requirements inside the harbour.
The navigational aids shall include Buoys - a total of 11 buoys, which include 4 channel buoys i.e., 2 port
side buoys (3m dia.) & 2 starboard buoys (3 m dia.), BEACONS and Vessel traffic management information
system (VTMIS) would be required for the navigational purpose.

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8. Preliminary Design of Marine Structures

Preliminary engineering analysis for various civil infrastructures for Phase 1 development has been carried
out in this section.

8.1. Offshore Breakwater and Revetments

The harbour and land reclamation area will be protected by an offshore breakwater and revetments. The
design criteria is discussed consisting its functional requirements of breakwater and revetments. Design life
of new offshore breakwater and revetment shall be as a minimum of 50 years. Armour stability has been
thoroughly verified wile proposing Accropode IITM as concrete armour layer. Overtopping requirements were
verified for 1 year and 100 year of extreme conditions of breakwater and revetment. Permissible overtopping
for breakwater is less than 0.4 litres/s/m for 1 in 1 year operational and less than 50 litres/s/m 1 in 100-year
extreme condition. Whereas the overtopping at revetment is limited to less than 10 litres/s/m for 1 in 100-
year extreme condition. Toe stability is also designed with an accuracy where the acceptable damage
number Nod for stability of toe berm along the revetment and breakwater 0.5 under 100-years of extreme
conditions is considered. The crown wall stability criteria is also evaluated which is at the crest of
breakwater.

Design conditions consist of tide levels, 2 m high storm sure for 100-year return period, 0.2 m od sea level
rise in next 50-years, maximum and minimum design water levels with 100-year extreme are +6.9 m CD
and +0.00 m CD. Design wave conditions at breakwater for 1 in 1 year design wave: i.e., Significant wave
height (Hs) is 3.0m and wave period (Tp) of 10s

Figure 6 Typical cross section at -19 m CD bed level.

The details type and size of armour units in various layers are provided in below tables.

Table 10 Proposed Primary Armour Layers on seaside slope of the Offshore Breakwater
Breakwater Breakwater Breakwater Breakwater
Seaside
Roundhead Trunk Roundhead Trunk

Seabed level (m CD) -19.0 -10 to -19.0 -6.4 -8.0

Armour Type Accropode IITM Accropode IITM Accropode IITM Accropode IITM
Slope (V:H) 3:4 3:4 3:4 3:4

Recommended Armour Size 13 m3 11 m3 13 m3 11 m3

Underlayer Rock 2,000-4,000 kg 2000-4,000 kg 2,000-4,000 kg 2000-4,000 kg

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Table 5 Proposed Primary Armour Layers on leeside slope

Leeside Main Breakwater Trunk

Slope (V:H) 2:3

Recommended Armour Size 2,000 - 4,000 kg

Underlayer Rock Quarry run

Table 6 Crest details for original design

Roundhead Trunk
Description

Crest Berm Width (m)  6.56  6.22

Crest Berm Level (m CD)  +16.0  +16.0
Crown Wall Crest Level (m CD)  +16.0  +16.0
Crown Wall – Roadway (width) (m) 10m 10m

Crown Wall – Roadway (level) (m CD) +15.0 m CD +15.0m CD

Table 13 Toe Armour on seaside slope

Breakwater Breakwater
Breakwater Breakwater
Seaside Roundhead Roundhead
Trunk Trunk
(-19m CD) (-6.4m CD)

Critical Condition 100 year at LAT 100 year at LAT 100 year at LAT 100 year at LAT

Founding Level (m CD) -19.0 -15 to -19 -8.0 to -10 -6.4

Toe Level (m CD) -10.0 -6.0 to -10.0 -3.0 to -5.0 -2.35

Recommended Toe
4,000-6,000 kg 4,000-6,000 kg 3,000-6,000 kg 3000-6000 kg
Armour Size

Underlayer Rock 300-1,000 kg 300-1,000 kg 300-1,000 kg 300-1000 kg

The revetments protecting the land reclamation can be built as a series of small rock bunds to form a
compact core which minimise the volume of quarry run rock required. This approach is sometimes referred
to as the “Christmas tree” concept.

Figure 7 “Christmas tree” concept to form the core of the revetment

Design cross sections have been developed for the trunk and roundhead locations along the offshore
breakwater and revetments.

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The development of port facilities at Vadhavan would require huge quantity of rock and aggregates for
construction of various port structures. About 73.55 MT of rock quarry is required which shall suffice the
requirements for Breakwater, shore protection, murrum and aggregates for construction of various facilities
including rail and road. The required quarry shall be procured from various quarry site such as Gargaon,
Khanivade, Nanivali, Borsheti, Kirat, Nagzari, Girnoli and Mahagaon.

8.2. Berthing Facilities

The deck top level of berths at Vadhavan port shall be 7.6 m CD. The structural design of the berths shall
be carried out for the design dredged level in the ultimate stage based on the design vessel sizes to be
handled at these berths.

Geotechnical design of piles shall be done with the factor of safety of 2.5 for end bearing and skin friction
on compression piles, 3.0 skin friction on tension piles and 2.0 for lateral load. Termination criteria shall
correspond to PPR of 100 Tm/m2/cm corresponding to safe end bearing resistance of 500 T/m2. The loads
such as dead load, live load, vehicle & crane load, seismic load, wind loads, current load, wave load, mooring
loads, berthing loads shall be considered based on structural requirements.

Berth details are based on functional requirements geotechnical conditions construction methodology and
structural arrangements for container berth, multipurpose berth, Ro-Ro, Bulk liquid jetty and other liquid jetty
has been provided.

8.3. Capital and Maintenance Dredging

Dredging and reclamation is one of the major costing parameters for any port project. The dredged volume
of 6.9 M cum comprising of soil and rock is required to be dredged. The rocks that might encounter while
dredging is envisaged that the rock strength shall vary from 6 to 51 MPa with an average of 19 MPa.

Based on the mathematical model studies on siltation, the estimate the likely rate of annual siltation for
Phase 1 reveal that, the average rate of siltation in the dredged areas will be about 6.45 million cum. The
siltation rates are not uniform over the area under consideration and seems to vary based on the prevailing
hydrodynamic conditions. The dredged material in channel and harbour basin would be disposed at the
designated dumping site offshore.

The location of the disposal site which is in deep water (beyond 25 m contour). The disposal site is spread
over an area of about 20 sq. km and the depth of dumping will be restricted to only 0.5 m.

8.4. Reclamation
Emphasis was given to balance the cost of dredging and reclamation land while developing the port layout.
Based on the stakeholder consultation, the capital investment required for Private entity and mitigate the
risk of basic development cost, the reclamation of 1,227 Ha +5.0 m CD by VPPL while upto the FFL shall
be carried out by the concessionaire, is planned in the offshore of the coast on a seabed ranging from -6.00
m to -15.00 m below the CD and an area of 221 ha nearshore on the seabed from 0 m CD to -1 m CD.
About 227 million cum of reclamation material would be required for the proposed port development.

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9. Preliminary Design of Landside Structures

The finished levels of onshore areas and reclamation areas will be kept at around +7.6 m CD. The fill for
reclamation will be obtained from dredged areas. The suitable dredged materials will be discharged by the
CSD into one of the reclamation areas. The reclamation areas to be filled in maximum six layers to final fill
level (+5.0 m CD). Ground improvements and foundations shall be required for strengthening of the ground.
This shall be done by Vibro-Compaction. Once the ground improvement is done to the desired strength this
will aid in development of container yard/open storage for various cargo terminal.

Internal roads shall be developed for improved internal connectivity. 204 ha. of area to be developed for
Container yard storage in Phase 1. The stack areas shall be developed using concrete block paving.
Considering the various terminals to be developed by various operators and the number of truck movements
within the port, it is required to provide a centralised truck parking space close to the respective terminals.
49 ha. of parking space shall be required over the master plan.

Two step entry/exit gate complex has been planned. Initially in Phase-1 there shall be 6 lanes increasing to
26 lanes in Master plan. The gate complex shall consist of controls access to and from the container handling
and storage areas and facilitates the transfer of responsibility for the cargo from one party to another.

9.1. Port Buildings and Other Civil Structures

The port buildings consist of administration buildings, port operations buildings, port user buildings, Gate
House Building, Maintenance Workshop, Fertilizer Shed, and Utility Buildings.
Table 14 List of building envisaged for the for concessionaire in Master plan
Operating Terminal Buildings
Multi-
Ro-Ro Liquid
List of Buildings Container Terminals purpose
Terminal Terminal
Terminal
CT1 CT2 CT3 CT4 CT5 CT6 CT7 CT8 CT9
Admin Building            
Customs Building            
Gate House            
Maintenance
           
Workshop
Storage Shed - - - - - - - - -  - -
Electric Substation            
Fire Pump House            
Tank Farms - - - - - - - - - - - 

The administration building is planned for offices of key personnel engaged in managerial and departmental
activities. The building will have provision to accommodate custom office building, CISF office and police
station. Port operation building to be developed for providing space for engineering department, terminal
operations, marine operations, and vessel traffic control room. Port user building to provide working space
for general store, dispensary, restaurants, canteen, recreational area such as theatre and shops.
Maintenance workshops for foremen, mechanics, electricians, technicians and the storekeepers and rooms
for off duty operational personnel and maintenance labour. Substation building for transformer and other
electrical equipment.

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10. Rail and Road Corridor

The nearest railway stations to Vadhavan port along Western Dedicated Freight Corridor (WDFC) will be
the proposed New Palghar crossing station of WDFC which runs parallel to Mumbai – Delhi western railway
main line. Connectivity from Vadhavan in port rail yard to WDFC at proposed New Palghar station is only
‘feasible’ by crossing proposed WDFC main lines, existing WR main lines and the proposed MRVC lines by
a ‘Rail Fly Over (RFO)/ Rail-Over-Rail (ROR)’ and then connect to WDFC network. The route length is 28
km., total track length is 151 km, 20 No. of major bridges/road bridges, 18 no. of minor bridges, 10 weigh
bridges of 100 m each on each side. Four ‘Conceptual’ Options for direct connectivity to WDFC have been
identified as part of rail connectivity DPR for this port and accordingly, the recommended option is indicated
as below.

Figure 8 Sketch of ‘Direct Connectivity to WDFC through ‘ROR

It is proposed to have a road connecting Vadhavan port with NH-48 and Mumbai-Vadodara expressway.
The entire 34 km. of road is split in to three sections i.e., first 12 km. is from Vadhavan to Western railway
line, next section is from Western railway line at 12 km. upto Surya river 21 km. and third section starting
from Surya river at 21 km. upto NH-48 junction at 34 km. All roads will be merging with the road connecting
port to the NH-48 and Mumbai Vadodara expressway. Road from custom gate to container terminals will be
of 8 lane wide road and the other roads from gate complex to JNPA Port Administration Building will be of
two-lane wide road. The 4-lane road from the gate complex bifurcate to the multipurpose/ liquid/terminal.

11. Socio Economic Impact Assessment

There is no land acquisition involved for the port estate onshore facilities, as the land requirement is mostly
accommodated on reclaimed land of approximately 1448 Hectares in the inter-tidal area adjacent to the
coast. Vadhavan port is located at 12 km distance from the main rail link and upcoming dedicated freight
corridor for rail connectivity and is 35 km from the Mumbai - Delhi NH 8. Accordingly, land acquisition is
required for the rail and road connectivity, with a corridor width of 160 m over a length of 12 km where both
the road and the rail tracks are required, and a corridor width of 120 m over the remaining length of
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approximately 22 km where only road connectivity is required. The Socio-Economic Assessment (SEIA)
was conducted as part of the DPR for the people whose agricultural land / partial agriculture land needs to
be acquired by the Government for the public interest and to study the impact of the development of the port
on 21 affected villages.
Various mitigation measures are adopted to reduce the effect of socio-economic impact assessment. The
project affected people and families may be encouraged to participate in the development of the port and to
have a positive view towards port development. The project affected people shall be clearly informed
regarding the development of the port and benefit to the society and same to be conveyed through personal
meeting printed literature, audio visual presentation and videos. JNPAA may arrange meetings and
discussions with project affected people and apprehensions to be cleared. Focused group interactions shall
be required to be carried out. Statutory meetings of Gram panchayat to be participated and brief on project
and its overall benefits to be discussed. The misconception of the people should be removed through public
meetings with locals in association of Gram panchayat, NGOs and promoting authorities of governments.

12. Land Acquisition

Based on the land requirement assessment for the proposed rail and road corridor, the land acquisition
details were worked out. This includes the private land, agricultural land, forest land. The land acquisition
has been worked out for the rail and road separately. Total land acquisition for rail and road development
shall be 571 ha. Additional area of 100 ha. will be taken on lease from CIDCO, a GoM undertaking for
construction of residential accommodation and related utilities for the officers and staffs working under
VPPL. The total cost for land acquisition shall be about INR 884.68 crore.
Table 15 Land acquisition area

S. No. Type of Land Area (in Ha.)

1. Govt. Land 25.69

2. Forest Land 127.19

3. Private Land 418.18
4. Land lease from CIDCO for township 100

571.06 (Acquisition)
Total
100.00 (Long Term Lease)
Table 16 Total Land acquisition for Road and Rail

Total Land Acquisition (in Ha.)

S. No. Taluka
For Road For Rail Total

1. Palghar/ Dahanu 395.49 74.87 470.36

2. Railway Yard - 33.99 33.99

3. Tawa Road Junction 34.70 - 34.70

4. Extra Land at Road/Rail Junctions 32.00 - 32.00

Leased Land from CIDCO, GoM for

5. 100.00
Township

571.05 (Aq)
Grand Total 462.19 108.86
100.00 (L)

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13. Mathematical Model Studies

Mathematical Model Studies is an eminent study that needs to be carried out to determine the optimum
layout of the master plan development.

13.1. Model Studies carried out by CWPRS

Hydrodynamic and siltation studies have been completed by CWPRS to finalise the layout of the breakwater
and assess the rate of siltation in the port. The influence of the breakwater and reclamation bund on tidal
flows have been assessed, this led to the introduction of a Current Deflecting Wall (CDW) inside the
southern end of the main breakwater to trap and stop the propagation of the southern eddy into the port
during the flood tide.

Figure 9 Wave Rose offshore of Vadhavan (-60m water depth)

The wave modelling software MIKE21 SW was used to transform the offshore wave conditions nearshore
to a point at depth -24 m CD outside the port. The results from the modelling are reproduced below.
Table 17 Annual Wave Frequency Offshore outside Vadhavan Port (-24m water depth)
Wave Height
0.5-1.0 1.0-1.5 1.5-2.0 2.0-2.5 2.5-3.0 3.0-3.5 3.5-4.0 4.0-4.5 Total
(m)
Calm
Direction (°)
54.49%
180 (S) 0.35 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.35
202.5 (SSW) 1.11 0.00 0.00 0.00 0.00 0.00 0.00 0.00 1.11
225 (SW) 5.28 0.21 0.63 0.35 0.00 0.00 0.00 0.00 6.47
247.5 (WSW) 2.13 7.61 13.27 5.35 0.35 0.00 0.00 0.00 28.71
270 (W) 3.27 1.9 0.49 0.00 0.00 0.00 0.00 0.00 5.66
292.5 WNW) 3.07 0.07 0.00 0.00 0.00 0.00 0.00 0.00 3.14
315 (NW) 0.07 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.0.7
Total 40.92 26.53 9.61 3.01 0.97 0.38 0.14 0.06 100

The wave modelling software MIKE21 BW has been used to assess the shelter provided by the breakwater
and conditions within the port. The model has been used to assess a range of layouts which were rejected
in favour of the final layout. The final layout provides good protection to all berths from waves from SW,
WSW, and W with conditions within the limits set earlier. At the container berths waves conditions are also
less than 0.5 m for these directions. The berths are less well protected for waves from the NW with the
limiting criteria of 0.8 m exceeded at the coal berth which is now replaced by additional container terminals.
Wave conditions at the container berths are less than the limit of 0.8 m but exceed 0.5 m. It is expected
that
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the proposed breakwater layout will provide adequate protection to the port with low downtime at the berths
as the assessment has been completed using 1-year storm conditions.

13.2. Sedimentation studies

Siltation model was established using Telemac-2D. Hydrodynamics model described in the previous section
was used to drive the sedimentation model. From the analysis of the seabed samples, it was concluded that
the typical D50 size of the seabed soil is around 0.011 mm. As this size of the bed material was found to be
in the same order as that of the suspended material whose D50 is around 0.008 mm, it was concluded that
the deposited seabed material is due to settlement of material in suspension. Based on the studies total
quantum of likely siltation in the dredged areas will be about 3.1 million cum for non-monsoon season only.

13.3. Assessment of Thermal dispersion from TAPS

This study was conducted to assess the impact of proposed Vadhavan port on dispersion of outfall at
Tarapur atomic power station (TAPS). Initially the existing conditions along with the intake and outfall
discharge volumes of for the power plant are introduced in the model and current were extracted at different
observation points i.e., around the intake and outfall structures from the model. Comparison between the
current strengths and water depths at the observation locations were compared for both the scenarios i.e.,
with and without proposed Vadhavan port were compared to understand the impact of Vadhavan port on
the flow around intake and outfall structures of TAPS.

Figure 10 Location of Current Observations near TAPS area

Results show that due to the development of proposed port the current strength on the seaward side of the
intake channels at TAPS reduce by 9%. At the outfall channel, the change in current magnitude is around
11% on the north side and by 2% on the south side of the outfall channel. In the guided portion of the intake
and outfalls, the impact on the current is negligible i.e., less than 2%. As per the model study, difference
between water depth before and after construction of Vadhavan port at all the observation locations in and
around TAPS were found to be negligible.

13.4. Study on Shoreline changes

This study was conducted to assess the impact of the port on the 20 km long shoreline between Dahanu
and Tarapur. The study was done in two stages. In the first stage, littoral drift was assessed for existing
using LITDRIFT module of the LITPACK module. In the second stage LITLINE module was used to assess
the evolution of the coastline due to construction of port.

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Figure 11 Cross shore profile locations

For estimation of change in the coastline, the breakwater is introduced into the LITLINE model and
comparison is made with the existing scenario to estimate the changes in the coastline. The construction of
port for a period of 1,2,4 and 6 years after the construction of breakwater and the results show that the
change in the shoreline due to the construction of Vadhavan is negligible. Model output for shoreline
evolution after construction of breakwater is shown in below figure.

Figure 12 Model output for shoreline evolution

Studies for simulation of shoreline changes indicated that the construction of proposed offshore breakwater
of 10.1 km length will result in negligible deposition of sand behind the breakwater and will have negligible
impact on the adjacent shoreline as well.

13.5. Ship Simulation Studies

The study area covers from the entrance of approach channel buoy no.1 in the North to the proposed berth
CT-2 in the South as shown above. The distance between these points are about 4.3 nautical miles. From
the study it was concluded that CT-2 is optimally and favourably aligned with the tidal current, no significant
concern with the berthing and unberthing of the largest designed vessel at the proposed jetty/berth, optimum
speed for the vessel before a swing manoeuvre was found to be below 20 knots. A higher speed may
compromise safety in case of loss of tug power and control, Four ASD tugs of 65 tons bollard pull were
marginally adequate in handling the largest designed vessel to berth and un-berth at the proposed berth

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CT-2, Manoeuvring near and at the approach channel during maximum flood and ebb with wind speed of
20 knots was on the high side.

13.6. Sedimentation Studies

CWPRS carried out the sedimentation studies to estimate the likely siltation in various dredged areas i.e.,
berths pockets, approach channel, basin etc. of the harbour area. The total siltation in the dredged areas
over the plan master plan will be about 8.45 M cum per annum and 6.45 M cum per annum for Phase 1.

Figure 13 Annual siltation pattern for the recommended Master plan and Phase 1 layout

14. Financial Viability

14.1. Cost Estimates

The port is proposed to be developed as on landlord model with the port terminals to be developed on PPP
basis. The basic infrastructure of the port necessitating upfront investment such as, breakwater, reclamation
rail and road linkages, power, water lines, harbour crafts and common infrastructure and services will be
developed by the port/ SPV whereas the cargo terminal facilities would be leased out to the various
operators who shall be responsible for its construction, operations and maintenance. A Detailed CAPEX
(Capital Expenditure) estimate has been prepared for the Phase 1 and Phase-2 development as provided
below.
Table 18 Vadhavan Port Block Cost Estimate Summary

JNPA (INR in PPP (INR in Total

Crores) Crores) Total Total cost
S. No. Item
(JNPA) (PPP) (INR in
Phase Phase Phase- Phase- crores)
-1 -2 1 2
1 Project Preliminaries and Site Development 60 60 - - 120 - 120

2 Dredging 936 2,016 - - 2,952 - 2,952

3 Reclamation 9,321 2,586 - - 11,907 - 11,907

4 Shore Protection Works 2,381 1,111 - - 3,492 - 3,492
5 Breakwater 5,361 - - 5,361 - 5,361

6 Berths/ Terminals
6.1 Container Terminal 1 (CT1) - - 2,689 - - 2,689 2,689
6.2 Container Terminal 2 (CT2) - - 2,693 - - 2,693 2,693

6.3 Container Terminal 3 (CT3) - - 2,688 - - 2,688 2,688

6.4 Container Terminal 4 (CT4) - - 2,699 - - 2,699 2,699
6.5 Container Terminal 5 (CT5) - - - 2,703 - 2,703 2,703

6.6 Container Terminal 6 (CT6) - - 2,704 - 2,704 2,704

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JNPA (INR in PPP (INR in Total

Crores) Crores) Total Total cost
S. No. Item
(JNPA) (PPP) (INR in
Phase Phase Phase- Phase- crores)
-1 -2 1 2
6.7 Container Terminal 7 (CT7) - - - 2,684 - 2,684 2,684
6.8 Container Terminal 8 (CT8) - - - 2,708 - 2,708 2,708

6.9 Container Terminal 9 (CT9) - - 2,717 - 2,717 2,717

6.1 Multipurpose Terminal – 4 No. - - 861 161 - 1,021 1,021
6.11 RO-RO Terminal - - 204 - 204 204

6.12 Bulk Liquid Terminal - - 239 - - 239 239

6.13 Liquid Terminal Edible and Chemical -2 No - - 299 - - 299 299
7 Common Port Infrastructure

7.1 Reclamation 181 90 - - 271 271

7.2 Approach Trestle 1,777 0 - - 1,777 1,777
7.3 Port Buildings 248 15 - - 263 263

7.4 Tug Berth 71 0 - - 71 71

7.5 Internal Roads, ROB, Underpass 1,073 362 - - 1,435 1,435
7.6 Utilities and fencing 383 12 - - 394 394

8 Roads and Railways -

8.1 External Road Connectivity - - - - - -

External Rail Connectivity (up to port gate

8.2 - - - - - - -
and in-Port tracks)

8.3 In-Port Rail Yard - - 1,478 883 2,361 2,361

9 External Utilities, Township and Others 339 43 - - 382 382

10 Port Crafts and Navigational Aids 34 1 - - 35 35
11 Gates Complex 40 57 - - 97 97

12 Landscaping 90 - - - 90 90
(A) Total (1+2+3+4+5+6+7+8+9+10+11+12) 22,296 6,353 13,849 14,560 28,648 28,410 57,058

(B) GST (@18%) on infra Cost 4,013 1,143 2,493 2,621 5,157 5,114 10,270
(C) Total Infra Cost (including GST) (A+B) 26,309 7,496 16,342 17,181 33,805 33,523 67,328

(D) Contingency at 1% 263 75 163 172 338 335 673

Total EPC Cost (C+D) 26,572 7,571 16,506 17,353 34,143 33,859 68,002
(E) Preliminary & Preoperative Cost 60 0 60 3,386 3,446

(F) Financial Cost for Debt syndication 125 25 1,651 150 - 150
1,735
(G) PMC charges 150 25 175 - 175
(G) Interest During Construction Period (IDC Cost of Borrowing) 2,503 500 3,003 - 3,003

Land acquisition 885 - - - 885 - 885

Compensation to fishermen and fee to TAPS 560 - - - 560 - 560
Total (INR in crores) 30,855 8,121 18,156 19,088 38,976 37,244 76,220

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Table 19 Summary of Operations & Maintenance Cost Estimates

Annual Costs
S. No. Item (Rs. in Crores)
Phase 1 Phase 2
Terminal Operator
1. Container Terminal CT1 224.6 -
2. Container Terminal CT2 224.6 -
3. Container Terminal CT3 224.6 -
4. Container Terminal CT4 224.6 -
5. Container Terminal CT5 - 224.6
6. Container Terminal CT6 - 224.6
7. Container Terminal CT7 - 224.6
8. Container Terminal CT8 - 224.6
9. Container Terminal CT9 - 224.6
10. Multipurpose Terminal 46.0 12.8
12. RO-RO Terminal 7.6 -
14. Bulk Liquid 15.0 -
15. Liquid Jetty - Edible and Chemical – 2 No. 35.8 -
16. In-port rail yard 57.4 109.2
JNPA
1. Landlord component 577.8 557.7

14.2. Financial Analysis

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14.3. Economic Analysis

15. Project Implementation Schedule

The project will be implemented in 52 months’ time frame.

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