GUJARAT CHEMICAL PORT TERMINAL COMPANY ... CHEMICAL PORT TERMINAL COMPANY LIMITED (GCPTCL) DAHEJ,...

GUJARAT CHEMICAL PORT TERMINAL COMPANY LIMITED (GCPTCL)

DAHEJ, GUJARAT

PRE-FEASIBILITY REPORT

ON

EXPANSION OF EXISTING GCPTCL JETTY AND

STORAGE TERMINAL

February 2017

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INDEX

Sr. No. Contents Pg. No.

1.0 Introduction 4

1.1 Locational of GCPTCL 5

1.2 Need of the Proposed Project 6

1.3 Location Map Showing Location of the Proposed Project 8

1.4 Employment Generation due to the project 8

2.0 Proposed Project Details 9

2.1 Expansion of Existing Jetty 9

2.2 Expansion of Existing Storage Terminal 11

2.2.1 Storage Tanks 11

2.2.2 Raising Ground Level of Diverted Plot using Dredged Material 12

2.2.3 Shore Protection Measures 12

2.2.4 Scouring Protection Measures 12

2.2.5 Proposed Tank/Truck Gantry 13

2.2.6 Truck Parking Area 13

2.2.7 Product transfer pipelines outside B/L of GCPTCL 13

2.3 Utilities 14

2.3.1 Power Requirement 14

2.3.2 Water Requirement 14

2.3.3 Land 15

2.3.4 Equipment and Utilities Modification 15

2.3.5 Safety Systems 15

2.4 Port Control and Operations/Control Room for Storage Terminal 17

3.0 Environment Management 18

3.1 Air Environment 18

3.2 Effluent Collection, Treatment and Disposal 19

3.3 Soil Environment 20

3.4 Hazardous Waste 20

3.5 Marine Environment 21

4.0 Site Analysis 23

4.1 Connectivity 23

4.2 Land Form, Land Use and Land Ownership 23

4.3 Existing Infrastructure 24

4.4 Climatic data of the region 24

5.0 Project Schedule and Cost Estimate 25

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5.1 Project Schedule 25

5.2 Estimated project cost 25

6.0 Conclusion 26

Annexures

Annexure 1: Cargo Handling Capacity after Expansion of Existing Jetty

28

Annexure 2: Layout of the Existing and Proposed (Second) Berth of GCPTCL Jetty

29

Annexure 3: Construction Methodology of Second Berth 30

Annexure 4: Pile Footprint Area of Second Berth 38

Annexure 5: Capacities of Existing and Proposed Storage Tanks 39

Annexure 6: Shore Protection Measures 42

Annexure 7: Scouring Protection Measures 44

Annexure 8: GIDC Water Supply Permission Letter 47

Annexure 9: GCPTCL Plot Plan 48

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Section 1: Introduction

1.0 Introduction

Gujarat Chemical Port Terminal Co. Ltd. (GCPTCL) is a commercial Port and Storage Terminal

located in the Gulf of Khambhat, at Dahej in District Bharuch, Gujarat. It is a joint venture company,

which was promoted by various PSU’s companies of Govt. of Gujarat viz,

• Gujarat Maritime Board (GMB)

• Gujarat Narmada Valley Fertilizers Co. Ltd. (GNFC)

• Gujarat Alkalies & Chemicals Ltd. (GACL)

• Gujarat State Fertilizers & Chemicals Ltd. (GSFC)

• Gujarat Industrial Investment Corporation Ltd. (GIIC)

• Gujarat Industrial Development Corporation (GIDC) &

• Indian Petrochemical Corporation Ltd. (now Reliance Industries Ltd)

The purpose of GCPTCL’s establishment has been to meet the crucial requirement of the rapidly

growing Dahej industrial region of Gujarat (SEZ/PCPIR/DMIC) and also to ease the load and

congestion at Mumbai, Kandla and other ports. The terminal has been in operation since

December, 2000 to meet the demand requirements of its promoter entities and other customers.

The terminal is a gas liquid cargo terminal for handling and storage of liquid, gaseous and cryogenic

chemicals falling in ‘A’, ‘B’ & ‘General’ Classes, including petroleum, petrochemicals, and cryogenic

products. The Terminal is fully computerized, with state-of-the-art technology and has added

leverage of "Single-Window" Operations.

GCPTCL’s existing port terminal consists of an offshore jetty with single berth facility located at

latitude 21°41'27.73"N and longitude 72°30'33.30"E and associated onshore storage facilities

located at latitude 21°41'38.66"N and longitude 72°32'32.51"E. The jetty (existing berth) falls within

the jurisdiction of the Dahej Port limit of Gujarat Maritime Board (GMB), whereas the storage

terminal is located in the industrial area notified by GIDC. Currently, the approved cargo handling

capacity of jetty is 4.979 MMTPA and safe filling product storage capacity of terminal is 7.23 lac KL

(total product storage capacity 8.5 lakh KL).

The details of the various Environment and CRZ Clearances granted to GCPTCL till date is given

in Table 1:

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Table 1: Environmental and CRZ Clearance granted to GCPTCL

Sr. No. Project Clearance Details

1 Environment Clearance for Construction of Port Terminal at Dahej in the Gulf of Cambay for handling the liquid hydrocarbon and other chemicals

Letter no. J-16011/4/93-IA.III dated 21st June 1996.

2 CRZ Clearance for Construction of Port Terminal at Dahej in the Gulf of Cambay for handling the liquid hydrocarbon and other chemicals

Letter no. J-16011/4/93-A.III dated 8th October 1997

3 Environment Clearance for ‘Installation of chemical storage tanks and expansion of cargo handling capacity’.

Letter no. SEIAA/GUJ/EC/6(b) and 7(e)/37/2009 dated 09th Apr 2009.

4 Environment Clearance for ‘Expansion in the existing isolated chemical storage capacity from existing 3,66,140 m3 to 4,84,514m3 and expansion in cargo handling capacity from existing 49.63 lac MT/Annum to 49.79 lac MT/Annum at their Commercial Port and Storage Terminal

Letter no. SEIAA/GUJ/EC/6(b) & 7(e)/34/2011 dated 17th Feb 2011.

5 Environment & CRZ Clearance for the project-M/s Gujarat Port Terminal Co. Ltd. for expansion in the existing isolated chemical storage capacity from existing 4,84,514 KL to 7,22,903 KL and modification of the existing jetty.

Letter no. SEIAA/GUJ/EC/6(b) & 7(e)/28/2016 dated 27th Jan 2016.

1.1 Location of GCPTCL

GCPTCL jetty and storage terminal is located at Dahej, District Bharuch, Gujarat along the Gulf of

Khambhat. The terminal location is surrounded by a number of jetties in vicinity like Birla copper to

its North; Adani Port, Petronet LNG, RDMT Jetty and AGB Shipyard to its south. GCPTCL also has

locational advantage with the Petroleum, Chemicals & Petrochemicals Investment Region (PCPIR),

Dahej Special Economic Zone (SEZ) and Delhi Mumbai Industrial Corridor (DMIC) located in its

close vicinity.

The location map of GCPTCL is shown in Figure 1.

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Figure 1: Location Map of GCPTCL

1.2 Need of the Proposed Project

The basis of establishing GCPTCL at Dahej is to meet the crucial material requirement in the rapidly

growing industrial region of Dahej PCPIR, SEZ and DMIC and also to ease the load and congestion

at Mumbai, Kandla and other ports. The existing port terminal of GCPTCL consists of a jetty with

single berth facility and a storage terminal. The existing berth was built to accommodate vessels

upto 40,000 DWT and LOA upto 215 m. After obtaining EC/CRZ clearance in 2016, the jetty was

modified to make it suitable for handling larger size vessels of 75000 DT and LOA upto 232 m,

thereby increasing the throughput of existing jetty to 4.979 MMTPA. The approved safe filling

capacity of the storage terminal is 7.23 lakh KL (Total volume of tanks: 8.5 lakh KL) after obtaining

various environmental approvals in 2009, 2011 and 2016.

N

N

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With the development of new chemical, petrochemical and petroleum manufacturing units within

the Petroleum, Chemical and Petrochemical Investment Region (PCPIR), Special Economic Zone

(SEZ) and Delhi Mumbai Industrial Corridor (DMIC) at Dahej, there is an increasing requirements

from the existing and new customers for importing, exporting and coastal movements of additional

liquid and gaseous chemical products in the region. This drives an opportunity for GCPTCL to tap

the business in the region through appropriate expansion of its facilities and associated

infrastructure/utilities.

With the recent modification of GCPTCL’s existing jetty, for handling higher capacity vessels, the

occupancy of berth has reached to 75%. Hence to handle any additional cargo, it is necessary to

expand the existing jetty by constructing a second berth about 500m north to existing berth. The

location of new berth has been so selected that it is suitable for ship’s manoeuvring and from

operational point of view, the length of the connecting trestle and the pipelines are optimised.

Moreover, the objective of proposed expansion is to provide add on gateway to the industries of

Dahej-SEZ, PCPIR & DMIC. The development of an additional (second) berth adjacent to the

existing berth will not only reduce the logistics cost, but also provide proximity to growing Dahej

region a source of supply of materials as compared to distant transportation.

With the increase in cargo volumes, the storage capacities of GCPTCL terminal also needs to be

increased by establishing additional storage tanks within the existing GCPTCL terminal and the 39

Ha. diverted forest land in favour of GPCTCL by MoEFCC (letter no. 6-GJC004/2015-BHO/2037

dated 18/08/2015). The storage tanks for the products permitted in CRZ as per Annexure – II of the

CRZ Notification 2011 will be developed in this 39 Ha. diverted plot. MoEFCC has duly approved

the diversion of the reserved forest land for expansion of the Port & Terminal.

In view of the above, the proposed project will have the following components:

1. Expand the existing jetty capacity to 12.0 MMTPA by setting up second berth.

2. Development of 39 Ha. diverted plot for establishment of additional storage tanks, permitted

under Annexure – II of the CRZ Notification 2011.

3. Construction and maintenance dredging at the jetty and navigational channel.

4. Raise the ground level (GL) of 39 Ha. diverted plot using the dredge material and/or dispose

the dredge material at GMB approved dredge disposal site.

5. Increasing the storage capacities of the terminal to 17.5 lakh KL by establishing additional tanks

along with associated facilities/utilities;

6. Shore Protection Measures for prevention of erosion and;

7. Protection from scouring of jetty.

The basic infrastructure required for above expansion such as availability of land, water, power and

other facilities like loading/unloading bay, road, rail, sea traffic, transport pipelines, availability of

the berthing facility and outer and inner anchorages etc., are available with GCPTCL. However,

some of these infrastructure facilities will have to be strengthened as a part of this proposed project.

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1.3 Location Map Showing Location of the Proposed Project.

The GCPTCL jetty (existing berth) is located at Latitude 21°41'27.73"N & Longitude 72°30'33.30"E.

The proposed second berth would be located about 500m north of existing GCPTCL berth at

Latitude 21°41'43.98"N and Longitude 72°30'33.02"E. The expansion of the GCPTCL tank farm will

be carried out within the existing GCPTCL site and 39 Ha. diverted plot lying between Lat

21o41’58.27”N, Long 72o31’53.60”E; Lat 21o41’56.54”N, Long 72o37’7.25”E; Lat 21o41’21.56”N,

Long 72o32’14.16”E and Lat 21o41’23.01”N, Long 72o31’57.01”E. The location of GCPTCL tank

farm and berth location is given in Figure 2.

Figure 2: Location of GCPTCL Second Berth and Tank Farm location

1.4 Employment Generation due to the proposed project

Around 500 workers will be employed during the construction phase of the proposed project,

whereas additional 25 personnel will be employed during the operation phase of the project.

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Section 2: Project Details

2.0 Proposed Project Details

The proposed project consists of expansion of the existing onshore and offshore facilities

of the port and terminal to achieve efficient and adequate cargo handling/storage facilities.

GCPTCL being a service provider is in the business of providing facilities for receipt,

storage and dispatch of liquid, gaseous and cryogenic chemical products as per

requirements of customer for import, export and coastal movement of products. GCPTCL

does not carry out any manufacturing activity in its complex.

2.1 Expansion of Existing Jetty

The existing jetty consists of a single berth located along the Gulf of Khambhat. The depth

in front of the jetty (existing berth) is -14.0m CD and the advantage of long tidal variation

enables the vessels to be berthed alongside. Ships with arrival draft up to 13.0 m. in fully

loaded condition can be safely navigated upto the existing berth and remain berthed while

loading/unloading. The existing berth handles liquid, gaseous and cryogenic chemicals

falling in ‘A’, ‘B’ & ‘General’ Classes, including petroleum, petrochemicals, and cryogenic

products. The existing berth is equipped with 4 breasting and 6 mooring dolphins and can

handle vessels upto 75,000 DT with LoA range upto 232m.

Similar to the existing GCPTCL berth, the second berth will be located in Gulf of Khambhat

without having any channel restrictions for navigational purposes. This will save precious

waiting time for the ships while berthing and unberthing. The second berth will be located

about 500 m north of the existing berth. Due to geographical location of GCPTCL jetty,

which is classified as low accretion zone, construction dredging will be required to be

carried out to establish second berth and maintenance dredging for the existing and second

berth to maintain depth of -14.0m CD. The quantity of construction dredge material

generated will be approx. 5.0 million m3, whereas the quantity of maintenance dredge

material will be 0.5 million m3/annum. The proposed berth will consists of a berth head,

breasting dolphins, mooring dolphins, approach trestle with carriage way, connecting

walkway to mooring dolphins and Port Operation Centre (POC) supported on piles. The

second berth will also be designed to accommodate vessel size upto 75,000 DT and will

be equipped to handle liquid, gaseous and cryogenic products.

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The following will be design parameters being considered.

Table 2: Design Parameters of GCPTCL’s second berth

Design Parameter Details

Max. Ship Size (LOA) 232 m

Max. Displacement Tonnage (DT) 75,000 DT

Maximum Draft of ship 13.0 m

Required depth at Jetty -14.0 m CD

No. of Mooring Dolphins 6 nos.

No. of Breasting Dolphins 4 nos.

Mooring Winches 6 nos.

Products to handled Liquid, gaseous and cryogenic products falling in ‘A’, ‘B’ & ‘General’ Classes, including petroleum, petrochemicals, and cryogenic products. The details of products proposed to be handled at jetty (after expansion) are given in Annexure 1.

No. of Loading arms 8 nos.

Jetty Pipelines Dedicated space allocation/pipe racks for products and utility pipelines from landfall point to jetty. About 12 new product pipelines will be laid. Addnl. pipelines for utilities will also be laid.

The berth head will be concrete deck supported on steel structures and steel piles. It will

accommodate following:

Piping and Instrumentation

Each product line will have Emergency Shutdown (ESD) valves on the berth

manifold before connecting to loading arms

Product recovery systems for products

Oily water and slop oil collection system

Utilities (potable water, fire water, slop line, nitrogen supply, instrument and plant air)

Air compressors, air receivers and dryers etc.

Nitrogen purging system

Vapour Recovery Unit

Fire and Gas Detection systems, FM 200 systems

Emergency lighting systems

Audio and visual indication for all general alarms

Manual Call Points (MCP)

Lighting towers

Knock out Drum

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The details of cargo handling capacity presently and after new additional berth is given in

Table 3:

Table 3: Cargo Handling Capacity of the Jetty

Products Existing Approved Cargo

Handling Capacity

Additional Cargo to be

handled

Total Cargo Handling Capacity

(TPA)

Class A 12,86,500 25,80,000 38,66,500

Class B 12,25,000 9,15,000 21,40,000

Class C, G and Miscellaneous 9,30,000 4,44,500 13,74,500

Pressurised Products 37,500 81,500 1,19,000

Cryogenic Products 15,00,000 30,00,000 45,00,000

Total 49,79,000 70,21,000 1,20,00,000

A tentative list of existing and proposed products likely to be handled at the jetty is given

in Annexure 1.

The diagrammatic representation of the expansion to be carried out at the existing jetty is

given in Annexure 2. The construction methodology for expansion of the existing jetty

(second berth) is given as Annexure 3. The footprint area of proposed (second) berth of

the jetty is given as Annexure 4.

2.2 Expansion of Existing Storage Terminal

2.2.1 Storage Tanks

Due to increase in the cargo volumes, the storage capacities in the terminal also needs to

be increased. Presently the total approved safe filling storage capacity of the terminal is

7.23 lakh KL (Total volume of storage tanks: 8.5 lakh KL). Additional tanks are required to

be established to store the additional products planned to be handled at second jetty. The

estimated additional storage capacity required is about 9.0 lakh KL.

The details of the storages tanks after the establishment of proposed storage tanks is given

in Table 4.

Table 4: Storage Tanks (Existing and Proposed)

Products Existing

Approved Storage Capacity

(KL)

Proposed Storage Capacity

(KL)

Total Storage Capacity

(KL)

Class (A, B and General) 5,13,100 4,18,800 9,31,900

Cryogenic Products 3,27,000 4,50,000 7,77,000

Liquid (Under Pressure) 9,900 31,200 41,100

Total Storage Capacities 8,50,000 9,00,000 17,50,000

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A tentative list of existing and proposed product storage tanks is given in Annexure 5.

2.2.2 Raising Ground Level of Diverted Plot using Dredge Material

The proposed storage tanks will be located distributed within the existing GCPTCL site and

the 39 Ha diverted plot. It is proposed to raise and develop this 39 Ha plot area for

establishment of additional storage tanks and raise the ground level (GL) of the plot by 1.5

m (avg.) to match the GL of GCPTCL complex. Dredged material from construction

dredging will be utilised for raising the GL of the 39 Ha plot. The quantity of dredged

material required to raise the level of diverted plot will be 0.6 million m3 (approx.) and the

balance dredged material will be disposed at the GMB approved dredge disposal location.

The methodology to be adopted for raising the GL of the plot is given in Section 3.0 of

Annexure 3.

2.2.3 Shore Protection Measures

Shoreline changes induced by erosion and accretion are natural processes that take place

over a time scale. They may occur in response to events, such as wave and tidal action,

currents, storms etc. The wave and tidal action, currents etc. are natural forces that easily

move the unconsolidated sand and soils in the coastal area, resulting in rapid changes in

the position of the shoreline. As proposed, GCPTCL is planning to develop the 39 Ha. of

diverted plot, located along the shoreline of Gulf of Khambhat, for establishing the

additional storage tanks for storage of products permitted as per the Annexure II of CRZ

Notification (2011). To protect the shoreline and the storage tanks from erosion and to

restrict the ingress of flood water in the project area, it is proposed to implement shore

protection measures. The various shore protection alternatives considered is given in

Annexure 6.

2.2.4 Scouring Protection Measures

GCPTCL Port Terminal located along the Gulf of Khambhat is prone to high currents. Due

to these high currents, constant scouring is observed around the piles of existing berth.

Scouring is local lowering of seabed elevation that takes place around structures that are

constructed in flowing water. Due to constant scouring, the bed material around the piles

may get removed, which may affect the structural stability of piles, thereby affecting the

overall stability of the jetty. To prevent scouring of the seabed in the vicinity of the jetty, it

is proposed to implement scour protection measures at the existing and proposed berth.

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The preventive measures being explored to avoid the scouring of seabed soil around piles

is given in Annexure 7.

2.2.5 Proposed Tank / Truck Gantry

An additional tank/truck gantry is proposed for dispatch and receipt of additional products

to/from various industries. The new tank/truck gantry will consist of eight (08) bays to

handle cryogenic/petroleum products and sixteen (16) bays to handle chemical and

petrochemical products. All the bays will be designed for top loading through loading arms

(with spring loaded dead-man valve for all products) and for bottom unloading through

unloading hoses. The associated facilities will comprise of pumps for loading / unloading

of products.

2.2.6 Truck Parking Area

With the increase in tank/truck movement for transportation of products, an additional truck

parking area will be provided to avoid parking of trucks on the main roads or State Highway,

which passes outside the terminal. The parking area will consist of recreation rooms with

sanitation facilities, canteen facilities etc. The existing tank/truck entry gates will be used

for access to the proposed tank/truck gantry and truck parking areas.

2.2.7 Product transfer pipelines outside B/L of GCPTCL

It is proposed to transfer some of the products to nearby industries in Dahej and other

areas through product transfer lines outside the GCPTCL battery limit (B/L). Certain

additional pipelines are to be established to cater this need. The tentative list of some

of the proposed pipelines are given in Table 5. These pipelines will not pass through

any of the eco-sensitive areas.

Table 5: Product transfer pipelines details outside B/L of GCPTCL.

S. No.

Product Pipeline Laid from

GCPTCL to MOC

Pipeline

Size (Inch)

Existing

1 Propane RIL, Dahej CS 6

2 Propylene/Nitrogen RIL, Dahej CS 4

3 Naphtha RIL, Dahej CS 10

4 Caustic RIL- Dahej CS 12

5 Naphtha IOCL- Baroda CS 14

6 Xylenes (Px) RIL- Dahej CS 12

7 Glycols (MEG) RIL- Dahej SS 8

8 Naphtha OPAL, Dahej CS 12

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S. No.

Product Pipeline Laid from

GCPTCL to MOC

Pipeline

Size (Inch)

9 Caustic* GACL, Dahej CS 12

10 Butadiene/LPG* Dahej SEZ/PCPIR CS 10

11 Class A/B/LPG* Dahej SEZ/PCPIR CS/SS 10-14

Proposed

1 Propane/Propylene Dahej SEZ/PCPIR CS 6-12

2 Propane/Butane/

LPG

Dahej SEZ/PCPIR, IOCL- Koyali

CS 6-12

3 Ethane/Ethylene/

LNG Dahej SEZ/PCPIR CS/SS/LTCS 6-12

4 EDC RIL, Dahej CS 6-16

5 Chemicals and Petrochemicals

RIL,Dahej ,Dahej- SEZ/PCPIR

CS/LTCS

6-16

(4 nos. of Pipelines)

6 Petroleum products

RIL,Dahej ,Dahej- SEZ/PCPIR

CS/LTCS

6-16

(4 nos. of pipelines)

* Pipelines to be laid but approved in EC & CRZ Clearance dated 27.01.16

2.3 Utilities

2.3.1 Power Requirement

GCPTCL is currently using 2,900 kVA of power supplied by Dakshin Gujarat Vij Company

Ltd. For the expansion project, the power requirement will increase to 4,350 KVA (approx.),

which will also be sourced from Dakshin Gujarat Vij Company Ltd (Gujarat State Electricity

Board). The exact requirement of power will be worked out during the detailed engineering

phase. Currently, standby DG set of 2,000 kVA (existing) is available to meet emergency

requirement during grid power failure. For the proposed project, provision for additional

standby DG sets (2 nos. of 2000 KVA each) will be made available to meet emergency

requirement.

2.3.2 Water requirement

The water required for existing port terminal is supplied by GIDC. GIDC has sanctioned to

supply a maximum quantity of 1,590 m3/day of water. The present water consumption is

about 800 m3/day. The total water required for construction and operation of the facility

after the proposed expansion will not exceed 1,590 m3/day. During hydro testing the one

time water demand may increase for the proposed expansion, but the water quantity during

normal operations (after expansion) will not exceed 1,590 m3/day. The water supply

permission letter is annexed as Annexure 8.

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2.3.3 Land

The total area of the GCPTCL plot is 151.58 Ha. It is also proposed to develop the

additional 39 Ha of the diverted plot for establishing additional storage tanks. This makes

the total area of existing and proposed development would be 190.58 Ha. The site layout

plan of GCPTCL plot is shown in Annexure 9. The land area utilisation break up is

presented in Table 6.

Table 6: Land Area Utilisation Breakup

Sr. No. Facilities Area (Ha)

1 Existing Facilities (Storage Tanks, Truck Gantry, Truck Parking Area, Administration Building, Hostel etc.)

93.0

2 Proposed Facilities (Storage Tanks, Truck Gantry, Truck Parking Area, New Administrative Buildings, proposed roads, pipelines, peripheral approaches around the tanks etc.)

46.7

3 Greenbelt 35.0

4 Future Expansion 15.88

Total 190.58

2.3.4 Equipment and Utilities Modification

The adequacy of the existing utilities such as electrical, firefighting, air, water, nitrogen (N2),

etc. will be checked whether the same could be utilised for the proposed project. If not, the

same shall be augmented. Telecommunication, DCS, control systems and instrumentation

etc. shall be designed and installed.

2.3.5 Safety Systems

The following safety measure shall be provided at GCPTCL to ensure that the safety

standards are in line with the current best industry practices.

Remote operated valves (ROV’s) will be provided in each pipe connecting to the tank

bottom.

Reliable tank level instrumentation, alarm and safety interlock system will be provided

using guided wave radar type level transmitters.

Fixed water spray system will be provided for MS tanks as per OISD guidelines.

Semi-fixed foam system with suitable heat detection and alarm system will be

provided to ensure timely application of foam to prevent escalation of rim seal fires.

Emergency push buttons to stop loading pumps and close tank outlet valves will be

provided at safe locations in the terminal to limit the quantity of fuel released in case

of a leak.

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All storage tanks will be constructed as per applicable ASTM / API Code.

Safety valves with safety hatch will be provided on each tank as per design code.

Instrumentation for plant control and emergency shutdown system will be provided.

100% redundant system for controls will be provided.

UPS system for control room & instrument systems will be provided.

Leak detectors & alarm system will be provided.

Regular training will be provided to operators for safe plant operations & emergency

shutdown procedures.

Scheduled regular monitoring of storage tank & pipeline thickness measurements will

be done using Ultrasonic thickness measuring instruments.

Periodic inspections of storage tanks will be done.

Mock drills for handling emergency will be conducted.

A PLC will be installed in the POC to control the loading arms for safe and easy

transfer of products. Each loading arm will be provided with a Powered Emergency

Release Coupler (PERC) to avoid the possibility of leak. The loading arms will be

designed to accept a certain movement of vessel. In an event of high tidal effect or if

the movement exceeds certain limits, Emergency Shut Down System (ESDS) will be

activated and all cargo operations are stopped. If the vessel's movement increases

even further, the Powered Emergency Release Coupler (PERC) system will be

activated and loading arms will be disconnected immediately.

Fire protection facilities shall be provided fully meeting the requirements of Oil Industry

Safety Directorate Standard (OISD-117). These include the following:

Fire water storage tanks;

Main fire water pumps and jockey pumps;

Fire water network with hydrants, monitors and medium-velocity sprinkler systems;

Fixed foam system;

Mobile firefighting equipment;

Portable fire extinguishers;

Fire detection & alarm system including manual call points; and

Medium velocity spray will be provided for full length of gantry as per OISD/MBLR for

firefighting. Network of water hydrant/ monitor will also be provided all around the

gantry.

Fire and gas detectors are provided in the pipeline pump house with safety interlock

to shut down the pumps in case of hydrocarbon leak.

An Emergency Management System has been provided in total operation

management and in emergency, on operating ESD switch, all operation in the terminal

will stop the pumps and close the motor operated valves at the tank outlets.

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Mutual Aid Agreement

GCPTCL has entered into an agreement for mutual aid with the neighboring industries for

assistance in the event of an emergency. The members can be called directly with

information to Disaster Management Center (DMC) for further co-ordination. The members

include RIL, Birla Copper, GACL, Petronet-LNG, ONGC (C2-C3), OPAL & Torrent.

The mutual aid members shall:

Respond promptly to the emergency call as and when communicated.

Send their fire tenders/ crew members along with necessary supplies/ materials at

the site of incident (as requested) and report at GCPTCL Security Gate and get

instructions from security/fire officers on duty. These resources and personnel shall

be deployed as directed by site.

Main Controller.

The respective crew in–charge of the mutual aid members shall be responsible for

safety of their crew engaged in emergency operations.

DMC / DEFS organizes regular meeting.

2.4 Port Control and Operation/Control Room for Storage Terminal

A new Port Control and Operation Centre (POC), a critical navigation support unit of

GCPTCL’s vessel operations, will be established to control the ship movement, berthing,

un-berthing and departure of vessels from the second berth. This state-of-the-art facility

will leverage the latest navigation assistance tools and technologies to track and examine

wide-ranging nautical, meteorological and geographic information in real-time. The POC

will also monitor and control the firefighting system and loading operation at port side.

Trained personnel for operation of second berth will be suitably added to the operations

team.

A new central operations control room will be established to control the loading/unloading

operations at the tank/truck terminal. The Control room would be equipped with equipment,

mounted in multi-function rack mount cabinets to allow updating of operational data. All the

MOV’s and product pumps can also be operated (start/stop) from control room in remote

mode.

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Section 3: Environment Management

3.0 Environment Management

Environmental and safety policies are an integral part of GCPTCL’s Port & Terminal

operations from the inception stages of handling and storing smaller parcels of chemicals

all the way to large-scale operations. GCPTCL facilities are carefully designed to be safe

for both employees, people residing nearby, its customers and environment.

GCPTCL’s jetty has a state of art infrastructure with fully automated control rooms; storage

tanks utilities etc. which are engineered to have a safe working environment in accordance

with local regulations and the company’s high level operating standards. Stringent safety

procedures, applicable to both company’s and sub-contracted employees are practiced.

GCPTCL has also made large investments in automation and installation of advanced

safety equipment and fire protection systems, which are maintained regularly.

Adequate and preventive measures are in place to control various emissions within

permissible limits. Company’s policy and prime aim is to ensure that Environment, Safety

and Health Norms are strictly adhered to. Company has obtained ISO 9001:2008, ISO

14001:2004 & OSHA 18001:2007.

3.1 Air Environment

During the construction phase, there will be marginal increase in dust and gaseous

emission due to movement of equipment at site, operation of construction equipment, dust

emitted during leveling, grading, earthworks, foundation works and other construction

related activities. To supress the dust emissions, water will be sprinkled in the high dust

prone areas and to minimise gaseous emissions, only well-maintained construction

equipment having valid PUC certificates will be employed.

The operational phase of the proposed project involves receipt, storage and distribution of

liquid, gaseous and cryogenic products. DG sets proposed to be installed will be used only

during emergencies. Emissions from DG sets shall be vented out through the stack of

adequate height (CPCB norms) and will be monitored. The liquid, gaseous and cryogenic

products will be carefully handled and stored in a closed system (pipelines/tanks), thereby

preventing any direct losses/releases into air. The fugitive emission sources from the

proposed project will be pumps & compressor seals, control valve glands, flanges & fittings

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connectors etc. These source locations will be monitored regularly for fugitive emission of

VOC inline with the existing LDAR programme, which will be amended to include the

proposed project. Leaks, if any identified, will be attended as given in the repair schedule

of LDAR programme. The other component of fugitive emissions are contributed by storage

tanks through evaporation / breathing losses. The VOC control measures at the storage

tanks such as floating roofs / conical floating roofs to reduce HC/VOC losses, storage of

benzene with conical floating roof tanks and vapour recovery systems, regular inspection

and proper maintenance of floating roof seals etc., will be sufficient. Addnl. flare (safety

device) will be installed to safely burn the excess HC gases from atmospheric or

pressurised storages. Ambient air monitoring will also be carried out at the boundary of the

premises at regular intervals.

3.2 Effluent Collection, Treatment and Disposal

The effluent generated from cleaning operations of storage tanks or random leakages/spills

at the existing Port Terminal are treated in the Effluent Treatment Plant (ETP) of a designed

capacity of 125m3/day. The existing ETP consist of an Equalization tank, Dissolved Air

Floatation system, Flash Mixer with Flocculation tank, Sand Filter, Activated Carbon Filter,

Slop Oil and Sludge Handling Systems. The present-day effluent generation quantity is

5m3/day. The additional effluent from the proposed projects, if generated from cleaning

operations or random leakages/spillages will also be treated in the existing ETP units, as

it has sufficient capacity to accommodate addnl. hydraulic load. The overall effluent

generation after the expansion will be within approved quantities of 125 m3/day. GCPTCL

is a ‘Zero Liquid Discharge’ site. The treated effluent from the ETP, after meeting GPCB

standards, is being reused/recycled within the site either for floor washings or in greenbelt

development.

The operational philosophy of effluent collection, treatment and disposal systems are given

below:

1. The effluent generated during spills, leakages, tank wash or tank cleaning etc. is

collected in Process Waste Sewer (PWS) sump and transferred to ETP through

pumps for treatment.

2. The effluent generated during tank drains or pig wash is collected in Oily Waste

Sewer (OWS) sump and transferred to ETP through pumps for treatment.

3. The collected effluents are treated in the ETP and utilised for greenbelt development

inside the premises after all the parameters are well within the prescribed limits of

GPCB.

The jetty area has been declared as ‘No waste disposal area’. All the vessels visiting the

jetty will have their own sewage treatment plant. They will also not be allowed to discharge

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any sort of waste like bilge, chemicals, fuels, oil, grease, petrochemicals, waste washing

and sewage in the jetty area. In case of any spillage in the jetty area during

loading/unloading operations, the spills will be drained and collected in the slop tank. The

spills collected in the slop tank will be pumped either to the respective storage tanks or

treated in the ETP.

Sewage from the administrative building will be routed to the septic tanks followed by soak

pits and the sludge generated from septic tanks will be dried and used a manure in the

green belt.

3.3 Soil Environment

During the construction phase, the impact on soil will be due to spillages/leakages of fuels,

oils, chemicals, paints etc. in storage area or from equipment in maintenance areas. The

fuels, oils, chemicals, paints etc. required for the proposed project will be stored in existing

storage area which are provided with concrete flooring with containment facilities. The

equipment/machineries/vehicles will be serviced in workshops, which are concrete lined

and provided with drainage systems. Hence the impact of soil contamination due to

spillages/leakages will be negligible. The spills, if any from these areas, will be routed from

the containment/drainage facilities to ETP for treatment.

During the operation phase, the spills/leakages of chemical/petrochemical/petroleum will

be either during filling or overflow from tankers in the loading/unloading bays. The loading

arms will be provided with Dead Man Anchor. If the loading arm is left unattended while

filling, the tanker loading will stop. This will ensure that filling is done under supervision.

The loading arms will also be provided with overfill sensors to prevent spillage due to

malfunction, if any. ESD will be provided in the gantry area to shut down the

pumping/dispatch system in case of emergency. The flooring of the loading/unloading bays

will be concrete lined and provided with oily water sewers (OWS) to collect the spills. The

spills from these areas will be treated in ETP.

The impact on soil due to raising the ground level in the diverted plot by using the dredge

material will be determined during the EIA studies.

3.4 Hazardous waste

Due to the proposed expansion, the additional hazardous waste generated will be disposed

in line with the provisions given in Hazardous and Other Wastes (Management &

Transboundary Movement) Rules, 2016. For safe disposal of hazardous waste, the

Company has obtained membership from M/s Bharuch Environment Infrastructure Limited

(BEIL), Ankleshwar for landfill at TSDF or for incineration. The quantities of hazardous

waste generated after expansion projects is given in Table 7.

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Table 7: Hazardous Waste before and after Expansion

Sr. No.

Type of Waste

HW before expansion

HW waste after

expansion

Category Disposal

1 Used or Spent Oil

250 lit/month

600 lit/month

5.1 Collection, Storage within factory premises, Transportation, incineration at any common incinerator once in a year.

2 ETP Sludge 0.5 MT/month

1.2 MT/month

I-34.3 Collection, Storage within factory premises, Transportation and final disposal at common TSDF by M/s.BEIL.

3 Discarded Containers/Barrels/Liners

5 nos./month

15 nos./month

I-33.3 Collection, Storage within factory premises, and returned to the party or sell out to authorized dealers.

4 Used foam pig of chemical

500 kg/month

1200 kg/month

II-E1 Collection, Storage, within factory premises and transportation, incineration at common incinerator/BElL.

5 Oily soaked cotton & other waste

50 kg/month

130 kg/month

I-5.2 Collection, Storage within factory premises and transportation, incineration at common incinerator/BElL.

6 Asbestos Waste i.e. Sheet hand Gloves etc.

100 kg/month

210 kg/month

II-B-21 Collection, Storage within factory premises, transportation, and final disposal at common TSDF by M/s BElL.

7 Broken Glass i.e. Tube lights/Glass/ Starters/ Lamps etc.

50 kg/month

120 kg/month

II-A-6 Collection, Storage within factory premises, transportation, and final disposal at common TSDF by M/s BElL.

8 Tank Sludge-Iron Sludge

500 kg/month

1200 kg/month

I-3.2 Collection, Storage within factory premises, transportation, and final disposal at common TSDF by M/s BElL.

3.5 Marine Environment

Some of the activities such as design of the proposed berth, piling activities, spillages of

construction material, spillages of liquid chemical products being handled at the berth etc.

will impact the marine environment. However, these impacts will be considerably minimized

during the design, construction and operation phase of the proposed berth. The foundation

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of the proposed berth will be designed for specific seismic loads (seismic zone III) as per

the relevant IS standards (Criteria for Earthquake Design of Structures). The jetty will be

established on piles to considerably reduce the hydraulic and morphological changes

around the jetty area. The use of vibro-hammers during piling will considerably minimise

the noise levels. The operational noise levels of construction equipment and activities will

be minimised through proper lubrication, muffling and use of modern equipment /

technology to minimise the impact. Nets, barricades etc. will be provided in the area of

transfers and construction activities to avoid spillages of materials in the intertidal and

subtidal areas. Manual transfers will be avoided as far as possible. The movement of the

construction barges carrying construction materials and machineries will be well planned

so that the navigational channel is not crowded with too many vessels so that the accidents

and subsequent spillages of materials and fuel are avoided.

Oil/chemical spill may occur during cargo transfer operations from loading arms, cargo tank

overflow, collision or grounding of vessels. The proposed berth will be designed for ‘zero

leak’. Due care will be taken while handling the liquid products during loading / unloading

operations. The loading arms at the berth will be provided with Powered Emergency

Release Coupler (PERC) to avoid the possibility of leak. The loading arms will also be

equipped with Emergency Shut Down Systems (ESDS) to stop all the cargo operations, in

case of any emergency or rough weather. This will avoid accidental discharges at the berth.

GCPTCL already has a well-established ‘Oil Spill Management Plan’ which provides a

visible form of information, thus reducing the chance of oversight or error during the early

stages of dealing with an emergency situation. The Oil Spill Response Plan is a strategy

well evolved to identify emergency organisation structure, responsibilities, communications

and procedures to respond to oil spill emergencies in the marine area. It also delineates

the machinery, equipment and facilities that are to be maintained in readiness at all times

to handle any emergency and mitigate its adverse impacts.

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Section 4: Site Analysis

4.0 Site Analysis

4.1 Connectivity

By Road

The site is located adjacent to four lane State Highway No. 206 (SH - 206), which finally

connects to State Highway No. 6 (SH – 6) i.e. SH from Lakhpat to Valsad via Dahej. The

site is also 55 kms away from National Highway No. 8 (NH 8) i.e. NH from Delhi to Mumbai,

which passes through Bharuch.

By Air

The nearest airport is located at Vadodara, which is about 130 kms from the site.

By Rail

The nearest Railway Station is at Bharuch, which is about 50 kms from the site. The

port/terminal connects the Northern, Central and Western Railway link. Plans are afoot to

convert the existing Narrow Gauge Railway Line between Dahej & Bharuch Junction into

broad gauge, one that will connect Dahej directly to all destinations of India.

By Sea

GCPTCL has a modern liquid, gaseous and cryogenic cargo handling terminal in operation.

The expansion of the existing project will envisage more ship traffic in terms of increase in

number of ships. The present terminal is situated at a strategic location, which will allow

larger ships having enough draft. With existing ship traffic, the port terminal has enough

room to accommodate more ships. Heavy congestion at Mumbai and Kandla port for

handling chemical cargo has already generated demand for an alternate strategic location

with ultra-modern port facility. The convenient route of Gulf of Khambhat and the demand

for the new business development in the chemical export / import business encourage

more ship transport of such material at this strategic location.

4.2 Land Form, Land Use and Land Ownership

The Port Terminal is owned and operated by GCPTCL. The jetty (existing berth) falls within

the jurisdiction of the Dahej Port limit of Gujarat Maritime Board (GMB), whereas the

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storage terminal is located in the industrial area notified by GIDC. The proposed (second)

berth will be established 500m north of existing jetty i.e. within the Dahej Port limits,

whereas the proposed storage tanks will be located partially within the existing GCPTCL

site and the 39 Ha. diverted plot.

4.3 Infrastructure

Infrastructure is well developed for the complex namely canteen, administration block, QC

lab, utility block, electrical substation, warehouse, engineering store, engineering

workshop, tank farm, effluent treatment plant and raw and fire water storage tanks, Fire

station etc. Additional infrastructure facilities required for the proposed expansion such as

additional tank/truck gantry, truck parking areas, central control room, new administrative

buildings, HSEF building etc. will be established within the existing GCPTCL complex.

4.4 Climatic data of the region

Climate of the region is hot and humid. It is influenced by surrounding estuary and sea.

The maximum temperature during summer and minimum temperature during winter are

reported to be 40°C and 12°C respectively. Predominant wind directions varies from South

and South-West and North-East direction and average rainfall in the region is about 1200

mm.

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Section 5: Project Schedule and Cost Estimate

5.0 Project Schedule and Cost Estimate

5.1 Project Schedule

Start Date : Upon obtaining Environmental and CRZ Clearance

Completion Date : The second berth and all tankages will be commissioned within

4-7 years from the date of grant of Environmental and CRZ

Clearance.

5.2 Estimated project cost:

The capex for expansion of existing GCPTCL Port Terminal is approx. INR 2,500 crores

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Section 6: Conclusion

6.0 Conclusion

Considering the industrial development in Dahej - SEZ/PCPIR/DMIC and to cater

traffic of hinterlands, the expansion of existing jetty and storage facilities is needed to

cater to market demand, which would add value to the industry and nation.

With the Environmental Management Systems and Oil Spill Management System in

place, there will be no significant impact to environment due to the expansion of

existing jetty (by setting up second berth) and storage terminal (by establishing

additional storage tanks) at existing GCPTCL Port Terminal.

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Annexures

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Annexure 1

Cargo Handling Capacity after Expansion of the Existing Jetty

Sr. No.

Products

Existing Cargo

Proposed Addition

Total Cargo

Handling

(TPA)

Cryogenic Products

1 Cryogenic Products: LPG, Propane, Butane, Propylene, Ethane, Ethylene, LNG etc.

15,00,000 30,00,000 45,00,000

Pressurised Products

2 Butadiene, Butane-1 30,000 80,000 1,10,000

3 Vinyl Chloride Monomer (VCM) 7,500 1,500 9,000

Class A, B, General & Miscellaneous Products

4 Ethylene Dichloride (EDC) 50,000 4,50,000 5,00,000

5 Paraffins ( Light, Normal & Heavy) 25,000 30,000 55,000

6 Alcohol group; Ethanol / Butanol / Iso Nonanol /Methanol etc.

2,14,000 2,00,000 4,14,000

7 White Petroleum Products (Naphtha / MS / HSD / SKO / LDO)

8,00,000 18,00,000 26,00,000

8 Benzene / Cumene 60,000 1,00,000 1,60,000

9 Xylenes (Meta, Ortho and Para) 10,00,000 6,00,000 16,00,000

10 Caustic Lye / Vegetable Oils / Fatty Alcohols

1,00,000 50,000 1,50,000

11 Aniline / Glycols 7,00,000 3,00,000 10,00,000

12 N-Hexane / Heptane / Butane / Cyclohexane / 2-Ethyl Hexanol (2EH)

11,500 30,000 41,500

13 Styrene 50,000 80,000 1,30,000

14 Pyrolysis Gasoline 5,000 55,000 60,000

15 Propylene Oxide 50,000 nil 50,000

16 Linear Alkyl Benzene (LAB) 10,000 nil 10,000

17 Acetic Acid 1,13,000 1,50,000 2,63,000

18 Methyl Tert-Butyl Ether (MTBE) 10,000 nil 10,000

19 Octene-1 / C9 24,000 nil 24,000

20 Toluene 60,000 nil 60,000

21 Methyl methacrylate (MMA) 6,000 nil 6,000

22 Cyclohexanone 8,000 nil 8,000

23 Ethyl Acetate 25,000 nil 25,000

24 Ammonia 1,00,000 nil 1,00,000

25

Alcohols (iso-propyl / n-propyl, iso-butyl), Alpha Olefins, Acetone, VAM (Vinyl Acetate Monomer), MIBK (Methyl Iso Butyl Ketone), MEK (Methyl Ethyl Ketone)

20,000 94,500 1,14,500

26

Ethyl Acrylate, Ethyl Benzene, Trichloroethylene, Decene-1, N-Butanol, Nonane, Butyl Acrylate, Paraffin Oil (Light -LPO & heavy-HPO), C10-12, Heavy Aromatic Oil / Solvent, Oils (Furnace, base, lubricant, rubber, palm, soybean, edible), fatty acid, Glycerine / Glycerol, Phenol, Ortho toluidine, C14-17

Total (TPA) 49,79,000 70,21,000 1,20,00,000

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Annexure 2

Layout of the Existing Berth and Proposed (Second) Berth of GCPTCL Jetty

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Annexure 3

Construction Methodology for Second Berth

The construction methodology for the proposed berth is described below:

1.0 Dredging Activity

Construction Dredging

For construction of second berth at the existing jetty, construction dredging will be required

to be carried out to attain sufficient depth i.e. –14.0 m CD in front of second berth for safe

navigation of large size vessels with draft upto 13.0 m. Construction dredging of approx.

5.0 million m3 is required to be carried out.

Maintenance Dredging

The tidal range at Gulf of Khambhat is the largest among the Indian coastline. The semi-

diurnal tides in the Gulf of Khambhat amplify about threefold from mouth to head, whereas

the amplification of diurnal tides is much smaller. Due to the large tidal range, strong

currents are observed in the Gulf. It has been observed that these strong currents cause

morphological (accretion/erosion) changes in the region. These strong currents carry along

with them bed or shore materials, which are likely to deposit in the jetty area/navigational

channel, thereby reducing their depth. Hence maintenance dredging will be required to be

carried out regularly in front of the existing berth, proposed berth and along navigational

channel for safe navigation of vessels to the jetty. The maintenance dredging quantities for

maintaining the depth of -14.0m CD depth in front of the existing berth and proposed berth

will be approx. 0.5 million m3/annum.

2.0 Dredging Methodology

Construction and maintenance dredging will be carried out using Trailer Suction Hopper

Dredger (TSHD) or Dredging with Cutter Suction Dredger (CSD) for dredging of soil, sand

and silt, as there is no rock in the jetty area and navigational channel till the depth of -

14.0m CD.

Dredging with TSHD

TSHD is a self-propelling bottom opening hopper barge with suction pipe fitted for dredging.

The vessel will be positioned with DGPS positioning system at dredging location. The

suction pipe will be lowered and dredging is effected by cutting of soil mass with cutting

blade or teeth and churning it with water jets. The soil water mix is then taken to the hopper

where the soil settles and excessive water overflows after reaching the overflow level.

Dredging operation is stopped when the hopper is filled up with dredged material and the

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TSHD is taken to designated disposal location. In this case, the dredge material will used

for raising the level of 39 Ha. diverted plot and dispose the dredge material at GMB

approved dredge disposal location within Gulf of Khambhat. If the dredged material is

proposed to be discharged at GMB approved dredge disposal location, then the material

is disposed at the disposal location by opening the bottom doors. The TSHD is then taken

back to dredging location and the above operation is repeated till the area is fully dredged

up to desired level. The whole dredging operation is monitored with the help of survey

vessel, which is equipped with multi beam echo sounder and pre-intermittent and post

dredging surveys of bottom profile are taken to monitor the progress of dredging. The

figures given below A3.1 and A3.2 show the dredging and dredge disposal operations by

TSHD respectively.

Figure A3.1: Dredging by Trailer Suction Hopper Dredger

Figure A3.2: Disposal of Dredged Material from TSHD

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Dredging with Cutter Suction Dredger (CSD)

The CSD will be positioned with the help of positioning system and once positioned, its

spud will be lowered and side anchors will be positioned in sea bed with the help of support

tug boat. The rotating cutter head is then lowered to sea bed, which cuts the soil mass

when rotating during swing from one end to other end. The dredge pump is operated to

create water flow and pick the soil particles. The dredged material is disposed through the

floating pipe line into hopper barge. Floating pontoons are fitted with the floating pipe lines

along with suitable anchors so as to keep the pipe lines in position. Hopper barge, when

filled with dredged material, is discharged at designated dumping location. After completion

of each swing, the CSD is taken forward and similar operation is carried out. Computerized

dredge profile monitoring system (DPM) assist in the above dredging operation along with

survey and position monitoring system. The figure showing Cutter Section Dredger is given

in Figure A3.3.

Figure A3.3: Cutter Suction Dredger

3.0 Raising the level of Diverted Plot.

The proposed storage tanks will be located partially within the existing GCPTCL site

(151.58 Ha) and the 39 Ha. diverted plot. The 39 Ha diverted plot will be utilised to establish

the storage facilities that are permitted, as per the Annexure-II in CRZ Notification 2011.

The ground level (GL) of 39 Ha plot is 1 to 1.5 m below the existing GL of GCPTCL Tank

Farm. It is therefore proposed to raise the level of the 39 Ha. plot to the GL of the existing

terminal. The raising of plot will be done by following method.

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Hydraulic Filling

The hydraulic filling method is suitable for granular fill. Generally, this method is used

when filling is carried out from an offshore source.

It is proposed to pump the fill material from a cutter suction hopper dredger. The fill material

is dredged from the borrow source with trailer suction dredger, which is moved to the area

that needs to be raised and then pump the fill material through the discharge pipe.

Bulldozers are used to grade and spread the fill material around the discharge pipe. The

discharge pipe is usually set slightly above the required finished level. Pumping is usually

done with a mixture of fill material and water. After a certain amount of land has formed,

the pipes are extended accordingly. The indicative figure A3.4 given below shows the

methodology for raising the plot level using CSD and pipelines.

Figure A 3.4: Raising the plot level using CSD and pipelines

4.0 Piling (Pile Foundation)

Prefabricated and painted piles in the pile splicing yard will be brought to load out point

using dolly. It will be then be loaded into the material barge at load out jetty. These material

barges will be transported to the location with the help of tugs. Once these piles reach at

the desired location for driving, the crane mounted over jackup will lift the pile from material

pontoon and fix it along the guide according to the alignment of the piles. Once the piles

are pitched along the guide, initially it will start moving downwards along the seabed due

to its self-weight. Then the crane will lift the vibrohammer and fix it on the pile top. The

driving operation of the pile will commence with the help of vibrohammer. Once the pile

shows resistance towards being driven with the help of vibrohammer, the vibrohammer will

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be replaced with the hydraulic impact hammer till the pile is driven upto its desired founding

level. The figure A3.5 given below shows the initial driving of raker piles using vibrohammer

Figure A3.5: Initial driving of Raker piles with Vibro-hammer

5.0 Construction of Mooring/Breasting Dolphins

Berth Platform, Mooring Dolphins, Approach Trestle, Breasting Dolphins will be

constructed as a RCC deck platform supported on driven structural steel piles (raker piles).

The RCC deck will be part pre-cast and part cast-in-situ. Quick Release Hooks (QRH) with

suitable capacity shall be installed on each mooring/breasting dolphin.

The pre-cast units will be constructed in the construction yard.

Sequence of Construction

The following activities are involved in construction of mooring/breasting dolphin:

Driving of steel piles

Cutting of steel piles as per the cut-off level of the piles

Placing of pre-cast slabs – floor slab and side walls

Placing and fixing of reinforcement cage.

Concreting of superstructure infill.

Installation of QRH and catwalks

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6.0 Superstructure

After temporarily bracings are secured enough to take the load of the precast slab units,

the precast slab elements are placed on the piles. The precast slab elements will be

transported through material pontoon from load out jetty. Once the precast slab units are

placed, then the wet joints between the precast elements will be constructed. Then the

precast wall units will be erected. After that, pile plug and infill concrete is done. The

reinforcement will be tied as per the bar bending schedule and after checking concrete will

be poured.

7.0 Construction of approach trestle

The distance between the berth location to knuckle platform via the main approach trestle

is approx. 700 m. The approach trestle will comprise of small modules, each having the

length of 10 m, which will be fabricated at fabrication yard and will be assembled at site to

form a single unit viz. approach trestle of 700m long. Knuckle platform is the location where

the new approach trestle and piperack would be taken out towards second berth from the

existing approach trestle.

Each module will be fabricated with pipelines, supports, walkway structure etc. at the

fabrication yard.

Each module will be supported on group of 6 piles and the piles will be at an interval of

approx. 10.0 m for the entire stretch between main approach trestle and berth platform.

The piles will be provided with a pile cap on which the approach trestle modules will be

placed. The pile cap will be fabricated as per drawing and transported to site and the

installation of pile cap is completed prior to the installation of approach trestle module. The

following sequence shall be carried out for installation of pile cap & trestle module.

The crane barge will be positioned near the pile and necessary preparation such as

fixing of temporary support and guides will be done on top of approach trestle piles,

and the piles are then made ready to install the pile cap and necessary cutting will

be done to remove the extra length from top of pile followed by edge preparation.

The pile cap will be lifted by the crane from transportation barge as per approved

rigging plan and positioned on the top of the pile using guides and supports.

After positioning the pile cap at the correct location, the pile cap will be temporarily

locked and the field welding of the pile cap with the pile is carried out.

Once the field welding of pile cap with the pile is completed, applicable Non-

Destructive Test (NDT) followed by field painting will be carried out. Then the

temporary supports and guides will be removed from pile and the crane barge shall

be shifted to other location.

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Once the pile caps are installed, the fabricated approach trestle module will be sea

fastened on the transportation barge and transported from load out point to the site

and moored alongside of the crane barge.

The installation barge will be positioned in between the two piles where the trestle

module is to be installed.

Once the barge is positioned as per approved mooring pattern, after assessing the

prevailing sea, wind and water current condition, the sea fastening of the structure

will be removed and the trestle module will be lifted by the crane from barge as per

the approved rigging plan.

The crane lowers the trestle module on top the pile cap where the supports are

already provided.

Final alignment of trestle will be done by the same crane to ensure that all four legs

of the module are placed uniformly on the pile cap and that the guide supports are

provided as per drawing before releasing the crane.

Similarly all the trestle modules are installed one after another

Once the approach trestle is formed, pipelines laid on the trestle to the second berth

will be hydro tested for mechanical integrity. Also the other works like fixing of cable

trays, laying of power cables & instrument cables shall be carried out in approach

trestle.

The mooring dolphin and breasting dolphin will be installed on piles. The dolphin

platform will be fabricated as per drawings at the fabrication yard. The pile cap which

is to be welded to the pile will be an integrated part of the dolphin structure. The

structure will be fabricated and transported to the load out point.

The fabricated platform structure is sea fastened on the transportation barge and

transported from load out point to the site and moored alongside of the crane barge.

The installation of dolphin platform will be similar to berth platform but only size of

platform will be very small compared to the berth platform.

Quick release mooring hooks and capstans will be fitted on the platform. Rubber

Fenders fastened to supporting structure are installed on the sea side of the

breasting dolphins to enable the berthing of vessels.

8.0 Berth Platform Installation

The berth operating platform structures will be fabricated as per drawings at the fabrication

yard. The pile cap which is to be welded to the pile will be an integrated part of the platform

structure. The structure will be fabricated and transported to the load out point.

The fabricated platform structure will be sea fastened on the transportation barge and

transported from load out point to the site and moored alongside of the crane barge.

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Once the grouted pile has attained sufficient strength to take the load of the platform

structure / service platform, the erection activity will commence as per the sequence given

below.

Necessary preparation such as fixing of temporary support, guides will be done on

the top of pile and cutting shall be done to remove the extra length from top of pile

and followed by edge preparation.

Upon assessing the prevailing sea, wind and water current condition, crane barge

will be placed near the platform pile location as per approved mooing pattern

subsequently the sea fastening is removed and the fabricated platform structure is

lifted by the crane from transportation barge as per the approved rigging plan.

The crane will lower the fabricated platform structure and position it on the top of the

piles using guides /supports and ensure that the structure is placed as per the

drawing / orientation etc.

After positioning the platform structure at the correct location, the structure will be

temporarily locked and the field welding of the structure with pile is carried out.

Once the welding of platform structure with pile is completed, applicable NDT

followed by field painting is carried out. Then the temporary supports and guides are

removed from pile and the crane shall derelease the lifting hook from platform

structure.

Concrete slabs will be pre casted in the fabrication yard & transported to the site as

and when required. The slabs shall be installed on the platform structure and aligned

by crane. Foundation bolts for equipment’s and insert plates for pipe and cable tray

supports will be embedded on the concrete slabs.

Once the platform is ready with the deck slab, top side facilities like equipment’s,

pipelines, electrical and instrument cables and loss prevention items are installed on

the platform as per approved drawing. All these activities shall be carried out by

crane barge

Inter Connecting bridge is a steel structure which provides access to the berth operating

platform from the approach trestle. It carries a walkway of clear width approx. 1.2 m and

branch pipelines from the main approach trestle to the berth piping manifold. The inter

connecting bridge will be supported on berth platform and approach trestle pile. With the

help of catwalks and inter connecting bridges, berth operating platform, service platform

and approach trestle are connected to each other. Once the berth platform is installed,

other topside facilities on the platform such as equipment’s, loading arms, piping manifold,

slop tanks, electrical, control systems and loss prevention items will be installed by crane

barge positioned alongside of berth platform.

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Annexure 4

Pile Footprint Area of Second Berth (Concrete Piles)

Sr. No. Piled Structure Nos. Pile Diameter

(m) No. of Piles

Foot Print Area (m2)

1 Approach Trestle 1 1.59 325 646

2 Berth Operating Platform

1 1.79 26 65

3 Mooring Dolphins 6 x 10 1.59 60 119

4 Breasting Dolphins 4 x 12 1.59 48 95

5 Loop Platform 3 x 10 1.59 30 60

6 Service Platform 1 1.59 16 32

7 Control Room/Station 1 1.59 16 32

TOTAL AREA 1049

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Annexure - 5

Capacities of Existing and Proposed Storage Tanks

Sr. No.

Product Tank Type MoC Existing Tanks Proposed Tanks Total Tanks

Nos. Tank

Capacity (KL)

Nos. Tank

Capacity (KL)

Nos. Tank

Capacity (KL)

Liquid (Under Pressure)/Cryogenic Products

1 Propane

Sphere CS 1 2,600 1 2,600

Double wall LTCS 1 50,000 1 50,000

DWST LTCS

1 35,000 1 35,000

DWST LTCS

1 50,000 1 50,000

Sphere CS

2 5,200 2 5,200

2 Butane

Sphere CS

2 5,200 2 5,200

DWST CS/

LTCS

1 30,000 1 30,000

DWST CS/

LTCS

1 50,000 1 50,000

3 Propylene Sphere CS

1 2,600 1 2,600

DWST LTCS

1 30,000 1 30,000

4 Vinyl Chloride Monomer (VCM)

Sphere CS

1 2,600 1 2,600

5 Liquified Petroleum Gas (LPG)

Sphere CS 1 2,600 1 2,600

DWST LTCS 1 30,000 1 30,000 2 60,000

Sphere CS 1 2,600 1 2,600

6 Ammonia DWST LTCS 2* 33,000 2 33,000

7 Ethane DWST LTCS 2* 2,14,000 2 2,14,000

8 LNG DWST LTCS 1 1,80,000 1 1,80,000

9 Ethylene DWST LTCS 2 45,000 2 45,000

Class A/B/C/G and Miscellaneous Products

10 Butadiene Sphere CS 2 4,700 2 4,700

Sphere CS

5 13,000 5 13,000

11 Ethylene dichloride (EDC)

Conical Floating

roof CS 2 10,600 2 10,600

Conical Floating

roof CS 1 3,800 1 3,800

Conical Floating

roof CS 1 6,400 1 6,400

Conical floating roof

CS

4 80,000 4 80,000


CS

1 5,000 1 5,000

12 Octene-1/NP Floating

roof CS 2 5,300 2 5,300

13 Glycols (DEG / MEG / TEG)

Conical roof

SS 2 4,000 2 4,000

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Sr. No.


Nos. Tank

Capacity (KL)

Nos. Tank

Capacity (KL)

Nos. Tank

Capacity (KL)

Dome Roof CS 2* 64,000 2 64,000

Fix Roof CS 1 10,000 1 10,000

14 Methyl Tertiary Butyl Ether (MTBE)

Conical Floating

Roof CS 1 10,700 1 10,700

15 Caustic

Conical roof

CS 2 9,000 2 9,000

Conical roof

CS 1 5,000 1 5,000

16 Palm Fatty Acid Distillate (PFAD) Veg. Oil

Conical Roof

CS 2 9,000 2 9,000

17

Naphtha

Floating roof

CS 6 96,000 6 96,000

Floating roof

CS 2 15,300 2 15,300

Floating roof

CS 3 68,100 3 68,100

Floating Roof

CS 2 57,800 2 57,800

18 Styrene Conical

roof CS 1 7,200 1 7,200

19 Propylene Oxide

Dome roof CS 1 3,300 1 3,300

Dome roof CS 2* 7,000 2 7,000

20 Acetic Acid

Conical roof

SS 1 9,100 1 9,100

Conical roof

SS 1* 4,000 1 4,000

Conical roof

SS 1 10,000 1 10,000

Conical roof

SS 1 5,000 1 5,000

21 Methanol

Conical Floating

roof CS 1 3,800 1 3,800

Conical Floating

roof CS 2 3,400 2 3,400


CS 1 10,700 1 10,700


CS 1* 24,000 1 24,000


CS 2* 38,000 2 38,000

22 Cyclohexanone Conical

roof CS 1* 4,000 1 4,000

23 Xylenes (Px, Mx, Ox)

Floating roof

CS 2 83,700 2 83,700

24 Ethyl Acetate Conical

Roof SS 2* 4,000 2 4,000

25 Toluene Conical

floating roof CS 1* 5,000 1 5,000

26 Benzene


CS 1* 5,000 1 5,000


CS 2 20,000 2 20,000

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Sr. No.


Nos. Tank

Capacity (KL)

Nos. Tank

Capacity (KL)

Nos. Tank

Capacity (KL)

27 Ethanol Conical

floating roof CS 1* 5,000 1 5,000

28 Methyl methacrylate (MMA)

Conical roof

CS 1* 2,700 1 2,700

29 Motor Spirit Floating

Roof CS 4 80,000 4 80,000

30 High Speed Diesel (HSD)

Floating Roof

CS 4 80,000 4 80,000

31 Mineral Oil (HPO & LPO)

Conical Roof

CS 1 20,000 1 20,000

32 Paraffin – INA, NBA

Floating Roof

CS 1 6,000 1 6,000

33 2 Ethyl Hexanol (2 EH)

Floating Roof

CS 1 6,000 1 6,000

34 Acetone Floating

Roof CS 1 5,000 1 5,000

35 Aniline Conical

Roof SS 1 10,000 1 10,000

36 Pyrolysis Gasoline

Floating Roof

CS 1 10,000 1 10,000

37

Alcohols (iso-propyl/n-propyl, iso-butyl),Alpha Olefins, Acetone, VAM (Vinyl Acetate Monomer),MIBK (Methyl Iso-Butyl Ketone), MEK (Methyl Ethyl Ketone), Ethyl Acrylate, Ethyl Benzene, Trichloroethylene, Decene-1, N-Butanol, Nonane, Butyl Acrylate, Paraffin Oil (Light, normal & heavy), C9, C10-12, Heavy Aromatic Oil/solvent, Oils (Furnace, base, lubricant, rubber, palm, Soybean,Edible), fatty acid, Glycerine/Glycerol, Phenol, Ortho toluidine, C14-17, Heavy Normal Paraffin, Linear Alkyl Benzene (LAB), Butane – 1, Superior Kerosene Oil (SKO), Light Diesel Oil (LDO), Fatty Alcohols, Cumene, N-Hexane, Heptane, Cyclohexane, Styrene, Iso-nonanol.

Total 56 8,50,000 50 9,00,000 106 17,50,000

* indicates storage tanks that were granted EC in 2016 and yet to be established

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Annexure 6

Shore Protection Measures

After raising the level of the 39 Ha plot for establishing storage tanks, it is necessary to protect the

raised plot from being eroded and restricting ingress of flood water.

Various alternatives for Shore Protection is given below:

Stone pitching: Stone pitching will be done by installation of woven geotextile over graded backfill

to arrest loss of fines and laying of stone/boulder (of minimum 30 kg weight). The geo mattress will

be anchored both at the top by trenching and bottom by toe bund. The advantage of this method

is that it is simple and cost effective. The figure A6.1 shows stone pitching done for prevention of

erosion.

Figure A6.1: Stone Pitching

Gabion wall: Gabions are free-draining walls that are constructed by filling large galvanized steel

baskets with rock. Gabion walls can also be used as earth retaining structures. The advantage of

this method is that it’s speedy, cost effective and allows sufficient natural drainage. The figure A6.2

given below shows the Gabion walls for erosion prevention.

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Figure A6.2: Gabion Wall

Sheet Piling: Sheet piling is a form like driving piles using thin interlocking sheets of steel to obtain

a continuous barrier in the ground. The main application of sheet piles is as earth retaining

structure. It can be used as vertical bank protection method. This method provides the permanent

solution for shore protection it’s easy to construct and less time consuming. The figure A6.3 given

below shows the sheet piles used for shore protection.

Figure A6.3: Sheet Piling

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Annexure 7

Scouring Protection Measures

GCPTCL Marine Terminal area is prone to high currents upto 6 to 7 Knots, due to this high current,

constant scouring is observed around the GCPTCL existing berth piles.

Scour is local lowering of streambed elevation that takes place around structures that are

constructed in flowing water. Due to constant scouring around the piles, the constant removal

surrounding material around piles may affect the structural stability of piles which may affect the

overall stability of GCPTCL Jetty.

Following are the preventive measure available to avoid the scouring of seabed soil around piles

for existing and proposed berth. GCPTCL will adopt any of the following measures after proper

analysis and studies through the Professional Geotechnical Engineering Consultants.

Rock riprap: Rock ripraps (armors) are placed around the piles to protect the plies from scouring.

The rocks are placed sufficiently below sea bed level to avoid scouring. Geofabric is placed before

rock dumping to protect below soil from further scouring. The figure A7.1 given below shows the

rock rip-raps used for scour protection.

Figure A7.1: Rock Ripraps

Gabion boxes/ rock mattresses: Gabion boxes or rock mattresses are constructed by filling large

galvanized steel baskets or flat steel boxes (for mattresses) with rock. These gabions boxes or rock

mattresses are dumped around scour affected piles and made sure the area is covered fully to

avoid the scouring around piles. The figure A7.2 given below shows the gabion boxes/rock

mattresses used for scour protection.

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Figure A7.2: Gabions Boxes

Sack gabions: Like Gabion boxes, Sack gabions are cylindrical wire mesh baskets constructed of

double twisted galvanized steel or galvanized steel with PVC coating. When filled with stones, sack

gabions are dumped around scour affected piles to avoid the scouring around piles. The figure

A7.3 given below shows the sack gabions used for scour protection.

Figure A7.3: Sack Gabions

Concrete filled bags and mats: Concrete or grout filled bags are sacks that are filled with concrete

and stacked to form an armour layer. Typically, the mat is strengthened with steel cables. The

figure A7.4 given below shows the concrete filled bags and mats used for scour protection.

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Figure 7.4: Concrete filled bags and mats

Articulating concrete blocks: Similar to rock riptaps, concrete blocks of various sizes are

manufactured and placed on geofabric surrounding the scour affected pile to avoid the further

scouring around piles. The figure A7.5 given below shows the concrete filled bags and mats used

for scour protection.

Figure A7.5: Articulating concrete blocks

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Annexure 8

GIDC Water Supply Permission Letter

Annexure 9

GCPTCL Plot Plan showing Existing and Proposed Storage Tanks

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