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JAWAHARLAL NEHRU PORT TRUST
Detailed Project Report for Deepening and Widening of Mumbai Harbour Channel and JN Port Channel (Phase II)
DETAILED PROJECT REPORT ‐ EXECUTIVE SUMMARY
(FINAL)
March 2016
HOWE INDIA HOUSE, 81 NEHRU PLACE, NEW DELHI – 110 019, INDIA Phone : +91(011) 49508000 ; Fax : +91(011) 26467557 ; E-Mail : [email protected]
Web : www.howeindia.com
Deepening and Widening of Mumbai Harbour Channel and JN Port Channel (Phase II) 2
Final Detailed Project Report – Executive Summary March 2016
Table of Contents
1.0 EXECUTIVE SUMMARY 5
1.1 Introduction 5
1.2 Data Collection 5
1.3 Feasibility of Deepening Approach Channel for 18 m Draft Vessels and Setting
up a Deep Water Terminal 6
1.3.1 Deepening of the Channel to Cater to 18 m Draft Vessels 6
1.3.2 Setting up a Deep Water Terminal in Mumbai Offshore Region 6
1.4 Project Environment 7
1.4.1 Temperature 7
1.4.2 Wind Speed and Direction 7
1.4.3 Rainfall 7
1.4.4 Wave Height 7
1.4.5 Currents 7
1.4.6 Tides 7
1.4.7 Bathymetry 8
1.4.8 Sub‐soil profile 8
1.4.9 Siltation in the Existing Channel 8
1.5 Traffic Forecast 9
1.5.1 Container Traffic Forecast 9
1.5.2 Liquid Cargo Forecast 11
1.6 Design Vessel Size 11
1.7 Vessel Traffic 12
1.8 Channel Design and Alternatives 13
1.8.1 Channel Depth 13
1.8.2 Channel Width 13
1.8.3 Anchorage 14
1.8.4 Emergency Anchorage near Karanja 14
1.8.5 JNP Anchorage near Uran Patch 15
1.8.6 Shifting of MbP Anchorage 15
1.8.7 Preferred Alternative 15
1.9 Dredging Volume 16
1.9.1 Capital Dredging 16
Capital Dredging for Alternative I 16
Capital Dredging for Alternative II 17
1.9.2 Maintenance Dredging 17
Deepening and Widening of Mumbai Harbour Channel and JN Port Channel (Phase II) 3
Final Detailed Project Report – Executive Summary March 2016
1.9.3 Dredged Material Management 18
1.9.4 Disposal of Dredged Material 18
1.9.5 Environmental Aspects 18
1.10 VTMS and Navigational Aids 19
1.10.1 Navigational Aids 19
1.10.2 VTMS 19
1.11 Fenders and Bollards 19
1.11.1 Fenders 19
1.11.2 Bollards 19
1.12 Capital Costs 19
1.13 Project Implementation Schedule 20
1.14 Financial Analysis 20
1.14.1 PPP Model 20
1.14.2 Annuity Model 21
1.14.3 Development by JNPT 21
1.15 Economic Analysis 22
1.16 Conclusion 22
LIST OF TABLES
Table 3: Bathymetry Details of JNP Navigational Areas
Table 4: Design Vessel Size
Table 5: Year‐wise Total Vessel Traffic in Approach Channel
Table 6: Alternatives for Channel Depths
Table 7: Channel Depth for Various Alternatives
Table 8: Width of Approach Channel for Various Design Vessels
Table 9: Design of Bends for Alternative I to Alternative IV
Table 10: Diameter and Depth of the Emergency Anchorage near Karanja
Table 11: Multi‐Criteria Analysis of the Channel Design Alternatives
Table 12: Estimated Quantity of Capital Dredging: Alternative – I (12500 TEU Vessel and Tidal Window of 2.2 m)
Table 13: Estimated Quantity of Capital Dredging: Alternative ‐ II (16000 TEU Vessel and Tidal Window of 2.2 m)
Table 14: Capital Cost Estimates for Alternatives I & II
Table 14: Summary of Financial Results for PPP Model
Table 16: Summary of Financial Results for Annuity Model
Deepening and Widening of Mumbai Harbour Channel and JN Port Channel (Phase II) 4
Final Detailed Project Report – Executive Summary March 2016
Table 17: Summary of Financial Results for Development by JNPT
Table 18: Results of Sensitivity Analysis
Table 19: Total Economic Benefits
LIST OF FIGURES
Figure 1: Container Traffic Forecast (million TEU)
Figure 2: Constrained and Unconstrained Traffic Forecast
Figure 3: Liquid Cargo Traffic Forecast at JNP Existing BPCL Traffic
LIST OF DRAWINGS
I‐514/JNPT/115 Proposed Dimensions and layout of the approach channel
Deepening and Widening of Mumbai Harbour Channel and JN Port Channel (Phase II) 5
Final Detailed Project Report – Executive Summary March 2016
1.0 Executive Summary
1.1 Introduction
Jawaharlal Nehru Port (JNP) is one of the twelve major ports of India and has a
cargo handling capacity of about 64 MTPA. JNP is located adjacent to Mumbai Port
and shares a common navigation channel with Mumbai Port for a substantial part
of its length. Till 2012, the depth of the channel was (‐) 11 m CD and the depth
alongside berth at JNP was (‐) 13.50 m CD. With increasing cargo handling
requirements, consequent expansion in its capabilities and competition from
neighbouring ports, JNP has been called upon to handle new generation container
vessels with wider beam and deeper drafts.
JNPT conceptualized the capital dredging of channel in two phases to enable the
movement of these new generation vessels. In Phase I, the channel depth was
increased from (‐) 11 m CD to (‐)13.1 in JNP area and (‐) 14.20 m CD in outer
channel to facilitate handling vessels of 14 m draft (about 6000 TEU) with utilization
of tidal window. The channel length was increased from 29.5 km to 33.5 km. JNPT is
contemplating to undertake the Phase II dredging of the approach channel to
facilitate handling vessels with larger drafts.
JNPT has entrusted M/s Howe Engineering Project (India) Private Limited (HOWE)
to provide consultancy services for preparation of DPR for “Deepening and
Widening of Mumbai Harbour and Jawaharlal Nehru Port Channel (Phase II)”.
1.2 Data Collection
HOWE collected earlier Detailed Project and Feasibility Reports prepared for
channel widening and deepening from JNPT during kickoff meeting. Apart from
these various model study reports prepared by CWPRS, bathymetric survey and
geotechnical survey reports prepared by various agencies were also collected.
HOWE has observed data gaps in the field survey data provided by JNPT during
kickoff meeting and suggested carrying out the following surveys:
Bathymetric survey at dredge disposal grounds (DS3 and DS4) and in certain
sections of outer approach channel (Section A‐B) & emergency anchorage area
Sub‐bottom profile survey and borehole investigations in Section B‐C of the
approach channel and emergency anchorage area
Deepening and Widening of Mumbai Harbour Channel and JN Port Channel (Phase II) 6
Final Detailed Project Report – Executive Summary March 2016
JNPT have appointed M/s Ocean Science and Surveying (OSAS) for carrying out the
above surveys during April 2015. M/s OSAS submitted their survey reports during
the third week of June 2015 and the survey results were used in preparation of the
Detailed Project Report.
1.3 Feasibility of Deepening Approach Channel for 18 m Draft Vessels and Setting up a Deep Water Terminal
JNP desired to quickly explore the feasibility of deepening the approach channel to
cater to vessels of 18 m draft and also for setting up a deep water terminal in
Mumbai offshore region. Details of the same are presented below.
1.3.1 Deepening of the Channel to Cater to 18 m Draft Vessels
Deepening the approach channel to cater to 18 m draft ships is not feasible due to
the following aspects:
The existing container berths at JNP are designed to cater to ships of 15 m
draft only.
A review of the biggest container ships in order book or even at planning stage
reveals that the draft is of the order of 15 to 16 m.
Deepening for 18 m draft ships would result in a cost of Rs. 14650 crores as
against Rs. 2,029 crore for 15 m draft ships, but generation of any additional
revenue is unlikely.
1.3.2 Setting up a Deep Water Terminal in Mumbai Offshore Region
Development of deep water terminal in Mumbai offshore Region is not suitable
due to the following:
At JNP and nearby coastal areas, deep water is quite far from shore i.e. 10 m
contour and 20 m contour are at a distance of 4 to 8 km and 16 to 24 km from
the shore, respectively.
Creation of offshore facility would require creation of breakwaters, berthing
structure and approach trestle, having technical and cost implications. The
entire cost of creating an offshore terminal with approach is likely to be much
higher than dredging (including rock) for deeper depths at JNP or any other
satellite port, which could be planned nearby the JNP.
Deepening and Widening of Mumbai Harbour Channel and JN Port Channel (Phase II) 7
Final Detailed Project Report – Executive Summary March 2016
1.4 Project Environment
1.4.1 Temperature
The temperatures range between 11oC to above 40oC. April and May are the
hottest months and January is generally the coolest month in a year.
1.4.2 Wind Speed and Direction
The nearshore wind blows from SW to W for 37% of the time and W to N for 55% of
the time. The wind speed is less than 15 m/s (54 km/hr) for 87% of the time and 20
m/s (72 km/hr) for 95% of the time.
1.4.3 Rainfall
Annual rainfall is about 1800 mm. 94% of the annual rainfall occurs in the south‐
west monsoon season (June to September). On an average, there are 73 rainy days
in a year, out of which about 67 days occur during the southwest monsoon season.
1.4.4 Wave Height
The predominant directions of waves in the nearshore zone are from the WSW, W,
WNW, NW. The wave height is less than 2 m for 83% of the time and the
predominant wave period is 10 seconds.
1.4.5 Currents
Prevailing current velocity is of the order of 1.5 knots peaking to 2.5 knots
occasionally during the monsoon. A maximum cross current of 1.5 knots can be
considered.
1.4.6 Tides
The tides at JNP are semi‐diurnal in nature and the mean tidal range is 3.66 m. The
highest and lowest spring tides are +4.9 m and +0.12 m wrt CD, whereas the mean
sea level is +2.51 m CD.
Deepening and Widening of Mumbai Harbour Channel and JN Port Channel (Phase II) 8
Final Detailed Project Report – Executive Summary March 2016
1.4.7 Bathymetry
Bathymetry survey of approach channel based on the survey by M/s Fugro in May
2015 is given in table below.
Table 3: Bathymetry Details of JNP Navigational Areas
S. No. Channel Section Length (m) Width (m) Current Dredged Levels (m CD)
1. AB 9775 800 ‐14.3 to ‐15.5
2. BC 4680 370 ‐14.6 to ‐14.9
3. CD 7980 370 ‐14.3 to ‐15.0
4. DE 4365 370 ‐14.0 to ‐15.0
5. EF 6690 400 to 500 ‐13.1 to ‐18.5
6. Berth Pockets and
emergency Anchorage‐
‐16.5
Bathymetric survey was carried by M/s Ocean Science and Surveying at dredge
disposal grounds (DS3 & DS4). The survey results are as follows:
The water depth ranged from a minimum of (‐) 14.2 m CD to a maximum of
(‐) 18 m CD at DS3 and (‐) 22.8 m CD to (‐) 25 m at DS4 areas.
1.4.8 Sub‐soil profile
The sub‐soil in sections A‐B and B‐C comprises of very soft marine clay. In sections
C‐D, D‐E and E‐F, the substrata comprises of soft marine clay underlain by a mixture
of very stiff marine clay and sand which in turn is underlain by layers of weathered
rock of varying degree and sound amygdaloidal basalt. Rock outcrops are noticed at
some portions of sections C‐D and E‐F.
The thickness of the marine clay layer varies from 2 m to 11 m. The starting level of
sound rock varies from ‐11.0 m CD to ‐25 m CD. The level of rock is higher in the
JNP harbour as compared to the rock levels in the main harbour channel.
1.4.9 Siltation in the Existing Channel
CWPRS carried out siltation studies of the approach channel and harbor area of JNP
and the estimated siltation was about 5 million cum, which is in agreement with
the annual maintenance dredging.
Deepening and Widening of Mumbai Harbour Channel and JN Port Channel (Phase II) 9
Final Detailed Project Report – Executive Summary March 2016
1.5 Traffic Forecast
HOWE have carried out container and liquid bulk traffic forecast for JNP based on
the review of the past trends in traffic growth and making suitable assumptions on
future growth rates.
1.5.1 Container Traffic Forecast
The container traffic forecast was made adopting two different methodologies viz.,
the long term growth rate approach and the cluster approach.
Long Term Growth Rate Approach
The historical CAGR of container trade at JNP is calculated for 20 years, 15 years, 10
years and 5 years. The weighted average CAGR is then computed by assigning
appropriate weightages to various CAGRs. The weighted average computed is used
to determine the traffic forecast for the first ten year period, post which the
average CAGR was re‐computed and traffic is forecasted. The forecasted container
traffic for JNP by the year 2044‐45 (FY45) is 26.4 MTEU.
Cluster Growth Approach
Indian container market is grouped into clusters and the percentage share of JNP in
the national container traffic is analysed. The future share of JNP in the national
traffic is projected considering the existing scenario and development potential of
the clusters. The forecasted container traffic for JNP by the year 2044‐45 (FY45) is
33.0 MTEU.
Comparison of Container Traffic Forecast Approaches
Both long term growth rate and cluster growth methodologies assume that
adequate port infrastructure is available at JNP i.e., draft for handling any size of
container vessels and commensurate evacuation facilities. Both methodologies
predict that JNP will be able to handle about 10 million TEU of containers by FY25.
Deepening and Widening of Mumbai Harbour Channel and JN Port Channel (Phase II) 10
Final Detailed Project Report – Executive Summary March 2016
Figure 1: Container Traffic Forecast (million TEU)
JNP has a capacity to handle 4.2 MTEUsPA container cargo and has plans to
augment the capacity to 9.8 MTEUsPA. To cater to the traffic beyond FY25 further
capacity augmentation is required.
Traffic Forecast at Constrained Infrastructure
In case the existing dredged level and channel width prevail, the ultimate
throughput at the JNP shall be limited to 8.37 MTEUsPA only. Once JNP implements
the dredging project to allow handling of ships having draft of 15.0 m, JNP can
handle about 10.05 MTEUsPA.
Figure 2: Constrained and Unconstrained Traffic Forecast
4.5 4.8 5.2 5.6 6.1 6.5 7.0 7.6 8.2 8.8 9.3 9.9 10.511.111.7
12.413.113.914.7
15.416.217.017.9
18.819.720.721.7
22.824.0
25.226.4
5.1 5.5 5.9 6.4 6.8 7.3 7.8 8.4 8.9 9.5 10.210.811.6
12.313.113.914.8
15.716.717.718.7
19.821.0
22.223.5
24.826.2
27.729.2
30.833.0
0.00
5.00
10.00
15.00
20.00
25.00
30.00
35.00
FY15 FY17 FY19 FY21 FY23 FY25 FY27 FY29 FY31 FY33 FY35 FY37 FY39 FY41 FY43 FY45
CAGR Approach Cluster Approach
4.755.21
5.626.06
6.537.04
7.598.18
8.829.33
9.8810.05 10.05 10.05 10.05 10.05 10.05 10.05 10.05 10.05 10.05 10.05
4.754.95 5.34
5.756.20
6.687.21
7.778.37
8.37 8.37 8.37 8.37 8.37 8.37 8.37 8.37 8.37 8.37 8.37 8.37 8.37
0.00
2.00
4.00
6.00
8.00
10.00
12.00
FY16 FY18 FY20 FY22 FY24 FY26 FY28 FY30 FY32 FY34 FY36 FY38 FY40 FY42 FY44 FY46
Constrained Forecast with Deepening Constrained Forecast
Container Traffic in MTEUsPA
Deepening and Widening of Mumbai Harbour Channel and JN Port Channel (Phase II) 11
Final Detailed Project Report – Executive Summary March 2016
1.5.2 Liquid Cargo Forecast
The liquid bulk traffic forecast is made based on the future growth rate at national
level and the % share of JNP in the national traffic.
Figure 3: Liquid Cargo Traffic Forecast at JNP Existing BPCL Traffic
1.6 Design Vessel Size
Review of the world‐wide container vessels indicates a huge demand for post‐
panamax size container vessels of 8000‐12000 TEU and 12000‐15000 TEU size,
which is driven by the economics of trade derived from operating larger vessels.
The average container vessel size has almost doubled along Asia‐Europe, Asia‐
Middle East and Asia‐South America routes during 2005 and 2015. By 2020, it is
anticipated that the average container vessel sizes on Asia‐Europe route would be
16730 TEU and on Asia‐Middle East & Asia‐South America would be 11500 TEU.
Container vessels of 4000‐8000 TEU size with a maximum laden draft of 14.0 m are
arriving at JNP. Considering the trends in the evolution of container vessel sizes on
the main trade routes, it is anticipated that more 8000‐12500 TEU size vessels will
call at JNP. Upon further development of traffic at JNP, vessels of 16000+ TEU will
visit.
Table 4: Design Vessel Size
Vessel Size LOA (m) Beam (m) Draft (m)
12500 TEU 366.0 50.0 15.0
16000 TEU 400.0 55.0 16.0
10.2
10.810.5
10.310.7
11.2 11.0 11.1 11.2 11.3 11.4 11.5 11.6 11.7 11.8 11.7 11.8 12.0 12.1 12.3
8
10
12
14
2015‐16
2016‐17
2017‐18
2018‐19
2019‐20
2020‐21
2021‐22
2022‐23
2023‐24
2024‐25
2025‐26
2026‐27
2027‐28
2028‐29
2029‐30
2030‐31
2031‐32
2032‐33
2033‐34
2034‐35
Liquid Cargo at JNP (MTPA)
Deepening and Widening of Mumbai Harbour Channel and JN Port Channel (Phase II) 12
Final Detailed Project Report – Executive Summary March 2016
1.7 Vessel Traffic
The total vessel traffic of JNP and MbP expected in the approach channel by 2029‐
30 for the unconstrained scenario and constrained scenarios would be about 6157
and 5830, respectively. The ultimate vessel traffic for the unconstrained scenario
and constrained scenarios would be about 8130 and 5965, respectively. The year‐
wise total vessel traffic in the approach channel is presented in table below.
Table 5: Year‐wise Total Vessel Traffic in Approach Channel
Year No of Vessels
MbP Liquid Cargo ‐JNP
Unconstrained Container ‐JNP
Constrained Container ‐ JNP
Total ‐ Unconstrained
Total Constrained
2015‐16 2000 703 2103 2066 4806 4769
2016‐17 2000 742 2159 2159 4901 4901
2017‐18 2000 738 2217 2217 4955 4955
2018‐19 2000 738 2276 2276 5014 5014
2019‐20 2000 777 2337 2337 5114 5114
2020‐21 2000 822 2399 2399 5221 5221
2021‐22 2000 838 2463 2463 5301 5301
2022‐23 2000 856 2528 2528 5384 5384
2023‐24 2000 878 2596 2596 5474 5474
2024‐25 2000 898 2616 2616 5514 5514
2025‐26 2000 924 2714 2768 5638 5692
2026‐27 2000 946 2816 2817 5762 5763
2027‐28 2000 967 2921 2817 5888 5784
2028‐29 2000 989 3031 2817 6020 5806
2029‐30 2000 1013 3144 2817 6157 5830
2030‐31 2000 1027 3262 2817 6289 5844
2031‐32 2000 1056 3384 2817 6440 5873
2032‐33 2000 1084 3511 2817 6595 5901
2033‐34 2000 1117 3615 2817 6732 5934
2034‐35 2000 1148 3722 2817 6870 5965
2035‐36 2000 1148 3833 2817 6981 5965
2036‐37 2000 1148 3946 2817 7094 5965
2037‐38 2000 1148 4063 2817 7211 5965
2038‐39 2000 1148 4184 2817 7332 5965
2039‐40 2000 1148 4308 2817 7456 5965
2040‐41 2000 1148 4435 2817 7583 5965
2041‐42 2000 1148 4567 2817 7715 5965
2042‐43 2000 1148 4702 2817 7850 5965
2043‐44 2000 1148 4840 2817 7988 5965
2044‐45 2000 1148 4982 2817 8130 5965
2045‐46 2000 1148 4982 2817 8130 5965
2046‐47 2000 1148 4982 2817 8130 5965
Deepening and Widening of Mumbai Harbour Channel and JN Port Channel (Phase II) 13
Final Detailed Project Report – Executive Summary March 2016
1.8 Channel Design and Alternatives
1.8.1 Channel Depth
Four alternatives were considered for determining the channel depth:
Table 6: Alternatives for Channel Depths
Alternative ‐I Alternative ‐II Alternative ‐III Alternative ‐IV
Design ship Static Draft
15 m 16 m 15 m 16 m
Tidal Window 2.2 m 2.2 m 0.76 m 0.76 m
The channel depths have been calculated making allowances for vertical movement
due to waves, squat, sinkage, siltation, tidal window, etc. for each of the
alternatives and are given below.
Table 7: Channel Depth for Various Alternatives
Channel Section Channel Depth (m) wrt CD
AB BC CD DE EF
Alternative I (‐)15.9 (‐)15.7 (‐)14.9 (‐)14.7 (‐)14.7
Alternative II (‐)16.9 (‐)16.7 (‐)15.9 (‐)15.7 (‐)15.7
Alternative III (‐)17.3 (‐)17.1 (‐)16.3 (‐)16.1 (‐)16.1
Alternative IV (‐)18.4 (‐)18.1 (‐)17.4 (‐)17.1 (‐)17.1
1.8.2 Channel Width
Straight Section
Based on the selected allowances for the components of approach
channel width, the channel width to be provided is 9*B, where B is the width of
design vessel. The estimated channel width for various design vessels is presented
below.
Table 8: Width of Approach Channel for Various Design Vessels
Design Vessel Width (in m) Estimated width of the Channel
12500 TEU 50 9 * 50.0 = 450 m
16000 TEU 59 9 * 59.0 = 531 m ~ 530 m
As the possibility of two vessels of 16000 TEU size passing each other is very less,
channel width of 450 m is adequate.
Deepening and Widening of Mumbai Harbour Channel and JN Port Channel (Phase II) 14
Final Detailed Project Report – Executive Summary March 2016
Channel Bends
There are two bends in the section C‐D and one in the section D‐E of the approach
channel to Mumbai harbor and JNP. The width of the channel at bends is presented
in table below.
Table 9: Design of Bends for Alternative I to Alternative IV
Description Channel Section
Bend‐1, C‐D Bend‐2, C‐D Bend‐3, D‐E
Curve Angle 35o 29o 27o
Existing Radius of the bend (m) 3225 m 1955 m 2175 m
Radius proposed at the bend (m) 3225 m 2536 m 2500
Channel Width (m) 450 450 450
Total width of widening (m) 70 100 100
Total Channel Width (m) 520 550 550
1.8.3 Anchorage
The suitability of the existing emergency anchorage to cater to the proposed design
vessels is assessed. It is proposed to provide an anchorage area south of JNP
Channel near Uran Patch for vessels calling at JNP.
1.8.4 Emergency Anchorage near Karanja
The diameter and depth of the existing emergency are 1160 m and (‐)16.5 m,
respectively. The diameter and depth requirements of the emergency anchorage
for 12500 TEU and 16000 TEU vessels are presented in tables below.
Table 10: Diameter and Depth of the Emergency Anchorage near Karanja
12500 TEU 16000 TEU
Diameter of Emergency Anchorage (m) 1392 1450.8
Depth of Anchorage Area (m CD) (‐) 16.5 (‐) 17.5
Based on the above table, the diameter of the existing emergency anchorage
should be extended by 260 m towards east. However, while dredging the
emergency anchorage area earlier, rock was encountered at the corners. As
anchoring in rock is not advisable, it is proposed not to increase the dimensions of
the emergency anchorage. The design vessels can be anchored in the outer
anchorage itself.
Deepening and Widening of Mumbai Harbour Channel and JN Port Channel (Phase II) 15
Final Detailed Project Report – Executive Summary March 2016
1.8.5 JNP Anchorage near Uran Patch
It is proposed to provide an anchorage area of 700 m diameter with a depth of (‐)
11.8 m. This anchorage can cater to 2500‐3000 TEU container vessels.
1.8.6 Shifting of MbP Anchorage
Due to the proposed channel widening, the MbP anchorages adjacent to the
approach channel require shifting.
1.8.7 Preferred Alternative
A multi‐criteria matrix analysis was carried out based on cost and operational
criteria to select the preferred development alternatives.
Table 11: Multi‐Criteria Analysis of the Channel Design Alternatives
Criteria Weightage Alt‐I Alt‐II Alt‐III Alt‐IV
Operational Criteria 50%
Width 0.45 3 4 3 4
Depth 0.45 1 2 3 4
Length 0.1 4 3 2 1
Total 2.2 3.0 2.9 3.7
Cost Criteria 50%
Soil Dredging Quantity 0.25 4 3 2 1
Rock Dredging Quantity 0.75 4 3 2 1
Total 4 3 2 1
Grand Total 3.1 3 2.5 2.4
Alternative I is the most preferred alternative followed by Alternative II.
Alternatives III & IV also entail very high cost owing to all weather two way
movements of design vessels and hence were not considered. The proposed
dimensions of the approach channel for the selected alternatives are shown in
Drawing No. I‐514/JNPT/115.
Deepening and Widening of Mumbai Harbour Channel and JN Port Channel (Phase II) 16
Final Detailed Project Report – Executive Summary March 2016
1.9 Dredging Volume
1.9.1 Capital Dredging
Capital Dredging for Alternative I
The estimated quantities of capital dredging for Alternative I is 35.03 million cum
and details of the same are presented in table below.
Table 12: Estimated Quantity of Capital Dredging: Alternative – I (12500 TEU Vessel and Tidal Window of 2.2 m)
Channel Section
Length of the
Section
Existing level (m CD)
Proposed Design Dredged level
(m CD)
Tolerance (m CD)
Final Proposed Dredged level
(m CD)
Quantity of Dredging
(Million cum)
Soil Rock Total
A‐B 11775 ‐14.2 to ‐15.3
‐15.9 0.3 ‐16.2 11.33 ‐ 11.33
B‐C 4680 ‐14.2 ‐15.7 0.3 ‐16.0 3.65 ‐ 3.65
C‐D 7980 ‐14.0 to ‐14.6
‐14.9 0.3 ‐15.2 3.99 0.77 4.76
D‐E 4365 ‐13.8 to ‐14.9
‐14.7 0.3 ‐15.0 1.92 0.05 1.96
E‐F 6690 ‐13.1 to ‐15.5
‐14.7 0.3 ‐15.0 5.44 0.90 6.35
Emergency Anchorage Area near Karanja
‐15 ‐16.5 ‐16.5 0.87 0.00 0.87
JNP Anchorage Area near Uran Patch
‐6 ‐11.5 0.3 ‐11.8 4.12 ‐ 4.12
Shifting of MbP
Anchorage Area
‐10.5 ‐10.5 1.99 ‐ 1.99
Total 35490 33.30 1.72 35.03
The maximum vessel size that can navigate through the channel without tide after
dredging the channel to the above‐mentioned depths is 6,000 TEU container vessel.
Deepening and Widening of Mumbai Harbour Channel and JN Port Channel (Phase II) 17
Final Detailed Project Report – Executive Summary March 2016
Capital Dredging for Alternative II
The estimated quantities of capital dredging for Alternative II is 57.70 million cum
and details of the same are presented in table below.
Table 13: Estimated Quantity of Capital Dredging: Alternative ‐ II (16000 TEU Vessel and Tidal Window of 2.2 m)
Channel Section
Length of the
Section
Existing level (m CD)
Proposed Design Dredged level
(m CD)
Tolerance (m CD)
Final Proposed Dredged level
(m CD)
Quantity of Dredging(Million cum)
Soil Rock Total
A‐B 11775 ‐14.2 to ‐15.3
‐16.9 0.3 (‐) 17.2 20.00 ‐ 20.00
B‐C 4680 ‐14.2 ‐16.7 0.3 (‐) 17.0 6.05 ‐ 6.05
C‐D 7980 ‐14.0 to ‐14.6
‐15.9 0.3 (‐) 16.2 8.49 1.73 10.23
D‐E 4365 ‐13.8 to ‐14.9
‐15.7 0.3 (‐) 16.0 3.20 0.15 3.35
E‐F 6690 ‐13.1 to ‐15.5
‐15.7 0.3 (‐) 16.0 8.83 2.27 11.10
Emergency Anchorage Area near Karanja
‐15 ‐16.5 ‐16.5 0.87 0.00 0.87
JNP Anchorage Area near Uran Patch
‐6 ‐11.5 0.3 ‐11.8 4.12 ‐ 4.12
Shifting of MbP
Anchorage Area
‐10.5 ‐10.5 1.99 ‐ 1.99
Total 35490 53.54 4.16 57.70
The maximum vessel size that can navigate through the channel without tide after
dredging the channel to the above‐mentioned depths is 8,000 TEU container vessel.
1.9.2 Maintenance Dredging
Maintenance dredging required in the channel due to siltation is assessed as 6.0
million cum, which needs to be ascertained by carrying out model studies.
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Final Detailed Project Report – Executive Summary March 2016
1.9.3 Dredged Material Management
Three alternatives can be considered for the management of dredged material as
below:
Confined disposal (Reclamation)
Beneficial use like brick, paver block etc.
Off‐shore disposal
Soft clay obtained during dredging cannot be used for reclamation and it is
proposed to disposed the same at the existing dumping ground DS‐3. The usage of
dredged rock for reclamation involves multiple handling which increases the
dredging cost significantly. Disposal of the dredged rock at the dumping grounds
can be considered on seeking approval from MOEFCC.
1.9.4 Disposal of Dredged Material
Four sites viz. DS1, DS2, DS3 & DS4 were identified for disposal of dredge material.
Each of the dumping sites have an area of about 4 sq.km DS1, DS2, DS3 & DS4 are
located at 13 km NW, 5km NW, 8.5 km NW and 7.5 km W, respectively from the
approach channel.
It is proposed to dispose the material at DS3. The adequacy of DS3 to cater to
entire volume of dredge material disposal needs to be ascertained based on model
studies.
1.9.5 Environmental Aspects
Environmental Clearance should be obtained from MOEFCC to carry out dredging
of the approach channel. An EIA report comprising of the impact assessment due to
the proposed project and Environmental Management Plan shall be submitted to
MOEF. EIA report shall be prepared by a NABET accredited EIA consultant for ports
& harbours.
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Final Detailed Project Report – Executive Summary March 2016
1.10 VTMS and Navigational Aids
1.10.1 Navigational Aids
Two additional channel marker buoys will be required after deepening the channel
to cater to 15 m draft vessels. Also the existing buoys needs to be repositioned due
to channel widening.
1.10.2 VTMS
The existing VTMS at JNP is adequate and will ensure safe navigation in the channel
even with the increase in the vessel traffic.
1.11 Fenders and Bollards
1.11.1 Fenders
As per the study carried out by Howe in 2002, the existing fenders at the container
berths are designed for 85 Tm energy and 180 T force. As per IS: 4651 Part IV
(1978), the berthing energy required for 12,500 TEU vessels is about 84 Tm, which
is within the limits. Thus, the existing fenders are suitable for berthing of 12,500
TEU container vessels. However, as per IS: 4651 Part IV (2014), the berthing energy
required for 12,500 TEU vessels is about 120 Tm, which requires replacement of
existing fenders.
1.11.2 Bollards
As per the study carried out by Howe in 2002, the existing bollards have a capacity
of 125 T. The wind force on bollards during operational conditions is about 104 T
which is less than 125 T. The existing bollards are suitable in operational wind
conditions. The wind force on bollards for 12,500 TEU vessels during extreme wind
conditions is about 151 T, which is 20% more than the bollard capacity. Hence, the
larger vessels should not be moored at the berth during storm conditions.
1.12 Capital Costs
The estimated capital cost for dredging the approach channel and emergency
anchorages for Alternatives I & II are Rs. 2029 crores and Rs. 4182 crores
respectively.
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Final Detailed Project Report – Executive Summary March 2016
A break‐up of various heads of capital cost estimate is presented in table below.
Table 14: Capital Cost Estimates for Alternatives I & II
S. No. Cost Details Amount (INR in Crores)
Alternative‐I Alternative‐II
1. Soil Dredging cost for Channel, Shifting of Emergency Anchorage & MbP Anchorage + Soil Dredging cost for JNP Anchorage
588+87 992+87
2. Rock Dredging cost for Channel, Shifting of Emergency Anchorage & MbP Anchorage + Rock Dredging cost for JNP Anchorage
964+0 2327+0
3. Mob / Demob of the Dredging 123 256
4. Idle Time Charges for Dredgers 7 7
5. Procurement of Navigational Aids + VTMS 9 9
6. Consulting Services 6 6
7. JNP Administrative Expenditure 2 2
6. Environmental Management Plan (EMP) 5 5
7. Contingency Cost at 3% 54 111
Total 1845 3802
Add Interest During Construction (10%) 184 380
Grand Total 2029 4182
The costs mentioned above are exclusive of all taxes and duties.
1.13 Project Implementation Schedule
An optimum time frame recommended for carrying out the capital dredging
operations for Alternative I and Alternative II is 2 years and 3 years, respectively.
1.14 Financial Analysis
1.14.1 PPP Model
Summary of financial results for PPP Model are presented below.
Table 14: Summary of Financial Results for PPP Model
Measure Results
Equity IRR 15.11%
Min. DSCR 2.38
Min. ISCR 2.15
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Final Detailed Project Report – Executive Summary March 2016
The Equity IRR is 15.11%, which makes the project desirable for PPP
implementation. However, if there is any downward trend in traffic, the project has
challenges in sustaining itself.
1.14.2 Annuity Model
Summary of financial results for Annuity Model are presented below.
Table 16: Summary of Financial Results for Annuity Model
Measure Results
Annuity Amount Rs. 655Cr.
Equity IRR 14.0%
NPV, 12% Rs. 240.56Cr
Min. DSCR 1.98
JNPT has to make an annuity payment of Rs. 655 Cr to generate 14% IRR for the
developer. Total annuity payment by JNPT over 30 years is Rs. 18,995 Cr.
The total gain to JNPT from revenue collection over 30 years is Rs. 22,844 Cr. Thus
the total gain to JNPT over 30 years is Rs. 3,849 Cr.
1.14.3 Development by JNPT
In this case, the project development shall be the responsibility of JNPT only and
the entire project development and financial risk is undertaken by JNPT. Summary
of financial results for development by JNPT are presented below.
Table 17: Summary of Financial Results for Development by JNPT
Measure Results
Post Tax Project IRR 13.78%
Post Tax NPV Rs. 347 Cr
The IRR is in the desirable range and project is considered worthy of investment. A
sensitivity analysis is carried out for various scenarios and the results of the same
are presented below.
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Table 18: Results of Sensitivity Analysis
Results Best Case Base Case Worst Case
Project IRR 14.93% 13.78% 12.38%
Project NPV (Rs. Cr) Rs. 563 Cr Rs. 347 Cr Rs. 73.95 Cr
The IRR touches 14.93% in the best case scenario. The worst case is challenging for
the project, even then the project IRR is above the threshold of 12%.
Considering the traffic potential, financial strengths of JNPT and financial return,
implementation of project by JNPT is recommended.
1.15 Economic Analysis
The total economic benefits due to channel deepening over 2015‐2045 period is
estimated at Rs. 15,186 Crores. A break up of the various economic benefits is
presented in table below.
Table 19: Total Economic Benefits
Type Amount (Rs. Cr)
Due to savings in Vessel time 6,775
Due to Avoidance of Transshipment 4,287
Due to Income Tax from SPV 2,774
Due to Direct Employment Generation 1,350
Total 15,186
Taking into account the total project cost of Rs. 2029 Crores, the economic benefits
of the project is 7.5 times higher. The overall economic rate of return on
investment is 21.37%.
1.16 Conclusion
Conclusions of the present study are as follows:
Considering that infrastructure at JNP will be limited to development of 4th
container terminal, container traffic potential at JNP would be 8.37 MTEUsPA
with the existing channel dimensions, which would increase to 10.05 MTEUsPA
with proposed Phase II channel deepening.
The total vessel traffic of JNP and MbP expected in the approach channel will
increase from 4769 in 2015‐16 to 5830 in 2029‐30.
Deepening and Widening of Mumbai Harbour Channel and JN Port Channel (Phase II) 23
Final Detailed Project Report – Executive Summary March 2016
Design vessel recommended for design of Phase II channel is 12500 TEU size
container vessel with a draft of 15 m and the infrastructure planning shall be
carried out with a design vessel of 12500 TEU.
The estimated channel width for 12500 TEU design vessel is 450 m.
The depths required for 12500 TEU design vessel to navigate in various
sections of the channel, with a tidal advantage of 2.2 m are as follows.
Channel Section
Section Length (m) Proposed Channel Depth (m) Existing Proposed
A‐B 9775 11775 ‐15.9
B‐C 4680 4680 ‐15.7
C‐D 7980 7980 ‐14.9
D‐E 4365 4365 ‐14.7
E‐F 6690 6690 ‐14.7
Total 33490 35490
The maximum vessel size that can navigate through the channel without any
tidal advantage after dredging the channel to above‐mentioned depths is 6000
TEU container vessel.
Existing fenders at the container berths in JNP are suitable for berthing of
12,500 TEU vessels as per old codal provisions, but require replacement as per
new codal provisions.
Existing bollards at the container berths in JNP are suitable for mooring of
12,500 TEU vessels in operational conditions. During extreme conditions
(storms), wind forces on bollards are more and 12,500 TEU vessels cannot be
moored at the berths.
Considering a dredging tolerance of 0.3 m, the estimated quantities of capital
dredging for Phase II channel widening and deepening is 35.03 million cum
(33.3 million cum in soil and 1.73 million cum in rock).
Maintenance dredging required in the channel due to siltation is assessed as
6.0 million cum, which needs to be ascertained by carrying out model studies.
It is proposed to dispose the dredge material at DS3.
The estimated capital cost for proposed Phase II dredging is Rs. 2029 crores.
An optimum time frame recommended for carrying out the capital dredging
operations is 2 years.
Deepening and Widening of Mumbai Harbour Channel and JN Port Channel (Phase II) 24
Final Detailed Project Report – Executive Summary March 2016
Soft clay obtained during dredging cannot be used for reclamation and it is
proposed to dispose the same at the existing dumping ground DS‐3.
Usage of dredged rock for reclamation involves multiple handling which
increases the dredging cost significantly. Disposal of the dredged rock at the
dumping grounds can be considered on seeking approval from MOEFCC.
Results of financial analysis are as follows:
o PPP Model – The Equity IRR is 15.11%, which makes the project desirable
for PPP implementation. However, if there is any downward trend in
traffic, the project has challenges in sustaining itself.
o Annuity Model ‐ The annuity payment by JNPT should be Rs. 655 Cr to
generate 14.0% IRR for the developer. The total annuity payment by JNPT
is 18,995 Cr and total gain to JNPT from revenue collection over 30 years is
Rs. 22,844 Cr. Thus the total net gain to JNPT over 30 years is Rs. 3,849 Cr.
o Development by JNPT ‐ For the project to be implemented by JNPT, the
Capital Cost of the Project shall be Rs. 2029 Cr. The Post Tax Project IRR is
13.78% & Post Tax NPV is Rs. 374 Cr at 12%.
There is not much difference in the results of all three financial models.
Considering the traffic potential, financial strengths of JNPT and financial
return, implementation of project by JNPT is recommended.
The total economic benefit due to channel deepening over 2015‐2045 period is
estimated at Rs. 15,186 Cr., which is 7.5 times higher than project
development cost (Rs. 2029 Cr.). The overall economic rate of return on
investment is 21.37%.
The following additional studies shall be carried out:
o Updating the Flow Model and Siltation Studies
o Sediment Dispersion Studies at the Identified Disposal grounds
o Ship Navigation Simulation Studies
o EIA study for seeking approval from MoEF
DRAWINGS