0 0 10 Dec 2015 1529023871Annexure-Pre-feasibilityReport (PFR)

Development of Machilipatnam Port Project April 2015
Development of Port at Machilipatnam,

Krishna District, Andhra Pradesh
Pre Feasibility Report

For the development of Phase - I
April 2015
1
TABLE OF CONTENTS
Chapters
1.0 EXECUTIVE SUMMARY 1–1
1.1 INTRODUCTION 1–1
1.1.1 Preamble 1–1
1.1.2 Need for Project Development 1–1
1.1.3 Review of Traffic Forecasts 1–2
1.2 Field Surveys. Investigations and Model Studies 1–3
1.3 Site Conditions 1–4
1.4 Project Description 1–6
1.4.1 General 1–6
1.4.2 Design Ship Sizes 1–6
1.4.3 Review of Breakwater Alignment, Type of Structure and type of Harbor 1–7
1.5 Proposals of Master Plan and Developments of Modified Phase-I 1–7
1.5.1 General 1–7
1.5.2 Modified Phase – I Development 1–8
1.6 Infrastructure Proposed in Modified Phase-I 1 – 10
1.7 Estimated Capital Cost and Financial Viability 1 – 10
1.8 Project Implementation 1 – 11
1.9 Project Benefits 1 – 11
INTRODUCTION OF THE PROJECT / BACKGROUND INFORMATION 2-1
2.0 Identification of Project and Project Proponent 2–1
2.1 Brief Description of Nature of the Project 2–1
2.2 Need for the Project and its importance to the Country / Region 2–1
2.2.1 Indian Port Traffic 2–2
P F R for Modified Phase I i

2.2.2 Current Scenario of Ports in Andhra Pradesh 2–3
2.3 Demand Supply Gap 2–3
2.4 Imports Vs Indigenous Production 2–4
2.5 Export possibility 2–4
2.6 Domestic / Export Markets 2–4
2.7 Employment Generation due to the Project 2–5
PROJECT DESCRIPTION 3–1
3.0 Type of project including interlinked and interdependent projects, if any 3–1
3.1 Location 3–1
3.2 Details of alternate sites considered 3–2
3.3 Size or magnitude of Operation 3–2
3.3.1 Traffic 3–2
3.3.2 Hinterland 3–3
3.3.3 Traffic Analysis & Forecast 3–3
3.3.4 Highlights of M/s. WSA Traffic Forecast study 3–4
3.3.5 Traffic Forecast for Phase-I and Master Plan 3–5
3.4 Project Description & Process details 3–7
3.5 Raw Material Required 3–8
3.6 Resource optimization / recycling and reuse envisaged in the project 3–8
3.7 Availability of Water, Energy / Power 3–8
3.7.1 Water & its Source 3–8
3.7.2 Energy / Power & Source 3–8
3.8 Wastes to be generated in the port and their Management 3–9
3.9 Schematic representations of the feasibility drawing (Layout) 3–9
P F R for Modified Phase I ii

4.0 SITE ANALYSIS 4–1
4.1 Connectivity 4–1
4.1.1 Road Connectivity 4–1
4.1.2 Rail Connectivity 4–1
4.2 Land Form, Land Use and Land Ownership 4–1
4.3 Topography 4–2
4.3.1 Bathymetry 4–2
4.4 Existing Land Use pattern 4–2
4.5 Existing Infrastructure 4–3
4.6 Soil Classification 4–3
4.7 Climatic Data 4–4
4.7.1 Weather data 4–4
4.7.2 Wind 4–6
4.7.3 Storms & Cyclones 4–6
4.7.4 Wave Data 4–7
4.7.5 Tides 4–9
4.7.6 Currents 4–9
4.7.7 Social Infrastructure 4 – 10
5.0 PLANNING BRIEF 5–1
5.1 Planning Concept (Considerations) 5–1
5.2 Population Projection 5–3
5.3 Land Use Planning 5–3
5.4 Assessment of Infrastructure Demand 5–4
5.4.1 Physical 5–4
5.4.1.1 Design vessels 5–5
P F R for Modified Phase I iii

5.4.1.2 Cargo Handling Equipment 5–5
5.4.1.3 Requirement of Berths 5–7
5.4.1.4 Navigable waterways 5–7
5.4.1.5 Harbour Protection works 5–7
5.4.1.6 Harbour entrance and Stopping Distance: 5–9
5.4.1.7 Dredging and Reclamation 5–9
5.4.1.8 Land 5 – 10
5.4.1.9 Road on Stilts & Conveyor and Pipeline crossing on Mangroves 5 – 10
5.4.1.10 Project Implementation 5 – 10
5.4.2 Social Infrastructure 5 – 11
5.5 Amenities / Facilities 5 – 12
5.5.1 Facilities 5 – 12
5.5.2 Utilities 5 – 12
5.5.3 Amenities 5 – 13
6.0 PROPOSED INFRASTRUCTURE 6–1
6.1 Industrial Area (Processing Area) 6–1
6.1.1 Modified Phase – I facilities 6–1
6.1.1.1 Cargo Handling Equipment 6–2
6.1.2 Internal Railway System 6–3
6.1.3 Internal Roads 6–4
6.1.4 Drainage 6–4
6.1.5 Fire-Fighting Facilities 6–5
6.1.6 Safety & Security in port 6–5
6.2 Residential Area (Non Processing Area) 6–5
6.3 Green Belt 6–5
P F R for Modified Phase I iv

6.4 Mangroves 6–6
6.5 Social Infrastructure 6–6
6.5.1 Buildings 6–6
6.5.2 Building Areas 6–6
6.6 Connectivity / Service Corridor 6–7
6.6.1 Rail Connectivity 6–7
6.6.2 Road Connectivity 6–7
6.7 Drinking Water Management (Source & Supply of water) 6–7
6.7.1 Estimated Water Demand 6–7
6.7.2 Water Source 6–8
6.7.3 Rain Water Harvesting 6–8
6.8 Sewerage System 6–8
6.9 Industrial Waste Management 6–9
6.10 Solid Waste Management 6–9
6.11 Power Requirement & Supply / Source 6–9
7.0 REHABILITATION AND RESETTLEMENT (R&R) PLAN 7–1
8.0 PROJECT SCHEDULE AND COST ESTIMATES 8–1
8.1 Project schedule 8–1
8.2 Civil Works 8–2
8.2.1 Dredging and Reclamation 8–2
8.2.2 Berth Construction 8–2
8.2.3 Breakwater Construction 8–3
8.2.4 Mechanical and Electrical Works 8–3
8.2.5 Onshore Development 8–3
8.2.5.1 Buildings 8–3
P F R for Modified Phase I v

8.2.5.2 Stockyards 8–4
8.2.5.3 Road and Rail 8–4
8.2.5.4 Utilities and Environmental Aspects 8–4
8.3 Capital Cost Estimates 8–4
9.0 ANALYSIS OF THE PROPOSAL – FINAL RECOMMENDATIONS 9–1
9.1 Financial Internal Rate of Return (IRR) 9–1
9.2 Financial and Social Benefits 9–2
List of Tables
Table E-1: Updated Traffic Forecast 1–3
Table E-2: Details Field Surveys, Investigations and Model Studies 1–3
Table E-3: Tidal data 1–5
Table E-4: Design Ship Sizes 1–6
Table E-5: Infrastructure Proposed for Modified Phase-I Development 1 – 10
Table 2-1: Estimated Port Capacity Requirements (Source: Maritime Agenda MoS, GoI) 2 – 2
Table 3-1: Modified Traffic Projections - Normal Scenario 3–6
Table 5-1: Traffic Forecast for 2021-22 5–2
Table 5-2: Land Use 5–4
Table 5-3: Design Ship Sizes 5–5
Table 5-4: Cargo Handling equipment and Rates 5–6
Table 6-1: Infrastructure Proposed for Modified Phase-I Development 6–2
Table 6-2: Cargo handling Equipment for Modified Phase-I Development 6–3
Table 8-1: Abstract of Capital Cost Estimates (including 4 berths and associated 8–5
Infrastructure catered to in the EC accorded)
Table 9-1: Results of Financial Internal Rate of Return (FIRR) 9–1
P F R for Modified Phase I vi

List of Drawings
Drawing Number Drawing Name

MP-PFR-MDPI-01 Location Map
MP-PFR-MDPI-02 Phase-I Layout
MP-PFR-MDPI-03A Modified Phase-I Layout
MP-PFR-MDPI-03B Modified Phase-I Layout (Including SBM)
MP-PFR-MDPI-04 Topography of Project Area
MP-PFR-MDPI-05 Bathymetry of Proposed Machilipatnam Port Area
Geotechnical / Soil Data (Sheet 1 Of 2)

MP-PFR-MDPI-06
Geotechnical / Soil Data (Sheet 2 Of 2)
MP-PFR-MDPI-07 Modified Alignment of Break Water Layout
MP-PFR-MDPI-08 Schematic Project Implementation Schedule
MP-PFR-MDPI-09 Modified Phase-I Implementation Schedule
General Arrangement & Typical Sections of Container Cargo Berths

MP-PFR-MDPI-10
(Preliminary)
General Arrangement & Typical Sections of Bulk Cargo Berths
MP-PFR-MDPI-11
(Preliminary)
General Arrangement of Liquid Cargo Jetty
MP-PFR-MDPI-12
(Preliminary)
MP-PFR-MDPI-13 Structural Breakwater – General Arrangement (Preliminary)
Rubble Mound Breakwater, Rock Groyne & Reclamation Bund - General

MP-PFR-MDPI-14
Arrangement (Preliminary)
MP-PFR-MDPI-15 Typical Details of Roads, Railway Lines & Drains.
P F R for Modified Phase I vii

CHAPTER 1
EXECUTIVE SUMMARY
P F R for Modified Phase-I

1.0 EXECUTIVE SUMMARY

1.1 Introduction
1.1.1 Preamble
A green-field, deep-water and all-weather multi-purpose port at Machilipatnam, located on
the East Coast of India, in Krishna District at Latitude 16°12’ N and Longitude 81°12’48” E, is
being developed by M/s. Machilipatnam Port Limited (MPL) as a PPP project on BOOT
basis in terms of a Concession Agreement entered into with the Government of Andhra
Pradesh (GoAP). The Ministry of Environment and Forests (MoEF&CC), Government of
India (GoI) have accorded CRZ and Environmental Clearance for the Phase-I development
of Machilipatnam Port, comprising of 4 nos berths in an area of 685 ha (1692 acres), vide
Letter F.No.10-5/2009-IA.III dated 25.11.2009. Validity of the CRZ & Environmental
Clearance has been extended by the MoEF&CC by 5 more years i.e., up to 24th November,
2019 vide their Letter No F.No.10-5/2009-1A.III Dt. 03.02.2015. To cater to traffic forecast of
about 100 MTPA for the year 2021-22, Modified Phase-I Development of Machilipatnam
Port comprising of 15 berths and one SBM in an area of Ha.1377 (Ac. 3400) is now
proposed.
1.1.2 Need for Project Development

As per the terms of the Concession Agreement, Ac. 6262 of land for the Machilipatnam Port
development shall be made available by the GoAP on lease basis. However, GoAP have so
far handed over Ac. 412.57 of land for the project and handing over of balance land for port
development got delayed for obvious reasons. The GoAP vide GOMs No 11 Dt 02-05-2012
earmarked an area of Ac. 5324 for the development of the Machilipatnam Port. Now, GoAP
is very actively pursuing handing over of the land required for the development of the port.
As port development projects are highly capital intensive, time consuming, considerable time
has elapsed ever since the DPR for Phase - I of the development of the Port was formulated
in 2008 based on traffic forecast studies then undertaken and as the GoAP is presently
contemplating to undertake a large number of projects to bring in revolutionary
developments in the region, it is considered essential to reassess the expected traffic
throughput as well as the port infrastructure required to handle such traffic and accordingly
modify the Phase - I development plan of Machilipatnam Port.
P F R for Modified Phase I 1-1

1.1.3 Review of Traffic Forecasts

Review of the traffic forecast study was undertaken by engaging experts in the line, M/s.
Wilbur Smith Associates (WSA). The study revealed that the base year (2011-12) traffic
forecast of about 16.0 MTPA would increase to about 260 MTPA, including about 10.1
MTEUsPA (126 MTPA) of Container Traffic over the Master Plan period i.e., by the year
2041-42 and in view of its strategic location and excellent road and rail connectivity to all
major inland destinations via Vijayawada and on account of estimated savings in distance,
voyage time and freight for cargo / containers destined to / from the South East Asian
countries and Asia Pacific region when compared to ports on the west coast, Machilipatnam
Port is expected to render itself as a major container hub on the east coast of our country
and the port’s hinterland for container cargo would include some of the Central and Northern
states also.
The traffic forecast for the year 2021-22 has been considered relevant to assess the port
infrastructure required and to accordingly modify the Phase-I development plan of
Machilipatnam Port, to cater to the traffic needs of the region such that sufficient lead time
would be available to initiate subsequent phase of port development. Estimates of traffic
forecast have been accordingly fine tuned focusing on the developmental projects now
being considered in the region including the following:
a. GoAP is contemplating to develop an oil refinery, naphtha cracker unit and many other
industries near Machilipatnam Port and its hinterland;
b. An Australian-based power giant expressed interest in setting up of a coal-based thermal

power project (5000 MW) near Machilipatnam and
c. The Telangana State Government is proposing to set up two thermal power plants
(combined capacity 7,600 MW) in Nalagonda district and coal import for these power
projects would be routed through Machilipatnam Port, being the nearest port.
The traffic forecast for 2021-22 fine tuned accordingly works out to about 79.9 MTPA of
various cargoes and 1.61 MTEUsPA (20.1 MTPA) of container traffic and about 1000 OSVs
pertaining to the oil exploration in the KG Basin i.e., a total of 100 MTPA. Summary of the
Traffic Forecast is presented in Table E-1 as follows:

Table: E-1: Updated Traffic Forecast

Traffic Forecast (MTPA /MTEUsPA)
Commodity /
year 2021-22 2041-42
2017-18
(Modified Phase-I) (Master Plan)
Coal 26.45 53.40 70.90
Iron Ore 1.50 4.3 6.8
Container 0.86 MTEUsPA 1.61 MTEUsPA 10.1 MTEUsPA
Cargo (10.75 MTPA) (20.10 MTPA) (126.0 MTPA)
General Cargo 4.45 7.2 19.6
Liquid (POL,
LNG / LPG, 1.70 15.00 30.00
Crude oil)
OSVs 500 1000 1500
79.90 MTPA of 127.3 MTPA of
34.10 MTPA of
various cargoes + various cargoes +
various cargoes +
1.61 MTEUsPA 10.1 MTEUsPA
0.86 MTEUsPA of
Total (20.10 MTPA) of (126 MTPA) of
Container cargo
Container Cargo Container Cargo
i.e., a total of
i.e., a total of 100.00 i.e., a total of 253.3
44.85 MTPA
MTPA MTPA
1.2 Field Surveys, Investigations & Model Studies

Field surveys, investigations, numerical model studies and physical model studies have been
undertaken as considered necessary to formulate the port development plans duly engaging
reputed and experienced agencies. Details of all the studies so far undertaken are presented
in Table E-2 hereunder:
Table E-2: Details Field Surveys, Investigations and Model Studies
S.No Activity
1 Demarcation of Low Tide Line, High Tide line and CRZ line by NIO
2 Geotechnical Investigations
3 Bathymetric Study
4 Topographic Surveys of Port Back Up Area
5 Feasibility Study for External Road, Rail Link & water Supply
6 PFR for Development of Railway to the Port
Mathematical Model studies of harbor tranquility, littoral drift, dispersal studies
7
of dredge spoil at the identified disposal areas, & Ship Maneuvering studies
8 Review of Traffic Forecast Study
9 DPR for Railway works
10 Review of Conceptual Port Layout & Type of Breakwater
11 Numerical Wave Transformation and storm surge study
2D physical model study due to wave pressure of incident waves on
12
breakwater

1.3 Site Conditions
The port area is contiguous to the coast line towards northern half, while the area on the
south is bordering low lying areas and mangroves. The land is low lying and mostly under
developed generally flat terrain with some undulated areas and pockets of plantation.
Average ground level varies between 1.5 CD on the eastern boundary and 2.75 m CD
towards the western boundary.
The sea bed is relatively flat with a slope varying between 1:900 and 1:1400. Top layer of sub
soil up to about 6.0 m depth is of dense silty sand which can be used for reclamation, beyond
6.0 m and upto 15.0m depth soft clay layer is present and this material is not suitable for
reclamation, beyond 15.0m depth soft clay layer followed by stiff clay and thereafter stiff to
hard clay is found. No rock has been met within the boring depth of about 45 m from ground
level.
Most prominent wind direction is SW during southwest monsoon period and NE during north
east monsoons. During SW monsoon, wind blows predominantly from South to West (during
June to September). Wind gradually shifts towards north with reduced intensity and gradually
increases towards east indicating onset of north east monsoons. Machilipatnam coast has
experienced cyclones occurred in the Bay of Bengal
South Easterly & North Easterly waves are the predominantly occurring wave directions
during April – October & November to February respectively and maximum wave heights
occur in these directions. Normal wave heights are 0.0 to 3.0 m in these directions. Extreme
wave conditions prevail under severe tropical cyclones during north east monsoon period.
Mean significant wave height in deep water during non-severe cyclones is 3.0 m and the
Extreme wave height in deep water is 8.2 m for a 100 year return period.
Measurements of currents at Machilipatnam Port Area showed that the currents speed at the
surface varied between 0.01 to 0.72 meters / sec and flow directions changed from 0o to
360o.
Tide measurements carried at Gilakaladindi fishery wharf and Tidal information available on
Admiralty Charts is reviewed. Summary of the tide levels at Machilipatnam, with respect to
Chart Datum which is (+) 0.76 below the Mean Sea Level are presented in Table: E-3:

Table: E-3: Tidal data
Mean High Water Spring (MHWS) + 1.60 m
Mean High Water Neap (MHWN) + 1.30 m
Mean Sea Level (MSL) + 1.10 m
Mean Low Water Neap (MLWN) + 0.90 m
Mean Low Water Spring (MLWS) + 0.60 m
Storm surge and Joint probability distribution of water levels and wave heights during
cyclones have also been assessed through numerical model studies.
Machilipatnam is 65 km from Vijayawada and is well-connected to the national highway

network viz. NH 65, NH 216 & NH 216A. Machilipatnam is connected by rail to the national
network via Vijayawada and Machilipatnam line takes off from Gudivada. Thus, rail
connectivity is available from Machilipatnam both towards Vijayawada and towards east via
Bhimavaram and Nidadavole.
Tarakaturu storage reservoir is located at a distance of 25 km from the project site and the
capacity of the reservoir is 3,300 ML. This tank receives water from irrigation canal named
Bandar Canal of Krishna Western delta system. Water supply requirement for the port is
proposed to be met from this reservoir. Water shall be supplied by GoAP up to the port
boundary by GoAP as per the Concession Agreement.
Power shall be supplied from nearest substation to the port boundary by GoAP as per the
Concession Agreement. Power requirement during construction phase is expected to be
around 3 - 5 MW. During construction phase power is proposed to be drawn from nearest 132
/ 33 KV sub-station in Machilipatnam town, about 10 km from the port site. During operation
of port, power is proposed to be drawn from the 400 / 220 KV substation at Gudivada, about
45 Km from the port location.
Stone quarries for Construction of breakwaters / Groynes and Coarse Aggregate for Concrete
& Road Metal are located in and around Ibrahimpatnam which is about 110 KM from the port
location. Sand for construction is available near Penumudi & Avanigadda region about 50 KM
from the port location. Gravel quarries are present at Mallavalli village of Bapulapadu Mandal
in Krishna District which is about 75 KM from the port site.

1.4 Project Description:
1.4.1 General:
In order to attract major shipping lines, it is necessary to provide efficient and hazel free port
services to the users with minimum turnaround time and waiting time for ships. This calls for
development of port infrastructure on par with neighbouring ports and provide the state of the
art cargo handling equipments and latest computer based management systems.
1.4.2 Design Ship Sizes: The design ship sizes are tabulated as follows
Table: E-4: Design Ship Sizes
S Commodity Modified Phase-I Development Masterplan
No
DWT LoA (m) Beam Draft DWT LoA (m) Beam Draft
(m) (m) (m) (m)
1 Container Cargo
Mainline 11,000 364 45.6 14.5 18,340 400 59 14.5

TEU TEU
14,000 366 52 16.0
TEU
Feeder 5,000 TEU 262 40 14 7,000 305 42.8 14.5
TEU
2 Dry Bulk Cargo
Coal Main line at - - - - 300,000 327 55 21.4
two specified
terminals
Coal Main line 180,000 290 44 18.0 180,000 290 44 18
Coal Coastal 80,000 230 32.3 14 80,000 230 32.3 14

Movement
Iron ore 80,000 230 32.3 14 200,000 300 50 18
3 General Cargo
Fertiliser 80,000 230 32.3 14.0 105,000 260 38 15.5
Other General 40,000 200 32.3 12 40,000 200 32.3 12
cargo
4 Liquid Bulk Cargo
POL/Crude Oil at 120,000 250 44 16.0 150,000 274 48 17
Berth
At SBM 300,000 330 58 22.5 300,000 330 58 22.5
LNG - - - - 155,000 345 55 13
LPG - - - - 60,000 225 36.6 12.3

1.4.3 Review of Breakwater alignment and Type of structure and Type of

Harbour
While according the CRZ and Environmental Clearance for the development of deep water
port Phase-I at Machilipatnam, the MoEF&CC vide letter dated 25.11.2009 with regard to the
Breakwaters directed that the alignment and design need to be fine tuned by modeling
studies and after obtaining the results of marine studies and soil investigation.
Duly undertaking geotechnical investigations, numerical wave transformation studies and 2-D
physical Model Studies on breakwater due to wave pressure of incident waves, through
reputed Hydraulic laboratories viz., M/s. LHI, Sri Lanka and based upon review carried out by
engaging international port planning experts, M/s. HR Wallingford, UK the alignment and type
of breakwater structure as well as layout of the harbour, its phased development have been
arrived at. Based on the principal considerations such as geo-technical and oceanographic
site conditions, traffic forecast, facility requirements, marine operational criteria, navigational
aspects, littoral drift, and extent of land utilization etc., alternative types of harbour
developments viz., of Outer Harbour, Inner Harbour and combination of Inner and Outer
Harbour were considered. Main emphasis was given to tranquility during cargo operations
and balancing the cost of dredging of harbour basin versus cost of breakwater construction
and the land area development. A combined inner / outer harbor layout has been evolved and
alignment of the breakwater has been adopted as per recommended in the study report and
to integrate with the master plan development. Thick soft clay sub-soil layer with very low
strength met with at the breakwater location which cannot support conventional rubble mound
breakwater has become an engineering challenge. Duly examining various alternatives, a
structural breakwater formed by a combination of vertical and raker RCC piles and
interlocking sheet-piles has been chosen. These details have been submitted to the
MoEF&CC vide MPL’s Ltr No. MPL / MOEF / 1 Dt. 02-01-2015.
1.5 Proposals of Master Plan and Development of Modified Phase - I

1.5.1 General
The port area is contiguous to the coast line towards northern half, while the area on the
south is bordering low lying areas and mangroves. Therefore, marine access to the port i.e.,
the entrance channel is planned in the northern half of the land area contiguous to the coast
line. In this area dock basins are located with back-up spaces.

The Master Plan layout is evolved comprising of two dock arms, which would be developed in
phases and can be integrated with ease to ensure efficient port operations. Due care is taken
in firming up the Modified Phase-I layout, duly adhering to the safety and environmental
aspects, to ensure that mangroves existing near the south side of the port are not disturbed
and the layout integrates with the Phase-I of the port for which EC is accorded by the MOEF
and the Master Plan contemplations. The road and rail access joining in the middle of the land
proposed for port development is beneficially used in planning connectivity to various
functional areas and minimize crossing of roads by the railway lines.
The Master Plan layout thus evolved in the land area of 5324 acres earmarked by GoAP
caters to the traffic forecast of 2041-42 which is 253.3 MTPA including 10.1 MTEUs PA (126
MTPA) of container traffic and 1500 OSVs at 26 berths including two island type jetty berths
for LNG / LPG & POL on the lee side of the south breakwater and 2 SBMs in deep water
within port limits for crude oil / petroleum products provides for a total of 8.7 km long quay to
accommodate ships for various cargoes, port craft and ship repair activity. The Master Plan
shall be updated periodically as per pertinent traffic trends. As directed by the GoAP,
Masterplan for the Machilipatnam Port Development thus evolved, in Ac. 5324 acres of land
earmarked, has been submitted to them during March, 2015.
1.5.2 Modified Phase-I Development
To handle the estimated traffic of 2021-22 comprising of 79.9 MTPA of various cargoes and
1.61 MTEUSPA (20.1MTPA) of container cargo and 1000 OSVs i.e., a total of 100 MTPA,
based on the types and volumes of cargoes to be handled, design ship / parcel sizes, cargo
handling equipment, environmental compatibility of handling cargoes at adjacent berths, berth
occupancy etc., it is considered necessary to Modify the Phase-I development of
Machilipatnam Port comprising of 15 berths and one SBM in a land area of Ha.1377 (Ac.
3400) to accommodate cargo storage yards, ware houses, roads, surface drains, railway
lines, administrative, operational, control, amenities and welfare buildings, environmental
protection works, green belt, transit areas, truck parking areas etc including the 4 berths in
Ha. 685 ha (Ac. 1692) being developed as per the EC already accorded.
The Dock Basin 1 of 2.25 km long aligned nearly parallel to the coast line is proposed be
developed in the Modified Phase-I with bulk cargo berths located on the east quay of the
dock basin and container and general cargo berths on the west quay of the dock.

Width of Dock Basin 1 is proposed as 500 m to cater to safe navigation of vessels to the
berths located at the extreme end of the dock, environmental compatibility of cargoes and to
site the container berths on the west quay far away from the dust generating bulk cargo
berths planned on the east quay. The northern ends of east and west quays of the Dock
Basin 1 as well as the return end of the east quay are proposed for OSVs, port craft, etc.
The bulk cargo berths cater upto 180,000 DWT ships with 18m draft and the container berths
cater upto 11,000 TEU capacity ships of 364 m LOA. The berths proposed for the east and
west quays of the Dock Basin1 shall be of relieving platform type structures with RCC
diaphragm wall sub structure and RCC deck. At the southern end of the dock basin, an open
jetty type berth is proposed for handling fertilizer and other general cargo which do not need
large back up area. One jetty berth is proposed on the lee side of south breakwater to handle
liquid cargo via pipelines to be laid on pipe line support trestle, planned behind the berth,
parallel to the break water. One SBM is proposed in deep waters within the port limits to
handle crude oil / products through pipeline. Design and construction of all the berths shall
cater to the dredged depth requirement of design ship sizes likely to be deployed ultimately,
in the Masterplan.
The south breakwater aligned parallel to the entrance channel with a bearing of 2320-520N is
1915 m long comprising of 1615 m of structural breakwater formed by combination of RCC
vertical and raker piles and interlocking sheet piles and the shore end of about 300 m long
shall be rubble mound breakwater. The North breakwater 260 m long shall also be rubble
mound breakwater. The Entrance Channel of 180 m wide with dredged depth of -21.0mCD,
Turning Circle of 600 m diameter dredged to –20.1 m CD cater to design vessels. Dredged
depth alongside the berths shall be -18.4 m CD for bulk cargo berths and -14.9 mCD for
container berths. To intercept littoral drift prevalent at the location, a sand trap is proposed to
be formed by deepening and widening the entrance channel seaward of the south breakwater
upto -6.5 m contour as recommended in the numerical model study and shall be dredged
periodically under maintenance dredging. Keeping in view the expected storm surge during
cyclones, in order to avoid inundation the top level of the berths in Dock Basin No1 are
proposed as +6.0 m CD and that of the Liquid Berth on the lee side of breakwater is proposed
as +6.50 m CD. Ample backup area planned behind the berths and well connected by road
and rail transportation network will make the container operations very efficient and render
Machilipatnam Port to develop as a container hub in the near future.

The cargo storage areas for bulk cargoes, which will be mostly transported by conveyors, are
planned on the south side of the port approach roads while those for general cargo and
containers are planned on the north side of port approach road nearer to docks. Liquid
cargoes are proposed to be transported through pipeline.
Roads, storm water drainage, railway network, services, utilities, administrative, operational,
control, repair, amenities and welfare buildings, green belt, STPs, rain water harvesting and
integration of external drainage are catered to in the DPR as required.
1.6 Infrastructure Proposed In Modified Phase-I

The major infrastructure proposed in the Modified Phase - I Development of Machilipatnam
Port to cater to the traffic forecast of 79.9 MTPA of various cargoes plus 1.61 MTEUsPA
(20.1 MTPA) of container cargo & 1000 OSVs is presented in Table E-5:
Table E-5: Infrastructure Proposed for Modified Phase-I Development

Sl No Detail Modified Phase-I Development
1 Traffic 100.00 MTPA comprising of 79.9 MTPA
of various cargoes and 1.61 MTEUsPA
(20.1 MTPA) of containers
2 No of Berths 15 (5.75 KM of quay)
SBM in deep waters in port limits 1
3 Breakwaters South : 1615 m of structural breakwater
and 300 m of rubble mound breakwater
North: 260 m of rubble mound
breakwater
4 Dredging 99.2 million cum
5 Reclamation with dredged spoil 23.8 million cum
6 Reclamation with borrow earth 17.5 million cum
7 Disposal of Dredged spoil at disposal 75.4 million cum
ground in sea at about -25 m depth
8 Cargo storage area 444 ha
9 Roads
4 lane 13.5 km
- 2 lane 5.0 km
- 1 lane 31.0 km
10 Drains 99.0 km
11 Railway lines 57.0 km
12 Green Belt 97.0 ha
13 Water supply 3.0 MLD
14 Power supply 86 MW
15 Buildings 27450 Sq.m.
16 Land Area 1377 ha
17 Annual Maintenance Dredging 1.06 million cum
18 Truck Parking, workshops, gate and As required
security complexes, institutional
buildings, utilities, amenities,
environmental works like STP etc.
19 Locomotive 2
20 Loco Parking Bay 1

1.7 Estimated Capital Cost & Financial Viability
The estimated capital cost of Modified Phase-I development of Machilipatnam Port arrived at
as per current rates works out to Rs.11,924.00 Crores exclusive of financing costs. The
estimated revenues comprise of cargo handling charges, wharfage, pilotage, port dues, berth
hire, land rentals etc. while the expenditure comprise of land lease, concession fee, O&M
costs, taxes and statutory payments etc. The financial IRR for the modified Phase-I works out
to about 14.52%.
1.8 Project Implementation

Project implementation period for the Modified Phase - I development is 60 months reckoned
from GoAP’s making available of required land for port development as per terms of the
Concession Agreement.
It is proposed to commence construction works of Breakwaters, 4 berths, dredging,

reclamation and disposal of dredged spoil in the identified disposal areas, back up areas,
roads, railways, utilities, services, amenities and buildings of Phase-I development of
Machilipatnam Port catering to the EC accorded by MoEF&CC in force immediately upon
making available required land by GoAP which will be completed in 36 months. In the mean
time, EIA Study Report for the Modified Phase-I development of Machilipatnam Port to cater
to the TOR to be approved shall be prepared and submitted to the MoEF&CC duly obtaining
the NOC from APCZMA. After MoEF&CC accords CRZ & Environmental Clearance for the
development of the Modified Phase-I of Machilipatnam Port, construction works of the
infrastructure planned as well as procurement and commissioning of necessary electrical and
mechanical equipment and environmental protection works etc shall be undertaken in such a
way that the infrastructure development under progress integrates with the proposed
development of Modified Phase-I development of Machilipatnam Port as envisaged.
The implementation schedule is accordingly prepared.
1.9 Project Benefits

Sea-bound transport is the most cost-efficient as well as the economical means of
transportation for the conveyance of raw materials and finished products, in bulk. Such an
infrastructure could be the necessary backbone, for attracting large-scale industries.
Machilipatnam Area has not witnessed industrial developments so far. With the development
of the port, Machilipatnam region is expected to host a large number of port based industries
including oil refinery, power plants, SEZs etc and would make the area a most sought after
International Integrated Port City.

Machilipatnam Port would catalyze development of many industries establishing from multiple
sectors with many ancillary & satellite units boosting trade & commerce in an unprecedented
way; thereby bringing in the synergies of development to the state like never before. Similar
developments are foreseen in the hinterland as well. These developments shall, as a
consequence, generate huge direct and indirect employment for the local people and
substantially improve their living standards and generally act as a gateway to prosperity of the
entire region. MPL shall also be implementing schemes under CSR in the neighbourhood
villages. Thus, Machilipatnam Port will herald a new era of economic activity & dramatically
transform the lifestyles of the people and the dynamics of the areas in the vicinity of
Machilipatnam will be energized.

CHAPTER 2
INTRODUCTION OF THE PROJECT/

BACKGROUND INFORMATION

2.0 INTRODUCTION OF THE PROJECT / BACKGROUND

INFORMATION
2.1 Identification of Project and Project Proponent
Development of a green field all weather deep water multi user port at Machilipatnam in
Krishna district, Andhra Pradesh is being implemented as a Public Private Participation (PPP)
Project on BOOT (Build, Own, Operate, and Transfer) basis by Ms. Machilipatnam Port Limited
(MPL) in terms of the Concession Agreement entered in to with Government of Andhra
Pradesh (GoAP). Location is shown in Dwg. No. MP- PFR- MDPI -01 – LOCATION MAP.
During 2009, the MoEF&CC has accorded CRZ and EC for Phase - I development of the port
comprising of 4 berths in Ha. 685 (Ac.1692) of land area and the validity of the EC has been
extended by the MoEF&CC upto Nov, 2019. Layout then proposed is presented in Dwg. No.
MP- PFR- MDPI -02 –Phase-I LAYOUT PLAN
2.2 Brief Description of Nature of the Project

The Modified Phase – I development of the Machilipatnam Port caters to traffic forecast for the
year 2021-22 i.e., 79.90 MTPA of various cargoes and 1.6 MTEUsPA (20.1 MTPA) of container
cargo and 1000 OSVs i.e., a total of 100 MTPA of all types of cargoes put together. The project
comprise of development of required marine infrastructure like breakwaters, berths, approach
channel, navigable water ways like approach channel, turning circle and dock basins,
navigational aids, harbor craft and shore based infrastructure like cargo handling equipment,
cargo storage and transfer areas, warehouses, roads & railway lines (Internal and External
connectivity), conveyors and pipelines, services, utilities, amenities, repair shops and
workshops, operational, functional, administrative and control buildings, environmental works
etc.
2.3 Need for the Project and its importance to the Country / Region
Indian seaports, service 90% of the country’s trade by volume and 70% by value, are key links
in the rapidly expanding global trade while increasingly becoming key destinations for strategic
business investments. After the economic reforms were introduced in India, the port sector has
witnessed rapid growth with selective private sector participation and investment.

2.3.1 Indian Port Traffic:

India has been an emerging and vibrant economy with a huge market, a billion plus population
and strong GDP growth rate of over 6.5% (mean) for the past five years. Ports play a vital role
in the overall economic development of the country.
As per the Twelfth Five Year Plan (2012-2017) Working Group Report on Ports by The
Planning Commission of India, Indian ports which have a capacity to handle cargo traffic of
about 1250 MTPA by 2012 have to plan and augment a capacity level of 2.6 billion tonnes per
annum by the year 2016-17 and 3.1 billion tones by 2019-20. This calls for commensurate
development of the port infrastructure to cater to the estimated demand.
Therefore development of India’s ports and trade related infrastructure will continue to be
critical to sustain the success of accelerated growth of Indian economy. Further, during the
past decade, India is experiencing a rapid growth in economic development. This resulted in
setting up of a large number of industries i.e., power plants; cement industries, steel plants,
fertilizer plants and SEZ’s. These developments have in turn resulted in improved trade as well
as increased potential of imports and exports.
The Maritime Agenda of MoS, GoI also lays emphasis on development of port capacity to cater
to handling of larger volumes of all types of cargoes including container cargoes of the Major
Ports under control of the GoI and Non-Major Ports in maritime states being developed and
managed through PPP as well.
The estimated Port capacity requirements as per the Maritime Agenda of MoS, GoI, 2020 in
respect of Major Ports, Non-Major Ports in India are presented in the Table 2-1:
Table 2-1: Estimated Port Capacity Requirements (Source: Maritime Agenda MoS, GoI)
Capacity Requirement in MTPA

Year All the Indian Major Non-major
Ports Ports Ports
2011-12
1240.04 741.36 498.68
(Handled)
2016-17
2592.12 1328.26 1263.86
(Projection)
2019-20
3130.04 1459.53 1670.51
(Projection)

Thus by 2019-20 the port capacity in our country is required to be enhanced by two and a half
time times when compared to the capacity existing in 2011-12. Accordingly all the Major Ports
and Non-Major ports in maritime states are called upon to develop adequate port capacity by
way of expansion of existing ports as well as development of new ports.
2.3.2 Current Scenario of Ports in Andhra Pradesh
The State of Andhra Pradesh has over 972 Km long coastline on the Bay of Bengal with a
major port at Visakhapatnam, which is able to utilize its full capacity and few Non major ports
with their growth fast developing. Andhra Pradesh has large requirement of port facilities
consequent to major developments in the Power sector, Agriculture sector, Steel, Oil & Gas
sectors and overall industrial development.
Government of Andhra Pradesh has put in place the port policy to develop non major ports on
PPP Mode along its long coastline for international trade and coastal shipping activities, in line
with the contemplation of the Central Government, which will significantly contribute to the
development of region and the country by way of increased imports and exports through the
ports generating revenues to the exchequer, employment generation, social infrastructure etc
leading to overall improvement of the living standards of the inhabitants.
In the state of Andhra Pradesh presently one major port at Visakhapatnam and three non-
major ports at Gangavaram, Kakinada and Krishnapatnam are under operation. Development
of non-major port at Machilipatnam taken up by GoAP on PPP mode is expected to commence
soon i.e., upon GoAP making available required land on lease in terms of the Concession
Agreement.
2.4 Demand Supply Gap

The review of Traffic Forecast undertaken duly considering the developmental projects being
undertaken / contemplated in the region and hinterland reveled that by 2021-22 Machilipatnam
Port will be called upon to handle about 79.90 MTPA of various cargoes plus 1.6 MTEUsPA
(20.1 MTPA) of container cargo and 1000 OSVs i.e., a total of 100 MTPA of all types of
cargoes put together as against the capacity of Phase -I development of the port of about 16.6
MTPA traffic handling. In other words, as against a demand of about 100 MTPA of port
capacity requirement only 16.6 MTPA port capacity would be available as per the Phase-I
development plans of Machilipatnam hitherto approved; resulting in a gap of about 83.4 MTPA
of port capacity by 2021-22.

To bridge the above gap in the port capacity, it is contemplated to modify the Phase-I
development of Machilipatnam Port with 15 berths & 1 SBM in an area of Ha.1377 (Ac. 3400)
(including the 4 berths being developed in an area of Ha. 685) with all required land based and
marine infrastructure to cater to the traffic forecast of 2021-22.
2.5 Imports Vs Indigenous Production

In as much as port is not an industry but a facilitator, development of a port catalyzes the
regional development through a rapid industrialization and growth of related infrastructure. The
cargo exports through the Ports result in considerable amount of Foreign Exchange earnings to
our Country and the cargoes imported earn custom duty and some of the imports also serve as
raw material for various production purposes and increase domestic revenue accruals of the
products thus generated on account of the value addition.
Port development also catalyzes establishment of SEZs which in turn result in considerable
exports of end products.
Planned development of Modified Phase-I of Machilipatnam Port involves procurement of

certain construction equipments and higher capacity cargo handling equipments from
overseas. Other items and technologies required will be mostly indigenous.
2.6 Export possibility

As mentioned in the foregoing, development of the port at Machilipatnam will enable increased
exports of domestic products like POL products, Iron Ore, Cement, Granite, Food grains and
Agri Products, Textile, machineries etc., as bulk cargo/ general cargo/ container cargo as the
case may be.
2.7 Domestic / Export Markets

The Port at Machilipatnam, like all other ports of our country would facilitate development of
both domestic and export markets for the products to be imported or exported by various port
users.
Imports are: Thermal Coal, Coking Coal, Container Cargo, General Cargoes, Edible Oil, Lube
Oil, Timber, machineries etc.
Exports are: Iron Ores, Thermal Coal, steel Products, General Cargoes, Aluminum,
Containers etc.,

2.8 Employment Generation due to the Project

The Port at Machilipatnam would see many industries establishing from multiple sectors with
many ancillary & satellite units boosting trade & commerce in an unprecedented way; thereby
bringing in the synergies of development to the state like never before. It will, as a
consequence generates huge direct and indirect employment including the local people,
substantially improve the living standards and generally act as a gateway to prosperity of the
entire region.

DRAWINGS

INDIA
JAMMU & KASHMIR
TO RAIPUR
TA
HIMACHAL
LKA
PRADESH ORISSA
ANDHRA PRADESH
KO
TO
PUNJAB CHATTISGARH
UTTARANCHAL SRIKAKULAM
HARYANA
VIZIA
L NAGARAM
SIKKIM HA
AC H
UN ES
AR RAD GO
D
VISAKHAPATNAM
P
TO K
RAJASTHAN RIV AVA
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RAD ER RI EAST
RP ASSAM
AZIP
TO GODAVARI
UTTA NAGALAND TO HYD
E
BIHAR RAB
ET
MEGHALAYA HY A WEST
DE D
GODAVARI
KARNATAKA
MANIPUR RA KAKINADA
TO HYDERABAD
JHARKHAND BA PORT
D
MIZORA
KRISHNA
TO MUMBAI
GUJARAT MADHYA PRADESH WEST
H
BENGAL
AR
SG GUNTUR
KRISHNA
M
MACHILIPATNAM
TI
TRIPURA RIVER
AT
PORT
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MAHARASHTRA KURNOOL PRAKASAM
A
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N
BAY OF BENGAL
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TELANGANA PE
ANANTAPUR N
B
RIV NA NELLORE
GOA ER
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AK
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PROPOSED CUDDAPAH KRISHNAPATNAM
AT
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RN
ARABIAN PRADESH
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SEA
A
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B
ALO
CHITTOOR
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TO CHENNAI
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TO
NA
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IL KARNATAKA STATE BOUNDARY

M
H
TA
TO C
ALA
ANDAMAN AND DISTRICT BOUNDARY

LAKSHADWEEP
NICOBAR ISLANDS NATIOANAL HIGHWAY
TAMILNADU RAILWAY LINE BG
WATER BODY
SRILANKA
16
Konduru Kollery lake

Viravalli
Kondapalle
Pallevada Akividu
Pedda Avutapalle
Gannavaram Telaprolu Kolleru 216
Unguturu Nandivada Mandavalli Kaikalur
Vijayawada Bhimavaram
Kalidindi Palacole
Penamaluru
K R I S H N A Moturu
Pedaparupudi Lingala Korukolle Mattagunta
Kankipadu Narasapur
Mangalagiri Vuyyuru Krudivennu
Gudivada Mudinepalle 216-A
16 Thotlavalluru 65 Gudlavalleru Nallajerla Pallepalem
Bantumilli
Kapileswarapuram Pamarru
GUNTUR Kavutaram
Pamidimukkala Kuchipudi Nandamuru
Nidumolu
Movva Pedana
Tenali Guduru Manginapudi
Kri
Ghantasala
shn
Srikakulam
Prattipadu MACHILIPATNAM MACHILIPATNAM PORT
aR
Bandar Fort
ive
Gundupalem
Challapalle
r
Bhattiprolu Polatitippa
LEGEND:
Ponnuru Mopidevi National Highway

Major Roads
Other Roads
Avanigadda Palletummalapalem Railway Line
Paruchuru 216-A Repalle River/Canal/Drain

Erala District Boundary
Koduru Divi Point
Nagayalanka
Talagadadivi
Bapatla
l
ga
Ganapeswaram
en
Bapatla Beach
B
Kammavaripalem
of
Vadarvu Beach y
False Divi Point
Yelatturdibba
Ba
REV
DATE DESCRIPTION CHKD APPD
NO.
DRN:
PROJECT: PORT OF MACHILIPATNAM
GL
DESIGNED:
MODIFIED PHASE-I DEVELOPMENT OF
TITLE:
PROPOSED MACHILIPATNAM PORT SVSLN
CHECKED:
DETAILS: LOCATION MAP SVSLN /
PAV
REV. NO. DATE: SCALE: APPROVED:
DRG. NO. MP-PFR-MDPI-01
0 Apr-2015 NTS M.A.R
515500 m X 516500 m X 517500 m X 518500 m X 519500 m X 520500 m X AD 521500 m X 522500 m X 523500 m X 524500 m X 525500 m X 526500 m X 527500 m X 528500 m X 529500 m X
RO
1795400m Y
A CH SHORE LINE OUTER CHANNEL
E
IB (-)15.7m
PUD
D
I NA NE SH
G E O
PR RE
AN GTH
31 OT
230
21
1.5
m2 EC
TION
M 2.5
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NO
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23
MO TER ( REAK 5.7
I ST E S UN RU
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EX B 100
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21 SAND TRAP 0 0m
5m 3.5
TO
1794400m Y
160
4
m
A CH 4.5
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U E L
PORT RAIL AP A NN 5.5
CONNECTIVITY G IN CHm)
R
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AN INN (-1 6
M (-)14.2m
ON AP 1 220m
ER GO R250 6.5
V Y AL
YO D B UR
TURNING CIRCLE
150
m T 7
L UC
1793400m Y
F A R 7.5
RO
m
ST 50
10
145 ER 8
m AT
4.1m 1
THS
W
(-)1 ASIN
YA INER
K
BER
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D
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CK
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A
m
M H
BER
UT
700
E
NT
DO
CO
BL
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PIPELINE CORRIDOR m
SO
RG
B 87
CO
RU
CA
5
PORT ROAD 500
LK
m
BU
TR
CONNECTIVITY UC
K
PA
RK
IN
G
AL
CA ERAL
1792400 m Y
O
RG
N
GE
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BLO NITE
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CK
A
GR
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EXISTING SOUTH CENTRAL
RAILWAY LINE
1791400 m Y
AM
E NIT FE
WA RTILI
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HO ER
OF
TO MACHILIPATNAM
USE
STA SUB S
TI
Y ON
TRU
PAR CK
OF ARD
KIN
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FIC
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STA UB
TIO
FIC
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S
OF
1790400 m Y
A
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PAR CK
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CK RE
YA
STA ON O
LEGEND:
IR
Training of External Storm 1

MASTER PLAN BOUNDARY Water Drains 1.5 2 2.5
3
3.5
PHASE-I DEVELOPMENT
4
EXTERNAL ROAD CORRIDOR
4.5
EXTERNAL RAIL CORRIDOR
5
PIPELINE CORRIDOR
5.5
ROADS
6
RAILWAY LINES 6.5
BERTHS 7
7.5
GENERAL CARGO
8
CONTAINER YARD 8.5

9
COAL
9.5
IRON ORE 10
REV
NO. 10.5
AMENITIES
11
TANK FORM
1786400 m Y
TRUCK PARKING
UTILITIES DRN:
1. ALL DIMENSIONS ARE IN METRES UNLESS OTHERWISE SPECIFIED. PROJECT: PORT OF MACHILIPATNAM GL
OSV
2. ALL LEVELS ARE IN METRES WRT CHART DATUM UNLESS OTHERWISE SPECIFIED. DESIGNED:
OFFICE & INSTITUTIONAL AREAS 3. BATHYMETRY SHOWN IN DRAWING IS BASED ON SURVEY CARRIED TITLE:
PROPOSED MACHILIPATNAM PORT
SVSLN
GREEN BELT OUT BY M/s INDOMER COASTAL HYDRAULICS IN 2008. CHECKED:

DETAILS: PHASE-I LAYOUT SVSLN /
1785400 m Y
PAV
DRG. NO. MP-PFR-MDPI-02 Apr-2015 AS SHOWN M.A.R
0
CHAPTER 3
PROJECT DESCRIPTION

3.0 PROJECT DESCRIPTION

3.1 Type of project including interlinked and interdependent
projects, if any
The Modified Phase - I development of the Port at Machilipatnam is a port infrastructure project
to cater to port capacity to 79.9 MTPA of various cargoes plus 1.6 MTEUs PA (20.1 MTPA) of
container cargo and 1000 OSVs i.e., a total of 100 MTPA of all types of cargoes put together
comprising of dry bulk cargoes like coal, containers, general break bulk cargoes etc.,
This project is not interlinked to or interdependent on any other project.
3.2 Location
The proposed port is located at Latitude 16°12’ N and Longitude 81°12’48” E in Krishna District
in the state of Andhra Pradesh. The nearest ports are Kakinada Port, 144 km to the north and
Krishnapatnam Port located at a distance of 233 km to the south of Machilipatnam. The
principal hinterland of Machilipatnam will cover the central and southern portions of Andhra
Pradesh, and border areas of Karnataka and Tamil Nadu.
Land area of Ac. 5324 required for the development of Machilipatnam Port is earmarked by
GoAP as per the Concession Agreement. Location of the port is shown in Figure 3.1.
Figure-3.1 Location of proposed Port at Machilipatnam

3.3 Details of alternate sites considered

CRZ and EC for the Phase-I development of Machilipatnam port at this location has been
accorded by the MoEF&CC in the year 2009 (Ref. F.No. 10–5 / 2009– IA-III, Dated November
25, 2009) and validity of the same is extended by the MoEF&CC upto 2019. Present proposal
is for Modifications of the Phase-I development of the port at the approved location to cater to
Traffic Forecast for 2021- 22 and examining alternate sites is not therefore relevant.
At the proposed location of the port ecologically sensitive areas like mangroves etc., do not
exist. Location of the port is shown on Topographic sheet in Figure-3.2.
Figure-3.2 Location Map of Machilipatnam Port
3.4 Size or magnitude of Operation

3.4.1 Traffic
M/s. Wilbur Smith Associates (WSA), Bengaluru undertook review of traffic projections for the
proposed Machilipatnam port. The salient aspects of the traffic forecast report are summarized
below along with projected traffic estimates for planning purposes.

3.4.2 Hinterland
The primary hinterland for Machilipatnam port extends to the southern and northern districts
namely Krishna, Guntur, West & East Godavari of Andhra Pradesh as well as Nalagonda,
Medak, Khammam, Warangal, Ranga Reddy and Hyderabad districts of Telangana.
Opportunities are also seen from land locked state of Chhattisgarh besides border districts in
the state of Madhya Pradesh, Maharashtra and Karnataka. The secondary hinterland also
covers Coal imports of cement plants of Northern Karnataka and Eastern Maharashtra.
For container traffic the primary hinterland extends upto Nagpur and beyond on the North and
Sanathnagar (Hyderabad) and border areas in Maharashtra and Karnataka states .The
Hinterland for the Machilipatnam Port is shown below in Figure-3.3.
Figure - 3.3 Primary & Secondary Hinterland for the Machilipatnam Port

3.4.3 Traffic Analysis & Forecast
Major commodities of cargoes identified to be attracted to Machilipatnam Port are:
 Coal
 Agricultural Products
 Iron Ore
 Container
 General Cargo
 Petroleum Products
 Granite
 OSV’s
3.4.4 Highlights of M/s. WSA Traffic Forecast study
The following conspicuous reasons support the view that the traffic forecasts made by M/s.
WSA for Machilipatnam Port are nearer to reality:
 The immediate potential of Port to attract traffic presently handled at other ports on
account of savings in inland transportation
 Likely traffic that would be attracted by Port on account of the excellent connectivity
due to location advantage
 Likely hood of attracting the container traffic now being handled at other ports owing to
savings in in-land transportation costs in comparison to other container handling ports
 Likely hood of Port attracting container traffic pertaining to South East Asia and Asia
 Pacific region due to savings in time and ocean freight compared to the ports on the
west coast of India
Machilipatnam Port has a strategic location advantage over others especially to the power
projects (over 7500 MW) underway in Nalagonda district Telangana. The power plants falling in
the hinterland of Port are estimated to require over 450 MTPA of thermal coal. Based on the
coal linkages, Machilipatnam Port is expected to handle more than 60 MTPA of the coal soon
after commissioning.
From the Traffic Forecast Study carried out, it also emerged that in view of excellent road and
rail connectivity via Vijayawada, the nerve center of national road and rail traffic, the hinterland
of Machilipatnam Port would extend to areas of central and northern India and the Port would
attract larger volumes of container traffic in addition to bulk and general cargo. M/s. WSA’s
Study Report also highlighted that the Port is likely to emerge as a mega container hub on the
East Coast of India and the container traffic is also expected to grow faster than the predicted
normal scenario. Similarly, in case of fertiliser, the location of Port has the advantage of being
in the central part on the coast of Andhra Pradesh and is considerably nearer to the
consumption destinations in the primary hinterland when compared to other ports presently
importing fertiliser. The import of fertiliser is likely to be much in excess of the normal scenario
of the traffic forecast study. Therefore it is essential that planning of the port infrastructure shall
cater to such expected surges in the traffic forecast especially during the immediate period
following the commencement of operations of Port.

3.4.5 Traffic Forecast for Phase-I and Master Plan

Review of Traffic forecast
As port development projects are highly capital intensive, time consuming, considerable time
has elapsed ever since the Phase-I development of Machilipatnam Port was formulated based
on traffic forecast studies of 2008 and as the GoAP is presently contemplating to undertake a
large number of projects to bring revolutionary development in the region, it is considered
essential to reassess the expected traffic throughput as well as the port infrastructure required
to handle such traffic and accordingly modify the Phase-I development plan of Machilipatnam
Port.
The traffic forecast for the year 2021-22 has been considered relevant to assess the port
infrastructure required and to accordingly modify the Phase-I development plan of
Machilipatnam Port, to cater to the traffic needs of the region such that sufficient lead time
would be available to initiate subsequent phase of port development.
Estimates of traffic forecast have been accordingly fine-tuned focusing on the developmental
projects now being considered in the region including the following:
a. GoAP is contemplating to develop an oil refinery, naphtha cracker unit and many other
industries near Machilipatnam Port and its hinterland;
b. An Australian-based power giant expressed interest in setting up of a coal-based thermal

power project (5000 MW) near Machilipatnam and
c. The Telangana State Government is proposing to set up two thermal power plants
(combined capacity 7,600 MW) in Nalagonda district and coal import for these power
projects would be routed through Machilipatnam Port, being the nearest port.
The traffic forecast for 2021-22 fine-tuned accordingly works out to about 79.9 MTPA of various
cargoes and 1.61 MTEUs PA (20.1 MTPA) of container traffic and 1000 OSVs i.e., a total of
100 MTPA. The Traffic Forecast for the Masterplan (2041-42) worked out to 127.3 MTPA of
various cargoes plus 10.10 MTEUs PA (126 MTPA) of container cargo i.e., a total of about
253.3 MTPA of all types of cargoes put together. Same is presented at Table: 3 -1:

Table 3-1: Modified Traffic Projections - Normal Scenario
Commodities Modified Traffic in MTPA
2017-18 2018-19 2019-20 2020-21 2021-22 2026-27 2031-32 2036-37 2041-42
Coal - Existing facilities and its 6.20 6.50 6.80 7.20 7.50 9.40 11.80 14.90 18.70
expansion
Coal - Upcoming TPS 20.25 26.50 33.00 40.00 45.90 52.10 52.10 52.10 52.10
Total Coal 26.45 33.00 39.80 47.20 53.40 61.50 63.90 67.00 70.80
Iron Ore 1.50 2.00 2.80 3.50 4.30 4.80 5.40 6.10 6.80
Container (Shift due to advantage in 7.60 7.70 10.00 12.00 14.20 19.80 34.30 50.20 89.00
distance)
ASIA & SEAP Container (Shift due to 3.15 3.20 4.10 5.00 5.90 8.20 14.30 20.90 37.00
time advantage)
Total - Container 10.75 10.90 14.10 17.00 20.10 28.00 48.60 71.10 126.00
Fertilisers & Chemicals 2.00 2.25 2.50 2.75 3.00 4.00 5.00 5.00 5.00
Cement 0.20 0.20 0.20 0.20 0.20 0.30 0.50 0.70 1.10
Food Grains 0.45 0.50 0.50 0.55 0.60 1.00 1.50 2.30 3.60
DOC-Rice Bran 0.15 0.20 0.20 0.20 0.20 0.30 0.30 0.50 0.60
Granite 0.85 0.90 1.00 1.10 1.20 1.70 2.50 3.70 5.40
Timber 0.00 0.00 0.05 0.05 0.10 0.10 0.10 0.20 0.30
Steel 0.30 0.30 0.30 0.30 0.30 0.40 0.40 0.50 0.60
Edible Oil 0.50 0.75 1.00 1.25 1.60 2.00 2.50 2.50 3.00
Total - General Cargo 4.45 5.10 5.75 6.40 7.20 9.80 12.80 15.40 19.60
POL 1.70 3.00 3.50 4.50 5.00 5.00 5.00 5.00 5.00
LNG / LPG 0.00 0.00 0.00 0.00 0.00 2.00 3.00 3.00 5.00
Crude Oil 0.00 10.00 10.00 10.00 10.00 15.00 15.00 20.00 20.00
Total Liquid Bulk 1.70 13.00 13.50 14.50 15.00 22.00 23.00 28.00 30.00
Total 44.85 64.00 75.95 88.60 100.00 126.10 153.70 187.60 253.20

3.5 Project Description & Process details

The Ministry of Environment and Forests (MoEF&CC), Government of India (GoI) accorded
CRZ and Environmental Clearance for the Phase-I development of Machilipatnam Port,
comprising of 4 no of berths in Ha 685 (Ac 1692) of land during 2009. Consequent to the
review of Traffic Projections and business plans, to handle the estimated traffic of 2021-22
which is about 79.9 MTPA of various cargoes plus 161 MTEUsPA (20.1 MTPA) of container
cargo i.e., a total of about 100 MTPA of all types of cargoes put together, based on the types
and volumes of cargoes to be handled among other factors, it is considered necessary to
modify the Phase-I development of Machilipatnam Port with 15 berths and one SBM in an area
of Ha. 1377 (Ac. 3400).
The Modified Phase - I development of the Machilipatnam Port caters to development of

required marine infrastructure like breakwaters, berths, navigable water ways like approach
channel, turning circle and dock basins, navigational aids, harbor craft and shore based
infrastructure like cargo handling equipment, cargo storage and transfer areas, ware houses,
roads, railway lines, conveyors and pipelines, services, utilities, amenities, repair shops and
workshops, operational, functional, administrative and control buildings, environmental works
etc to cater to above traffic projections.
The Port at Machilipatnam is being developed to handle ocean-going vessels and to conduct
four important functions:
 Administrative – by ensuring that the legal, socio-political and economic interests of the
state and international maritime authorities are protected.
 Development – as a major promoter and instigator of wider regional economy and in turn
the country.
 Industrial – by enabling major industries process the goods imported or exported through
the port. and
 Commercial - being an international trade junction point where various modes of
transport interchange; loading, discharging, transit of goods
The port at Machilipatnam shall be a facility for receiving ships and transferring cargo. Situated
at the edge of the Bay of Bengal near Machilipatnam, the Port will be equipped with cargo
handling equipment such as grab unloaders, harbor mobile cranes, Container Quay Cranes,
RTGS, pay loaders, forklifts etc., for use in loading / unloading of ships. Pilots and adequate
capacity tugboats will be used to maneuver the ships as they approach and leave the docks.
The Port which would handle international traffic shall have customs facilities.

3.6 Raw Material Required

Construction materials required for the Phase-I development are proposed to be sourced from
approved quarries nearby areas like Ibrahimpatnam, Penumudi, Avanigadda, Mallavalli
village etc.
The tentative estimated quantities of construction materials for development are as follows:
(a) Stone - 0.75 million m3
(b) Aggregates - 1.75 million m3
(c) Sand - 1.25 million m3
(d) Gravel - 17.50 million m3
3.7 Resource optimization / recycling and reuse envisaged in the

project
Reclamation of the low lying areas in the port will be taken up with suitable dredged material to
the extent feasible to minimize the use of external barrow fill material. The Breakwaters are
proposed to be constructed with steel & concrete structural elements which reduces the
requirement of bigger size natural rocks. By developing suitable Sewage Treatment Plants, the
treated water shall be recycled for dust suppression and green belt.
3.8 Availability of Water, Energy / Power

3.8.1 Water & It’s Source
The water demand is estimated to be about 3.0 MLD for Phase - I. Water shall be supplied up
to the port boundary by GoAP as per the Concession Agreement. Water Resources
Department, Government of Andhra Pradesh has allotted 5.0 MLD of water from Tarakaturu
Reservoir. This tank receives water from irrigation canal named Bandar Canal of Krishna
Western delta system. The water from the reservoir will be collected and treated before use for
domestic purposes.
3.8.2 Energy / Power & Source

The power requirement as assessed for Phase-I is about 86 MW overall. Power shall be
supplied from nearest substation to the port boundary by GoAP as per Concession Agreement.
The nearest source of power in the form of 200 / 132 kVA substation is located at Gudivada
which is about 32 KM from the port boundary.

3.9 Wastes to be generated in the port and their Management

Solid wastes during construction and operation shall be segregated as bio degradable and
non-biodegradable. Biodegradable wastes shall be used for land fill and composting. Non-
Biodegradable wasters shall be disposed through approves agencies.
3.10 Schematic representations of the feasibility drawing (Layout)

The general Layout of the Modified Phase I development of the Port at Machilipatnam is shown
in Drawing Nos. MP-PFR-MDPI-03A & MP-PFR-MDPI-03B - MODOFIED PHASE–I LAYOUT
PLAN.

DRAWINGS

516500 m X 517500 m X 518500 m X 519500 m X 520500 m X 521500 m X 522500 m X 523500 m X 524500 m X 525500 m X 526500 m X 527500 m X 528500 m X 529500 m X 530500 m X 531500 m X 532500 m X 533500 m X
1796400m Y
1795400m Y
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1789400 m Y
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Water Drains 2 2.5 3
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4.5
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Water Drains 7
7.5
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8.5
LEGEND: 9
PROPOSED PORT BOUNDARY
EXIGE
9.5
MODIFIED PHASE-I DEVELOPMENT AREA
10
BERTHS 10.5
1786400 m Y
UTURE
GENERAL CARGO 11
COAL STOCK YARD REV 11.5
NO. 12
IRON ORE YARD
FOR F
12.5
CONTAINER / GENERAL CARGO YARD
13
CONTAINER FREIGHT STATION 13.5
1. ALL DIMENSIONS ARE IN METRES UNLESS OTHERWISE SPECIFIED. 14
LAND
AMENITIES 14.5
2. ALL LEVELS ARE IN METRES WITH REFERENCE TO CHART DATUM 15
TRUCK PARKING
UNLESS OTHERWISE SPECIFIED.
1785400 m Y
15.5
OFFICES & INSTITUTIONAL AREA
3. BATHYMETRY IS BASED ON SURVEY CARRIED DRN:
16
UTILITIES PROJECT: PORT OF MACHILIPATNAM GL 16.5
OSV
OUT BY M/s INDOMER COASTAL HYDRAULICS IN 2008.
GREEN BELT
4. STORAGE AND CARGO HANDLING AREAS MAY BE RELOCATED WITHIN MODIFIED PHASE-I DEVELOPMENT OF
DESIGNED:
TITLE: SVSLN
POL
THE BOUNDARY WITHOUT CHANGE IN THE AREA REQUIREMENT BASED PROPOSED MACHILIPATNAM PORT
ON AVAILABILITY OF LAND AND ENVIRONMENTAL CONSIDERATION. CHECKED:
ROAD / RAILWAY LINE CROSSINGS
5. ENTRANCE CHANNEL FROM BREAKWATER TO -7m SEA BED CONTOUR DETAILS: MODIFIED PHASE-I LAYOUT SVSLN /
CULVERTS FOR DRAINS PAV
1784400 m Y
IS WIDENED BY 20m & DEEPENED BY 0.8m TO ACT AS A SAND TRAP.

PORT LAND FOR FUTURE EXIGENCIES REV. NO. DATE: SCALE: APPROVED:
DRG. NO. MP-PFR-MDPI-03A Apr-2015 AS SHOWN M.A.R
0
AL
NG
BE
OF
Y
6000m
A
B
6000m
1. ALL DIMENSIONS ARE IN METRES UNLESS OTHERWISE SPECIFIED.

2. ALL LEVELS ARE IN METRES WITH REFERENCE TO CHART DATUM
UNLESS OTHERWISE SPECIFIED.
3. BATHYMETRY IS BASED ON SURVEY CARRIED
4. STORAGE AND CARGO HANDLING AREAS MAY BE RELOCATED WITHIN
THE BOUNDARY WITHOUT CHANGE IN THE AREA REQUIREMENT BASED
ON AVAILABILITY OF LAND AND ENVIRONMENTAL CONSIDERATION.
5. ENTRANCE CHANNEL FROM BREAKWATER TO -7m SEA BED CONTOUR
IS WIDENED BY 20m & DEEPENED BY 0.8m TO ACT AS A SAND TRAP.
SBM
1. BATHYMETRY SHOWN IN DRAWING IS BASED ON SURVEY

CARRIED OUT BY M/s INDOMER COASTAL HYDRAULICS IN 2008.
2. PORT LIMITS ARE AS PER GoMS.NO.36 LETTER DATED 27.08.2008 OF GoAP.
REV
NO.
DRN:
PROJECT: PORT OF MACHILIPATNAM GL
DESIGNED:
TITLE:
MODIFIED PHASE-I DEVELOPMENT OF SVSLN
CHECKED:
DETAILS: MODIFIED PHASE-I LAYOUT (INCLUDING SBM) SVSLN /
PAV
DRG. NO. MP-PFR-MDPI-03B
0 Apr-2015 AS SHOWN M.A.R
CHAPTER 4
SITE ANALYSIS

4.0 SITE ANALYSIS

4.1 Connectivity
4.1.1 Road Connectivity
The proposed port is located at Machilipatnam in the Krishna district of Andhra Pradesh and
is about 65 km from Vijayawada. National Highway No. 65 (old NH-9) which originates near
Pune passes through the states of Maharashtra, Telangana & terminates at Machilipatnam.
Other important road connections to the port are:-
1) National Highway - 44 (old NH-7) connecting Machilipatnam to Nagpur and the

northern cities of Madhya Pradesh via. Hyderabad.
2) National Highway – 30 (old NH-221) connecting Machilipatnam to Jagadalpur in
Chhatisgarh and beyond.
3) National Highway – 16 (old NH-5) connecting Machilipatnam to the southern state of
Tamilnadu via Vijayawada as well as the eastern states of Odisha and West Bengal.
Port road connectivity to the National Highway shall be formed by GoAP as external
infrastructure in terms of the Concession Agreement.
4.1.2 Rail Connectivity

The nearest major railway station is Vijayawada which is one of the major junctions of Indian
Railways that falls under Vijayawada railway division of South Central Railway zone. Situated
on the Howrah-Chennai main line and Chennai-New Delhi line, it is the second largest and
one of the busiest railway stations in India with more than 250 express and 150 freight trains
passing through it daily while serving 50 million passengers per year. This augurs well for the
port as it ensures double line connectivity to Nagpur & Bhopal which are the major cargo
hinterlands of Madhya Pradesh as well as Chhattisgarh and the Eastern parts of
Maharashtra.
Port rail connectivity from Pedana Station on Gudivada - Machilipatnam line is approved in-
principle by the South Central Railway
4.2 Land Form, Land Use and Land Ownership

Machilipatnam Port is being developed as a full- fledged Green field, all weather, deep water,
multipurpose port on BOOT (Build, Own, Operate and Transfer) basis within the port limits
notified by the Government of Andhra Pradesh. The existing land along the coast at present
is low lying & mostly under developed, predominantly barren with some residential plots at
certain places. In terms of the Concession Agreement GOAP shall make available the land
for the development of the port to M/s Machilipatnam Port Limited (MPL).

4.3 Topography
The existing beach profile is very shallow. The beach is backed by low lying land which is
prone to flooding and the area is comprised of tidal flats covered by thin grass vegetation.
Part of the land is undulated with areas dominated by grass vegetation and the elevated land
patches covered by scrub vegetation. There are casuarinas saplings along HTL and the
northern boundary is surrounded by Manginapudi creek which is connected to some brackish
water. The area beyond the HTL of the tidal flat comprises of vegetation with casuarinas. The
proposed port and port facilities are beyond the existing mangroves buffer zone. The
topographical map is shown in Dwg No. MP – PFR – MDPI – 04 - TOPOGRAPHICAL MAP
4.3.1 Bathymetry:
The bathymetry was carried out by M/s. INDOMER during 2007-2008 in the proposed area of
6km along the coast and upto 25 m water depth into the sea. The bathymetry shows that the
sea bed has moderately steep slope of about 1:1300, up to 6m water depth. Beyond this
point, the slope becomes steeper up to 15 m depth with a gradient of 1:900. In the area
deeper than 15m water depth, the slope becomes less steep with a gradient of 1:1400.
The region close to the shore comprises of accumulation of sediments with thickness varying
from 10 m to 13 m, whereas at offshore, the thickness varied from 18 m to 26 m. The study
shows almost uniform composition of sediment thickness over this region. The entire
surveyed area is covered with sedimentary layers without any hard strata within the limit of
penetration of the records received. The Bathymetry map is shown in Dwg No. MP-PFR-
MDPI-05 - BATHYMETRY
4.4 Existing Land Use pattern
The Machilipatnam port development is proposed within the land earmarked and being made
available on lease basis by the GoAP in Manginapudi, Tavisipudi, Gopuvanipalem,
Pothepalli, Chintalapudi, Karagraham and Bandar East villages. The land is mostly
uncultivable. There are no forests, National Park, Wild life sanctuary, eco sensitive areas, and
water bodies within the area earmarked for the development of the port.
HTL, LTL and CRZ survey was undertaken during 2008 by NIO. As per NIO report the area is
comprised of tidal flats covered by thin grass vegetation; highly undulated area dominated by
grass vegetation and the elevated land patches having high relief of about 3 to 4 m covered
by scrub vegetation.

The area beyond the HTL of the tidal flat comprises of vegetation with casuarinas. The area
between Tavisipudi and Gopuvanipalem comprises of tidal flats and elevated lands. The area
between Gopuvanipalem and Campbelpeta (Kambilpeta) is comprised of small creeks,
mangroves growth, mud flats and abandoned aqua cultural ponds along the coast. In the
southern side of the proposed port area, the area between tidal flat and open coast, most of
the area is covered with mangrove patches only. It is also observed that some pockets of
abandoned aqua-cultural ponds and mud flats exist in between the mangrove patches.
The facilities of the development of Modified Phase - I of the Machilipatnam Port are planned
beyond the existing mangroves’ buffer zone. One Road, conveyor and pipe line proposed
along southern boundary are only required to cross the existing mangroves. It is proposed to
take up the road on stilts and conveyor and pipelines on pile supports to avoid damage to the
mangroves.
The old anchorage port facilities are located on the northern bank of the creek flowing from
Bandar Lock of Krishna delta system (called the Gilakaladindi creek). The old port facilities in
the creek cater to berthing small boats only; mainly fishing vessels. Some of the jetties are
already dried out while some lack adequate water depth for navigation. The creek mouth is
located at about 8 Km from the area earmarked for the development of the Machilipatnam
Deep Water Port.
4.5 Existing Infrastructure

The land is low lying and is not used for cultivation. A few kutcha houses are seen to exist.
4.6 Soil Classification

Geotechnical investigations undertaken during 2008, consisted of twenty four boreholes (8
Marine and 16 Land), covering the location of breakwaters, berths, turning circle, approach
channel, back-up areas, coal & iron ore stacks, buildings for offices and amenities, truck
parking facilities and other services. During the year 2011, confirmatory land borings (23 nos)
have been undertaken to a depth of 55 m below existing ground level at the proposed berth
area, to 25 m below existing ground level at the dock and turning circle area and to 40 m
below existing ground level in all other areas.
From the Geotechnical investigations carried out, it is seen that the top layer of about 1.0
meter thick is sandy clay and the under layer of 3 to 6 m is generally silty sand. This is
followed generally by a 12 to 15 m thick layer of very soft liquid clay with “N” value ranging
between “0” to “4” after which occurs a stiff to hard clay layer within the explored depth. No
rock layer was encountered. The details are presented in Dwg No.MP – PFR – MDPI - 06a -
SOIL PROFILE AT BERTHS & Dwg No.MP – PFR – MDPI – 06b - SOIL PROFILE AT
DOCK TURNING CIRCLE & NEAR BREAKWATER.

4.7 Climatic Data
4.7.1 Weather data
The climate on the east coast of India is tropical and dominated by two monsoon seasons.
The primary monsoon is from the southwest and prevails from June to September and carries
with it most of the annual rainfall. The second monsoon is from the northeast from December
to February, though it is cooler and drier compared to the southwest monsoon. Annual
average rain fall of the project area is 959 mm with 65 average rainy days. August to October
is the wettest season of the year.
March to May is the pre-monsoon season months with hot and potential thundery weather
between the two monsoons. The October and November are the post monsoon season
months and is similar to the pre monsoon. The highest and lowest temperatures recorded are
46.50C and 140C while the average annual high and low temperatures are 32.40C and
23.70C respectively and April & May are the hottest months of the year. Average relative
humidity is 73.2%.
Past meteorological data which is deemed representative of the study area have been
summarized in the charts below.

Climate data for Machilipatnam

Month Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Year
32.4 34.6 38.1 41.8 46.5 45.4 40.8 38.6 36.8 37.2 33.3 33.0 46.5
Record high °C (°F)
(90.3) (94.3) (100.6) (107.2) (115.7) (113.7) (105.4) (101.5) (98.2) (99) (91.9) (91.4) (115.7)
28.5 30.2 32.5 34.6 37.3 36.7 33.7 32.6 32.5 31.6 30.1 28.8 32.43
Average high °C (°F)
(83.3) (86.4) (90.5) (94.3) (99.1) (98.1) (92.7) (90.7) (90.5) (88.9) (86.2) (83.8) (90.38)
23.8 25.5 27.5 30.2 32.4 32.4 29.7 29.0 28.9 27.8 25.8 24.3 28.11
Daily mean °C (°F)
(74.8) (77.9) (81.5) (86.4) (90.3) (90.3) (85.5) (84.2) (84) (82) (78.4) (75.7) (82.58)
19.0 20.8 22.6 25.7 27.5 27.0 25.6 25.4 25.3 24.0 21.6 19.9 23.7
Average low °C (°F)
(66.2) (69.4) (72.7) (78.3) (81.5) (80.6) (78.1) (77.7) (77.5) (75.2) (70.9) (67.8) (74.66)
14.0 15.6 17.3 17.8 17.6 21.0 18.8 18.8 18.1 17.8 15.3 14.6 14
Record low °C (°F)
(57.2) (60.1) (63.1) (64) (63.7) (69.8) (65.8) (65.8) (64.6) (64) (59.5) (58.3) (57.2)
Average precipitation mm 6 9 7 9 20 86 171 181 156 177 116 21 959
(inches) (0.24) (0.35) (0.28) (0.35) (0.79) (3.39) (6.73) (7.13) (6.14) (6.97) (4.57) (0.83) (37.77)
Avg. rainy days 0.5 0.6 0.5 0.8 2.2 7.7 13.8 12.6 10.4 9.2 5.6 1.2 65.1
Avg. relative humidity (%) 76 75 73 73 66 62 72 74 78 79 75 75 73.2
[17]
Source: NOAA (1971–1990)

4.7.2 Wind
Winds are primarily governed by two monsoon periods, namely the southwest monsoon (June
to September) and the northeast monsoon (December to February). The Admiralty sailing
directions describe the SW monsoon as bringing rough weather with the average wind strength
with Beaufort force 4-5 (6-11 m/s) for 80% of time and temporarily increasing to force 6 (11-14
m/s) or occasionally force 7 (14-17 m/s). The north east monsoon is similar with the winds from
the northeast. There are land and sea breezes that occur during the pre and post monsoon
season reaching Beaufort forces 4-5. In addition to the seasonal winds, there are strong winds
associated with cyclones. Typical wind speeds and directions are tabulated hereunder:
Table 4-1: Typical Wind Speeds and Directions

Period Type of Predominant Wind Wind Speed
Monsoon Direction from
February 135o to 180o
1-19 km/hr (approx 85%)
to - (Southerly to South
May Easterly)
June 225o to 315o (South
to SW monsoon Westerly
September to North-Westerly)
October 0o to 135o
to NE Monsoon (Northerly to South
January Easterly)
(Source: Feasibility Report, Maytas-March, 2008)
4.7.3 Storms & Cyclones:

East Coast of India experiences cyclones developed in the Bay of Bengal. While cyclones can
occur at any time of the year, they are most frequent in the pre and post monsoon seasons,
May and October to November. From the history of previous severe cyclones during 1970 and
1999, most of the cyclones occurred in the post monsoon season while one occurred in May.
These cyclones brought high wind waves and storm surges which caused severe damage to
property and lives and livestock. A summary of the information pertaining to Andhra Coast is
tabulated hereunder in Table 4.2:

Table 4-2: Summary of information (Storms & Cyclones) pertaining to Andhra Coast
Date Land Fall Conditions
7 - 14 / 09 / 71 North Andhra Border -
7-14 / 09 / 72 Baruva, North Andhra Wind 49-57 m/s
15 - 23 / 11 / 72 South Andhra Coast Wind 31-46 m/s
3 - 6 / 11 / 76 Masulipatnam -
15 - 17 / 11 / 76 South Andhra Pradesh Wind 61-72 m/s.

27 - 1 / 11 / 76 South Andhra Pradesh -
Wind 53 m/s
14 - 19 / 11 / 77 Chirala, Andhra Pradesh
Surge 5 m
Wind 28-44 m/s
10 - 13 / 06 / 79 Ongole, Andhra Pradesh
Surge 4 m
9 - 14 / 11 / 84 Sriharikota, Andhra Pradesh 6 m of water entered village
31 - 3 / 11 / 87 Nellore, Andhra Pradesh
1 – 9 / 11 / 89 Kavali, Andhra Pradesh
04 - 09 / 06 / 90 Machilipatnam, Andhra Pradesh
7 - 10 / 11 / 95 Ichchapuram, Andhra Pradesh
5 - 7 / 11 / 96 Kakinada, Andhra Pradesh
(Source: National Institute of Oceanography, Goa)

4.7.4 Wave Data
Based on data collected by National Institute of Oceanography, Goa, the significant wave
heights are reported to be ranging between 0.3-2.3 m and mean significant wave height for a
100 year return period is 3.0 m. Predominant average wave period is 8-10 seconds. Extreme
wave conditions prevail under severe tropical cyclones during north east monsoon period.
Waves at the site are primarily generated by the seasonal monsoon winds and by cyclones.
Based on the wave atlas prepared by the National Institute of Oceanography based on ship
observations from 1966-1980 published by the Indian Meteorological Department wave data for
the project area are as under:
 Wave heights 0-3 m persist for 332 days a year

 Wave heights 0-2.5 m persist for 300 days a year
 Wave heights 0-1m persist for 235 days a year
 Wave heights greater than 3 m occur only 32 days a year
 Most frequent wave periods are between 8 and 10 seconds.

Offshore wave directions are predominantly from the south easterly, south and westerly sectors
from April to October and from the north easterly sector from November to February. Inshore
waves are predominantly from the south and south westerly sectors from March to October and
from the north easterly sector from November to February.
For preparation of the DPR in 2008, M/s. DHI have assessed the wave data to be adopted for
design of maritime structures of proposed Machilipatnam Port by carrying out numerical near
shore wave transformation studies of deep sea wave data collected by them from authentic
sources.
Prior to implementation of the project, as considered necessary, wave data has been
ascertained by engaging M/s. Lanka Hydraulic Institute (LHI), Sri Lanka who have collected
deep water wave data from Met-Office, UK and IMO and carried out near shore wave
transformation studies. The wave parameters adopted for the design of the harbor and
maritime structures are presented hereunder:
Table 4-3: Operational Wave Conditions Selected at Deep Water Location and Extracted
at Points Near Shore at the Root of Proposed Breakwater Based on Deep Water Wave
Data:
Deep water wave data (50m depth) Extracted Results Near Shore
Sea ward end of Along South
Wind
Wave Conditions South Break water Breakwater at
Conditions
at -3.5 m CD -2 m CD
Hs Tm MWD Speed Dir Hs Tm MWD Hs Tm MWD
(m) (s) (deg) (m/s) (deg) (m) (s) (deg) (m) (s) (deg)
2.20 8.0 90 5.0 90 1.37 8.0 113 1.30 8.0 112
3.20 9.0 135 4.0 135 1.74 9.0 123 1.63 9.0 122
3.00 8.0 180 6.0 180 1.45 8.0 134 1.41 8.0 132
Table 4-4: Extreme Wave Conditions – During Cyclonic Weather at 50m depth
Water 157.5o 202.5o
90o (E) 180o (S)
Return Level (SSE) (SSW)
Period including
Hs Tm Hs Tm Hs Tm Hs Tm
(yr) Sea Level
(m) (s) (m) (s) (m) (s) (m) (s)
Rise
1 MHSW 3.54 7.5 3.22 6.5 3.75 8.2 2.74 6.7
5 MHSW 4.26 7.2 3.43 7.2 3.90 7.0 2.99 6.6
10 HAT 4.57 7.4 3.53 6.8 3.97 7.1 3.10 7.6
100 HAT 5.60 8.0 3.80 6.8 4.16 7.2 3.45 6.7
500 HAT 6.32 8.3 4.01 7.1 4.32 7.3 3.70 6.9

Table 4-5: Extreme Wave Conditions – During Cyclonic Weather - Extracted Wave
Parameters at Seaward End of South Breakwater at -3.5 m CD
Return 90o (E) 157.5o (SSE) 180o (S) 202.5o (SSW)
Period Hs Tm Hs Tm Hs Tm Hs Tm
(yr) MWD MWD MWD MWD
(m) (s) (m) (s) (m) (s) (m) (s)
1 1.89 7.9 112 1.80 7.1 133 1.83 8.4 135 0.41 3.3 194
5 1.91 7.9 112 1.88 7.6 132 1.84 7.6 137 0.42 3.3 195
10 2.09 8.1 112 2.01 7.3 133 1.97 7.7 138 0.47 3.8 192
100 2.14 8.6 113 2.05 7.3 133 2.01 7.7 138 0.51 3.7 192
500 2.17 9.0 113 2.08 7.6 132 2.04 7.8 137 0.52 3.7 193
Assessment of Surge as well as rise in sea water level has been also undertaken by LHI and
adopted in the planning and design of port structures.
4.7.5 Tides:
The tides measured with respect to Charted Datum, which is +0.76m below the Mean Sea
Level at Machilipatnam Fishery Jetty.
MHWS +1.6 m CD
MHWN +1.3 m CD
MLWN +0.9 m CD
MLWS +0.6 m CD
4.7.6 Currents:
Variations of current speed and direction were measured using self-recording current meter at
3 locations covering 14 days at each location. Results of surface current measurements
recorded are as follows:
 Surface: The current speed varied between 0.01 m/s and 0.72 m/s and the current flow
direction changed from 0° to 360°.
 Mid depth: The current speed varied between 0.01 m/s and 0.39 m/s and the current
flow direction changed with tide from 0° to 360°.
 Bottom: The current speed varied between 0.01 m/s and 0.27 m/s and the current flow
direction changed over all 360°.
The direction was predominantly towards south from 1st February to 6th February and
thereafter exhibits fluctuation with inconsistent direction.

In fact the currents tend to remain within 0.2 m/s at surface, 0.15 m/s at mid depth and 0.15
m/s at bottom except on 1stand 2ndJanuary 2008. There was a meteorological trough formed
during that period and the sea remained turbulent with strong wind.
This indicates that the current flow is not dominated by tides.
4.7.7 Social Infrastructure

Any development activity will influence the socio-economic conditions of the population in the
region and thus the quality of life (QOL). Socio-economic survey is necessary for EMP report
preparation to predict the changes on social and economic status. Hence, the baseline data for
demographic characteristics, occupational status, education, health and amenities existing in
the project area shall be studied as per the provisions of “THE ANDHRA PRADESH
INFRASTRUCTURE DEVELOPMENT ENABLING ACT, 2001 (ACT No. 36 OF 2001)”. The
total area falls into seven revenue villages of Machilipatnam Mandal, Krishna District
(Manginapudi, Tavisapudi, Gopuvanipalem, Pothepalli, Chilakalapudi, Karagraharam and
Bandar East). The details of social infrastructure shall be arrived at as part of the EIA study.
The rehabilitation and resettlement, if any, involved in the project shall be carried out by the
Government of Andhra Pradesh.

DRAWINGS

GAL
BEN
OF
BAY
PORT BOUNDARY
REV
NO.
LEGEND:
DRN:
PORT MASTER PLAN BOUNDARY PROJECT: PORT OF MACHILIPATNAM GL
DESIGNED:
TITLE: MODIFIED PHASE-I DEVELOPMENT OF
SVSLN
CHECKED:
DETAILS: TOPOGRAPHY OF PROJECT AREA SVSLN /
PAV
DRG. NO. MP-PFR-MDPI-04 M.A.R
0 Apr-2015 AS SHOWN
516500 m X 517500 m X 518500 m X 519500 m X 520500 m X 521500 m X 522500 m X 523500 m X 524500 m X 525500 m X 526500 m X 527500 m X 528500 m X 529500 m X 530500 m X 531500 m X 532500 m X 533500 m X 534500 m X 535500 m X 536500 m X 537500 m X 538500 m X 539500 m X 540500 m X 541500 m X 542500 m X 543500 m X
1796400m Y
1795400m Y
-1 -2
1794400m Y
-3
-4
-5
1793400m Y
-6
-7
-8
-9
1792400 m Y
-10
-11
-12
-13
1791400 m Y
-14
-15
-16
1790400 m Y
-17
-18
-19
1789400 m Y
-20
-1 -2
-3
PORT BOUNDARY
-21
1788400 m Y
SHORE LINE -4
-5
-6
Notes:-
1787400 m Y
-7
-8
-9
-10
1786400 m Y
-11
-12
-13
-14
-15
1785400 m Y
-16
-17
-18
-19
1784400 m Y
-20
-21
-22
1783400 m Y
-23
-24
-25
1782400 m Y
REV
NO.
DRN:
PROJECT: PORT OF MACHILIPATNAM
GL
DESIGNED:
TITLE: SVSLN
CHECKED:
DETAILS: BATHYMETRY OF PROPOSED MACHILIPATNAM SVSLN /
PORT AREA PAV
SUB SOIL PROFILE AT BERTH AREA
BOREHOLE NO: LBH-15 BOREHOLE NO: TC-1 BOREHOLE NO: LBH-14 BOREHOLE NO: LBH-18 BOREHOLE NO: LBH-19
GROUND LEVEL : 2.283 M CD GROUND LEVEL : 2.041 M CD BOREHOLE NO: LBH-3 GROUND LEVEL : 2.023 M CD GROUND LEVEL : 2.594 M CD
BOREHOLE NO: BH-6
DEPTH MATERIAL SPT DEPTH MATERIAL SPT DEPTH MATERIAL SPT DEPTH MATERIAL SPT DEPTH MATERIAL SPT DEPTH MATERIAL SPT SOIL
SOIL SOIL SOIL SOIL SOIL
(m) TYPE N-VALUE DESCRIPTION
(m) TYPE N-VALUE DESCRIPTION (m) TYPE N-VALUE DESCRIPTION (m) TYPE N-VALUE DESCRIPTION DEPTH MATERIAL SPT SOIL (m) TYPE N-VALUE DESCRIPTION (m) TYPE N-VALUE DESCRIPTION
DS DS (m) TYPE N-VALUE DESCRIPTION

DS DS 0.60 DS
0.60 0.50 DS 0.50 0.50 0.50
10 0.50 39 29 34
36 1.50 1.50 1.50 1.50 2.10
2.10 SILTY SAND SILTY SAND SILTY SAND SILTY SAND SILTY SAND SILTY SAND
1.50 19
3.00 2 3.00 15 SILTY SAND 3.00 3.00 22 3.60 18
3.60 31
3.00 36 25
44 4 6 5.10
5.10 5.10 5.10 5.10 3 5.10
6.0 UDS 6.0 5.10 6.0 6.0 3
2 2 4 6.60
6.60 8 6.5 6.5 VST 6.0 UDS 6.5 4 6.5 VST
7.5 12 7.5 6.5 7.5 7.5 VST
UDS 5 UDS 8.10
8.10 7.5
9.00 17 9.00 3 9.00 0 9.00 5
6 4 9.60
9.60 VST 9.00 5
10.5 16 10.5 10.5 3 10.5 VST 2 SOFT CLAY
SOFT CLAY SOFT CLAY SOFT CLAY SOFT CLAY SOFT CLAY 11.10
11.10 10.5 SOFT CLAY 5
9 12.00 13 12.00 5 12.00 UDS 12.00 5
12.60
12.60
12.00 7 6
UDS 4 UDS
13.5 12 13.5 13.5 13.5 14.10
14.10
13.5 5
14 11 4
5 15.00 11 15.00 7 15.00 15.00 7 15.60
15.60
15.00 17 2
UDS 16.50 12 16.50 16.50 8 16.50
17.10 2 15 2 17.10
16.50
18.00 54 18.00 22 18.00 7 18.00 15
HARD 7 18.60 STIFF CLAY
18.60 55 STIFF CLAY STIFF CLAY 18.00 14
CLAY STIFF 20 19.50 WITH SILTY
19.50 19.5 WITH SAND 19.5 WITH SAND 19.5 19.5 SAND
>100 19.5 CLAY STIFF CLAY 21.00
21.00 21.00 21.00 28 25 21.00 28 21.00 44
40 21.00 31
22.50 >100 22.50 UDS 27 22.50 40 22.50 22.50
22.50
YELLOWISH UDS
22.50 DENSE SAND
24.00 24.00 CLAY WITH 24.00 39 24.00 24.00 25
24.00 31 HARD CLAY 23 STIFF CLAY 33 WITH CLAY
24.00 SAND 38 STIFF CLAY
>100 25.50
25.50 25.50 25.50 25.50 40 25.50
STIFF CLAY 25.50 HARD CLAY
28 27.00 31
27.00 27.00 27.00 27.00 36
31 27.00 36
UDS 28.5 UDS
28.5 28.5 28.5 22 28.5
UDS HARD CLAY UDS
28.5 38
30.00 30.00 30.00 30.00 30.00
>100 31 38
30.00 89
31.50 DENSE SAND 31.50 45 31.50 31.50 31.50
31.50 >100
>100
33.00 33.00 33.00 33.00 >100 33.00
48 31
33.00 61 UDS
34.50 34.50 34.50 34.50 34.50
UDS HARD CLAY >100 DENSE SAND DENSE SAND
34.50 >100
36.00 36.00 36.00 36.00 36.00
67 34 HARD CLAY >100 >100
36.00
37.50 37.50 37.50 37.50 37.50
>100
37.50 CLAYEY SAND
39.00 63
39.00 39.00 41 39.00 39.00 >100 ( NO LAB
57
HARD CLAY 39.00 TESTS)
40.50 40.50 SANDY CLAY 40.50 DENSE SAND 40.50 UDS
40.50
40.50 66
42.00 78
42.00 42.00 42 76 42.00 31 42.00
44
42.00
43.50 43.50 43.50 UDS HARD CLAY 43.50
DENSE SAND
>100 45.00 66 WITH PEBBLES
45.00
44 45.00 58 45.00 CLAYEY SAND
46.50 (NO LAB 46.50 UDS
46.50 46.50 TESTS)
48.00 48.00
>100 48.00 49 >100
48.00 43
DENSE SAND 49.50 HARD CLAY 49.50
49.50 49.50 50.00 50.00 >100
50.00 >100
41
51.00
52.50
UDS
54.00
37
55.50
NG
DI
IL
BU (-)20.1m 0m
175
150 R300m
m m )
.2 5m
19 91
(-) m (1
15 ER
16 WAT
K
EA
350 BR
130
m H
UT
SO
m
0m
30
AL
REV
YA NER
NO.
RD
AI
NT
YA INER
0m
m
CO
NG
225
4.9
5.4m
RD
NTA
m
(-)1
9.2
8.4m
(-)1
0m
(-)1
CO
(-)1
225
BE
IN 1
BAS
CK
DRN:
DO
OF
PROJECT: PORT OF MACHILIPATNAM BM
DESIGNED:
Y
1. ALL LEVELS ARE IN METRES RELATED TO CHART DATUM. TITLE: MODIFIED PHASE-I DEVELOPMENT OF
HBD
500 PROPOSED MACHILIPATNAM PORT
A
2. SOIL DATA IS BASED ON GEO TECHNICAL INVESTIGATION m
CARRIED OUT DURING 2008 & 2011. CHECKED:
B
DETAILS: GEOTECHNICAL / SOIL DATA (SHEET 1 of 2) SVSLN /
PAV
KEY PLAN DRG. NO. MP-PFR-MDPI-06

L
NE
AN
CH
ER m)
INN 0 .1
(-2
SUB SOIL PROFILE AT SUB SOIL PROFILE AT (-)20.1m

175
0m
DOCK/TURNING CIRCLE AREA NEAR BREAKWATER 150

m
00m
R3TURNING CIRCLE
.2m
al
tur r 5m
)
uc ate
19 Str akw 91
(-) Br
e m (1
15 ER
(-)1 16 AT
BOREHOLE NO: MBH-03 8.4 KW
BOREHOLE NO: LBH-17 BOREHOLE NO: LBH-2 350
m
BR
EA
BED LEVEL : (-)2.79m CD
130SV
GROUND LEVEL : 2.118M CD m
UT
H
O
SO
m
HS
nd
RT
ou
M ter
BE
DEPTH MATERIAL SPT SOIL DEPTH MATERIAL SPT SOIL DEPTH MATERIAL SPT SOIL bb
le
kw
a
ER
Ru Brea
0m
AIN
(m) TYPE N-VALUE (m) TYPE N-VALUE (m) TYPE N-VALUE
YA INER
DESCRIPTION DESCRIPTION DESCRIPTION 30
AL
NT
CO
THS
RD
BER
A
DS
NT
0.50 0.50
O
DS FINE SAND
RG
36
0m
(-)1 ERTHS
1.00
CA
4.9m
CO
NG
LK
225
B
BU
28
R
1.50 1.50
5.4
INE
m
39
NTA
2.00
m
9.2
(-)1
225 ERTHS
SILTY SAND SILTY SAND
8.4
0m
CO
(-)1
(-)1
36
B
BULK
3.00 31 3.00 3.00 0
BE
34
1
ASIN
29 4.00
23
B
CK
5.10 5.10 5.00 0
DO
OF
DS 7
N
1 6.00 0
TIO
6.0 6.0
MA
6.5
CLA
0 0
ND
7.00
RE
BU
Y
7.5 VST 7.5
0 8.00 0 FER
TIL
300
UDS 500
IZE
RB
ER
A
TH
m
9.00 4 9.00 0 9.00 0 SOFT CLAY
B
10.00 3
10.5 VST 10.5 0
SOFT CLAY SOFT CLAY
0
11.00 0 KEY PLAN
12.00 2 12.00 0 12.00 0
0 13.00 0
13.5 UDS 13.5
0 14.00 0
15.00 4 15.00 0 15.00
16.00 6
16.50 UDS 16.50 5
12 STIFF CLAY
17.00
15 STIFF CLAY
18.00 11 18.00 18.00
SOFT CLAY WITH
UDS SILTY SAND 32 19.00
19.5 19.5
20.00
HARD CLAY
21.00 18 21.00 35 21.00 27 DENSE SILTY
22.00 SAND
22.50 38 >100
UDS STIFF CLAY 23.00
23.50
24.00 92 DENSE SAND 24.00
33
25.00 23 25.00
25.50 38 65
26.10 26.00
27.00 27.00 16
28.00
28.5 26 26
STIFF CLAY 29.00 STIFF CLAY WITH
SAND
30.00 30.00
29 31.50
31.50 27
33.00
REV
NO.
34.50
>100
36.00
37.50 DENSE SAND NOTES:-

91 DRN:
1. ALL LEVELS ARE IN METRES RELATED TO CHART DATUM.

39.00
2. SOIL DATA IS BASED ON GEO TECHNICAL INVESTIGATION TITLE:
DESIGNED:
HBD
54 CARRIED OUT DURING 2008 & 2011. PROPOSED MACHILIPATNAM PORT
40.50 HARD CLAY CHECKED:
DETAILS: GEOTECHNICAL / SOIL DATA (SHEET 2 of 2) SVSLN /
42.00 PAV
0 Apr-2015 AS SHOWN
CHAPTER 5
PLANNING BRIEF

5.0 PLANNING BRIEF

5.1 Planning Concept ( Considerations)
The layout of marine facilities for developing the master plan for the port at Machilipatnam is
influenced by large number of factors. The main factors are:
a. Soil classification which have great influence on the cost of dredging for providing the
required water depths as well as to the design of various structures to cater to design
ships
b. Adequate Protection to berths from waves and swell
c. Adequate maneuvering area for the design ships & stopping distance
d. Sufficient space to accommodate required berths to meet traffic requirements up to
Master plan Horizon
e. Suitability for development in stages with capital expenditure in phase with the projected
traffic growth
f. Ability to construct and commission phase-1 development on fast track implementation
schedule, so as to capture the market and ensure early revenue flow
g. Adequate area behind the berths to meet the cargo handling storage requirements in the
ultimate stage
h. Adequate space for road and rail connectivity
i. Optimum capital cost of the overall development and especially of phase -1
j. Flexibility in implementing staged development
k. Efficient management of the littoral drift
l. Flexibility for expansion even beyond the time horizon of the present Master Study
m. Minimum adverse impact on the marine environments
In view of delay in commencement of project activity due to delay in land availability by GoAP
and on account of various developments contemplated in the region subsequent to the year
2008 it has become necessary to review and update the traffic forecasts and Modify the Phase-
I development of Machilipatnam Port. Accordingly, the traffic forecast updated by engaging
M/s. Wilbur Smith Associates (WSA is further fine-tuned to cater to the developmental
schemes being considered in the region by GoAP and other entrepreneurs such that the
infrastructure to be developed caters to traffic needs of the region. As brought out in the
Executive Summary of this Report, the updated traffic forecast for the year 2021-22 is
considered for planning and to modify the approved Phase-I of Machilipatnam Port accordingly.
The Traffic forecast for 2021-22 is working out to 79.9 MTPA of various cargoes plus 1.61
MTEUsPA (20.1 MTPA) of container cargo and 1000 OSVs i.e., a total of about 100.0 MTPA
and commodity wise break up thereof is presented in Table: 5-1 hereunder:

Table: 5-1: Traffic Forecast for 2021-22

Sl No Commodity Traffic Forecast for
2021-22 in MTPA
1 Coal
a Existing Facilities & expansion 7.50
b Upcoming projects 45.9
Total Coal 53.40
2 Iron Ore 4.30
3 Container Cargo
a Shift due to distance advantage 1.14 MTEUsPA
(14.2MTPA)
b ASIA &SEAP container shift due 0.47 MTEUsPA
to voyage time saving (5.9 MTPA)
Total Container Cargo 1.61 MTEUsPA
(20.1MTPA)
4. General Cargo
a Fertilizer & chemicals 3.00
a.
b Cement 0.20
b.
c Food Grains 0.60
c.
d DOC-Rice Bran 0.20
d.
e Granite 1.20
e.
f Timber 0.10
f.
g Steel 0.30
g.
h Edible Oil 1.60
Total general Cargo 7.20
5 Liquid Bulk Cargo
a. a PoL 5.00
b Crude 10.00
Total Liquid Bulk Cargo 15.00
Total 79.9 MTPA + 1.61 MTEUsPA
(20.1 MTPA) of Container
cargo = about 100 MTPA
The Phase-I development of Machilipatnam Port as per the EC accorded by MoEF caters to
only 16.6 MTPA of cargo. The quantum jump in traffic forecast necessitated a review of
planning the port infrastructure, waterfront and related cargo handling, transport, storage
infrastructure etc. Port infrastructure development for the Phase-I is modified accordingly to
cater to the Traffic Forecast of 2021-22. The traffic forecast for the year 2041-42 is considered
for evolving the Master Plan.

The DPR submitted earlier in 2008 for Phase-I development of Machilipatnam Port is modified
accordingly to cater to the updated traffic forecast of 2021-22 and this feasibility report is the
inception of the activity.
5.2 Population Projection
As land is leased by GoAP, Rehabilitation & Resettlement of habitation if any to be displaced

from the project area shall be implemented by GoAP. Therefore, GoAP shall undertake Socio
Economic Survey of the project area and details in this regard would be available once the
study report is finalized by them. The impact of port on the growth of population will be positive
on account of developments likely to trigger with the development of the Port and employment
generation both direct and indirect.
5.3 Land Use Planning
The land use within the port comprise of the following:
 Berths and dock areas
 Cargo storage areas
 Offices & Institutional Buildings
 Utilities
 Amenities
 Rail / Road / Conveyor / Pipe line Corridor etc;
 Green Belt
 Reserve for Opportunity cargo
 Circulation Spaces
 Area for future exigencies

Break up of proposed land utilization of the port area for the envisaged Modified Phase-I
Development of Machilipatnam Port is presented in Table: 5-2 is as under:
Table: 5-2 Land Use

Storage
Capacity Area Area
Detail
(Million (Acres) (Ha)
Tonnes)
Dock Basins 450 182
Cargo Storage 1040 421
Coal 3.36 360 146
Iron Ore 0.36 25 10
Container Cargo 0.60 325 132
General Cargo 0.15 40 16
Liquid Bulk 0.42 85 34
OSV 25 10
Warehouses (Fertilizer & Agri) 180 73
Container Freight Stations 75 30
Road / Rail / Conveyor / Pipeline
600 243
Corridor & Truck Parking
Greenbelt 250 101
Offices & Institutional Area 35 14
Utilities (Water Supply, Power
Supply, Maintenance Buildings &
75 31
Workshops, STP, Security
Complexes etc.)
Amenities (Canteen, Dispensaries,
75 31
Rest Shelters, Recreational Areas)
Reserve Cargo Storage 400 162
Circulation space 400 162
Total 3400 1377
5.4 Assessment of Infrastructure Demand:

5.4.1 Physical
The infrastructure shall cater to handling of 79.9 MTPA of various cargoes plus 1.61 MTEUsPA
(20.1 MTPA) of container cargoes and 1000 OSVs i.e., a total of about 100 MTPA of various
cargoes envisaged during Phase-I development of the Port at Machilipatnam. Requirement of
port facilities among others depend on the size of design vessels to be considered, cargo
handling equipment and their capacities, evacuation facilities, berth occupancy etc.

5.4.1.1 Design vessels:
The design vessel sizes considered for various cargoes are based on the existing trends / likely
to emerge. The design vessels and their principle dimensions considered for various cargoes
are presented in Table: 5-3 hereunder:
Table: 5-3. Design Ship Sizes

Design Ship Size Principal Dimensions
Commodity Beam Draft
DWT LoA (m)
(m) (m)
Containers
Mainline 11,000 TEU 364 45.6 14.5
Feeder 5,000 TEU 262 40.0 14.0
Dry Bulk Cargoes
Coal Main line 180,000 290 44.0 18.0
Coal Coastal
80,000 230 32.3 14.0
Movement
Iron ore 80,000 230 32.3 14.0
General Cargoes
Fertiliser 80,000 230 32.3 14.0
Others 40,000 200 32.3 12.0
Liquid Bulk Cargoes
POL/Crude Oil
120,000 250 44.0 16.0
at Berth
At SBM 300,000 330 58.0 22.5
5.4.1.2 Cargo Handling Equipment
Cargo handling equipment as well as their rated capacities has been chosen based on
available technologies and are presented hereunder in Table: 5-4. The type, rating and
number of electro mechanical equipment to be procured shall be based on the state of the art
technology as may be relevant at the time of procurement, however within the provisions of the
DPR, such that the port is in possession of world class equipment.

Table: 5-4. Cargo Handling equipment and Rates

S.No Cargo Design Average Proposed Cargo Average hourly
Ship Size Parcel Handling Equipment handling
(DWT) Size (T) per berth and Rated (T/TEU)
Capacities
1 Coal
2 Nos of 2000 TPH 2x2000x0.6* =
1.1 Coal Mechanized 100,000 80,000
Grab unloaders 2400
2 Nos of 2000 TPH 2x2000x0.6* =
1.2 Coal Mechanized 180,000 120,000
Grab unloaders 2400
Coal Semi- 2 Nos of MHCs with 2x1500x0.6* =
1.3 80,000 60,000
mechanized Grab unloaders 1800
2 Iron ore
2 Nos of MHCs with 2x1500x0.6* =
2.1 Semi-mechanized 80,000 60,000
Grab loaders 1800
3 General Cargo
3.1 Fertiliser - 2 Nos of 1000 TPH 2x1000x0.6* =
50,000 40,000
Mechanized unloaders or MHCs 1200
3.2 Fertilizer - 2 Nos of 1000 TPH 2x1000x0.6* =
80,000 50,000
Mechanized unloaders or MHCs 1200
3.2 Ships gear and / or 2x400x0.6*
General Cargo 40,000 250,000
MHCs with 400TPH = 480
4 Containers
4.1 Main Line Vessel 4,000 3Nos of Quay Cranes 3x30x1.3**
7000 TEU
Berths TEU with 30 moves per hour = 117
4.2 Main Line Vessel 6,000 4Nos of Quay Cranes 4x30x1.3**
11,000 TEU
4.3 Feeder Vessel 3,000 TEU 2,000 4Nos of Quay Cranes 2x30x1.3**
4.4 Feeder Vessel 5,000 TEU 3,500 2Nos of Quay Cranes 2x30x1.3**
5 Liquid Cargo
5.1 Crude Oil at SBMs 300,000 200,000 Ships pumps 5000 TPH
5.2 POL at Jetty 150,000 / 80000 Ships pumps 2500 TPH
100,000 40,000 T 2000 TPH
* Effective capacity of equipment ** Box ratio considering 20 feet to 40 feet containers

5.4.1.3 Requirement of Berths
The requirement of berths for handling various types of cargo envisaged in the Modified Phase-
I development of Machilipatnam Port is worked out taking into consideration the throughput,
parcel size, cargo handling rates, etc and presented hereunder:
Coal: 5 berths
Iron Ore: 1 berth
General Cargo: 3 berths
Container Cargo: 5 berths
Liquid cargo: 1 Berth
Liquid Cargo: 1 SBM
Total: 15 berths + 1 SBM
5.4.1.4 Navigable waterways:
Entrance Channel:
Width: 180 m
Dredged depth: -21.0 mCD
Length: 19.8 km
Turning Circle
Diameter: 600 m
Dredged depth: -20.1 mCD
Dock Area (Dredged depth)
Coal Berths: -19.2 mCD
Container and General Cargoes: -15.4 m CD
Liquid berth on Lee of Breakwater: -15.9 mCD
SBM in Deep Sea within port limit: -26.4 mCD
5.4.1.5 Harbour Protection works:
The EC accorded for the project by the MoEF&CC during 2009, amongst others, stipulated the
following direction while referring to the breakwaters: “the length, alignment and design need to
be fine-tuned by modeling studies and after obtaining the results of marine studies and soil
investigation”. Accordingly the design, alignment and length of breakwaters have been
finalized. The details thereof are under:
Design of Breakwater: The design of the breakwater has been reviewed in the context of soil
investigations. The data obtained confirms the presence of soft clay below the sea bed in a
thick layer of 10 to 15 meters. The analysis reveals the need for an extensive ground treatment
to improve the very low bearing capacity of the sea bed to support a heavy Rubble mound

gravity structure. This aspect has been accordingly further examined and in view of the
following, the option of rubble mound breakwater needing soil stabilization is considered not
suitable to the prevailing local conditions:-
i. Stone columns are effective in increasing the bearing capacity of soil only to a depth of 8
to 10 m.
ii. The improvement in bearing capacity will require some element of pre-loading which will
adversely affect the cost / time schedule in the project.
iii. Stone columns for soil stabilization have been installed mostly on land, such works are
not extensively carried out under water in our country hitherto
iv. Expertise and construction equipment for installation of stone columns underwater in
marine conditions are also not available indigenously. Even assuming soil stabilization
through low level soil fill, the presence of very soft clay underneath and heavy dynamic
loads of construction & equipment pose safety and time over run issues due to possible
settlements/slip failures,
v. Even if agency and expertise are outsourced, the nature of work calls for substantially
greater time and cost.
vi. Reliability of stone columns installed underwater in very weak soft clayey subsoil to
support very heavy dynamic loads imposed by incident waves on gravity type of break
waters is not established and
vii. Entire rock for forming both the stone columns and rubble mound breakwaters is to be
transported from quarries located at far off places like Ibrahimpatnam, about 110 km
from Machilipatnam as no suitable quarries are available nearby. Transport of such large
quantities of rock through city traffic roads is considered unsafe.
The other option left is a Structural Breakwater with RCC and Interlocking Steel piles to protect
against the wave forces enabling transfer of incident wave loads on the structure to the firm soil
layer underlying the soft clayey layer. Numerical met-ocean studies and 2-D Physical Model
studies to assess wave pressure on the vertical breakwater due to wave incidence and to
ascertain the design water level and design wave parameters duly considering the combined
effect of tide, storm surge, wave set-up etc., were undertaken through reputed Hydraulic
laboratories viz., M/s. LHI, Sri Lanka.
As accretion is expected to take place near the seaward end of the south breakwater in view of
the existence of a net northerly littoral drift, it is proposed to retain rubble mound
construction for the south breakwater in shallower depths and to adopt a similar rubble mound
section for the north breakwater which is also located in shallower depths. The revised design
results in reduction in the requirement of the natural quarried material due to novel design
concept adopted.

Length and alignment of breakwaters: As stated above the design of the breakwaters in
deeper waters is found to be very crucial due to very low bearing capacity of soil underneath the
sea bed. The alignment of the breakwater is adopted as shown in the Layout drawing to
optimize the overall length of breakwaters. This position was also submitted to the MoEF&CC
vide our letter Ref.No. MPL/MOEF/ 1 Dated: 2nd January, 2015. Layout is shown in Dwg. No.
MP- PFR- MDPI -07 – MODIFIED ALIGNMENT OF BREAKWATERS.
The alignment and design of the breakwaters have been adopted for evolving the Layout of the
proposed Modified Phase-I development of the port as well as the Masterplan Layout. Details
thereof are as under:
i. The South Breakwater: 1915 m long with 300 m rubble mound section and 1615 m long
structural section aligned at 2320 – 520 N Bearing
ii. North Breakwater: 265 m long rubble mound section
5.4.1.6 Harbour entrance and Stopping Distance:
Width of harbor entrance between breakwaters caters to the codal requirements. It is 220 m at
the Masterplan dredged depth of -25.1 m CD corresponds to 280 m for the Phase-I with
dredged depth of -21.0 m CD.
Stopping distance from harbor entrance to center of turning circle in Phase-I is 1750 m and
caters to 5 times the longest container vessel as per norms.
5.4.1.7 Dredging and Reclamation:
In view of the very flat sea bed at the proposed location, the length of entrance channel to be
dredged to -21.0m CD is working out to 19.80 km. The volume of dredging to be carried out for
the entrance channel, turning circle and dock basin is working out 99.20 million cum. Sandy
material to be met with at the surface of the order of 23.80 million cum would be utilized for
reclamation proposed back space and other low lying areas and balance dredged spoil of
about 73.4 million cum would be disposed of at the identified disposal ground in deep sea duly
complying with the EMP envisaged.

5.4.1.8 Land
GoAP has earmarked AC. 5324 of land for the development of the Port at Machilipatnam.
Modified Phase-I development of the port is planned in 3400 acres (1377 ha). The utilization of
the land shall be broadly for developing the following infrastructure as detailed at Section 5.3
of this Report:
 Cargo Storage Areas
 Warehouses
 Roads
 Surface drainage
 Railway lines, Loco parking bay
 Conveyors
 Pipelines
 Buildings-Administrative, operational, functional, control
 Amenities and welfare buildings
 Utilities, services
5.4.1.9 Road on Stilts & Conveyor and Pipeline crossing on Mangroves:
Due care is taken to conserve the mangroves existing near the southern boundary including 50
m buffer zone. However, alignment of approach road and coal conveyor and edible oil / POL
pipeline to be provided need to cross the existing mangroves. This is a permissible activity in
terms of the provisions of the CRZ Notification, 2011 issued by the MoEF&CC.
For the approach road crossing the mangroves existing on the southern boundary it is
proposed to lay the road on stilts and similarly the coal conveyor and edible oil pipeline and
POL pipeline running parallel to the southern Boundary shall be provided with pile supports for
conveyor trestles and pipeline pedestals for crossing the mangroves existing near the southern
boundary and due care shall be taken for locating the pile supports to avoid damage to the
mangroves.

5.4.1.10 Project Implementation
It is proposed to commence construction works of Breakwaters, 4 berths, dredging, reclamation

and disposal of dredged spoil in the identified disposal areas, back up areas, roads, railways,
utilities, services, amenities and buildings of Phase-I development of Machilipatnam Port
catering to the EC accorded by MoEF&CC in force immediately upon making available required
land by GoAP which will be completed in 36 months In the meantime, EIA Study Report for
the Modified Phase-I development of Machilipatnam Port to cater to the TOR to be approved
shall be prepared and submitted to the MoEF&CC duly obtaining the NOC from APCZMA. After
the MoEFCC accords the CRZ & Environmental Clearance for the Modified Phase-I
development of Machilipatnam Port, construction works of the infrastructure planned as well as
procurement and commissioning of necessary electrical and mechanical equipment and
environmental protection works etc shall be undertaken in such a way that the infrastructure
development under progress integrates with the Modified Phase-I development of
Machilipatnam Port envisaged. Project implementation period for the Modified Phase-I
development is 60 months reckoned from GoAP’s making available of required land for port
development as per terms of the Concession Agreement.
5.4.2 Social Infrastructure:
GoAP is making available entire land on lease, therefore, implementation of R&R measures if
any, shall be catered to by the GoAP. However, under CSR, M/s. MPL shall undertake
measures to augment the R&R measures to be implemented by GoAP for the project affected
families. MPL shall also adopt the neighbouring villages and implement community and social
infrastructure development schemes in order to improve overall living standards of the in
habitants. Following are some of the activities proposed to be catered to under CSR:
Education
Schools
Hostels
Stipend and Scholarship schemes
Study Material
Health & Medical Aid
Periodical health Check up
Medicines
Women & Child health
Awareness Programs

Vocational Training
Driving
Welding
Motor Repairs
Computer applications
Women Empowerment
Tailoring
Production of Consumption items
Entrepreneurship
Community infrastructure
Drinking water
Sanitary & Hygiene improvement
Roads & Drainage
Places of worship
Community centers etc
5.5 Amenities/ Facilities:

5.5.1 Facilities
Port Infrastructure
The port shall have all following facilities and amenities:
o Berths
o Breakwaters
o Cargo Storage Areas
o Warehouses
o Roads and Drainage
o Railway lines, Loco Parking Area
o Conveyors
o Pipelines
o Culverts on natural creeks
o Buildings-Administrative, operational, functional, control

5.5.2 Utilities
Water Supply:
Requirement of water for the Modified Phase-I development of the Machilipatnam Port is
assessed as 3.0 MLD. As per terms of the Concession Agreement, GoAP shall provide water
supply upto port boundary. The source for water supply is Tarakaturu reservoir, at a distance of
about 25 km from the port, having a capacity of 3,300 ML. Pipe line from the reservoir shall be
provided by GoAP for supply of water. Internal storage and distribution network are catered to
in the DPR.
Power:
Requirement of Power Supply for Modified Phase-I development of the port is assessed as 86
MW. GoAP shall provide power supply upto port boundary as per terms of the Concession
Agreement from the nearest substation. Internal substations, transformers, distribution lines are
catered to in the DPR.
Roads, railways & drains:
Development of internal roads, Railway lines, culverts/bridges and surface drains are catered
to in the DPR. Surface drainage shall be routed through settlement chambers. Run off from
cargo storage areas shall be routed through collection pits and guard ponds with facility to
recycle effluent for dust suppression.
Sewage Treatment Plant:
STPs with a total capacity of 500 KLD shall be developed for treating domestic sewage and
treated effluent is proposed to be recycled for dust suppression and plantation needs of the
green belt. Isolated buildings shall be provided with septic tank and soak
5.5.3 Amenities:
Amenities including canteens, drinking water supply, rest and wash places, dispensary and
bachelor accommodation for workers, guest house and truck parking areas are catered to in
the PFR.

DRAWINGS

515500 m X 516500 m X 518500 m X 519500 m X 520500 m X D 521500 m X 522500 m X PR
517500 m X
OA
523500 m X
OT S524500
HO m X 525500 m X 526500 m X 527500 m X 528500 m X 529500 m X
1795400m Y
EC
TIO RE
R
CH NO OUTER CHANNEL
EA
WA RT N
IB TE H B (-)15.7m
R(
D
PU D RU REAK
A
G IN ENE MO BBL 321
AN TH UN E m2
230
11.5
M NG D) 2.5
m
3
0m
G E
IN TR m
23
T 5.7
IS S (-)1 0m 20m WIDE x 2m DEEP
EX BE 21 10 0
3.5 SAND TRAP
TO 5m
1794400m Y
160
4
m
H 4.5
C
BEA
I 5
PORT RAIL UD EL
AP ANN 5.5
N H
CONNECTIVITY
NGI ER C4.2m)
A INN (-1 6
M (-)14.2m
ON P 1220
m
ER G OA R250 6.5
V Y L
YO D B
TURNING CIRCLE
150
m A 7
L R
1793400m Y
F A U 7.5
RO C T
145
m
R U m 8
50
1
ST
THS
YA INER
(-)1 ASIN
BER
10
m
m
m
189
4.1
700
R
B
INE
S
RD
LE
TH
R
CK
A
NTA
m
H E
BER
700
NT
B T
DO
CO
B ND T
O
PIPELINE CORRIDOR U
RG
U A
CO
CA
R OU SO K W
PORT ROAD 500
LK
m
BU
M 87m
TR
CONNECTIVITY UC
K
A
PA
RK
ING
5 E
R
AL
B
CA RAL
1792400 m Y
O
RG
NE
GE
NG
BLO NITE
S
CK
A
GR
BE
EXISTING SOUTH CENTRAL
RAILWAY LINE
1791400 m Y
AM
EN FE
ITI WA RTILIZ
ES RE
HO ER
OF
USE
TO MACHILIPATNAM
STA SUB S
TIO TRU
Y N PAR CK
OF ARD
KIN
G
FIC
ES
S
N
ICE
STA B
TIO
SU
Y
OFF
1790400 m Y
A
G
PAR CK
KIN
TRU
B
RD
CK RE
YA
STA ON O
1789400 m Y
IR

Water Drains 2 2.5 3
3.5
4.5
1788400 m Y
5.5
6
6.5
7.5
8
1787400 m Y
8.5
9
REV
9.5
NO. 10
10.5
1786400 m Y
DRN:
1. ALL DIMENSIONS ARE IN METRES UNLESS OTHERWISE SPECIFIED. DESIGNED:

TITLE: SVSLN
2. ALL LEVELS ARE IN METRES WRT CHART DATUM UNLESS OTHERWISE SPECIFIED. PROPOSED MACHILIPATNAM PORT
3. BATHYMETRY SHOWN IN DRAWING IS BASED ON SURVEY CARRIED CHECKED:
DETAILS: SVSLN /
OUT BY M/s INDOMER COASTAL HYDRAULICS IN 2008. MODIFIED ALIGNMENT OF BREAK WATER LAYOUT
PAV
1785400 m Y

0
CHAPTER 6
PROPOSED INFRASTRUCTURE

6.0 PROPOSED INFRASTRUCTURE

6.1 Industrial Area (Processing Area)
6.1.1 Modified Phase – I facilities
Considering that the Port at Machilipatnam is a Greenfield port and to be able to compete with
other existing and upcoming ports along the East Coast of India, it is proposed that the
Modified Phase - I of the port development should be able to handle dry bulk carriers of upto
180,000 DWT of 18.0 m draft at the designated bulk cargo terminals and Panamax size ships
of 85,000 DWT at all other berths.
Accordingly a 180 m wide approach channel, dredged to a depth of (-) 21.0 m CD and 600 m
diameter Turning Circle dredged to (-) 20.1 m CD is considered for the Modified Phase - I
considering the MLWS which is (+) 0.6 m CD. There would be a provision during subsequent
phases of development to cater to deep drafted loaded coal vessels of up to 300,000 DWT
capacity of 21.4 m draft. Hence planning and design of such designated berths would cater to
300,000 DWT vessels while other dry bulk cargo berths shall be designed to cater to 180,000
DWT vessels and container berths shall be designed to cater to 18,400 TEU vessels while
general cargo berths shall be designed to cater to Panamax vessels.
To cater to the Traffic Forecast of 2021-22 which is 79.9 MTPA of various cargoes plus 1.61
MTEUsPA of container traffic 15 berths and one SBM are necessary to be developed as
detailed in Chapter 5 of this Report. 14 berths are proposed to be located on the east and west
of the 2250 m long Dock Basin –I including an open jetty berth on the south end and one liquid
cargo berth on the lee side of the south breakwater. Four of the bulk berths are proposed to be
provided with grab unloaders, hoppers and conveyor system for coal handling through
mechanized means while iron ore handling at one berth and part of coal handling at one berth
shall be by semi-mechanized means comprising of HMCs and Hoppers. Container handling is
proposed to be undertaken by means of RMQCs and other container handling equipment. The
general ground level of the port area and the top elevation of the berths are fixed keeping in
view the high water level and storm surge during cyclones. The port facilities identified for
Modified Phase - I development are given below in Table 6-1.

Table 6-1: Infrastructure Proposed for Modified Phase-I Development

Sl.
Detail Phase – I Development
No.
1 Berth / Quay 15 Berths
2 Traffic 100.00 MTPA
Comprising of 79.9 MTPA of various
cargoes and
1.61 MTEUsPA of container cargo
3 Breakwaters South : 1615 m of structural and 300 m of
rubble mound breakwater
North: 260 m of rubble mound breakwater
4 Dredging 99.2 million cum
5 Reclamation using
a dredged spoil 23.8 million cum
b borrow earth 17.5 million cum
6 Disposal of Dredged 75.4 million cum
spoil at disposal
ground in sea at
about (-) 25 m depth
7 Cargo storage area Ha. 444
8 Roads - 4 lane 13.50 KM
(Internal) - 2 lane 5.00 KM
- 1 lane 31.00 KM
9 Rail Lines (Internal) 57.00 KM
10 Green Belt Ha. 97.0
11 Water supply 3.0 MLD
12 Power supply 86 MW
13 Buildings 27450 Sq.m
14 Land Area Ha. 1376.5
15 Annual Maintenance 1.06 million cum
Dredging
16 Truck Parking, As Required
workshops, gate &
security complexes,
Institutional buildings,
utilities, amenities,
environmental works
like STP etc.
17 Locomotives 2
18 Loco Parking Bay 1
6.1.1.1 Cargo Handling Equipment

Cargo handling equipment as well as their rated capacities has been chosen based on
available technologies and are presented hereunder in Table: 6-2. The type, rating and number
of electro mechanical equipment to be procured shall be based on the state of the art
technology as may be relevant at the time of procurement, however within the provisions of the
DPR, such that the port is in possession of world class equipment.

Table 6-2: Cargo handling Equipment for Modified Phase-I Development

S.No Cargo Proposed Cargo Handling Equipment
per berth and Rated Capacities
1 Coal
1.1 Coal Mechanized 2 Nos of 2000 TPH Grab unloaders
1.2 Coal Semi-mechanized 2 Nos of MHCs with Grab unloaders
1.3 Mechanized wagon loading station
1.4 Adequate Yard equipments like Dozers, pay
loaders etc
2 Iron ore
Semi-mechanized 2 Nos of MHCs with Grab loaders
3 General Cargo
3.1 Fertiliser Mechanized 2 Nos of 1000 TPH unloaders or MHCs
3.2 Fertilizer Mechanized 2 Nos of 1000 TPH unloaders or MHCs
3.2 General Cargo Ships gear and/or MHCs
Ships pumps for edible oil
Required yard equipments like cranes,
dozers, pay loaders, trucks etc
4 Containers
4.1 Main Line Vessel Berths 4Nos of Quay Cranes with 30 moves / hour
4.2 Feeder Vessel Berths 2 Nos of Quay Cranes with 30 moves / hour
Required Yard equipments like RTGs,
RMGs, Reach stackers, Tractor trailers,
Trucks, Forklifts etc.
5 Liquid Cargo
5.1 Crude Oil at SBMs Ships pumps
5.2 POL at Jetty Ships pumps
6.1.2 Internal Railway System

For an efficient movement of cargo to and from the port at Machilipatnam through rail, an
appropriate infrastructural support is required to be provided. This section discusses the
facilities required for trains coming from Indian Railway System into Port. A railway line about
6.2 km long connecting the port to the main line near Pedana Railway Station on the
Vijayawada – Machilipatnam main line is proposed to be developed.
Internally about 57 kms of railway lines are proposed “in plant” & comprising of five full length
rail lines with linkage to the main line for export of coal. Full length lines shall be provided for
import coal also and provision for two engine escape lines shall be kept. Sufficient provision will
also be made for enhancement of the railway tracks to cater to future requirements. Entire rail
yard shall be provided with proper switching arrangement and facility for efficient loading and
unloading of wagons.

6.1.3 Internal Roads

External connectivity from the port boundary to the National Highway NH-65 (Old NH 9) by a
four lane road (with provision for upgrading to six lanes) along with a utility corridor shall be
formed by GoAP. The main consideration that governs the alignment / layout of the internal
access road is that the road should fit-in well with the proposed port layout, requiring minimum
crossings with the internal railway lines. An 80 m wide land corridor has been identified for the
main access roads including pipeline which would include the space for suitable medians,
shoulders, avenue plantation, utility corridors for power, water supply, sewerage and
communication lines, surface drainage etc.
Internal Roads with high density traffic catering to container yards, cargo storage areas and
warehouses are planned with 4 lane and utility corridors in a 45 m wide corridor. The
secondary roads would be two lanes and would be provided as per the operational
requirements while very low intensity traffic roads shall be of single lane.
6.1.4 Drainage
The rainy season is during June to November with an average annual rainfall of 959 mm. The
drainage system shall be designed to minimize the potential pollution in the port basin. It is
proposed to lay storm water drains parallel to the proposed internal main roads. This drain shall
be connected through various cross drains bringing the water from the different areas of the
terminals covering the port operational buildings. Another main drain running parallel to the
shore would be connected through the cross drains from coal and iron ore stockyard. The
runoff from the coal and iron ore stockyards will be routed through garland drains and collection
pits to the guard ponds and proposed to be recycled for dust suppression etc. Excess run off
during rainy season after routing through collection pits and guard ponds shall only be
discharged into the sea. All the drains will be constructed with either concrete or Random
Rubble (RR) masonry or stone pitched and grouted with cement mortar. Due care is taken in
the planning to integrate external drainage.
6.1.5 Fire-Fighting Facilities

Provision for firefighting system shall be made to control and extinguish fires. It is proposed to
install Fire Hydrant System, which will be designed to give adequate fire protection for the
facility based on Indian Standards or equivalent and will conform to provisions of Tariff
Advisory Committee's Fire Protection Manual. A centralized fire station will be provided for
attending to all calls which will house sufficient fire tenders.

6.1.6 Safety & Security in port

International ship and Port Facility Security Code (ISPS) has become mandatory in India. The
main objectives of the Code include detection / assessment of security threats and take
preventive measures against security incidents affecting ships and port facilities used in
international trade. The Code, therefore applies to port facilities serving ships which are
engaged on international voyages. The security arrangements proposed would have to be to
the approval of the Director General of Shipping who is the designated authority under the
ISPS code.
6.2 Residential Area (Non Processing Area)
Proposed Non Processing Areas in port are:
 Amenities Buildings for the Employees

 Dispensary
 Canteens and Dining halls
 Other Transit Buildings and facilities provided at the port.
6.3 Green Belt
The environmental clearance accorded stipulates that Ha. 36 of area are earmarked for green
belt development. The area proposed for Phase-I development in the earlier DPR (2009) was
Ha. 685 (Ac.1692). As per the modified layout, the area for Modified Phase - I development is
about Ha. 1376.5 (Ac. 3400) and the green belt area proposed is Ha. 97 (Ac.240). The width of
the green belt proposed along the periphery is 30 m and around coal / iron ore stockyards is
about 20 m. Avenue plantation is proposed on either side of the road as well as along the
median. The tree species to be used for the green belt development will be in line with the local
ecology (indigenous species). Domestic sewage shall be treated at STPs and treated
wastewater will be used after confirming prescribed standards for dust suppression and
plantation while the sludge shall be used as manure for the green belt.
6.4 Mangroves
The mangrove existing in the SE end of the project site shall be protected including the 50 m
buffer. It is proposed to lay road on stilts and conveyor and pipeline on trestle supports to cross
the mangrove duly complying with the provisions of CRZ. Due care shall be taken in locating
the piles required for the trestles and stilts to avoid any damage to the mangrove

6.5 Social Infrastructure

6.5.1 Buildings
The buildings proposed to be provided in the port area and their functional utilities are listed
below:
 Administrative Building
 Port Users Building
 Port Operation Building
 Terminal Building
 Canteen
 Guest House
 Amenities Buildings
 Workshop cum central store & Annex
 Fire Station
 Loco Parking Bay
 Substation
 Dispensary
6.5.2 Building Areas
The building areas are dictated by the personnel requirement space for offices, storage,
machinery, utilities, etc. The estimated building areas required for the phase-I development is
about 27450 Sq. M with following main components:
 Administrative Building - 500 Sq. M

 Port Users Building - 1500 Sq. M
 Maintenance Work Shop cum Central Stores - 1000 Sq. M
 Port Operations Building - 450 Sq. M
 Electrical Sub Stations - 650 Sq. M
 Fire station - 300 Sq. M
 Canteen Building - 300 Sq. M
 Dispensary - 100 Sq. M
 Central Control Room with Radar Tower - 400 Sq. M
 Rail Admin Building - 300 Sq. M
 Amenities Buildings – 1550 Sq. M
 Loco Parking Bay – 1000 Sq. M

6.6 Connectivity / Service Corridor

6.6.1 Rail Connectivity
A dedicated port railway line connectivity (double line & electrified) of about 6.20 km long,
“Taking Off” from near Pedana Station on the Gudivada – Machilipatnam route and connecting
to the port is to be developed. SC Railway authorities have accorded in principle approval for
the same.
6.6.2 Road Connectivity
A multilane road about 7.20 km long (Four lane road at inception with provision for Six lanes
ultimately) is also proposed as a part of the port project connecting NH-65 to the entrance of
the port, “Taking Off” from near Sultanagaram Junction. This dedicated road connectivity from
the NH-65 to the port shall be formed by the GoAP as per the Concession Agreement.
Alongside the road adequate width is catered to in the planning for pipeline corridor and
undertaking road side plantation, accommodating service corridors for water, power, firefighting
and communications.
6.7 Drinking Water Management (Source & Supply of water)

6.7.1 Estimated Water Demand
Sl Cumulative Water Requirement in
ITEM
No Cum
Modified Phase - I Master Plan
A Potable Water Demand 500 800

Total water demand for Dust
B 1600 2400
Suppression
C Fire Fighting Demand 600 1000
D Green Belt & Plantation 200 300

Miscellaneous (washing,
E servicing of trucks / 100 500
workshops, supply to ships)
Total in (Cu M per Day) 3000 5000
Total in M L D 3.00 5.00

It can be seen from the above that average daily water demand for the modified Phase-I
development is about 3000 KLD (kilo liters per day). Out of this potable water demand is about
500 KLD. The water demand over the master plan is expected to go up to 5000 KLD.
6.7.2 Water Source
It is proposed to draw water from the Reservoir near Tarakaturupalem located at about 15 Km
from the project site on the NH-65. The capacity of the reservoir is about 3,300 ML. GoAP shall
provide water upto the boundary of the port as per the terms of the concession agreement for
the development of the port. Required storage and distribution are catered to in the scope of
the project.
6.7.3 Rain Water Harvesting

Rain water collected from roof of buildings will be channelized to recharge wells located within
the port.
6.8 Sewerage System

Near the location of amenities block and similar buildings/complexes, it is proposed to develop
and provide in stages sewage treatment plants of 500 KLD total capacities. The treated effluent
shall be recycled for dust suppression and plantation purposes and the sludge will be
processed and converted into Biomass used as manure.
For the isolated buildings, it is proposed to resort to septic tanks and soak pits.
The solid waste generated by humans during the initial phase is expected to be of the order of
1000 kg / day comprising of about 75% of biodegradable waste which is proposed to be
composted and used as manure and the non-degradable waste shall be collected, stored and
disposed approved vendors.
6.9 Industrial Waste Management

Port is not an industry. However, Management of Wastes shall be carried out in such a manner
and in accordance with the rules and regulations stipulated under the Prevention and Control of
Pollution to Air and Water Acts, ensuring environment protection and human health. The non-
biodegradable waste like plastic shall be disposed off to authorized vendors of APPCB as afore
said.

6.10 Solid Waste Management

Proper collection and disposal of solid waste from office establishment and town ship will be as
per the “Municipal Solid Waste Management and Handling Rule, 2000”. The solid waste from
the utilities like canteen shall be segregated as biodegradable and non-biodegradable waste
and collected separately by providing bins at respective places. The collected biodegradable
waste shall be subjected to composting and the compost will be used as manure for the
development of green belt within the port.
The non-biodegradable waste like plastic shall be disposed off to authorized vendors of
APPCB and the kitchen waste and other biodegradable waste from different vessels calling at
the Port shall also be collected and disposed off with the municipal solid waste disposal facility.
6.11 Power Requirement & Supply / Source

The power requirement as assessed for Phase-I is about 86 MW overall. Power shall be
supplied from nearest substation to the port boundary by GoAP as per concession agreement.
The nearest source of power in the form of 200 / 132 kVA substation is located at Gudivada
which is about 32 KM from the port boundary. Internal Substations, transformers and
distribution lines are catered to in the scope of the project.

CHAPTER 7
REHABILITATION &
RESETTLEMENT (R & R) PLAN

7.0 Rehabilitation and Resettlement (R&R) Plan

The total area falls into seven revenue villages of Machilipatnam Mandal, Krishna District
(Manginapudi, Tavisapudi, Gopuvanipalem, Pothepalli, Chilakalapudi, Karagraharam and
Bandar East).
GoAP is the owner of the entire land earmarked for the development of the Machilipatnam Port
and land is made available for the project by GoAP on lease basin in terms of the Concession
Agreement. Therefore, Rehabilitation & Resettlement Measures for the habitation if any to be
displaced from the project area shall be implemented by GoAP. Therefore, GoAP shall
undertake Socio Economic Survey of the project area and details in this regard would be
available once the study report is finalized by them. GoAP would be implementing the R&R
measures and Machilipatnam Port Authority shall also augment the same under its CSR
initiatives.
Following are some of the activities proposed to be catered to under CSR:
Education
Schools
Hostels
Stipend and Scholarship schemes
Study Material
Health & Medical Aid
Periodical health Check up
Medicines
Women & Child health
Awareness Programmes
Vocational Training
Driving
Welding
Motor Repairs
Computer applications
Women Empowerment
Tailoring
Production of Consumption items
Entrepreneurship
Community infrastructure
Drinking water
Sanitary & Hygiene improvement
Roads & Drainage
Places of worship
Community centers etc

CHAPTER 8
PROJECT SCHEDULE &

COST ESTIMATES

8.0 Project Schedule and Cost Estimates

8.1 Project schedule
This FSR for the development of the Modified Phase-I of Machilipatnam Port pertains to the
infrastructure required to cater to the traffic forecast of 2021-22 requiring development of about
15 berths, one SBM, with relevant cargo handling equipment, cargo storage areas, dredging
and reclamation, services, utilities and amenities etc., in addition to the breakwaters for harbour
protection. The Project implementation period for the 4 berths and associated infrastructure
catered to in the EC already accorded is expected to take 36 months from the date of GoAP
making available of required land for port development as per terms of the Concession
Agreement and time schedule for project implementation of 11 berths and associated
infrastructure envisaged in this Modified Phase-I development is expected to take 36 months
upon the MoEF&CC according the CRZ & EC. However, an overall time schedule of 60 months
is considered for project implementation upon GoAP making available of required land for port
development considering simultaneous progress of works upon MOEF&CC accords CRZ & EC
for the envisaged Modified Phase-I development of Machilipatnam Port.
It is proposed to commence construction works of Breakwaters, four berths, dredging,
reclamation and disposal of dredged spoil in the identified disposal areas, back up areas,
roads, railways, utilities, services, amenities and buildings of Phase-I development of
Machilipatnam Port catered to in the EC accorded by MoEF vide Letter F.No.10-5/2009-IA.III
dated 25.11.2009 and extended up to 24th November, 2019 vide their Letter No F.No.10-
5/2009-1A.III, Dt. 03.02.2015, as soon as the required land for port development is made
available by GoAP. It is estimated that 36 months time is required to complete these works.
Schematic representation of project implementation is shown in Dwg. No. MP- PFR- MDPI -08
– SCHEMATIC PROJECT IMPLEMENTATION LAYOUT
In the meantime, EIA Study Report for the Modified Phase-I development of Machilipatnam
Port catering to the approved TOR shall be prepared and submitted to the MoEF&CC, duly
obtaining a No Objection Certificate from APCZMA. After grant of Environmental & CRZ
Clearance by MoEF&CC for the Modified Phase-I development of Machilipatnam Port,
construction works of the infrastructure planned as well as procurement and commissioning of
necessary electrical & mechanical equipment and environmental protection works etc shall be
undertaken in such a way that the infrastructure development under progress integrates with
the proposed development of Modified Phase-I development of Machilipatnam Port as
envisaged. The implementation schedule attached as Dwg, No. MP – PFR – MDPI - 09 has
been accordingly prepared. It is estimated that the balance 11 berths and associated
infrastructure contemplated in the Modified Phase-I development of Machilipatnam Port would
be completed in 36 months after MoEF&CC accords the CRZ & EC.

Details of the main development activities / items identified are given below.
8.2 Civil Works

8.2.1 Dredging and Reclamation
The estimated total quantity of capital dredging is about 99.40 million cum. Inasmuch as 31.00
million cum of dredging is catered to in the CRZ & EC accorded for the project; balance
quantity of about 68.40 million cum is proposed to be undertaken by deploying Trail Hopper
Suction and Cutter Suction Dredgers during the pre and post monsoon periods. Use of
dredged material for reclamation shall depend upon suitability of the material and unsuited
dredged spoil shall be disposed off at the approved disposal area beyond (-) 20 m CD. It is
estimated that 23.80 million cum of dredged material would be utilized for reclamation while
balance would be disposed at the disposal ground identified through mathematical model study
and duly complying with the EMP. The time estimate for completing the dredging and
reclamation is about 30 months.
8.2.2 Berth Construction

Environmental Clearance for the Phase-I layout plan comprising of four berths and related
backup facilities was accorded during Nov 2009.
During modified Phase I, it is proposed to develop a total of 15 berths (which includes the
above four berths) within the protected water areas of the port comprising of 6 berths for dry
bulk cargo, 3 berths for general cargo, 5 berths for container cargo and, one berth for liquid
cargo in addition to an SBM for liquid cargo in the deep waters within port limits.
The quay wall for all dry bulk, general cargo and container cargo berths shall be of relieving
platform type construction comprising of a substructure of RCC diaphragm wall with
combination of vertical and raker piles and an RCC deck super structure. Typical general
arrangement of bulk cargo & container berths is shown in Dwg. Nos. MP- PFR- MDPI -10 & 11
– TYPICAL GENERAL ARENEGEMENTS OF BERHTS. Liquid cargo berth planned on the lee
of the south breakwater shall be dolphin type structures formed with RCC pile sub-structure
and RCC deck superstructure connected with walk ways supported on RCC piles. Piled jetty
shall be constructed from the jetty up to the shore to support required pipelines. Typical general
arrangement of Liquid Berth is shown in Dwg. No. MP- PFR- MDPI -12 – GENERAL
ARRANGEMENT OF LIQUID BERTH. The liquid berth will be connected by means of piled
approaches to the south breakwater. Construction of the additional eleven berths envisaged in
the modified Phase – I is expected to be completed in about 30 months. The SBM would
comprise of readily fabricated bought out steel buoy with standard anchorage & evacuation
pipe line system which shall also be constructed simultaneously and completed.

8.2.3 Breakwater Construction

To enable the commissioning of the Phase – I development of the port comprising of the first
four berths, the 300 m long rubble mound section of the southern and northern breakwater
shall be formed with rock under-layers protected by concrete KOLOS blocks as armour as
required. On the southern side beyond the rubble mound section, a structural breakwater of
1050 m out of 1615 m will be constructed with a round head. Typical General Arrangement of
Structural breakwater and rubble mound breakwater are shown in Dwg. Nos.
MP- PFR- MDPI -13 & 14 – TYPICAL GENERAL ARRANGEMENT OF BREAKWATERS.
The northern break water and balance length of south breakwater of 500 RM along with
additional shore protection works say groynes if any required would be constructed as
envisaged in the modified Phase – I. It is envisaged the construction of this portion of the
breakwater would be completed in 24 months.
8.2.4 Mechanical and Electrical Works
Mechanical and electrical works relate to installation of cargo handling equipment, electrical
system, control system, communication system etc., which are to be provided for the additional
berths and facilities proposed for the development of modified phase-I. The estimated time for
completion of these works is about 30 months.
8.2.5 Onshore Development
8.2.5.1 Buildings
Additional / extension to the buildings as per their functional requirements shall be provided at
the port like administrative building, warehouses, port operation building, canteen, gate house,
fire station building, sub-station with control room etc. The total construction of these buildings
will take about 18 months.
8.2.5.2 Stockyards
Stockyards which are proposed for stacking of dry bulk cargo like Coal (Thermal & Coking) with
suitable ground improvement and drainage facilities to cater to the traffic forecast for the
modified phase-I comprise of the extension of the existing yards as well as new yards that to
be developed shall form a part of this schedule. The estimated time for completion of these
works is about 24 months.

8.2.5.3 Road and Rail
For the modified phase-I, it is proposed to develop about 45 Km of road and 57 km of rail within
the port area. The time required for the completion of rail and road ways over and above those
developed during the modified phase – I is estimated to be about is 24 months. Typical cross
sections of road, rail & drainage are shown in Dwg. No. MP- PFR- MDPI -15 – TYPICAL
DETAILS OF ROADS, RAILWAY LINES & DRAINS.
8.2.5.4 Utilities and Environmental Aspects
Utilities and environmental aspects comprise of augmentations to water supply, drainage,

sewage system, security system, firefighting facilities, green belt, pollution control measures,
dust suppression, waste reception facilities etc,. The estimated time for completing these works
is about 24 months
8.3 Capital Cost Estimates

Capital cost estimates have been prepared for the modified Phase-I development of the project
and the same works out to Rs. 11,924.00 Crores (including the 4 berths and back up facilities
catered to in the EC already accorded by the MoEF&CC). These are based on the project
description and drawings given under the relevant sections of this report. The basis of the cost
estimation is as follows:
 The cost estimates of civil works are based on current rates for various items of work
prevailing in the region i.e., first quarter of 2015 and also on past costs for similar works
elsewhere, where required.
 The costs of equipment and machinery including all taxes and duties are based on
budgetary quotations, discussions with the prospective manufacturers and also in-house
data. The type, rating and the number of electro-mechanical equipment to be procured
shall be based on the state of the art technology as may be relevant at the time of actual
procurement, however within the estimate provisions of this DPR, such that the port is in
possession of the world class equipment.
 The component of materials, tools and plants, insurance, financing costs, etc., and
overheads are catered to, in the rates for individual items.
 The costs towards plant and machinery include manufacture, supply, installation and
commissioning of the respective items.
 Provision towards engineering, establishment & contingencies have also been catered
to.

The estimated revenues comprise of cargo handling charges, wharfage, pilotage, port dues,
berth hire, land rentals etc. while the expenditure comprise of land lease, concession fee, O&M
costs, taxes and statutory payments etc. The financial IRR for the modified Phase-I works out
to about 14.52%.
An abstract of the cost estimate is furnished below in Table 8-1. The estimates given here do
not include the following items:
 External port road connectivity to the national highway
 Road bridge on the existing Manginapudi beach road outside the port boundary
Table 8-1: Abstract of Capital Cost Estimates (including 4 berths and associated
infrastructure catered to in the EC accorded)
Overall Cost of
S.No ITEM development of
modified Phase-I
1. Project Preliminaries and Site Development 91.00
0.1.1 (Rs. In
2. Dredging and Reclamation 2,297.00
Crores)
3. Breakwaters 817.00
4. Berths 2,662.00
5. Mechanical Equipment 3,772.00
6. Electrical works and Equipment 213.00
7. Ground Improvement &Stockyard Development 532.00
8. Internal Road and Railway lines 317.00
9. External Railway lines 30.00
10. Utilities, amenities and Miscellaneous Works 567.00
11. Road – External By GoAP
12. Service Tax 626.00

DRAWINGS

516500 m X 517500 m X 518500 m X 519500 m X 520500 m X 521500 m X 522500 m X 523500 m X 524500 m X 525500 m X 526500 m X 527500 m X 528500 m X 529500 m X 530500 m X 531500 m X 532500 m X 533500 m X
1796400m Y
1795400m Y
SHORE LINE
DI
PU OUTER CHANNEL
I NA OUTER CHANNEL
A NG (-)21.8m
(-)15.7m Scale
M TE
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IS H R CO
SIT OU
300
AN H EC
X TR EST
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230
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1794400m Y
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m
BE
m
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NO 321 3 m
32030m
200 0
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1.8 200 400 600 800 1KM
B
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bbl WA 20m WIDE x 2m DEEP
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21 1 3.5 SAND TRAP m
d) For Sand Trap (Note : 5)
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1790400 m Y
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A
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Stilts
Conveyors & 50m
Buffer Zone
B
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Mangroves
G
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1789400 m Y
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2
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3.5
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1788400 m Y
4.5
AM
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5
5.5
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6
LEGEND: 6.5
1787400 m Y
PROPOSED PORT BOUNDARY 7

PHASE-I DEVELOPMENT AS PER EC PROPOSED TO BE TAKEN UP AFTER GoAP
MAKES AVAILABLE REQUIRED LAND 7.5
8
MODIFIED PHASE-I PROPOSED TO BE TAKEN UP AFTER CRZ & EC CLEARANCE
8.5
PIPELINE CORRIDOR
9
ROADS
S
9.5
ENCIE
RAILWAY LINES
10
E EXIG
10.5
1786400 m Y
BERTHS
11
UTUR
GENERAL CARGO STORAGE REV 11.5

NO. 12
FOR F
CONTAINER YARD 12.5

13
LAND
COAL STACK YARD

13.5
IRON ORE STACK YARD 1. ALL DIMENSIONS ARE IN METRES UNLESS OTHERWISE SPECIFIED. 14
14.5
AMENITIES 2. ALL LEVELS ARE IN METRES WITH REFERENCE TO CHART DATUM 15
1785400 m Y
UNLESS OTHERWISE SPECIFIED. 15.5

TANK FORM DRN:
16
3. BATHYMETRY IS BASED ON SURVEY CARRIED PROJECT: PORT OF MACHILIPATNAM GL
TRUCK PARKING 16.5
DESIGNED:
UTILITIES
4. STORAGE AND CARGO HANDLING AREAS MAY BE RELOCATED WITHIN TITLE:
SVSLN /
OSV YARD THE BOUNDARY WITHOUT CHANGE IN THE AREA REQUIREMENT BASED PROPOSED MACHILIPATNAM PORT
OFFICE & INSTITUTIONAL AREAS ON ENVIRONMENTAL CONSIDERATION. CHECKED:
DETAILS: SCHEMATIC PROJECT IMPLEMENTATION SCHEDULE SVSLN /
5. ENTRANCE CHANNEL FROM BREAKWATER TO -7m SEA BED CONTOUR PAV
1784400 m Y
GREEN BELT
IS WIDENED BY 20m & DEEPENED BY 0.8m TO ACT AS A SAND TRAP. REV. NO. DATE: SCALE: APPROVED:
LAND FOR FEATURE EXTENSION & EXIGENCIES
0
LEGEND:-
Commissioning Phase-I as per Existing EC
REV
NO.
DRN:
DESIGNED:
TITLE:
MODIFIED PHASE-I DEVELOPMENT OF PRE-FISIBILITY
STUDY REPORT MACHILIPATNAM PORT
SVSLN
CHECKED:
DETAILS: MODIFIED PHASE-I IMPLEMENTATION SCHEDULE SVSLN /
PAV
0 Apr-2015 AS SHOWN
30000
30000 (c/c OF CRANE RAIL)
2500 30000 ( C/C OF CRANE RAIL )

1600mm DIA
BOLLARD 20000 10000 RAKER PILE
100mm THK. 1475
160mm THK. CR100 RAIL
WEARING COARSE SLAB
(+) 6.00m
6X2500 2024 3X2350 T-SHAPE

D'WALL
(+) 1.90m 2950 2950
REAR CRANE
BEAM
1000 600x760
FRONT CRANE BEAM CROSS BEAM
1000x4000
TIE BEAM
5000
2500
5000
1600mm DIA 1600mm DIA
RAKER PILE RAKER PILE
T-SHAPE @5000c/c @5000c/c 2500
D'WALL
1000
TIE BEAM CRANE BEAM
1
1
DREDGED LEVEL
VARIES FROM (-) 14.90 TO
(-) 22.00m
4 4 TENSION
RAKER PILES
CRANE BEAM COMPRESION 2950 2950
RAKER PILES
(SCALE 1:200)
TENSION
PILES
(-) 33.00m 5000
700 4300
COMPRESION
PILES
1. ALL DIMENSIONS ARE IN mm AND LEVELS ARE IN METERS AND
5000
RELATED TO CHART DATUM UNLESS OTHERWISE SPECIFIED.
700
REV
NO.
T-SHAPE PANEL
(DIAPHRAGM WALL) DRN:
(SCALE 1:60) PROJECT: PORT OF MACHILIPATNAM BM
DESIGNED:
(SCALE 1:200) TITLE:
PROPOSED MACHILIPATNAM PORT DR.PVC
CHECKED:
DETAILS:
GENERAL ARRANGEMENT & TYPICAL SECTIONS
OF CONTAINER CARGO BERTHS (PRELIMINARY) DR.PVC
0 Apr-2015 AS SHOWN
30000
30000 (c/c OF CRANE RAIL)
2500 30000 ( C/C OF CRANE RAIL )

1600mm DIA
BOLLARD 20000 10000 RAKER PILE
100mm THK. 1475
CR100 RAIL 160mm THK.
WEARING COARSE SLAB
(+) 6.00m
6X2500 2024 3X2350 T-SHAPE

D'WALL
(+) 1.90m 2950 2950
REAR CRANE
BEAM
1000 600x760
FRONT CRANE BEAM CROSS BEAM
1000x4000
TIE BEAM
5000
2500
5000
1600mm DIA 1600mm DIA
RAKER PILE RAKER PILE
T-SHAPE @5000c/c @5000c/c 2500
D'WALL
1000
TIE BEAM CRANE BEAM
1
1
DREDGED LEVEL
(-) 22.00m
4 4 TENSION
RAKER PILES
CRANE BEAM COMPRESION 2950 2950
RAKER PILES
(SCALE 1:200)
TENSION
PILES
(-) 33.00m
5000
4300
COMPRESION
PILES
700
1. ALL DIMENSIONS ARE IN mm AND LEVELS ARE IN METERS AND
5000 RELATED TO CHART DATUM UNLESS OTHERWISE SPECIFIED.
REV
NO.
T-SHAPE PANEL
(DIAPHRAGM WALL) DRN:
(Scale 1:200) PROJECT: PORT OF MACHILIPATNAM BM

(SCALE 1:200) MODIFIED PHASE-I DEVELOPMENT OF
DESIGNED:
TITLE:
CHECKED:
DETAILS:
GENERAL ARRANGEMENT & TYPICAL SECTIONS
OF BILK CARGO BERTHS (PRELIMINARY) DR.PVC
0 Apr-2015 AS SHOWN
PORT OF MACHILIPATNAM BM

GENERAL ARRANGEMENT OF LIQUID CARGO JETTY

(PRELIMINARY) DR.PVC
MP-PFR-MDPI-12 Apr-2015 AS SHOWN M.A.R

DETAIL "X" 0
DETAIL-A
500 (+)6.00
LEE SEA
SIDE SIDE
(+)4.00
(+)3.40
(+)2.00
(+)1.50
LEE SIDE
A 1600
(-)3.50 EXISTING SEABED
RAKER PILE
6000 2700 950
PILE
1500
1 1
RAKER
CIRCULAR PILE
4 SHEET PILE
4 4000 4000 6000
950 9650
1600 10650
1700
PILE
2700
1600 750
1600 1600
2500 1500
1000
SEA SIDE
A
VERTICAL
RCC PILES
PLAN OF STRUCTURAL BREAK WATER

Scale 1:1500
(-)20.00
RAKER
PILE (-)22.00 (LINER) (+)6.00
D (+)4.00
PILE 5820.0 5126.5
(+)2.00
(+)1.50
1450.0
(-)32.00 (-)32.00 1376.5

5126.5
4000.0
C C
PILE 4000.0
(-)32.00 (-)32.00
(-)40.00
2000.0 2000.0 4000.0
(-)40.00
(-)40.00 4000.0 7250.0 SECTION D-D
17503.0
PILE TYPICAL CROSS SECTION OF ROUND HEAD STRUCTURAL BREAK WATER
SECTION A-A Scale 1:1000
TYPICAL CROSS SECTION OF STRUCTURAL BREAK WATER
Scale 1:1500
4000.0
REV
NO.
5126.5
SHEET PILE 1126.5
1450.0
2500.0 (TYP)
DRN:
D NOTES:-
SECTION C-C MODIFIED PHASE-I DEVELOPMENT OF
DESIGNED:
1. ALL DIMENSIONS ARE IN mm AND LEVELS ARE IN METERS AND TITLE:
DETAIL OF ROUND HEAD RELATED TO CHART DATUM UNLESS OTHERWISE SPECIFIED.
2. GRADE OF CONCRETE :- CHECKED:
Scale 1:1250 a) DIAPHRAGM WALL & WALING BEAM = M-40. DETAILS:
STRUCTURAL BREAKWATER - GENERAL
DR.PVC
ARRANGEMENT (PRELIMINARY)
b) PILES, TIE BEAM, CRANE BEAM AND TOP SLAB = M-35.
3. GRADE OF REINFORCEMENT Fe-500. DRG. NO. MP-PFR-MDPI-13
0 Apr-2015 AS SHOWN DR.PVC
CROSS SECTION OF SOUTH & NORTH BREAKWATER @ ROUND HEAD -1.0 M CROSS SECTION OF SOUTH & NORTH BREAKWATER @ 0.0 M
(SCALE 1:250)
(SCALE 1:250)
CROSS SECTION OF SOUTH & NORTH BREAKWATER @ +2.0 M

(SCALE 1:250)
CROSS SECTION OF SOUTH & NORTH BREAKWATER @ -1.0 M RECLAMATION BUND ALONG SOUTHERN SHORE
(SCALE 1:250) (SCALE 1:250)
AS PER PLAN -1.00
+2.00 0.00
REV
NO.
PLAN OF RUBBLE MOUND AT ROOT OF SOUTH & NORTH BREAKWATER DRN:

(SCALE 1:1800) DESIGNED:
TITLE:
RUBBLE MOUND BREAKWATER, ROCK GROYNE & CHECKED:
DETAILS: RECLAMATION BUND - GENERAL ARRANGEMENT DR.PVC
(PRELIMINARY)
0 Apr-2015 AS SHOWN
REV
NO.
MACHILIPATNAM PORT LIMITED

Plot No.379, Road No-10, Jubilee Hills
Hyderabad - 500 033, Andhra Pradesh,INDIA.
DRN:
DESIGNED:
TITLE: PAV
CHECKED:
DETAILS:
TYPICAL DETAILS OF ROADS, RAILWAY LINES & SVSLN /
DRAINS PAV
0 Apr-2015 AS SHOWN MAR
CHAPTER 9
ANALYSIS OF PROPOSAL
(FINAL RECOMMENDATIONS)

9.0 Analysis of the Proposal – Final Recommendations

9.1 Financial Internal Rate of Return (IRR)
The Financial Internal Rate of Return (IRR) has been worked out at base prices for a period
of 30 years of operation adopting discounted cash flow (DCF) analysis. The FIRR results are
presented below:
Table 9-1: Results of Financial Internal Rate of Return (FIRR)
Bank
Other O&M Payment Income Net
Year Inflow Guarantee
Income Cost To GoAP Tax Inflows
Cost
2016 274.93 1.37 160.09 4.85 0.13 84.78 26.46

2017 732.71 3.66 317.89 1.45 0.34 131.41 285.28
2018 1,016.82 5.08 379.69 1.45 0.48 98.98 541.31
2019 1,350.57 6.75 447.15 1.59 0.63 71.41 836.53
2020 1,697.34 8.49 520.28 1.59 0.80 47.99 1,135.18
2021 2,122.92 10.61 611.00 1.59 1.29 43.07 1,476.58
2022 2,635.11 13.18 710.01 149.17 1.98 101.14 1,685.99
2023 3,142.11 15.71 816.93 253.12 2.36 172.76 1,912.65
2024 3,691.57 18.46 932.80 297.08 2.77 266.53 2,210.85
2025 4,375.32 21.88 1,059.13 351.95 3.28 388.13 2,594.0
2026 4,557.56 22.79 1,110.54 421.53 3.85 423.29 2,621.14
2027 4,758.77 23.79 1,164.61 487.22 4.46 465.78 2,660.49
2028 5,072.63 25.36 1,222.39 518.80 4.76 539.40 2,812.64
2029 5,294.45 26.47 1,281.98 541.92 4.96 569.97 2,922.09
2030 5,527.37 27.64 1,344.53 565.22 5.18 595.36 3,044.72
2031 5,905.17 29.3 1,411.53 662.26 6.09 634.44 3,220.38
2032 6,162.47 30.81 1,480.47 753.22 6.93 650.11 3,302.55
2033 6,432.63 32.16 1,552.84 785.64 7.24 681.27 3,437.80
2034 6,870.20 34.35 1,630.37 838.38 7.73 1,233.35 3,194.73
2035 7,168.05 35.84 1,710.13 875.27 8.06 1,375.09 3,235.34
2036 7,480.80 37.40 1,793.88 912.80 8.42 1,437.62 3,365.50
2037 7,993.86 39.97 1,883.64 974.62 8.99 1,555.56 3,611.01
2038 8,338.66 41.69 1,975.95 1,017.25 9.38 1,624.10 3,753.68
2039 8,700.71 43.50 2,072.85 1,060.69 9.79 1,696.49 3,904.39
2040 9,296.30 46.48 2,176.74 1,132.45 10.46 1,833.52 4,189.62
2041 9,695.46 48.48 2,283.55 1,181.73 10.91 1,912.89 4,354.86
2042 10,114.57 50.57 2,293.36 1,232.02 11.38 2,029.92 4,598.47
2043 10,815.89 54.08 2,408.59 1,316.49 12.17 2,193.58 4,939.15
2044 11,277.96 56.39 2,526.81 1,373.45 12.69 2,287.25 5,134.14
2045 11,763.13 58.82 2,650.94 1,431.67 13.23 2,386.13 5,339.98
174,266.06 871.33 41,930.67 19,146.48 180.73 27,531.30 86,348.21

The annual traffic considered in arriving at the project Inter Rate of Return (IRR) are 15.80,
44.85, 72.43 & 100 MTPA during the first, sixth, eleventh and sixteenth years of operation
respectively commencing from the year 2018 as per Table 9.2 here under :
Table 9.2: Commodity wise breakup of traffic potential during Ist, 6th, 11th & 16th years of
operation respectively commencing from the year 2018.
No. Commodity Modified Modified Modified Modified % by % by

Phase-I Phase-I Phase-I Phase-I Road Rail
(Ist year) (6th year) (11th year) (16th yr)
base yr 2023-24 2028-29 2033-34
nrml Trfc
2018-19
A. Export
1. Iron Ore 3.10 1.50 2.90 4.30 20 80
2. Coal (Thermal) - - - - 20 80
3. Steel product 0.20 0.30 0.30 0.30 20 80
4. Break Bulk Cargo 0.60 1.05 1.23 1.40 50 50
(Cement+Granite)
5. Containers
DWT 5.10 10.75 15.43 20.10 75 25
MTEU 0.24 0.50 0.71 0.93
B. Import
1. Coal (Thermal) - 6.20 6.85 7.50 20 80

2. Coking Coal / Met. 4.70 20.25 33.08 45.90 20 80
Coke
3. Break bulk cargo
(Fert+Chem, Food 1.80 3.10 4.30 5.50 50 50
grains+Tmbr+Edbl
Oil)
4. Liquid Bulk 0.30 1.70 8.35 15.00 75 25
A review of the FIRR results shows that with the above annual traffic considered in arriving at
the project IRR, the Modified Phase – I of the project is viable with an FIRR of 14.52% with a
payback period of less than 12 years. With further developments during the concession
period, the substantial increase in the traffic during the subsequent years of operation is likely
to yield higher FIRR as per Table 9.3 here under:

Table 9.3 Results of FIRR
Internal Rate of Return DSCR
Project-Post Tax Project-pre Tax Equity Average Minimum
14.52 16.18 17.00 1.23 0.58
9.2 Financial and Social Benefits

Andhra Pradesh, a principal maritime state has a coastline of over 974 KMs. It is endowed
with conducive, unique, natural and strategic port locations. The development of non-major
ports in AP is advancing with a focused approach after the bifurcation of the erstwhile state of
Andhrapradesh.
Sea-bound transport is the most cost-efficient, effective as well as the most economical
means of transport for the conveyance of raw materials, as well as finished products, in bulk.
Such an infrastructure could be the necessary backbone, for attracting large-scale industries.
Machilipatnam which was a flourishing seaport on the east coast during the time of the
Satavahanas was also a 17th century port for French, British and Dutch trade. In spite of the
rich history & heritage relating to sea trade, Machilipatnam area has remained generally
undeveloped due to lack of large scale industrial developments and the development of the
port would make the area a well sought after International Integrated Port City. Machilipatnam
Port would see many industries establishing from multiple sectors with many ancillary &
satellite units boosting trade & commerce in an unprecedented way; thereby bringing in the
synergies of development to the state like never before. It will, as a consequence generates
huge direct and indirect employment for the local people, substantially improve their living
standards and generally act as a gateway to prosperity of the entire region. Thus,
Machilipatnam Port will herald a new era of economic activity, and dramatically transform the
lifestyles of the people and the dynamics of the areas. The port when commissioned would
bring in considerable revenue accruals to the exchequer i.e., various departments like
Railways, Finance, Commerce, Customs and Excise and the GoAP.

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Development of Machilipatnam Port Project April 2015

Development of Port at Machilipatnam,

Pre Feasibility Report

1.1.1 Preamble 1–1

1.1.2 Need for Project Development 1–1

1.1.3 Review of Traffic Forecasts 1–2

1.2 Field Surveys. Investigations and Model Studies 1–3

1.3 Site Conditions 1–4

1.4 Project Description 1–6

1.4.1 General 1–6

1.4.2 Design Ship Sizes 1–6

1.5 Proposals of Master Plan and Developments of Modified Phase-I 1–7

1.5.1 General 1–7

1.5.2 Modified Phase – I Development 1–8

1.6 Infrastructure Proposed in Modified Phase-I 1 – 10

1.7 Estimated Capital Cost and Financial Viability 1 – 10

1.8 Project Implementation 1 – 11

1.9 Project Benefits 1 – 11

INTRODUCTION OF THE PROJECT / BACKGROUND INFORMATION 2-1

2.0 Identification of Project and Project Proponent 2–1

2.1 Brief Description of Nature of the Project 2–1

2.2.1 Indian Port Traffic 2–2

P F R for Modified Phase I i

2.2.2 Current Scenario of Ports in Andhra Pradesh 2–3

2.3 Demand Supply Gap 2–3

2.4 Imports Vs Indigenous Production 2–4

2.5 Export possibility 2–4

2.6 Domestic / Export Markets 2–4

2.7 Employment Generation due to the Project 2–5

PROJECT DESCRIPTION 3–1

3.1 Location 3–1

3.2 Details of alternate sites considered 3–2

3.3 Size or magnitude of Operation 3–2

3.3.1 Traffic 3–2

3.3.2 Hinterland 3–3

3.3.3 Traffic Analysis & Forecast 3–3

3.3.4 Highlights of M/s. WSA Traffic Forecast study 3–4

3.3.5 Traffic Forecast for Phase-I and Master Plan 3–5

3.4 Project Description & Process details 3–7

3.5 Raw Material Required 3–8

3.7 Availability of Water, Energy / Power 3–8

3.7.1 Water & its Source 3–8

3.7.2 Energy / Power & Source 3–8

3.8 Wastes to be generated in the port and their Management 3–9

3.9 Schematic representations of the feasibility drawing (Layout) 3–9

P F R for Modified Phase I ii

4.0 SITE ANALYSIS 4–1

4.1 Connectivity 4–1

4.1.1 Road Connectivity 4–1

4.1.2 Rail Connectivity 4–1

4.2 Land Form, Land Use and Land Ownership 4–1

4.3 Topography 4–2

4.3.1 Bathymetry 4–2

4.4 Existing Land Use pattern 4–2

4.5 Existing Infrastructure 4–3

4.6 Soil Classification 4–3

4.7 Climatic Data 4–4