Navayuga Report

Enclosure to Ltr No.
NEC / MoEF /119/13-14,

Dated 31 January 2014
Appendix - I
Sub: Finalization of ToR for development of a deep water port at
Astaranga Area, Puri Odisha by M/s. Navayuga Engineering Co Ltd.
Ref: MoEF, GoI F.NO. 11-60/2013-IA.III.
The Expert Appraisal Committee for Projects related to Infrastructure
Development, Coastal Regulation Zone, Building / Construction and
Miscellaneous projects in its meeting held from 20th 23rd November, 2013
in New Delhi, while considering the proposal for finalizing the ToR for the
development of an all weather multi-user port at Astaranga Area, Puri Dist.,
Odisha (Agenda Item No 4.11 - Ref: F.NO. 11-60/2013-IA.III) observed as
follows:
advised the Project Proponent to submit the details of the
selected site along with the alternative sites considered since a
major creek system is passing in the site, about 13 habitations
/villages fall within the site and many are adjacent to the port
boundary and about 50 ha of reserve forest is within the site.
EAC advised the Project Proponent to also submit details of the
present economic and social utility of the creek along with its
proposal on its conservation /maintenance.
In terms of the above observations of the EAC, following submittals are
made:
1.
Details of site selection i.e., alternatives considered,
2.
R & R Measures for the project affected inhabitants,
3.
Diversion of about 50 ha of Forest land in the project area,
4.
Present economic and social utility of the creek and
5.
Proposal for conservation / maintenance of the creek.
Page 1 of 22
Enclosure to Ltr No. NEC / MoEF /119/13-14,

1.
DETAILS OF SITE SELECTION i.e., STUDY OF ALTERNATIVE

LOCATIONS FOR ASTARANGA PORT
1.1
Preamble
The Government of Odisha (GoO) having decided to develop ports with
private initiative along the 480 KM long coast in the state, during the
year 1996 appointed IIT Chennai to identify suitable locations. The IIT
Chennai in its report of May 1996 recommended twelve locations
including Devi River mouth near Astaranga area in Puri District in
Odisha for setting up ports.
GoO entered in to a MOU with M/s Navayuga Engineering Company
Limited, Hyderabad during December, 2008 for the development of an
all weather multi user port at Astaranga. A concession Agreement to
this effect was entered into between GoO and NECL during November,
2010.
1.2
Selection of Suitable Location
1.2.1 General
Location on the coast north of Devi River Mouth, with a complex
system of creeks, besides being an environmentally sensitive oliveridley turtle breeding ground, is not conducive for development of a
port. Areas lying to the south of the Devi River mouth within in the
proximity of Astaranga block are therefore considered for exploring a
suitable location for the development of proposed Port.
For selecting type and location of the proposed all weather multi-user
port at Astaranga following three locations have been studied in detail:
1. Riverine Port at the confluence of river Devi.
2. Lagoon Type in-land Port on the coast immediately South of River
Devi.
3. Lagoon Type in-land Port on the coast further south of Alternative
No 2 on the coast of River between Villages Rahakandol &
Tundahar.
Page 2 of 22

These proposals have been studied in detail based on topo sheets,

Satellite imagery, Google Earth images, reconnaissance including
aerial survey of the coastal stretch as well as the report on National
Assessment of Shoreline Change - Odisha Coast prepared by National
Centre for Sustainable Coastal Management, MoEF & Institute for
Ocean management, Anna University, Chennai, 2011.
All the three locations studied are shown on the topo sheets presented
hereunder in Figure 1.
Figure 1 Alternative Locations Studied

Details of these proposals are discussed hereunder:
Page 3 of 22

1.2.2 Riverine Port (Alternative No 1):

This alternative is for proposing a riverine port near Devi River mouth
i.e., adjacent to the existng fishing jetty at NUAGARH on the southern
bank. It is proposed to form the port entrance by dredging through the
existing sand bar at the confluence of Devi River and protected by
constructing
breakwaters
on
both
sides
of
the
entrance.
To
accommodate the berthing requirement in a phased development of

the port to cater to the long term traffic forecast, about 6.5 km of
water front is needed. For developing required port infrastructure like
cargo storage areas, functional, operational and administrative
buildings, roads, railways, surface drainage, environmental aspects
and other services in the back space, covering about 4 km wide
stretch would be needed. This location is shown in Figures 2 and 2A.
Figure 2
Page 4 of 22

Figure 2A
As per the report of National Assessment of Shoreline Change for
Odisha Coast by National Centre for Sustainable Coastal Management
& Institute of Ocean Management, 2011, the coast towards south of
Devi River is a partly accreting coast while the one at the river mouth
and on the north is an eroding coast. This position of the coast is
expected to change once the riverine port development comes up. Silt
discharge pattern from the Devi River is expected to change upon
dredging of deep access channel to the port through the sand bar and
construction of breakwaters for protection of the port entrance. As
against the sediment spreading presently on to the coast immediate to
the sand bar, it would be flowing through deeper channel and may
settle in deeper depths; thereby the coast towards north of Devi River
mouth is likely to experience further erosion. Further, with riverine
port development, the circulation pattern of the natural creeks
presently connecting to the Devi River near the confluence is likely to
be affected.
Mangroves are existing on the coast along the southern bank of Devi
River and these are required to be replaced at suitable alternative sites
Page 5 of 22

Sahan Protected forest area (about 275 ha) towards south of the Devi
River falls within the back space of the proposed port, the extent could
be firmed up after undertaking detailed survey. Diversion of this forest
area would be necessary.
Natural creeks existing in the area viz., Baradhi Nala, Seju nala,
Nagar Nadi and Kadua Nadi join the Devi River. Theses creeks main
function is to discharge run off during rainy periods from the adjacent
areas into the Devi river. These creeks are to be trained and the
existing bunds have to be raised to the formation level of the port. Run
off from neighboruing areas, into the creek also needs to be trained by
proper drainage system.
Based on preliminary assessment over 15000 inhabitants of this area
covering 10 villages would require rehabilitation and resettlement.
1.2.3 Lagoon Type Port (Alternative No. 2)
This alternative is for proposing to devlop a coast based lagoon type
port to the south of the Devi River mouth. It is proposed to form an
entrance channel by dredging the foreshore area, protecting it by
constructing two breakwaters on either side and develop the required
quay in dock basins by dredging in the area shelted by the
breakwaters. For this purpose about 6.5 km of coast and for
developing required port infrastructure like cargo storage areas,
functional, operational and administrative buildings, roads, railways,
surface drainage, environmental aspects and other services in the
back space, covering about 4 km wide stretch would be needed. This
location is shown in Figures 3 and 3A.
Page 6 of 22

Figure No 3
Figure 3A
Page 7 of 22

As per the report of National Assessment of Shoreline Change for

Odisha Coast by National Centre for Sustainable Coastal Management
& Institute of Ocean Management, 2011, the coast at the location of
the proposed port is a medium accreting one for most of the length,
with a few small patches of low accreting coast and stable coast. With
construction of breakwaters for the proposed port, the coast towards
south of the proposed port is expected to accrete and the coast
towards the north of the port would also continue to be stable on
account of the silt discharge from Devi River getting spread on to the
coast as of now.
A small part of the Sahan protected forest having casuarinas
plantation exists in the north eastern corner of the project area in
about 35 Ha besides another 15 ha of Gramya Jungle (village forest) at
various locations within the project area the extent could be firmed up
after undertaking detailed survey. Diversion of this forest area would
be necessary.
The Kadua Nadi / Palpala Nala existing in the back space connects
the Devi River with the creek system towards north of the proposed
area. This creeks main function is to discharge run off during rainy
periods from the adjacent areas through sluices. This creek is to be
trained and the existing bunds have to be raised to the formation level
of the port. Run off from neighboruing areas into the creek needs to be
trained by proper drainage system.
Based on preliminary assessment about 5200 inhabitants of this area
covering 6 out of 13 villages of the project area would require
rehabilitation and resettlement.
There are no mangroves or other ecologically sensetive areas in the
proposed area.
1.2.4 Lagoon Type in-land Port (Alternative No 3)
This proposal is for developing a Lagoon type inland harbour at a
location further south of the one considered in Alternative No 2. Area
further south on the coast has not been studied as it would be very
Page 8 of 22

close to the heritage site Konarak. It is proposed to form the port

entrance by dredging in the foreshore area and protecting the same
with two breakwaters to be built on either side. The berthing quay is
proposed in the dock basins to be dredged in the area sheltered by the
breakwaters. It requires about 6.5 km of coastal stretch and for
developing required port infrastructure like cargo storage areas,
functional, operational and administrative buildings, roads, railways,
surface drainage, environmental aspects and other services in the
back space, covering about 4 km wide stretch would be needed. This
location is shown in Figures 4 and 4A.
Figure 4
Page 9 of 22

Figure 4A
As per the report of National Assessment of Shoreline Change Odisha Coast by National Centre for Sustainable Coastal Management
& Institute of Ocean Management, 2011, the coast line at this area is
a medium eroding coast. The situation may improve on the southern
side once the breakwaters come up but on the northern side erosion is
likely to be accelerated due to interception of the littoral drift on
account of proposed port development.
Natural creeks Kadua nadi and Prachi Nadi flowing through the back
up area, join the coastal waters in this region. These creeks are
serving the function of discharging the run off into the Bay of Bengal
during rains. These creeks need to be trained and bunds to be
suitably raised. The low lying terrain needs to be raised for forming
the ports operational area and same is likely to cause concern for the
effective discharge of the run off from the areas behind the project
area. Developing required port infrastructure in the low lying area
would also involve higher capital cost as the entire area is to be raised
requiring huge borrow material and soil stabilization measures may
also be called for. A large number of settlements are seen to exist in
Page 10 of 22

the area proposed for project requiring large scale rehabilitation and
resettlement.
Based on preliminary assessment about 7,500 inhabitants covering
sixteen villages of this area would require rehabilitation and
resettlement.
1.2.5 Advantages and Disadvantages of Various Locations
Advantages and disadvantages of these proposals have been discussed
hereunder (Table No 1 to Table No 3)
Table-1
Alternative No 1: Riverine Port
Advantages
Disadvantages
TECHNICAL
Due to existence of waterway for Breakwaters are to be built on both sides
the port development, capital of the entrance for a longer length
dredging quantity is likely to be
less
High currents in the Devi River during
monsoon floods are likely to cause
concern to safety of moored vessels
alongside berths
High siltation in the confluence of Devi
River during monsoon floods affects the
drafts in the water ways causing concern
to safety of navigation in the harbour
waterways
ENVIRONMENTAL
Recurrence of the sand bar formation at
the entrance is likely to call for huge
maintenance dredging of the entrance.
Mangroves existing on the coast along the
southern bank of Devi River are required
to be replaced at suitable alternative sites.
Almost the entire extent of Sahan
Protected Forest i.e., about 275 ha (as per
Topo Sheet) has to be diverted for forming
the backup area.
Existing Creeks in the proposed backup
area viz., Baradhi Nala, Seju Nala, Nagar
Nadi and Kaduva Nadi are required to be
Page 11 of 22

Advantages
Disadvantages
trained and bunds are to be raised.
Waterway of the Devi River at its
confluence is to be exclusively earmarked
for the port development.
Circulation pattern of existing creeks
towards north of Devi River joining the
confluence gets impacted.
Turtle breeding ground towards north of
Devi River is nearer to the proposed area
SOCIAL
Movement of fishing boats (to/from the
existing Nuagarh Fishing Jetty) in the
harbour waterways is not permissible
from ISPS compliance and is likely to
raise operational and safety/security
concerns. R&R measures required would
also be impacted.
For the proposed backup area, about
15,000 inhabitants in 10 villages need to
be rehabilitated as these villages are very
densely populated.
Table-2
Alternative no 2: Lagoon Type in-land Port, South of Devi River
Advantages
Disadvantages
TECHNICAL
Length
of
breakwaters
for .
protecting harbour entrance is
likely to be minimum
ENVIRONMENTAL
At the proposed location for most About 50 Ha of Forest land has to be
of the length the coast is a
diverted for forming the backup area
moderately stable coast. Thus
coastal stability concerns are
least.
Sporadic Turtle nesting ground
(North of River Devi Muhan) is
located at a distance of more
than 15 km
Existing Creek Kaduva Nadi / Palpala

Nala flowing through the proposed
backup area is to be trained and bunds
are to be raised
Ecologically sensitive areas like

mangroves do not exist at the
Page 12 of 22

Advantages
site proposed for the
development of the port.
Disadvantages
Inhabitants requiring
Resettlement is comparatively
low
SOCIAL
5200 inhabitants in 6 villages need to be
rehabilitated.
Table-3
Alternative No 3: Lagoon Type in-land Port to south of
Alternative-2
Advantages
Disadvantages
TECHNICAL
Breakwaters required are of longer length
involving higher capital as well as
maintenance costs
ENVIRONMENTAL
The confluence of the creek system is
very close to shore line. Existing intense
creek system of Kadua Nadi and Prachi
Nadi flowing in the proposed back up
area for the port operations, needs to be
trained and their bunds are to be raised
Requirement of borrow material for
reclamation of the backup area is
considerably high
The coast is classified as a medium
eroding coast for a large extent and low
erosion coast for the balance causing
concerns of coastal stability
SOCIAL
7500 inhabitants in 16 villages need to
be rehabilitated as these villages are
moderately populated
1.2.6 Choice of Location for Astaranga Port development

Duly taking into consideration the advantages and disadvantages
mentioned above, a matrix is presented in Table No 4 hereunder by
suitably ranking the parameters considered by assigning higher
marks for the one with least disadvantage.
Page 13 of 22

Table-4 Site Selection Matrix

Sl
No
Item
Marks
Marks for
Marks for
Marks for
assigned Alternative Alternative Alternative
No 1
No 2
No 3
1.
Coastal stability
2.
Interference with
Natural Creeks
3.
Replacement of
existing mangroves
4.
Diversion of Coastal
forest
5.
Acquisition of land
6.
Resettlement and
Rehabilitation of
inhabitants
7.
Operational
concerns
8.
Capital Cost
9.
Maintenance Cost
50
22
38
26
10. Security & safety

concerns
Total
From the above it is evident that location of Alternative No 2 i.e.,

the proposed site situated on the south of Devi River for development
of inland lagoon type port on the coast scoring highest marks is
preferable and is accordingly chosen.
In respect the chosen alternative, training work of the creek required
is the least and such training of the creeks and raising their bunds
is a permissible activity for the construction of foreshore facilities
like ports and for development of other facilities essential, in terms of
clause 3.(iv) (a) of the CRZ Notification, 2011.
The lagoon type harbour also affords adequate protection for berths
from waves and swells. It has minimum adverse impact on marine
environment and it is feasible to develop an adequate area to meet
the cargo handling and storage requirements in the ultimate stage. It
may be pertinent to state that the Paradip Port of the Odisha Coast is
also a lagoon type harbour.
Page 14 of 22

Accordingly NECL have prepared and submitted the Techno Feasibility

Report to GoO for the proposed development of Astaranga Port at the
chosen
location
duly
undertaking
the
following
studies
and
investigations:
a. Traffic Forecast Study by M/s. Feedback Ventures, Bangalore
b. Bathymetric study of the coast by M/s. Indomer Coastal Hydraulics
Pvt Ltd, Chennai
c. Geotechnical investigation by M/s. Suvadra Consultants,
Bhubaneswar.
The GoO having recognised the advantages of the alternative No 2
have notified the Astaranga Port limits accordingly vide The Orissa
Gazette Notification No 1131, Dt August 04, 2009 as against the Port
limits notified earlier vide Gazette Notification No 470 Dt April 11,
1997 for a location near the mouth of Devi River. These are presented
in Figure no 5.
Figure No 5
Page 15 of 22

Detailed Project Report for development of Phase IA of Astaranga

Port has been prepared and submitted to GoO duly undertaking
Demarcation of HTL, LTL & CRZ boundaries survey by M/s. National
Institute of Oceanography, Visakhapatnam.
2.
R&R Measures for the Project Affected Inhabitants

GoO had identified an area of about 1600 ha of land in 13 villages for
Astaranga Port development, as required. Administrative approval for
acquisition & alienation of land for the development of the port was
issued by GoO on March 15, 2012 (Annexure- 1). Notifications to this
effect have already been issued by the GoO under Section 4/1 of the
Odisha LA Act on November 29, 2013 for the project area and land
acquisition process has also been initiated.
Even though land belonging to 13 villages is forming the project area,
R&R measures are not called for in seven villages as very small
extents of land from these villages form part of the project area. R&R
measures are called for in the balance six villages forming the project
area only. The R& R measures for the inhabitants of the project
affected areas shall be undertaken as per the Rehabilitation and
Resettlement Policy, 2006.
The exact number of inhabitants of the project area to be rehabilitated
would be known only upon completion of the socio-economic study
being carried out. However, based on assessment carried out by M/s.
Jansadhana, Bhubaneswar, number of households of the villages
requiring R&R Measures is presented in the Table No 5 hereunder.
Table-5 Details of Project affected household
based on preliminary assessment
Sl
No
Village
1.
ASTARANGA
2.
DAMASUNA
3.
NANPUR
Total area of
the village
Acres
Total No of
Households
Extent
No of
required for
Households
the project requiring R&R
Acres
99.900
-NIL-
1123.720
550
471.440
123
58.800
-NIL-
1063.520
254
198.940
-NIL-
Page 16 of 22

Sl
No
Village
4.
TIMORA
439.851
50
5.
KUSUMBAR
240.010
104
14.830
-NIL-
6.
PATALADA
280.580
201
79.885
-NIL-
7.
SUNDAR
365.470
129
259.920
-NIL-
8.
DALUAKANI
271.118
83
260.268
83
9.
KANAMANA
278.010
104
278.010
104
10.
GUNDALABA
161.830
120
161.830
120
11.
SAHANA
548.880
191
515.090
191
12.
SUDHIKESWAR
(including hamlet
BALABHADRAPUR)
911.369
302
911.209
302
13.
CHHURIANA
(including hamlets
AISINIA, KOTA,
SRIBANTAPUR,
ANAKANA)
902.610
380
723.605
263
Total
Total area of
the village
Acres
7058.408
Total No of
Households
2591
Extent
No of
required for
Households
the project requiring R&R
Acres
337.700
-NIL-
3988.987
1063
As required in the Odisha Land Acquisition Act, 1894, preparation of

the Socio Economic Survey Report in respect of the project area is
being undertaken through XIM, Bhubaneswar (Annexure-2). GoO has
an approved mechanism for implementation of the R&R measures vide
Odisha Resettlement & Rehabilitation Policy, 2006. R&R measures
shall be undertaken accordingly.
3.
Proposals for Diversion of Forest Land within the Project Area

About 50 Ha of Forest land exist within project area. A part of the
Sahan protected forest having casuarinas plantation exists in the
north eastern corner of the project area in about 35 Ha (in survey
Nos.1411, 1412 & 1475) of Sahan Village. The balance area is village
forest area (Gramya jungle) of small extents in 8 villages within the
port boundary. These are shown in Figure No 6.
Page 17 of 22

Figure No 6
The extent of land for which Administrative approval for acquisition &
alienation of land for development of the port was accorded by GoO as
well as
the Notifications issued by GoO under LA Act, include the
Sahan Forest area and the Gramya Jungle.
Accordingly, revenue
department of the GoO is taking steps for land acquisition and

alienation. Obtaining approvals of the concerned authorities for the
diversion of the Sahan Protected Forest area and Gramya jungle areas
existing within the project area forms part of the Land acquisition and
alienation process being taken up by GoO and is being pursued.
The Sahan Protected Forest area and Gramya jungle existing in the
project area will not be disturbed until the statutory authorities
approve the diversion proposals.
Page 18 of 22

4.
Present Economic and Social Utility of the Creek

A natural creek Kadua Nadi / Palpala Nala traverses through the
project area. In the project area, run off during monsoon rains from
the areas adjacent to the creek are regulated through sluices in to the
creek. This creek is connected to Devi River mouth on the northern
side and to the Bay of Bengal on the south, beyond the project area.
The creeks primary function is to carry run off during floods
discharged in to the creek through existing sluices, regulated, during
low tide time. The extent of area presently discharging the run off
would be ascertained by suitable study. In respect of the area lying on
both sides of the creek falling within the identified project area the
existing ground level is proposed to be raised to the design formation
level of the port. Therefore, for training the run off during monsoons
from the balance area lying beyond the project area in to the Kadua
Nadi creek, it is proposed to form a suitably designed peripheral
drainage system for the project area to integrate the external run off
and to discharge through regulated sluices in to the Kadua Nadi creek.
With regard to economic utility of the creek, it is to submit that based
on preliminary information collected through M/s. Jansadhana,
Bhubaneswar (Annexure-3), the occupation pattern of the inhabitants
of the 6 villages in the project area requiring R&R measures is as
follows:
Table-6 Occupation Pattern of Household in the project area
Sl
No
Village
Main Activity/ occupation of the households of the village

Agriculture
Business
service
Agri
Labour
Fishing
Non
Agri
Labour
Total
Saha
65
11
107
191
Daluakani
54
12
10
83
Kanamana
68
17
104
Gundalba
59
35
19
120
Sudhikeswar
(including hamlet
Balabhadrapur)
202
31
50
302
Churiana
191
21
32
13
263
Page 19 of 22

Sl
No
Village
Main Activity/ occupation of the households of the village

Agriculture
Business
service
Agri
Labour
Fishing
Non
Agri
Labour
Total
639
71
157
10
163
23
1063
60
15
15
100
(including hamlets
Aisinia, Kota,
Sribantapur &
Anakana )
Total
Percentage
From the above it is seen that occupation of only about 15% of the
households of the villages in the project area is fishing. Main fishing
activity takes place in the Bay of Bengal and at the Devi River Mouth
area and landing of fish catch takes place at the existing Fishing Jetty
in the Devi River at Nuagarh Village which is about six km from the
project area and also one location on the southern bank of the Kadua
Nadi creek near Sahan Village at the north-eastern part of the
proposed project area. The fish landing at the jetty at Nuagarh village
will not be affected by the project. As part of R&R measures to be
implemented for the Sahan village forming part of the project area, the
fish landing place near Sahan village would also be relocated.
As per the Department of Fisheries, GoO, there are about 490
fishermen in the project area and there is no record of inland fishing
activity in the Kadua Nadi creek (Annexure-4).
In view of the security and customs requirements utilization of the
Kadua Nadi creek for purposes other than discharging the run off
during monsoons, if any, would be restricted only for about 4 km part
of the creek falling within the project area out of its total length of 14
km.
5.
Proposal for Conservation/Maintenance of the Creek

It is proposed to train the meandering course of the creek at two
locations by undertaking straight cuts, duly following the cross section
of the creek existing at those two locations, (i) for a length of 0.90 km
in the northern part of the creek near Nanpur village and (ii) 1.5 km in
Page 20 of 22

the western part of the creek near Kanamana village as shown in

Figure No 6. The proposed training of the creek would improve the
flow characteristics.
Figure No 6
After due training of the creek, land of the portion of the erstwhile
creek which is proposed to be straightened would be reclaimed to form
port operational area such that the project area could be effectively
put to use.
It is proposed to follow the existing cross section of the creek for the
straight cut portions, such that hydraulic characteristics of the creek
remain unaltered. The bunds of the creek would be raised to/above
the formation level of the port area to avoid inundations during floods
and storm surge etc. Adequate number of bridges will be built across
the creek for road and rail network of the port duly maintaining the
cross section of the creek with free board equal to the one at the
bridge existing on the creek.
As mentioned at Section 5 above, run off from the area towards west of
the port boundary would be trained through suitably designed
peripheral drainage system discharging through regulated sluices in to
Page 21 of 22

the Kadua Nadi creek as of now. The drainage system would be

protected and maintained. Periodical bathymetric surveys will be
undertaken in the creek for comparing to the baseline data to ensure
that the existing cross section of the creek is maintained.
Run
off
from
the
port
area
would
be
routed
through
collection/settlement pits before discharging in to the creek. Run off

from coal storage areas would be routed through collection pits and
guard ponds before letting out into the creek with facility to recycle the
same for dust suppression purposes. Periodic water quality sampling
will be undertaken in the creek for comparison with the baseline data
and mitigation measures, if any, needed shall be initiated.
6.0
CONCLUSION
Duly considering the above mentioned clarifications submitted in
response to the observations of the EAC, it is requested that the TOR
submitted for undertaking the EIA for the proposed development of
Deep water Port at Astaranga in Puri District, Odisha may please be
finalised.
Encl: Annexures as above.
Page 22 of 22
Preliminary Report
on
Socio Economic
Environment Impact
Assessment Study
SUBMITTED TO :
Navayuga Engineering. Co. Ltd.;
A-99, Saheed Nagar,
Bhubaneswar-751007.
PREPARED BY :
Janasadhana
30 Surya Nagar, Unit-7
Bhubaneswar-751003
Introduction:
Navayuga Engg. Company limited (NEC) is a leading infrastructure development
company in the Country with its corporate office at Hyderabad in Andhra Pradesh. It has
over two decades of experience in execution of marine projects, power, steel &
transportation sector covering bridges, road, airport, structures, railways, Port Establishment,
buildings, etc.. It has developed krishnapatnam port on BOOT basis in a record period
through a special purpose company called Krishnapatnam Port Company Limited and
gained experience in development of Greenfield port projects. A proposal submitted by NEC
for the development of a modern deep water port at Astaranga area in the Puri District
located at about 75 km from Bhubaneswar on a BOOST basis was approved by the Govt. of
Orissa (GoO).
The port is proposed is to developed at Astaranga area covering three panchayats namely
Chhuriana, Patalda & Nuagarha and comprises of 20 villages & Padas(Map1). A socio
economic survey was conducted to assess size and status of the local population and to
prepare a basis for the R & R work.
The work of conducting a detailed socio economic survey was assigned to
JANASADHANA, a registered Non-Governmental Organization which has a vast
experience having executed such works in different industrial setup areas in various districts
of Orissa & is conversant with the procedural aspect of conducting such studies.
Study Area:
The proposed study area covering three panchayats is situated in the core zone i.e. in
5 km radius from the port area. The villages are around of 4 to 8 km from Astaranga.Barring
about fifty (50) household who have migrated from south & west of Bengal and Andhra
Pradesh &settled in the villages of Sahan & Gundalaba during the last decade, the rest are
original dwellers. The villages are connected by the roads. There is no railway connectivity
to the area. The different natural life supporting resources available to the villages are nalas,
ponds, pastures village forest and low lying cultivable lands. Seven (7) of the villages have
paved road constructed under PMGSY scheme and the balance Four (4) are connected with
gravel topped roads. All the villages have provision for electric supply.
Only three(3) of the villages have provision for the safe drinking water facility. Medical
,Postal ,Banking & Higher education facilities are not available in the study area. On the
religious front ,all the except 18 families in the Balabhadrapur village are Hindus. The
cultural & social behaviour of the populace in the area is predominantly guided by the
Hindu way of cultural & social performance. The Population count in the area worked out of
1918 house hold totaling to 9371 people ,out of which 4976 are males and 4395 are
females. The village wise data with population & house hold are given in Table - A.
MAP-1
TABLE - A
VILLAGE WISE DATA WITH POPULATION & HOUSE HOLD
TOTAL
HOUSE
HOLD
No
male
No
of
female
TOTAL
POPULATI
ON
Sahan
191
546
469
1015
Chhuriana
Daluakuni
83
223
200
423
Astaranga
Chhuriana
Kanamana
104
261
229
490
Astaranga
Chhuriana
Gundalba
120
269
233
502
Astaranga
Chhuriana
Sudhikesar
117
304
257
561
Astaranga
Chhuriana
Aisinia
92
263
212
475
Astaranga
Chhuriana
Kota
35
88
61
149
Astaranga
Chhuriana
Balabhadrapur
185
480
440
920
Astaranga
Chhuriana
Sribantapur
52
143
105
248
10
Astaranga
Chhuriana
Anakana
84
210
188
398
11
Astaranga
Chhuriana
Papira
64
155
156
311
12
Astaranga
Chhuriana
Jalaghai
24
62
61
123
13
Astaranga
Chhuriana
Haripur
29
75
59
134
14
Astaranga
Patalada
Patalada
201
536
485
1021
15
Astaranga
Patalada
Timor
50
126
114
240
16
Astaranga
Patalada
Sundar
129
329
294
623
17
Astaranga
Patalada
Kusumbar
19
50
36
86
18
Astaranga
Patalada
85
219
197
416
19
Astaranga
173
434
416
850
20
Astaranga
Nuagarh
Nuagarh
Khandivilari
81
203
183
386
1918
4976
4395 9371
SI NO
Block
Panchayat
Village
Astaranga
Chhuriana
Astaranga
Total 1
Hamlet
(revenue)
(revenue)
(revenue)
(revenue)
(revenue)
(revenue)
(revenue)
Baradihi
(revenue)
Nanpur
(revenue)
11
of
Methodology
The methodologies adopted for the present study are through RRA & PRA methods.
Meetings were conducted in each of the villages; and data on the complete profile of the villages
were collected through a well designed pre-tested schedule. The village profile covered the
following aspects : Background information about the village in term of facilities and institution
Demographic profile
Occupational Status
Resource availability in the village such as
Drinking water
Irrigation
Land and other natural resource
Socio-cultural institutions
Developmental activity undertaken by the village by
Government by means of various schemes
Non governmental organizations
In house initiatives & efforts
Views of the people on various facilities and support services in term of
Benefits that they have attained
Problem that they have faced
Suggestion for improvement of quality of facilities and support services
Focus group Discussion(FGDs):

In a focus group discussion, people from similar background or experience are brought
together to discuss a specific topic of interest to the investigator. The purpose of the FGD is
to explore the range of the opinions/views on the topic of the interest.
In this study ,beside participatory rural appraisal ,focus group discussion were held with
the villagers to obtain their collective views on various aspects pertaining to their lives and
livelihood ,and to get their suggestion and recommendation for improvement of their living
condition and in turn, the quality of life. A check list of issues was prepared to aid in
conducting the focus group discussion ,which include in the following.

Identification of the family on the basic of various of social categories

Major Sources of employment and livelihood
Status of agriculture
Status of health ,education, etc
Infrastructural facilities such as roads, electricity ,and other public utilities
Mechanism for grievance handling

Community initiatives if any ,to solve problem in the villages
Expectations ,suggestion, etc
The view and opinions that emerged during the FGDs have been used where appropriate to
substantiate the findings of the study.
Family Profile:
Interviews were held with the respondents from the each of the villagers .All the necessary data
that describes the socio economic profile of each of such family identified were collected with
the help of pre-tested schedule .The purpose of interview with individual was to obtain the
current socio economic status of the family. The segments that were covered in the schedule
included the following : Section 1 :Background information about the villagers
Demographic profile (caste,community,religion,gender,age,marital status, literacy
,occupational status,migrants,etc.
Section 2:Economics status of the villagers
Housing pattern
Ownership of the household assets
Ownership of the productive assets
Ownership of the tree
Ownership of the livestock
Income from various occupations
Section 3: Details on Agriculture land holding along with other productive assets
and their acquisition
Ownership of agriculture land
Tenurial status of ownership of land
Use of Common Property Resources (CPRs) such as agriculture land, pastures,
temples, lands and other village commons.
Section 5: Satisfaction rating on social infrastructural facilities existing currently
Protected Water Supply
Health care
Transport and communication
Markets
Other public utilities /service
Support service
Data Processing
Data entry and processing was done in stages for the project. As voluminous data was collected
,IT enabling was done in stages. In the first stage, the entire data were entered through a single
data base. For the respondents across various occupation categories, the following steps were
followed
Discussion on the project and the concept
Assessment of the output requirement
Scrutiny and validation of the data
Planning ,Designing and execution
Development and programming
Debugging of data
Maintenance of the data
Testing of programmes custom-made to suit the requirement
Implementation of programmes for output generation
Preparation of the two way table
Processing of data using excel package
Presentation of final output tables
Data base designing was done with the proper care by taking consideration of the primary key.
Creation of Tables and assigning nomenclatures were done with the appropriate key words
which matched with the corresponding criteria on the records ,so that the details regarding the
structure of the table can be easily understood ,whether the field is numeric or text or any other
data type .The tables were structured in such a manner that would strictly prohibit the duplication
of data entry with the primary key .Similarly design of the forms was done based on the data
records .It was done for the purpose of the easy identification of the record, just in case
something was found missing during the entry process.
After the creation of the database software, data was entered separately for each of the
villages and separately for various sections as enlisted above. This was done for ease of scrutiny
and analysis of data separately .The data was as far as possible cross checked with the original
schedule to ensure consistency and improved reliability .After that the data was transferred to an
Excel sheet for further processing and analysis .The output was generated village wise as well as
for each of the question asked in the family profile schedule.
RESULTS OF THE STUDY:

DEMOGRAPHIC PROFILE
The issues covered in the study and the findings reported here include primarily five categories,
namely,
i.
ii.
iii.
iv.
v.
Demographic profile of the families ;

Occupational status, income from various occupations, and details on the ownership of
consumer and productive assets;
Resource base of the families for carrying out production ;
Preference and other opinions of the families for their resettlement and rehabilitation
Opinions and perceptions on various social infrastructure and other facilities existing at
present in the villages.
The findings of this study are exclusively based on the individual interaction with the
respondents from among 1918 households. This section deals with the gender, caste age, marital
status, literacy level and occupational status of the populace. The important finding that emerges
from the data are summarized and presented in the following paragraphs.
(l)Gender of the person

In this segment, only the head of the family is considered. The details are provided in Table-01
and a village-wise data is shown in the chart below. The data reveals that 1842 out of 1918 house
hold heads (96.04%) are males and the remaining 76 (3.96%) are females. Further analysis on
this is presented in the next section as well as the one on marital status of persons.
(ii)Caste of the families: The village-wise caste

composition of families are provided in Table-02, for
all the villages put together, the distribution of families
across different castes are shown in the chart. As can be
seen in the chart, a vast majority of the families belong
to the General caste (71.01%) while 1.56% belong to
other backward communities (OBC) category and
27.43% belong to the scheduled caste. No ST family is
found from the study area.
(iii) Marital status of the People: The
data presented in Table-03 reveals that,
Out of the total male population of 4976
nos, 2369 are unmarried & 2607 are
married. Out of the total female
population of 4395 nos 1667 are
unmarried & 2728 are married. It can be
surmised that the % of unmarried males
are more than that of female populace.
27.42%
SC
OB C
1.56%
General
71.01%
3000
2607 2728
2500 2369
2000
1667
1500
1000
500
0
Male Female
Unmarried
M arried
(iv)Gender-wise age distribution of the members of families: The details in Table-04 gives
the total population of the 1918 households identified in the study totaling to 9371 people
comprising of 4976 male and 4395 female.
It is seen that a high percentage of males are found in the age group of 11 to 20 years & 21 to 30
years, while in the case of females, it is found to be correspondingly high in both 21 to 30 & 31
to 40 years age groups. It is essential that the R&R activities are designed targeting the potential
of these age groups.
(v) Gender-wise Literacy Level of affected family members:

An attempt has been made here to find out the literacy level for different age group of
households. In addition to assessing the literacy status of all the households, the age-group-wise
assessment of literacy status is expected to provide valuable insights in to the formulation of
certain activities relating to education, training for skill up-gradation, employment etc. For
analyzing the literacy status, children below the age of six years have not been accounted for.
Out of the total population of 9371, those considered eligible for assessment of literacy status
numbered to a total of 8924 persons. The total no. of literates among the total Populace who have
received education ranging from Primary to Higher education was 7228, comprising 4070 no. of
males & 3158 no. of females.
Out of the balance 1696 illiterates of the population, 668 no. were males & 1028 were females
who would form the most vulnerable category of the populace from both the economic and
social angles. This is the category of people who are most likely to nominate another, preferably
a younger member of the family for employment and hence would need social security support.
Experiences in similar surveys conducted for other Industrial projects have shown adequate
evidences as to how the old and the aged are left unsupported to fend for themselves, when the
next generation receives rehabilitation assistance.
(vi)Gender-wise occupation status:
Table-06 details gender-wise primary and secondary occupation status. The distribution of
number of number of males and females pursuing various occupations as primary and secondary
are found in the table. As the table reveals, Business & Salaried jobs in various organizations and
other miscellaneous types of occupations are the primary sources of income and livelihood for
the members of the populace. There are several families in which members hold dual
occupations. Proximity to major towns such as Bhubaneswar and Cuttack has contributed
towards this feature. Detail data on the categories of jobs is given below.
Out of 1918 households, 1131 (58.97%) depend on Agriculture and it accounts as the
major source of income. 140 (7.30%) belong to business occupation, 163 (8.50%) are private
service holder, 183 (9.54%) are govt. job occupants, 113 (5.89%) belong to labour group, 188
(9.80%) depend upon fishing.
(vii)Possession of BPL card:
As can be seen in the Table-07, 775 households (40.41%) out of the total of 1918 possess BPL
card, which are meant for families identified to be below poverty level.
ECONOMIC STATUS OF THE FAMILIES

This section analyzes the current economic status of the households in terms of:
Pattern of houses
Ownership of consumer durables
Ownership of trees
Ownership of livestock
Ownership of productive assets
Annual household income
The survey was conducted to ascertain the socio economic status of the (1918) households with a
population of 9371 and spread over 3 panchayats namely (Churiana, Patalda, Nuagarh)
comprising of 11 villages. It includes their income, ownership of Home stayed & Agriculture
lands, possessions and pattern of houses & other facilities for their basic needs like health,
education, recreation etc.
Housing Pattern:
800
400
542
644
362
361
Co
10
f
ro
o
nc
re
te
Til
e
9
M
ixe
d
200
ed
As
be
sto
rs
Types of Houses : Out of 1918 households 542 nos

(28.26%) are thatched, 362 nos (18.87%) have
Asbestos, 9 nos are Tiled (0.47%), 361 nos
(18.82%) have Concrete roof,644 nos (33.58%) have
600
Th
ac
h
The status of the houses were assessed on the basis

of the type of roof. Findings are compiled and
provided in Table 08.
mixed roof. The chart here shows that the numbers are fairly distributed.
Annual income of households from various occupations:
Panchayats covered in the study
100%
low
10 ...
00
1.
..
25
00
1.
..
Ab
ov
e.
..
50% 582 670 380

286
0%
Be
The families earn their livelihood adopting various

occupations like farming, fishing, business as well as
jobs in private and Government sectors. The income
generating groups have been classified as those
earning below Rs.10,000, Rs. 10001 to 25000,
Rs.25001 to 50,000 and above Rs.50001.Out of the
total population in the study area 30.35% of the
house hold earn below 10,000, 34.93% earn between
10,001 to 25,000, 19.81%earn within 25,001 to
50,000 & 14.91% earn above 50,001. Details are at table-09
FAMILY PROFILE
Chhuriyana, Patlada, Nuagarh
Demographic profile of affected families

Total no. household
Total no. of Population
Males
Females
No. of married Males
1918
9371
4976
4395
2607
No of married Females
No. of family General caste
No. of family Scheduled Caste
No. of family Other backward class
2728
1362
526
30
No. of B.P.L families

% of Males as well as Females less then 10 years of
age (highest)
Males
Females
% of Males as well as Females 11 to 20 years of age
(highest)
Males
Females
(highest)
Males
775
11
8.11%
6.48%
10.68%
9.56%
9.68%
Females
(highest)
Males
Females
(highest)
Males
Females
% of Males as well as Females of age 51 to 60 years
and above
Males
Females
% of Males as well as Females of age 60 years and
above
Males
Females
9.4%
7.96%
8.45%
6.77%
5.28%
4.5%
3.7%
5.37%
4.01%
Table-01
Gender Wise Head of House Hold

Sl.
No.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
Village
Male (HHH)
Female (HHH)
Total
Sahan
Daluakani
Kanamana
Gundalba
Sudhikesar
Aisinia
Kota
Balabhadrapur
Sribantapur
Anakana
Papira
Jalaghai
Haripur
Patalda
Timor
Sundar
Kusumber
Baradihi
186
78
98
117
113
88
35
177
50
81
61
23
29
188
47
122
17
83
5
5
6
3
4
4
0
8
2
3
3
1
0
13
3
7
2
2
191
83
104
120
117
92
35
185
52
84
64
24
29
201
50
129
19
85
12
19
20
Nanpur
Khandivilari
TOTAL
168
81
1842
13
5
0
76
173
81
1918
Table-02
Caste of the families
SI.NO
1
2
VILLAGE
Sahan
Daluakani
GENERAL
ST
SC
OBC
107
55
0
0
84
28
0
0
TOTAL
191
83
Kanamana
53
51
104
Gundalba
81
33
120
Sudhikesar
96
10
11
117
6
7
Aisinia
Kota
74
20
0
0
18
15
0
0
92
35
Balabhadrapur
129
56
185
9
10
11
12
13
14
15
16
17
18
19
Sribantapur
Anakana
Papira
Jalaghai
Haripur
Patalada
Timor
Sundar
Kusumber
Baradihi
Nanpur
Khandibilari
51
56
64
20
21
119
42
69
16
85
124
0
0
0
0
0
0
0
0
0
0
0
1
27
0
4
8
79
6
58
2
0
45
0
1
0
0
0
3
2
2
1
0
4
52
84
64
24
29
201
50
129
19
85
173
80
81
20
Total
1362
14
526
30
1918
Table03
List of married and unmarried members
SI.NO
VILLAGE
MARRIED
Male
Female
279
270
UNMARRIED
Male
Female
267
199
Total
1015
Sahan
Daluakani
122
119
101
81
423
Kanamana
140
146
121
83
490
Gundalba
135
145
134
88
502
Sudhikesar
158
169
146
88
561
6
7
Aisinia
Kota
141
44
141
46
122
44
71
15
475
149
Balabhadrapur
249
278
231
162
920
Sribantapur
75
76
68
29
248
10
Anakana
116
120
94
68
398
11
12
13
Papira
Jalaghai
Haripur
77
31
40
85
37
40
78
31
35
71
24
19
311
123
134
14
Patalada
292
314
244
171
1021
15
16
Timor
Sundar
72
169
71
185
54
160
43
109
240
623
17
Kusumber
27
26
23
10
86
18
19
Baradihi
Nanpur
121
222
116
238
98
212
81
178
416
850
20
Khandibilari
97
106
106
77
386
Total
2607
2728
2369
1667
9371
15
Table-04
GENDER WISE AGE DISCRIMINATION OF THE MEMBER OF FAMILIES
S.I.
NO
2
3
4
5
6
7
8
9
10
11
Village/
hamlet
Sahan
LESS
THEN
GENDER 10
No
11
TO
20
No
21
TO
30
No
31 TO 41 TO 51 TO 60 TO
40
50
60
ABHOVE TOTAL
No
No
No
No
No
G. Total
MALE
68
121
112
67
67
44
67
546
1015
70
31
30
34
26
46
34
38
28
41
22
16
6
82
59
24
8
32
28
22
21
117
53
46
49
45
63
54
69
53
56
41
19
6
99
102
31
19
41
34
32
39
77
31
38
56
49
38
32
54
43
38
43
13
18
89
86
26
25
41
40
31
32
61
34
40
39
48
46
55
39
56
44
42
13
13
76
79
22
26
27
32
23
24
61
39
20
40
27
33
21
47
39
28
26
13
7
58
42
16
9
23
25
25
21
35
15
12
15
18
23
17
30
19
25
20
6
4
31
31
13
12
28
14
12
9
48
20
14
28
16
20
20
27
19
31
18
8
7
45
41
11
6
18
15
10
10
469
223
200
261
229
269
233
304
257
263
212
88
61
480
440
143
105
210
188
155
156
FEMALE
MALE
Daluakani
FEMALE
MALE
Kanamana
FEMALE
MALE
Gundalba
FEMALE
MALE
Sudhikesar
FEMALE
MALE
Aisinia
FEMALE
MALE
Kota
FEMALE
MALE
Balabhadrapur
FEMALE
MALE
Sribantapur
FEMALE
MALE
Anakana
FEMALE
MALE
Papira
FEMALE
423
490
502
561
475
149
920
248
398
311
Table-04
GENDER WISE AGE DISCRIMINATION OF THE MEMBER OF FAMILIES
S.I.
NO
12
13
14
15
16
17
18
19
20
Village/
hamlet
Jalaghai
Haripur
Patalada
Timor
Sundar
Kusumber
Baradihi
Nanpur
Khandivilari
LESS
THEN
GENDER 10
MALE
11
FEMALE 5
MALE
15
FEMALE 10
MALE
91
FEMALE 65
MALE
16
FEMALE 20
MALE
41
FEMALE 43
MALE
7
FEMALE 4
MALE
27
FEMALE 25
MALE
77
FEMALE 76
MALE
41
FEMALE 28
Male
Total
760
11
TO
20
11
14
14
9
89
67
24
16
57
58
9
2
33
43
85
89
46
42
21
TO
30
11
12
13
15
95
124
21
27
76
48
13
13
42
33
82
88
26
38
1001
908
Contd
31 TO 41 TO 51 TO 60 TO
40
50
60
ABHOVE TOTAL
9
8
6
6
62
13
5
6
6
61
12
7
5
9
75
8
4
7
6
59
88
64
50
59
536
91
49
41
48
485
24
13
12
16
126
20
11
9
11
114
46
46
28
35
329
55
41
25
24
294
8
9
3
1
50
9
7
1
0
36
25
32
25
35
219
33
28
18
17
197
70
44
34
42
434
57
37
32
37
416
34
23
17
16
203
30
15
17
13
183
746
635
422
504
123
134
1021
240
623
86
416
850
386
4976
8.11
10.68 9.69 7.96
6.78
4.50
5.38
53.10
Female
%
608
6.49
896
9.56
495
5.28
347
3.71
376
4.01
4395
46.90
881 792
9.40 8.45
G. Total
9371
Table-05
Gender wise literacy level of family members
SI.
NO
Village/
hamlet
1
Sahan
2
Daluakani
3
Kanamana
4
Gundalba
5
Sudhikesar
6
Aisinia
7
Kota
8
Balabhadra
pur
MALE
FEMALE
TOTAL
MALE
FEMALE
TOTAL
MALE
FEMALE
TOTAL
MALE
FEMALE
TOTAL
MALE
FEMALE
TOTAL
MALE
FEMALE
TOTAL
MALE
FEMALE
TOTAL
MALE
FEMALE
TOTAL
Children
below 6 Years
of age
NO
%
22
4.03
18
3.84
40
3.94
8
3.59
10
5.05
18
4.25
12
4.60
10
4.37
22
4.49
19
7.06
16
6.87
35
6.97
12
3.95
9
3.50
21
3.74
14
5.32
3
1.41
17
3.58
3
3.41
2
3.28
5
3.35
25
5.21
16
3.64
41
4.46
Illiterate
No
113
159
272
53
50
103
31
56
87
61
57
118
44
58
102
36
58
94
14
20
34
47
105
152
%
20.69
33.90
26.80
23.77
25.25
24.35
11.88
24.45
17.75
22.67
24.46
23.50
14.47
22.57
18.18
13.69
27.36
19.79
15.91
32.79
22.82
9.79
23.86
16.52
PRIMARY
NO
151
120
271
68
52
120
58
55
113
60
60
120
61
53
114
60
56
116
28
18
46
131
110
241
%
27.66
25.58
26.70
30.49
26.26
28.37
22.22
24.02
23.06
22.30
25.75
23.90
20.06
20.62
20.32
22.81
26.41
24.42
31.82
29.51
30.87
27.29
25.00
26.19
UPPER
PRIMARY
NO
75
52
127
20
30
50
28
31
59
27
33
60
42
37
79
29
23
52
6
5
11
63
54
117
%
13.74
11.09
12.51
8.97
15.15
11.82
10.73
13.54
12.04
10.04
14.16
11.95
13.81
14.40
14.08
11.03
10.85
10.95
6.82
8.20
7.38
13.12
12.27
12.72
SECONDARY
NO
147
105
252
54
54
108
94
51
145
70
41
111
105
77
182
83
47
130
26
6
32
143
117
260
%
26.92
22.39
24.83
24.21
27.27
25.53
36.01
22.27
29.59
26.02
17.60
22.11
34.54
29.96
32.44
31.56
22.17
27.37
29.54
9.84
21.48
29.79
26.59
28.26
HIGHER
EDUCATION
NO
38
15
53
20
4
24
38
26
64
32
26
58
40
23
63
41
25
66
11
10
21
71
38
109
%
6.96
3.20
5.22
8.97
2.02
5.67
14.56
11.35
13.06
11.89
11.16
11.55
13.16
8.95
11.23
15.59
11.79
13.89
12.50
16.39
14.09
14.79
8.64
11.85
TOTAL
546
469
1015
223
198
423
261
229
490
269
233
502
304
257
561
263
212
475
88
61
149
480
440
920
Table-05
SI.
NO
Village/
hamlet
MALE
Children
Illiterate
below 6 Years
of age
NO
%
No
%
NO
NO
NO
NO
11
Sribantapur FEMALE 3
10
Anakana
11
Papira
12
Jalaghai
13
Haripur
14
Patalada
15
Timor
Contd
PRIMARY
UP PRIMARY
HIGHER
EDUCATION
SECONDARY
TOTAL
7.69
12
8.39
38
26.57
19
13.29
46
32.17
17
11.89
143
2.86
29
27.62
26
24.76
16
15.24
26
24.76
4.76
105
TOTAL
14
5.64
41
16.53
64
25.81
35
14.11
72
29.03
22
8.87
248
MALE
FEMALE
TOTAL
MALE
FEMALE
TOTAL
MALE
FEMALE
TOTAL
MALE
FEMALE
TOTAL
MALE
FEMALE
TOTAL
MALE
FEMALE
9
18
27
4
6
10
2
2
4
5
4
9
29
24
53
4
7
4.28
9.57
6.78
2.58
3.85
3.21
3.22
3.28
3.25
6.67
6.78
6.72
5.41
5.95
5.19
3.17
6.14
10
17
27
19
32
51
7
22
29
10
16
26
71
72
143
10
19
4.76
9.04
6.78
12.26
20.51
16.40
11.29
36.06
23.58
13.33
27.12
19.40
13.25
14.84
14.00
7.94
16.67
56
49
105
42
47
89
16
10
26
20
16
36
101
96
197
23
18
26.67
26.06
26.38
27.10
30.13
28.62
25.81
16.39
21.14
26.67
27.12
26.86
18.84
19.79
19.29
18.25
15.79
17
28
45
13
13
26
11
4
15
7
6
13
60
53
113
10
18
8.09
14.89
11.31
8.39
8.33
8.36
17.74
6.56
12.19
9.33
10.17
9.70
11.19
10.93
11.07
7.94
15.79
67
54
121
50
46
96
12
12
24
29
15
44
137
118
255
43
34
31.90
28.72
30.40
32.26
29.49
30.87
19.35
19.67
19.51
38.67
25.42
32.83
25.56
24.33
24.97
34.13
29.82
51
22
73
27
12
39
14
11
25
4
2
6
138
122
260
36
18
24.28
11.70
18.34
17.42
7.69
12.54
22.58
18.03
20.32
5.33
3.39
4.48
25.75
25.15
25.46
28.57
15.79
210
188
398
155
156
311
62
61
123
75
59
134
536
485
1021
126
114
TOTAL
11
4.58
29
12.08
41
17.08
28
11.67
77
32.08
54
Table-05
SI.
NO
16
17
18
19
20
Village/
hamlet
MALE
Sundar
FEMALE
TOTAL
MALE
Kusumber FEMALE
TOTAL
MALE
Baradihi
FEMALE
TOTAL
MALE
Nanpur
FEMALE
TOTAL
MALE
Khandivilari FEMALE
TOTAL
MALE
TOTAL
FEMALE
TOTAL
Children
below 6 Years
of age
NO
%
11
3.34
14
4.76
25
4.01
4
8.00
2
5.55
6
6.97
9
4.11
8
4.06
17
4.09
21
4.84
28
6.73
49
5.76
14
6.90
9
4.92
23
5.96
238
4.78
209
4.76
447
4.77
Illiterate
No
32
72
104
3
4
7
26
31
57
63
116
179
6
35
41
668
1028
1696
%
9.73
24.49
16.69
6.00
11.11
8.14
11.87
15.74
13.70
14.52
27.88
21.06
2.95
19.12
10.62
13.42
23.39
18.10
PRIMARY
NO
68
66
134
4
6
10
35
38
73
128
90
218
68
63
131
1216
1049
2265
%
20.67
22.45
21.51
8.00
16.67
11.63
15.98
19.29
17.55
29.49
21.63
25.65
33.50
34.43
33.94
24.44
23.87
24.17
UP PRIMARY
NO
29
34
63
1
2
3
22
16
38
56
65
121
32
29
61
567
549
1116
%
8.81
11.56
10.11
2.00
5.55
3.49
10.04
8.12
9.13
12.90
15.63
14.24
15.76
15.85
15.80
11.40
12.49
11.91
22.50
240
Contd
SECONDARY
NO
98
71
169
16
16
32
58
55
113
119
91
210
62
32
94
1459
1068
2527
%
29.79
24.15
27.13
32.00
44.44
37.21
26.48
27.92
27.16
27.42
21.88
24.70
30.54
17.49
24.35
29.32
24.30
26.97
HIGHER
EDUCATION
NO
91
37
128
22
6
28
69
49
118
47
26
73
21
15
36
828
492
1320
%
27.66
12.58
20.54
44.00
16.67
32.56
31.51
24.87
28.36
10.83
6.25
8.59
10.34
8.20
9.33
16.64
11.19
14.08
TOTAL
329
294
623
50
36
86
219
197
416
434
416
850
203
183
386
4976
4395
9371
Table-06
Occupation
Villages/
hamlet
Farmer business
Private
Govt.
Labour Fishing
Total
service
service
Sahan
65
107
191
Daluakani
54
10
83
Kanamana
68
104
Gundalba
59
24
19
11
120
Sudhikesar
93
117
6
7
71
26
7
4
5
0
1
1
3
0
5
4
92
35
109
23
18
11
17
185
Aisinia
Kota
Balabhadra
pur
Sribantapur
36
52
10
11
12
13
14
15
16
Anakana
Papira
Jalaghai
Haripur
Patalada
Timor
Sundar
58
47
11
20
90
27
83
6
4
2
3
24
2
8
0
2
2
3
29
11
8
1
3
0
1
19
4
8
10
1
0
0
7
0
12
9
7
9
2
32
6
10
84
64
24
29
201
50
129
17
Kusumber
19
18
19
Baradihi
Nanpur
62
88
0
18
4
22
1
34
0
5
18
6
85
173
20
Khandivilari
58
81
1131
140
163
113
188
183
1918
22
Table-07 B.P.L. Family

SI.NO Villages/hamlet
BPL
Families
1
2
Sahan
Daluakani
80
Kanamana
53
Gundalba
25
Sudhikesar
65
6
7
Aisinia
Kota
30
12
Balabhadrapur
85
Sribantapur
16
10
Anakana
20
11
12
13
Papira
Jalaghai
Haripur
17
5
11
14
Patalada
103
15
16
Timor
Sundar
18
59
17
Kusumber
18
19
Baradihi
Nanpur
34
78
20
Khandivilari
32
TOTAL B.P.L families
775
23
30
Table-08
1
Villages/
hamlet
Sahan
Daluakani
31
37.35
25
30.12
---
6.02
22
26.51
83
Kanamana
17
16.35
5.77
---
26
25.00
55
52.88
104
Gundalba
31
25.83
28
23.33
---
24
20.00
37
30.84
120
Sudhikesar
38
32.48
21
17.95
---
18
15.38
40
34.19
117
6
7
Aisinia
Kota
Balabhadrapu
r
12
7
13.04
20.00
16
14
17.39
40.00
3
0
3.26
---
11
5
11.96
14.29
50
9
54.35
25.71
92
35
41
22.16
24
12.97
2.70
32
17.30
83
44.87
185
Sribantapur
17
32.7
13.46
---
7.69
24
46.15
52
10
Anakana
21
25.00
19
22.62
---
12
14.29
32
38.09
84
11
12
13
Papira
Jalaghai
Haripur
17
5
5
26.56
20.83
17.24
27
9
14
42.19
37.50
48.28
0
0
0
-------
8
8
7
12.50
33.34
24.14
12
2
3
18.75
8.33
10.34
64
24
29
14
Patalada
60
29.85
30
14.93
---
25
12.44
86
42.78
201
15
16
Timor
Sundar
12
35
24.00
27.13
15
13
30.00
10.08
0
0
-----
15
25
30.00
19.38
8
56
16.00
43.41
50
129
17
Kusumber
10.53
10.53
---
12
63.16
15.78
19
18
19
Baradihi
Nanpur
9
80
10.59
46.24
26
25
30.59
14.45
0
0
-----
8
16
9.41
9.25
42
52
49.41
30.06
85
173
20
Khandivilari
39
48.15
11.11
---
10
12.35
23
28.39
81
TOTAL
542
28.26
362
18.87
0.47
361
18.82
644
33.57
1918
SI.NO
Thached
%
Roof
63
32.98
Types of houses
Asbestos
Roof
32
16.75
Tiles
%
Roof
1
0.52
Concrete
Roof
90
Mixed
47.12
Total
2.62
191
Table 09 ANNUAL INCOME

%
Rs.10001
to
Rs.25000
Rs.25001
to
Rs.50000
Rs.50001
to above
Total
51
18
26.70
21.69
89
43
46.60
51.81
37
11
19.37
13.25
14
11
7.33
13.25
191
83
Kanamana
19
18.26
40
38.46
31
29.80
14
13.46
104
Gundalba
46
38.33
32
26.67
19
15.83
23
19.17
120
Sudhikesar
Aisinia
Kota
Balabhadrapur
40
50
17
47
34.19
54.35
48.57
25.41
41
20
11
61
35.04
21.74
31.43
32.97
22
15
6
37
18.80
16.30
17.14
20.00
14
7
1
40
11.97
7.61
2.86
21.62
117
92
35
185
Sribantapur
Anakana
Papira
Jalaghai
Haripur
Patalada
Timor
Sundar
Kusumber
Baradihi
Nanpur
Khandivilari
Total
23
36
18
5
11
48
15
25
2
19
61
31
582
44.23
42.86
28.13
20.83
37.93
23.88
30.00
19.38
10.53
22.35
35.26
38.27
30.35
16
27
20
6
9
72
14
40
6
34
72
17
670
30.77
32.14
31.25
25.00
31.03
35.82
28.00
31.01
31.58
40.00
41.62
20.99
34.93
12
14
13
10
7
32
10
29
5
18
28
24
380
23.08
16.67
20.31
41.67
24.13
15.92
20.00
22.48
26.32
21.18
16.18
29.63
19.81
1
7
13
3
2
49
11
35
6
14
12
9
286
1.92
8.33
20.31
12.50
6.89
24.38
22.00
27.13
31.57
16.47
6.94
11.11
14.91
52
84
64
24
29
201
50
129
19
85
173
81
1918
Village/hamlet
BELOW
Rs.10,000
Sahan
Daluakani
CONCLUSION:The results of the Preliminary Socio economic survey indicated the

following important issues covering the size & status of the population, profile of
the families, and demographic information as mentioned above.
In general the people of the area are aware about a port that is proposed to
be established in the area in an eco- friendly manner, as a result of which the
socio economic environment in the peripheral villages would improve
considerably.
THE WAY AHEAD:To initiate necessary steps for socio economic development of the area on
need based assessment and for providing Employment, Education, Proper Health
Care, Safe Potable Water, Sanitation, Road & Communication facilities after a
detail socio economic survey .Further work in this direction is in progress to find
out a proper strategy for R.R. work.
26
EXPERT APPRAISAL COMMITTEE

ON CRZ, INFRASTRUCTURE & MISCELLANEOUS PROJECTS
Ministry of Environment & Forests, Government of India
Application of Prior Environmental Clearance

for
Development of an all weather multi-user
Greenfield Port at Astaranga
Puri District, Odisha
OCTOBER 2013
Submitted by
Navayuga Engineering Company Ltd
# 48 /9 /17, Dwarakanagar,
Visakhapatnam-560 017, Andhra Pradesh
Table of Contents
CONTENTS
Filled up Form-1 ........................................................... Page 1 to 16

Attachment-1 Proposed Port Location ....................................... Page 1
Attachment-2 Area proposed for acquisition .......................... Page 1 to 2
Attachment-3 Govt. of Orissa Gazette ....................................... Page-1
Attachment-4 Topo sheet ...................................................... Page-1
Attachment-5 CRZ Map ..................................................... Page 1 to 4
Attachment-6 Port Policy, Govt. of Orissa ........................... Page 1 to 13
Attachment-7 Map showing the proposed Service Corridor .............. Page 1
Attachment-8 Proposal for Training of Kadua Nadi ........................ Page-1
Attachment-9 Map showing Shoreline Changes ............................ Page-1
Feasibility Report ......................................................... Page 1 to 51
Filled up FORM-1
Project
Document
: Development of an all weather multi-user port at Astaranga

: 47130150/EC/Form-1
Page:1
Date: Aug 2013
APPENDIX I
FORM 1
(I) BASIC INFORMATION
Sl. No. Item
1.
Name of the project/s
Details
Development of an all-weather multi-user
Greenfield Port at Astaranga, Puri District,
Odisha
2.
S. No. in the schedule
3.
Proposed capacity/ area/ length/ tonnage The Port at Astaranga is proposed to be

to be handled/command area /lease area developed in phases.
/number wells to be drilled
Capacity envisaged in Phase IA 17.7 MTPA
4.
5.
New/ Expansion /Modernization

Existing Capacity /Area etc.
Greenfield Port
Not Applicable
6.
7.
Category of Project i.e. ' A' or 'B'

Does it attract the general condition? If
yes, please specify
A
Not Applicable
8.
Does it attract the specific condition? If

'yes, please specify
Not Applicable
9.
Location
Project site is located at Latitude 19o5600 N and

Longitude 86o1700 E
For location map please refer Attachment - 1
10.
7 (e)
Plot/Survey/Khasra No.
Village
Refer Attachment -2
Tehsil
District
Astaranga
Puri
State
Odisha
Nearest railway station/airport along with Nearest Railway Station
distance in kms.
Bhubaneswar, on Howrah Visakhapatnam main
line under the jurisdiction of East Coast Railway
Road Distance - 75 km
Aerial Distance- - 59km
Nearest Airport
Biju Patnaik Airport, Bhubaneswar
Road Distance - 75 km
Aerial Distance- - 61 km
11.
12.
Nearest Town, city, District Headquarters

along with distance in kms.
Village Panchayats, Zilla Parishad,
Municipal Corporation, Local body
(complete postal address with telephone
nos. to be given)
Nearest Town Konark (30 km)

District Headquarters Puri ( 65km)
Astaranga Tehsil
Post - Astaranga,
Astaranga Naiguan Road
Astaranga 752109, Puri District, Odisha
Project
Document

: 47130150/EC/Form-1
Sl. No. Item

13.
Name of the applicant
14.
Registered address
15.
Address of correspondence:
Page:2
Date: Aug 2013
Details
Tel : +91 6758 230388
Navayuga Engineering Company Limited
# 48 /9 /17, Dwarakanagar,
Visakhapatnam-560 017, Andhra Pradesh
Name
P. A. Venkateswaran
Designation (Owner/ Partner/CEO)

Address
Resident Director
Plot No A-99, Sahid Nagar, Bhubaneswar ,
Odisha
Pin Code
751007
E-mail
venke@navayuga.com
Telephone No.
0674-2544278
Fax No.
0674 2547413
16.
Details of Alternative Sites examined, if

any. Location of these sites should be
shown on a topo sheet.
The Government of Odisha having decided to

develop all weather multi-user ports along the
480 km long coast in the state, appointed IIT
Chennai to identify suitable locations. A report by
IIT Chennai (1996) recommended twelve
locations besides the existing major port at
Paradip, Astaranga in Puri District being one of
them.
The proposed site at Astaranga Area, Dist. Puri,
Odisha for the development of the port project is
in accordance with the Govt. of Orissa Gazettes
No. 2780 GPP 18 / 97 -com, Dt. 11.04.1997
and No. 5071 Port (A) 118 / 2008 / Com,
Dt. 04.08. 2009 respectively (Attachment-3)
TopoSheet:Attachment-4
17.
Interlinked Projects
No
18.
Whether separate application of

interlinked project has been submitted?
If yes, date of submission
if no, reason
Not applicable
19.
20.
Not applicable
Not applicable
Project
Document

: 47130150/EC/Form-1
Page:3
Date: Aug 2013
Sl. No. Item

Details
21.
Whether the proposal involves approval/ a) The proposed project involves approval for
clearance under: if yes, details of the
de-reservation of Gramya Jungle or village
same and their status to be given.
forest land. Application for de-reservation
(a) The Forest (Conservation) Act, 1980?
procedure is under process.
(b) The Wildlife (Protection) Act, 1972?
b) The proposed project does not involve any
(c) The C.R.Z Notification, 1991?
wildlife sanctuary.
c) Clearance under CRZ notification is required
for the project. CRZ report & map has been
prepared
by
National
Institute
of
Oceanography, Goa, which is attached as
Attachment-5
22.
23.
24.
Whether there is any Government Order/ Yes; Development of Port at Astaranga has been
Policy relevant / relating to the site?
included in the Port policy of Odisha
Government. Please refer Attachment-6.
Forest Land involved (hectares)
Gramya Jungle (Village Forest)
Approximately 50 Ha.
Whether there is any litigation pending
No
against the project and / or land in which There is no litigation against the project.
the project is proposed to be setup?
a) Name of the Court
b) Case No.
c) Order/ directions of the Court, if any
and its relevance with the proposed
project
(II) ACTIVITY
1. Construction, operation or decommissioning of the Project involving actions, which will
cause physical changes in the locality (topography, land use, changes in water bodies, etc.)
Sl. Information/Checklist confirmation
No.
1.1 Permanent or temporary change in land
use, land cover or topography including
increase in intensity of land use (with
respect to local land use plan)
Yes/ Details thereof (with approximate

No quantities /rates, wherever possible)
with source of information data
Yes Creation of permanent marine facilities for
mechanized cargo handling, storage/
retrieval, transportation to meet the
demands of Trade and Shipping Activities.
Cultivable, Un-cultivable, Gochar, Village
Forest Land will be converted into
infrastructure
development
project.
The port is to be developed within the port
limits as notified by the Government of
Orissa. Total Land requirement: 1578.269
ha(3899.987 acres); Refer Attachment-2
Project
Document

: 47130150/EC/Form-1
Page:4
Date: Aug 2013

No.

1.2 Clearance of existing land, vegetation and

buildings?
Yes The land is low lying & mostly under

developed. The details of structures to be
cleared off include individual houses,
buildings and vegetation etc. The details
will be given in the EIA report.
1.3 Creation of new land uses?
Yes Inland lagoon basin port close to the sea

shore to be developed along with port
facilities like berths, storage areas, internal
road and rail, port operational buildings
and amenities, etc. in accordance with the
requirement of the development
1.4 Pre-construction investigations e.g. bore

houses, soil testing?
Yes
1.5 Construction works?
Yes The following construction works are

proposed to be taken up after the
necessary clearances are obtained :
Berths
Dredging
Reclamation
Breakwaters
Road/Rail network
Cargo storage and handling facilities
Utilities, amenities and services
1.6 Demolition works?
Yes Individual
structures
need
to
be
demolished as mentioned in point no. 1.2
above. XIMB, Bhubaneswar has undertaken
Socio Economic Survey of the project area.
Displacement of Villagers in certain areas
will be taken up under the specific R & R
Policies of Govt. of Odisha. The details will
be given in the EIA report.
1.7 Temporary sites used for construction

works or housing of construction workers?
Yes Sufficient temporary dwelling units will be

provided with necessary infrastructure
including sanitation facilities within the
project site.
Bathymetric Survey,
Geotechnical Investigation
Current & Wave Recording
Seismic Profiling
Project
Document

: 47130150/EC/Form-1

No.
1.8 Above ground buildings, structures or
earthworks including linear structures, cut
and fill or excavations
1.9 Underground works including mining or

tunneling?
1.10 Reclamation works?
Page:5
Date: Aug 2013

Yes Common infrastructure facilities like
Offices, Warehouses and other facilities
required for port operation will be
constructed.
Excavation / dredging will be carried out
for creation of port basin.
No No such activities.
Yes Reclamation shall be carried out in the
backup area for providing landside
facilities. The dredged materials will be
used for the reclamation of the low lying
areas.
1.11 Dredging?
Yes Dredging is required. Dredging will be

carried out at berthing area, turning circle,
approach channel and material required for
reclamation. Quantity of capital dredging in
Phase 1A is 23.5million cum
1.12 Offshore structures?
Yes
1.13 Production and manufacturing processes?
No No such activities
1.14 Facilities for storage of goods or materials?
Yes Storage facilities will be provided.
1.15 Facilities for treatment or disposal of solid

waste or liquid effluents?
Yes Facilities will be provided for treatment of

waste water as well as disposal of solid
waste. Details to be provided in the EIA
Report.
1.16 Facilities for long term housing of

operational workers?
No Currently Long term Housing facilities for

operational workers will not be provided in
port area. Future plans are under
consideration.
1.17 New road, rail or sea traffic during

construction or operation?
Yes Details of projected traffic are being

worked out and will be provided in the EIA
Report.
1.18 New road, rail, air waterborne or other

transport infrastructure including new or
altered routes and stations, ports, airports
etc.?
Yes Existing routes will not be altered. New

Connectivity will be made only to the
extent of meeting the Port Operational
demands.
Approach channel
Northern & Southern Breakwaters
Project
Document

: 47130150/EC/Form-1

No.
Page:6
Date: Aug 2013

A railway line about 75 km long connecting
the port to the main line near Barang /
Mancheswar station is to be developed.
A multilane road about 70 Km long is also
proposed as a part of the port project
connecting NH-5 to the proposed port
taking off from near Phulnakra.
For proposed service corridor, please refer
Attachment-7.
1.19 Closure or diversion of existing transport

routes or infrastructure leading to changes
in traffic movements?
No None of the existing transport routes are

required to be closed or diverted for the
project.
1.20 New or diverted transmission lines or

pipelines?
No New transmission lines will be laid from

nearby
substation.
New
internal
transmission lines and pipelines will also be
laid as per requirement.
1.21 Impoundment, damming, culverting,

realignment or other changes to the
hydrology of watercourses or aquifers?
Yes Damming & culverting during construction

of new approach road. No other changes to
the hydrology of watercourses or aquifers.
Requisite vents would be provided.
1.22 Stream crossings?
Yes Kadua nadi passes through the port area.

Location of the nadi is shown in port layout
map, which is provided as Attachment-8.
1.23 Abstraction or transfers of water form

ground or surface waters?
Yes Govt. of Odisha has sanctioned a proposal

to source 5,000 KLD of water for the port
from River Devi and the intake shall be
from near Bauriakhana, about 10 km away.
1.24 Changes in water bodies or the land

surface affecting drainage or run-off?
Yes Reclamation activities at the port site will

be so planned that natural drainage or
runoff will not get affected. The Kadua Nadi
flowing through the port boundary will be
trained through straight cuts duly
maintaining existing widths and depths as
shown in Attachment-8.
Project
Document

: 47130150/EC/Form-1

No.
1.25 Transport of personnel or materials for
construction, operation or
decommissioning?
Page:7
Date: Aug 2013

Yes During construction period transport
facility will be required for construction
material, machinery, equipment and
personnel.
During operation phase, transport facility
will be required for personnel & cargo
handling.
1.26 Long-term dismantling or

decommissioning or restoration works?
No No dismantling or decommissioning is
proposed.
1.27 Ongoing activity during decommissioning

which could have an impact on the
environment?
1.28 Influx of people to an area in either
temporarily or permanently?
No Not envisaged
1.29 Introduction of alien species?

1.30 Loss of native species or genetic diversity?
1.31 Any other actions?
Yes No influx is envisaged. Only construction

and operation personnel expected.
Minimal influx is foreseen during the
operation phase
No Not envisaged
No Not envisaged
No Not envisaged
2. Use of Natural resources for construction or operation of the Project (such as land, water,
materials or energy, especially any resources which are non-renewable or in short supply):
Sl. Information/checklist confirmation
No.

2.1 Land especially undeveloped or agricultural Yes Total Land requirement: 1578.269 ha
land (ha)
(3899.987 acres); Refer Attachment-2
2.2 Water (expected source & competing
users) unit: KLD
2.3 Minerals (MT)

2.4 Construction material stone, aggregates,
sand / soil (expected source MT)
Yes Government of Odisha have allotted 5,000

KLD of water from River Devi. Withdrawal
permitted from near village Bauriakana
which is located at about 10 km from Port
Site.
No
Yes 1. Construction materials required for the
Phase-I construction are proposed to be
sourced from approved quarries nearby
like Tangi etc.
2. The estimated quantities of construction
materials for development are as
follows:
Project
Document

: 47130150/EC/Form-1
Sl. Information/checklist confirmation

No.
2.5 Forests and timber (source MT)

2.6 Energy including electricity and fuels
(source, competing users) Unit: fuel (MT),
energy (MW)
2.7 Any other natural resources (use

appropriate standard units)
Page:8
Date: Aug 2013

(a) Stone 1.5 million m3
(b) Aggregates - 1.0 million m3
(c) Sand - 0.5 million m3
(d) Gravel 1.0 Million m3
No
Yes Astaranga village has domestic power
supply available from Odisha State
Electricity Board. About 2 MW from GRID
supply Energy is envisaged.
No
3. Use, storage, transport, handling or production of substances or materials, which could be

harmful to human health or the environment or raise concerns about actual or perceived
risks to human health.
No.

No quantities/rates, wherever possible) with
source of information data
3.1 Use of substances or materials, which are
Yes Hazardous waste like used paints and
hazardous (as per MSIHC rules) to human
colors containers will be disposed of as per
health or the environment (flora, fauna, and
Hazardous Waste (Management, Handling,
water supplies)
Transboundary Movement) Amendment
Rules 2010.
3.2 Changes in occurrence of disease or affect
disease vectors (e.g. insect or water borne
diseases)
3.3 Affect the welfare of people e.g. by
changing living conditions?
3.4 Vulnerable groups of people who could be

affected by the project e.g. hospital
patients, children, the elderly etc.
3.5 Any other causes
No Not envisaged
Yes The port facility will bring economic

benefit as well as improvement in the
socio-economic condition of the people
of the region. It will also increase business
& employment opportunity.
No Socio Economic Survey is under progress.
Details will be provided in the EIA Report.
No Not Applicable
Project
Document

: 47130150/EC/Form-1
Page:9
Date: Aug 2013
4. Production of solid wastes during construction or operation or decommissioning

(MT/month)
No.

No Not Applicable
Yes Solid waste will be handled as per the
Municipal Solid Wastes (Management and
Handling) Rules 2000.
Details regarding quantification, collection,
handling and disposal/ management shall
be provided in the EIA Report.
4.1
4.2
Spoil, overburden or mine wastes

Municipal waste (domestic and or
commercial wastes)
4.3
Hazardous wastes (as per Hazardous Waste Yes Hazardous waste like used paints and
Management Rules)
colors containers will be disposed of as per
Hazardous Waste (Management, Handling,
Transboundary Movement) Amendment
Rules 2010.
Other industrial process wastes
No Not envisaged
Surplus product
No Not envisaged
Sewage sludge or other sludge from
Yes The treated effluent will be recycled for
effluent treatment
dust suppression and sludge will be used
for raising greenbelt.
4.4
4.5
4.6
4.7
Construction or demolition wastes
4.8
Redundant machinery or equipment
Yes Construction waste to the extent possible

will be utilised in the port premises for site
grading etc., and remaining waste will be
disposed of suitably as per OSPCB
guidelines.
No Does not arise
4.9
Contaminated soils or other materials
No Does not arise
4.10 Agricultural wastes

4.11 Other solid wastes
No Does not arise

No Not envisaged
5. Release of pollutants or any hazardous, toxic or noxious substances to air (Kg/hr.)

No.
5.1 Emissions from combustion of fossil fuels
from stationary or mobile sources
5.2 Emissions from production processes

Yes During construction/operation emission
from vehicles & construction equipment
is expected.
No
Project
Document

: 47130150/EC/Form-1

No.
5.3 Emissions from materials handling
including storage or transport
Page:10
Date: Aug 2013

Yes Fugitive dust emissions on account of
cargo handling and storage operations
shall be taken care by appropriate
mitigation measures so that during
construction as well as operation phases
emissions are within permissible norms.
5.4 Emissions from construction activities

including plant and equipment.
Yes During construction emission from

vehicles & construction equipment is
expected.
Appropriate
mitigation
measures will be adopted so that during
construction as well as operation phases
emissions are within permissible norms.
5.5 Dust or odours from handling of materials

including construction materials, sewage
and waste.
Yes Dust is expected during construction &

operation phases;
Dust Suppression System will be
proposed for efficient control of dust
pollution during construction & operation
phase. No odour is anticipated.
5.6 Emissions from incineration of waste.

No Not Applicable
5.7 Emissions from burning of waste in open
No Not envisaged
air (e.g. slash materials, construction debris)
5.8 Emissions from any other sources.
No Not envisaged
6. Generation of Noise and Vibration, and Emissions of Light and Heat:
No.

6.1 From operation of equipment e.g. engines, Yes Noise will be generated from auxiliary
ventilation plant, crushers.
equipments like DG sets, Crushers,
conveyor system etc. Mitigation measures
will be suggested in the EIA Report
6.2 From industrial or similar processes
6.3 From construction or demolition
No No such activities
Yes During construction phase, noise is
expected from loading and unloading of
construction
materials,
equipment
handling/running,
piling
operations,
dredging etc. Low noise construction
equipment will be used. Wherever
required the workers will be provided with
personal protective equipment. The
machinery will be properly maintained to
minimize the noise pollution.
Project
Document

: 47130150/EC/Form-1

No.
6.4 From blasting or piling
Page:11
Date: Aug 2013

Yes No blasting is foreseen. Piling activities
would not be hammer driven. It will be
hydraulic rotary type which creates
reduced noise levels. All equipment will be
maintained in good condition and the
noise generation would be maintained at
a minimum levels.
Wherever required the workers will be
provided
with
personal
protective
equipment. The machinery will be
properly maintained to minimize the noise
pollution.
6.5 From construction or operational traffic
Yes It will be ensured that all vehicles are in

good condition, properly lubricated &
maintained
to
keep
noise
within
permissible limits.
6.6 From lighting or cooling systems

6.7 From any other sources
No Not envisaged
No Not envisaged
7. Risks of contamination of land or water from releases of pollutants into the ground or into
sewers, surface waters, groundwater, coastal waters or the sea:
No.
7.1 From handling, storage, use or spillage of
hazardous materials

No There are no plans to handle hazardous
cargo from the proposed berths.
7.2 From discharge of sewage or other

effluents to water or the land (expected
mode and place of discharge)
No
Garland drains will be provided for coal

storage areas and run off shall be routed
through collection pits and guard ponds
before letting out. The sewage will be
drained to the proposed Sewage
Treatment Plant. Surface drainage will be
routed through settlement pits before
letting out.
7.3 By deposition of pollutants emitted to air

into the land or into water
Yes Fugitive emissions from the dry cargo

(coal) may build up the air pollutant
concentrations of PM10 and PM2.5. Oil
spills, ship wastes may impact the marine
waters if not controlled. The EIA study will
address the issues and mitigation
measures.
Project
Document

: 47130150/EC/Form-1

No.
7.4 From any other sources
7.5 Is there a risk of long term buildup of
pollutants in the environment from these
sources?
Page:12
Date: Aug 2013

No Not envisaged
No Fugitive dust emissions if not controlled
may result in long-term build-up of air
pollutants. These issues shall be addressed
in the EIA study.
8. Risk of accidents during construction or operation of the Project, which could affect human
health or the environment
No.
8.1 From explosions, spillages, fires etc. from
storage, handling, use or production of
hazardous substances
8.2 From any other causes
8.3 Could the project be affected by natural
disasters causing environmental damage
(e.g. floods, earthquakes, landslides,
cloudburst etc.)?

No Smothering coal fires can be met with
water sprinkling system and they do not
have cascading effect.
No Not envisaged
Yes Due floods & cyclones. Probable effects of
natural disasters, which include cyclones
and floods, have been studied in the
Techno Feasibility Report and accordingly
the port development has been planned.
9. Factors which should be considered (such as consequential development) which could lead
to environmental effects or the potential for cumulative impacts with other existing or
planned activities in the locality
No.
9.1
9.2
Lead to development of supporting

facilities, ancillary development or
development stimulated by the project
which could have impact on the
environment e.g.:
Supporting infrastructure (roads, power
supply, waste or waste water treatment,
etc.)
housing development
extractive industries
supply industries
other
Lead to after-use of the site, which could
have an impact on the environment

Yes Creation of the New Port, its marine and
other facilities would lead to new
connectivity to the hinterland by rail as well
as by road and induce potential investors
to set up port-based industries and
ancillaries, thereby creating a positive
impact with increased and improved
economic activity and prosperity in the
region as a whole with improved
employment generation etc. leading to
improved living standards.
No Not envisaged
Project
Document

: 47130150/EC/Form-1
Page:13
Date: Aug 2013

No.
9.3
9.4

Set a precedent for later developments
No Not envisaged
Have cumulative effects due to proximity to No Not envisaged
other existing or planned projects with
similar effects
(III)ENVIRONMENTAL SENSITIVITY
Sl. Areas
No.
Name/
Identity
Nil
Aerial distance (within 15

km.) Proposed project
location boundary
Not Applicable
Areas protected under international

conventions, national or local
legislation for their ecological,
landscape, cultural or other related
value
Areas which are important or sensitive

for ecological reasons - Wetlands,
watercourses or other water bodies,
coastal zone, biospheres, mountains,
forests
Sahan Protected Forest Adjacent on North-West

(Dense Casuarina)
along coast
Areas used by protected, important or

sensitive species of flora or fauna for
breeding, nesting, foraging, resting,
over wintering, migration
Sporadic Turtle nesting 15 Km North-West

groundNorth of River
Devi Muhan
Inland, coastal, marine or

underground waters
State, National boundaries
Routes or facilities used by the public

for access to recreation or other
tourist, pilgrim areas
Defense installations
Densely populated or built-up area
Areas occupied by sensitive man P H C, Astaranga

made land uses (hospitals, schools,
Astaranga High
places of worship, community facilities)
School
Mangala Temple,
Kakatpur
Bay of Bengal
Nil
Adjoining South-West
Not Applicable
Kakatpur Astaranga 6.0 Km North North West

Road leading to SH-60
Nil
Astaranga
Not Applicable
6.0 Km North North West
6.0 Km N-NW
6.0 Km N-NW
13.0Km NW
Project
Document

: 47130150/EC/Form-1
Sl. Areas
No.
10
Areas containing important, high

quality or scarce resources (ground
water resources, surface resources,
forestry, agriculture, fisheries, tourism,
minerals)
11
Areas already subjected to pollution

or environmental damage. (those
where existing legal environmental
standards are exceeded)
Areas susceptible to natural hazard
which could cause the project to
present environmental problems
(earthquakes, subsidence, landslides,
erosion, flooding or extreme or adverse
climatic conditions)
12
Name/
Identity
Page:14
Date: Aug 2013
Aerial distance (within 15

km.) Proposed project
location boundary
Nuagarh Fishing Jetty 7.0 KM NE
catering to villages in
Astaranga Block
River Devi Muhan
13 KM E-NE
Nil
Cyclone prone Area

receiving wide spread
rains with flooding
during monsoons
Project
Document
(IV).

: 47130150/EC/Form-1
Page:15
Date: Aug 2013
PROPOSED TERMS OF REFERENCE FOR EIA STUDIES

Collection & analysis of one season primary as well as secondary data for various
components of environment like air quality, noise, marine water quality, soil quality,
sediment quality, ecology (terrestrial & aquatic), socio-economic etc. for assessment of
present status of environment.
Baseline Environmental Monitoring Program (One Season)

Sl. Environmental Parameters to be Monitored
Frequency
No. Attributes
1.
Meteorology
Temperature, Relative Humidity, Rainfall, Wind Hourly

Speed and Wind Direction
2.
Ambient Air
Quality
PM2.5, PM10, SO2, NOx, CO
3.
Ambient Noise
Level
5.
Marine Water
Quality
6.
No. of
Monitoring
Stations
1
Twice a week
(24 hour
monitoring)
for One Season
except monsoon
Leq
Once during the
study period (24
hour
monitoring)
Colour (Hazen Units), Turbidity (NTU), pH,
Once during the
Conductivity (mhos/cm), DO (mg/L), BOD (3 days study period
o
at 27 C) (mg/L), TDS (mg/L), TSS (mg/L), Oil and
Grease (mg/L), Phenol (mg/L C6H5OH), Total
Hardness (mg/L as CaCO3), Chloride (mg/L as Cl),
Sulphate (mg/L as SO4), Nitrate (mg/L as NO3),
Fluoride (mg/L as F), Calcium (mg/L as Ca),
Magnesium (mg/L as Mg), Copper (mg/L as Cu),
Iron (mg/L as Fe), Manganese (mg/L as Mn), Zinc
(mg/L as Zn), Arsenic (mg/L as As), Mercury (mg/L
as Hg), Lead (mg/L as Pb)
Soil Quality
pH, Texture, Particle size distribution Sand, silt,

clay (% by mass), Electrical Conductivity (s/cm),
2Cl mg/kg, Sulphates (SO4 )mg/kg, Total Organic
Carbon (%), Available N mg/kg, Exchangeable
Potassium mg/kg, Exchangeable Sodium mg/kg,
Exchangeable Calcium mg/kg, Exchangeable
Magnesium mg/kg, SAR, CEC meq/100g, Water
content (%), Moisture retention capacity
Once during the

study period
7.
Sediment
Quality
Sand (%), Silt (%), Clay (%), Total Phosphorous

Once during the
(mg/kg), Total Nitrogen (mg/kg), Chromium
study period
(g/g), Arsenic (g/g), Mercury (g/g), Lead (g/g),
Zinc (g/g), Iron (g/g), Cupper (g/g), Phenolic
Compounds (g/g)
8.
Marine Ecology Tropic Status, Primary Productivity, Densities of
Once during the
Project
Document

: 47130150/EC/Form-1
Sl. Environmental Parameters to be Monitored

No. Attributes
Phytoplankton, Zooplankton, Benthic Organism
(Benthos, Macro-benthos), Fish and Macrophytes
Page:16
Date: Aug 2013
Frequency
No. of
Monitoring
Stations
study period
Details of land breakup along with Land Use Plan
Littoral drift studies based on numerical model studies
Shoreline changes and shore protection measures
Details of dredging and the environmental impacts due to the dredging and disposal of
dredged material through mathematical modeling
Proposal for straight cut to train the meandering river
Details of the new rail, road corridor for the Port
Identification of sources of pollution during construction and operation phases of port and
other related activities of the proposed scheme
Details of dust suppression measures for fugitive emission from coal handling
Details of the breakwater and the method of transportation and the source of the quarry
material
Details of drainage system in the berth & stockyard and the effluent treatment plant
Impacts on ambient air quality, noise level, marine water quality, terrestrial & aquatic ecology
and mitigation measures to minimize the impacts
Details of Socio-economic impacts
Environmental Management Plan (EMP) for both construction & operation phases with
recommendation of necessary preventive/ mitigation measures for controlling environmental
damage due to proposed development
Solid Waste Management Plan, Greenbelt Development Plan
Monitoring plan for various environmental parameters for land, water, air, noise, biology etc
during construction and operation period.
Risk Assessment and Disaster Management Plan
Public Hearing
Clearance from Coastal Regulation Zone angle and recommendation of the State Coastal Zone
Management Authority provided.
Attachment - 1
Proposed Port Location
Attachment-1 Port Location
Attachment - 2
Village wise details of land alotted

for the development of a Port at Astaranga
Attachment - AT-2
2
Area for development of a Port at Astaranga Area, Puri District

Sl No.
Name of the village
Area Proposed for Alienation / Acquisition

( Figure In acres )
Government
Private
Total
Gundalaba
37.680
124.150
161.830
Sahan
261.120
253.970
515.090
Sudhakeswar
5.450
905.759
911.209
Chhuriana
286.540
437.065
723.605
Nanpur
90.220
108.720
198.940
Daluakani
169.370
90.898
260.268
Sundar
50.530
209.390
259.920
Kanamana
78.200
199.810
278.010
Kusumber
2.120
12.710
14.830
10
Patalada
12.700
67.185
79.885
11
Timor
311.490
26.210
337.700
12
Astarang
58.800
0.000
58.800
13
Damasuna
99.900
0.000
99.900
1464.120
2435.867
3899.987
Total
Attachment - 3
Attachment - 4
Attachment - 5
Attachment - 6
Attachment - 7
Attachment - 8
Attachment AN 3
PORT BATTERY LIMIT
UA
A
K
T
TR EN
AI TA
N I TIV
NG E
OF P R
K A OPO
DU SA
A LF
NA O
DI R
AD
TE
TR NTA
AI N TIV
ING E P
OF ROP
KA OSA
DU
A N L FOR
AD
I
O
Y
A
L
A
NG
E
FB
DEVELOPMENT OF PORT AT ASTARANGA

TENTATIVE PROPOSAL FOR TRAINING OF KADUA NADI
M/S. NAVAYUGA ENGINEERING COMPANY LIMITED
Attachment - 9
Atta chment-9
Ma p showing Shoreline Cha nges in the proposed port Area
Feasibility Report
Project: Development of an all weather multi-user Port at Astaranga, Puri District, Odisha
Document: Feasibility Report
Development of Port at Astaranga,

Puri District, Odisha
Feasibility Report
September 2013
GRAFIX ENGINEERING CONSULTANTS PVT.LTD
Page 1 of 51
September 2013
Page 2 of 51
September 2013
TABLE OF CONTENTS
EXECUTIVE SUMMARY
5
5
5
5
5
6
1.7
Introduction
Preamble
Project Location
Need for Project Development
1.3.1 Traffic Forecast
Site Conditions, Field Surveys, Investigations
and Studies Conducted by NEC
1.4.1 Summary of Site Conditions
Project Description
Project Cost & Internal Rate of Return
1.6.1 Implementation Schedule
Project Benefits
2.0
INTRODUCTION OF THE PROJECT /BACKGROUND INFORMATION
16
2.1
2.2
2.3
2.4
2.5
2.6
2.7
2.8
Identification of Project and Project Proponent

Brief Description of Nature of the Project
Need for the Project and its importance to the country/region
Demand Supply Gap
Imports Vs Indigenous Production
Export possibility
Domestic/Export Markets
Employment Generation due to the Project
16
16
16
19
20
20
20
21
3.0
PROJECT DESCRIPTION
22
3.1
3.2
3.3
3.4
Type of project including interlinked and interdependent projects, if any

Location
Details of alternate sites considered
Size or magnitude of Operation
3.4.1 Traffic
3.4.2 Hinterland
3.4.3 Projected Traffic
3.4.4 Cargo Profile based on Traffic
3.4.5 Design Vessel Size
Project description
Raw Material required
Resource optimization/recycling and reuse envisaged in the project
Availability of water its source
Wastes to be generated in the port and their Management
22
22
23
23
23
23
25
25
26
26
27
27
27
27
1.0
1.1
1.2
1.3
1.4
1.5
1.6
3.5
3.6
3.7
3.8
3.9
7
7
10
15
15
15
Page 3 of 51
September 2013
3.10
Schematic representations of the feasibility drawing (Layout)
27
4.0
SITE ANALYSIS
28
4.1
4.8
Connectivity
4.1.1 Road Connectivity
4.1.2 Rail Connectivity
Land Form, Land Use and Land Ownership
Topography
Existing Land Use pattern
Existing Infrastructure
Soil Classification
Climate data
4.7.1 Shoreline and Back-Up Area
4.7.2 Tides and Tidal Currents
4.7.3 Weather data
4.7.4 Wave data
4.7.5 Storms and Cyclones
Social Infrastructure
28
28
28
28
29
29
29
29
29
29
30
30
32
32
33
5.0
PLANNING BRIEF
33
5.1
5.2
5.3
5.4
5.5
Planning Concept (considerations)

5.1.1 Alternative Port Layouts
5.1.2 Proposed Alternatives for Berths
5.1.3 Berth Elevation
5.1.4 General Ground Level in Port area
Population Projection
Land use planning
Assessment of Infrastructure Demand
Amenities/ Facilities
33
34
37
38
38
38
39
39
40
6.0
PROPOSED INFRASTRUCTURES
41
6.1
Industrial Area (Processing Area)

6.1.1 Phase-IA Facility
6.1.2 Internal Railway System
6.1.3 Internal Roads
6.1.4 Drainage
6.1.5 Construction Material
6.1.6 Training of Kadua Nadi
6.1.7 Fire Fighting Facilities
6.1.8 Safety & Security in Port
Residential Area (Non Processing Area)
Green Belt
41
41
42
42
43
43
44
44
44
44
44
4.2
4.3
4.4
4.5
4.6
4.7
6.2
6.3
Page 4 of 51
September 2013
6.4
6.5
6.6
6.7
6.8
6.9
6.10
Connectivity / Service Corridor
Drinking Water Management (Source & Supply of water)
Sewerage System
Industrial Waste Management
Solid Waste Management
Power Requirement & Supply/Source
45
45
45
46
47
47
47
7.0
REHABILITATION AND RESETTLEMENT (R&R) PLAN
47
8.0
PROJECT SCHEDULE AND COST ESTIMATES
48
8.1
8.2
Project schedule
Capital Cost Estimates
48
48
9.0
ANALYSIS OF THE PROPOSAL
50
9.1
9.2
Financial Internal Rate of Return (IRR)

Financial and Social Benefits
50
51
Page 5 of 51
September 2013
Executive Summary
1.0
Introduction
1.1
Preamble
The Government of Odisha (GoO) having identified that due to the liberalised Indian
economy which is poised for a very rapid growth, recognizes that the ports will have to play
a pivotal role in the emerging buoyancy in international trade and the coast of Orissa will
have a very large requirement of port facilities due to major developments in industrial
sector, agricultural activities, fisheries development and mineral exploitation etc;
Astaranga, in the State of Orissa, has been notified as a site for minor port, and in
consonance with the programme of liberalisation, the Government of Orissa desired to
develop the Astaranga Port into a full-fledged all weather multi-user port through private
investment on Build, Own, Operate, Share and Transfer (BOOST) terms.
Navayuga Engineering Co. Ltd., Hyderabad (NECL) having extensive experience in port
development had shown extensive interest in the development of the port project at
Astaranga. GoO and NECL entered into a Memorandum of Understanding on 22 Dec
2008 for preparation of Techno Feasibility Report (TFR) for development of Astaranga Port
by NECL and submit a proposal. The TFR and proposal submitted by NECL was found
acceptable to the GoO. Pursuant to the acceptance of the said proposal, the Department
of Commerce and Transport, GoO signed a Concession Agreement with Navayuga
Engineering Company Limited on November 22, 2010 for the development of a port at
Astaranga, Puri District. This Feasibility Report summarises salient features of the
proposed development of a Port at Astaranga.
1.2
Project Location
The Proposed site for the port development is located on the South of the existing Paradip
Port on East Coast of India. The Project Site is located at latitude 19o56 N and Longitude
86o17 E in the Puri District in the state of Odisha. The river Devi is on the Northern side of
the proposed site. Astaranga is located at about 75 km from Bhubaneswar and from Puri it
is at about 65 km.
1.3
Need for Project Development

The exposure of economies to trade and its related activities gave prominence to the
development of ports. Ports and shipping can be considered as the engines of growth
for any country. The best example is of Singapore, which earned the status of Newly
Industrialized Economy attributes its success to the ports sector. The importance of
ports and its related infrastructure plays a vital role in the growth of a nation and its
economy. The development of ports is needed in India for its economic growth as
majority of its trade is through ports. Ministry of Shipping, GoI in its Maritime Agenda
Page 6 of 51
September 2013
2020 highlighted the importance of development of both major ports under the control of
the Central Government and Non-Major Ports in maritime states to bridge the gap
between port capacity requirement and the available port capacity. With the
liberalization policy adopted by the Government of India and based on the growing
demand, the Government of Orissa has estimated that it would need a much higher
seaports capacity development along its 480 km long coast line and undertook to build
its non-major ports with the help of private participation.
Astaranga area is one amongst the Minor Port locations selected by GoO for immediate
development of a multipurpose all weather port. The development of the port at
Astaranga will meet the capacity requirements of Odisha State and in turn is expected to
boost the economy of State. The proximity of the port location to national / regional road
and rail transport network is a major advantage for development of the Astaranga Port.
1.3.1
Traffic Forecast
Based on the hinterland analysis and traffic study conducted during the year 2010, the
projected traffic volumes for the proposed Port are given below:
Phase Wise Traffic projections (in Million Tonnes)
S.
No
A.
1
2
4
5
6
7
B.
1
2
3
Commodity
Export
Iron Ore
Thermal Coal (Coastal)
Steel Product
General Cargo
Aluminium
Containers
Import
Coal(Thermal)
Thermal Coal for Captive Plant
Coking Coal
General Cargo
Total Cargo (in MTPA)
Phase IA
(2014)
Phase
IB
(2019)
Phase IIA
(2024)
Phase
IIB
(2029)
0
10
0
1
0.5
0.2
0
15
1
1
1
0.3
1
19
2
4
1
0.3
3
23
6
6
1
0.3
2
0
3
1
17.7
3
0
4
1
26.3
6
3
6
4
46.3
13
5
8
6
71.3
It is considered that the initial development of the port may be taken up in two stages.
First stage is to develop Phase IA with modest projections and appropriate cargo
handling facilities and thereafter pursue to develop Phase IB with actual projections
based on detailed assessment and fully mechanized facilities.
The expected cargo movement from Astaranga Port in 2014 is assessed to be of the
order of 17.7 MTPA likely to grow upto 26.3 MTPA by 2019 and that around 46.3 MTPA
by 2024; thermal coal and coking coal would drive traffic. Talcher, Raigarh, Angul and
Page 7 of 51
September 2013
Jharsuguda are the key hinterland sources of traffic. Rourkela and Sambalpur would
provide additional traffic to the Astaranga port.
1.4
Site Conditions, Field Surveys, Investigations and Studies Conducted by NEC

Various field surveys, investigations and studies conducted by NEC are presented in
Table 1 to ascertain the site conditions. Reputed and highly experienced agencies have
been deployed to carry out field surveys and investigations which form the basic inputs
for detailed technical studies for development of Astaranga Port. Highly qualified and
experienced consultants have been appointed to carry out Traffic Forecast, Detailed
Project Report.
Table 1: Field Surveys, Investigations and Studies for Preparation of DPR
S.No
Activity
Agency
Field Surveys and Investigations
Demarcation of Low Tide Line, High Tide line National Institute of Oceanography,
1.
and CRZ line
Vizag
2.
Onshore Geotechnical Investigations
SUVADRA Consultants
3.
Topographic Surveys of Port Back Up Area
MAP World
Technical Studies and Project Reports
1.
Traffic Forecast Study for Development of Port
Feed Back Ventures Pvt Ltd
Aarvee
Associates Architects
2.
Feasibility Study for Development of Port
Engineers & Consultants Pvt. Ltd.
Aarvee
3.
External Road & Rail Link Feasibility Report
Grafix Engineering Consultants Pvt
4.
Inception Report
Ltd
Detailed Project Report for Development of Grafix Engineering Consultants Pvt
5.
Port
Ltd
Detailed Project Report for Development of
Aarvee
6.
Service Corridor Connectivity (Railway) to the
Port
Detailed Project Report for Development of
Aarvee
7.
Service Corridor Connectivity (Roadway) to the
Port
1.4.1 Summary of Site Conditions

Based on extensive field surveys and investigations, summary of site conditions at
Astaranga Port has been prepared and presented below.
Water Depths off Coast
Bathymetric survey covered area upto 21 m contour in the sea and 16 km along
the coastline.
5 m water depth is at 1500 m from shoreline.
10 and 12 m water depths are at 3 and 3.5 KM respectively.
15 and 16 m water depths are at 4 and 5.0 KM respectively.
20 m water depth is at 6.0 KM from shoreline.
Page 8 of 51
September 2013
Topography of Backup Area
The land is low lying and mostly under developed.
Generally flat terrain with sandy feature and pockets of plantation.
Average ground level is +2.0.
Onshore Soil Conditions
The top layer upto about 16.0 m thickness is fine loose sand which can be used
for reclamation.
Beyond 16 m depth to design dredged depth there are some clay pockets and
this material is not suitable for reclamation.
No rock has been found within boring depth from ground level.
Wind
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

August to September).
Wind gradually shifts towards north with reduced intensity and gradually
increases towards east indicating onset of north east monsoons.
Odisha coast is affected by occurrences of cyclones in Bay of Bengal
Waves
East to south are predominant wave directions and maximum wave heights
occur in these directions.
Normal wave heights are 1.0 to 1.5 m in these directions.
Page 9 of 51
September 2013
Extreme wave conditions are caused by cyclones travelling northwest across

Bay of Bengal and crossing east coast of India in the vicinity of port.
Extreme wave heights are 8.2 m for 100 year return period.
Tides
A summary of the tide levels, with respect to Chart Datum (CD), that are expected
during typical spring and neap tides for Astaranga are as follows:
Highest High Water Level
Mean High Water Spring (MHWS)
Mean High Water Neap (MHWN)
Mean Low Water Neap (MLWN)
Mean Low Water Spring (MLWS)
Mean Sea Level (MSL)
+3.30 m
+ 2.28 m
+ 2.00 m
+ 1.12 m
+ 0.51 m
+ 1.50 m
A storm surge of upto 1.6 m can be expected at site during peak cyclone of 100 year
return period.
Currents
The measurements of currents at Astaranga show that the currents flows parallel to
the shore during the flood and the ebb tide. The maximum current speeds at these
locations have been observed up to 0.9 m/s.
Road Link
National Highway No. 5 (new NH-16) passes through the Odisha State via Cuttack
and Bhubaneswar, the twin cities of Odisha State. Astaranga is situated near the
sea coast on the delta region of Devi River. The two major highway connectivity to
proposed port at Astaranga are National Highway (NH)-203 via Pipli and Nimapara
on State Highway (SH)-13 and another via Niali on State Highway (SH) - 60 from
Phunakhara Junction which is connected to the NH-5 in between Bhubaneswar and
Cuttack.
Rail Link
The nearest major railway station is Puri. Puri is connected to Bhubaneswar. The rail
connectivity to the proposed port at Astaranga is to be taken up simultaneously with
the work for the port. The nearest Rail connected location to Astaranga is Barang on
the East Coast Railway. Barang is connected to Bhubaneswar and Puri, on East
Cost Railway.
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September 2013
Water Source
The port has been proposed as an inland basin port close to seashore in the
Astaranga area to the south of Devi River near the estuary. It is proposed to draw
water from Devi River, from a point near the locality of Bauriakhana, about 18 Km
upstream of the river mouth at Bay of Bengal. The river is sufficiently deep at this
location and also continues to flow with approximately the same bed width and
depth till its mouth, besides extending to about 5 km to 6 km upstream from
Bauriakana.
Power
33 / 11KV Substation is in Astaranaga town which is at a distance of 6.0 km from the
port boundary
Construction Material
The following quarries have been identified in the vicinity of the proposed port site
for Construction of breakwater and Coarse Aggregate for Concrete & Road Metal.
Kaipadara
Malipada
Chhatara
Nijigadatapanga
Jhinkijhara
The types of rock available mainly consist of either Khandolite at upper reaches
overlain on laterite soil (moorum) or Charnockite. Charnockite rock is suitable for
Armour unit of breakwater, coarse aggregate for building construction and road
metal whereas hard Khandolite may be used in Armour unit and laterite soil
(moorum) is good filling material. Tests on rock and soil shall be conducted to find
the suitability of rock for armour and aggregate & soil for filling material.
Further, Numerical Model Studies viz., Wave Transformation, Littoral Process,
Harbour Tranquillity and Dredge Disposal area being undertaken through reputed
Institutions are under progress.
1.5
Project Description
a) Design Ships
The design ship sizes considered for the phase 1 and master plan development of the
Astaranga port is presented below.
Design Vessels for Various Cargoes

Type of Vessel
Page 11 of 51
September 2013
DWT (Tonnes)
LOA (m)
Beam (m)
Draft (m)
85,000
245
38.0
14
1,70,000
300
46.0
18
30,000
209
30.0
11.5
50,000
235
32.0
12.5
2,000
4,000
215
280
30.0
32.0
12.5
14.0
Dry Bulk Cargo(Coal & Iron Ore)

Phase I
Master Plan
General Cargo
Phase IA
Master Plan
Container (In TEU)
Phase I
Master Plan
b)
Alternative Port Layouts

Based on the principal considerations such as site conditions, traffic forecast, facility
requirements, marine operational criteria, navigational aspects, littoral drift, and extent of
land utilisation etc. various alternative port layouts have been worked out. Main emphasis
was given to tranquillity during cargo operations and balancing the cost of dredging of
harbour basin versus cost of breakwater construction and the land area developed while
developing alternatives. The alternatives are evaluated using Multi-criteria Matrix analysis
and most optimal alternative was selected based on the least Phase IA cost and more
space for master plan development.
c)
Port Facility in Phase-IA

Considering that Astaranga Port is a Greenfield port and will have to compete with other
existing and upcoming ports in the East Coast, it is proposed that the phase IA of the port
development should be able to handle Panamax size ships of 85,000 DWT. Accordingly
180 m wide approach channel, dredged to -15.5 m CD is provided. There would be a
provision of further widening as well as deepening to cater up to 170,000 DWT ships in
future. In addition 120,000 DWT vessels light loaded to a draft of 14.0 m could be handled
under certain environmental conditions during Phase IA itself.
It is proposed to provide 700m quay length for dry bulk cargo berths and 550m quay
length for general cargo and container handling. The dry bulk cargo berths shall be
provided with conveyor system and hoppers for coal handling through mechanised
means. Keeping in view the high water level and storm surge during cyclones, the general
ground level of the port area and the top level of the berths is proposed as +6.0 m CD.
The port facilities identified for Phase IA development are given below.
S.No
1.
2.
3.
Port Facilities Planned for Phase IA Development

Items
Particulars
Area for Development
Ac. 3899.987
Cargo Handling Capacity
17.70 Million Tonnes
Maximum Ship Sizes (DWT)
Up to 120,000
Coal (Export)
4.
5.
6.
7.
8.
9.
10.
Page 12 of 51
September 2013
Coal ( Import)
General Cargo
Up to 120,000
40,000
Container
Breakwaters
2000 TEU
300 m long
North Breakwater
South Breakwater
Navigational Features
1300 m long
Length of Approach Channel

Width of Approach Channel
6200 m
180 m
Diameter of Turning Circle (m)
450 m
Navigational Aids
Channel marker &Turning circle buoys, leading light

tower (Rear & Front), Signal station
Dredged Depth (m below CD)
Approach Channel
15.5
Maneuvering Areas
15.0
Berthing Area
15.5
Dredging
Capital Dredging
23.5 million cum
Maintenance Dredging
0.95 million cum
Water Depth w.r.t lowest low water
Approach Channel
16.0
Maneuvering Areas
15.5
Berthing Area
16.0
Berths
Coal export
Coal Import
Multipurpose cum Containers
(Total Quay Length 1250m)
11.
Cargo Storage
Stock yards & Container yards
12.
Material Handling Equipment
Ship loader / un-loader, stacker cum reclaimer, rapid

loading silo, conveyor, marine loading arm, mobile
harbour cranes, EOT cranes, heavy lift cranes, forklifts,
tractor trailers, pay loaders etc.
13.
Service Corridor
A railway line about 75 km long connecting the port to

the main line near Bhubaneswar New station is to be
developed.
A multilane road about 70 km long is also proposed as a
part of the port project connecting NH-5 to the proposed
port taking off from near Phulnakra.
d)
Page 13 of 51
September 2013
Utilities & Services

Water Supply
Water Resources Department, Government of Odisha has allotted 5000 KLD of water
from River Devi with the intake point located near Bauriakhana at about 10 km from the
port where the salinity levels normally possess river water quality. The water from the
river will be collected and treated in the Water Treatment Plant before use.
Power Supply
Power requirement during construction phase is expected to be around 2-3 MW. The
power demand is estimated at 15-20 MW during operation of Phase IA. During
construction phase power is proposed to be drawn from nearest 33 /11 KV substation,
about 7 km from site at Astaranga and DG sets. During operation of port, power is
proposed to be drawn from either of the 400 / 220 KV substations at Mendhasal or
Chandaka in Khurda District.
Wastewater Management
The wastewater and sewage generated during construction at site and at labour camp
will be collected in holding tank/s and periodically transferred to nearby Sewage
Treatment Plant (STP). The cargo storage area will be provided with drainage and
treatment system so that the contaminated water from the stockyard area does not flow
directly into the natural water bodies or into the groundwater system. Drainage pits will
be provided in the workshop areas, which will be connected to an oily wastewater tank.
Oily wastewater collected in the tank/s will be passed through an oil-water separator to
remove the oil content. During operation, the sewerage system will be provided to
collect the sewage from port administration & operation buildings and canteen to be
treated in sewage treatment plant.
Dust Suppression Measures
Dust suppression measures such as water sprinkling at loading and unloading points,
wagon tippler complex, transfer points, stockyard, and rapid loading system as well as
at internal roads are proposed to be provided.
Rainwater Harvesting System
The port site falls in a high rain fall zone of coastal Odisha & has also a high ground
water table. However, dependable supply of potable water is linked to surface water
sourcing from Devi River. It is proposed to optimally use the available water & augment
the same with direct rain water as well. Rain water harvesting pond shall be developed.
Rain water collected from roof of buildings will be channelized and routed to garland
Page 14 of 51
September 2013
drain/s around the buildings. These garland drains would be connected to the plant
storm water drainage network system all around the port. Several recharge wells
located at strategic locations within the port and will be interconnected to the storm
water drain network system. The runoff from the stockyard area is proposed to be
trained trough garland drains and collection pits into the guard pond to be recycled for
dust suppression and other uses like gardening and plantation.
Solid Waste Management System
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 nonbiodegradable 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 nonbiodegradable waste like plastic shall be disposed off to authorized vendors of OSPCB.
The kitchen waste and other biodegradable waste from different vessels calling at the
Port and from the tug boats shall also be collected and treated and disposed off with the
municipal solid waste disposal facility.
Fire-Fighting Facilities
Provision for Fire fighting 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 centralised fire
station will be provided for attending to all calls which will house sufficient fire tenders.
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.
e)
Greenbelt Development
A 10 m wide green belt has been considered along the periphery of the Facility. The bulk
storage area shall be kept isolated from the rest of the back-up area by providing a barrier
of a green belt. At other areas, green belt varying between 7-10 m width will be
developed. The tree species to be used for the green belt development will be in line with
Page 15 of 51
September 2013
the local ecology (indigenous species). Treated water will be recycled to develop Green
belt.
f)
Training of Kadua Nadi

Natural creek passing through the identified area for port development is proposed to be
trained by straight cuts and required bridges for road and rail connectivity will be built
across the creek duly maintaining the existing cross section of the waterway. The top of
protection bunds shall be above + 6.00 m CD from considerations of high water level and
storm surge during cyclones.
1.6
Project Cost & Internal Rate of Return

The block capital cost for the Phase-1A development of the project including berths, cargo
handling facilities, stockyard development, rail track & roadway and other facilities to be
developed is estimated at Rs. 7,417 Crores with an FIRR of 12.67%.
1.6.1
Implementation Schedule
The main components for the development of Astaranga port comprises of capital
dredging for approach channel and manoeuvring basin, construction of breakwaters,
berths, onshore infrastructure and supply and installation of material handling
equipment, navigational aids, port crafts.
The construction activity at site shall be scheduled to be completed within 30 months as
provided in the concession agreement.
1.7
Project Benefits
Sea-bound transport is the most cost-efficient as well as 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.
Astaranga Area has remained generally undeveloped due to lack of any kind of industrial
developments and the development of the port would make the area the most sought after
International Integrated Port City. Astaranga 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 consequences generate 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, Astaranga Port will herald a new era of
economic activity, and dramatically transform the lifestyles of the people and the
dynamics of the areas in the vicinity of 100 Kilometres of Astaranga area in Puri will be
energized.
2.0
INTRODUCTION OF THE PROJECT /BACKGROUND INFORMATION
2.1
Identification of Project and Project Proponent
Page 16 of 51
September 2013
Development of a green field full-fledged all weather multi-user port at Astaranga in Puri
district is proposed to be implemented under Public Private Partnership on BOOST
(Build, Own, Operate, Share and Transfer) basis by Ms. Navayuga Engineering
Company Limited (NECL) in terms of the Concession Agreement entered in to between
Government of Odisha (GoO) and NECL. The Phase IA development envisages
development of required marine and shore based infrastructure to cater to handling of
17.7 MTPA of various cargoes.
2.2
Brief Description of Nature of the Project

The Phase IA Development of the Astaranga Port caters to 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, conveyors and pipelines, services,
utilities, amenities, repair shops and workshops, operational, functional, administrative
and control buildings, environmental works etc to cater to handling of an estimated 17.7
MTPA of various cargoes.
2.3
Need for the Project and its importance to the Country/Region

Indian seaports service 90% of the countrys trade by volume and 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. Indian ports have conventionally been designed to handle bulk and break
bulk cargoes. The Odisha-Jharkhand-Chhattisgarh hinterland is the countrys richest for
dry bulk cargo and the three ports of Haldia, Paradip and Vizag account for more 50%
of key bulk cargo movement (iron ore, coking coal and thermal coal) across major ports
in India.
Indian Port Traffic:
Indian ports handled a total of around 700 MT of cargo in 2007-08. The traffic volumes
were chiefly dominated by Major ports, accounting for around 72% of total traffic volume
in 2007-08. Amongst Minor ports, over 70% of minor port traffic was handled in Gujarat,
with Andhra and Goa accounting for 10% each. The traffic volumes were uniformly
distributed across major ports whereas minor ports in Gujarat, Andhra Pradesh and Goa
accounted for around 90% of the traffic handled by minor ports in India.
Page 17 of 51
September 2013
The total traffic at ports has grown at a CAGR of around 11% from 2002 to 2007. The
traffic at major ports has grown at a CAGR of around 10% whereas at the minor ports,
has augmented at a CAGR of 14.7%. POL (32%), Iron Ore (18%) and Container cargo
(18%) were the key commodities handled at the major ports of India in 2007-08. Coking
coal and thermal coal were the other commodities handled with a share of 5% each.
The western ports in the state of Gujarat and Maharashtra majorly handle the container
cargo, servicing the land locked northern and western India hinterland, which together
accounts for around 55% of Indias EXIM trade. JNPT is the largest container hub in
India followed by Chennai. JNPT alone handles about 52% of the total container traffic
in India. The ports in south western, southern and the eastern ports on the other hand
majorly handle dry and liquid Bulk cargo due to the abundant presence of raw material
in their respective coastal states. The bulk commodities chiefly include Iron Ore,
Thermal and Coking Coal, POL, etc. The ports of Vizag, Paradip and Mormugao service
majority (58%) of the bulk cargo.
Keeping a view of the increasing port traffic and the rising demand for better port
infrastructure, the National Maritime Development Program (NMDP) was initiated by the
Department of Shipping, Ministry of Shipping, Road Transport and Highways as a step
to complement the National Maritime Policy. The program aimed at identification of
specific schemes/projects and other measures for up-gradation of port infrastructure.
The main objective behind the NMDP was capacity augmentation and enhancing
transport efficiency. An investment of around INR 60,000 crore was estimated across
228 projects to augment the total port capacity from 400 MT to 900 MT by 2014. The
program was to be implemented in two phases over a period of 10 years and is to be
funded by Public Private Partnership (45%), Budgetary Support (5%) and from
Government and Ports internal Resources (45%). The phase wise investments in the
NMDP are yet to be realized completely. It is perceived that in order to enhance the port
infrastructure, more investments by private players need to be carried out in the minor
ports as the mandate of NMDP does not cover minor ports. Also the advent of new
minor ports is likely to increase competition among ports for traffic.
Current Scenario of Odisha Ports
The State of Odisha has 480 Km long coastline on the Bay of Bengal with only one
major port at Paradip, which is able to utilize to its full capacity and few minor ports with
their development at infant stage. Odisha has large requirement of port facilities
consequent to major developments in the Power sector, Agriculture sector, Steel sector,
Mining exploration and overall industrial development. Government of Odisha,
Commerce and Transport (Commerce) department, consequently, has put in place the
port policy with a view to develop as many as 12 minor ports along its 480 km-long
coastline extending from Bahuda mouth in Ganjam to Subarnarekha Mouth in Balasore
District for international trade and coastal shipping activities.
Page 18 of 51
September 2013
The Government of Odisha having decided to develop all weather multipurpose ports
along the 480 KM long coast in the state, appointed IIT Chennai to identify suitable
locations. A report by IIT Chennai besides the existing major port at Paradip,
recommended twelve other locations in Gopalpur, Dhamra, Palur, Baliharchandi,
Astaranga, Bahuda Muhan, Chudamani, Inchudi, Chandipur, Subarnarekha Mouth
(Kirtania), Bahabalpur, and Jatadhari Muhan for setting up ports with private initiative, of
which Astaranga in Puri District is one location. The port profile of the State of Odisha is
indicated below:
Sl. No. Name of the Port
Major Port Paradip
Minor Ports
1. Gopalpur
2. Dhamra
3. Palur
4. Bali harichandi
5. Astaranga
6. Bahuda Muhan (Sonepur)
7. Chudamani
8. Inchudi
9. Chandipur
10. Subarnarekha Mouth
11. Bahabalpur
12. Jatadhar Muhan
District
Jagatsinghpur
Remarks
Existing Port
Ganjam
Bhadrak
Ganjam
Puri
Puri
Ganjam
Ganjam
Balasore
Balasore
Balasore
Balasore
Jagatsinghpur
Existing Port
Existing Port
Yet to be developed
Yet to be developed
Yet to be developed
Yet to be developed
Yet to be developed
Yet to be developed
Yet to be developed
Yet to be developed
Yet to be developed
Yet to be developed
Need for Privatization of Ports

The exposure of economies to trade and its related activities gave prominence to the
development of ports. Ports and shipping can be considered as the engines of growth
for any country. The best example is of Singapore, which earned the status of Newly
Industrialized Economy attributes its success to the ports sector. The importance of
ports and its related infrastructure plays a vital role in the growth of a nation and its
economy. The development of ports is needed in India for its economic growth as
majority of its trade is through ports. With the liberalization policy adopted by the
Government of India, Odisha with its long coastline took the opportunity to build its ports
sector with the help of private participation.
Navayuga Engineering Company Limited is an Infrastructure development company
with corporate office at Hyderabad having more than two decades of experience in
execution of Marine Projects, Power, Steel, Transportation, Port establishment,
Buildings, Bridges, Roads, Airports, Railways, etc. It has developed Krishnapatnam port
through a special purpose company called Krishnapatnam Port Company Ltd on
BOST basis and gained experience in development of green field port projects. In
accordance with the port policy the Government of Odisha awarded concession to M/s.
Navayuga Engineering Company Ltd. to develop a port at Astaranga area in Puri
Page 19 of 51
September 2013
District. Government of Odisha signed a Concession Agreement for the development of

a Port at Astaranga on a BOST basis with Navayuga Engineering Company Limited.
NECL has appointed Grafix Engineering Consultants for preparation of Detailed Project
Report (DPR) for the Development of Port Facilities at Astaranga.
2.4
Demand Supply Gap

India has been an emerging and vibrant economy with a huge market, a billion plus
population and strong GDP growth rate of over 9% for three consecutive years up to
2008-09. Ports play a vital role in the overall economic development of the country.
About 90 % by volume and 70 % by value of the countrys international trade is carried
out through maritime transport.
As per the Twelfth Five Year Plan (2012-2017) Working Group Report on Ports of The
Planning Commission of India, Indian ports which have a capacity to handle cargo traffic
of about 1240.4 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 Indias 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 SEZs. 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 lay 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 Table 1-1 here
after:
Table 1-1: Estimated Port Capacity Requirements (Source: Maritime Agenda MoS, GoI)
Year
Capacity Requirement in MTPA
All the Indian Ports
Major Ports
Non-major Ports
2011-12 (Handled)
1240.04
741.36
498.68
2016-17 (Projection)
2592.12
1328.26
1263.86
2019-20 (Projection)
3130.04
1459.53
1670.51
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September 2013
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. In line with the contemplation of the Central Governmental,
the GoO has embarked upon development of Astaranga Port.
Development or expansion of a port will significantly contribute to the development of
region and the country by way of improved imports and exports through the port
generating revenues to the exchequer, employment generation and improved social
infrastructure.
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 customs duty
and some of the imports also serve as raw material for various production purposes and
increase domestic revenue accruals of the product 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 Astaranga Phase IA 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 Astaranga Port will enable increased
exports of domestic products like Coal, Ores, 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 Astaranga Port, like all other ports of our country facilitates 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.
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September 2013
Exports are: Iron Ores, Thermal Coal, steel Products, General Cargoes, Aluminum,
Containers etc.,
2.8
Employment Generation due to the Project

Astaranga 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
consequences generate 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.
Page 22 of 51
September 2013
3.0
PROJECT DESCRIPTION
3.1
Type of project including interlinked and interdependent projects, if any

The present Project Phase IA development of Astaranga Port is a port project catering
to development of 17.7 MTPA capacity to handle various cargoes 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
Proposed site is located on the South of the existing Paradip Port on East Coast of
India. The river Devi is on the Northern side of the proposed site. The Project Site is
located at latitude 19 56 N and Longitude 8617 E in the Puri District in the state of
Odisha. Astaranga is located at about 75 km from Bhubaneswar and 65 km from Puri.
Proposed Port
Location
Figure-3.1 Location of proposed Astaranga Port in Google Map
Land area to an extent of 3900 Acres required for the development of overall facilities is
agreed to be made available by GoO as per the Concession Agreement. Location of the
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September 2013
port site is shown in Figure 3.1.

3.3
Details of alternate sites considered

The Government of Odisha having decided to develop all weather multipurpose ports
along the 480 KM long coast in the state, appointed IIT Chennai to identify suitable
locations. A report by IIT Chennai besides the existing major port at Paradip,
recommended twelve other locations in Gopalpur, Dhamra, Palur, Baliharchandi,
Astaranga, Bahuda Muhan, Chudamani, Inchudi, Chandipur, Subarnarekha Mouth
(Kirtania), Bahabalpur, and Jatadhari Muhan for setting up ports with private initiative.
Choice of Astaranga for development of Non-Major port has thus been evolved after
detailed study.
Further, the Astaranga coast at the proposed location of the port is a low erosion zone
and ecologically sensitive areas like mangroves etc do not exist at the proposed
location. Therefore location for development of Astaranga port is not likely to cause
concerns from environmental considerations.
3.4
Size or magnitude of Operation
3.4.1
Traffic
M/s Feedback Ventures Private Limited carried out traffic projections for the proposed
port at Astaranga. The salient aspects of the traffic forecast report is summarized below
along with projected traffic estimates for planning purposes.
3.4.2
Hinterland
The Hinterland for proposed port at Astaranga Area extends to the Southern side
districts of Odisha, Bhubaneswar to Koraput and opportunities are seen from land
locked states of Jharkhand and Chattisgarh also. The Hinterland for the proposed Port
at Astaranga area is shown below in Figure-3.2.
Page 24 of 51
September 2013
Figure-3.2 Zones in the Hinterland for Proposed Port at Astaranga Area
As per the study, Talcher is the most potential traffic source and the other key sources
are IB Valley, Angul and Raigarh for attracting the cargo to the proposed Port at
Astaranga area. The traffic study report further indicates that Iron ore belt in the
secondary catchment besides Alumina refineries, steel plants, thermal power plants &
coal mines and bauxite mines are the potential sources of cargo for the proposed port at
Astaranga area. Figure 3.3 & 3.4 shows the industries in the hinterland areas and
sources of cargo along with other competing ports. Based on the logistics cost analysis
and the nearness factor of the proposed Astaranga Port to cargo generating centres, it
is strongly felt that some share of cargo from the hinterland can be diverted to
Astaranga Port.
Figure-3.3 Industries in the Hinterland
Page 25 of 51
September 2013
Figure 3.4 Cargo Source and Competing Ports
3.4.3
Projected Traffic
Based on the hinterland analysis, traffic study, the projected traffic volumes for the
proposed Port are presented below:
S. N. Commodity
3.4.4
Phase IA
(2014)
Phase IB
(2019)
Phase IIA
(2024)
Phase IIB
(2029)
A.
Export
1.
Iron Ore
2.
Thermal Coal (Coastal)
10
15
19
23
3.
Steel Product
4.
General Cargo
5.
Aluminum
0.5
6.
B.
Containers
Import
0.2
0.3
0.3
0.3
1.
Thermal Coal
13
2.
Thermal Coal for Captive Plant
3.
Coking Coal
4.
General Cargo
Total Cargo (in MTPA)
1
17.7
1
26.3
4
46.3
6
71.3
Cargo Profile based on Traffic

The expected cargo movement from Astaranga Port in 2014 is calculated to be around
17.7 MTPA and that by 2019 would be around 26.3 MTPA; thermal coal and coking coal
Page 26 of 51
September 2013
would drive traffic. Talcher, Raigarh, Angul and Jharsuguda are the key hinterland
sources of traffic. Rourkela and Sambalpur would provide additional traffic to the
Astaranga port.
It can be seen that Thermal Coal would be the driver of port volumes with the maximum
commodity share of 56.5% and 57.7% by the years 2014 and 2019 respectively. Coking
coal would follow as the second important commodity with a share of 16.9% and 15% in
the years 2014 and 2019 respectively. The container cargo traffic seems to be an
insignificant commodity.
The movement of thermal coal in the region would be dominated by outbound
movement to power plants in southern and western India, but there would also be
inbound movement in the form of thermal coal imports to meet the thermal coal
shortage.
3.4.5
Design Vessel Size

The design vessel sizes considered for the Phase IA and Long term development of the
Astaranga port is presented below.
Design Vessel for various Cargoes
Type of Vessel
DWT
(Tonnes)
LOA
(m)
Beam
(m)
Draft
(m)
85,000
245
38.0
14
1,70,000
300
46.0
18
Phase IA
30,000
209
30.0
11.5
Long Term Plan

Container (in TEU)
50,000
235
32.0
12.5
Phase IA
2,000
215
30.0
12.5
Long Term Plan
4,000
280
32.0
14.0
Dry Bulk Cargo (Coal & Iron Ore)

Phase IA
Long Term Plan
General Cargo
3.5
Project Description
The Phase IA Development of the Astaranga 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 handling of an estimated 17.7 MTPA of
various cargoes.
3.6
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September 2013
Raw Material Required

Construction materials required for the Phase-IA construction are proposed to be
sourced from approved quarries nearby like Tangi etc.
The estimated quantities of construction materials for development are as follows:
(a) Stone 1.5 million m3
(b) Aggregates - 1.0 million m3
(c) Sand - 0.5 million m3
(d) Gravel 1.0 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 minimize the use of external barrow fill material. Concrete armour blocks
shall be used as armour for construction of breakwaters, which in turn shall reduce the
requirement of bigger size natural rocks.
By developing suitable STP the treated water shall be recycled for dust suppression and
green belt.
3.8
Availability of water its source

Water Resources Department, Government of Odisha has allotted 5000 KLD of water
from River Devi with the intake point located near Bauriakhana at about 10 km from the
port where the salinity levels normally possess river water quality. The water from the
river will be collected and treated in the Water Treatment Plant before use.
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 bio degradable. Bio degradable 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 layout of the Phase IA development of Astaranga Port is attached as Dwg. No.
2010001/PT/FSR/007.
4.0
SITE ANALYSIS
4.1
Connectivity
4.1.1
Road Connectivity
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September 2013
The proposed port location at Astaranga is in the Puri district and is about 65 km from
Puri. National Highway No. 5 (NH-5) passes through the Odisha State via Cuttack and
Bhubaneswar, the twin cities of Odisha State. Astaranga is situated near the sea coast
on the delta region of Devi River. The two major highway connectivity to proposed port
at Astaranga are National Highway (NH)-203 via Pipli and Nimapara on State Highway
(SH)-13 and another via Niali on State Highway (SH) - 60 from Phunakhara Junction
which is connected to the NH-5 in between Bhubaneswar and Cuttack.
Presently the following two alternative routes are available between Bhubaneswar to
Astaranga.
Bhubaneswar to Astaranga Via Pipili

Bhubaneswar to Pipili through NH-203
Pipili to Nimapara through SH-13
Nimapara to Astaranga through MDR
Bhubaneswar to Astaranga via Niali, Charichak : 80.00 KM

Bhubaneswar to Phulnakhara through NH-5
- 12.00 KM
Phulnakhara to Niali to Charichak through SH-13 - 43.00 KM
Charichak to Astaranga through MDR
- 25.00 KM
: 75.00 KM
- 22.00 KM
- 20.00 KM
- 33.00 KM
From the Astaranga market centre to the Port location is about 5.0 KM through kutcha
village road.
4.1.2
Rail Connectivity
The nearest major railway station is Puri, which is connected to Bhubaneswar. The rail
connectivity to the proposed port at Astaranga is to be taken up simultaneously with the
work for the port. The nearest Rail connected location to Astaranga is Barang on the
East Coast Railway. Barang is connected to Bhubaneswar and Puri, on East Cost
Railway.
4.2
Land Form, Land Use and Land Ownership

The port is to be developed within the port limits as notified by the Government of
Orissa. The land is low lying & mostly under developed. Astaranga Port, would be a fullfledged all weather multi-user port on BOOST (Build, Own, Operate, Share and
Page 29 of 51
September 2013
Transfer) basis. GoO is the Owner of land which will be leased to M/s NECL for the port
development in terms of the Concession Agreement.
4.3
Topography
The topographical map is attached as Dwg No. 201
The land is low lying & mostly under developed.
4.4
Existing Land Use pattern

The land consists of cultivable and uncultivable land. The port development is proposed
within the limits notified by GoO. Natural creek passing through the identified area for
port development is proposed to be trained by straight cuts and required bridges for
road and rail connectivity will be built across the creek duly maintaining the existing
cross section of the waterway.
4.5
Existing Infrastructure
The land is low lying and only used for cultivation for some extent. A few kutcha houses
are seen to exist. The details of structures/infrastructure, individual houses, buildings
and vegetation etc can be arrived at after the EIA study.
4.6
Soil Classification
From the Geotechnical investigations carried out the top layer of about 1 meter thick
sandy clay and the under layer of 9 to 15 m is generally sand, followed generally by a 5
to 10 m thick layer of sandy clay or medium clay followed by fine sand and stiff to hard
clay within the explored depth no rock layer was encountered. The details are in Dwg
No. 205 (SHEETS 1 & 2).
4.7
Climate data
4.7.1
Shoreline and Back-Up Area

Major portion of the land of prospective site is low lying with slight undulations. Proper
development of land with grading will be required for setting up of proposed facilities.
Littoral drift along the East Coast is a known phenomenon. The net drift is Northwards
because of longer duration of the South West monsoon compared to the North East
monsoon. Based on the studies carried out for the drift movement on East Coast by
various agencies there is an estimated Northerly drift of 0.9 million cum per year during
Page 30 of 51
September 2013
the South West monsoon and a return Southerly drift of 0.16 million cum during the
North East monsoon giving a net annual drift of 0.74 million cum.
The HTL, LTL and shoreline pattern have been identified by NIO Visakhapatnam. The
same kind of phenomena is expected in Astaranga also. The detailed studies for littoral
drift will be carried out during the execution stage and accordingly proper shore
protection will be planned.
4.7.2
Tides and Tidal Currents

Tides
The tidal data at the proposed site is not available. For this study, tidal data as available
at Nuagarh, which is close to the proposed port location has been considered and is as
follows:
Highest High Water Level

Mean High Water Springs
Mean High Water Neaps
Mean Low Water Springs
Mean Low Water Neaps
Lowest Low Water
:
:
:
:
:
:
+ 3.3 m
+ 2.28 m
+ 2.0 m
+ 1.12 m
+ 0.51 m
+ 0.2 m
Current
At Present no current recordings are carried out at the site. The current as recorded at
Paradip port are considered in the present study. The direction of current for both flood
and ebb tidal flow is from SW towards NE. The maximum strength of current at surface
and at mid depth is 0.92 m/sec. and 0.69 m/sec respectively. The general direction of
flow is between 180o and 250o. The Chart Datum at Astaranga has been considered as
1.5 m below mean sea level as per Naval Hydrographic chart related to the proposed
area.
4.7.3
Weather data
Odisha lying just South of the Tropic of Cancer, has a tropical climate. It is warm almost
throughout the year. In the coastal area, the climate is equable but highly humid and
sticky with hot summer from March to middle of June, a humid monsoon or rainy season
stretching from middle of June to September, a short post-monsoon season during
October and November, and winter spanning between December and February.
Therefore, climatologically, four seasons viz. summer (pre-monsoon), monsoon, postmonsoon and winter could be deciphered comprising the following months:
Summer
Monsoon
Post-monsoon
Winter
:
:
:
:
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September 2013
March, April, May

June, July, August, September
October, November
December, January, February.
Past meteorological data described in this section have been collected from the nearest
IMD observatory located at Puri, which deemed representative of the study area.
Available past meteorological data has been summarized in Table-4.1 below.
Month
Table-4.1 Mean Monthly Climatological Records of the Study Area

(Based on Observations of IMD, 1961- 1990)
Daily
Relative
Monthly
No of
Total Cloud
Temperature
Humidity (%) Total Rainfall Rainy
Cover(octas)
(mm)
Days
(C)
Max
Min
0830
1730
January
27.1
17.3
75
71
14.0
February
28.6
20.5
77
76
24.5
March
30.6
24.1
79
81
20.4
April
31.2
25.9
83
85
21.3
May
32.3
27.0
83
84
46.5
June
32.5
26.8
83
85
172.1
July
31.1
26.2
86
86
275.0
August
31.5
26.1
85
85
300.0
September
32.0
26.1
83
83
240.9
October
31.8
24.6
78
75
171.3
November
30.1
20.8
73
67
56.0
December
27.9
17.2
70
64
5.8
Mean/Total 30.6
23.6
80
79
1347.8
Source: India Meteorological Department (IMD), Station: Puri
0.7
1.3
1.3
1.2
2.7
7.6
11.9
12.7
10.6
6.6
1.9
0.3
58.8
0830
1.8
2.4
2.8
3.4
3.9
5.6
6.3
6.0
5.3
4.0
2.9
2.4
3.9
1730
1.9
2.4
2.8
3.8
4.1
5.4
6.2
6.1
5.7
4.5
3.0
2.5
4.0
Mean Wind
Speed
Kmph
10.4
13.4
17.4
21.4
20.7
19.5
18.7
16.8
14.7
9.1
8.7
8.8
15.0
In summer, maximum temperature ranges between 30.6-32.5C and the minimum

temperature ranges between 17.2-20.5C in winter. The average rainfall is 271.9 mm,
experienced as the result of south west monsoon during July-September. The month of
August is the wettest and the major rivers may get flooded. The state also experiences
small rainfall from the retreating monsoon in the months of October-November. January
and February are dry.
Relative humidity is generally high about 75% throughout the year. Humidity in the
coastal area is comparatively more than in the interior part. In Winter & Summer
seasons relative humidity is slightly less than the monsoon season.
The cyclonic storms during the monsoon which originate in the Bay of Bengal often
cross the east coast between Paradip and Chandbali and make a north-west ward
journey. These causes widespread heavy rain and strong winds. There are two cyclonic
peaks in their occurrence, one during May-July and the other during October-November.
As far as the periodicity of the occurrence of the storms is concerned, the maximum
Page 32 of 51
September 2013
number of cyclones occurred during south-west monsoon period followed by the postmonsoon period of the north-east monsoon and pre-monsoon period.
4.7.4
Wave data
As the oceanographic studies and mathematical model studies are being contemplated
to be carried out during the execution stage, considering the proximity of Astaranga to
Paradip Port the existing wave data pertaining to Paradip Port collected from secondary
sources have been considered for design and planning in the DPR stage.
Table-4.2 Wave Characteristics during severe Storm conditions by Hindcast at -20 m CD
Period of Storm
Significant Wave
Peak Wave
Average Wave Maximum Wave
Height (Hs)
Period (Tp)
Period (Tz)
Height (Hmax)
November, 1966
5.6 m
14.7 sec
10.5 sec
11.4 m
July, 1971
5.4 m
11.4 sec
8.1 sec
10.9 m
September, 1972
5.3 m
14.4 sec
10.2 sec
10.0 m
November, 1973
5.6 m
16.8 sec
11.9 sec
10.9 m
December, 1981
5.4 m
15.8 sec
11.2 sec
10.8 m
October, 1999
8.2 m
18.4 sec
13.1 sec
15.6 m
Table-4.3 Seasonal Distribution of Shallow Water Waves
Season
Wave Period (sec)
Wave Height (m)
Direction Degrees
WRT to North
Southwest Monsoon
8 to 10
1.0 to 3.5
180 to 202
(June to September)
Northeast Monsoon
8 to 10
0.5 to 1.0
112 to 135
(October to January)
Transition Period
8 to 10
0.5 to 2.0
180 to 202
(February to May)
Table-4.4 Hind Casting of Storm Waves (30m depth)

No. of Storms
Shallow Water Wave
1955 to 1999
Hs
Tp
80
<2m
17
2 to 3 m
10 to 17 sec
6
3 to 4 m
12 to 18 sec
4
4 to 5 m
12 to 19 sec
5
5 to 6 m
12 to 16 sec
1
8.2 m
18.4 sec
4.7.5
Storms and Cyclones

The coast at Astaranga is in the cyclonic passage region and disturbances occur during
the depressions in the Bay of Bengal. The frequency of occurrence of Depression/
Cyclones/ Storms in the area is given in the Table-4.5 below:
Month
January
February
March
April
May
June
July
August
September
October
November
December
Total
Table-4.5 Frequency of Occurrence of Depressions/ Storms

Depressions
Storms
Severe storms
1
2
3
3
8
17
55
16
5
94
23
8
120
18
3
110
18
16
44
25
22
7
20
16
4
3
10
443
133
100
Depression
Cyclonic storm
Severe Cyclonic Storm
4.8
Page 33 of 51
September 2013
:
:
:
Total
6
33
76
125
141
144
91
43
17
676
Winds from 18 33 knots (33 61 kmph)

Winds from 34 47 knots (62 87 kmph)
Winds 4.8 knots (>88 kmph)
The details of social infrastructure including individual houses, buildings and vegetation
etc., can be arrived at after EIA study. XIMB, Bhubaneswar has undertaken Socio
Economic Survey of the project area. Displacement of Villagers in certain areas will be
taken up under the specific R & R Policies of Govt. of Odisha. The details will be given
in the EIA report.
5.0
PLANNING BRIEF
5.1
Planning Concept (considerations)

The layout of marine facilities for developing the master plan for Astaranga port is
influenced by large number of factors. The main factors are
a) Bed rock levels which have great influence on the cost of dredging for providing the
required water depths 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 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
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September 2013
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
5.1.1
Alternative Port Layouts

The layout of the port at Astaranga has been developed keeping in view of the planning
considerations for the forecast traffic till Master plan. The design ship size for the master
plan development is taken as the ultimate stage coal carrier of 170,000 DWT. However
the design ship size for Phase IA development is considered as 85,000 DWT based on
the traffic and the capital outlay required.
Depending upon the annual throughput and type of cargo to be handled at Astaranga
port, four alternative port layouts have been prepared. All the layouts are prepared to
handle the master plan cargo of over 70 million tonnes. Brief description of the various
alternatives is described below:
Alternative Layout 1
Alternative Layout 1 comprises of three dock arms. Two of the dock arms are aligned
parallel to the shore line and the third arm is set to be perpendicular to shoreline and will
be planned as per future cargo demand. The berths are aligned along the dock arms as
shown in Dwg. No. 2010001/PT/FSR/008. The two dock arms provide room for
segregation of bulk cargo and general cargo. Coal stockyard is located behind the
berths in which the proposed coal is being handled. Railway connectivity will be
provided near stockyard location, so as to facilitate loading and unloading operations.
To handle Phase-IA cargo, one dock arm towards southern breakwater has to be initially
developed to accommodate a berthing space of 1250 m (Dwg. No.
2010001/PT/FSR/007). The coal stockyard in Phase I will be planned to handle the
anticipated throughput. General cargo can be handled in the southern dock, dredging
inside the arms can be limited to match with phase wise requirement of the berths.
Since the ends of the docks are kept open, the waves are expected to be dissipated
thereby giving more tranquility to the ships. This type of arrangement is expected to give
more tranquility to ships during handling of cargo as well as the berths are not directly
exposed to waves that come along the harbour entrance.
The turning circle is located inside the harbour portion and provides adequate stopping
distance from the breakwater heads. The layout of dock arms are expected to provide
easy maneuvering for this ships entering the docks.
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September 2013
This Alternative, consists of two dock arms perpendicular to shore, the bulk berths are
shifted southward into the dock arms at the leeside of the southern breakwater, to
minimize the direct wave attack, the two dock arms are brought closer to provide more
ease in maneuvering of ships into-out of the docks, as shown in Dwg. No.
2010001/PT/FSR/010. General cargo and Bulk cargo berths are arranged along the
dock arms. The bulk berths located near the southern breakwater are parallel to
southern breakwater.
The turning circle is located between -2m to -3m contour. In this layout, longer length of
shoreline is covered between the roots of the breakwaters, thereby increasing the length
of breakwaters compared to Alternative Layout 1.To handle Phase IA cargo, a 700 m
long quay wall for handling coal besides 550 m long quay wall for handling container
cargo and general cargo are provided within the dock arm, near the southern
breakwater will be sufficient (Dwg. No. 2010001/PT/FSR/009). Further extension of the
berths could be taken up as the cargo volumes increase. Maneuvering of the vessels
into southern dock is expected to pose difficulty.
In Alternative Layout 3, the bulk berths are aligned along the shore and at leeside of the
southern breakwater as shown in Dwg. No. 2010001/PT/FSR/012. In this layout also
the turning circle is located between -2 m to -3 m contour. In this layout, longer length of
shoreline is covered between the roots of the breakwaters thereby increasing the length
of breakwaters compared to Alternative Layout 2 and Alternative Layout 1.
Initially a 1250 m long quay wall aligned along the shoreline will be sufficient to handle
Phase IA cargo (Dwg. No. 2010001/PT/FSR/011) and remaining berths may be
developed during subsequent phases as the cargo volumes go up. As the backup area
is just behind the berths, there will be ease in cargo handling operations, particularly
bulk cargo as majority of the cargo in master plan is coal .However from tranquility point
of view, the berths aligned along the shore are more susceptible to direct wave attacks
in the harbour thereby jeopardizing the cargo handling operations, particularly for
general cargo/ multipurpose cargo.
The Alternative Layout 4 is similar to Alternative Layout 2, except that a portion of the
quay wall is shifted northward along the shore to minimize the direct wave attack and
the two dock arms are developed perpendicular to shoreline. Alternative Layout 4 is
shown in Dwg. No. 2010001/PT/FSR/014; such an arrangement is expected to provide
unhindered backup space for the corner berths.
Page 36 of 51
September 2013
To handle Phase IA a 700 m long quay wall along the shore and a 550 m long quay wall
perpendicular to the shore along the dock near the southern breakwater will be sufficient
(Dwg. No. 2010001/PT/FSR/013). Further extension of berths could be taken up as the
cargo volumes increase. Maneuvering of the vessels into southern dock is expected to
pose difficulty.
Evaluation of Alternatives
Salient Merits and Demerits of Alternative Layouts
Alternative Merits
Layouts
Layout 1
Demerits
1. Total Cost of implementation for this 1. Flexibility for handling cargo is less as
alternative during phase-1 and master
the berths are not configured
plan is less compared to all other
continuously.
alternatives as the length of the
breakwaters is less.
2. Wave disturbance at the berths will be 2. Land availability for future expansion
less as berths are not directly exposed.
beyond Master plan is less.
3. All the berths can be constructed using 3. Construction schedule will take more
land based equipment.
time as land dredging is involved.
4. After numerical model studies the length 4. Dredging cost and completion time is
of the breakwaters can be minimized
more
during phase-1 for 85000 DWT vessels,
and during subsequent phases the length
of the breakwaters can be increased to
satisfy the stopping distance criteria for
170,000 DWT vessels.
Layout 2
1. Wave disturbance at the berths are often 1. Construction cost of breakwaters will be
less, as the berths are placed within the
more
dock arms.
2. Complete mechanization is required for
2. Dredging required for master plan is
the two berths parallel to south
comparatively less than alternative-1.
breakwater to make the two berths
operational mechanized system.
3. All the berths can be constructed using
3. Backup area availability is relatively
less between the dock basins
4. Berths are not completely protected
from waves, as compared to alternative1.
5. Land availability to expand beyond
master plan is not adequate.
Layout 3
1. Flexibility in cargo handling is more as
1. Wave disturbance will be more as
Alternative Merits
Layouts
the berths are aligned parallel to shore.
2. Land availability for future expansion is
more.
3. Berthing and de-berthing operations will
take less time compared to other
alternatives.
Page 37 of 51
September 2013
Demerits
berths are directly exposed.
2. Complete mechanization is required for
two berths near south breakwater to
become operational.
3. Capital Cost will be more than all the
alternatives as the length of the
breakwaters is more.
4. Capital dredging during all phases is less

compared to other alternatives.
Layout 4
1. Wave disturbance will be less compared

to Alternative -2.
1. Berthing and de-berthing operations will

take more time compared to alternative1 & alternative-3.
2. All the berths can be operated using semi

mechanized system as there are no
2. Time for completion will be more as
offshore berths.
compared to alternative -3 as land
dredging is involved.
3. All the berths can be constructed using
3. Dredging during Phase-1 is more
compared to alternative -2.
4. Back-up area availability is more
compared to alternative -1.
Hence it is recommended to select Alternative-1 layout, as the preferred layout and

plan the other onshore facilities.
5.1.2
Proposed Alternatives for Berths

Alternative 1: Berth supported on Piles and Retaining Wall
The berth supported on piles with retaining wall are meant to carry the following loads
(1) Lateral loads from berthing forces transmitted through fenders.
(2) Lateral loads from the pull of mooring ropes.
(3) Lateral loads from wave forces on the piles.
(4) Current drag on the piles and moored ships.
The lateral and vertical loads will be taken care by the group of vertical piles, the bottom
dredged slope will be protected by stone pitching and to retain the earth formed up to
formation level retaining wall is constructed, the retaining wall is not meant to take any
lateral or vertical loads except the lateral force from the retained earth and surcharge.
This option is difficult to execute as skilled man power and efficient machinery is
required to form a rock bund between the piles.
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September 2013
Alternative 2: Berth supported on Piles with Diaphragm Wall

In this option the piles are laid at the sea side and diaphragm wall is laid at the land
side, the diaphragm wall is designed to retain the earth and lateral pressure generated
due to surcharge, anchoring system would be required to be designed to support the
diaphragm wall from the lateral forces. The diaphragm wall and piles will behave like a
single unit of monolithic structure. This option is best suited when the structure has to be
constructed along an existing water front.
Alternative 3: T-Diaphragm Wall with Vertical and Raker Piles
This is a relieving platform type of structure, where the cellular deck is supported on T
shaped diaphragm wall, vertical piles and raker piles. The T- shaped diaphragm wall is
constructed along the water front, vertical and raker piles are constructed at the land
side. The raker pile is provided to take the some of the lateral load in the form of
compression load. This option is best suited when berths have to be constructed along
an existing land to be dredged subsequently to create a water front.
From the above alternatives, Alternative-3 with front T-diaphragm wall along with
vertical and raker piles is considered to be best option for the present layout as the
berths will have to be constructed along the land front. Design will be carried out duly
following the relevant BIS codes of practice.
5.1.3
Berth Elevation
Duly taking into consideration the High Water Level and storm surge, the Berth elevation
is proposed as + 6.0 m CD.
5.1.4
General Ground Level in Port area

The general ground level in the Port area as well as road and rail facilities is proposed
as + 6.0 m CD duly considering the high water level and storm surge. Similarly, the top
of protection bunds on either side of the natural creek flowing through the Port area
including for the portion of straight cuts shall be above +6.00 m CD.
5.2
Population Projection
XIMB, Bhubaneswar has undertaken Socio Economic Survey of the project area. 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
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September 2013
Land Use Planning

The land use within the port comprise of the following:
5.4
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
Water bodies
Protected areas
Port based industries
Assessment of Infrastructure Demand:

To cater to handling of 17.7 MTPA of various cargoes envisaged during Phase IA
development of Astaranga port, duly following the applicable Norms following
infrastructure is considered necessary to be developed.
a) Marine
Berths
Approach Channel
Turning Circle
Dock area
Breakwaters
Dredging
Reclamation with dredged material
Disposal of dredged material in the sea
Navigational Aids
1250 m Long
15.5 m CD dredged depth
6200 m long
180 m wide
15.5 m CD dredged depth
450 m dia
15.0 m dredged depth
750 m x 400 m
North Breakwater : 300 m
South Breakwaters : 1300 m
23.5 million cum
18.0 Million Cu m
5.5 Million Cum
As required
b) Land
GoO has earmarked 3899.987 acres of land for the development of the Astaraga
Port. The utilization of the land shall be broadly for developing the following
infrastructure:
Cargo Storage Areas
5.5
Warehouses
Roads
Surface drainage
Railway lines, Loco shed
Conveyors
Pipelines
Straight cut across creek
Culverts on natural creeks
Buildings-Administrative, operational, functional, control
Amenities and welfare
Utilities
Amenities/ Facilities:
The port shall have all following facilities and amenities:
Berths
Breakwaters
Cargo Storage Areas
Warehouses
Roads and Drainage
Railway lines, Loco shed
Conveyors
Pipelines
Straight cut across creek
Culverts on natural creeks
Buildings-Administrative, operational, functional, control
Amenities and welfare
Utilities
Page 40 of 51
September 2013
6.0
PROPOSED INFRASTRUCTURES
6.1
Industrial Area (Processing Area)
6.1.1
Phase-IA Facility
Page 41 of 51
September 2013
Considering that Astaranga Port is a Greenfield port and will have to compete with other
existing and upcoming ports in the East Coast, it is proposed that the Phase IA of the
port development should be able to handle Panamax size ships of 85,000 DWT.
Accordingly 180 m wide approach channel, dredged to -15.5 m CD is provided. There
would be a provision of further widening as well as deepening to cater up to 170,000
DWT ships in future. In addition 120,000 DWT vessels light loaded to a draft of 14.0 m
could be handled under certain environmental conditions during Phase 1 itself.
It is recommended to provide 700m quay length for bulk berths and 550m quay length
for general cargo and container handling. The bulk berths are provided with conveyor
system and hoppers for coal handling through mechanised means. Keeping in view the
high water level and storm surge during cyclones, the general ground level of the port
area and the top level of the berths is proposed as +6.0 m CD. The port facilities
identified for Phase IA development are given below.
Port Facilities Planned for Phase IA Development
S. N
1.
2.
Items
Maximum Ship Sizes (DWT)
Coal (Export)
Up to 120,000
Coal ( Import)
Up to 120,000
General Cargo
40,000
Container
Breakwaters
3.
4.
5.
Particulars
2000 TEU
Length of North Breakwater
300 m
Length of South Breakwater

Navigational Features
1300 m
Length of Approach Channel
6200 m
Width of Approach Channel
180 m
Diameter of Turning Circle (m)
450 m
Dredged Depth (m below CD)
Approach Channel
15.5
Maneuvering Areas
15.0
Berthing Area
Dredging
15.5
S. N
Items
6.
7.
8.
6.1.2
Capital Dredging
Maintenance Dredging
Water Depth w.r.t lowest low water
Page 42 of 51
September 2013
Particulars
23.5 million cum
0.95 million cum
Approach Channel
16.0
Maneuvering Areas
15.5
Berthing Area
Berths
Coal export
Coal Import
16.0
Total Quay Length 1250m
Multipurpose cum Containers

Material Handling Equipment
Ship Loader
Ship Un-loader
Total Conveying System Length
Stacker Cum Reclaimers
Wagon Tipplers
Wagon Loading Station
Mobile Harbour Cranes
Reach Stackers
Tractor Trailers
15
Pay loaders
9.2 km
Internal Railway System

For efficient movement of cargo to and from Astaranga port through rail, appropriate
infrastructural support is required to be provided. This section discusses the facilities
required for trains coming from Indian Railway System into Port.
To begin with around 20 kms of railway lines are proposed comprising of 5 full length rail
lines with linkage to the main line are provided for export coal and 4 full length lines are
provided for import coal and two engine escape lines have been kept. Sufficient
provision has been kept for enhancement of railway track for future requirement. Entire
rail yard will be provided with proper switching arrangement and proper facility for
loading and unloading of wagons.
6.1.3
Internal Roads
The main consideration governing the alignment of the access road is that the road
should fit in well with the proposed port layout, requiring minimum crossings with the
railway line. A 50 m wide corridor has been provided which include the space for main
Page 43 of 51
September 2013
approach road to port and for utilities like drainage, water supply, electrical cables etc.
on the northern side.
The main approach road to the port needs to be two lanes for the Phase 1 development.
However, suitable provision will be kept so that this road could be quickly upgraded to
four lanes as and when required. The secondary roads are two lane roads and have
been provided as per the operational requirements. The sub base for the roads shall be
formed by the gravel/quarry run. Pre-consolidation of the subsoil under the roads is not
proposed. It is expected that the usage during construction will provide the consolidation
and any settlement at this stage would be attended immediately. It is proposed to
provide flexible type pavement for the road of about 20.2 kms.
6.1.4
Drainage
The port land is about 4500 m wide and about 6.8 Km in length along the coastline. The
rainy season is during June to October with an average annual rainfall of 1543 mm. The
drainage system needs to be designed to minimize the potential pollution in the port
basin. It is proposed to lay the main drain parallel to the proposed internal road. This
drain is 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 is connected through the cross drains from coal and iron
ore stockyard discharging the water into the sea.
All the drains will be of Random Rubble (RR) stone pitched and grouted with cement
mortar of 1:4. The storm water runoff from the coal and iron ore stockyards will be
collected through garland drains and routed through collection pits to the guard ponds
and recycled for dust suppression etc.
6.1.5
Construction Material
The following quarries have been identified in the vicinity of the proposed port site for
Construction of breakwater and Coarse Aggregate for Concrete & Road Metal.
Kaipadara
Malipada
Chhatara
Nijigadatapanga
Jhinkijhara
The types of rock available mainly consist of either Khandolite at upper reaches overlain
on laterite soil (moorum) or Charnockite. Charnockite rock is suitable for Armour unit of
breakwater, coarse aggregate for building construction and road metal whereas hard
Khandolite may be used in Armour unit and laterite soil (moorum) is good filling material.
Tests on rock and soil shall be conducted to find the suitability of rock for armour and
aggregate & soil for filling material.
Page 44 of 51
September 2013
6.1.6 Training of Kadua Nadi

Natural creek passing through the identified area for port development is proposed to be
trained by straight cuts. The meandering portion shall be reclaimed for optimum
utilization of the land for Port. Required bridges for road and rail connectivity will be built
across the creek duly maintaining the existing cross section of the waterway. The top of
protection bunds on either side of the natural creek flowing through the Port area
including for the portion of straight cuts shall be above +6.00 m CD.
6.1.7
Fire-Fighting Facilities
Provision for Fire fighting 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 centralised fire
station will be provided for attending to all calls which will house sufficient fire tenders.
6.1.8
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:
6.3
Buildings for the Employees

Dispensary
Canteens and Dining halls
Other Buildings and facilities provided for the people living in the port.
Green Belt
A 10 m wide green belt has been considered along the periphery of the Facility. The
bulk storage area shall be kept isolated from the rest of the back-up area by providing a
barrier of a green belt. At other areas, green belt varying between 7-10 m width will be
developed. The tree species to be used for the green belt development will be in line
with the local ecology (indigenous species). Treated wastewater will be used to develop
Green belt after confirming prescribed standards.
6.4
Page 45 of 51
September 2013
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
Canteen
Guest House
Workshop cum central store & Annex
Fire Station
Substation
Dispensary
Building Areas
The building areas are dictated by the personnel requirement space for offices, storage,
machinery, utilities, etc. Based on the description provided the estimated building areas
required for the phase-I development are provided below:
6.5
Administrative Building
Port Users Building
Maintenance Work Shop cum Central Stores
Port Operations Building
Electrical Sub Stations
Fire station
Canteen Building
Dispensary
Central Control Room With Radar Tower
Rail Admin Building
500 Sq. m
1500 Sq. m
1000 Sq. m
450 Sq. m
650 Sq. m
300 Sq. m
300 Sq. m
100 Sq. m
400 Sq. m
300 Sq. m
Connectivity / Service Corridor

A railway line about 75 km long connecting the port to the main line near Bhubaneswar
New station is to be developed.
A multilane road about 70 km long is also proposed as a part of the port project
connecting NH-5 to the proposed port taking off from near Phulnakra.
6.6
Drinking Water Management (Source & Supply of water)

Water Demand
Description
Phase-IA
Demand (kl/day)
Intermediate Phase
Master Plan
A.
B.
Raw Water
Dust Suppression & Fire Fighting
Greenbelt Development
Sub Total (A)
Potable Water
Port personnel, users & misc.
Ship Supply
Sub Total (B)
Total (A + B)
Page 46 of 51
September 2013
600
30
630
1900
50
1950
3800
70
3870
20
80
100
730
40
340
380
2330
90
765
855
4725
It can be seen from the above table that daily water demand for Phase IA development
is only 730 KLD (kilo litres per day). Out of this potable water demand is only 185 KLD.
The water demand over the master plan is expected to go up to 5000 KLD.
Water Source
The port has been proposed as an inland basin lagoon port close to seashore in the
Astaranga area to the south of Devi River near the estuary. It is proposed to draw water
from Devi River, from a point near the locality of Bauriakana, about 17.5 Km upstream of
the river mouth at Bay of Bengal. The river is sufficiently deep at this location and also
continues to flow with approximately the same bed width and depth till its mouth,
besides extending to about 5 km to 6 km upstream from Bauriakana.
Rain Water Harvesting
Rain water collected from roof of buildings will be channelized and routed to garland
drain/s around the buildings. These garland drains would be connected to the plant
storm water drainage network system all around the port. Several recharge wells
located at strategic locations within the port and will be interconnected to the storm
water drain network system. The runoff from the stockyard area is proposed to be
trained trough garland drains and collection pits into the guard pond to be recycled for
dust suppression and other uses like gardening and plantation.
6.7
Sewerage System
The sewerage system is limited to the areas wherever office buildings, canteens, and
other operational buildings are constructed. For the isolated buildings where the quantity
is negligible, it is proposed to construct septic tanks and connect the septic tank outlets
to soak pits for disposal. The solid waste generated by humans during the initial phase
is expected to be of the order of 800 kg/day. Near the location of port buildings it is
proposed to provide a sewage treatment plant of 100 KLD capacity. The treated sewage
shall be discharged to the main drainage network. During monsoon months, the sludge
will be stored separately in a storage structure with adequate capacity. The treated
water will be discharged into the main drainage system of the port. The sludge from the
treatment plant will be processed and converted into Biomass used as manure.
6.8
Page 47 of 51
September 2013
Industrial Waste Management

The non-biodegradable waste like plastic shall be disposed off to authorized vendors of
OSPCB.
6.9
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 nonbiodegradable 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 nonbiodegradable waste like plastic shall be disposed off to authorized vendors of OSPCB.
The kitchen waste and other biodegradable waste from different vessels calling at the
Port and from the tug boats shall also be collected and treated and disposed off with the
municipal solid waste disposal facility.
6.10
Power Requirement & Supply/Source

11KV Substation is in Astaranga town which is at a distance of 6.0 km from the port
boundary.
7.0
Rehabilitation and Resettlement (R&R) Plan

The Government of Odisha has framed a comprehensive Resettlement and
Rehabilitation (R&R) Policy vide a gazette notification No.18040-R & REH-1/06/R Dated
14/05/2006. The basic objectives of the policy while facilitating the Rehabilitation and
Resettlement Process are:
Recognizing voices of the displaced communities (emphasizing the needs of the

indigenous communities and vulnerable sections); and
Ensuring environmental sustainability through participatory and transparent process;
and
To help guiding the process of developing institutional mechanisms for
implementation, monitoring, conflict resolution and grievance redressal
Socio- economic survey shall be conducted within two months of publication of notice
for acquisition of land for the development of port project for identification of displaced
families and for preparing their socio- economic baseline. The socio-cultural, resource
mapping and infrastructural survey shall be conducted to ensure proper benchmarking
by an independent agency from among the list of firms / institutions short listed by the
Government.
Page 48 of 51
September 2013
The list of displaced families shall be placed before and approved by the respective
Rehabilitation & Periphery Development Advisory Committee RPDAC.
A comprehensive communication plan for awareness creation shall be formulated

and executed in the affected area.
Gram Sabha or Panchayats at the appropriate level shall be consulted
Normal development programs implemented by different agencies shall be
dovetailed with resettlement and rehabilitation package in resettlement habitats and
made available to the displaced community on a priority basis.
An identity card shall be issued to each displaced family in a manner prescribed by
Government.
Procedure prescribed by Government shall be followed in acquiring land and other
property and for payment of compensation / award.
public property like School Building, Club House, Hospital, Panchayat Ghar,
electrical installation, place(s) of worship etc shall be constructed at places as would
be determined in consultation with representatives of displaced persons.
Based on the list approved by Government and option of displaced families,

Rehabilitation and Resettlement Plan (RRP) shall be prepared for rehabilitation and
resettlement after due consultation with displaced communities in the manner
determined by the Government. Such plan shall address the specific needs of the
women, vulnerable groups and indigenous communities. The same will be placed
before the RPDAC for approval. The RRP shall provide a detailed implementation
schedule listing the chronological steps that will be taken to effect resettlement,
rehabilitation, and mitigation.
The development of the Port at Astaranga is classified as Type A Industrial Project.
Rehabilitation assistance specific to the type of project as detailed in the R&R policy
shall be formulated for implementation.
8.0
Internal monitoring and external evaluation mechanisms, methodology, and indicators

as required shall be provided, including processes for assuring integration of feedback
into RRP implementation.
Project Schedule and Cost estimates
8.1
Project schedule
The Project implementation period is 30 months excluding pre construction activities
such as obtaining statutory clearances and financial closure etc.
8.2
Capital Cost Estimates

The capital cost estimates have been prepared for the Phase-IA development of the
project and has been estimated at Rs. 7417 crores. The basis of the costing is as
follows:
Page 49 of 51
September 2013
The cost estimates of civil works have been prepared on the basis of current rates
for various items of work prevailing in the region and also on the past costs for
similar works elsewhere.
The cost of equipment and machinery are based on budgetary quotations and
discussions held with the manufacturers and also in-house data.
The price level used for the estimates is as of the first quarter of 2012.
The costs towards Plant and Machinery include manufacture, supply, installation
and commissioning of the respective items.
Provision towards Contingencies, Engineering, Project Management, Establishment and

Taxes & Duties, Levies etc. have been included. An abstract of the capital cost
estimates for the Phase IA development of the project is furnished below:
Sl. No
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
Abstract of Capital Cost Estimates (Phase IA)

Item
Rs. in Millions
Breakwaters
1250
Dredging and Reclamation
5800
Berths
2500
Utilities & Miscellaneous Works
2150
Mechanical
6875
Electrical
2515
Road / Rail Internal
1460
Project Preliminaries & Site Development
5000
Road External
11660
Rail External
17050
Contingency & Engineering
4150
PMC including other services
1340
Financing & I D C
8030
Taxes & Duties
4390
Grand Total
74170
9.0
Analysis of the Proposal
9.1
Financial Internal Rate of Return (IRR)
Page 50 of 51
September 2013
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:
Financial Internal Rate of Return - Phase IA
Year
2013
2014
2015
2016
2017
2018
2019
2020
2021
2022
2023
2024
2025
2026
2027
2028
2029
2030
2031
2032
2033
2034
2035
2036
2037
2038
2039
2040
2041
2042
2043
2044
2045
Capital
O&M
2115.0
3303.0
1999.0
126.77
310.02
325.36
341.46
358.16
375.65
394.28
413.55
433.79
455.38
477.68
501.09
526.06
551.87
578.96
607.87
637.73
669.07
702.57
737.12
773.40
812.19
852.18
894.16
939.06
985.33
914.60
960.64
1007.94
1057.59
(Figures in Rs. Crores)

Revenue
Total Cash Cash Inflow Net cash
Share to
Out flow
Inflow
State Govt.
2115.0
-2115.0
3303.0
-3303.0
1999.0
-1999.0
13.61
140.57
512.18
371.61
4.16
314.65
1182
867.35
4.16
330.02
1259.08
929.06
4.57
358.57
1339.82
981.25
4.57
391.29
1404.11
1012.82
4.57
426.98
1465.25
1038.27
5.03
476.31
1556.91
1080.6
5.03
521.62
1626.36
1104.74
120.81
662.69
1699.26
1036.57
129.84
724.39
1811.2
1086.81
193.45
827.5
1889.02
1061.52
216.75
905.43
1973.39
1067.96
228.66
982.41
2101.21
1118.8
240.67
1035.31
2194.17
1158.86
248.88
1042.68
2291.75
1249.07
283.79
1121.82
2441.42
1319.6
320.26
1240.45
2549.13
1308.68
331.66
1297.3
2662.14
1364.84
351.34
1539.92
2839.76
1299.84
368.99
1692.34
2964.38
1272.04
382.19
1768.14
3090.96
1322.82
405.24
1888.02
3298.88
1410.86
425.38
1976.77
3442.91
1466.14
440.66
2065.79
3594.18
1528.39
467.36
2182.71
3835.54
1652.83
490.36
2284.14
4002.3
1718.16
508.04
2317.65
4177.42
1859.77
539.45
2463.11
4461.34
1998.23
565.72
2497.65
4654.42
2156.77
586.19
2593.75
4857.2
2263.45
Financial Internal Rate of Return
12.67
Page 51 of 51
September 2013
A review of the FIRR results shows that with the annual traffic considered in arriving at
the project IRR as 17.7 MPTA, the project is viable from the Phase -IA with an FIRR of
12.67%. With further developments during the concession period, the substantial
increase in the traffic during the subsequent years of operation will yield higher FIRR.
Internal Rate Of Return
Project-Post Tax
Project-pre Tax
12.67%
9.2
13.89%
DSCR
Equity
Average
Minimum
16.63%
1.26
0.99
Financial and Social Benefits

Odisha, a principal maritime state has a coastline of over 480 KMs. It is endowed with
conducive, unique, natural and strategic port locations. The development of minor ports
in Odisha is in its infant stage. Though potential sites have already been identified for
the phased future development of minor ports, Governments own budgetary
constraints, coupled with lack of an integrated, investor friendly port policy has inhibited
development.
Sea-bound transport is the most cost-efficient as well as 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.
Astaranga Port development brings in considerable revenue accruals to the exchequer
i.e., various departments like Railways, Finance, Commerce, Customs and Excise and
the GoO.
Astaranga Area has remained generally undeveloped due to lack of large scale
industrial developments and the development of the port would make the area the most
sought after International Integrated Port City. Astaranga 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 consequences generate 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,
Astaranga Port will herald a new era of economic activity, and dramatically transform the
lifestyles of the people and the dynamics of the areas in the vicinity of 100 Kilometres of
Astaranga area in Puri will be energized
th
128 Meeting of the EAC
Agenda No.
Meeting Date
: 4.11
st
: 21 November 2013
Development of a Deep Water Port at Astaranga, Puri District, Odisha[F. No. 11-60/2013-IA.III]
SALIENT FEATURES
1. The Government of Orissa (GoO) desired to develop the Astaranga Port into a full-fledged all weather multiuser port through private investment on Build, Own, Operate, Share and Transfer (BOOST) terms and signed
a Concession Agreement with Navayuga Engineering Company Limited on November 22, 2010 for the
development of a port at Astaranga, Puri District.
2. Land area to an extent of 1578.269 ha required for the port development is agreed to be made available
by GoO as per the Concession Agreement.
3. Proposed port site is located on the South of the existing Paradeep Port on East Coast of India (latitude
o
o
19 56 N and Longitude 86 17 E) in the Puri District of Odisha. The river Devi is on the Northern side of the
proposed site. Astaranga is located at about 75 km from Bhubaneswar and 65 km from Puri. Nearest railway
station is Bhubaneswar (road distance - 75 km) and nearest airport is Biju Patnaik Airport, Bhubaneswar
(Road Distance - 75 km). The two major highway connectivity to the proposed port at Astaranga are NH203 and SH-60.
4. The Port at Astaranga is proposed to be developed in phases. Present proposal is for Phase-IA of the
project designed for a cargo handling capacity of 17.7 MTPA (Expert Cargo 11.7 MTPA and Import
Cargo 6 MTPA). Cargo to be handled in the Port includes Thermal Coal, Cooking Coal, Aluminium
products and General Cargo. Design Vessel Size: 85,000 DWT &120,000 DWT vessels light loaded to a
draft of 14.0m.
5. Port Facilities Planned for Phase IA Development
Breakwater
: North Breakwater (300m) and South Breakwater (1300m)
Approach Channel : Length 6200m, Width 180m, Turning Circle 450m
Dredging
: Capital Dredging 23.5 million cum,
: Maintenance Dredging - 0.95 million cum per annum
Total Quay Length : 1250m
6. A railway line about 75 km long connecting the port to the main line near Bhubaneswar New station is to
be developed. A multilane road about 70 km long is also proposed as a part of the port project connecting
NH-5 to the proposed port taking off from near Phulnakra as external Road and Rail Connectivity. Land
for the same shall be made available by GoO as per Concession Agreement for Port development and
separate proposal for Environmental Clearance as required shall be processed for the same.
7. The proposed project involves approval for de-reservation of village forest land (approximately 50 Ha).
Application for de-reservation procedure is under process.
8. Natural creek passing through the identified area for port is proposed to be straightened by forming
straight cuts and the meandering course is thereafter proposed to be reclaimed and used as port backup
area. Required bridges for road and rail connectivity will be built across the creek duly maintaining the
existing cross section of the waterway. The top of protection bunds shall be above + 6.00 m CD from
considerations of high water level and storm surge during cyclones.
9. Water Supply: Water Resources Department, Govt. of Odisha has allotted 5000 KLD of water from River
Devi with the intake point located near Bauriakhana at about 10 km from the port where the salinity levels
normally possess river water quality. The water will be treated in the Water Treatment Plant before use.
10. Power Supply: Power requirement during construction phase is around 2-3 MW, which is proposed to be
drawn from nearest 33 /11 KV substation (7 km from the site) and DG sets. Power requirement during
Operation phase is 15-20 MW, which is proposed to be drawn from either of the 400 / 220 KV substations
at Mendhasal or Chandaka in Khurda District.
11. The block Capital Cost for the Phase-1A development of the project is estimated at Rs. 7,417 Crores
with an FIRR of 12.67%.
12. Sahan Protected Forest (Casuarina) located adjacent on North-West along coast
Name of the Consultant: Consulting Engineering Services (India) Pvt. Ltd.
th
Sl. No. in the QCIs List of Accredited EIA Consultant Organizations dated 5 November 2013:
27
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Enclosure to Ltr No.

NEC / MoEF /119/13-14,

Details of site selection i.e., alternatives considered,

R & R Measures for the project affected inhabitants,

Diversion of about 50 ha of Forest land in the project area,

Present economic and social utility of the creek and

Proposal for conservation / maintenance of the creek.

Enclosure to Ltr No. NEC / MoEF /119/13-14,

DETAILS OF SITE SELECTION i.e., STUDY OF ALTERNATIVE

Selection of Suitable Location

Enclosure to Ltr No. NEC / MoEF /119/13-14,

These proposals have been studied in detail based on topo sheets,

Figure 1 Alternative Locations Studied

Enclosure to Ltr No. NEC / MoEF /119/13-14,

1.2.2 Riverine Port (Alternative No 1):

accommodate the berthing requirement in a phased development of

Enclosure to Ltr No. NEC / MoEF /119/13-14,

Enclosure to Ltr No. NEC / MoEF /119/13-14,

Enclosure to Ltr No. NEC / MoEF /119/13-14,

Enclosure to Ltr No. NEC / MoEF /119/13-14,

As per the report of National Assessment of Shoreline Change for

Enclosure to Ltr No. NEC / MoEF /119/13-14,

close to the heritage site Konarak. It is proposed to form the port

Enclosure to Ltr No. NEC / MoEF /119/13-14,

Enclosure to Ltr No. NEC / MoEF /119/13-14,

Enclosure to Ltr No. NEC / MoEF /119/13-14,

Existing Creek Kaduva Nadi / Palpala

Ecologically sensitive areas like

Enclosure to Ltr No. NEC / MoEF /119/13-14,

1.2.6 Choice of Location for Astaranga Port development

Enclosure to Ltr No. NEC / MoEF /119/13-14,

Table-4 Site Selection Matrix

10. Security & safety

From the above it is evident that location of Alternative No 2 i.e.,

Enclosure to Ltr No. NEC / MoEF /119/13-14,

Accordingly NECL have prepared and submitted the Techno Feasibility

Enclosure to Ltr No. NEC / MoEF /119/13-14,

Detailed Project Report for development of Phase IA of Astaranga

R&R Measures for the Project Affected Inhabitants

Enclosure to Ltr No. NEC / MoEF /119/13-14,

As required in the Odisha Land Acquisition Act, 1894, preparation of

Proposals for Diversion of Forest Land within the Project Area

Enclosure to Ltr No. NEC / MoEF /119/13-14,

the Notifications issued by GoO under LA Act, include the

Sahan Forest area and the Gramya Jungle.

department of the GoO is taking steps for land acquisition and

Enclosure to Ltr No. NEC / MoEF /119/13-14,

Present Economic and Social Utility of the Creek

Main Activity/ occupation of the households of the village

Enclosure to Ltr No. NEC / MoEF /119/13-14,

Main Activity/ occupation of the households of the village

Proposal for Conservation/Maintenance of the Creek

Enclosure to Ltr No. NEC / MoEF /119/13-14,

the western part of the creek near Kanamana village as shown in

Enclosure to Ltr No. NEC / MoEF /119/13-14,

the Kadua Nadi creek as of now. The drainage system would be

collection/settlement pits before discharging in to the creek. Run off

Focus group Discussion(FGDs):

Identification of the family on the basic of various of social categories

Mechanism for grievance handling

RESULTS OF THE STUDY:

Demographic profile of the families ;

(l)Gender of the person

(ii)Caste of the families: The village-wise caste