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PRE – FEASIBILITY REPORT FOR DEVELOPMENT OF MULTI PURPOSE JETTY AT NAVLAKHI, GUJARAT, INDIA DEVELOPERS; DMCC OIL TERMINALS (NAVLAKHI) LTD.
PRE – FEASIBILITY REPORT
FOR
DEVELOPMENT OF MULTI PURPOSE JETTY AT
NAVLAKHI, GUJARAT, INDIA
DEVELOPERS;
DMCC OIL TERMINALS (NAVLAKHI) LTD.
PRE FEASIBILITY REPORT FOR DEVELOPMENT OF MULTI PURPOSE JETTY AT NAVLAKHI
CONTENTS
SR. NO. DESCRIPTION PAGE
1. INTRODUCTION 1
1.1 Background
1.2 History of Navlakhi Port
1.3 Contents of this Report
2. SITE CONDITION 4
2.1 General
2.2 Topography
2.3 Hinter Land Connection
2.4 Location
2.5 Marine Access
2.6 Meteorological Data
2.6.1 Temperature
2.6.2 Relative Humidity
2.6.3 Rainfall
2.6.4 Wind Speeds and Direction
2.7 Geo Technical Conditions
2.7.1 On Shore
2.7.2 Off Shore
2.8 Oceanographic Information
2.8.1 Current Meter Observation
2.8.2 Tides
3. TRAFFIC POTENTIAL AT NAVLAKHI 11
3.1 General
3.2 Dry Bulk Cargo
3.3 Comparative Port Infrastructure
3.4 Traffic Trends at Gujarat Ports
3.5 Mundra Port & Traffic
3.6 Potential Forecast in Navlakhi/Mundra Hinterland
3.7 Critical Success Factors for the Project
4. CONCEPTUAL DEVELOPMENT PLAN 24
4.1 Introduction
4.2 Formulation of Concept
4.2.1 Site Characteristic
4.2.2 Support Infrastructure
4.2.3 Cargo Potential
4.2.4 Shipping Trends
4.3 Development Plan
4.3.1 Berthing & Operation Facilities
4.4 Structural & Functional Design Aspects of Berths
4.5 Approach Trestle
4.6 Navigation Aids
4.7 Development of Back-up Yard
4.8 Environmental aspects
4.9 Electric system
4.10 Fire Fighting System
4.11 Support Infrastructure
4.12 Future Studies & Investigations
4.13 Preliminary Cost Estimate for Phase-1
5. LIST OF DRAWINGS
1. India Map showing Navlakhi *
2. Map showing all Ports of Gujarat *
3. Admiralty Chart of Navlakhi
4. Proposed Layout of the project
5. Hydrographic Survey Drawing
IINNTTRROODDUUCCTTIIOONN
1.1.1 Background An Memorandum of Understanding was signed between DMCC Oil Terminals
(Navlakhi) Ltd, (DOTL) a special purpose vehicle company promoted by Dharmashi
Morarji Chemicals Ltd and the Government of Gujarat during the Vibrant Gujarat
2005 summit for development of Multipurpose jetty at Navlakhi.
Following the signing of agreement DOTL has started the preparatory work for
development of the Multipurpose jetty which will include a multi cargo jetty along with
necessary onshore development in first phase followed by second phase
development.
The scope of this report is to establish a preliminary techno-economic feasibility of
the multi purpose cargo jetty along with a container terminal based on which an in-
principle approval can be received from the Gujarat Maritime Board, Government of
Gujarat.
1.2 History of Navlakhi Port :
Navlakhi is an All weather Intermediate Road stead Port, situated at the head of inner
Gulf of Kutch on the west cost of India. This is the only port in Rajkot district of
Saurashtra under the administrative control of Gujarat Maritime Board. The port is
located at a distance 44 Km (23.75 Nm) North East of Bedi (Minor Port) and
approximately 45 Kms (24.3 Nm) from Kandla Port (Major Port). The existing port is
anchored in Hansthal Creek and situated at the junction of Sui and Versamedi Creek.
The exporting lighterage port consists of various shallow water berthing facilities,
shore structures like storages and transit godowns, platforms and pavings, Broad
gauge Railway line.
The commodities handled at Navlakhi in last 10 years are as under:
Import : Coal, Food Grains, Fertilizers, Fluorspar, Rock Phosphate
Export : Salt, Soya bean, Oil, Rice, Wheat, Agricultural Products.
Presently mainly coal and fluorspar is imported to this port. The cargo is received at
this port by means of barges. Cargo received at the jetty is unloaded into the
dumpers, which is further transported to the destination by rail or road route.
The existing port limit starts at No. 5 Buoy in Hansthal Creek. Pilot is compulsory for
vessels of more than 9.14m draught, from Tuna to the anchorage. Anchorage can be
obtained approximately 2.3nm WSW of Navlakhi Light and 2 vessels can work at a
time. Depth at anchorage varies between 9.0-12.5m. Lighters can move between
shore and vessel throughout the day. If a third vessel arrives off the port an
anchorage can be found in the vicinity of No. 5 Buoy about 3.5Nm SW of the
lighthouse in depths of 10-12m. Deeper draught vessels of 13.5m can anchor
approx 5.5Nm from the port, with up to 16m draught vessels lightened in the outer
reaches, 29Nm from port.
Vessels load/Unload/Discharge into lighters, with a total capacity of 400t. Lighters
discharge at three quays, total length 300m. Only two vessels can work at the
anchorage at any one time. The port remains closed during the monsoon period from
May to September.
During the cyclonic storm of June 1998, the port was damaged heavily. The existing
structures such as residential buildings and storage godowns were damaged beyond
repairs.
Further during the Earthquake of Jan 2001, the jetties were heavily damaged along
with the Railway line that was rendered useless. Since then a new jetty has been
constructed by GMB and a New Railway line has been laid.
The present handling and storage facility for coal is disorganized in form of irregular
coal dumps. The method of coal handling generates heavy problem of dusting. Also
the present infrastructure is grossly inadequate.
1.3 Contents of this Report.
The report consists of the following preliminary details:
Site Conditions
Traffic Potential
Conceptual Development Plan
Preliminary Cost Estimates
Financial Plan
SECTION 2 : SITE CONDITIONS
2.1 GENERAL
The preliminary site for the Jetty location has been selected based on Admiralty
Chart No. 2017. The identified site for the jetty as well as on shore facility is located
west of the existing Navlakhi Port area. Index Plan is enclosed for reference.
2.2 TOPOGRAPHY
The site selected lies toward the west of the Navlakhi port on the west side of Sui creek.
A detailed topography survey or on shore facility was carried out by M/s. Chetan
Engineers where as detailed Hydrographic survey of the off shore site was carried
out by M/s. Elcome Surveys, Mumbai.
2.3 HINTERLAND CONNECTIVITY The crescent shaped Gulf of Kutch is providing favourable locations for deep water
ports.
The physical setup of Gujarat enables it to enjoy the longest coastline in India.
Amongst the coastal states in India, Gujarat is second in number of ports after
Maharastra (Maharastra: 53 ports; 2 major ports) with 40 intermediate and minor 1
major ports.
Gulf of Kutch is blessed with the longest coastline in Gujarat and its typical
geomorphic conditions and many of its creeks provided ample opportunities for
establishment of ports in Gulf of Kutch. Since historic past, ports in Gulf of Kutch are
well known for their trading with Middle Eastern countries and for coastal trade with
Karachi and with other important ports in the sub-continent. Mandvi, Mundra, Jakhau,
Koteshwar, Navlakhi, Bedi, Okha are the minor ports operating in Gulf of Kutch since
distant past.
Kandla was the first modern port established in Kandla creek 90km from the mouth of
Gulf of Kutch. Today, Kandla is the second largest port in the country and is being
developed and managed by the Government of India.
Accessibility to hinterland is an important aspect of development of ports and for their
integrity to regional and national economy. Today Navlakhi port is in privileged to
being connected to the recently developed highway system in India and possesses a
massive hinterland with 10 states in the western and northern India.
Typical characteristics of hinterland of the port are:
Covers more than 10 states
Covers important urban centers such as Delhi and NCR, Ahmedabad, Bhopal,
Indore, Jaipur, Jodhpur, Chandigarh, Ludhiana, Amritsar, etc.
Has major portion of the country’s population and is a massive region of mass
production and consumption.
Moreover, there is possibility of diverting traffic from hinterlands of
Maharashtra and Southern ports through ensuring better performances and
connectivity.
Major road connecting the Navlakhi port to their hinterland and status of development
projects on these roads are:
Work for the port link SH 24 from Navlakhi via Morbi to NH 8A been completed
in 2002, which provides basic connectivity between Navlakhi and North and
Central Indian cities and rest of Gujarat.
With the ambitious East-West and North-South Corridor and Golden
Quadrilateral Projects, over all connectivity of Western, Northern and Central
Indian states are going to be improved in an unprecedented way.
Jaipur-Delhi and Udaipur-Ahmedabad portion of the Golden Quadrilateral has
already been completed along with their extensions in Gujarat.
East-West Corridor from Porbandar to Silchar in Assam is under construction.
Within Gujarat there are extensive improvements in connectivity to various
cities within past half a decade, which also goint to play significant role. Halol-
Kalol Expressway, Ahmedabad-Mehsana Toll Road, Ahmedabad-Vadodara
Expressway, etc definitely improves overall connectivity in the region.
Within next five years, it is envisaged that goods from ports in Gulf of Kutch will be
able to travel non-stop in four lane highways to neek and corners of the country.
Table 2.3 : Comparative Advantages of Ports in Kutch
Sr.
No.: Cities
States
Road Distance (Km)
Navlakhi Mumbai Comp.
Advtg.*
1. Jammu J & K 1542 1982 29 2. Shimla HP 1379 1742 26 3. Chandigarh Punjab 1274 1637 28
Ludhiana 1341 1704 27 4. Gurgaon Haryana 1006 1393 38 5. New-Delhi New-Delhi 1036 1407 36 6. Jaipur Rajasthan 778 1202 54
Jaisalmer 568 1140 101 Jodhpur 544 984 81 Kota 825 998 21
7. Gwalior MP 1160 1086 -6 Bhopal 873 779 -10 Indore 687 593 -13
8. Agra UP 1010 1197 19 Meerut 1101 1408 28 Moradabad 1277 1464 15
9. Dehradun Uttaranchal 1271 1578 24 10. Vadodara Gujarat 438 448 2
Surat 541 262 -51 Ahmedabad 325 545 68
Moreover, ports in Gulf of Kutch have comparative distance advantages from the
northern Indian states in comparison to other west coast ports. Comparative distance
advantage for the ports in Gulf of Kutch. J & K, HP, Punjab, Haryana has 20 to 30
percent, UP and Uttaranchal has 10 to 20 percent, Ahmedabad almost 50 percent
distance/ cost saving if considered the ports in Gulf of Kutch over Mumbai, JNPT or
Nava Sheva. Rajasthan has easy accessibility to Navlakhi being a neighbouring state
and well connected via national highways. Although the distance from major cities in
Madhya Pradesh to Gulf of Kutch are more in comparison to the same to
Mumbai,JNPT and Nava Sheva, but the port in Gulf of Kutch may be still be
preferable due to increasing congestion in Mumbai, JNPT and Nava Sheva and on
the roads leading to these ports.
Navlakhi is connected to Northern and central Indian states through broad gauge
railway line via Maliya-Miyana-Dhangadhra-Ahmedabad. Moreover conversion of
broad gauge railway line from Wankaner to Navlakhi via Morbi has been completed.
Access to site require a road from the main land.
A Plan showing Road/Railway connectivity is enclosed.
2.4 LOCATION
The site selected for the proposed development terminal is located within the notified
port limits of Navlakhi Port in Rajkot District of State of Gujarat. Navlakhi situated in
the inner most corner of the Gulf of Kutch, south east of Kandla at a distance of
about 24.3 Nm. Navlakhi port is situated at a distance of about 54 kms from Morbi,
which is located on National highway-8A (connection Ahmedabad with Kandla).
Approximate Geographical Coordinates of Navlakhi Port are given below.
1. Latitude 22o 07’ 25’’– North of equator
2. Longitude 70o 24’ 24’’ – East of Greenwich
* Coastal/High tide
(a) Mean high water springs + 7.21 meter above C D
(b) Mean high water neaps + 6.16 meter above C D
(c) Mean Low water neaps + 2.14 meter above C D
(d) Mean Lower Low water spring + 0.37 meter above C D
2.5 MARINE ACCESS Approach to Navlakhi Port for vessels sailing from the Arabian sea is located through
outer tuna buoy which is at a distance of 28 Nm from the jetty location. The approach
channel has been identified through a detailed survey carried out by M/s Elcome
Surveys which is shown in enclosed drawings.
2.6 METEROLOGICAL DATA
2.6.1 TEMPERATURE
Climate is moderate round the year except for the summer which is hot The temperature of
the region varies between 23.4oC to 32.5oC averaged annually. However, the extreme
temperature recordings indicate the highest as 40.3oC and lowest 13.10oC. The period from
March to May is one of continuous rise in temperature, May being the hottest month
normally. The onset of the south-west monsoon by the middle of June lowers the
temperature.
2.6.2 RELATIVE HUMIDITY
During the south-west monsoon season (June to September) the relative humidity is
generally over 60 %. Average monthly percentage relative humidity varies from 73.0 to 52.67
around the year. During the south-west monsoon season skies are heavily clouded to
overcast on many days. In the rest of the year clear or lightly cloud skies prevail. But on a
days in the winter season skies become cloudy when district is affected by passing western
disturbances across north India.
2.6.3 RAINFALL About 90 % of the annual rainfall is received during south – west monsoon season i.e. from
June to September, July being the month with highest rainfall. The rainfall generally
decreases from the south-east to the north-west. The project site receives about 305 mm of
annual rainfall. Occasional fog occurs during the post-monsoon months and in winter
season.
2.6.4 WIND SPEEDS AND DIRECTION
Winds are generally moderate but in summer and south-west monsoon season they
become stronger. South westerly to westerly winds prevail in the south-west
monsoon season. In October winds are from direction between west and north-east.
In January and February winds are again from directions between west and north-
east. In the summer season the winds are predominantly from directions between
south-west and north-west. In association with cyclonic storms in the Arabian Sea in
the post-monsoon months and to a lesser extent in May and June the district
experiences very strong winds and widespread rain. Thunderstorms occur in all the
months except in February and December, the frequency being more during the
period May to October.
2.7 GEO TECHNICAL CONDITIONS Geo technical surveys were carried out both for on shore structure as well as off
shore structure. The findings of Geo Tech investigation are summarized below.
2.7.1 On Shore The study of the various bore hole logs show that the 1st 3 to 4 meters consists of
very soft marine clay followed by medium stiff marine clay. The above layer is
followed by a very stiff to hard clay with N values >100 and finally below this is
completely weathered sand stone.
2.7.2 Off shore The sub soil condition at Jetty location consists of brownish light clay up to 3 m depth
from Ground Level. The consistency of this clay layer increases from stiff to very stiff
hard at 3m depth. This layer is followed by light brown silty clay up to 10 m depth
followed by weathered sandstone.
2.8 OCEANOGRAPHIC INFORMATION
2.8.1 Current meter observations Current meter observations were carried out at one location Continuously for a
duration of 21 days between 26th Sept and 14th Oct. 1994*. The current meter
readings were taken every half hour at 1m. below surface and 1 meter above sea
bed. The results are summarized below.
SUMMARY OF FLOAT OBSERVATIONS
OBSERVATION1 STATE OF
TIDE
RATE IN
m/sec
DIRECTION IN
DEGREES
I Mid of Ebb 1.88 245 II Ebbing 1.52 245 III Ebbing 1.29 245 IV Ebbing 1.23 245 V Ebbing 0.77 245 VI Mid of Flood 1.73 060 VII Flooding 1.18 060 VIII Flooding 1.05 060
* These data are for reference only. Detailed study will be undertaken at time of DPR.
2.8.2 TIDES Based on the past data a total range of 6.5m has been recorded with high water of
7.2m and low water of 0.7m.
SECTION 3 : TRAFFIC POTENTIAL AT NAVLAKHI 3.1 GENERAL This report deals with dry bulk & break bulk traffic focusing mainly on Coal, Bauxite,
Fertiliser, Fertiliser Raw Material, Iron & Steel, Steel Scrap, De-oiled Cakes, Food
grains (wheat and bagged rice) & containers.
METHODOLOGY OF TRAFFIC ASSESSMENT i) Over view of past cargo traffic trends at West Coast Ports of JNPT, MbPT,
KPT and GMB ports.
ii) Assessment of competing ports on the Western Coast’
iii) Based on the above, make approximate assessment of the current and
future Potential.
COMMODITY WISE TRAFFIC HANDLED ALONG WEST COAST PORTS (2003-04
& 2004-05)
000 MT
Commodity Period MbPT JNPT KPT GMB Ports
Total
POL 2004-05 19333 2462 22120 3108 47023 2003-04 18576 1939 23626 3050 47191
Iron Ore 2004-05 - - - 401.5 401.5 2003-04 - - - 389.7 389.7
Fertilizer Finished 2004-05 161 - 678 300 1139 2003-04 113 95 502 84.9 794.9
Raw 2004-05 413 6 278 714 1411 2003-04 406 53 269 - 728
Coal 2004-05 - - 229 934.9 1163.9 2003-04 - - - 619.2 619.2
Container (‘000 TEU) 2004-05 219 2371 180 - 2770 2003-04 197 2269 170 - 2636
Others 2004-05 12647 1594 15492 4254.4 33987 2003-04 8084 1318 14722 4161.9 28285.9 Total 2004-05 35125 32809 41541 9712.8 119186.8 2003-04 29995 31190 41523 8934.8 111642.8
Source: Port Statistics
Large amount of coal is imported by AEL (Adani Export Ltd.) through large vessels
for cost economics. However, smaller percentage (20.%) is imported by other
importers also.
GEB and AEC are the two biggest consumers of imported coal accounting for nearly
80% of coal consumed by power plants. Textile plants, chemical units, solvent units
etc. require smaller quantity of coal which is supplied primarily by these small
importers.
Coal handled at Mundra, Kandla and Navlakhi is destined to Rajasthan and Central
Gujarat and accounts for about 30% of the coal traffic
Fertiliser imports are mainly that of Urea, Di-ammonium phosphate (DAP) and
Muriate of Potash (MOP).
Gujarat ports mainly cater the West and North India, as it is more economical than
Paradip.
Iron and Steel import on West coast ports comprises of steel coils (HRC/CRC),
plates, pipes etc. Magdalla is largest iron and steel cargo handling port primarily on
account of import and export of Essar’s cargo. It is seen that the iron and steel traffic
along the West coast is increasing due to strong global demand from China in
particular.
GMB ports (other than Mundra port) at Magdalla and Pipavav handle cargo for Essar
Steel having a captive jetty at Hazira. Kandla port mainly handles steel coils and
pipes, plates and angles. Mundra primarily handles steel plates, import of Saw Pipes.
3.2 DRY BULK CARGO It is seen that total dry bulk traffic along the West Coast port has increased from 28
Mn. M.T in 1997-98 to 56 Mn. M.T in 2004-05. Following table shows the details:
(000 MT) 1998-
99 1999-00 2000-01 2001-02 2002-03 2003-04 2004-05
MbPT 5408 5674 5758 6097 7133 8084 12647 JNPT 2118 2125 1337 1190 939 1318 1594 KPT 6928 7166 7046 9369 10906 14722 15492 GMB Ports Dry Cargo
11707 14038 17754 18739 20998 23498 25998
Total 26161 29003 31895 35395 39976 47622 55731 Source: Port Statistics
MbPT spurt occurred primarily on account of increased iron and steel exports,
improved economic conditions, government policies etc.
JNPT has recorded continuous reduction in dry bulk traffic since 1999-2000 and is
more focussing on containerised cargo.
Traffic at Gujarat ports (KPT + GMB ports) has increased significantly over the past
few years primarily due to food grain exports & coal. Gujarat ports account for about
70 – 80% of the dry bulk traffic handled along the West Coast ports.
Total dry bulk traffic along Gujarat ports has increased from 20 Mn. M.T in 1997-98 to
about about 40 Mn. M.T in 2004-05.
3.3 COMPARATIVE PORT INFRASTRUCTURES
3.4 TRAFFIC TRENDS AT GUJARAT PORTS
000 MT DRY BULK TRAFFIC
1999-00 2000-01 2001-02 2002-03 CAGR(%)
Kandla Import 4427 3380 3418 3018 -3
Export 2739 3666 5951 7888 22
Mundra* Import 292 902 1416 1396
Export 392 644 1175 1874
GPPL Import 456 1188 919 863 35
Export 182 672 595 908 0
Dahej Import 794 1184 2121 2538 158
Export 11 1
Magdalla Import 5207 5082 4387 5324 2
Export 1159 933 810 804 -2
Bedi Import 757 364 372 492 -4
Export 697 2717 2560 2164 1
Okha Import 834 614 523 731 -7
Export 601 838 683 784 5
Ports
Type of PortDraft(Mt.)
Type of operation Handling Facility
Discharge rate Future Expansion
Mundra Deep Draft Port-All Weather 15.0 Mechanised 2 No. Mobile Harbourcranes & Conveyor 20000 TPD Possibility of performance improvementKandla Medium Draft - All Weather 10.5 Mobile Cranes Nil 10000 TPD No immeidtae PlansNavlakhi Lighterage-All Weather 3.5 Barging Nil 10000TPD Nothing ImmediateGPPL Medium Draft - All Weather 10.5 Mechanised Rail Mounted Multipurpose cranes 10000 TPD Planning to deepen the channelDahej (Birla Copper) Deep Draft Port-All Weather 13.5 Mechanised Multipurpose crane & Conveyor 18000 TPD No immediate PlanDahej (New facility) Deep Draft Port-All Weather 15 Mechanised Mobile Harbour cranes & Conveyors 20000 TPD New Proposed to be installedMagdalla Lighterage- Fair Weather 3.5 Barging Nil 8000 TPD Nothing ImmediateDahanu Lighterage-All Weather 3.0 Barging Nil 8000 TPD No immediate PlanDhramtar Lighterage-All Weather 3.0 Barging Nil 8000 TPD No immediate Plan
Comparative Port infrastructure for handling coal
Navlakhi Import 1700 1622 1684 1141 12
Export 0 0 51 50 -19
Porbander Import 147 118 503 539 3
Export 224 443 512 813 3
Bhavnagar Import 545 335 257 301 -12
Export 51 98 160 293 1
Total of the above
Import 15159 14789 15600 16343 6
Export 6045 10011 12508 15579 13
Source: GMB / KPT Port Statistics
Kandla handles largest volume. Other ports that handled significant volume include
Magdalla, Mundra and Dahej.
Ports such as Mundra, Dahej and GPPL have significantly higher CAGR. This
clearly presents the advantage of deep-water direct berthing ports that offer
customers appreciable cost advantage. It should be noted that Mundra port has
recorded highest growth over the past four years with traffic increasing from a
meagre 150,000 MT in 1999-2000 to over 3 Mn. M.T in 2002-03.
Mundra port is the closest competitor to Navalakhi facility & therefore its facilities & traffic handled is presented in detail in the following. Important features pertaining to other Gujarat ports are given in the TABLE above. 3.5 MUNDRA PORT & TRAFFIC Mundra port is a deep-water direct berthing port with a draft of 17 –18 m alongside
the berth. The high draft alongside the berth at Mundra makes it the deepest draft
port in Gujarat. It has four multi purpose berths ranging from 180 – 270 m with a total
quay length of 895 m. The port is well connected by rail and road to the northern
hinterland and has mechanised conveyor installed for handling various dry bulk
cargo.
The total dry bulk traffic at Mundra port has increased significantly from a meagre
150,000 MT in the year 1998-99 to about 3 Mn. M.T in the year 2002- 03. Mundra
port during the first half of the current financial year has handled over 2 Mn. M.T of
dry bulk cargo. Following TABLE shows the commodity-wise traffic:
‘000 MT
Commodity Import / Export 1998-99 1999-00 2000-01 2001-02 2002-03 CAGR
Fertilizers Import 117 128 365 132
Iron and Steel Products
Import / Export
22 60 287 501
Coal Import 626 908 973
Food grains Exports 14 13 83 459 974 189%
Ores Exports 2 209 348 423 415 280%
DOC Exports 98 147 148 111 3 -58%
Scrap Imports 18
Other dry cargo (excl. container)
Import / Export
28 176 153 38 252 73%
Total 142 684 1546 2591 3268 119%
Source: GMB Statistics
Mundra has a wide cargo base & offers direct berthing facility. Coal, food grains and
DOC is imported / exported by Adani Exports Ltd. This attracts cargo. Other users of
port include Saw Pipes, Welspun, Ashapura Minchem, IFFCO, Cargill, Sanghi
Cement etc.
Iron and Steel Products (including scrap), food grains and coal are the three
major commodities accounting for more than half the total traffic handled at the
Gujarat Ports.
Iron and Steel Traffic (including scrap) is increasing at a CAGR of 3% p.a. although
trend has been cyclical. Spurt in iron and steel exports is due to increased global
demand (from China in particular) and also increased domestic demand from various
segments such as infrastructure, construction, pipeline projects, etc.
Food grains, (wheat and bagged rice) although dependent largely on government
policies and rainfall, witnessed an overall growth of 29% p.a. This is primarily on
account of government policy to offload excess food grain stock to the traders for
export at internationally competitive rate.
Coal cargo has also witnessed strong growth primarily on account of advantage of
imported coal in terms of high calorific value (6000 – 6500 Kcal / Kg) compared to
domestic coal of 4000 – 4500 Kcal / Kg and low ash content.
DOC industry witnessed a downfall in exports on account of low rainfall in the year
2002-03 in M.P., the largest DOC exporting belt. This coupled with increased
domestic consumption has reduced the DOC exports substantially. However, good
rainfall in the current year is likely to spurt the DOC exports from the country.
Dry FRM (Fertiliser Raw Material) traffic along West Coast has reduced on account
of increased domestic availability. Rock Phosphate from Rajas than State Mines and
Minerals Ltd. and Sulphur from Reliance Refinery has reduced imports significantly.
Fertilisers also similarly witnessed a reduction in traffic on account of reduction in
DAP imports. This is attributed to commissioning of Oswal Chemicals and Fertilisers
plant at Paradeep and low rainfall in the last year. However, North and Western India
still rely on imported fertilisers for meeting its requirement.
Timber cargo has grown at a significantly over the past few years on account of strict
measures taken by government on cutting the trees coupled with increased demand. 3.6 POTENTIAL FORECAST IN NAVALAKHI/MUNDRA HINTERLAND
In the Dry bulk commodities the major quantity is contributed by coal alone. The
requirement of coal presented in the Table is primarily the demand that is envisaged
by potential users in the north west inter land, viz- Power Plants, Fertilizer Units and
Cement Industries. The future requirement is also projected based on the
discussions with the agencies.
000 MT
Commodity 08-09 13-14 Total Potential from Existing Users
16287 21002
Of which Coal 3543 4310 DOC 2208 2438 Wheat 1000 1000 Bagged Rice 2000 2000 Scrap 480 612 Timber 1772 2853 FRM 352 370 Fertilizer 547 604 Ores & Concentrates 1492 2402 Iron & Steel 2151 3464 Others 742 948
Commodity 08-09 13-14 Potential from New Shippers of imported coal
3800 3800
RSEB 1000 PSEB 1800 NFL 1000 Total Potential (Existing + New Shippers)
20087
Apart from the existing users, there are few other users of imported coal such as
Rajasthan State Electricity Board (RSEB), Punjab State Electricity Board (PSEB) and
National Fertilisers Ltd. (NFL), which are likely to use imported coal for their plants
located in Northern India. It is estimated that PSEB is to start imports of about 1.8
Mn. M.T in the near future.
All these users being a large consumer of coal are most likely to prefer port with
direct berthing facility, mechanised handling & linkages availability.
Thus the total potential (existing + new shippers) for Mundra/Navalakhi region port is estimated to increase from 18 Mn. M.T in the year 2002 – 03 to 24 Mn. M.T in the year 2013 –14. SEE ANNEXURE 1 for proportion shift to MUNDRA/NAVAKHI
It is also seen that the commodity mix is dominated by coal, iron and steel products
and ores and concentrates which are together estimated to account for about 60% of
the likely traffic. Food grain traffic, which is likely to account for a larger share of likely
traffic in the initial years, is estimated to loose its share towards the terminal year on
account of reducing potential.
3.7 CRITICAL SUCCESS FACTORS FOR THE PROJECT:
Aggressive marketing of port facilities and advantages to the shipping
community including shippers, C & F agents, etc.
Availability of rakes: Cargo build up for commodities such as bagged rice,
wheat, DOC etc. is a common phenomenon in the trade. As most of this cargo
moves by rake easy availability and faster turnaround of the rakes will be
essential for realization of the forecasted volumes.
Marketing to shippers
Capacity and infrastructure build up in line with the market forecast.
Government policies will also play an important role in realization of the likely
traffic as food grain traffic is primarily dependent on it.
Competitive rates to the shippers in order to attract forecasted volumes.
Shippers generally express their concern over contamination of cargo (food
grains in particular) with fertilizers and FRM. Hence, due care would be
required to convince new users of port to shift the cargo.
SUMMING UP Following are the key factors affecting the choice of port for coal imports
Logistics costs - Shipping and inland transportation costs
Perception of importers about ports
Relationship between importers and the ports
Share of captive cargo in ports potential traffic
Logistics and operational bottlenecks
Switching cost and time
Promotion and marketing strategy adopted by the ports
3.8 ASSESSMENT OF CONTAINER TRAFFIC
Preliminary assessment of future container growth & its expected share in the
Mundra/Navalakhi hinterland is presented based on the recent available data source.
In order to establish a rationale to apportion container traffic in the proposed facility
hinterland, the existing competing ports with their capacities & constraints are
understood. KPT, Mundra, GPPL & JNPT are the potential operators on the west
coast with established infrastructure network. Following TABLE gives the competitive
features:
WEST Coast Container Traffic Trend ‘000 TEUs
Port 2000-01 2001-02 2002-03 2003-04 2004-05 2005-06
(Till Aug)
CAGR(00-01
To 04-05)
Total 1,589 1,968 2,318 2,721 3,050 1,313 18 %
Of which
JNPT 1,165 1,573 1,930 2,269 2,371 1,069 19 %
MbPT 321 254 213 197 219 69 -9 %
Kandla 91 126 157 170 180 59 19 %
Mundra - - - 60 211 116 NA
Pipavav 12 15 18 25 69 NA 55%
Source : Indian Ports Association Statistics
Over the last decade JNPT became the key container port for North – Western India,
thus
- The single largest container ports accounts for 75 – 80 % of West Coast container traffic
Coming up of Mundra and Pipavav offered new alternatives
Mundra has emerged as a stronger alternative to JNPT – Traffic more than tripled in just second year of operation.
It is seen that, geographically, Mundra/Navalakhi has logistic advantage over other
ports by virtue of availability of BG rail & good road connection to hinterland.
Navigation/nautical features are more or less comparable to Mundra. Mundra port at
container location completed significant capital dredging & envisages doing
maintenance dredging at regular interval to secure advantage over KPT & remain
competitive with JNPT.
WEST COAST CONTAINER TRAFFIC
Traffic handled by competing ports on west coast is presented in TABLE as follows;
Port
MbPT JNPCT NSICT GPPL KPT MICT
Water Depth Alongside Berth (m) 9-11 13.5 13.5 12.5 9-11 17.5
Main Channel Length (km) 9.6 17 17 1.2 23 1.1
Channel Depth (m) 8-10 11.1 11.1 10.5 10 13.5
Rail Distance (KM)
Delhi 1390 1390 1390 1295 1175(1055) 1235(1115)
Ahmedabad 500 500 500 398 314 374
Jaipur 1120 1120 1120 1040 920(800) 980 (860)
Road Distance (KM)
Delhi 1408 1408 1408 1447 1100 1158
Ahmedabad 551 551 551 325 350 408
Jaipur 1176 1176 1176 950 910 950
Indore 602 602 602 709 760 818
Container Storage Area (Ha) 4* 53* 26 17 11 25
Container Handling Facilities at Berth
Super Post Panamax 0 2 6 0 0 2+2planned
Quay Cranes (Post Panamax) 2 (not working)
6 2 3 0 2
Gantries (Rubber Type + Rail) 3 21 32 0 0 16+6planned
Other Handling Eqpt (Mobile Harbour Crane, Golwald etc.)
2 Portarainer 3Tran strainer
4 reach stacker
11 reach
stackers
3 reach stackers
1 Golwald
+ 5 reach
stackers
NA 2 mobile harbor
cranes.
ICD SIDING 2 3* 2 1 0 2
Mbpt * Calculated based on 2615 slots for containers @ 20’x8’
*JNPT : Includes 18 Ha open area
*1 service rail siding
Over the last decade, JNPT became a important port in serving the North-west India.
With the development of Mundra, the traffic balance shifted as it has recorded
successively growing throughput. It shows that the location has potential to attract
shipping lines. Even KPT recorded 19% growth with its minimum handling facility &
nautical constraints. Navalakhi, presents encouraging features to develop such
facility.
FUTURE DEVELOPMENT PLANS OF COMPETING PORTS
Kandla envisage to commission 2nd terminal by 2008-09 & deepening the channel
further to accommodate main line vessels.
GPPL is constructing 300 m long berth & plan to install post-panamax RMQC by
2007.
Mundra is planning to augment the capacity by constructing over 550 m quay &
install post panamax cranes to handle main line vessels. With this the planned
capacity would be approximately 2.4 million TEU.
Planned capacity of JNPT and Mumbai port is expected to be about 5 million
and 1.2 million TEU per annum.
CARGO BELTS
Following figure shows the cargo belts for the Mundra/Navalakhi.
It is seen that there is a clear logistic advantage to serve the hinterland.
CARGO POTENTIAL & IMPORTANT FINDINGS
Growth for Import/Export is projected at 14% till 2015-16
Transhipment/coastal traffic from this region is likely to grow up to 650,000
TEU
Other international transhipment is also expected but needs to be studied in
detail.
Gujarat ports are expected to handle 1.3 million TEU & 3.7 million TEU by
2009-10 & 2015-16 respectively.
Likely overflow to Navalakhi region due to capacity constraints at other ports
is expected at 350,000 TEU to 600,000 TEU.
CRITICAL SUCCESS FACTORS
The above statistical fiigures are the potential & the realization of which depends on
following factors;
Availability of shipping lines & frequency
Evacuation by rail/road
CFS facility
Direct berthing & efficient cargo handling infrastructure
Competitive tariff
Marketing efforts
SECTION 4: CONCEPTUAL DEVELOPMENT PLAN
4.1 INTRODUCTION The development plan presented in the following is based on the preliminary site
data available at this time & the project requirements. Competitive considerations,
industry practice, structural & equipment cost, operational possibilities & long-term
tenability are the key parameters underlying the formulation of development plan. It is
important to note that as project development proceeds & more clarity to above
parameters comes, this can be updated further.
4.2 FORMULATION OF CONCEPT Following few important boundary conditions are evaluated during the formulation of
concept;
Site characteristics
Support infrastructure
Realization of potential projected cargo &
Shipping trends
4.2.1 Site Characteristic The proposed berths are to be located near the Navalakhi anchorage within the
Hansthal creek. The available water depth is 10.0 to 10.5 m. The shoreline is marked
by a MUD FLAT followed by a virgin back up land. The mud flat is about 1300.0 m
long beyond which the deeper water is available at about 1700 m distance where the
depth of water is 10.5m.
Coastal morphological features-erosion or accretions have not been recorded in
the past & therefore the water depths & distances given above have been adopted at
present for concept development. However, these need to be investigated
during/before DPR stage.
Based on this, a piled berthing structure with shore-connected trestle is preferred.
This will have minimum impact on current & morphological regime.
At present the navigation channel leading to Navlakhi is not marked on the
hydrographic charts being used by shippers. However, it is seen from the survey data
that the depths below CD varies from 6.5 m to 11.5 m. Average tidal variation is of
the order of 4.0 m considering neap tides.
Therefore, for no dredging scenario, the vessel size would be limited to HANDYSIZE. For Handymax & PANAMAX vessels dredging would be necessary. Actual alignment
of channel & dredging requirements would be finalized after completing the model
studies for navigation by an expert agency.
The jetty location is well protected from cyclonic storms; however it is exposed to
local fetch generated waves. Measured wave data at location is not available. This
study needs to be taken up during DPR stage.
The current pattern flows about N-S direction with maximum velocity in the range of
1m/s to 1.9 m/s. This will flow head-on. For navigation purposes TUG assistance
would be necessary, however, this will be studied in the model.
4.2.2 Support Infrastructure The proposed site is well connected by rail & road. These forms significant assets to
our proposal of development plan.
Water & power requirements would be met by the nearest existing ‘tapping points’ as
mentioned in the earlier section.
4.2.3 Cargo Potential
An approximate assessment of cargo likely to flow through Navalakhi region is
presented in ‘section 3’. The traffic volumes used for the planning purpose are
presented in the following assuming a % shift rationale. It is possible that certain
subjectivity may occur in these projection which may have to corrected during DPR
stage;
‘000 MT
COMMODITY Mundra/Navalakhi region 2008-09 2013-14
% shift to proposed facility
Traffic @ proposed facility 2008-09 2013-14
Coal
5000 7000
50%
2500 3500
Fertlizer/FRM Foodrain Iron Steel Scrap Container
440 525 1500 2500 1250 2000
25% 20% 30%
100 130 300 500 400 600 135 190
Traffic volume up to horizon year 2025-30 is capped as above for planning purposes.
To accommodate this likely variation in traffic in the long term, phase-wise
development of proposed facility is suggested to optimize the financial investment.
Realization of cargo depends upon numerous factors as stated in the traffic forecast.
Market forces & efficiency of operations are, however, the key parameters. The
business plan is therefore is a ‘rolling activity’ needs to be continuously tailored to
such things.
4.2.4 Shipping Trends
The shipping trend is governed by the overall economics of logistics & depends on
international situation, particularly for coal. The following ship sizes have been
judiciously chosen based on the present & expected trends in the industry.
TYPE LOA BEAM DRAFT
Panamax 80,000
DWT
Handymax
50,000 DWT
Handysize
35,000 DWT
225m 32.2m 13.5m
190m 32.0m 11.9m
165m 26.8m 9.7m
4.3 DEVELOPMENT PLAN
The proposed development plan has been prepared taking in to consideration the
site features, navigational possibilities, cargo ram-up & investment consequences. To
achieve this, therefore, phasing of facilities is necessary. Initial phase to commence
with is termed as phase-1 & phase 1A would commence when cargo demands
additional capacity.
4.3.1 Berthing & operation facility In the initial period (phase-1) the berths will be created for Handy size vessels, which
do not require any dredging.
* The Berthing facility has been judiciously decided into northern part
which will be the export facility whereas the southern part where will be an import
facility. A brief description of the same is as under.
A) Import facility dry bulk This will cater to the needs of coal, fertilizer & FRM.
i) Berth & Operational aspect: phase-1 Taking in to consideration the mooring & cargo handling requirements, the berth size
of 205m long & 30.0 m wide is proposed. This can meet effectively the projected
throughput requirements of Phase-1.
Mobile cranes of suitable capacity, preferably GOTTWALD type, are suitable for
reasons of flexibility. Two cranes each with a capacity of 13,000-14,000 T per day
can handle coal requirements. For Fertilizer/FRM the rate required is slightly lower.
These rates have been achieved at leading ports dealing with similar cargo.
To achieve operational efficiency, the cargo shall be moved to stack yard by
mechanized closed conveyor belt system. However, a hopper & truck system for
some period may also be adopted till mechanized system is in place.
A mechanized conveyor belt with steel chord & having a capacity of 1500-2000 TPH
can effectively meet the handling system & cargo requirements. Possibility of
installing grab unloader needs to be ascertained closely depending on shipping
pattern & cargo growth.
ii) Berth & Operational aspect Phase-1A
Phase 1A will be governed by the cost-economics of dredging cost of channel,
installation of grab unloader vis-à-vis the expected cargo potential at that time.
If these situation favors, then the channel shall be dredged to facilitate PANAMAX
navigation using tide. This would require total water depth of 15.0 m in the channel at
the berth.
Berthing facility To accommodate Panamax for effective cargo handling, it is suggested to extend the
berth by 30.0 m & provide mooring dolphin to balance mooring forces. This is an
optimum length & saves cost.
Decision to build entire 235 long; 30 m wide berth with dolphin right in the beginning
may be firmed up during DPR stage.
Operational aspect phase-1A
At this stage it is proposed to install TWO GRAB unloaders with a combined capacity
of 40,000 TPD & a matching conveyor belt system. It means, additional conveyor
system of 2000 TPH would be necessary to cope up with the unloading rate. With
this the berth capacity would eventually become approximately 7 to 7.5 million TPA.
Export facility This will cater to the needs of cargo throughput- iron, steel, scrap, Foodgrain &
containerized cargo to partial extent. DOC has not been considered as its quantum
is highly fluctuating & existing facilities are capable of handling DOC needs.
i) Berth & Operational aspects – Phase 1
Taking in to consideration the mooring & cargo handling requirements, the berth size
of 205m long & 41.0 m wide is proposed. This can meet effectively the projected
throughput requirements of phase-1. However, the container requirement is partially
met in terms of berth capacity using mobile cranes.
The width of berth proposed can accommodate mobile cranes & truck/trailer
movements. Keeping operational flexibility & future augmentation of equipments for
container handling, a provision for Rail Mounted Quay Crane with a rail spacing of
20.0 m is built in.
In phase 1 to start with, Gottwald type mobile crane would offer flexibility of handling
mixed cargo. It is anticipated that foodgrain would be exported in bagged form. Two
such cranes are considered adequate to meet phase I throughput demands.
However, with the remaining available capacity, it is assessed that the container
cargo to the extent of 50,000 TEU can only be moved. When this stage is reached,
the phase 1A implementation becomes due.
The movement of cargo from stack yard to berth shall be done by truck/trailers.
ii) Berth & Operational aspects – Phase 1A Magnitude & extent of phase 1B augmentation would depend entirely on the way
cargo growth is anticipated at that time. Container growth is expected, therefore
taking in to account a moderate scenario the following phase 1A expansion is
proposed.
Utilize the phase I facility of berth for non-container general cargo to meet the
projected throughput demand. Extend Berth No 2 by 170.0 m with a dolphin to
accommodate HANDYSIZE container vessel.
This will facilitate berthing of two handy size vessels on berth no-2 with a total berth
length of 375.0 m
The extended berth will have TWO rail mounted quay cranes to achieve the
container traffic. Although transporting containers from berth to stack yard for a long
haulage is not common, still nonetheless manageable with logistics arrangement.
4.4 Structural & Functional design aspects of Berths The berthing scheme envisaged above takes in to account the required flexibility to
augment the facility functionally viz- provision for conveyor facility, grab unloader/ rail
mounted cranes etc. The structure shall be designed right in the beginning for the
envisaged ship sizes to allow extension in future.
4.5 Approach Trestle
The approach trestle leading to stack yard will have two lanes & provision for
conveyor corridor.
4.6 Navigation Aids Necessary lateral marks as per IALA shall be installed on the berth.
4.7 Development of Back-up Yard The area available for storage is located about 2 km away from the terminal on a
virgin land. This is about 100.0 acres. Also about 32 acres of land is available on the
Navlakhi Island. Further about 30 acres of additional land will be required to be
acquired on Navlakhi Island.
It is proposed to connect the island with terminal by a bridge accommodating road
and conveyor.
Looking at the above situation the proposed zoning of stack yard is laid out. This is
as shown in the drawings. This is preliminary layout would need to be detailed during
DPR stage. The objective is to present the logistic arrangement which is feasible &
efficient.
The area available on the Navlakhi Island and further area to be acquired in Phase -I
will be used for Coal Stacking, Container cargo, Fertilizer and FRM and any other
import or export cargo required to be stored. It will also house the gate complex,
Administration Building, Guest House, Canteen, Dispensary, Fire Station and space
for utilities.
The 100 acres of land available on mud flat is proposed to be developed in phase -
1A where it is also proposed to bring the Railway line to the area. However these will
be decided based on the actual development of the port. The objective is to present
the utility of this piece of area as a value addition to the business plan.
Storage for various commodities expect as planned as mentioned below :
i) COAL Coal is stored in open yard & will have suitable train & truck loading points. In the
fully mechanized system, set of stacker/reclaimers, closed conveyor belt of suitable
capacity leading to loading points is envisaged. In phase 1, conventional methods
can also be deployed. Till rail facility at the yard becomes available, trucks do
movement.
A sprinkling system will be provided along the conveyer path as well as at the stack
yards for dust suppression. 5 m Height compound boundary wall will be constructed
along the coal stacking yards. The stack yard will have a WBM base.
Areas required for storage depends on various factors viz- ship parcel size, dwell
time etc. Industry practice is followed.
ii) Fertilizer & FRM This will be stored in a shed with bagging facility. Cargo will reach by conveyor belt to
shed. For further dispatch of cargo, conventional methods may be used.
iii) Food grain This will be stored in a Silo/shed. Necessary bagging facility, if needed, shall be
provided in case cargo arrives in bulk. Conventional methods will be generally used
to load the cargo to trucks.
iv) General cargo
Separate area will be allotted for open storage of pipes, plates & coils in phase 1A.
However, a common open storage area is proposed in phase 1.
v) Containers
Storage planning for container requires detailed analysis as it depends on many
factors.
In Phase 1 about 400 ground slots will be accommodated at the facility with 2 to 3
height and necessary equipment will be provided to for the same.
In phase 1A, 10 days dwell time, area has been allotted for about 2700 ground slots
& necessary appurtenances.
Initially, fork lift & reach stackers may be used at yard. When cargo growth demands,
RTG may be deployed with necessary rail loading equipments. Such operational
requirements & capital investment can be detailed during DPR stage.
4.8 Environmental aspects Based on the EIA, environmental management & mitigation plans shall be worked
out.
Cargo operations will take care of environmental norms, particularly coal handling.
Extensive network for water spraying to suppress dust emissions will be
implemented. Adequate green belt is planned to maintain the environment clean.
4.9 Electrical system
The provision of electrical system depends on level of automation in cargo handling
& equipment types. All these are not detailed at this time of the project. Based on
experience, it is expected that power supply of 8 to 10 MVA is required to be
planned. Necessary step down & feeder stations shall be planned; one such will be
located near jetty head & other at yard. DG back up of appropriate level shall also be
deployed.
4.10 Fire fighting system
As per the standard system, two systems are proposed as follows:
Sea water intake located jetty with high pressure pumps & hydrants located at
spacing
Sweet water from water supply line for onshore buildings
4.11 Support Infrastructure Following infrastructure is planned to be located to support the port operation
activities.
Terminal office
Workshop, auto garages etc
Central fire station
Residential accommodation for critical staff
Electric supply, feeder station
Waste disposal
Weigh Bridge & Truck Parking area.
Lighting & illumination
Water Supply
Drainage
Stormed Water Drain
Garden and Green Belt
Lighting & Illumination It is proposed to provided three types of illumination facilities in the Port premises i.e.,
i) Illumination of Coal Stack
ii) General Area Lighting
iii) Street Lighting
i) Illumination of Coal Stack: For proper illumination of coal stack and to facilitate easy loading and unloading
operations in the stack-yard it is suggested to provide Flood Lights. Flood lights of
height of 12m post with 250 W HPSV lamps (Flood Lights) may be provided at
centers and corners of each side of the stack-yard Thus in each stack-yard 8 nos. of
Flood lights may be placed along the periphery.
ii) General Area Lighting: General area lighting is provided for illumination of the overall area of port premises
in order to facilitate over all movement of trucks, Railway activities, stack-yard activity
and activities at Jetty etc. Lighting Mast of 30 m height are proposed with 400 W
HPSV Lamps to cover area along all four sides of the mast.
iii) Street Area :
Street lighting is provided along the roadside of illumination of Roads and easy
movement of traffic along roads. Street lights of 70 W HPSV lamps are proposed to
be provided along the periphery of road side at 30 meters c/c with a pole height of 9
mtrs.
Water Supply It is estimated that theTotal daily water requirement will be 5 lacs liter. The source of
water will be the Pipe Line being laid by GWSSB from Dahisar.
Storm Water Drainage i) Area Grading :
The open area will be graded in such a way that the storm water will get
directly discharged into the sea.
Only the pockets of land enclosed around will be taken care of while designing
the Storm Water Drainage System along with the Stack-yards.
The Drainage system will run parallel to the main road network.
It is proposed to have two disposal points for storm water drainage system
Catch pits will be provided which are connected to the manholes
approximately 30 m c/c distance along the SWD line.
Garden & Green Belt :
It is proposed to provide a Green belt area in the premises for mitigating the pollution
and from good aesthetic point of view. It is proposed to have :
Tree Plantation along the periphery of the entire Port premises
Green Belt area in front of Administrative Building
Tree Plantation along the periphery of coal stacks to prevent dusting problem
4.12 Future Studies & investigations The above formulation of development plan is conceptual & preliminary, based on
the existing available data. For further detailing & DPR preparations, following
studies & investigations are suggested to be carried out;
Topographic surveys of back up area particularly the MUD flat through which
the trestle is proposed to pass.
Study of satellite images of the coastline to assess its pattern
Desk assessment of coastal morphology & if found necessary be detailed
further to assess the suitability for proposed purposes.
Wave measurement near jetty & assessment of operational & design
parameters.
Desk study for mooring analysis
Navigation study for PANAMAX vessel
INDEX MAP OF DOTL PROJECT AT NAVLAKHI
LAY-OUT MAP
