ALL WEATHER MULTIPURPOSE PORT

AT ASTARANGA, PURI DISTRICT,

ODISHA

VISION AND PERSPECTIVE PLAN FOR

SAGAR MALA PROJECT

December - 2015

Navayuga Engineering Company Limited

Corp off: Plot No. 379, Road No. 10,
Jubilee Hills, Hyderabad 500033, India
Tel: +91-40-2333 9990 Fax: +91-40-2333 7789
 ALL-WEATHER, MULTI-PURPOSE PORT
AT ASTARANGA, PURI DISTRICT, ODISHA

Vision and Perspective Plan for Sagar Mala Project

1. Project Details

The Government of Odisha (GoO) decided to develop all weather

multipurpose ports at various locations along its coast and signed a
Concession Agreement for the development of the port at Astaranga with
Navayuga Engineering Company Limited (NECL) during the November 2010.

The Concession Agreement for the development of the port is for a period of
thirty years through Private investment on Build-Own-Operate-Share-
Transfer (BOOST) basis and extendable by twenty years. The port at
Astaranga is to be developed in several phases. Construction of port
facilities are likely to start upon handing over of the required land by GoO
and Phase-I development is proposed to be implemented in two stages.

The Proposed site for the development of the port is located to the South of
the existing Paradip Port on East Coast of India and 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 a road distance about 75 km from Bhubaneswar and about 65
Km from Puri.

2. Tentative assessment of the estimated traffic potential

for the next 30 years

The traditional approach towards segregating hinterland as primary,

secondary and tertiary areas is not very relevant for a green-field port like
Astaranga, owing to its proximity to major port at Paradip & another
emerging port in Dhamra and good road & rail connectivity. The Hinterland
has thus been segregated as Immediate & Extended hinterland.
a. Hinterland & Industry Cluster

Based on the key cargo clusters and traffic flows as existing, it is observed
that the hinterland of the port at Astaranga would extend to the States of
Odisha, Jharkhand, Chhattisgarh, West Bengal, Madhya Pradesh and Bihar.
The majority of current traffic is in the bulk form comprising of Thermal
Coal, Coking Coal & Iron Ore. The immediate hinterland for Astaranga port
may include cargo belts of central & northern districts of Odisha extending
up to key districts, industrial & mineral belts of neighbouring States
bordering Odisha which include Chhattisgarh, Jharkhand and West Bengal.

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Vision and Perspective Plan for Sagar Mala Project

Extended Hinterland - While immediate hinterland may be governed by

proximity factors, the extended hinterland can be significantly affected by
the cost and operational effectiveness the port possesses. Thus, the
extended hinterland for Astaranga Port would include parts of the Industrial
cargo belts of Chhattisgarh, Jharkhand, West Bengal, Madhya Pradesh and
Bihar. For containers, the same would extend to the northern & central
States of India.

The Hinterland for the proposed Port at Astaranga area is shown below in
Figure-1.

Figure-1 Zones in the Hinterland for Proposed Port at Astaranga Area

A detailed traffic forecast study was conducted and the report further
indicated that predominantly the coal mines of Talcher & IB Valley, Iron
ore belt in the secondary catchment area besides Alumina refineries,
steel plants, thermal power plants & bauxite mines are the potential
sources of cargo for the proposed port at Astaranga area.

Figure-2 Industries in the Hinterland

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 ALL-WEATHER, MULTI-PURPOSE PORT
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Vision and Perspective Plan for Sagar Mala Project

Figure 2 above 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 centers, it is strongly felt that a major share of various cargo
from the hinterland can be diverted to Astaranga Port.

b. Traffic Analysis and Forecast

Major commodities of various types of Cargo identified to be attracted to

Port at Astaranga are:

Thermal Coal
Coking Coal
Iron Ore
Container
Steel Product
Aluminium Product
General Cargo
Liquid bulk including Edible Oil

i. Coal (Thermal & Coking)

The State of Odisha accounts to over 24% of Indias Coal Resources. Coal
mines of Talcher and IB valley, which produce more than 110 million tonnes
per year falls within the primary hinterland of Astaranga Port. This Coal
sector is perhaps is the most attractive market segment for Astaranga port,
given the current volume and future traffic potential. The expected cargo
movement from Astaranga Port initially is estimated to be around 20 MTPA
and by 2045 to be over 100.00 MTPA; Talcher, Raigarh, Angul and
Jharsuguda are the key hinterland sources of traffic. Rourkela and
Sambalpur would provide additional traffic to the Astaranga port.

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 ALL-WEATHER, MULTI-PURPOSE PORT
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Vision and Perspective Plan for Sagar Mala Project

The major drivers for imported coal on the Odisha coast are the existing
and upcoming power plants besides Steel, Aluminum, Sponge Iron &
Cement plants located in the clusters of Angul, Dhenkanal, Sundargarh,
Sambalpur in Odisha, Jamshedpur & Bokaro in Jharkhand, Durgapur in West
Bengal, and Raigarh, Raipur etc., in Chhattisgarh.

While several of these power plants have established coal linkages / tie ups
with MCL for supply of indigenous thermal coal, owing to shortage in the
indigenous supply and the need to blend imported coal from Australia &
Indonesia with indigenous coal for efficient power generation, these power
plants, import coal in varying quantities. Astaranga port would provide the
three critical factors for coal handling shortest rail connectivity distance
from the coal mines besides adequate storage and mechanised coal
handling at par or on a better scale with the competing ports such as
Paradip, Vizag, Haldia etc.,

At present, hinterland of Astaranga is having coal based power plants with

more than 28,500 MW installed capacity and steel plants of about
21.70 million tonnes capacity. In addition coal based power plants are being
planned for an additional capacity of about 14200 MW. Accordingly the
estimated forecast of coal volumes in the hinterland of Astaranga port have
been computed to be about 30 MT at present and forecast to grow in excess
of 525 MT by the year 2065.

Apart from coal imports, a significant portion of coal produced by MCL is

being exported via the coastal route to power plants based on the coastal
districts of Andhra Pradesh, Tamil Nadu and Karnataka. MCL has long term
Fuel Supply Agreements ranging up to 20 years with the customers like
APGENCO, TNEB, NTPC & KPCL. The coastal coal volumes are not only
expected to maintain their current levels but also increase gradually as
these utilities ramp up their production plans.

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 ALL-WEATHER, MULTI-PURPOSE PORT
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Vision and Perspective Plan for Sagar Mala Project

Considering logistics costs for various ports from various hinterlands, the
potential market share for Astaranga port was calculated. It is seen that
Thermal Coal would be the driver of port volumes with the maximum
commodity share of about over 70 % by the year 2015. Coking coal would
follow as the second important commodity with a share about 25% by the
year 2015. Similarly the market share of coastal coal (export of Thermal) is
expected to be about 6 MT during the year 2015 and reaching about 15MT
by the year 2045.

ii. Iron Ore

The Iron Ore belt in Odisha is spread across Jajpur, Keonjhar, Mayurbhanj&
Sundargarh with Keonjhar having the largest of the reserves. Mines in the
hinterland of Astaranga port produce on an average36% of the total iron
ore of country. During 2013the production volumes of iron ore by mines
located in hinterland of Astaranga port was about 57million tonnes. It is
further observed that total volumes of iron ore export from the region post
2010 was about 27% on an average and reduced to 8% in FY13.

A modest estimate of Iron Ore Export is 1.5 MTPA initially & 14MTPA by the
year 2040-45.

iii. Container

With the advent of containerisation, most of the general cargo is

containerised. Due to the absence of a container port near the central part
of eastern coast, the central India, Madhya Pradesh, Karnataka, Andhra
Pradesh& Telangana presently depend on JNPT for container transports. The
proposed port at Astaranga will be able to meet the demand of the above
regions to a large extent.

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 ALL-WEATHER, MULTI-PURPOSE PORT
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Vision and Perspective Plan for Sagar Mala Project

It is observed that about 52% of the total traffic at Visakhapatnam

Container Terminal (VCT) is origin/ destination from& to Eastern region and
the remaining traffic at VCT are origin/ destination from& to Southern
region of India. The main origin/ destination region in the east is composed
of Bhubaneswar accounting for about 15% of total traffic followed by
Jharsuguda accounting for about 14 % of total traffic. 9% of traffic is origin/
destination from other regions which includes Nepal and some parts of West
Bengal. Due to its locational advantage, Astaranga Port will certainly have
logistics benefits for the traffic which is flowing to VCT, due to the non-
availability of any suitable container handling terminal in eastern region.

Further Indias east bound trade with Asian and SEAAP countries (South
East Asia, Australia and Pacific islands) would also be expected to directly
come to Astaranga Port due to distance advantage in comparison to the
other ports on the western coast.

The estimated shift of container traffic through Astaranga Port would be

about 1.0 MTPA (0.09TEU) initially and 27MTPA (1.93TEU) by 2040-45.

iv. General Cargo

General types of cargo which are likely to be handled at the Astaranga Port
comprises of fertiliser, cement, edible oil, steel products, timber logs, agri-
products, food grains, sea food etc. The general cargo traffic through
Astaranga Port is estimated to be about 1.7 MTPA initially and raise upto
3.0 MTPA by 2040-45.

v. Liquid Cargo
Bulk Liquid Cargo

Liquid bulk cargos are classified as chemicals & petrochemicals. There is a

plan to build a green field coastal corridor from Astaranga to Dhamra via
Paradip possibly as a part of the Petroleum, Chemicals & Petrochemicals
Investment Region (PCPIR) at Paradip. The estimated liquid bulk cargo
through Astaranga Port is 0.2 MTPA at present and raises up to 4.0 MTPA in
2040-45.

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 ALL-WEATHER, MULTI-PURPOSE PORT
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Vision and Perspective Plan for Sagar Mala Project

LNG/LPG
Indias demand for LNG/LPG consumption is increasing day by day which
will eventually call for developing facilities for import of LNG/LPG more or
less at all the ports. Infrastructure planning shall therefore aim at catering
to at least 5 MTPA of LNG / LPG handling at the appropriate stage.

OFF SHORE SUPPLY VESSELS (OSVs)

The Mahanadi Basin, situated in close proximity to the location of the

Astaranga Port is a basin with significant unexplored hydrocarbon potential.
Like its immediate neighbouring Krishna-Godavari Basin, Mahanadi Basin
also has a geological extension into offshore. The basin covers a total area
of 55,000 Sq. Km. out of which about 14,000 Sq. Km. lies in the shallow
offshore area. The deep-water part of the basin covers a much larger area.
The prognosticated resource of the on-land part of the basin is in the order
of 45 MMt and that of the shallow offshore basin is about 100 MMt. Deep
water part of the basin holds huge significant additional hydrocarbon
potential as well. The larger Onshore Mahanadi Basin is entirely located in
the State of Orissa. Astaranga port, being strategically located nearest to
the Mahanadi South Basin will have a huge demand for supplies of cement,
drilling mud, pipes, provisions, consumables etc. through OSVs. Offshore
Supply Vessels of 500 Nos per year would be expected to be handled at
Astaranga Port initially which may increase to about 1500 nos by 2040-45.

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 ALL-WEATHER, MULTI-PURPOSE PORT
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Vision and Perspective Plan for Sagar Mala Project

vi. Summary of Traffic Forecast

Summary of the traffic forecast for the next 30 years is as follows:

Traffic in MTPA
Commodities
FY 15 FY20 FY25 FY30 FY35 FY40 FY45
Coal 16.00 25.00 41.00 50.00 55.00 57.00 60.00
Iron Ore 1.50 2.40 5.40 8.80 10.60 13.30 14.00

TEUs 0.09 0.12 0.49 0.71 1.02 1.42 1.93

Container
MT 1.00 2.00 7.00 10.00 14.00 20.00 27.00

General Cargo 1.70 2.00 2.40 2.40 2.50 2.50 2.60

Liquid Bulk 0.20 0.40 0.80 1.30 2.00 2.90 4.00
Total 20.40 31.90 56.80 72.30 84.30 95.50 107.00
OSVs 500 1000 1000 1250 1250 1500 1500

3. Tentative assessment of the Port capacity required to

be created to meet the above requirement

Considering that Astaranga Port is a Green Field Port and will have to
compete with other existing and upcoming Ports in the East Coast, it is
proposed that the phase-1 of the development of the port should be able to
handle Panamax size vessels of upto 85000 DWT. Accordingly a 180m wide
approach channel, dredged to 15.5m CD is provided. There would be a
provision for further widening as well as deepening of the channel to cater
to 170,000 DWT ships in the future. In addition, vessels of 120,000 DWT
capacity light loaded to a draft of 14.0 m could be handled during phase-I
itself.

Initially quay walls for a length of 1230 RM for a minimum of four berths
are proposed to be developed. Two berths are provided to handle Dry Bulk
cargoes, one berth for General & Break bulk cargo and one berth for Multi-
purpose & Containers cargo. The berths shall be provided with conveyor
system and hoppers for coal handling through mechanised / semi
mechanised means.

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 ALL-WEATHER, MULTI-PURPOSE PORT
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Vision and Perspective Plan for Sagar Mala Project

Port facilities planned for phase-I development

Items Particulars
Maximum Ship Sizes (DWT)
Coal (Export) Upto 120,000
Coal ( Import) Upto 120,000
General Cargo 40,000
Container 2000 TEU
Breakwaters
Length of North Breakwater (m) 300
Length of South Breakwater (m) 1300
Navigational Features
Length of Approach Channel (m) 6200
Width of Approach Channel (m) 180
Diameter of Turning Circle (m) 450
Dredged Depth (m below CD)
Approach Channel 15.5
Manoeuvring Areas 15
Berthing Area 15.5
Water Depth w.r.t lowest low water
Approach Channel 16
Manoeuvring Areas 15.5
Berthing Area 16
Berths (Total Quay Length 1230m)
Coal export 1
Coal Import 1
Multipurpose cum Containers 2
Material Handling Equipment
Ship Loader 1
Ship Unloader 2
Total Conveying System Length 9.2 km
Stacker Cum Reclaimers 4
Wagon Tipplers 2
Wagon Loading Station 1
Mobile Harbour Cranes 4
Reach Stackers 6
Tractor Trailers 15
Pay loaders 4

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 ALL-WEATHER, MULTI-PURPOSE PORT
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Vision and Perspective Plan for Sagar Mala Project

Navigational areas for manoeuvring of vessels with drafts mentioned the

table hereunder will be created by onshore and offshore dredging. The
dredged depths at various navigational areas are as follows:

Description Dredged Depth (in m w.r.t CD)

Phase-IA Phase-IB Master Plan
Outer Approach Channel (-)15.50 (-)18.50 (-)20.20
Inner Approach Channel (-)15.50 (-)18.50 (-)20.20
Turning Circle (-)15.00 (-)15.00 (-)19.30
Dry Bulk Berths (-)15.50 (-)15.50 (-)19.80
General Cargo (-)12.50 (-)12.50 (-)14.00
Container Berths (-)11.50 (-)12.50 (-)14.00

The total quantity of dredging involved in Phase-I is about 100 million cum.

4. Backup Infrastructure

The backup area infrastructure development comprises of cargo storage

area, road, rail & parking facilities, green belt, utilities and amenities.

Adequate open storage area are provided for dry bulk cargo such as coal &
iron ore, general cargo such as granite, steel products, containers, and
liquid bulk. Adequate closed storage areas (warehouses) are provided for
storage of general cargo such as fertilisers, agri-products, cement, etc.

The cargo will be handled by means of state of the art equipment at berths
as well as in the cargo storage areas. Loading / Unloading of cargo at berths
and storage areas will be done by fully/ semi mechanised handling
equipment for efficient handling and reducing impacts on environment
quality. The equipment proposed for handling cargo at the berths are grab
unloaders, ship loaders, rail mounted quay cranes and harbour mobile
cranes. Bulk cargo handling equipment near storage yard comprises of
conveyors, stacker-reclaimers, wagon loading stations, wagon tipplers, etc.

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 ALL-WEATHER, MULTI-PURPOSE PORT
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Vision and Perspective Plan for Sagar Mala Project

Equipment for handling Container at the storage yard includes reach

stackers, tractor-trailers, and rubber tyred gantry cranes, forklifts, etc.

Adequate internal road-rail transportation network is proposed in the

backup area for efficient inward and outward movement of cargo.

The approximate estimated cost for development of Phase-IA along with

necessary infrastructure is estimated to be about Rs. 7417 Crores excluding
the cost of land.

5. Developing the Hinterland Linkage (External Road& Rail

Connectivity) and External Utility Areas

A. External Road Connectivity

Astaranga is at present connected to National Highway network through

NH-16 (Old NH-5) by State Highway No.60 (SH-60) from Phulnakhra near
Bhubaneswar to Chari Chak and from there through a Major District Road
no. 80 (MDR-80). The above road passes through thick habitation at a
number of villages enroute, which would cause bottlenecks for further
widening and Upgradation to cater to the heavy traffic requirement of the
port. Hence the development of dedicated port road connectivity corridor
becomes an absolute necessity.

The following connectivity links are considered essential for the port led
development.

i. Development of Dedicated Port Road Connectivity from NH-16

A 70 km long dedicated green field four lane road with a provision for
up-gradation to six lanes connecting the NH-16 (Old NH-5) to the Astaranga
Port has been surveyed and found feasible. The proposed road is to Take
Off at a point which is about a kilometre north of Phulnakhara junction
near Bhubaneswar to Astaranga Port is to be laid on priority basis. A
detailed project report has been prepared and submitted. The cost for
development of the port road connectivity is estimated to be about Rs. 1166
crores excluding the cost of the land and financing.

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 ALL-WEATHER, MULTI-PURPOSE PORT
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Vision and Perspective Plan for Sagar Mala Project

The process for approval for the junction arrangements at the Take-Off
from NHAI is in progress at present. The Road and Rail connectivity is
proposed to be developed on a common embankment to limit the
requirement of land to be acquired. GoO has issued administrative approval
for the acquisition / alienation of land to the extent of Ac. 1696.547 for the
development of the service corridor connectivity comprising of Roadway,
Railway and utility service corridor on dt 5th May, 2012.

ii. Up-gradation of NH-42

The National Highway 42 is major highway in the Eastern India stretching to
about 265 kms from Nirgundi @ NH-16 to Sambalpur/ Chhattisgarh @ NH-6
Via Dhenkanal & Angul. This highway which connects Astaranga port to the
hinterland of Coal & Iron Ore mines besides Power & Steel Industries is a
two lane road at present. To facilitate quick and efficient transport of cargo,
this stretch along with SH-10 connecting Sambalpur to Jharsuguda needs to
be widened to a four lane with a provision of six lanes for future. This
development is estimated to cost about Rs. 2500 crores.

iii. Up-gradation of NH 215

The Odisha/ Jharkhand region also houses the largest iron ore deposits in
the country. Ore rich districts of Keonjhar and Mayurbhanj in Orissa and
East & West Singhbhum in nearby Jharkhand account for over 45% of iron
ore exports in India and are well within the hinterland of Astaranga Port.
National Highway-215 is the highway that connects the hinterland of Iron
Ore mines at Kendujhar/ Joda / Barabil to the Astaranga port via Panikoili @
NH-16. This stretch upto Panikoili is two laned at present and about
200 kms long connecting to the Astaranga Port via Phulnakhara Junction.
For efficient transport of cargo this stretch needs to be widened to a four
lane road. The upgradation of the stretch is estimated to approximately cost
about Rs. 2400 crores.

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 ALL-WEATHER, MULTI-PURPOSE PORT
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Vision and Perspective Plan for Sagar Mala Project

iv. Up-Gradation of NH-200

NH-200 is an Important Highway in Eastern India. This two lane road
connects the mineral belts of Odisha & Chhattisgarh to Astaranga & Paradip
ports. It stretches to about 600 km from Chandikhol @ NH-16 in Odisha to
Raigarh in Chhattisgarh passing through Industrial towns of Duburi &
Jharsuguda besides the Iron Ore belt near Sukinda. It also connects
Astaranga Port to various Coal belts of Talcher, IB valley & Chhendipada
which constitute the primary hinterland of Coal & Iron Ore in Odisha. To
facilitate the quick flow of traffic to the connected Ports, NH-200 is required
to be upgraded to four lanes and the upgradation is estimated to cost about
Rs. 5000 crores.

B. External Railway Connectivity

Astaranga which is a coastal village in Puri District of Odisha is not

connected to Railway network. The Nearest railway line is the Chennai -
Visakhapatnam Howrah main line where Bhubaneswar is situated and is
about 75 km away from the location of the port. Also, a single branch line
which connects the Khurda Junction to the temple town of Puri, making Puri
station the nearest railway link to the ports location about 35 KM away
along the coast. As Astaranga is not connected to the Railway network
establishing rail connectivity becomes a very important part of the
development of the Astaranga Port.

Most of the traffic to and from the Port at Astaranga will move on
Jharsuguda Sambalpur Talcher Rajathgarh-Barang and Banspani-
Jakhapura Cuttack / Barang routes. Presently, these sections are
saturated and the Indian Railways have initiated several line capacity
augmentation works in the vicinity of the project area.

The following are the list of railway connectivitys which are key to the
development of the Astaranga Port.

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 ALL-WEATHER, MULTI-PURPOSE PORT
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Vision and Perspective Plan for Sagar Mala Project

(i) Development of dedicated Port Connectivity to Astaranga Port

from Bhubaneswar New Station.

East Coast Railway (ECoR) has approved the proposed Take Off for the
75km long dedicated Port Connectivity from the Bhubaneswar New Station
situated between Barang & Mancheswar Railway Stations on the Howrah-
Chennai main line. Initially an electrified double track is proposed to be built
with a provision for a third line in future. Railway Board, Ministry of
Railways have already issued clearance for the construction of the rail link
to Astaranga Port under the Non-Governmental model. The cost for
development of the port rail connectivity is estimated to be about Rs. 1705
crores excluding the cost of the land and financing. GoO has issued
administrative approval for the acquisition / alienation of land to the extent
of Ac. 1696.547 for the development of the service corridor connectivity
comprising of Roadway, Railway and utility service corridor on dt 5th May,
2012.

(ii) Development of 20KM long third line between Rajathgarh &

Barang Junctions.

The single track Railway Line between Talcher and Rajathgarh is at present
used extensively for the transport of both import of coal for the pit head
Power plants & Steel processing plants and for the export of coal from the
mines. The single track railway line between Rajathgarh and Barang
Junctions in Khurda Road division of ECoR is at present running at more
than 100% of the rated capacity. The doubling work of this section is
scheduled to be completed by end 2016. Hence the development of a third
line in this section is of great importance for the expeditious movement of
coal to & from proposed port of Astaranga. The approximate cost of laying
this railway line is estimated at the cost of 300 crores excluding the cost of
land.

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Vision and Perspective Plan for Sagar Mala Project

(iii) Doubling of Sambalpur - Talcher Road Junction

The 174 KM long railway line between Sambalpur to Talcher road Junctions
is at present a single track under the Sambalpur Division of ECoR and is
running to full capacity. It is a very important Railway line for transportation
of Coal. In view of the above it is necessary to plan for immediate execution
of the Doubling of this line. The approximate cost of laying this railway line
is estimated at the cost of Rs. 950 crores excluding the cost of land.

(iv) Development of Khurda Balangir Railway line

A 289 km Rail project estimated at a cost of about Rs. 2000 crores coursing
through some of the backward areas of Odisha was sanctioned by the
Ministry of Railways in 1994-95. About 32 km of the line (Khurda road to
Begunia) has only been completed till date. The said Railway line shall
establish shorter connectivity to the proposed Astaranga Port with the coal
mines at Barpali, Bargarh District.

(v) Development of Bimlagarh Talcher Railway line

This project was sanctioned in 2003-04 at an estimated cost of

Rs. 810 Crores to lay 154km of a new line in Sambalpur division of ECoR
covering Sundargarh, Kendujhar, Angul & Dhenkanal District.

The existing Rourkela-Bimlagarh link presently caters to the mineral

transportation needs from the Bonai sub-division of Sundargarh district.
Ironically for decades, the mineral transportation from Sundargarh and
adjacent Keonjhar districts to Paradip and elsewhere is being undertaken
via the surface route, which is both time and cost consuming.

The proposed Bimlagarh-Talcher rail link, which envisages the shortest

possible rail connectivity between the Steel City and Bhubaneswar via
Sambalpur and Talcher, would shorten the distance by 116 km. At present
commuters are required to cover a distance of 426 kms to reach the Capital
city.

This line is required to be developed at the earliest to cater effectively to

the mineral traffic to Astaranga & Paradip Ports.

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Vision and Perspective Plan for Sagar Mala Project

(vi) Doubling of Daitari Banspani

Doubling of 155 km railway link between Daitari and Banspani section of

Khurda Road division of ECoR is very important. This lane connects the
Banspani and Daitari Iron Ore sectors of Odisha with proposed Astaranga
Port via a route which will be shorter by 355 km than the existing route via
Kharagpur. The approximate cost of laying this railway line was estimated
during 1992-93 at the cost of about Rs. 600 crores excluding the cost of
land.
The proposed external rail connectivity to the Astaranga Port is shown in
the attached the end of the report map.

Siding with holding lines

The rakes carrying cargo / returning empty from the port are required to
join the main line through which other trains pass. It is imperative that the
rakes from the port stand by till the main track is clear for the joining. It is
prudent that a siding with a number of holding line shall be created which
will enable trains from the port to join the main line with minimum time lag.
It is essential that the holding line facility shall be created as close to the
junction as possible (Take OFF & Take ON at the main line).

C. External Utility Areas

Port development generates considerable volumes of vehicular traffic for
transport of cargo To & From the hinterland. These vehicles are generally
parked alongside the road because of the lead times required for loading /
unloading of the trucks in the port which results in reduction of lane widths
and heavy traffic congestion, even on dedicated port connectivity. The road
connecting Paradip port to Chandikhol is a classic example of this problem.
Hence sufficient truck parking areas of about 100 acres shall be provided by
the state government close to the port boundary alongside main road
connecting the port to national highway which may also be used for setting
up amenities such as canteens, truck maintenance facilities, bus shelters,
electric sub-stations, other associated services, etc.

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 ALL-WEATHER, DEEP WATER, MULTI-PURPOSE PORT
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Vision and Perspective Plan for Sagar Mala Project

PORT AT ASTARANGA,
Development / Upgradation of hinterland road connectivity to the Port.

3
4

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 ALL-WEATHER, MULTI-PURPOSE PORT
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Vision and Perspective Plan for Sagar Mala Project

PORT AT ASTARANGA,
Upgradation/ Development/ up-gradation of hinterland rail connectivity to the Port

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 ALL-WEATHER, MULTI-PURPOSE PORT
AT ASTARANGA, PURI DISTRICT, ODISHA

Vision and Perspective Plan for Sagar Mala Project

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