___________

Following is an excerpt from a report in ibnlive.com.

The state government has started work on development of a railway corridor through Choudwar to Rourkela to allow ease of inward and outward transportation of goods from the industrial hubs and mining belts along the region.

Land acquisition for the project, the first of its kind initiative by a state government, has already been initiated by the Industrial Infrastructure Development Corporation (Idco). The project would go on ground after the land acquisition and is targeted to be completed by 2015, said Idco CMD Priyabrata Patnaik on Friday.

The corridor involves development of extensive rail and road connectivity, along with provisioning of water supply and other infrastructural facilities. The corridor would encompass two track railway lines and six-lane road passing through the industrial hubs and the coal mining belts. New industrial areas and downstream units would be developed along the corridor.

Common infrastructure facilities under the corridor would solve the problems of inward and outward transportation of goods and minerals. The stretch would pass through the heart of coal mining operations in the state, which harbours about 65 billion tonne of reserves. The coal reserves in the Talcher belt only is around 43 billion tonne.

The corridor would cover 17 large and mega-industries, along with 57 other units, through the stretch from Choudwar to Rourkela. Traffic projection on the route is given out as 8.7 million tonne.

The route would have 163 km of railway track length and 465 km on road. As many as 308 minor bridges and 77 major bridges would have to be constructed on it, said Patnaik.

Note 1: The 163 km of railway track probably refers to the Talcher-Bimlagarh segment.

Note 2: Although the above report only mentions the Choudwar-Rourkela part, in earlier documents there is mention of Paradeep-Choudwar-Rourkela industrial corridor. See for example this 2009 Business Standard report. Following are some excerpts from that.

The Orissa government plans to develop an industrial corridor running from Paradeep to Rourkela through industrial hubs like Choudwar, Talcher and Sambalpur.

Though the initial proposal was to have an industrial corridor originating from Choudwar to Rourkela, the proposal was modified to extend the corridor till Paradeep to allow inward and outward transport of goods through the Paradeep port, sources said.

… The proposed industrial corridor will be in line with the Delhi-Mumbai Industrial Corridor and is designed to pass through national highway no.42 and national highway no 5 (A).

Under the project, both road and rail corridor will be developed, which will be the backbone of the proposed project. The industrial estates and down stream units would be developed over 25 km area on both sides of the corridor.

IL&FS has been appointed as the consultant for the project and it has already submitted the pre-feasibility study report to the industry department on the project. However, the detail cost of the project is yet to be worked out yet, sources added.

…

The latest initiative of the state government follows a similar initiative to develop a common ‘rail-road-water pipeline and infrastructure corridor’ in Meramundali-Angul-Talcher-Chhendipada belt, to facilitate movement of coal in the Talcher coalfield area.

The project is estimated to cost about Rs 5000 crore including Rs 2000 crore for 2-line rail corridor and Rs 1100 crore for 4 lane road alongside it. The land width of the proposed corridor will be 300 metre which includes 60 metre for road and 20 metre for water pipeline.

The total length of the corridor is 137 kilometre which includes length of 43 number of major bridges to be constructed on this stretch. RITES Ltd has already submitted a pre-feasibility report to the state owned Industrial Infrastructure Development Corporation of Orissa Ltd. (Idco) on the project.

The project is designed to have multi-point centralised loading stations conceived along the corridor rather than individual bulb connections with a view to avoid interference or wastage of coal bearing areas. Road and water pipe alignment will run parallel to rail alignment, sources said.

It will be connected to rail line at three locations- Jharpada, Angul and Budhapanka. The common corridor will have multiple entry and exit points and no surface crossing. Besides, flyovers are proposed to avoid cross movements at junction stations.

This ‘rail-road-water pipeline and infrastructure corridor’ in Meramundali-Angul-Talcher-Chhendipada belt is projected to handle 113 million tonne coal by 2014-15. It includes 55 million tonne coal movement required by the power companies, 40.76 million tonne by steel companies and 17.22 million tonne by other industries.

Following is an excerpt from a report in Financial Express.

New infrastructure projects in Gujarat, Andhra Pradesh, West Bengal, Tamil Nadu and Orissa are set to get a major push in the five years starting 2012 as various government agencies will be prioritising building of roads, rail networks, airports and sea ports in these states that are setting up mega petroleum and petrochemical investment regions.

Five massive regions meant to attract investments in the petrochemical and allied sectors are now at various stages of implementation at Dahej in Gujarat, Visakhapatnam-Kakinada in Andhra Pradesh, Haldia in West Bengal, Paradeep in Orissa and Cuddalore and Nagapattinam in Tamil Nadu. These investment zones, each of which is not less than 250 square kilometres, are expected to attract a collective investment of R8,63,664 crore and create more than 40 lakh jobs during the 12th Five-Year Plan.

… “We will get infrastructure build for these projects using various existing schemes through appropriate prioritization,” K Jose Cyriac, department of chemicals and petrochemicals secretary, said. Government entities like the National Highways Authority of India, shipping ministry and the railways ministry would emphasise on fresh projects in these regions while allocating resources in the coming years. In the case of small connecting roads wherever required, the state governments concerned would include them in their own development plans.

Following is an excerpt from a report in Business Standard.

Petronet LNG Ltd, one of the fastest growing companies in the Indian energy sector has evinced interest in setting up an LNG (Liquified Natural Gas) terminal along the Orissa coast.

Dhamara, Gopalpur and Paradip ports in the state have been identified as the possible locations for the proposed LNG terminal which is set to cost Rs 4,000-5,000 crore.

“Petronet LNG is keen to set up an LNG terminal along the Orissa coast. The company is yet to zero in on any site though Dhamara, Gopalpur and Paradip have emerged as the potential locations. Petronet LNG has told us that the Orissa coast is the most suitable location for setting up the LNG terminal in which Rs 4,000-5,000 crore will be invested,” T Ramachandru, principal secretary (industries), Orissa government told Business Standard.

Petronet LNG is understood to be in talks with Paradeep Port Trust (PPT) authorities as well as promoters of Dhamara Ports Company Ltd (DPCL) and Gopalpur Ports Ltd (GPL) for the project. “We had initial discussions with the officials of Petronet LNG. They have proposed to set up an LNG terminal along the Orissa coast and we are open to the idea of setting up the terminal at Gopalpur. Petronet LNG officials have talked to PPT authorities as well as DPCL,” said Charchit Mishra, director of GPL.

… Petronet runs India’s first LNG receiving and re-gasification terminal at Dahej (Gujarat) having a capacity of 10 million tonne per annum (mtpa), equivalent to 40 mscmd (million standard cubic metres per day) of natural gas. The company is in the process of building another terminal at Kochi (Kerala) which will have a capacity of five mtpa equivalent to 20 mscmd.

Following is from the "About Us" page of Petronet.

Formed as a Joint Venture by the Government of India to import LNG and set up LNG terminals in the country, it involves India’s leading oil and natural gas industry players. Our promoters are GAIL (India) Limited (GAIL), Oil & Natural Gas Corporation Limited (ONGC), Indian Oil Corporation Limited (IOCL) and Bharat Petroleum Corporation Limited (BPCL).

The following map gives an idea that the location picked and being considered by Petronet is not going to be a one-off thing. From the shape of India it becomes clear that many companies who will be importing "things" and distributing them across India would think of three ports: one in the West, one in the South and one in the East. In the East, since Odisha has a much longer coast line than West Bengal, there is a rush to establish ports in Odisha. These ports are going to be a big factor in the development of Odisha. Because of that Odisha is and should be zealously protecting the welfare of its existing and planned ports.

Following is from http://dailypioneer.com/290501/Why-I-would-prefer-a-captive-port-for-Posco-steel-project.html.

Getting into the port town of Paradip after the ordeal of a tiring long journey from Cuttack on the State Highway is refreshing; sweeter than reaching an oasis after a long wandering in a vast desert depicting inertia and obscurantism. The experience of the musical fountain in a well-nurtured garden, the sight of a modest golf course, the neat avenues and bountiful hospitality linger on for long. The port has been expanding. Whereas the port handled 30 million tonnes (MT) of cargo in 2004-05, it handled an impressive 57 MT in 2009-10. This is the port I had served as chairman for five years, many years ago.

Many incidents surface in my memory — the removal of the two sunken dredgers close to the entrance channel of the port; the visit of the chairman of Indian Oil Corporation for setting up a refinery. Then, the Posco team’s visit for setting up a steel plant at the port town and Chief Minister Biju Patnaik’s long discussion on the issue with the visiting Koreans at the port guesthouse. At the guesthouse, one finds the foundation stone for the port with the prophetic description of the birth of the port ‘as yet another national adventure’ by Prime Minister Jawaharlal Nehru.

History is perhaps going to repeat itself. We are likely to see yet another national adventure on the coast, about 10 km south of the Paradip lighthouse. Should this happen, India’s east coast would have the most modern captive port at Jatadhari that would handle vessels of 170,000—220,000 DWT. The port would have facilities for handling smaller vessels as well. This port would be coming up at a time when the country is in great need to increase port capacity to bridge a huge anticipated capacity-gap of around 250 MT for dry cargo by 2013. On any given day, about 150 ships are waiting at anchorage in Indian waters. This amounts to an annual loss of `2,400 crore. Kandla Port handled the highest traffic in 2009-10 with 79.52 MT, and all the Major Ports handled 561 MT during the year. Share of traffic of the non-major ports has been increasing. It has risen to 206 MT in 2009-10 representing 37.5 per cent of the traffic of Major Ports.

The port sector, however, has to do much more. India’s Shipping Minister recently announced plans to triple capacity in the next 10 years so that India’s total capacity is boosted to 3,200 MT. Therefore, pace of entry of private players into the port sector has to gain momentum. Pipavav, Mundra, Krishnapatnam and Dahija are successful ports developed though private investment. Private developers would also be creating new ports at Dighi and Rewas (Maharashtra), Vizhinjam (Kerala), Kalpi (West Bengal), Gopalpur and Dhamra (Odisha). Private investments have also been made in different terminals of Major Ports like JNPT, Cochin, Haldia, Vizag, Tuticorin and Chennai. More private investments would only make our port sector viable and competitive.

The location of the proposed port at Jatadhari, south of the existing Paradip Port, would create immense opportunities for development of infrastructure facilities. Most promising opportunity for the people could be in the eight-lane expressway to connect the new port with Bhubaneswar.

One would only wish that the planners for the highway do not succumb to pressure for a zigzag alignment for the road so that it runs close to thick habitations .A straight line alignment, on the other hand, would induce planned development of the area. The proposed 12-km six-lane road along the coast would connect Paradip and the new port and make this stretch of the shore extremely popular with tourists. Besides, the new port would have connectivity with the NH-5A and the State Highway connecting Cuttack. At least two rail connections, one with Cuttack-Paradip line and the other with the proposed Haridaspur-Paradip line, would provide access to the steel plant and the new port. Plans are afoot for a dedicated rail-line from the mines to the new port. Though linking Jakhapura (on Kolkata-Chennai trunk route) with Banspani (in the mining belt) would be helpful, this line would not provide convenient access to many rich iron ore deposits of Sundargarh and Keonjhar districts. A new line should therefore connect Barsuan with the Banspani-Keojhar section and Barsuan should be connected with Talcher. The new port should be connected by a new rail-line with either Barang or Bhubaneswar by avoiding Cuttack. Such a comprehensive rail network only would ensure complete integration of the existing and the new ports with the hinterland.

Some view that the proposed port would have adverse effect on Paradip Port. People connected with Paradip are aware of the littoral drift of sand along the coast from south to north; the gradual accretion of land south of the southern breakwater of Paradip Port and erosion of land north of the northern breakwater. To contain the erosion, a seawall has been constructed north of the northern breakwater that runs up to the point of confluence of the Mahanadi with the sea. The northern breakwater of the proposed port is sometimes perceived as a feature, which could induce similar erosion of land towards Paradip. This apprehension however is unfounded, as this problem would surely be tackled through suitable engineering measures. The embankment form is expected to have in the middle portion quarry-run materials like boulders of different sizes; the seaside of the embankment is likely to be protected with acropodes and the landside with a concrete surface. The embankment is likely to be 7.5 metres high from the mean sea level and there is to be a wide road on top of it. The northern portion of the north breakwater of the new port is to be more effectively protected through better engineering measures. The southern breakwater of the port would arrest good quantity of north-moving sand and this would in fact help Paradip Port where the annual dredging would be less.

The other area of concern relates to the possible adverse impact on the business of Paradip Port. The cargo for the new port, it is pointed out, could be easily handled by Paradip Port. Actually, there is greater advantage in having two ports. The new port is expected to handle ultimately around 40 MT of cargo, but the development of the port has to go in tandem with the development of the steel plant. A port captive to the mother industry alone would be in a position to develop in conjunction with the development of the mother industry whereas such coordination may not always be possible if the port is a public port. A public port is meant to meet the requirement of many users in the hinterland.

Landlocked States in the hinterland of Paradip Port, Jharkhand and Chhattisgarh, are poised for rapid industrial development and their industries along with those in Odisha would depend on Paradip Port. Paradip Port would not be in a position to handle an additional cargo of around 40 MT of Posco plant. It is therefore only appropriate that the existing and future capacity of Paradip Port is taken advantage of by a large number of users and the Posco cargo handled by a captive port.

The new port should not therefore cause any concern; it is only a logical and welcome part of Posco-India’s project that is surely going to bring in an integrated development of the hinterland.

— The writer, a former IAS officer, can be reached at punarbashu@gmail.com

• See also the earlier report at http://www.orissalinks.com/orissagrowth/archives/3152.

Following is an excerpt from dnaindia.com.

… The port may be called the Adani-Kalinga Port.

The group has been nurturing a desire to have a port on the eastern coast in addition to the existing one on the western coast. It will help consolidate this group’s position in the port and shipping business in India.

Moreover, any group that owns major ports on both the western and eastern coasts of India could be expected to play a major role in coastal shipping as well, for ferrying goods from one coast to another, thus reducing costs, time and the incidence of pilferage that plagues road transportation.

… The proposed outlay is around Rs 10,000 crore. According to current plans, this port is to have 16 berths, and will have a capacity of 100 million tonnes —- almost similar to the capacity planned for Mundra.

… The interest of the Adani group has been confirmed by Satyabrat Sahu, transport and commerce secretary of Orissa, who is on record stating, “The Adani Group has given this proposal to set up a port. The state government is examining the proposal.”

… According to senior people in both the Adani group as well as the Orissa government, the process of examination is almost complete, and two of three approvals required have been obtained.

The last one should be in hand in a few days.

Adani officials said the port could be developed in two phases near Paradip in Jagatsinghpur district, barely three km from Jatadhari Muhan, where Posco India plans to set up its own captive port.

The group plans to invest Rs 5,000 crore in each of the two phases. If all goes well, 12 of the 16 berths should be up and running by 2015-16.

According to current plans, the port will handle coal, iron ore, liquid and containerised cargo. It may be mentioned that the Adani group owns several coal mines in Indonesia. Some of this coal is already being imported into India through the Mundra port.

Similarly, the Adani-Kalinga port could be the entry point for coal imports on the eastern coast as well, to feed many of the power plans that are expected to come up south of the proposed Adani-Kalinga port.

Similarly, since the Adani group has already become India’s largest player in the edible oil market through Adani-Wilmar Ltd, and owns oil plantations in Malaysia, this port could also play a significant part in edible oil imports.

The Adanis have also shown an interest in mining projects.

What is not known at this stage is the amount of land that will be available to the port, since a successful port must have good draft (depth), lots of land for storing goods meant to be shipped, and for evacuation of cargo that arrives at the port and transportation linkages to the hinterland.

… Since the Adani group has offered to the state government that it will be willing to invest in road and railways networks in and around the port, such a move could help in the overall economic growth of the state itself.

Such efforts could be further buttressed by hectic lobbying by both the Posco management and the owners of Dhamra Port (jointly owned by Larsen & Toubro and the Tata Group) for improving rail and road linkages on the eastern coast in India.

As was the case with the Mundra Port, the Adani group also plans to invest in power projects near this port as well.

The Odisha government should propose that Adani fund a new railway line along the proposed highway between Bhubaneswa/Khurda to Paradip and also part of the Khurda-Balangir line. The advantage for Adani will be:

• They will have a shorter path for their oil and other imports to be distributed in south India.
• Similarly through the Khurda-Balangir route and with another short-cut from Balangir to Nawapara Rd (need to be constructed) they will have another quick access path to western and central India. 

(The above mentioned three segments are shown in brown below.)

This will be a win-win situation in that it will allow both Adani and Odisha government to industrialize the Khurda-Balangir corridor and the interior areas such as Nayagarh, Phulbani and Bouda. Unlike the Railway line via Talcher and Angul and the one via Paradip-Haridaspur-Jakhapura-Keonjhar, the Paradip-Khurda-Balangir path will have less traffic from other entities, including very little passenger traffic, making it faster for Adani to send goods that way. Since the Khurda-Balangir corridor lacks industries the government may find it easier to find land and local support for industries in that corridor. In that case, it can encourage Adani and others to set up some of their planned industries in that corridor.

All of the above assume that the above dnaindia.com report is correct in that Adani aims to import coal and oil through this port and not focus on exporting minerals from Odisha.

Update: Following are excerpts from another report in Business Standard which has some extra information.

The port project called Adani Kalinga Port is to be developed in two phases at a distance of three km from Jatadhari Muhan, the proposed site of Posco India’s captive port in the state’s Jagatsinghpur district.

… The proposed port which would have 12 berths in all will handle coal, iron ore, liquid and containerized cargo.

… Besides the port, the Group plans to invest in other sectors in the state like power plant, edible oils and mining.

 

Following is an excerpt from a PTI report in Business Standard.

Ahmadabad-based Adani Group is keen on setting up a large port in Orissa coast and developing an industrial zone, including a power plant, at mammoth investment of Rs 98,000 crore.

A company delegation led by its Managing Director Rajesh S Adani met Chief Minister Naveen Patnaik here and made a presentation in this regard.

The company informed the state that it was interested in setting up a 100 million tonne capacity port in Jagatsinghpur district, near Paradip Port and a proposed captive port by Posco.

With an initial investment of Rs 5,000 crore, the company has proposed to start the first phase of the Rs 10,000-crore port project in 2013-14 and complete it by 2015-16.

It also has plans to set up an industrial zone close to its proposed port in Jagatsinghpur an investment of Rs 88,000.

…The company plans to send coal after mining at Talcher area, to Gujarat and Maharashtra from the proposed port.

"The coal will be sent after washing. The washery reject coal will be utilised for the proposed power plant," a company official said. The proposed power plant would be a part of the industrial zone.

Update:Tathya has a recent report on who is pursuing which port. Following is a table based on that info.

Following is from http://pib.nic.in/release/release.asp?relid=46317.

The Cabinet Committee on Economic Affairs today approved the project of Construction of Deep Draught Coal Berth at Paradip Port on Build, Operate and Transfer (BOT) basis at an estimated cost of Rs.479.01 crore, out of which Rs.408.90 crore will be borne by the BOT operator while Rs.70.20 crore will be borne by the Paradip Port Trust. The length of the approved BOT Coal Berth would be 370 meter, alongside depth of (-)17.1 meter which will be capable of handling vessels of 1,25,000 Dead Weight Tonnage (DWT) and will have developed stacking area of about 1,47,000 sqm. The project is to be implemented within a period of 36 months from the date of award of the concession.

The following are the benefits/results of the project:

(i) The project will help in de-congestion of Port due to handling of coal in higher capacity vessels upto 1,25,000 DWT.

(ii) Reduce Sea freight which will make imports cheaper.

(iii) Boost the industrial economy in the hinterland of Port leading to creation of job opportunities.

*****

AD/SH/LV

Following is an excerpt from  a report in Financial Express.

The Public-Private Partnership Appraisal Committee (PPAC) on Friday approved two port projects worth Rs 1,008 crore proposed by the department of shipping, in a meeting chaired by economic affairs secretary Ashok Chawla.

The two projects, Rs 467-crore deep drought coal berth and Rs 541-crore deep drought iron ore berth, will come up at the Paradip port on a build-operate and transfer basis. The port situated near Kolkata serves the vast hinterland spread over the Orissa, Jharkhand, Chhattisgarh, West Bengal, Madhya Pradesh, Uttar Pradesh and Bihar.

"The projects will be awarded by early 2009 and the construction will be over within three years of awarding of the projects," said a top official in the department of shipping.

"The cargo, which is brought at Paradip port largely comprises coal and iron ore. Keeping this in view, the expansion aims at accommodating the extra large vessels. Dredging and construction of railway line will also be done as a part of the expansion plan," he added.

… The port registered an all-time record annual traffic of 42.44 million tonne during the year 2007-08.

Following is from http://pib.nic.in/release/release.asp?relid=36341.

As part of the on-going process of development, it is planned to construct Deep Draught Iron Ore Berth and Deep Draught Coal Berth at Paradip Port at a total estimated cost of Rs.892.60 crore. The projects are at tendering stage. Plan for Development of Southern Dock Complex at the Port is also at preliminary stage.

(See http://www.orissalinks.com/orissagrowth/?p=96 for other expansion plans of Paradeep port.)

Following are extracted from a report in the Pioneer.

• the State Commerce and Transport Department, in its sanction order-29753, dated May 30, 1970, had allotted 3, 793.21 acres in the first phase and 2285.23 acres in the second phase to the Paradip Port Project. Most of the lands were obtained from Sandhakuda, Bijayachandrapur, Balijhari and Bhitaragara villages, under Kujang Tehsil. According to the official sources, about 6,889 acres of land were supplied to the Paradip Port Trust.
• The State Government had provided 62.19 acres of land to the Paradeep Phosphate Ltd, which is a fertiliser plant that started its project in 1982. The PPL had acquired 405 acres of private lands from Bhitaragada village on its own.
• … in Paradeep-Cuttack railway line 137 acres of land were acquired from the Bhitaragada village.
• Kujang Tehsil had about 1,500 acres of Government land in the Musadiha area that was provided to the Oswal Fertiliser Plant in the year 1995-96. The plant had also purchased about 500 acres of private land from the local people.
• … in 2000 Indian Oil Corporation had purchased 3,300 acres of private land from the local people of 17 villages for its refinery project, which was to be set up on the outskirts of Paradip but the project is yet to come.
• for much-hyped Haridaspur-Paradip Railway Project, widening of the NH-5 and recent expansion of Cuttack-Paradip State Highway, thousands of acres of both Government and private lands have been acquired from Kujang Tehsil.
• Essar, the 6 million tonnes steel plant project, moves for the land acquisition in Paradip and the project needs about 1,950 acres of land. The State Government has already given 350 acres of land to the plant. It will procure the remaining required land from private land.
• Posco has shown a demand of about 4,004 acres of land in Dhinkia, Gadakujang and Nuagaon villages for its steel plant and port project. The State Government has given assurance and has provided Posco most of the encroached Government and forestlands. The rest of the required land would be purchased from private landowners.

Dharitri has a nice overview (page1, page2, page3) of the status of the various ports that Orissa plans to have. Following are some highlights from that report.

• Aditya Birla group S.L. Mining has expressed interest in developing the Chudamani port in Bhadrakh district. IIT Madras has done the technical evaluation of this project. Page 1 of the article has more details.
• Navajuga engineering of Hyderabad has proposed developing Astaranga port in Puri district. Page 1 of the article has more details.
• Puri ports limited has proposed developing the Baliharchandi port in Puri district. Page 1 of the article has more details.
• Good earth maritime of Madras has proposed developing the port in Bahuda muhana of Ganjam district. Page 1 of the article has more details.
• Gopalpur: Being developed by Orissa Stevedores. Page 2 of the article has more details.
• Dhamara:TISCO and L & T are devloping this port. Page 2 of the article has more details.
• Jatadhari: Being developed by POSCO. Page 3 of the article has more details.
• Paradip: Existing major port. We discussed its expansion plans recently.
• Palur, Ganjam: no proposals yet
• Barunei, Kendarpara: no proposals yet
• Inchudi, Balasore: no proposals yet
• Chandipur, Balasore: no proposals yet
• Bahabalpur, Balasore: no proposals yet

The article says that the Balasore district ports face problems from the Dept. of Defense because of the missile testing range nearby. The article does not mention the following plan:

• Creative ports, Chennai plans to develop the Kirtania port on the mouth of Subarnarekha in Balasore district.

Statesman has a report on Paradip port aiming to be the number two port in the country. Following are some excerpts from that report.

Armed with a Paradip business and strategy plan for the next 20 years and an action plan for the next seven years, Paradip Port has set on sail to become the No-2 port of the country. The charted course envisages investments to the tune of over Rs 3,500 crore and it aims at handling capacity of 106 million tones in five years. … The growth recorded was a phenomenal 15 per cent and the revenue surplus was around Rs 198 crore last year. All new berths being planned will be on PPA mode and the capacity which is 51 mt will be increased to 106 mt by 2011-12, said the chairman. He pointed out that by November this year, the single point mooring will be commissioned adding 15 mt handling capacity. This is a IOC project with a berth floating 20 km offshore and pipelines which are already in place. … Maritime trade is on the upswing and each port has set high targets but the uniqueness of Paradip is that it has handled 38.4 mt with only bulk cargo. Despite limitations of being a bulk port with 14 berths and a limitation of 12.6 metre in terms of depth of the channel, the port has handled such huge quantities. … There are plans and projects to deepen the channel upto 16 meters to accommodate 125,000 tonners. Presently, it can accommodate 75,000 tonners. The project entails investment of Rs 253 crore and is scheduled to be completed by August 2008. Simultaneously, enhancement of draught at the existing dock system from 12.5 to 14 metres has also been planned for completion by March 2008. … The port plans creation of southern dock system with an investment of Rs 530 crore and four berths. This is targeted for commercial operation by March 2012. The approaches and connectivity have also been planned in a futuristic manner with enhancement of rail connectivity Haridaspur-Paradip line slated to be over by March 2009, four-laning of Chandikhole to Paradip road by March 2008. Even relocation of the existing township has been proposed keeping in view the raid development of the port activities.