30 Output

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Proposed LNG
FSRU Terminal
Annexure -1
Proposed Project Location – Key Map
0 0
0
82 25’ 820 30’
82 15’ 82 20’
0
17
05’
Proposed Widening and

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Deepening of entry channel
Proposed Subsea
0
pipeline 17
Proposed Onshore Island Jetty
Facility 00’
Proposed 600 mɸ
Turning Circle
Annexure- 2
160
55’
Preliminary Layout of Proposed Project

F1-28
(A) Identified location for Offshore Facility (Island Jetty & FSRU)
Annexure -3
(B) Identified location for Onshore Facility (landfall Point)
Project Site Photographs

APPENDEX I (Revised as per MoEF Notification S.O.3067(E) dt. 01.12.2009)
(See paragraph – 6)
FORM 1
(I) Basic Information
Sr. Item Details

No.
1. Name of the Project/s Development of offshore LNG FSRU Facility at
Kakinada Deep Water Port
2. S.No. in the schedule 7(e)
3. Proposed The project will be designed for 6.5 Million Ton
capacity/area/length/tonnage to be Per Annum (MTPA) LNG throughput (Equivalent
handled/command area/lease to Approx. 26.9 MMSCMD Natural Gas flow
area/number of wells to be drilled rate)
4. New/Expansion/Modernization Expansion
5. Existing Capacity/Area etc. The existing Kakinada Deep Water Port handled
10.8 Million Metric ton Multiple Cargo during
2010-’11
6. Category of Project i.e., 'A' or 'B' ‘A’
7. Does it attract the general Not applicable, since proposed project falls in ‘A’
condition? If yes, category
Please specify.
8. Does it attract the specific -No-
condition? If yes,
Please specify.
9. Location Kakinada Deep Water Port, Kakinada, East
Godavari District, Andhra Pradesh (Annexure-
1).
Geographic location:
Latitude – 160 59.141’ – 170 00.275’ N
Longitude - 82016.763’ - 820 17.976’ E
Plot/Survey/Khasra No. Within the existing Kakinada Deep Water Port
limits
Village Kakinada
Tehsil Kakinada
District East Godavari
State Andhra Pradesh
10. Nearest Railway station/Airport Railway Station: Kakinada Port / Kakinada Town
along with distance in kms Air Port: Rajahmundry (Approx. 70 Km)
11. Nearest town/city, district Head Nearest City : Kakinada (Population – 0.312
quarters along with the distance in million)
kms Kakinada is District Head Quarters for East
Godavari District
12. Village Panchayats, Zilla Parishad, The proposed project is planned within existing
Municipal Corporation, Local Body Kakinada Deep Water Port limits. Present
(Complete Postal addresses with custodian of proposed project site:
telephone no.s to be given) General Manager – Operations
Kakinada Seaports Limited
1st Floor, Operations Building
Kakinada Deep Water Port
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Sr. Item Details
No.
Beach Road, Kakinada – 533 007
Andhra Pradesh
Phones : 0884-2349619, 2368246
Fax : 0884-2354170, 2354171
13. Name of the applicant Managing Director
Andhra Pradesh Gas Distribution Corporation
Limited (APGDC)
14. Registered 2nd Floor, Parisrama Bhavan, 5-9-59/B, Fatheh
Address Maidan Road, Hyderabad - 500 004,
Andhra Pradesh
15. Address for correspondence:
Name S.Narayanan
Designation Managing Director
Owner/Partner/CEO)
Address 2nd Floor, Parisrama Bhavan, 5-9-59/B, Fatheh
Maidan Road, Hyderabad - 500 004,
Andhra Pradesh
Pin Code 500 004
E-mail snarayanan@gail.co.in
kapilkumarjain@gail.co.in
Telephone No. 040-67304949/ 67304930 / 09866248025
Fax. No. 040- 67304951
16. Details of alternative Sites As the immediate and main objective of proposed
examined, if any project is to provide Natural Gas to the existing
location of these sites should be Combined Cycle Power Plant (CCPP’s) apart
shown on a toposheet. from city gas supply in Andhra Pradesh to
overcome the existing electricity/energy crisis, the
existing sea ports along A.P. coast
(Visakhapatnam Port, Gangavaram Port etc.)
have been studied by IPA & IIT, Chennai and
recommended Kakinada Deep Water Port as
comparatively better option (The details are
provided in Appendix-B of attached PFR) based
on techno economic considerations
17. Interlinked Projects -Nil-
18. Whether separate -No-
application of interlinked
Project has been submitted
19. If yes, date of submission N.A.
20. If no , reason N.A.

21. Whether the proposal involves
approval / clearance under :
(a)The Forest (Conservation) Act, - No-
1980
(b)The Wildlife (Protection) Act, 1972 - No-
(c) The CRZ Notifications, 1991 - Yes-

If yes, details of the same and their A separate application will be submitted to
F1-2
Sr. Item Details
No.
status to be given. APCZMA after completion of CRZ study /
demarcation by MoEF authorized agency
22. Whether there is any Government -No-
Order/Policy relevant/relating to
the site?
23. Forest land involved No forest land is involved
(hectares)
24. Whether there is any litigation
pending against the project and/or - Nil -
land in which project propose to be
set up?
(a) Name of the Court
(b) Case No. Not Applicable
(c ) Orders/directions of the court, if
any and its relevance with the
proposed project.
(II) Activity
1. Construction, operation or decommissioning of the Project involving

actions, which will cause physical changes in the locality (topography,
land use, changes in water bodies, etc.)
Details thereof (with approximate

S.No. Information/Checklist Yes/ quantities /rates, wherever possible) with
confirmation No source of information data
1.1 Permanent or temporary change Yes
The proposed project (offshore LNG FSRU,
in land use, land cover or
associated pipeline and landfall facilities) is
topography including increase in
planned within the existing port area
intensity of land use (with
(Annexure-2). The landuse as well as
respect to local land use plan)
offshore facilities (Island jetty & FSRU) for
proposed project will be in compliance with
the local designated land use plan within
port area (Annexure-3). However, the
proposed 2Ha (5 Acre) land for landfall
facilities is at present undeveloped vacant
area (Annexure-3). The development of
control room with Natural Gas metering
facility in this area (within port limits) will
lead to increase in intensity of land use.
1.2 Clearance of existing land, Yes The 2 Ha land identified for Natural Gas
vegetation and buildings? pipeline landfall facilities is within existing
port limits and at present it is vacant
undeveloped coastal land (Annexure-3). It
requires development in the form of site
grading, approach road, control room
construction etc.
1.3 Creation of new land uses? Yes As per the requirement for proposed
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onshore landfall facilities consisting of
control room, metering, greenbelt etc.. The
detailed plot plan / proposed land use details
shall be included in EIA report.
1.4 Pre-construction investigations No To be undertaken after obtaining statutory
e.g. bore holes, soil testing? clearances. However, the borehole data
1.5 Construction works? No available with M/s KSPL for harbour area
will be utilized for assessing dredging and
piling requirements.
1.6 Demolition works? No Not Required
1.7 Temporary sites used for No The major part of construction activity
construction works or housing of (Island Jetty) will be in coastal sea water
construction workers? (harbour area), which requires skilled
workforce, limited in number and their
required facilities will be arranged by the
contractor.
1.8 Above ground buildings, Yes Insignificant; limited to control room and
structures or earthworks office building as part of onshore landfall
including linear structures, cut facilities (2 Ha land including gas metering
and fill or excavations facilities).
1.9 Underground works including Yes
As per the requirement for RCC pilings of
mining or tunneling?
proposed island jetty (one plat form and six
mooring dolphins), for laying sub-sea
pipeline (Natural Gas) & related cables, for
laying buried pipeline (Natural Gas) on
coast/land part.
1.10 Reclamation works? No Not Applicable
1.11 Dredging? Yes
Based on IPA site selection report, capital
dredging for proposed project is estimated
to be:
 Widening and deepening of approach
channel: approx 10 million m3
 Turning Circle: approx 2 million m3
 Berth Pockets: approx 5 million m3
TOTAL capital dredging: approx 17 million
m3. Out of this, the ship approach channel
and turning circle (12 million m3) will become
common facility for Kakinada Deep Water
Port.
1.12 Offshore structures? Yes An island jetty with a RCC top will be built
offshore (lee side of existing break waters in
harbour area) to accommodate LNG FRSU
and a carrier ship
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1.13 Production and manufacturing No
There will be no manufacturing processes
processes?
for proposed project except regasification of
LNG and supply at high pressure, in Natural
Gas form, through pipeline to main NG
supply network
1.14 Facilities for storage of goods or Yes
Proposed Facilities:
materials?
 Temporary warehouse during
construction phase
 One FSRU with a design capacity of
max. 175,000 m3 LNG storage
 Terminal warehouses for maintenance
purpose
1.15 Facilities for treatment or Yes
The proposed FSRU as well as LNG carrier
disposal of solid waste or liquid
ships will have onboard treatment of waste
effluents?
(sewage, oily water etc.) to international
standards
 The proposed offshore FSRU will utilize
sea water for regasification of LNG.
The outlet temperature of sea water
after regasification will be maintained at
5-70C less than ambient sea water
temperature
 The solid/hazardous waste will be
managed as per HWM Rules
2008/2010 (Amendment) through
APPCB/CPCB authorized agencies
1.16 Facilities for long term housing of No Not envisaged in view of very limited
operational workers? (approx.20nos.) operational workforce
excluding FSRU
1.17 New road, rail or sea traffic Yes
 The existing infrastructure facilities at
during construction or operation?
Kakinada Deep Water Port will be
utilized during construction and
operation phases.
 In operation phase there will be
increase in sea traffic by about 100
ships (LNG carriers) per year to and
from Kakinada Deep Water Port
1.18 New road, rail, air waterborne or No
Only enhancement of existing sea port
other transport infrastructure
activities with new LNG & Natural Gas
including new or altered routes
handling facilities and subsea/buried
and stations, ports, airports etc?
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pipeline to landfall point
1.19 Closure or diversion of existing No Not envisaged
transport routes or infrastructure
leading to changes in traffic
movements?
1.20 New or diverted transmission Yes 30” HP gas subsea pipeline for high
lines or pipelines? pressure Natural Gas from proposed island
jetty to the proposed landfall facility
(approx.2km) and further extended by a
buried 30” onshore pipeline from the
landfall facility to the tie-in to the existing
GAIL’s pipeline network (approx.1 km)
1.21 Impoundment, damming, No Not envisaged / Not applicable
culverting, realignment or other
changes to the hydrology of
watercourses or aquifers?
1.22 Stream crossings? No Not Required
1.23 Abstraction or transfer of water Yes  Abstraction of ground water is not
from ground or surface waters? envisaged for proposed project
 In operation phase sea water from
harbour area will be utilized by
proposed FSRU (approx.370,000 KLD)
for regasification of LNG
1.24 Changes in water bodies or the No
Nil
land surface affecting drainage
or run-off?
1.25 Transport of personnel or Yes
Considerable only during construction
materials for construction,
phase (temporary) for about max.18
operation or decommissioning?
months. Details shall be included in EIA
report.
1.26 Long-term dismantling or No Not envisaged
decommissioning or restoration
works?
1.27 Ongoing activity during No Not applicable
decommissioning which could
have an impact on the
environment?
1.28 Influx of people to an area in Yes
 Construction phase: max. about 500
either temporarily or
skilled workers for coastal marine
permanently?
(satellite jetty and subsea pipeline)
constructions. However, it will be
insignificant in comparison with existing
>312,000 population in Kakinada city
 Operation phase: about 40 persons will
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live and work onboard the FSRU and
about max.20 persons at proposed
Natural Gas pipeline landfall facility (for
round the clock operation)
1.29 Introduction of alien species? No Not envisaged

1.30 Loss of native species or genetic No
Prima facie not envisaged, in view of
diversity?
proposed development (marine
infrastructure) within the existing Kakinada
Deep Water Port Limits.
1.31 Any other actions? Yes Kakinada Deep Water Port is an ISO-14001
certified sea port. The proposed project
construction and operation phases shall
strictly comply to requirements of
ongoing/existing ISO-14001 EMS apart from
strict compliance to the conditions stipulated
in the latest EC by MoEF as well as CFE by
APPCB.
2. Use of Natural resources for construction or operation of the Project (such as

land, water, materials or energy, especially any resources which are non-
renewable or in short supply):
S.No. Information/checklist Yes/ Details thereof (with approximate
confirmation No quantities /rates, wherever possible) with
source of information data
2.1 Land especially undeveloped or Yes
 The major component of proposed project
agricultural land (ha)
corresponds to coastal marine facilities like
island jetty, FSRU and sub-sea Natural
Gas pipeline in Kakinada Deep Water
harbour area.
 The proposed landfall (onshore) facility for
Natural Gas pipeline (control room,
metering system & greenbelt) is proposed
on 2 Ha (5 Acres) land within existing port
limits, which is at present an undeveloped
piece of land (Annexure-3)
2.2 Water (expected source & Yes
 The domestic/potable water requirement is
competing users) unit: KLD
estimated as 20 KLD during construction
as well as operation phases, which is to be
supplied by M/s KSPL as per the
agreement/MoU
 The sea water will be used for proposed
LNG regasification (as once through
heating medium for LNG) at FSRU. The
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S.No. Information/checklist Yes/ Details thereof (with approximate
confirmation No quantities /rates, wherever possible) with
sea water requirement is estimated as
about 370,000 KLD, which will be returned
completely to sea as per prevailing local
environmental norms
2.3 Minerals (MT) Yes The proposed project aimed at import,
regasification and supply of Natural Gas, a
fossil fuel/mineral resource
2.4 Construction material – stone, Yes  As per the initial estimates
aggregates, sand / soil (expected  The cement concrete requirement for
source – MT) proposed island jetty is about 21000
m3,
 The 2 Ha undeveloped land identified
for proposed pipeline landfall facility
would require site grading by level
raising to about 1.8 m in accordance
with storm surge height, which require
about 9,000 m3 soil/sea sand (0.02
million MT)
 The above materials will be procured
mostly from the local sources. The details
are to be included in EIA report
2.5 Forests and timber (source – MT) No Not envisaged
2.6 Energy including electricity and Yes  Proposed FSRU will have onboard
fuels (source, competing users) (captive) power generation by using boil-
Unit: fuel (MT), energy (MW) off-gas (BOG) from its LNG storage, i.e.
Natural Gas. The preliminary estimate
indicate there will be about 100 metric
tonne per day of Natural Gas (BOG) to be
used as fuel for power generation, which
shall be equal to about 30 MW power
generation
 Onshore landfall facility will have one
generator set (200 KVA) based on gas
engine (NG as fuel) for emergency backup
purpose
2.7 Any other natural resources (use -- --
appropriate standard units)
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3. Use, storage, transport, handling or production of substances or materials,
which could be harmful to human health or the environment or raise concerns
about actual or perceived risks to human health.
Yes/ Details thereof (with approximate

S.No. Information/Checklist No quantities/rates, wherever possible) with
confirmation source of information data
3.1 Use of substances or materials, Yes  The proposed project is to develop
which are hazardous (as per infrastructure for LNG import, storage
MSIHC rules) to human health or regasification and supply of Natural Gas in
the environment (flora, fauna, and bulk quantity (6.5 million TPA). The
water supplies) MSIHC rules would be applicable to
Natural Gas in view of its fire hazard.
 It is possible that final selected technology
suppliers may use small amount of some
chemicals as per the requirement for
utilities. The details will be provided in EIA
report.
3.2 Changes in occurrence of disease No Not envisaged
or affect disease vectors (e.g.
insect or water borne diseases)
3.3 Affect the welfare of people e.g. by Yes
 During operation phase, direct
changing living conditions?
employment opportunities would be
limited/insignificant
 Potential scope for indirect employment
opportunities is envisaged
 Helps in partial fulfillment of energy
security
 Scope improved quality of life through
availability of environment compatible
fuel/energy source, for the country
 Negligible impact on existing fishermen
communities
3.4 Vulnerable groups of people who No  Not envisaged on land
could be affected by the project  Negligible on coastal marine related
e.g. hospital patients, children, the communities during normal operation
elderly etc., phase
 The impacts during accidental
condition/emergency shall be assessed
during RRA study
3.5 Any other causes -- --
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4. Production of solid wastes during construction or operation or
decommissioning (MT/month)
S.No. Information/Checklist Yes/ Details thereof (with approximate

confirmation No quantities / rates, wherever possible) with
4.1 Spoil, overburden or mine wastes Yes
 Only dredge material would be
considerable during construction as well
as operation phases
 Initial estimate of capital dredge material is
about 17 million cubic meter
 The details about quantification of
maintenance dredging as well as disposal
with negligible impacts shall be studied
though mathematical modeling, which
would be covered is EIA report
4.2 Municipal waste (domestic and or Yes
 Insignificant quantity on continuous basis
commercial wastes)
during operation phase
 The details about safe/secured storage
periodical disposal through APPCB/
MoEF/CPCB authorized agencies with
strict compliance to local/MARPOL
standards, will be dealt in EIA report
4.3 Hazardous wastes (as per Yes
 Negligible in construction phase
Hazardous Waste Management
Rules )  In operation phase oily waste including
bilge (waste) water of FSRU will be treated
onboard as per international/MARPOL as
well as local coastal marine standards
4.4 Other industrial process wastes No
Not Applicable
4.5 Surplus product  No Not envisaged
4.6 Sewage sludge or other sludge Yes Insignificant from coastal marine activities.
from effluent treatment
Planned to collect, safe storage container
and periodical disposal through authorized
agencies
4.7 Construction or demolition wastes Yes  Not envisaged
 Capital dredge material (about 17 million
cubic meter) and maintenance dredge
material, would be the only considerable
waste
 The dredge material shall be disposed as
per local standards at identified disposal
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confirmation No quantities / rates, wherever possible) with
site
4.8 Redundant machinery or Yes Negligible, whatever possible shall be

equipment managed as per international and local
standards
4.9 Contaminated soils or other No Not envisaged
materials
4.10 Agricultural wastes No Not applicable

4.11 Other solid wastes -- --
5. Release of pollutants or any hazardous, toxic or noxious substances to air

(Kg/hr)

S.No. Information/Checklist Yes/ quantities / rates, wherever possible) with
5.1 Emissions from combustion of Yes
During construction phase
fossil fuels from stationary or
mobile sources NOx, SO2, carbon soot (smoke particles) and
CO2 would be possible depending on type of
fuel used by coastal marine construction
equipment, conveyance vessels/ barges /
dredgers etc. The marine construction
machinery exhausts shall comply to
Annexure-VI of MARPOL as well as local
MoEF/APPCB standards
During operation phase
Mainly NOx, CO2 and traces of unburnt
hydrocarbons would be emitted through the
exhausts of onboard power generator and
steam generator of FSRU. Fugitive emissions
of Natural Gas (trace levels) also possible
from proposed LNG storage, regasification
and Natural Gas handling facilities
The details of impact assessment shall be
included in EIA study
5.2 Emissions from production No Except regasification of LNG and captive
processes power generation, there will be no production
process involved in proposed project.
Moreover these activities will be in offshore
area. No emissions expected on continuous
basis from onshore landfall facility
5.3 Emissions from materials handling Yes Same as given in above item 5.1
including storage or transport
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S.No. Information/Checklist Yes/ quantities / rates, wherever possible) with
5.4 Emissions from construction Yes Same as given in above item 5.1
activities including plant and
equipment
5.5 Dust or odours from handling of No
Not envisaged
materials including construction
materials, sewage and waste
5.6 Emissions from incineration of No Not Applicable
waste
5.7 Emissions from burning of waste in No Not envisaged
open air (e.g. slash materials,
construction debris)
5.8 Emissions from any other sources -- --
6. Generation of Noise and Vibration, and Emissions of Light and Heat:

confirmation No quantities/rates, wherever possible) with
6.1 From operation of equipment e.g. Yes  The EPC contractor will be informed
engines, ventilation plant, crushers about the prescribed Indian standards
corresponding to noise generation
sources i.e. equipment/machinery and will
6.2 From industrial or similar Yes be insisted upon strict compliance at
processes nearest work environment (75dB(A)) as
well as ambient noise levels
 Necessary EMP as per the
recommendations in EIA report will be
implemented
 DG set (operation only in emergency
periods)
 Noise generation at individual sources
(intermittent or continuous) shall be
complied with the prescribed limit(85
dB(A))
 Noise impact would be further mitigated
through appropriate design/development
of green belt at onshore landfall facility
6.3 From construction or demolition Yes  The construction activities shall be so
planned that ambient noise levels as well
as vibration levels outside proposed
project premises complies prescribed
standards.
 The noise impacts during construction
activities shall be minimal on the
surrounding/neighborhood environment.
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No demolition work is envisaged at proposed

project site.
6.4 From blasting or piling Yes
 As per the borehole data available for
Kakinada Deep Water Port harbour area,
the seabed strata upto 10-15 m deep
consists sand and alluvial silt. In view of
this there will be no necessity of blasting
operation for dredging or piling
 During dredging and piling works there
will be noise & vibration generation by
the machinery in offshore area. However,
necessary control measures will be
implemented to mitigate impacts
6.5 From construction or operational Yes
 To be controlled through proper
traffic
maintenance of construction equipment
and vehicles.
 Road traffic or marine (barge/tugs) traffic
would be negligible during operation
phase due to proposed sub-sea/buried
pipeline for entire Natural Gas
transportation
6.6 From lighting or cooling systems No
 Deck lighting on FSRU and jetty as per
the requirement for safe operation.
 Sea water would be used as heating
medium for regassifying LNG and to cool
machinery and then treated water is
returned to sea. Temperature will
decrease by max.7°C and will be in
compliance with International Standards.
 Lighting will be installed (150 lux) on
internal roads at onshore facility to
enable safe operations.
 A diffusion study will be carried out
during EIA study to predict precise
temperature impact.
 The impact from duck lighting of FSRU
would be negligible and shall remain
similar to a sailing ship.
6.7 From any other sources -- --
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7. Risks of contamination of land or water from releases of pollutants into the
ground or into sewers, surface waters, groundwater, coastal waters or the sea:

7.1 From handling, storage, use or No
 Not possible during normal operation
spillage of hazardous materials
phase. Since the material to be handled
(bulk LNG and Natural Gas) is hazardous
all necessary and possible precautionary
safety measures will be
integrated/interlocked in design,
implementation and operation phases
along with continuous/regular monitoring
& alarm system at all critical locations for
overall project to avoid any incidents.
 Still in case of any spillage occurrence, it
shall be suitably collected/diverted to
control/treatment system
7.2 From discharge of sewage or Yes
 For FSRU onboard treatment systems
other effluents to water or the land
separately for sewage/sullage and bulge
(expected mode and place of
(oily waste) water to comply with
discharge)
MARPOL, international and local
standards (most stringent)
 At onshore landfall facility,
sewage/domestic wastewater would be
in small quantity (max. 20 persons
workforce) and proposed to manage
through septic tank/ soak pit within the
project premises
7.3 By deposition of pollutants emitted No Not envisaged due to proposed control
to air into the land or into water measures as well as the local coastal
dispersion
7.4 From any other sources Yes There will be scope for atmospheric
emissions from the mechanized smaller
vessels (barges/tugs) to be used for
conveyance from coast to jetty and back
during construction and operation phases.
The emissions will depend mainly on the type
of fuel used by these vessels and their
maintenance. However applicable standards
will be implemented to mitigate/control the
emissions as well as impacts
7.5 Is there a risk of long term build No Not possible in view of proposed pollution
up of pollutants in the environment mitigation measures for all potential sources
from these sources? at all project activities such as dust control
during construction phase of onshore facility
and NOx control during operation phase of
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proposed FSRU (offshore) facility
8. Risk of accidents during construction or operation of the Project, which could

affect human health or the environment

8.1 From explosions, spillages, fires Yes

 LNG is flammable gas with potential
etc from storage, handling, use or
scope for BLEVE and Flash Fire
production of hazardous
depending on the local circumstances
substances
 During transportation of Natural Gas
through pipeline upto main network jet
fire may be the phenomenon in case of
leakage
 Proposed bulk LNG and Natural Gas
handling would be fire hazard prone
activities. All necessary precautionary
safety measures in compliance with
international (MARPOL)/Indian safety
standards prescribed by OISD/CCE/DG
Hydrocarbons for storage and handling
of LNG and Natural Gas will be
integrated into proposed project from
design stage onwards
 Project specific rapid risk assessment
study will be carried out as part of EIA
study based on proposed project details
as well as layout plan and the potential
risk contours shall be contained within
project premises to the extent possible
along with recommendations on
emergency preparedness contingency
plan to mitigate accidental risk impacts
8.2 From any other causes Yes
Potential risk due to dropped objects from
crane hoist, specially during construction
phase; risk of drowning during offshore
construction & operations, risk of cold burns
due to cryogenic storage temperature during
operation phase
8.3 Could the project be affected by Yes
 The project site falls in Seismic Zone III
natural disasters causing
(Seismic Zone map updated as on April
environmental damage (e.g.
2011)
floods, earthquakes, landslides,
cloudburst etc)?  The coast of Andhra Pradesh is
vulnerable to tropical cyclones formed in
Bay of Bengal/ Andaman Sea (winds,
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sea waves, with high amplitude as well

as floods)
 Risk/ vulnerability due to Tsunami also
cannot be ruled out in the project region
 All the construction and erection will be in
accordance with the required standards
for structural safety
9. Factors which should be considered (such as consequential development)

which could lead to environmental effects or the potential for cumulative
impacts with other existing or planned activities in the locality

S.No. Information/Checklist Yes/ quantities/rates, wherever possible) with
9.1 Lead to development of No  The proposed project does not lead or
supporting. utilities, ancillary stimulate directly any further
development or development developments
stimulated by the project which
could have impact on the  There will be possibility of indirect
environment e.g.: consequences such as local industry will
have a source of power. This may result
• Supporting infrastructure (roads, Yes in new industry starting with associated
power supply, waste or employment, infrastructure etc..
wastewater treatment, etc.)
• housing development No
• extractive industries No
• supply industries No
• other Yes May be possible, in the activities related to

energy
9.2 Lead to after-use of the site, No Not envisaged
which could have an impact on
the environment
9.3 Set a precedent for later Yes First FSRU/FSU in India. May be possible
developments depending on availability of LNG
9.4 Have cumulative effects due to No Not possible in view of proposed major
proximity to other existing or activities in offshore area
planned projects with similar
effects
F1-16
(III) Environmental Sensitivity
S.No. Areas Name/ Aerial distance (within 15

Identity km) Proposed project
location boundary
1 Areas protected under  Coringa Wildlife The northern boundary of
international conventions, sanctuary Coringa Mangrove swamp &
national or local legislation for their wildlife sanctuary (notified by
ecological, landscape, cultural or A.P. state govt. vide G.O.
other related value Ms.No. – 484 dt. 05-07-1978) –
the nearest distance from
proposed project site in south
direction is 12.5 km (areal
distance)
 Uppada, coast (Ref. : MoEF Office

(potentially high Memorandum dated 03-11-
erosion prone) 2009) nearest distance from
proposed project site in north
direction is 10.5 km (areal
distance)
2 Areas which are important or  Coastal Zone The proposed project is sea
sensitive for ecological reasons - front based development, falls
Wetlands, watercourses or other in coastal zone (offshore as
water bodies, coastal zone, well as onshore facilities) and
biospheres, mountains, forests related to Ports & Harbours
sector
 Coringa Wildlife As given in above item 1

sanctuary in
dense mangrove
swamp
3 Areas used by protected, important  Coastal marine Proposed project site and
or sensitive species of flora or ecology surrounding impact zone
fauna for breeding, nesting,
foraging, resting, over wintering,
migration 
Coringa wildlife As given in above item 1
sanctuary
4 Inland, coastal, marine or Coastal Water The proposed project falls
underground waters under purview of Coastal zone
5 State, National boundaries No ---
6 Routes or facilities used by the Existing ADB road Adjacent (at about 300m) to
public for access to recreation or from Kakinada Town project site onshore facility
other tourist, pilgrim areas to Kakinada Beach
7 Defence installations Coast Guards Kakinada Port – Project Site
F1-17
S.No. Areas Name/ Aerial distance (within 15
Identity km) Proposed project
location boundary
8 Densely populated or built-up area Kakinada Town >312,000 population
9 Areas occupied by sensitive man- Kakinada Town At approx. 7 km from project

made land uses (hospitals, with hospitals, site
schools, places of worship, places of worship
community facilities) and community
facilities
10 Areas containing important, high Dense Mangrove As mentioned in above item1
quality or scarce resources forest/Swamp
(ground water resources, surface
resources, forestry, agriculture,
fisheries, tourism, minerals)
11 Areas already subjected to Nil ---

pollution or environmental
damage. (those where existing
legal environmental standards
are exceeded)
12 Areas susceptible to natural High erosion coastline As mentioned in above item 1
hazard which could cause the at Uppada
project to present environmental
problems
(earthquakes, subsidence,
landslides, erosion, flooding or
extreme or adverse climatic
conditions)
F1-18
(IV) Proposed (Draft) Terms of Reference (ToR) for EIA Study
EIA study shall be carried out at the project design stage so that the envisaged
environmental consequences could be characterized well in advance in the project cycle
and integrate in the project design so that the project could be environmentally sound and
sustainable.
The primary objective of the EIA study for proposed Floating LNG Terminal shall be
to safeguard the coastal marine as well as terrestrial environment during construction,
operation and maintenance of proposed floating storage/re-gasification and pipeline supply
of Natural gas (Floating LNG Terminal) at Kakinada Deep Water Port by mitigating the
potential adverse environmental impacts.
The EIA study shall cover 5 km radial distance around proposed project site for
primary data collection (field surveys) and 15 km radial distance for secondary data
compilation in accordance with EIA guidance manual for Ports and Harbours.
The environmental impact assessment proposed to carry out based on one season
(non-monsoon) environmental baseline data as the proposed project falls in expansion
category.
The cumulative environmental impacts will be assessed in this study i.e. impacts
due to existing activities, prior EC granted developments and proposed project at Kakinada
deep water port.
The CRZ study will be carried out, if required by an authorized agency covering
coastline details including CRZ map, to obtain CRZ clearance from APCZMA and MoEF.
The specific objectives of EIA study shall be as follows:
 Assess the (prevailing) baseline status of all environmental components within

the study area
 Identify, predict and assess environmental impacts that might arise from
proposed development at Kakinada Deep Water Port
 Delineation of pragmatic Environmental Management Plan for the proposed

project in conjunction with existing EMP at Kakinada Deep Water Port
F1-19
Activates to be undertaken for Baseline Data Generation and Impact Analysis
The details of work plan under individual components of environment are as follows :
Air Environment
 Assessment of existing levels of PM10, PM2.5, NOX and CO in ambient air and if
required the levels of SO2 and HCs (methane and non-methane)
 Collection of surface meteorological data, viz. wind speed, wind direction, relative
humidity, temperature, etc. during ambient air quality survey period
 Inventory of atmospheric emission sources and quantification of emission

(secondary data source)
 Estimation of air emissions including fugitive emissions from the proposed project
activities
 Prediction of Ground Level Concentrations of air pollutants through appropriate air

quality models incorporating the requirements specified in the publication of Central
Pollution Control Board “Assessment of Impact to Air Environment : Guidelines for
conducting Air Quality Modelling”
 Assessment of anticipatory changes in air quality and suggesting mitigation

measures
 Evaluation of the adequacy of the proposed pollution control measures to meet air
quality emission standards and TLVs for the workers on site, dust separation and
HCs at proposed developmental activities
Noise Environment
 Measurement of noise levels in residential/ commercial/sensitive zones in the study
area
 Identification of high level noise zones requiring mitigation measures
 Monitoring of noise levels due to stationary and vehicular sources
 Studies on existing traffic movement and impact of proposed activities on existing

transportation system. Keeping in view the increase in traffic movement,
assessment of noise impact due to additional facilities
 Prediction and evaluation of impacts due to increase in noise levels arising out of
the proposed project on the surrounding environment
F1-20
 Recommendations on mitigation measures for noise pollution and to control noise
impact
Water Environment
 Study of existing ground and surface water resources with respect to its quantity
and quality (physico-chemical, biological and bacteriological characterization of
coastal marine water)
 Assessment of abiotic and biotic characteristics of coastal sea water and sediment
component of marine environment
 Assessment of mangrove forests/vegetation in the coastal and inter tidal zone
 Assessment of primary and secondary productivity in the coastal region (for marine
ecology)
 Assessment of wastewater characteristics and quantity to be discharged from the

proposed project
 Assessment of domestic waste (sewage) generation, treatment and disposal as an

integral part of wastewater management
 Study existing drainage pattern and impact of the project on drainage pattern
 Study the discharges (bilge, operational wastewater) generated during shipping

operations
 Prediction of impacts on coastal marine water quality due to proposed dredge

material disposal using appropriate mathematical/simulation models
 Evaluation of proposed wastewater treatment systems
 Assessment of feasibility of water recycle and reuse for green belt development and
irrigation
 Assessment and evaluation of impacts an marine ecosystem through modeling due

to accidental release of LNG as well as regasified NG
 Suggesting contingency plan, taking into account the accident scenario and natural
disasters
Coastal Marine Environment

 Assessment of marine physical water quality, sea state condition (Hydrography)
F1-21
 Assessment of water quality for chemical and biological parameters including
planktons and primary productivity
 Assessment of sediment quality in terms of texture, particle size distribution organic

pollutants and heavy metals
 Assessment of sediment quality for biotic parameters such as benthos (mieo and
micro fauna)
 Assessment of mangrove ecosystem, corals in the vicinity of project site
 Bathymetric study to assess tranquillity conditions at the proposed site
 Impact on shore line changes along the stretch. Suggestion on measures to be

taken to prevent erosion in the area
 Details of reclamation and the impact of reclamation on the marine ecology
 Prediction of impacts due to dredging, disposal of dredged material (capital and

maintenance) during construction phase through modeling and impacts of liquid
emissions on biological life during operation phase, if required.
 Details of hydraulic studies and the dispersion model of the dredged dumping site
 Delineation of mitigation measures during construction including dredging and

disposal of dredged material, accidental oil spill, operational oil spill to minimize the
impacts
 Delineation of environmental management plan including post project monitoring
 Study details of project site from coastal zone regulation point of view for
persuading clearance from AP Coastal Zone Management Authority
Land Environment
 Study of land requirement for the proposed developments
 Study of existing landuse and cropping patterns, vegetation, etc.. Studies on soil
characteristics in the study area
 A regional developmental plan existing or new to be viewed for assessing impact of

the project on the existing habitation and infrastructure
F1-22
 Assessment of impacts on landuse pattern with respect to agriculture and forestry
due to proposed project
 Characterization of solid wastes likely to be generated and disposal
 Impact of other construction activities on the shore line and the terrestrial
environment
 Delineation of environmentally compatible options for value added utilisation; and

other management options for environmentally compatible disposal of solid and
hazardous wastes
 Design of green belt and identification of suitable native plant species for the
proposed green belt
 Delineation of land environment management plan
Biological Environment
 Collection of information about flora and fauna (terrestrial, coastline and marine)
and determination of species diversity, density, abundance etc.
 Identification of rare and endangered species in the study area
 Collection of ecological information on aquatic ecosystems
 Assessment of potential impacts on aquatic flora and fauna due to effluent

discharges
 Assessment of impacts on terrestrial flora and fauna due to air emissions and
landuse changes
 Prediction of stress on biological environment in the study area
 Delineation of measures for abatement/reduction of biological stress and regional

management plan for biological environment
Socio-economic and Health Environment
 Collection of baseline data related to socio-economic profile of the study area with
reference to :
1. Stakeholders relevant to the Project
F1-23
2. Human settlements, male/female ratio, occupational pattern, employment
and income
3. Infrastructure resource base, viz. medical, education, water resources, power

supply
4. Economic resource base, viz. agriculture, industries, forest, trade and

commerce
5. Health Status, viz. morbidity pattern with reference to prominent and endemic
diseases (e.g. fluorosis, malaria, filaria)
6. Cultural and Aesthetic attributes in the study area including places of

historical/ archaeological importance
 Assessment of economic benefits to community and environment due to existing and

proposed developmental activities
 Socio-economic survey to assess the Quality of Life of the people in the study area
and their perceptions about the projects
 Review of Resettlement and Rehabilitation Plan Prepared for the project
 Projection of anticipated changes due to the proposed projects, and delineation of

measures to minimise the impacts
 Assessment of impacts on places of historical/archaeological importance and

aesthetic impairment, if any
 Assessment of impact due to the proposed activities on fishing and suggestion of

management plan and provision to be made under CSR
Environmental Management Plan

Environmental Management Plan (EMP) will be drawn separately for the
construction and operational phase after identifying, predicting and evaluating the impacts
on each component of the environment with a view to maximising the benefits from the
project. Post-project Environmental Monitoring (PPEM) will be delineated.
Risk Assessment Studies

Preparation of Risk Assessment (RA) report based on viz., hazard identification,
hazard quantification with recourse to Maximum Credible Accident (MCA) Analysis and
recommending risk mitigation measures.
F1-24
The objectives of the Risk Assessment are as follows:
 Hazard identification through computation of hazard indices and inventory

analysis
 Generation of scenarios for accidental release of flammable chemicals
 Computation of damage distances based on consequence analysis for

credible and worst case scenarios
 Assessment of risk and delineation of risk mitigation measures
 Preparation of emergency evacuation and Disaster Management Plan
" I hereby given undertaking that the data and information given in the application and
enclosures are true to the best of my knowledge and belief and I am aware that if any part of
the data and information submitted is found to be false or misleading at any stage, the
project will be rejected and clearance given, if any to the project will be revoked at our risk
and cost.
Date:______________
Place:______________
Signature of the applicant
With Name and Full Address
(Project Proponent / Authorized Signatory)
NOTE:
1. The projects involving clearance under Coastal Regulation Zone Notification,
1991 shall submit with the application a C.R.Z. map duly demarcated by one of
the authorized agencies, showing the project activities, w.r.t. C.R.Z. (at the stage
of ToR) and the recommendations of the State Coastal Zone Management
Authority (at the stage of EC). Simultaneous action shall also be taken to obtain
the requisite clearance under the provisions of the C.R.Z. Notification, 1991 for
the activities to be located in the CRZ.
2. The projects to be located within 10km of the National Parks, Sanctuaries,
Biosphere Reserves, Migratory Corridors of Wild Animals, the project proponent
shall submit the map duly authenticated by Chief Wildlife Warden showing these
features vis-à-vis the project location and the recommendations or comments of
the Chief Wildlife Warden thereon (at the stage of EC).
3. All correspondence with the ministry of Environment & Forests including
submission of application for ToR/Environmental Clearance, subsequent
clarifications, as may be required from time to time, participation in the EAC
meeting on behalf of the project proponent shall be made by the authorized
signatory only. The authorized signatory should also submit a document in
support of his claim of being an authorized signatory for the specific project.”
****
F1-25
PRE-FEASIBILITY STUDY REPORT
Development of Offshore LNG FSRU Facility

at Kakinada Deep Water Port, Kakinada,
Andhra Pradesh
AUGUST 2012
1
Table of Contents
1 Introduction .....................................................................................................................................................4
1.1 Background ..............................................................................................................................................4
1.2 Project Objectives....................................................................................................................................5
1.3 Project Overview & Environmental data .................................................................................................5
2 Need to Import LNG:- ......................................................................................................................................8
2.1 Andhra Pradesh – An Emerging Gas Hub ................................................................................................8
2.1.1 Gas Demand in AP ...........................................................................................................................8
2.1.2 Andhra Pradesh as an Attractive LNG Market.................................................................................9
3 Site overview .................................................................................................................................................11
3.1 Site selection - Kakinada Deep Water Port ...........................................................................................11
3.1.1 Kakinada Deep Water Port Salient Features .................................................................................11
3.1.2 Weather and Site Conditions.........................................................................................................12
3.1.3 Availability of Land for Future Onshore Terminal .........................................................................13
3.1.4 Location for the FSRU ....................................................................................................................13
3.1.5 Operational Days ...........................................................................................................................14
3.1.6 Impact of the Terminal on Other Port Activities ...........................................................................14
3.1.7 Distance to Populated Areas .........................................................................................................14
3.1.8 Distance to Existing Gas Transmission Infrastructure ...................................................................14
3.1.9 Geotechnical Aspects ....................................................................................................................15
3.1.10 Site Selection Criteria ....................................................................................................................15
4 Analysis of Alternative Processes/ Practices .................................................................................................16
4.1 Land or FSRU..........................................................................................................................................16
4.1.1 Land-based Solution ......................................................................................................................16
4.1.2 Offshore (Open sea buoy) Solution ...............................................................................................17
4.1.3 FSRU at a Near Shore Berth ...........................................................................................................18
4.2 Screening of Design Concepts ...............................................................................................................18
4.3 Project Layout & Proposed Configurations ...........................................................................................20
4.4 Preliminary Solution Marine and Pipeline Works .................................................................................25
5 Project Basis of Design & Budget: .................................................................................................................26
5.1 Criteria to Arrive at Proposed Design Capacity .....................................................................................26
5.2 Concepts & Process Brief of FSRU .........................................................................................................26
5.3 FSRU Vessel ...........................................................................................................................................28
5.3.1 FSRU Vessel Selection ....................................................................................................................28
2
5.3.2 FSRU Regulation ............................................................................................................................28
5.3.3 FSRU Vessel Specifications ............................................................................................................29
5.3.4 Regas Technology ..........................................................................................................................30
5.3.5 Vaporization of LNG.......................................................................................................................30
5.4 General Arrangement of Receiving Facilities ........................................................................................32
5.5 Subsea Pipeline......................................................................................................................................33
5.6 Landfall Point Station ............................................................................................................................33
5.7 Dredging ................................................................................................................................................34
6 FSRU Specification Table ...............................................................................................................................35
7 Current Status of Project ...............................................................................................................................37
8 Preliminary Environmental Assessment ........................................................................................................38
9 Budgetary Cost Estimates and Project Schedule ...........................................................................................42
9.1 The Expected Project Costs for a Double Jetty Solution .......................................................................42
9.2 Project Schedule ....................................................................................................................................42
10 Conclusions & Recommendations .............................................................................................................43
APPENDIX A : Brief profile of market conditions for Natural Gas in Andhra-Pradesh ..........................................44
APPENDIX B: Site Selection Report IPA IIT Chennai ..............................................................................................50
APPENDIX C: Safety & Social Aspects ....................................................................................................................51
APPENDIX D: Basic Process Flow Diagrams FSRU ..................................................................................................55
APPENDIX E : General Arrangement – Basic Design ..............................................................................................57
APPENDIX F: Plot Plan Landfall Point Station ........................................................................................................59
APPENDIX G: FSRU vessel specifications ...............................................................................................................61
APPENDIX H : Safety, Health and Environmental Protection System ...................................................................85
APPENDIX I : MOU SIGNED WITH ANDHRA PRADESH GOVERNMENT ..................................................................92
APPENDIX J : CONSENT LETTER FROM KAKINADA SEAPORTS LIMITED................................................................94
3
1 Introduction
1.1 Background
Andhra Pradesh Gas Distribution Corporation Limited (APGDC) is a Joint Venture of Andhra Pradesh Gas
Infrastructure Corporation Pvt. Ltd (APGIC), a wholly owned company of APGENCO & APIIC and GAIL Gas
Limited, a wholly owned subsidiary of GAIL (India) Limited, a Public Sector Undertaking under the Ministry of
Petroleum & Natural Gas, Govt. of India. APGDC is responsible to create Natural Gas pipeline infrastructure,
City Gas Distribution Networks, CNG Stations and LNG importation terminal in the State of Andhra Pradesh.
APGDC Board has resolved to promote an FSRU Project on the East Coast of India, in the State of Andhra
Pradesh. This would help meet the growing gas demand requirements in the region. The Government of
Andhra Pradesh and Govt. of India have supported APGDC’s initiative for FSRU terminal. The FSRU is required
at the earliest possible timeframe at the East Coast of Andhra Pradesh. The Andhra Pradesh Government has
also signed a MoU with APGDC during the Partnership Summit held during 11-13th January, 2012, assuring all
support for this prestigious Project.
Indian economy is expected to continue to be amongst the fastest growing economies of the world.
Considering the increasing demand for energy in India and the limited domestic availability of fuel resources,
the contribution of imported fuels in the country’s energy mix is on the rise. In this backdrop, the Natural Gas
usage is bound to increase given the growing affordability and rising demand. A brief profile of the market
conditions from a Natural Gas perspective for India and specifically for the State of Andhra Pradesh has been
covered in Appendix A.
APGDC has selected GDF Suez LNG UK Limited (GDF Suez) as Strategic Partner to implement this project. GDF
SUEZ which holds 38 MTPA of re-gasification capacity worldwide is the number two terminal operator in
Europe with an overall re-gasification capacity of more than 20 MTPA. GDF SUEZ has over 40 years of
operating and maintenance experience of the land based terminals and more recently expanded to floating
terminals. All of the GDF SUEZ terminals are operating without any significant incident which is due to
continuing integration of past experience.
GAIL (India)Limited, the promoter company of APGDC through GAIL Gas is a Navratna Central PSU having
business interest in supply chain of Natural Gas from exploration, transportation of Natural Gas and LPG,
fractionation of Natural Gas to produce LPG, Propane and other Liquid hydrocarbons. GAIL is operating one of
the gas based biggest Petrochemical Complex in Uttar Pradesh meeting almost 1/4 thof the Polyethylene
requirement for India. GAIL is also having various Joint Venture Companies to promote City Gas Distribution.
GAIL is having equity participation in LNG terminals in India.
GAIL is transmitting 3/4th of the Natural Gas through pipeline with more than 50% of market share in Natural
Gas business in India. GAIL is operating 8 LPG Recovery plants and producing more than 1 Million Tons of LPG.
4
1.2 Project Objectives
APGDC together with GDF Suez (“the Promoters”) are planning to develop a Floating Storage Re-gasification
Unit (FSRU) for LNG import in Kakinada Deep Water Port (“the Project”) through an SPV to be incorporated.
The objectives set for the Project are defined hereunder:
- Send-out demand and flexibility:

o Annual capacity: up to 6.5 MTPA.
o Maximum send out flow rate shall be 50% above the average.
- FSRU output :
o Pressure: Min 80 bars, Max 120 bars
o Temperature : Min 0°C, Max 10°C
- Marine specifications – Vessel size:

o Marine facilities will be designed to accommodate LNG vessels between 120,000 M3 and
215,000 M3. However, mooring and berth shall be designed to accommodate up to 265,000
M3 (Qmax) class vessels.
o Call duration (including berthing, mooring, cool down, unloading, cast off) will be 30 hours for
a 160,000 M3 LNG carrier (assuming availability of storage on the FSRU).
- Flaring: zero flaring or no gas release to atmosphere (including during unloading) will occur under
normal operation.
- Schedules: A key objective of the Promoters is to build and commission a floating type LNG import
terminal by early 2014.
1.3 Project Overview & Environmental data
Capacity of the FSRU 6.5 Million Tons per Annum (MTPA)

project
Location Kakinada Deep Water Port,

Beach Road, Kakinada
Andhra Pradesh- - 533 007
Access to site By road- Samalkot-Kakinada bypass road , nearest National

Highway- NH 214 (approx. 7 km from the proposed site)
Nearest railway station– Kakinada Port Railway station,5.1 km

from the proposed site
Nearest Airport : Rajahmundry,70 km from the proposed site
Site features Site - Kakinada Deep Water Port
District - East Godavari
5
State - Andhra Pradesh
Latitude - 16° 58.37’ N
Longitude - 82° 17.06’ E
Elevation 2-3 m MSL
Nearest Metrological station Kakinada (Stn No.43189)
Mean Maximum temperature 43.8 Deg. C
Mean Minimum temperature 15.8 Deg. C
Annual maximum humidity 82%
Annual Minimum Humidity 61%
Predominant wind direction South West and South East
Annual rainfall 1113.2 mm
Nearest habitation Kakinada
Nearest major town/Nearest Kakinada

major city (more than 2,00,000
population)
Defence Installations Nil within 10 km radius
Protected area as per WP Act, Coringa Wildlife sanctuary, approx. 15 KM

1972
Reserved/Protected forest Nil within 10 km radius
Nearest water bodies Sea (Bay of Bengal)

streams/Rivers/sea
Bhogamdani Cheruvu – 4.2 km
Kulai Cheruvu – 6.3 km
Major Industries Two Fertilizer Plants (namely Nagarjuna Fertilisers and

Coramandel Fertilisers ) and few Gas based power plants
such as GMR Barge mounted Plant, Spectrum Power Etc.
Seismic zone Zone III as per IS 1893:2002
Pipeline for natural gas 750 mm dia (30”) 2.5 km sub-sea Gas pipeline
transportation
6
Project schedule Commercial operation-18 months
Project cost Rs.1000 Crores approx.
7
2 Need to Import LNG:-
2.1 Andhra Pradesh – An Emerging Gas Hub
Andhra Pradesh is the fourth largest state by area and fifth largest by population in India. Andhra Pradesh is
blessed with a long coastline and has the second largest coast line of 972 km among the states of India. Over
the past decade, it has emerged as one of India’s fastest growing states. The state’s GDP is estimated to be
more than USD 120 Billion and stands third among states of India.
The State has emerged as an important hub for natural gas industry post the Krishna – Godavari basin gas
discovery. A large number of gas based power plants and other industries have been set up and many are
under planning stage. Andhra Pradesh has a good pipeline infrastructure connecting it to the other regions of
India. So, a terminal in Andhra Pradesh could supply gas to many other regions in India. Further, the pipeline
infrastructure in the state is expected to get a further boost once the planned pipelines are commissioned.
Some of the pipelines being planned in the state are Kakinada-Chennai in Tamil Nadu Kakinada-Haldia in West
Bengal State and Kakinada- Vijayawada-Nagpur-Bhilwara in Rajasthan State.
Furthermore, the Petroleum, Chemical & Petrochemical Investment region (PCPIR) is being setup in the east
coast along the Kakinada -Visakhapatnam Industrial Corridor. Many SEZ’s are planned to be setup in the area
with Refinery / Petrochemical Feedstock Company. This investment region would further boost the demand
for gas in the state.
2.1.1 Gas Demand in AP
Power sector is a major consuming sector for gas in the State of Andhra Pradesh. The energy consumption in
the state is growing at double digits during past several years. With an installed capacity of more than 15,500
MW, Andhra Pradesh represents one of the largest power markets in India. The AP state power utilities have
power purchase agreements for around 2,700 MW of gas based power plants in the state. However, due to
shortfall in domestic gas, these plants are not operating at their optimal capacities. The gas based plants in the
state are currently operating at 50% - 60% of their capacity. Further, an estimated 13,000 MW of gas based
plants are expected to come up in the state in the coming years subject to gas availability given the constraints
in coal supply. With increased power tariffs and rising imported coal prices, the affordability for gas is on the
rise. This would lead to a further increase in demand for natural gas in the state.
The state of Andhra Pradesh is experiencing huge energy deficits owing to shortfall in domestic coal and gas
supplies. Due to this, the state is left with no option but to impose load restrictions on the consumers in the
state. During the load restrictions, the industries mostly run their plants on liquid fuel. The cost of power from
diesel generators is estimated to be around Rs. 16/unit (USD 0.32 /unit). Given this backdrop, the industrial
associations have approached the Andhra Pradesh Power distribution licensees for supply of uninterrupted
power to mitigate load restriction measures. Accordingly, the licensees have proposed to tie-up power from
idle gas based power capacity using RLNG fuel. In this context, alternate fuel like RLNG would be in demand
despite the relatively higher costs when compared to coal based power generation.
City gas distribution demand comprising compressed natural gas (CNG) for usage as transport fuel and piped
natural gas (PNG) for replacing LPG – is an attractive demand segment from an affordability perspective. There
are significant plans of APGDC to spread the gas distribution infrastructure to all the regions in AP which will
drive the demand. PNGRB has allotted licenses to a number of players for CGD implementation in the state of
8
Andhra Pradesh. Gas demand from these cities like Visakhapatnam, Nalgonda, Rajahmundry, Kakinada, etc. is
expected to increase once these projects are implemented.
Due to rapid economic growth, the natural gas demand from other industrial sectors like ceramics, metals and
bulk drugs is expected to go up. The expected gas demand from sectors other than the power sector is likely to
be around 30 MMSCMD. But, due to shortfall of domestic gas, a lot of this demand is currently not being met.
So, an LNG terminal on the Andhra Pradesh coast is necessary to bridge this gap.
The summary of existing demand for gas from all the sectors is shown in the table below:
Sector Allocation Requirement Supply Alloc-Req Alloc-Sup Req-Sup
MMSCMD MMSCMD MMSCMD MMSCMD MMSCMD MMSCMD MMSCMD

(A) (B) ('C) (A-B) (A-C) (B-C)
Fertilizer 4.797 3.27 3.215 1.527 1.582 0.055
Power 21.473 15.022 9.856 6.451 11.617 5.166
Ceramics, 0.71944 0.9205 0.3855 -0.20106 0.33394 0.535

Glass, Steel
and Others
Total 26.98944 19.2125 13.4565 7.77694 13.53294 5.756
Furthermore, there are many announced projects that could increase the demand for gas. For example, the
additional demand from Power Sector from announced capacity addition programs from projects in Andhra
Pradesh are likely to be around 40 MMSCMD. Some of the announced and under construction power plants
are from large players like Reliance, GMR, Lanco and GVK.
2.1.2 Andhra Pradesh as an Attractive LNG Market
The gap will have to be met from RLNG as the domestic gas supply is on a decline. Furthermore the RLNG
terminal on the east coast will be more economical than on the west coast. This can avoid additional taxes and
transportation charges that make the delivered price of RLNG costly. The following tables illustrate the
difference in the delivered price of gas in two scenarios considering crude price of $100 –
Scenario – 1 – RLNG transported from West Coast to AP
In case the gas is transported from the West Coast, there is additional implication of taxes and transportation
charges as shown in the table below:
9
Scenario – 2 – FSRU on the East Coast of AP
In case the FSRU is located on the East Coast in AP, then the delivered price will be lower due to the avoidance
of additional taxes and transportation charges as shown in the table below:
For further details refer Appendix-A
10
3 Site overview
3.1 Site selection - Kakinada Deep Water Port
Kakinada Deep Water Port has been selected as the most preferred location among three existing ports
located on the coast of north eastern Andhra Pradesh, at the outset of a site selection study completed by the
Indian Port Association & IIT Madras (see in Appendix B detailed Site Selection Report). This selection has been
justified based on the following criteria:
 Kakinada presents the most cost-effective option at this stage compared to developing in the
other two locations (breakwater requirements and land availability concerns at the other
ports will increase development costs compared to Kakinada);
 Kakinada is close to the existing KG Basin Gas transmission network of GAIL, and the gas
market, thus reducing the cost of connectivity which will have a significant share of the
overall CAPEX;
 Kakinada enjoys relatively mild metocean conditions with less cyclonic activity than other
areas of eastern India;
 The traffic density with 6 existing berth and around 10 MTPA of traffic compatible with the
installation of a LNG terminal;
 Land at Kakinada is suitable for a future on-shore extension;
 Kakinada is a sheltered port endowed with a natural protection (Hope Island) and an existing
breakwater would further protect the FSRU from NE prevailing waves.
The selection of Kakinada Deep Water Port as the best location for an FSRU project in Andhra Pradesh was
based on the comparative survey carried out by Indian Port Association end 2011 assessing details of three
potential locations, i.e.: Kakinada, Visakhapatnam and Gangavaram. The complete study is attached in
Appendix B; its key findings are as follows:
3.1.1 Kakinada Deep Water Port Salient Features

Kakinada deep water port is located on the east coast of Andhra Pradesh at latitude 160 58.37’N and longitude
of 820 17.06’ E. It is situated at 170 km. south of Visakhapatnam and 650 km north of Chennai Port. This port
is the main gate way for the rich agricultural belt of East Godavari, West Godavari & Krishna districts of Andhra
Pradesh. Moreover, in view of its strategic proximity to the Krishna-Godavari Basin, there is significant traffic
in Off Shore Supply Vessels.
Kakinada occupies a unique site location on the East Coast of India where a headland to the south of the city
has caused the development of a spit generated by the littoral drift caused by the South West monsoon which
is not reversed during the North East monsoon because of the embayment to the north of the city. The result
is that Hope Island now provides a natural protection to the inner harbour area from waves from the SE and
East.
Kakinada Deep Water Port was predominantly a lighterage port prior to the development of sheltered
deepwater berths protected by a breakwater from waves from the NE. Regular maintenance dredging is
11
required to maintain a -14.5 Mts. CD outer channel. The maintained depths at various berths permit vessels
with draught from 11.5Mts.CD to 13.5MtsCD, to access to the harbour at high tide.
Available port facilities include a quay length of 610 Meters and a new 910 meters length single quay for
multiproduct handling and stand-alone facility for Oil Supply Vessels (OSV) of the KG basin. After extension
Kakinada Deep Water Port has 6 berths and handled traffic of about 9.9 million tonnes during 2010-11 with
vessel traffic of 766. The movement of other vessels including offshore supply vessels was 1466.
Kakinada Deep Water Port is under private management by M/s. Kakinada Sea Port Limited (KSPL).
The port is managed by Kakinada Seaport Limited (KSPL), a Special Purpose Company established in 1999 as
part of the privatisation initiative of the Govt. of A.P.
The area on the leeside of the north breakwater has been made available for the envisaged LNG berth by KSPL.
This isolated area is separated from the environmentally sensitive Hope island area, and more than 2km away
of the existing berths. Interference with existing port operations to the LNG traffic, which, at nominal capacity
of the terminal will be one LNG carrier per week, is considered as minimal.
3.1.2 Weather and Site Conditions

The tidal range in Kakinada is as follows:
Tide Level in m (CD)
Mean High Water Springs (MHWS) 1.5
Mean High Water Neaps (MHWN) 1.2
Mean Low Water Neaps (MLWN) 0.6
Mean Low Water Springs (MLWS) 0.2
Source: Admiralty Chart
The wind table for a location close to Kakinada is provided in the table below:
Wind speed (m/s) Percentage of

1999-2008 occurrence
0.00 – 1.00 3.71
1.00 - 2.00 6.62
2.00 - 3.00 9.35
3.00 - 4.00 12.32
4.00 - 5.00 15.10
5.00 - 6.00 16.61
6.00 - 7.00 13.40
7.00 - 8.00 9.44
8.00 - 9.00 6.18
9.00 - 10.00 3.55
10.00 - 11.00 1.85
12
11.00 -12.00 0.94
12.00 - 13.00 0.46
13.00 - 14.00 0.19
14.00 - 15.00 0.14
15.00 - 16.00 0.09
16.00 - 17.00 0.05
17.00 - 18.00 0.03
18.00 - 19.00 0.04
19.00 - 20.00 0.07
Wind speed measured at a coastal site
Strong winds above 15 Mts/sec. liable to disturb LNG operations are relatively rare (about 1 day per annum).
The area is prone to occasional cyclone landfalls which are likely to generate wind and sea conditions
potentially affecting LNG operations. About 15 cyclonic storms and super cyclonic storms have crossed around
the region during the 1891-200period. Tracks of the major cyclones passing very close to Kakinada are shown
in Figure here down:
3.1.3 Availability of Land for Future Onshore Terminal

At Kakinada Deep Water Port the required land for a possible future onshore terminal is available on the coast
within the Port boundaries between the shore line and ADB road (see General Arrangement in Appendix E).
3.1.4 Location for the FSRU

At Kakinada Deep Water Port, the FSRU is being proposed to be located on the leeside of the breakwater
moored to a conventional jetty. This will be at a distance of about 2.5km from the onshore terminal location.
13
At a later stage the same jetty could be used for berthing LNG Carrier and it would be possible to connect to
the ship using a trestle if required (not part of this MOEF application).
3.1.5 Operational Days

At Kakinada Deep Water Port, since the FSRU is within the protection of the breakwater, the terminal will be
operable for most of the year except during extreme cyclonic conditions.
3.1.6 Impact of the Terminal on Other Port Activities

At Kakinada Deep Water Port the location of the conventional jetty is sufficiently away from the main activity
zones of the port providing the required safety distances. Even the barge movement of the anchorage port will
be away from the FSRU location.
3.1.7 Distance to Populated Areas

At Kakinada Deep Water Port the populated area is about 5km. Only a few industries are near the likely
location of a future onshore terminal, sufficiently away to provide the required safety distances.
3.1.8 Distance to Existing Gas Transmission Infrastructure

At Kakinada Deep Water Port the gas transmission network of GAIL passes very close at a distance of around 2
KM and it will be very easy to get connected (see map below).
14
3.1.9 Geotechnical Aspects
Some geotechnical information has been identified from local sources. The investigations carried out at the
port area indicate that in the major portion of the off shore area, the sea bed comprises of soft sediment
layers to a depth of 10 m to 15 m from sea bed level, followed by a medium stiff clay. We understand that no
hard strata or rock has been observed to occur at shallow depth.
Some of the onshore bore holes indicate variable rock levels varying from 22 m to 32 m below the chart datum
in near Balacheruvu Creek entrance.
3.1.10 Site Selection Criteria

It is the intention of APGDC and the Govt. of Andhra Pradesh to quick start the FSRU project within the
shortest time to meet the shortfall in supply of natural gas. Kakinada Deep Water Port is the most preferred
location based on the following:
 Kakinada, Visakhapatnam, and Gangavaram Port have been looked at by GDF SUEZ as part of
wider activities. It is thought that Kakinada presents the most cost-effective option at this
stage compared to developing an FSRU Project in the other two locations (breakwater
requirements and land availability concerns at the other ports will increase development costs
compared to Kakinada);
 Kakinada is close to the existing Andhra Pradesh gas transmission infrastructure of GAIL, and
the market thus reducing the cost of connectivity which will have a significant share of the
overall CAPEX;
 Kakinada enjoys relatively mild metocean conditions with less cyclonic activity than other
areas of eastern India;
 The traffic density with 6 existing berth and around 10 MTPA of traffic looks compatible with
the installation of a LNG terminal;
 Land at Kakinada looks suitable for a future on-shore extension pending zoning consent;
 Kakinada is a sheltered port endowed with a natural protection (Hope Island) and an existing
breakwater would further protect the FSRU from NE prevailing waves.
The limited interference expected with the port operation due to the isolated location of the envisaged LNG
receiving facilities behind the north breakwater combined with relatively mild metocean conditions (wind and
waves), makes the Kakinada Deep Water Port an ideal location for an LNG port. However, with respect to the
stringent safety/availability requirements associated with LNG operations, a fast-time simulation will be
performed in order to investigate the arrival and departure of the LNG Carrier under a variety of normal and
extreme conditions during the engineering studies with the purpose to and in order to optimize its design. A
real time manoeuvring simulations will also be performed during the FEED. Similarly a metocean study is being
developed as part of engineering studies in order to quantify precisely the expected downtime and determine
the design criteria for the facilities (extreme winds, storm surge).
15
4 Analysis of Alternative Processes/ Practices
4.1 Land or FSRU
With Kakinada chosen as the site, the project developers then had to choose between a land offshore marine,
or near shore marine based solution.
4.1.1 Land-based Solution

The main process sections and the supporting utilities of the land-based LNG Receiving Terminal are shown in
the block diagram below.
Block diagram for the land-based LNG receiving facility
Unloading of the LNG is accomplished via hard-piped liquid unloading arms located on the jetty platform and
the unloading lines to the LNG storage tank(s), located on a trestle running to shore. Vapour displaced from
the land-based storage tanks whilst ship unloading is also returned to the ship via a vapour return line and a
vapour return arm.
The Boil off Gas (BOG) from the LNG tanks is compressed and routed to a recondenser where the BOG vapours
are condensed with LNG from the tank at a pressure of some 5-10 bar to achieve total condensation of the
BOG.
The LNG is pressurised by the High Pressure (HP) pumps to the send-out pressure and then vaporised and
superheated at high pressure.
16
A total land area of 23.5 ha must be reclaimed to accommodate the land-based terminal. The surface area of
the platform is to be of sufficient size for construction and operation of the land-based facilities taking into
account lay-down and working space for construction and expansion.
In order to accommodate LNG vessels, berth structure, break-water and dredging are also required.
4.1.2 Offshore (Open sea buoy) Solution

The solution would consist of utilising an existing FSRU with a capacity of 145,000 m3. In this case, the FSRU
would be anchored in the open sea. It would deliver natural gas via a Submerged Turret Loading (STL) buoy
into a Pipe Line End Manifold (PLEM) on the seabed where it will be sent onshore via a subsea pipeline. The
LNG would be transferred from an LNG vessel into the FSRU by a ship to ship transfer arrangement.
The figure below provides an overview of this system:
STL Buoy, Mooring Lines PLEM and Export Riser
Two options have been considered:
 One located approximately 10km from the land-based tie-in point in waters of an average depth of
12m, referred to as the “Shallow Water” solution.
 the other located approximately 20km from the land-based-in point in waters of an approximate
depth of 40m, referred to as the “”Deep Water” solution.
They are technically similar but differ by the fact that the “Shallow Water” solution requires dredging and a
10km pipeline to shore whereas the “”Deep Water” solution does not need dredging but requires a 20km
subsea pipeline.
17
4.1.3 FSRU at a Near Shore Berth
The FSRU, moored at the proposed location, provides all the functionalities of a land-based terminal and thus
includes LNG storage, re-gasification units and their related utilities, metering and analysing unit, cargo
transfer systems, safety systems.
Also an island terminal berth structure and a breakwater are required in this solution to accommodate the
FSRU and the incoming LNG vessel.
For this solution a HP subsea gas pipeline transfers natural gas from the jetty to the grid tie-in point would be
required.
4.2 Screening of Design Concepts

APGDC and GDF Suez have reviewed the options for the proposed regas terminal concept and completed an
initial screening based on a set of criteria, the first of which was an early completion schedule as this was
deemed a key requirement.
Due to the land reclamation and LNG tank construction requirements, 2017 would be a realistic start-up date.
Note in particular that LNG tanks require at least 33 months to be built. In addition, the CAPEX is much higher
than that for an FSRU solution (see hybrid solution for details).
This immediately eliminated the fully land-based solution which will be looked at a later date.
The remaining options were then:
 FSRU
 Open sea buoy terminal
 Hybrid solution which is a temporary floating terminal during construction of an on-shore facility
These were further assessed based on the following criteria:
 Schedule risks
 Cost
 Expandability
 Proximity to selected site
 Throughput flexibility
The hybrid solution meets the schedule but the cost of a land terminal is significantly higher compared to the
floating solutions, without major benefits for this phase of LNG imports. At this stage it is preferred to build a
floating installation with a land based terminal to follow at a later date once the throughput capacity justifies
this solution.
18
The preferred solution was therefore sought in the FSRU based solutions.
A) Open sea buoy FSRU terminal:-
 had to be located too far away from the selected site due to shallow water around Kakinada
 presented little opportunity to add extra storage
 did not bring Capital Expenditure (CAPEX) advantage compared to a floating terminal at the
selected site
 expansion was more costly as a second FSRU would have to be used and significant CAPEX would
be required to add another STL Buoy system
 downtime caused by delayed Ship to Ship cargo transfer in open sea in a cyclonic prone area was
anticipated to be unacceptable by RLNG gas customers
Hence the Open sea buoy FSRU Terminal is eliminated.
B) The floating FSRU terminal within Kakinada Deep Water Port:-
 Had the least schedule risks
 Had the lowest CAPEX
 Provided a safe and reliable solution providing a high availability level
 Offered expandability options
Accordingly the floating FSRU terminal was therefore selected as the preferred solution.
This decision process can also be visualized in the following figure:-
Summary of selection process for the preferred floating solution
Other parameters were also considered during this above evaluation exercise such as:
 Reliability to meet gas demand
19
 Logistics
 Impact on port operation
Based on the above criteria, APGDC and GDF Suez have concluded that a FSRU solution at Kakinada is the
optimal solution. This solution meets all the project criteria, is the most cost efficient and allows for a
seamless expansion to increase the capacity when required.
4.3 Project Layout & Proposed Configurations

The Promoters have selected a jetty based, near shore solution for the following reasons:
 A jetty based solution is known to present lower CAPEX costs for development than an offshore
turret system and associated pipeline to shore. It also has a higher availability of LNG transfer
from shuttle vessels to the FSRU, hence lower likelihood of the FSRU running low on LNG for re-
gasification;
 There are only a few ships currently available that can connect to an offshore buoy solution
which may increase the price of FSRU charters. A jetty based system opens up the FSRU market
to a much larger choice of ships which will result in a more cost effective and faster to market
solution;
 A jetty capable of accommodating a variety of FSRU sizes allows for expansion of the FSRU
without the need to migrate to an onshore facility.
 If the terminal moves to a larger onshore solution then there is no need for additional
expenditure on a new jetty;
 The sheltered near shore location of the jetty reduces construction costs for the pipeline, and
reduces the chance of weather related delay to construction schedules;
 A near shore jetty allows port services (dredger, tugs, pilot, channels etc.) to be pooled with
existing port users.
20
Approximate
location of the
Floating LNG
Terminal
FSRU receiving facilities proposed location
Concept wise, two configurations shall be considered at the onset of the pre-FEED study. These configurations
will be modified during the pre-FEED study to improve the speed to market, cost effectiveness, and to best
match local market conditions. From an environmental impact point of view, there are not significant
differences between these two lay-out options.
The Promoters have selected these configuration/layouts due to the advantage that each solution will provide
depending on how the market may develop.
These configurations are shown overleaf:
21
Configuration 1: FSRU - Twin jetty with over the jetty transfer of the LNG from the LNG carrier to the FSRU:
Layout configuration 1
Proposed lay-out configuration 1 to be modified in Pre FEED (Orientation to be confirmed in study)
22
Configuration 2: FSRU - Single jetty with side by side Ship-to-Ship transfer of the LNG from the LNG
carrier to the FSRU:
Layout of Configuration 2
Proposed lay-out Configuration 2 to be modified in Pre FEED (Orientation to be confirmed in study)
23
In configuration 1, the FSRU and the LNG carriers are moored in a traditional manner each side of a twin jetty.
LNG is transferred from the LNG carrier to the FSRU across the jetty platform. Two sets of cryogenic hard arms
are installed on the jetty.
In configuration 2, the FSRU is moored at a single jetty and the visiting LNG carrier is moored side by side (SBS)
to the FSRU. LNG is transferred directly from the LNG carrier to the FSRU through cryogenic hard arms. The
unloading arms are installed on the FSRU deck.
The obvious difference between these two is the jetty structure itself and the arrangement of pipe work and
arms which would be present at the start of the project.
Moreover, in the event of a future transfer to an onshore solution Configuration 2 would require further
modification such as:
 the building of cryogenic arms on the jetty;
 installation of utilities;
 potential creation of a second jetty structure to for increased LNG ship turnover etc.);
 further dredging to create a second jetty pocket;
 cost of removal of hard arms from FSRU so it can operate at as a normal carrier again (difficult
to place an FSRU directly from one project straight into another).
Due to these being additions to a Configuration 2 layout all of these modifications would come at increased
cost compared to installation up front as in Configuration 1.
However, more significant is the impact such construction activities would have on on going re-gas
operations. Send out to customers would cease for a number of months as construction take place, with
associated loss of revenue and attractiveness as a supplier. Hence whilst Configuration 1 may have higher up-
front costs, in the long term it may be a more cost effective solution for the project and hence Configuration 1
is effectively set up as a jetty that would be ready both for FSRU operations and also as a conventional jetty for
a future onshore terminal.
The FSRU receiving facilities will be designed to accommodate LNG from shuttle LNG vessels of up to
265,000m3, which is the largest existing LNG vessel size in the industry. LNG will be transferred directly from
the shuttle vessel moored alongside the FSRU over a jetty using cryogenic arms placed on the jetty structure
(Configuration 1).
Maximum re-gas capacity can be up to 26.9 MMSCMD (depending on market conditions and cost
effectiveness) of which 14.2 MMSCMD is a typical average use.
It is anticipated that customers from the power sector could form a significant part of the customer base and
the extra capacity above the average send out rate of 14.2 MMSCMD of gas is required to accommodate
swings in send out which inevitably will occur in day to day operation. In addition to supporting the needs of
the power sector, the ability of the FSRU to reach an interruptible peak capacity of 26.9 MMSCMD for a limited
period, would ensure energy security for APGDC in the event of unforeseen circumstances/outages with other
sources of gas supply.
24
Re-gasification will most likely be carried out using seawater as the primary heating medium. The seawater is
pumped into shell and tube vaporisers, vaporising the LNG and the sea water is then discharged back into the
sea.
The FSRU will re-gasify LNG at send out pressure and deliver natural gas via one of two HP gas arms to the
jetty and then to a subsea pipeline. As a key potential bottleneck in assuring gas to customers, two HP arms
are used to allow suitable redundancy.
LNG sampling for custody transfer and Gas metering and analysis equipment will be provided at the land fall
point station (see Appendix E &F). At the shore, the pipeline will be run under ground up to the land fall point
station assumed to be the tie-in point to the grid.
The marine structure will consist of the berthing and mooring dolphins, the quick release hooks, fenders,
platform structures and top side equipment (unloading arms, cryogenic pipeline, drain drum, HP arm).
4.4 Preliminary Solution Marine and Pipeline Works
All dredging works will be carried out before the LNG facility becomes operational. The size of the turning
circle, entrance channel, run-off channel and berth pockets will be subject to detailed study in the FEED stage
but the preliminary concept is for a 600m turning circle (it is assumed that during the initial stage, the SPV will
receive ships of maximum size of 215000 m3), an approach channel width of 300m, and all to a depth of 15m
below chart datum. This follows appropriate SIGTTO and PIANC guidance for terminal layout.
It is assumed that suitable dredged material may be used in reclamations for port development activity if
required. Otherwise surplus or unsuitable material is assumed to be disposed of at an approved/designated
offshore disposal location, which is less than 10 km from the proposed FSRU location at Kakinada Deep Water
Port, subject to necessary permitting and environmental assessment.
An HP gas pipeline will transfer gas from the jetty to the grid tie-in point. It is proposed to pre-invest in a
pipeline able to accommodate the expansion of the terminal. This pipeline would size for a nominal 28.3
MMSCMD capacity and peak capacity of up to 42.5 MMSCMD, as the additional mobilization and installation
cost for a second pipeline far outweighs the incremental cost of increased pipeline diameter installed upfront.
The appropriate level of peak capacity to support the hourly variations in power sector gas demand would be
validated by the gas market study element of the feasibility study.
25
5 Project Basis of Design & Budget:
5.1 Criteria to Arrive at Proposed Design Capacity
In comparison with an on-shore terminal, on a floating LNG re-gasification unit, the designer is constrained by
space available on the vessel deck and by the number of tanks of the ship.
The existing FSRU vessels vary in the following range:
- Storage capacity: 125000 to 175000m3
- Send out: 2.5 to 6.5 MTPA (base-load)
However, these relatively small capacities fits well to a nascent LNG market like Andhra-Pradesh especially in
an Indian context where international market price remains an issue in terms of affordability. Thus the floating
option while reducing the capex exposure of the promoters, allow a fast track cost efficient access to natural
gas resource.
The final capacity of the project will result from the best possible compromise between the FSRU market
opportunities and the RLNG demand as assessed per the on-going market study.
5.2 Concepts & Process Brief of FSRU

Promoters, particularly GDF SUEZ, have experience from other projects that suggests what is likely to be the
optimum layout for the facility. Whilst this prior experience is not intended to pre-empt the final technical
design of the LNG terminal that the feasibility study will recommend, this understanding will simplify and
accelerate the implementation of the feasibility study.
Promoters have identified two configurations options as the starting point for its feasibility study. These
layouts will be modified during the feasibility study to improve the speed to market, cost effectiveness, and to
best match local market conditions. These initial designs are based at Kakinada Deep Water Port with respect
to the selection criteria listed hereunder. However, this choice will have to be confirmed during the feasibility
study:
Configuration 1: Over the Jetty Transfer (twin jetty)
26
In this configuration, both FSRU and LNG shuttle are berthed on a traditional solid LNG berth. The unloaded
LNG is transferred from the shuttle to the FSRU where it stored and re-gasified before being sent out through
a High Pressure arm to the subsea pipeline.
The process flow diagram here under illustrates the ship jetty ship configuration
Configuration 2: Ship to Ship Transfer (single jetty)
27
In this configuration, LNG carrier berth alongside the FSRU. Each LNG carrier would be secured to the FSRU
using mooring lines equipped with quick-release hooks that would be permanently attached to the FSRU.
Floating pneumatic fenders would be used to separate and prevent contact between the hull of a moored
vessel and the side of the FSRU.
The unloading area near the carrier berth would support the primary equipment needed to safely unload LNG,
including LNG loading and vapour return arms (hard or flexible); LNG and vapour transfer piping and
manifolds; gas and fire detection, fire protection, and fire fighting facilities; life-saving equipment;
telecommunications equipment; an access gangway; and a small crane.
In both above configurations the re-gasification process takes place on the ship (FSRU). The FSRU will send out
High Pressure Natural Gas through HP gas send out arms located on the Jetty.
5.3 FSRU Vessel
5.3.1 FSRU Vessel Selection

The final FSRU will not be selected until after the project has received its environmental clearances. It is also
possible that an initial “bridging” vessel will be selected from the existing world fleet to cover the start-up of
the project, which will then be replaced by a new vessel of larger size and regas capacity. This allows the
project to start up prior to the new vessel being completed in the shipyard. However the general parameters
of an FSRU can be specified at this stage, and worst case values from both the bridging and new vessel are
used in the Form I. Any studies carried out will apply to both vessel types
5.3.2 FSRU Regulation
It should be noted that the FSRU’s will comply with international marine regulation. This is a prescriptive
approach rather than a risk based system normally found in onshore systems.
Regulations concerning shipping are developed at the global level. Because shipping is inherently international,
it is vital that shipping is subject to uniform regulations on matters such as construction standards,
navigational rules and standards of crew competence. The alternative would be a plethora of conflicting
national regulations resulting in commercial distortion and administrative confusion which would compromise
the efficiency of world trade
Hence the concept of whether the FSRU is acceptable in terms of build quality, safety, operations etc, is
regulated under an extensive range of internationally agreed and accepted rules, regulations and independent
verification. These rules are centrally developed under the United Nations Agency entitled the International
Maritime Organization (IMO). The IMO's primary purpose is to develop and maintain a comprehensive
regulatory framework for shipping and its remit today includes safety, environmental concerns, legal matters,
technical co-operation, maritime security and the efficiency of shipping.
IMO has adopted a comprehensive framework of detailed technical regulations, in the form of international
diplomatic conventions which govern the safety of ships and protection of the marine environment. National
28
governments, which form the membership of IMO, are required to implement and enforce these international
rules, and ensure that the ships which are registered under their national flags comply.
The level of ratification and enforcement of IMO Conventions is generally very high in comparison with
international rules adopted for shore based industries.
The principal responsibility for enforcing IMO regulations concerning ship safety and environmental protection
rests with the flag states (i.e. the countries in which merchant ships are registered – which may be different to
the country in which they are owned).
Flag states enforce IMO requirements through inspections of ships conducted by a network of international
surveyors. Much of this work is delegated to bodies called classification societies.
Hence the FSRU is treated as being acceptable in terms of design and operations if it meets these international
regulations and passes regular independent inspection and verification. Thus any ship entering Indian waters
that meet its own national flag regulations needs not be reassessed for internal safety against Indian
regulations.
5.3.3 FSRU Vessel Specifications

A typical FSRU vessel specification is given in appendix G.
The main features of the FSRU vessel, its general arrangement, containment system, cargo system machinery,
safety, detection & fire-fighting equipments, pollution & waste treatment equipments, control system and
communication are described in this document.
The permanently berthed FSRU Terminal concept is assumed to be fully self-sufficient in providing power,
water and life-support on-board.
All receiving facilities, marine structures such as jetty, mooring and breasting dolphins, unloading platforms
and breakwater that are required together with dredging of the berth, turning circle and access channel
connection to main shipping channel, will be designed to comply with the FSRU vessel and in order to ensure
the compatibility with the visiting LNG shuttles.
The LNG is contained at a temperature of -161oC and at atmospheric pressure (or slightly above). There are no
refrigeration facilities onboard the FRSU. Instead the cargo tanks are made of extremely high performing
insulation material to prevent heat leak into the cargo. Temperature rise is extremely low and the typical
amount of lost cargo per day (Called boil off gas or BOG) is less than 0.15% of the cargo tank volume. This
excess gas is generally fed to the regas or power systems to be used as fuel. Some modern FSRU’s have the
ability to re-condense the spare boil off gas and inject it into the re-gas system. No gas is vented to
atmosphere at any time during normal operations.
The FSRU’s are double barrier concepts. This means that there are two hull structures between the tanks and
the outside sea. Not only does this limit the risk of cargo spillage, but it also provide space for ballast water to
be stored (only LNG is ever stored in the main cargo tanks)
For further details see Appendix G.
29
5.3.4 Regas Technology
FSRUs are designed to incorporate certain equipment and processes on board to accomplish the task of
offshore LNG vaporization. There exist two distinct types of re-gas concept, with a number of manufacturers
for each concept. The two re-gas concepts are either an open loop or a closed loop system. The fundamental
difference between the two systems is whether the medium used to heat the LNG and convert it from a cold
liquid to a ~ambient temperature gas is fully contained within the FSRU (closed loop) or is brought in from
outside (in this case seawater) and sent out again to outside of the FSRU (open loop).
5.3.5 Vaporization of LNG

To accomplish the task of offshore LNG vaporization FSRUs may be operated in one of three ways:
 Closed-loop mode, in which LNG vapour is burnt in the FSRU boilers to produce steam which is then
used to heat fresh water or glycol circulated through the shell-and-tube vaporizers in the re-
gasification plant.
 Open-loop mode, in which relatively warm seawater is drawn in through the FSRU’s sea chests. This
warm seawater is used as a heat source and passed through the shell of the shell-and-tube vaporizers,
causing the vaporization of the LNG. During this process, the temperature of the seawater is lowered
by approximately 13 degrees Fahrenheit (7 degrees Celsius). For this reason, the open-loop mode is
not applicable for water temperatures below 45 degrees Fahrenheit;
 Combined mode, in which seawater at temperatures between 45 and 58 degrees Fahrenheit can be
used when heated by steam from the FSRU boilers to provide sufficient heat for the vaporization of
the LNG
This reflects the system onboard the likely FSRU’s that could be used at Kakinada. It may be that such an FSRU
of suitable containment/re-gas size for the project is not available in the early years of the project and must be
built in the yard and arrive on site a few years later than project start date. As such a temporary and smaller
bridging vessel would be required from the existing fleet. A bridging vessel would have the technology
described above or would be a closed loop only type.
Closed loop systems must create heat by burning LNG rather than use the ambient heat of seawater. As such
whilst closed loop systems will not interact with the surrounding water in Kakinada, they do produce larger
amounts of air emissions than an open loop system. As such it is expected that an open loop system will be
utilised in Kakinada in the long term.
A flow diagram for the open loop system to be used for the long term FSRU option in Kakinada is shown below
30
For the bridging vessel, an open or closed loop system may be used. If it is open then it follows the same flow
diagram as for the long term solution. Should a closed loop system be utilised in a bridging vessel then it has
the following flow diagram.
31
5.4 General Arrangement of Receiving Facilities
The receiving facilities considered to be developed for this project are described on the plot plan given in
Appendix E.
It comprises:
- Navigational access system: access channel, turning circle, berth pit(s),
- An island jetty with its top-sides (unloading arms, drain drum, cryogenic pipeline, HP arms),
- A buried subsea pipeline connecting the island jetty to the shore line and to land fall point station,
- A land fall point station covering an area of approx. 2 ha.
The overall view of the facilities is shown here under:
Prospectively, this map also indicates an area suitable for a potential future on-shore terminal development
which is not part of the present permitting application.
32
5.5 Subsea Pipeline
A HP subsea gas pipeline will transfer gas from the jetty to the grid tie-in point.
Two HP gas arms (2 x100%) on the jetty will transfer gas from the FSRU to the subsea pipeline.
The subsea gas pipeline to the shore line will be approx. 2.5 km length and will be prolonged underground on
approx. 300 m till the land fall point station (see general arrangement). This is expected to be a 750 mm (30”)
high pressure pipeline. It will be buried or otherwise protected against damages, particularly from anchorage
deployed by vessels moored for discharge of lighter cargo. It is important to note that this pipeline will not
cross the Kakinada Deep Water Port shipping channel.
Illustration detail of HP subsea gas pipeline
The installation method assumed for the submarine pipeline section involves prefabrication of pipe sections
land-based and tow out to the proposed FSRU site.
A preliminary estimate of corridor width for the main pipe string fabrication is around 10 -15 meters; a more
detailed review of land availability and access requirements would be required to confirm actual
requirements.
The installation options will need to be further reviewed during front end engineering.
5.6 Landfall Point Station
Gas Metering and custody transfer is assumed to be at the inlet to the HP gas pipeline, inside the battery limit
of the terminal project at the land fall point station. The HP gas pipeline connectivity downstream of the
landfall point station up to the tie-in point is not included within the perimeter of the terminal project.
The facilities/equipment installed within the landfall point station includes:
 An administrative building,
 Two metering skid systems (ultrasonic) with associated gas quality analysis,
 Safety isolation valves system,
 Pig receiving facilities,
 Cathodic protection system,
 An autonomous power generator (approx200 kW)
33
An indicative plot plan of the landfall point station is given hereunder:
5.7 Dredging
To allow Kakinada Deep Water Port to accommodate larger LNG vessels of Q flex size, its navigation access
capacity will have to be increased. This will translate in important dredging works described in IPA Site
selection report (see Appendix B) and summarized in the table here under:
Components Dredging work description Dredging material (estimated)

Million m3
Access channel Widening of existing 10km 160 m width to 7 to 10
300 m width
Additional turning Creation of a dedicated turning circle of 600 3 to 4
circle m diameter north of the inner channel
Manoeuvring area Creation of one or two berth pockets with 2 to 4
& berth pocket(s) accessing manoeuvring area
TOTAL 12 to 18
All dredging works will be carried out before the LNG facility becomes operational. The size of the turning
circle, entrance channel, run-off channel and berth pockets will be subject to detailed study in the FEED stage.
Current estimated dredging volume is between 12 and 18million cubic meters.
Subject to further soil investigations, it is expected that dredging will be carried out using a Trailing Suction
Hopper Dredger (TSHD) and Cutter Suction Dredger (CSD). The CSD will be able of dredging cap rock which
would not otherwise be dredgeable with TSHD.
Suitable dredged material will be used in reclamations and port development activity within Kakinada Deep
Water Port, if required. Otherwise surplus or unsuitable material is assumed to be disposed of at the
approved/designated offshore disposal location of Kakinada Deep Water Port, subject to necessary permitting
and environmental assessment.
34
6 FSRU Specification Table
A shortened overview of the FSRU characteristics is shown below. Full details are contained within Form I.
General Information Long Term Vessel Bridging Vessel

Builder Korean or Japanese Korean or Japanese
Date keel laid After 2013 After 2000
Date Launched After 2015 After 2002
Class society DNV, LR, ABS, BV DNV or BV
Cargo capacity 120,000 to 215,000m3 138000 to 151,000 m3
Cargo tank working pressures Likely 1-102kpa. 4-10kpa gauge
Design draft and Up to 12.3m 11.4

displacement (m)
Ballast draft and down to 9.5m 9.6
displacement (m)
Loaded draft and displacement up to 12.5m 11.64
(m)
Max air draft (m) 50-54m 40.4
Propulsion type and Likely steam or DFDE Likely steam or DFDE

characteristics
Regasification System
Regas technology Probably Open Loop Open or Closed Loop
HP Gas Pressure and 80-120 Bar 80-120 Bar

temperature 0-10oC 0-10oC
Min/Max continuous send out 1.4MMSCMD to 1.4MMSCMD to 14.2MMSCMD

22.6MMSCMD
Max send out 26.9MMSCMD 21.2MMSCMD

Spare philosophy N+1 on critical equipment N+1 on critical equipment
Other
Staff/crew composition Operation phase – 32 Construction phase – 1000
persons on board and 20 workers
persons for terminal Operation phase – 32 persons on
operations board and 20 persons for
terminal operations
Visiting LNG Ship Capacity Up to 265,000m3 Up to 265,000m3
Resource requirement
Land 2 Hectares for on-shore 2 Hectares for on-shore receipt
receipt terminal terminal
35
Water 320000 KLD sea water as 35000 KLD as cooling water for
heating medium for RLNG machinery
and 35000 KLD as cooling
water for machinery
Energy 100 Tons of LNG per day 80 to 340 Tons of LNG per day
equivalent to approximately (depending on regas rate)
64 MW per day which will equivalent to approximately 51
be generated by FSRU itself. to 218 MW which will be
generated by FSRU itself
Construction Material Jetty- approx. 21000 M3 Jetty- approx. 21000 M3 concrete
concrete
Safety & Social Aspects Refer Appendix-C Refer Appendix-C
Safety, Health & Environmental Refer Appendix-H Refer Appendix-H
protection system
36
+
7 Current Status of Project
 APGDC and GDF SUEZ have executed the Project Framework Agreement for development of FSRU
facility at Kakinada, Andhra Pradesh on 17th April, 2012 in New Delhi in the presence of Hon’ble Chief
Minister, Andhra Pradesh, Union Minister for Petroleum and Natural Gas, C&MD, GAIL, President, GDF
Suez LNG UK Ltd and other dignitaries.
 Report for selection of suitable site for establishing the FSRU project has been submitted by Indian
Port Association (IPA) and IIT Madras. (Copy attached as Appendix-B). The IPA and IIT, Madras has
suggested establishing the project in Kakinada Deepwater Port area in the report.
 During Partnership Summit held between 11th January and 13th January, 2012, GAIL Gas Limited, a
100% subsidiary company of GAIL has entered into a MoU with the Government of Andhra Pradesh to
establish an RLNG Terminal in the Coast of Andhra Pradesh through APGDC. (Copy attached as
Appendix-I).
 Consent letter has been received from M/s. Kakinada Sea Ports Limited (concessioner for operating
Deep Water port at Kakinada) for establishing of LNG FSRU project within the boundary limits of Deep
Water port (copy attached as Appendix-J).
37
8 Preliminary Environmental Assessment
8.1 Background
This section deals with the Initial Environmental Evaluation of the proposed project of
Development of Offshore LNG FSRU Facility at Kakinada Deep Water Port, Kakinada, East
Godavari District, Andhra Pradesh State. The section considers the environmental settings of
the project site and surrounding study area including identification of notified ecological
sensitive areas as per Ministry of Environment and Forests, Government of India followed by
Potential Environmental Impacts due to the proposed project.
8.2 Environmental Setting of the study area
As discussed above, the Offshore LNG FSRU Facility is proposed at Kakinada Deep Water
Port, Kakinada. The site is located at a distance of 2.5 Km from the Berth 1 of Kakinada
Seaport Limited. Hope Island, located to the east of the proposed berth on the lee side of the
breakwaters is within a distance of 10 Km, this was formed due to the sand drifting from the
tributary of River Godavari. The island stretches across Bay of Bengal and forms the Bay of
Kakinada between the island and the main Kakinada Coast. The northern part of the island is
called Godavari point which overlooks the entry point into the Bay of Kakinada and the
Kakinada Harbour. On the shore line, Kakinada fishing harbour is located on the northern side
of the port. NH214 lies on the Western Direction of the port.
Coringa Wildlife sanctuary lies to the south of the port. It is located at a distance of about 15
Km from Kakinada on Kakinada – Yanam road. Coringa Sanctuary, named after a tiny village
Coringa in East Godavari District of Andhra Pradesh, a part of Godavari Mangroves was
declared as a wildlife sanctuary by Government of Andhra Pradesh vide G.O.Ms. No. – 484,
Forests and Rural Development (For.III) Department dated 05.07.1978 was to conserve the
mangrove vegetation of the estuary, extending in an area of about 235 sq. Kms. It is located
between 16° 30’ to 17° 00’ N latitudes and 82° 14’ to 82° 23’ E longitudes. Mangroves are salt
tolerant ecosystems of tropical and sub-tropical intertidal regions of the world.
East Godavari receives rainfall during June to October both southwest and northeast
monsoon. Average rainfall varies widely from 1000 mm at the northern part of the coast to
1400 mm at the extreme western parts of the hills. The district has two major fertilizer plants
and gas based power plants and edible oil refineries. Brief Summary of Environmental settings
of the study area of 10 Km is provided in the following table.
38
Table: Summary of Environmental settings of the study area of 10 Km
Sr. Particulars Details

No.
Latitude 16° 58.37’ N
1 &
Longitude 82° 17.06’ E
2 Elevation 2-3 m MSL
3 Nearest Meteorological station Kakinada (Stn No. 43189)
Mean Maximum temperature 43.8°C
Mean Minimum temperature 15.8°C
Annual Maximum Humidity 82%
Annual Minimum Humidity 61%
Predominant direction South West and North East
Average wind speed 9.6 kmph
Annual rainfall 1113.2 mm
4 Nearest habitation Kakinada
Nearest major town/Nearest major city Kakinada
5
(more than 2, 00,000 population)
NH 215, 4.2 km Western side connecting
6 Nearest highway
Yanam and NH -5 at Kathipudi
Kakinada R.S 4.5 km from the port
7 Nearest railway station
Kakinada Port R.S <1Km from the Port
8 Nearest airport Rajahmundry, 70 Km
9 Nearest tourist places Hope Island, within 10 Km radius
10 Defence installations Nil within 10 Km radius
11 Protected area as per WP, act, 1972 Coringa Wild life sanctuary, approx. 15 Km
12 Reserved/Protectedforest Nil within 10 Km radius
Sea (bay of Bengal)
Nearest water bodies
13 Bhogamdani Cheruvu – 6.5 Km
streams/rivers/sea
Kalai Cheruvu – 14 Km
Two large Fertilizer Plants (namelyNagarjuna
and Coramandel), Few Gasbased power
14 Major Industries
Plants such as GMR Barge mounted Plant,
Spectrum Power etc.
15 Seismic zone Zone III as per IS 1893:2002
39
8.3 List of Ecologically Sensitive Places as defined by Ministry of Environment and
Forests, Government of India.
 Religious and historic places
 Archaeological monuments/sites
 Scenic areas
 Hill resorts/mountains/hills
 Beach resorts
 Health resorts
 Coastal areas rich in corals, mangroves, breeding grounds of specific species
 Estuaries rich in mangroves, breeding ground of specific species
 Gulf areas
 Biosphere reserves
 National park and wildlife sanctuaries
 Natural lakes, swamps, seismic zones tribal settlements
 Areas of scientific and geological interests
 Defence installations, especially those of security importance and sensitive to

pollution
 Airport
 Tiger reserves/elephant reserve/turtle nestling grounds
 Habitat for migratory birds
 Lakes, reservoirs, dams
 Streams/rivers/estuary/seas
 Railway lines
 Highways
As per the list mentioned above, Hope Island is located within 10 Km radius of the project site
and considered as local tourist spots. Apart from the large fertilizer plants, Kakinada seaport,
barge mounted gas based power plant is under operations. Yanam Island located at a
distance of 20 Km where number of wetlands is present and attracts migratory birds to the
area.
40
8.4 Environmental related studies that are proposed for the project
 Comprehensive EIA (marine and terrestrial) studies;
 Disaster Management Plan, Quantitative Risk Assessment Studies;
 CRZ map indicating HTL and LTL demarcated studies due to landfall point.
8.5 Social and Environmental aspects construction and operation phase

 Brief details of the social and environment aspects during the construction and operation
phase have been worked out and enclosed as Appendix-C.
 The detailed study shall be carried out in EIA, Risk Assessment and Disaster Management
Plan
8.6 Summary
This consideration of environmental issues has been prepared based on the inputs taken from
site and also through published information from MoEF/CPCB/Government of India Portal.
The project is located at a distance of 2.5 Km from the shore line. The project is for the
installation of LNG FSRU facility within Kakinada Deep Water Port Limit, and transfer to the
landfall point; it has insignificant environmental impacts on the marine biodiversity.
However, it is recommended to conduct detailed EIA studies covering marine and terrestrial,
Risk Assessment, Disaster Management Plan for the proposed project.
Preliminary Site Selection Report has been appended as Appendix –B.
41
9 Budgetary Cost Estimates and Project Schedule
9.1 The Expected Project Costs
DESCRIPTION Configuration 1 Configuration 2

FSRU twin-jetty FSRU Single jetty
OJ transfer STS transfer
(Million INR) (Million INR)
Feasibility and BOD studies 56 56
FEED 168 168
Jetty Structure 2800 1960
Jetty Topsides 1400 560
Subsea Pipeline+ Onshore facility 560 560
Dredging (turning circle, berth pocket) 3080 2520
Additional ship Modification 0 560
Additional investment for Common Port Facilities : 2000 2000
Dredging (widening and deepening of Port access
channel)
TOTAL 10064 8384
9.2 Project Schedule

The table below show the timeline for construction activities related to the project.
S.No. Description Target Dates

1 Detail Feasibility Report December 12
2 Final design for Jetty and other May 13
facilities
3 Ordering and receipt of long Jan 14
lead items
4 Construction of Jetty Nine months from MOEF
clearance
5 Dredging work Nine months from MOEF
clearance
6 Sub-sea pipeline construction Six months from MOEF
clearance
7 Ship fixing & FSRU conversion Feb 14
8 Ship sailing and commissioning March 14
Note: The above schedule is subjected to MoEF clearance
42
10 Conclusions & Recommendations
The study concludes that it would be technically feasible to establish an island jetty based FSRU, LNG receiving
terminal, in Kakinada.
Kakinada is located close to the existing grid and East West pipeline; this would allow the promoters of the
Project to achieve the connectivity between the LNG receiving facilities and the gas market in a short period of
time (2 to 3 years), thus enjoying the benefits of a fast track LNG floating solution, with an optimized time to
market.
The leeside of the north breakwater offer a suitable, protected marine area suitable to set up an LNG berth.
Offshore open sea locations have been ruled out, as harsh weather conditions in a cyclone prone area, with
waves heights exceeding 2 meters for 32% of the time during NE monsoon, and 68% of the time during SW
monsoon1, are considered as a strong deterrent with respect to the downtime generated on cargo transfer
operations.
The design options described in this report are indicative only and will have to be assessed, precised and
selected, during consolidated engineering studies; similarly further investigations relating to environmental
issues and FSRU operation impact will be required during EIA studies. Then only the outlined figures given will
be confirmed.
The ultimate viability of the project will be determined and established by a comprehensive Detailed
Feasibility Report collecting and analysing site specific data in particular Metocean data
1
See IPA Site Selection Report (page 38) attached in Appendix B
43
APPENDIX A
BRIEF PROFILE OF MARKET

CONDITIONS FOR NATURAL GAS IN
ANDHRA-PRADESH
44
Brief Profile of Market conditions for Natural Gas
Andhra Pradesh – An Emerging Gas Hub
Andhra Pradesh is the fourth largest state by area and fifth largest by population in India. Andhra Pradesh is
blessed with a long coastline and has the second largest coast line of 972 km among the states of India. Over
the past decade, it has emerged as one of India’s fastest growing states. The state’s GDP is estimated to be
more than USD 120 Billion and stands third among states of India.
The State has emerged as an important hub for natural gas industry post the Krishna – Godavari basin gas
discovery. A large number of gas based power plants and other industries have been set up and many are
under planning stage. Andhra Pradesh has a good pipeline infrastructure connecting it to the other regions of
India. So, a terminal in Andhra Pradesh could supply gas to many other regions in India. Further, the pipeline
infrastructure in the state is expected to get a further boost once the planned pipelines are commissioned.
Some of the pipelines being planned in the state are Kakinada-Chennai in Tamil Nadu Kakinada-Haldia in West
Bengal State and Kakinada- Vijayawada-Nagpur-Bhilwara in Rajasthan State.
Furthermore, the Petroleum, Chemical & Petrochemical Investment region (PCPIR) is being setup in the east
coast along the Kakinada -Visakhapatnam Industrial Corridor. Many SEZ’s are planned to be setup in the area
with Refinery / Petrochemical Feedstock Company. This investment region would further boost the demand
for gas in the state.
Gas Demand in AP
Power sector is a major consuming sector for gas in the State of Andhra Pradesh. The energy consumption in
the state is growing at double digits during past several years. With an installed capacity of more than 15,500
MW, Andhra Pradesh represents one of the largest power markets in India. The AP state power utilities have
power purchase agreements for around 2,700 MW of gas based power plants in the state. However, due to
shortfall in domestic gas, these plants are not operating at their optimal capacities. The gas based plants in the
state are currently operating at 50% - 60% of their capacity. Further, an estimated 13,000 MW of gas based
plants are expected to come up in the state in the coming years subject to gas availability given the constraints
in coal supply. With increased power tariffs and rising imported coal prices, the affordability for gas is on the
rise. This would lead to a further increase in demand for natural gas in the state.
The state of Andhra Pradesh is experiencing huge energy deficits owing to shortfall in domestic coal and gas
supplies. Due to this, the state is left with no option but to impose load restrictions on the consumers in the
state. During the load restrictions, the industries mostly run their plants on liquid fuel. The cost of power from
diesel generators is estimated to be around Rs. 16/unit (USD 0.32 /unit). Given this backdrop, the industrial
associations have approached the Andhra Pradesh Power distribution licensees for supply of uninterrupted
power to mitigate load restriction measures. Accordingly, the licensees have proposed to tie-up power from
idle gas based power capacity using RLNG fuel. In this context, alternate fuel like RLNG would be in demand
despite the relatively higher costs when compared to coal based power generation.
City gas distribution demand comprising compressed natural gas (CNG) for usage as transport fuel and piped
natural gas (PNG) for replacing LPG – is an attractive demand segment from an affordability perspective. There
are significant plans of APGDC to spread the gas distribution infrastructure to all the regions in AP which will
drive the demand. PNGRB has allotted licenses to a number of players for CGD implementation in the state of
Andhra Pradesh. Gas demand from these cities like Vishakhapatnam, Nalgonda, Rajahmundry, Kakinada, etc. is
expected to increase once these projects are implemented.
45
Due to rapid economic growth, the natural gas demand from other industrial sectors like ceramics, metals and
bulk drugs is expected to go up. The expected gas demand from sectors other than the power sector is likely to
be around 30 MMSCMD. But, due to shortfall of domestic gas, a lot of this demand is currently not being met.
So, an LNG terminal on the Andhra Pradesh coast is necessary to bridge this gap.
The summary of existing demand for gas from all the sectors is shown in the table below:
Sector Allocation Requirement Supply Alloc-Req Alloc-Sup Req-Sup
MMSCMD MMSCMD MMSCMD MMSCMD MMSCMD MMSCMD MMSCMD

(A) (B) ('C) (A-B) (A-C) (B-C)
Fertilizer 4.797 3.27 3.215 1.527 1.582 0.055
Power 21.473 15.022 9.856 6.451 11.617 5.166
Ceramics, 0.71944 0.9205 0.3855 -0.20106 0.33394 0.535

Glass, Steel
and Others
Total 26.98944 19.2125 13.4565 7.77694 13.53294 5.756
Furthermore, there are many announced projects that could increase the demand for gas. For example, the
additional demand from Power Sector from announced capacity addition programs from projects in Andhra
Pradesh are likely to be around 40 MMSCMD. Some of the announced and under construction power plants
are from large players like Reliance, GMR, Lanco and GVK.
Andhra Pradesh as an attractive LNG market
The gap will have to be met from RLNG as the domestic gas supply is on a decline. Furthermore the RLNG
terminal on the east coast will be more economical than on the west coast. This can avoid additional taxes and
transportation charges that make the delivered price of RLNG costly. The following tables illustrate the
difference in the delivered price of gas in two scenarios considering crude price of $100 –
Scenario – 1 – RLNG transported from West Coast to AP
In case the gas is transported from the West Coast, there is additional implication of taxes and transportation
charges as shown in the table below:
46
Scenario – 2 – FSRU on the East Coast of AP
In case the FSRU is located on the East Coast in AP, then the delivered price will be lower due to the avoidance
of additional taxes and transportation charges as shown in the table below:
Natural Gas Demand Drivers
The consumption of natural gas has been growing at around 9.9% CAGR. Power and fertilizer sector contribute
around 70% of total gas demand in the country. The key demand segments are as follows:
Power - Currently, power plants contribute more than 40% of natural gas consumption in India. The Indian
Power Sector has been growing at a rapid pace and the pace is likely to be sustained in the coming years to
meet the growing power demand. The installed capacity has increased from 105GW in 2001-02 to more than
180GW in 2011. Even with such increase in installed capacity, the power deficits in the country exceed 10%.
Given the shortage of domestic coal, the primary fuel used for power generation, there is emphasis on
leveraging all possible sources of energy for meeting the deficit. Given the shortage of domestic coal and gas
resources, there is increased dependence on imported coal and LNG. At present there is about 2300 MW
capacity that exists without allocation of gas and about 1700 MW that are under execution without having
firm gas tie-up. Further about 700 MW of gas plant are being run on liquid fuels. In addition, there are many
plants that are running below capacity owing to less supply of domestic gas. Thus there is a window of
opportunity for LNG suppliers to cater to partial/full requirement of the existing and new plants.
Fertilizers - The fertilizer sector contributes more than 25% of the natural gas consumption. Government of
India has decided that all existing gas-based urea plants would be supplied gas to meet their shortfall to
ensure full capacity utilization. All existing plants in this sector have been accorded highest priority for
domestic gas allocation.
City Gas Distribution (CGD) - PNGRB has granted licenses/approvals for CGD implementation in many cities of
India. The CGD network in India has been steadily increasing and Government of India has a vision to expand
the CGD network to 200 cities by 2015. Since the alternate fuel for CGD network is expensive liquid fuels
(Furnace Oil, Commercial LPG, Petrol prices are deregulated in India), this segment has emerged as an
attractive market segment for gas from an affordability perspective.
Supply Constraints
The supply of gas in India has not matched the demand growth. Some of the factors limiting the supply of gas
are:
47
 Maturing Oil / Gas fields: The gas production from existing fields like Mumbai High and Reliance KG
basin has decreased. The current production from KG basin is much lower as compared to the
estimates a few years earlier.
 Limited Oil & Gas reserves: The participation from global oil majors in the NELP bidding rounds has
not been very encouraging.
 Unconventional resources are yet to be fully tapped: Major unconventional sources of supply such as
CBM, shale gas and gas hydrates are still in nascent stages of development. There has been some tight
gas discoveries in the Cambay basin, but the commercial monetization of such discoveries will take
time
All the aforementioned constraints limit the availability of domestic gas in the country. Import of LNG is an
important option by which India could enhance the gas supply position in the country. India is already
importing more than 40 MMSCMD through the LNG route.
Demand Supply scenario
The demand supply shortfall is estimated at close to 100 million metric standard cubic meters per day
(MMSCMD). This in turn, has resulted in the inadequate or sub-optimal use of infrastructure: both gas-based
power plants and fertilizer units either remain idle or operate using expensive liquid fuels, such as naphtha.
The graph below shows the estimated deficits
Given the shortfall and domestic gas supply constraints, there is an urgent requirement for increased LNG
regas capacity and imports.
Natural Gas Infrastructure
Pipeline Infrastructure: India has more than 11,000 km of pipeline with capacity of more than 270 MMSCMD.
Gas pipeline infrastructure predominantly meets the demand in the Western and Northern parts of the
country. The pipeline capacity is expected to rise substantially going forward on the back of the proposed
pipeline capacity and from the pipeline capacity already under construction. The Petroleum and Natural Gas
Regulatory Board (PNGRB) was constituted in 2007 to promote competition and to authorize entities to build
48
the required infrastructure and monitor the downstream sector. Thus there is a significant thrust to develop
the pipeline capacity and it is not a major constraint once a gas source is identified.
RLNG Terminal Capacity:
Presently, India’s LNG import capacity is around 13.5 MMTPA through its terminals at Dahej of 10 MTPA and
Hazira of 3.5 MTPA. The contribution of imported gas through RLNG is around 20% of the total gas supply of
the country. Furthermore, the LNG terminals at Kochi and Dabhol are likely to be operational soon. It may be
mentioned here that all the LNG terminals (existing + under construction) in the country are currently located
on the western coast. Despite high demand for gas in east coast region of India, there is no RLNG terminal on
the east coast.
49
APPENDIX B
SITE SELECTION REPORT IPA
&
IIT CHENNAI
50
APPENDIX C
SAFETY & SOCIAL ASPECTS
51
Safety Aspects – Navigation
1. HYDRAULIC CONDITIONS
Currents are dominated by the tidal flows, with predictable variations over diurnal, monthly and annual time
scales.
Very strong currents in the order of 0.4 to 0.8 m/s occur between the sand pit and the breakwater, which are
capable of moving sediments into and out of the bay.
The currents in the vicinity of the port and within the dredged channels are relatively weak, with a maximum of
only 0.2 m/s.
Currents generally flow in a North/South direction, roughly parallel with the shoreline.
The predominant wind directions are South-West and South-East. The mean wind speed is about 14.4 km/h (4
m/s). The maximum mean wind speed is 49.7km/h (13.8 m/s).
During cyclone the region experiences a maximum wind speed in excess of 117 km/h (32.5 m/s).
2. TRAFFIC INTENSITY AND SAFETY ISSUES

Kakinada Deep Water Port has development plans for expansion. Therefore, we should expect traffic to
increase over the next decade. The Terminals shipping requirements may impact on the Ports development
plans, however, in this instance there is no detrimental impact on the provision of additional berthing.
The traffic intensity is moderate but the bulk carriers do have a significant Deadweight of around 100,000 Tons.
Even at low speeds this bulk carrier can cause severe damage to an LNG carrier in a collision. This risk can be
easily mitigated with good basic traffic control.
The berth arrangement is perpendicular to the entrance channel, with a clearance of approximately
300m. The change of collision is therefore minimised. The existing turning circle will be increased to 600m dia to
suit the LNGCs, which will be “reversed” into position using tugs. Careful river management will be necessary
during turning when the vessel is vulnerable because the side of the vessel is exposed to channel traffic.
The ignition zone of 250m around the berth is not interfering with the other activities.
3. MANOEUVRABILITY
Since Kakinada is a sheltered harbour location already accommodating large ocean going vessels it has been
assumed at this stage that wave, wind and current heights and speeds are normally not excessive or
restrictive.
A fast-time simulation study will be performed in order to investigate the arrival and departure of the LNG
Carrier under a variety of normal and extreme conditions. A real time manoeuvring simulations will also be
performed during the FEED.
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Social and Environmental aspects
DURING CONSTRUCTION
The development of an LNG terminal on the eastern coastline of India has potential to impact the environment as
per follows:
 Direct damage to marine and terrestrial habitats and species via dredging and construction activities,
 Accidental spillage of oils, fuels and chemicals from construction vessels,
 Local re-suspension of sediments and increase of turbidity with resultant impacts, such as
decrease of primary production for benthic and pelagic flora due to reduced light
penetration, and smothering of benthic organisms,
 Spread of potentially contaminated sediments through construction activities, in particular dredging
works,
 Effect of surface water run-off which may contain contaminants,
 Wastewater from the construction site including accidental spillages could enter water sources
e.g. during unloading or transportation processes or by being washed into water courses during
rainfall,
 Changes to tidal flow and wave energy characteristics with a resultant change to the habitat for pelagic
and benthic organisms,
 The water environment could be polluted through waste and litter being discarded or blown in to
the surrounding water courses, terrestrial environment or into the sea,
 Impacts of noise and vibration during construction works on birds, terrestrial animals and
underwater fauna,
 Decreased air quality from exhaust gases during transportation of equipment, construction activities.
Potential social impacts include:
 Impacts to water quality outlined above also have potential to cause social impacts to local people
through declines to water which may be used for drinking or bathing.
 Changes to air quality through:
o Exhaust gases from construction vehicles. Most vehicles and construction equipment use
petrol or diesel as fuel and will discharge gaseous pollutants;
o Dusts from construction activities may be transferred into the atmosphere locally which could
impact on workers and neighbours’ residential areas.
 Fire and explosion risks associated with flammable substances such as gas and oils.
 The concentration of personnel/labour can cause public health problems through potential spread of
infectious diseases and increased pressure on public services such as health care.
 There can also be potential for increased levels of crime as a result of the influx of
workers.
 Noise and vibration during construction works on human receptors,
 Increased employment as a result of the development of an LNG terminal is predicted to cause
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beneficial impacts to the local community, in terms of socioeconomics.
Potential impacts listed above shall be minimized and controlled through appropriate mitigation.
DURING OPERATION
The LNG terminal on the eastern coastline of India has potential to impact the environment as per follows:
 Direct damage to marine and terrestrial habitats and species via dredging maintenance and operational
activities,
 Accidental spillage of oils, fuels and chemicals from vessels using the LNG terminal during
operation,
 Local re-suspension of sediments and increase of turbidity with resultant impacts, such as decrease of
primary production for benthic and pelagic flora due to reduced light penetration, and smothering
of benthic organisms.
 Effect of surface water run-off which may accidentally contain contaminants.
 Depending upon the vaporization process, discharge of sea water which could be used in this process
during operation. This water would be 5-7°C cooler, with a maximum chlorine component of 1ppm.
The discharge rate will be a maximum of 11,500 m³/h (for 2.5 MTPA) or 23,000 m3/h (for 5 MTPA).
 Changes to tidal flow and wave energy characteristics with a resultant change to the habitat for pelagic
and benthic organisms.
 The water environment could be polluted through waste and litter being accidentally discarded
or blown in to the surrounding water courses, terrestrial environment or into the sea.
 Decreased air quality from exhaust gases during operational vessel traffic and potential accidental
gas leakage.
Potential social impacts include:
 Impacts to water quality outlined above also have potential to cause social impacts to local people
through accidental declines to water which may be used for drinking or bathing.
 Changes to air quality through:
o Uncontrolled equipment emissions NOx, CO, SO2, PM10, CO2 and NH3
o Land based emissions CO2 and NOx
o Discharge of cold gas from safety valves in the event of fire.
 Fire and explosion risks associated with flammable substances such as gas and oils.
 Increased employment as a result of the operation of an LNG terminal is predicted to cause beneficial
impacts to the local community, in terms of socioeconomics,
Potential impacts listed above shall be minimized and controlled through appropriate mitigation.
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APPENDIX D
BASIC PROCESS FLOW DIAGRAMS

FSRU
55
56
APPENDIX E
GENERAL ARRANGEMENT – BASIC

DESIGN
57
58
APPENDIX F
PLOT PLAN LANDFALL POINT

STATION
59
60
APPENDIX G
FSRU VESSEL SPECIFICATIONS
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Please note that these are typical FSRU specifications. Exact details are to be
finalised subsequent to completion of Pre- Feed and inputs from EIA
clearance. However, the quantifications given in the Form I will be worst
case and any studies carried out to attain EIA approval will always be in
excess of what will be finally commissioned.
FSRU Regulatory Compliance

National Rules of the Flag of Registry
o International Convention on Load Lines;
o International Convention for the Safety of Life at Sea, incl. International Gas Code;
o International Convention for the Prevention of Pollution from Ships;
o International Convention for the Prevention of Collisions at Sea;
o International Telecommunication Union Radio Regulations;
o International Tonnage Measurement and Certification;
o Suez Canal Navigation Rules, incl. Regulations for Measurement of Tonnage; and
o Safety and Health Regulations for Long shoring, U.S. Department of Labor.
International Maritime Organization (IMO):
o IMO Publication No. 978 Performance Standard for Navigational Equipment;
o IMO Resolution A.665 (16) “Radio Direction Finding System;”
o IMO Draft Guidelines of Bridge Visibility;
o IMO Resolution A 468 (XII) “Code on Noise Levels on Board Ships;”
o IMO Resolution A343 “Recommendation on Methods of Measuring Noise Levels at

Listening Posts;” and
o IMO Resolution MSC.35 (63) “Guidelines for Emergency Towing Arrangements on

Tankers” (International Convention for the Safety of Life at Sea [SOLAS] Conference
May 1994).
An example layout of an FSRU is shown overleaf
62
63
LNG Containment System
The cargo system has 4-6 reinforced membrane-type tanks. The LNG with a specific gravity of
typically between 0.43 and 0.47 is stored at -261°F. The guaranteed daily boil-off rate is
approximately 0.16% of the vessels total cargo capacity. The design chosen complies with all
International Maritime Organization (IMO) requirements in accordance with a 40-year World Wide
Trade operational lifespan.
The containement of the LNG may be iether in Mark III or No 96 systems, both from the
manufacturer GTT of France.
The main components of the MARK-III Containment system are applied as follows :
 The insulation which consists mainly in rigid polyurethane foam with reinforcing glass
fibers in between two (2) plywood sheets. Insulation transmits cargo pressure to the
internal structure of the Vessel.
 The 1.2 mm thick stainless steel primary barrier whose main feature consists in an
orthogonal system of corrugations which compensate for thermal contraction and
mechanical ship's deflections.
 The secondary barrier, which are laminated composite material, and which are made
of two (2) glass cloths (for the resistance) with an aluminium foil (hereinafter call
"Triplex"), in between, for the tightness. The secondary barrier, whose purpose are
to sustain LNG in case of any accidental leakage through primary barrier, are
inserted in the insulating structure.
The layout of these panels is shown overleaf
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Layout of Mark III Containment Tank
Layout of Mark III Containment System
65
Should a No96 system be chosen then it has the following layout
Layout of NO96 Containment Tank
Layout of of NO96 Containment System
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Cargo System Machinery
Typical cargo systems include the necessary pumps and control systems for monitoring and control
of the LNG in the storage tanks. The onboard classification society approved load and stability
calculator will assure that liquid cargo (LNG), and ballast water is properly distributed to minimize
the stresses in the FSRU’s hull. The operator is able to monitor the cargo levels, temperatures and
processes within each tank, and control the valves for filling, discharging, and stripping the tanks.
The operator will also monitor and control the auxiliary equipment associated with the cargo
system, to include the following:
 Cargo machinery room and electric motor room: The cargo machinery room and
electric motor room are arranged on deck. The electric motor room is separated
from the cargo machinery space by a certified gastight steel bulkhead and is
designed as gas safe space.
 Cargo compressors: Two low-duty (LD) compressors are used to handle the
quantity of gas compatible with 100% gas burning on the auxiliary boilers. To
protect the cargo tanks from being over pressurized due to natural boil-off the gas
has to be consumed by the ships engines, the regas boilers burned in the gas
combustion unit or as a last resort vented to the atmosphere. The Low Duty
compressors will supply the natural boil-off gas to the duel fuel engines and the gas
combustion unit as fuel gas to keep the vapour pressure stable. If the duel fuel
engines require less fuel gas than that which is naturally boiling off, the vapour
header pressure will increase. To prevent an increase in the pressure the gas
control unit will be activated to burn the remaining natural boil off.
 Cargo vaporizer: One vaporizer capable of supplementing natural boil-off gas

during 100% gas burning operation and that will:
o Supply cargo vapor to the cargo tanks when the cargo pumps are
discharging, without vapor return from shore; and
o Purge inert gas from cargo tank.
 Cargo discharge pumps: Each LNG tank is outfitted with two cargo discharge
pumps. These pumps are single-stage, centrifugal pumps with one inducer stage.
The single stage will help to obtain a very low net positive suction head. The pumps
are of the submerged motor type, with the motor windings cooled by the pumped
LNG. The LNG also will lubricate and cool the pump and motor bearings.
 Emergency cargo pump: Each tank is equipped with a column where an electric
motor-driven emergency cargo pump can be lowered.
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 Inert gas plant: Inert gas/ dry air plant is installed, consisting of inert gas plant for
gas oil burning, scrubber and dryer of combined refrigerating/ absorbent type, two
blowers (electrical driven). The inert gas produced is to have a maximum oxygen
content of 1.0 % and a dew point below -45C. The same plant is capable of
supplying dry air into the cargo tanks.
 Nitrogen generators: Two equal nitrogen generator sets of membrane type are
supplied with air from two dedicated oil-free compressors. The generators will
discharge to a buffer tank of about 10 m3 volume at a pressure of about 10 bar,
purity 97%, and dew point minus 70ºC. The nitrogen generators are installed to
provide nitrogen for the following purposes:
o Cargo compressor gland sealing;
o Cargo tank insulation space and inter-barrier space inerting and

purging;
o Cargo line purging; and
o Fuel gas to DF generators and auxiliary boilers line purging.
 LNG custody transfer system: An LNG custody transfer system is provided to

enable accurate LNG quantity measurement when loading or unloading LNG; this
will work independently from the export gas fiscal metering. The system will
measure liquid levels, liquid and vapor temperatures, and vapor pressure within
each LNG tank. This data, together with the tank calibration tables, is used to
automatically calculate the LNG quantities before and after the transfer of the LNG.
 Gas metering system: The metering system is located on the forward part of the
main deck between the vaporization units and the unloading buoy trunk. The
metering system will include the following main items:
o Ultrasonic gas metering system:
Two ultrasonic gas flow meters,
Two pressure transmitters, and
Two temperature transmitters.
o Gas analyzer system:
Sample probe,
Two gas chromatographs,
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Pressure reduction cabinet, and
Analyzer cabinet.
o Metering control system:
Metering cabinet,
Two flow computers,
Terminal flow computers and gas chromatographs,
Supervisory computer and operator station, and
Local area network (LAN) switch.
 Cargo leak detection: Minute cargo leakage within the membrane inter-barrier
space is detected at an early stage by the gas detection system. The gas detection
system will continuously monitor the inter-barrier space by circulation of nitrogen
within the space. Should a leak occur, it is detected. Cargo would be restrained
from coming into contact with the inner hull of the LNG carrier by the secondary
barrier membrane. An assessment of the leak could then be made and any special
recovery measures such as emptying the tank concerned could be implemented.
 ESD system: The ESD system is designed to ensure a controlled shutdown of LNG
equipment to avoid any unsafe conditions. It is essential that the LNG pumps be
stopped and valves closed in the correct sequence to avoid inertial pressure surges.
 Ship-to-shore link: Linked ship-shore emergency shutdown systems are required by

SIGTTO for loading LNG and discharging at shore-side LNG piers. They will minimize
the potential consequences of an accident or, if abnormal conditions arise, they will
allow the process to be shut down averting any LNG escape. This reduces and or
avoids:
o Excessive surge pressure on the loading arm connection causing damage in

the event of an upstream valve closing first,
o Overfilling the cargo tanks, and
o Risk of damage or spillage due to excessive movement of the LNG carrier

with respect to the shore side berth.
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 The ship-to shore link consists of a triple system including,
o Pneumatic connection
o Fiber Optic connection
o Electrical/Pyle connection
Depending on the terminals shore side systems, either the Fibre Optic, or Electrical
Pyle connection can be used in conjunction with the pneumatic ESD and
communication system
This system shall have ship/shore connections compatible with the discharge
terminal. Fibre optic, intrinsically safe types and pneumatic types shall be installed.
Fibre optical link shall be based on the Furokawa/Seatechnick system or equivalent

and shall incorporate ESD, telephone function and mooring tension monitoring.
Pyle National hardwired electric link with Miyaki adapter shall incorporate ESD and
telephone function.
All cable for ship/shore ESD link shall be supplied by loading and discharging port.
The following systems shall be provided:
a) Fiber Optic System
This system shall be installed for:
o ESDS signal from shore
o ESDS signal to shore
o Communication signal to shore
o Communication signal from shore
b) Electrical System
This system shall be provided for ESDS in accordance with SIGTTO recommendations
and shall consist of ship assembly.
c) Pneumatic System
This system shall be provided as an ESDS back up between ship and shore and shall
consist of an adjustable pressure switchbox, a selector switch and pneumatic hose.
Hose quick connections are not to have non-return valves fitted.
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 LNG tank high-level shut-off system: Each LNG tank will have an independent high-
level alarm and shut-off function, which will work independently of each other. The
shut-off function is connected to the high-level alarm system. A pre-warning alarm is
sounded when the tank volume reaches 95%. This will activate an alarm in the cargo
control room and an alarm horn with a different tone will sound on deck, accompanied
by an orange flashing warning light. When the liquid level in the tank reaches a position
equal to 99.2% full by volume, a signal is sent to the tank loading valve remote control
system to close the valve automatically. When this valve is activated, red warning lights
will flash and an alarm horn will sound on deck.
 LNG tank relief valves: Each LNG tank will have two pilot-operated pressure/vacuum
relief valves as required by the IMO code. This will assure that cargo tank pressure is
maintained within safe limits prescribed by the shipbuilder.
 Accommodation and machinery spaces gas detection system: This gas detection
system will monitor the accommodation and machinery space areas throughout the
FSRU. The system will automatically (or manually) switch between the measurement
locations. The range of measurement is from 0 to 100% of the Lower Explosion Limit.
The system will continuously scan the locations sequentially 24 hours-per-day, seven
days-per-week. In addition, a separate gas detector is installed for continuous
monitoring of fuel gas supply at the auxiliary boiler furnace fronts and DF generators
enclosed rooms.
 Cargo areas gas detection system: A separate gas detection system will cover the LNG
insulation spaces and cargo handling machinery compartments. The control unit is
similar in operation to the accommodation and machinery spaces gas detection
system.
 Each of the three regasification unit’s housings enclosures is equipped with gas
analyser sampling tubes connected to the gas detection system.
 Fire detection and alarm system: The fire detection system is computerized, with fully
addressable analogue fire alarm system and analogue detectors. The central control
unit with back-up battery, operating panel and power supply is contained in a central
cabinet on the bridge. There is a repeater panel in the fire control headquarters. The
system is interfaced to the Distributed Control System. The Distributed Control System
will indicate loop status and will control the fire pumps. The operator also is able to
access mimic deck plans indicating the exact location of individual detectors and their
status. The system will use a wide range of detectors and sensors to suit different
needs and conditions. It will include detectors with different alarm parameters (for
example, ion and optical smoke detectors, heat and flame detectors, manual call
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points, short-circuit isolators, and timers where required). The detectors are wired in a
loop configuration with four loops in total. A fault in the system or a false alarm is
detected immediately since the function of the detectors and other installed loop units
is tested automatically and continuously.
 Public address system: A public address system is provided with sufficient numbers of
loudspeakers arranged in the accommodation, public rooms, engine room, and open
deck
High Integrity Pressure Protection (HIPPS)

A High Integrity Pressure Protection System protects the export piping from the skids to the HP
manifold from over pressurisation, by limiting the pressure. These are not control valves and close
in case of failure.
The HIPPS vales are not expected to close during any part of the start-up or shutdown process and
are equipped only as a safety device. Their task is to protect the equipment downstream of the re
gasification equipment and to keep the pressure in the regas system below design pressure in all
situations.
Cargo Lines:-The system is shown diagrammatically in principle on the separate drawing of Cargo
Piping Diagram below. All Cargo Lines, and valves are constructed of high grade stainless steel, for
use under cryogenic conditions.
Lines from Cargo Tanks
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Cargo Piping has the following key characteristics:
Two (2) main liquid and one main vapour crossovers, common to all cargo tanks, are provided. Four
(4) liquid shore connections and one vapour connection are provided at each side of the Vessel.
One common liquid header, one common vapour header and one stripping/spray header are
provided. The liquid lines terminate at the bottom at the aft end of each cargo tank.
The liquid domes extend from inside the cargo tank up to a suitable height above the weather deck.
The vapour line are connected at the middle of each tank.
All cargo and associated piping are laid on the trunk deck.Special attention is given to the
arrangement in way of dome area to allow safe and easy access for maintenance work.
Piping drainage arrangements are provided so that the liquid in cargo piping can be drained back
into cargo tanks from shore connection.
An electrical bonding system is provided throughout to ensure that potential differences are
avoided.
Small drip pans of stainless steel are provided under all flange connections in liquid cargo lines
(removable type)
One (1) stainless steel liquid header is led between No.1 and No.4 cargo tanks on the trunk deck and
are connected with the crossovers.
One (1) liquid connection is branched off the liquid header and led to each cargo tank.
In each cargo tank, two (2) cargo discharge lines with cargo pumps at the bottom, and one (1) cargo
filling line extended to the bottom are provided. In addition, a well is provided for lowering down
the emergency cargo pump. These lines shall penetrate the liquid dome and are connected to the
cargo liquid branch for each tank.
Cargo manifold arrangement

Loading stations are provided port and starboard on platform above upper deck as shown below:
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Manifold Lines
The cargo manifold consisting of four (4) liquid lines and one (1) vapour line is arranged L.L.V.L.L. and
provided port and starboard on platforms above the main deck and are in compliance with OCIMF
standards and the loading and discharging ports.
The spacing between liquid line and vapour line are in accordance with loading and discharging
terminal's arm locations and the distance between ship manifold flange and ship side is 3.5m.
The distance between the bottom edge of the manifold flange and the top of the deck or working
platform is 900 mm.
The shore connections shall consist of ;
 Two (2) 600 mm dia. liquid crossovers connected to the fore and aft liquid header and
terminating with Y branch at each end.
 A hydraulically operated butterfly valve with emergency shutdown and a manually

operated butterfly valve is fitted to each manifold liquid line with blank flange.
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 One (1) 600 mm dia. vapour crossover connected to the fore and aft vapour header
and terminating with one (1) hydraulically operated butterfly valve and with blank
flange at each end.
The outer length of each manifold up to the first support are increased to schedule 40S pipe for the
loads imposed by hard-arms, and are provided with a pressure gauge and drain connection.
Water curtain pipes (90-10 copper-nickel) are provided at ship side in way of each loading station to
protect the side shell during loading and discharging. (Not spraying type, film type)
Sea water for sea water curtain is supplied from fire and deckwash main line near the loading
station.
All remotely operated valves as well as emergency shutdown valves are operable from the IAS and
valves are capable of manual operation locally at solenoid rack and by hydraulic hand pump..
Loading platform
The loading platform is constructed of stainless steel (SUS 304) with coaming and small stainless
steel drip pans are provided under the ends of shore connection of low temperature liquid line.
GRP grating on manifold deck is provided within the area surrounded by coaming, including stainless
steel (SUS 304) grating inserts in load bearing areas.
The means (spill line and valve) are provided to deflect a spill of LNG overboard to facilitate the
rapid escape and evaporation of the liquids in accordance with the OCIMF standards.
Separate coaming with drain plug are installed around bunker manifold.
Vent masts for cargo tanks
Four (4) vent masts about 14.5m high above the trunk deck are provided and fitted with a nitrogen
purging connection.
The vapour header is permanently connected to forward vent mast which is fitted with a pressure
control valve, and a trip closing arrangement operated from the IAS & W/H, with manual override.
The vent mast are of stainless steel pipe (SUS 316L). A bottom plate and a drain connection with
small drip tray are provided at the bottom of each vent mast.
Ladders are fitted on the vent mast for access to the head of each mast top and wire rope stays are
provided to prevent vibration.
The top of each mast are designed to prevent rain from entering the mast but allow gas to escape
vertically upwards.
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Safety Equipment
Life Boats
The lifeboats are of the totally enclosed free-fall type, and will accommodate the full complement in
accordance with the ship’s safety certificate. The lifeboat davit is positioned aft.
High Speed Rescue Boat and Davit
A davit launched high-speed rescue boat for 12 persons is provided with the davit. The boat is
propelled with an inboard diesel driven water jet designed for a speed of 25 knots with 12 people.
Life Rafts and Davits
 Two life rafts for 25 persons, inflatable, davit launch type with hydrostatic
releasing device;
 Two life rafts for 25 persons, inflatable, throw overboard-type with hydrostatic
releasing device; and
 One life raft for six persons, inflatable, throw overboard-type and manual
releasing device.
Personal Life-saving Equipment
Life-saving equipment, such as life jackets, life buoys, line throwing appliance, and distress flares, are
provided in accordance with rules and regulations. Survival suits for the full complement are
provided and stored in safety equipment lockers.
Fire-fighting Equipment
Fire-fighting equipment is installed in accordance with regulatory requirements and class notations
notation, or equivalent.
As per the IMO Regulations for the Construction and Equipment of Ships Carrying Gases in Bulk, The
FSRU is split into fire fighting zones as specified overleaf:
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Hazardous Areas and Gas Dangerous Zones
77
Gas dangerous zones, are zones pm the open deck, within 3m of any cargo tank outlets, gas or
vapour outlet, cargo pipe flange, cargo valve and entrances and ventilation openings to the cargo
compressor house. They also include the open deck over the cargo area and 3m forward and aft of
the cargo area on the open deck up to a height of 2.4m above the weather deck, and a zone within
2.4m of the outer space of the cargo containment system where such spaces are exposed to
weather
The entire cargo piping system and cargo tanks are also considered gas dangerous.
In addition to the above, the code also defines other gas dangerous spaces.
The area around the swept trunk in which the gas fuel line to the engine room is situated, is not
considered a gas dangerous zone under the Code.
All electrical equipment used in these zones, whether a fixed installation or portable, is certified
“safe type equipment”. This includes intrinsically safe electrical equipment, flame proof type
equipment and pressurized enclosures type equipment. Exceptions to this requirement apply when
the zones have been certified gas free e.g. during refit.
Fire Main System
The fire main system is supplied with seawater by two main fire pumps. An approved instantaneous
coupling of non-corrosive material is used at all hydrants to quickly connect reeled fire hoses. The
system is installed in all external and internal areas of the vessel where required, such as exposed
deck, engine room, and accommodation areas. The firewater ring main routed throughout the vessel
is permanently pressurized and circulated. A dedicated pressurizing pump, circulating pump, and
two fire pumps are provided. In addition, one emergency fire pump is provided located in the
forward pump room. All fire pumps are electrically driven.
The Deck and Accommodation fire systems are shown overleaf
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Fire and Deck Wash System
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Accommodation Fire Hydrant System
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Water Spray System
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Freshwater Fire Fighting System
A freshwater fire fighting system consisting of a fire main and hose reels is provided in the accommodation.
The hose reels are stowed in recessed bulkhead lockers. Any point in the accommodation may be reached
with water spray from at least one hose reel.
Fixed Water Spray System
The system is provided for cargo tank domes, cargo manifold valves, unloading buoy trunk area, cargo
machinery rooms, lifeboat areas, and front of the accommodation deckhouse.
Water from the fresh water tanks is used for exercise and testing. Change-over between fresh water and
seawater is controlled from the fire control room.
Manifold Water Curtain System
An independent water curtain system with dedicated pump will cover the shell and deck plating in way of
the cargo manifold area to vaporize LNG leaks, should they occur to protect the vessel’s steel from cold
embrittlement.
Carbon Dioxide Fire-Extinguishing System
A total-flooding carbon dioxide (CO2) fire-extinguishing system is provided for the engine room, control
rooms, switchboard rooms, incinerator room, and other areas. Certain rooms will have a local CO 2
extinguishing system.
Local Fire Extinguishing System in Engine Room
Local high-pressure water mist system is applied in high risk areas e.g. fuel oil purifier room, in accordance
with rules and regulations.
Dry Powder Fire Extinguishing System
Dry powder stations are provided at each cargo tank dome with reeled hose lines and nozzles to fight local
fires. Nitrogen stored in bottles is the propellant gas; bottles are refilled on board from the nitrogen
generator via a high pressure compressor.
Fire Control Station
A control station is arranged at main deck level with access from both deck and accommodation areas, with
control and communication for operation of fire alarm, CO2 release, fire pump control, oil valve controls,
telephone, fireman’s equipment etc. In addition, a station for fire equipment storing spare parts and
consumables is provided.
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Pollution Prevention Equipment
The FSRU is in full compliance with MARPOL and will carry an annual, renewable International Oil Pollution
Prevention (IOPP) Certificate. The certificate describes fully how the FSRU handles and logs operational
onboard oil transfers, bilge pumping and waste management.
Powered hydraulics is limited to the crane and mooring buoy connection equipment located forward.
During the vessel’s stay at the port, the crew will patrol the deck around the clock. In addition, closed-
circuit television cameras from the cargo control room and the bridge will continuously monitor all deck
areas. The vessel is able to respond immediately if any oil leak should occur.
Additional oil spill recovery equipment is deployed adjacent to possible sources for hydraulic oil spills. Such
equipment will include sawdust, shovels, portable pumps and empty barrels.
Waste Treatment Equipment

Sewage Treatment Unit
The FSRU is equipped with an approved sewage treatment unit to suit the size of the FSRU quarters’
capacity for grey and black water. While at the port, the discharge from the sewage treatment unit and
other accommodation drains is collected in a tank for later disposal at sea, away from the port and in
accordance with MARPOL regulations.
Oily Water Separator
Bilge drains in machinery spaces are directed to a contaminated bilge holding tank. An emulsion breaking
oily water separator fulfilling the latest rules and regulations is fitted to separate the oil from the water.
The capacity is 3.5 cubic meters per hour (m3/hr) and would be fully automatic.
Two bilge holding tanks, one forward with capacity of about 200 m3 and one aft of about 300 m3, will each
be arranged to enable the vessel to retain all bilges including rainwater from utility areas at deck level while
at the buoy.
While at the berth, the bilge water is retained in bilge holding tanks. In accordance with MARPOL
regulations waste products will be disposed of ashore
Incinerator
The diesel oil-fired incinerator is used to incinerate fuel/lube oil sludge, cleaning materials, used oil and
grease, and oil recovered from the machinery space bilge separating system.
Trash Compactor
All trash from the accommodations, including plastic, is compacted into manageable bundles for proper
disposal ashore.
83
Communications
The FSRU is equipped with the following main communication systems
Communication equipment
International call sign LADW7

Radio station MMSI 257352000
Satcom B FLEET 77
Telephone/telex TEL 764915932
TLX 600963967
Telefax
Satcom C Telex TLX No.1 425735210

TLX No.2 425735211
IAS
The IAS is a distributed monitoring and control system which due to its flexibility and modular architecture
can be extended to cover a wide range of applications and types of vessel
The IAS is built from a full range of hardware and software modules to form optimum solution to any
requirement. Normal configuration of the IAS includes machinery control and monitoring,
propulsion/thruster control and monitoring as well cargo and ballast control and monitoring integrated in
the same equipment. All connected equipment can be controlled from any operator station throughout
the vessel according to command control setup
All operator stations and field stations are self-contained unit and independent of the other units, i.e. a
failure in one station will not cause any other station to break down. All process logic including equipment
safety and control functions are contained in the respective process station.
Each operator station contains a hard drive with all system configurations. A number of dedicated operator
stations contain all configuration and acts as back-up for each other during system start-up and process
station software loading
Redundant network based on the Ethernet principles installed as standard. The two nets are installed in
different cable paths as far as possible. Each unit is interfaced to both nets
84
APPENDIX H
Safety, Health and Environmental

Protection System
85
Safety, Health and Environmental Protection System
Safety culture
Safety has always been paramount to APGDC and its strategic partner - GDF SUEZ. As leading players in the
LNG industry both companies have been leaders in setting industry safety standards and forming industry
associations to share best practice.
In the past four decades APGDC’S strategic partner - GDF SUEZ has developed vast HSSE experience and
expertise in all parts of the LNG chain: development and liquefaction of LNG supplies, development and
safe operation of LNG regasification terminals around the world and LNG shipping.
In its operational regasification terminals it has an exemplary safety record helping it to achieve high
reliability and availability of its terminals. The availability achieved in the last years is over 99%. To achieve
such high terminal availability, GDF SUEZ has implemented numerous improvements in operating facilities,
and operational procedures, and environment protection.
GDF SUEZ was also one of the founding members of the International Group of LNG Importers (GIIGNL)
established shortly after the birth of the LNG industry in the 1960s. GIIGNL is a non-profit organisation that
studies and promotes the development of activities related to LNG, in particular purchasing, processing,
importing, transporting, handling, re-gasification and various uses of LNG. GIIGNL promotes the exchange
of information and experience among its members to enhance the safety, reliability and efficiency of LNG
import activities and of the operation of LNG import terminals in particular. Jean-Marie Dauger, Executive
Vice President of GDF SUEZ, oversees GIIGNL’s Executive Committee.
GDF SUEZ is also active participant in a number of other international organizations and help to shape the
future industry standards. These organisations include:
 Society of International Gas, Tanker and Terminal Operator (SIGTTO)
 The International Maritime Organisation (IMO)
 The International Association for Natural Gas (CEDIGAZ)
On a wider basis the transporting LNG by sea requires special engineering techniques and contingency
measures to minimise the risks created by the hazardous nature of the cargoes carried. The very first
modern LNG vessels were built in 1960 and the LNG industry has now expanded to over 350 vessels. The
safety record is impeccable with no major release of LNG and no loss of life. During the last 5 years the
industry has moved on to dedicated FSRU type vessels. The companies operating these types of complex
vessels have extended the safety culture to enhance safety in design and operations. Again the industry
prides itself with an unrivalled track record of no major incidents or loss of life or damage to installations or
impact upon the environment.
86
Codes and Standards
The purpose of this section is to provide an indication of the likely applicable codes and standards for the
design, supply, construction, inspection, commissioning and operation of the Kakinada Regas Terminal.
It should be noted that this list of codes and standards is not exhaustive and the future requirements
during the Re-gasification Project may require and/or add new codes and standards, including company’s
specific requirements (based on process safety requirements which are more stringent than international
standards mentioned below).
The design, supply, construction, commissioning and operation of the Kakinada Regas Terminal will be in
compliance with local regulations and applicable codes and standards for the Re-gasification Project.
Except where otherwise stated, the applicable codes and standards shall be the latest edition, including all
amendments, as applicable at the Contract Award date.
The Kakinada Regas Terminal will be built in compliance with NFPA 59A (ed. 2006) or equivalent EN 1473
complemented by the applicable local Indian regulations and reference standards. NFPA 59A or the
equivalent EN 1473 establishes essential requirements and minimum standards for the design, installation,
and safe operation of liquefied natural gas (LNG) facilities and prevails on other codes.
Beyond that other standards likely to be applied and which could contribute towards safety of the terminal
are as follows:
GENERAL CODES AND STANDARDS
 LNG CODES
o NFPA 59A (2006)
o EN1473
 EARTHQUAKE CODES
o NFPA 59A (2006) and reference standard ASCE 7
 OTHER CODES
o Associated NFPA, IEEE , API and UL Standards
o ISO 9000
o ISO 14000
 CIVIL WORKS
o AWS D.1.1-92
o ISO 10319 (1993)
o ISO 12236 (2006)
87
o AISC-ASD 9th edition
o IBC
o Applicable Indian Standards – (TBA)
o ACI Standards
o ASTM Standards
 EQUIPMENT VESSEL AND ROTATING MACHINES
o Associated API/ASME/ISO/EN Standards
o LNG UNLOADING ARMS & SHIP-SHORE LINK
o ASME B31.3
o EN 1532
o OCIMF (3rd Edition 1999)
o SIGTTO
o EN 1474
 VALVES
o Associated API/ASME codes
o MATERIALS
o ASTM
o SFA AWS
o EN 10204
 INSPECTION & TESTING
o Associated ASTM and ANSI Standards
 PIPING
o Associated ASTM and ANSI Standards
 PAINTING & PROTECTION
o Associated ISO Standards
 THERMAL INSULATION
o Associated ASTM Standards
88
 INSTRUMENTATION
o Associated IEC, ISO, ASME and API Standards
 COMMUNICATION STANDARDS
o Associated ISO/IEC: International Organisation for Standardisation.
 ELECTRICITY
o Associated IEC, ISO, ASME and API Standards
Implementation of Philosophy and Codes

HSSE Principles
APGDC recognise that in order to achieve the sustainable development objectives of helping to meet the
world’s growing energy needs in economically, environmentally and socially responsible ways they need to
ensure that the risks and opportunities around health, safety, security, environment, social performance,
local content and permitting are understood and integrated into their decision-making processes early.
Throughout the project, the intention is to identify and reduce all HSSE risks and to maximise benefits. This
is most effective during the early stages of the project when changes may be made relatively easily. It is
also important to integrate all the elements (health, safety, security, environment and social performance)
of HSSE risks as early as possible. Once the strategic decisions have been made at the beginning of the
project, design effort in balancing and reducing overall risk continues to the end of the execute phase. This
ensures that the residual risks handed over to the operation group are as low as reasonably practicable and
will continue to be managed as part of the Operations Phase of the project
The guiding principle is that the best HSSE outcome results from the identification and management of
critical HSSE issues as early as possible in the project development. For many activities, high-level
screening activities or coarse studies are specified in early project stages followed by detailed studies as
more data become available.
Competent HSSE professionals will participate in the project from the start to apply the appropriate tools
effectively.
Project HSSE activity plan
An HSSE activity plan will be developed early in the project, in cooperation between the project manager
and the HSSE representative.
The HSSE activity plan shall make clear who is responsible for each activity. The HSSE activity plan will be
continuously reviewed and updated at the end of each project phase.
The objectives of the plan for the project are to:
89
 identify applicable HSSE activities with respect to the scope of the project;
 define deliverables for the project and ensure all HSSE documentation is provided for the decision
gate reviews;
 assign roles and responsibilities in relation to delivering the HSSE activities;
 identify work that will be contracted to others;
 schedule all HSSE related activities within the overall project work plan;
 create a budget based on the timing, resourcing and support activities needed for the project.
HSSE management in operations
An HSSE Management System will be established as the framework for systematically managing all HSSE
risks; it will define the organisation structure, responsibilities, practices, procedures and resources for
managing business and marine activities. It will be the responsibility of senior operations staff to provide
leadership and so ensure that an HSSE culture is embedded within the entire workforce and that everyone
involved on the land-based facilities and FSRU fully understands, participates in and is committed to HSSE.
Continuous development is important for a HSSE MS to be effective.
The HSSE MS will cover the following:
 management and leadership;
 policy and strategic objectives;
 organisation and responsibilities;
 hazards and effects management process (HEMP);
 standards, procedures and document control;
 planning;
 implementation, monitoring and corrective actions; and
 audit requirements.
 marine risks
The International Ship & Port Facility Security Code (ISPS) will be applied. A Port Facility Security Plan
(PFSP) will be developed, implemented and submitted for approval by the appropriate authorities for the
land-based facilities before commencement of operations. The FSRU will arrive with ISPS certification. A
Port Facility Security Officer (PFSO) included in terminal organisation will be trained and certified; this is
normally a marine person.
90
Key staff will ensure that process and personal HSSE considerations are fully understood and evaluated
throughout the life cycle, from the concept stage, through project execution, start-up, operations and
finally to decommissioning. Performance targets will be set and indicators will be established to determine
how well the operation is performing in key areas.
An HSSE case or safety case will be prepared, which gives an overview of the potential hazards affecting the
project, focuses on the major HSSE issues as the design develops, records how these have been controlled
or mitigated and, ultimately, provides assurance to regulators and other interested parties of the safety of
the facility. It will eventually be developed to become the operational safety case prior to start-up in
accordance with regulatory requirements. QRAs, HAZIDs and HAZOPs are supporting elements of the HSSE
case.
Simultaneous Operations (SIMOPS) are defined as the simultaneous execution of two or more activities
that, owing to their interaction, may result in an increased operational complexity and/or an enhanced
level of risk. SIMOPS will be avoided, as far as possible, through proper planning and design. However,
where the requirement for SIMOPS is identified, in order to, for example, limit substantial gas deferment or
enable major breakdown maintenance in a live plant, the facilities will be designed to allow such activities
safely and procedures developed to reduce the risk. An example is the LNG high pressure pump removal
while other re-gasification trains are on line.
An Emergency Response (ER) plan will develop contingency plans that focus on the management of all the
potential incidents during all phases of the life cycle of the integrated production system.
The FSRU will maintain a crew that is fully trained and competent to deal with emergencies on board and
supplemented as required by the local authorities in the event of escalation.
91
APPENDIX I
MOU SIGNED WITH

ANDHRA PRADESH GOVERNMENT
92
93
APPENDIX J
CONSENT LETTER FROM

KAKINADA SEAPORTS LIMITED
94
95

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F1-26

Proposed Widening and

Deepening of entry channel

Preliminary Layout of Proposed Project

Project Site Photographs

Sr. Item Details

20. If no , reason N.A.

(c) The CRZ Notifications, 1991 - Yes-

1. Construction, operation or decommissioning of the Project involving

Details thereof (with approximate

1.29 Introduction of alien species? No Not envisaged

2. Use of Natural resources for construction or operation of the Project (such as

Yes/ Details thereof (with approximate

S.No. Information/Checklist Yes/ Details thereof (with approximate

4.8 Redundant machinery or Yes Negligible, whatever possible shall be

4.10 Agricultural wastes No Not applicable

5. Release of pollutants or any hazardous, toxic or noxious substances to air

Details thereof (with approximate

6. Generation of Noise and Vibration, and Emissions of Light and Heat:

S.No. Information/Checklist Yes/ Details thereof (with approximate

No demolition work is envisaged at proposed

S.No. Information/Checklist Yes/ Details thereof (with approximate

8. Risk of accidents during construction or operation of the Project, which could

S.No. Information/Checklist Yes/ Details thereof (with approximate

8.1 From explosions, spillages, fires Yes

sea waves, with high amplitude as well

9. Factors which should be considered (such as consequential development)

Details thereof (with approximate

• other Yes May be possible, in the activities related to

S.No. Areas Name/ Aerial distance (within 15

 Uppada, coast (Ref. : MoEF Office

 Coringa Wildlife As given in above item 1

5 State, National boundaries No ---

7 Defence installations Coast Guards Kakinada Port – Project Site

9 Areas occupied by sensitive man- Kakinada Town At approx. 7 km from project

11 Areas already subjected to Nil ---

The specific objectives of EIA study shall be as follows:

 Assess the (prevailing) baseline status of all environmental components within

 Delineation of pragmatic Environmental Management Plan for the proposed

 Inventory of atmospheric emission sources and quantification of emission

 Prediction of Ground Level Concentrations of air pollutants through appropriate air

 Assessment of anticipatory changes in air quality and suggesting mitigation

 Identification of high level noise zones requiring mitigation measures

 Monitoring of noise levels due to stationary and vehicular sources

 Studies on existing traffic movement and impact of proposed activities on existing

 Assessment of mangrove forests/vegetation in the coastal and inter tidal zone

 Assessment of wastewater characteristics and quantity to be discharged from the

 Assessment of domestic waste (sewage) generation, treatment and disposal as an

 Study the discharges (bilge, operational wastewater) generated during shipping

 Prediction of impacts on coastal marine water quality due to proposed dredge

 Evaluation of proposed wastewater treatment systems

 Assessment and evaluation of impacts an marine ecosystem through modeling due

Coastal Marine Environment

 Assessment of sediment quality in terms of texture, particle size distribution organic

 Assessment of mangrove ecosystem, corals in the vicinity of project site

 Bathymetric study to assess tranquillity conditions at the proposed site

 Impact on shore line changes along the stretch. Suggestion on measures to be

 Details of reclamation and the impact of reclamation on the marine ecology

 Prediction of impacts due to dredging, disposal of dredged material (capital and

 Delineation of mitigation measures during construction including dredging and

 Delineation of environmental management plan including post project monitoring

 Study of land requirement for the proposed developments

 A regional developmental plan existing or new to be viewed for assessing impact of