Detailed Project Report for Adani Mormugao Port

Contents
1 MECHANIZED HANDLING SYSTEM ..................................................................2
1.1 INTRODUCTION 2
1.2 MATERIAL CHARACTERISTICS 2
1.3 ANNUAL THROUGHPUT 2
1.3.1 SHIP SIZES AND DIMENSION 3
1.4 DESIGN STANDARDS 4
1.5 CAPACITY AND PERFORMANCE 5
1.6 HANDLING RATES & STORAGE CAPACITY 6
1.6.1 OBJECTIVES 6
1.6.2 SHIP UNLOADING CAPACITY 6
1.6.3 RESULT OF COMPUTATIONS 7
1.7 STOCKPILES 8
1.8 RECLAIM RATES 10
1.9 LAYOUT 11
1.10 FLOW DIAGRAM 12
1.11 WAGON LOADING SYSTEM 14
1.12 TRUCK LOADING OPERATION 14
1.13 MECHANICAL HANDLING EQUIPMENT 14
1.13.1 UNLOADER 14
1.13.2 STACKER/ RECLAIMER & RECLAIMER 15
1.13.3 IN MOTION WAGON LOADING SYSTEM 15
1.13.4 TRUCK LOADING SYSTEM 15
1.14 FIRE FIGHTING SYSTEM 15
1.15 DUST SUPPRESSION SYSTEM 16

List of tables
Table 1-1 Material Specifications..................................................................................................................................2
Table 1-2 Storage capacity & annual throughput of Terminal ......................................................................................3
Table 1-3 Details of 20,000 DWT Vessel......................................................................................................................3
Table 1-4 Details of 1,00,000 DWT Vessel...................................................................................................................3
Table 1-5 Mechanical Engineering Codes.....................................................................................................................4
Table 1-6 Details of Computations................................................................................................................................7
Table 1-7 Stockpile Capacity in MT (considered 14 m stack height)............................................................................9
Table 1-8 Summary of Key Conveyor Design Parameters..........................................................................................12

List of Figures
Figure 1-1 Relationship between waiting time to service time ratio and berth occupancy 8

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1 MECHANIZED HANDLING SYSTEM

1.1 INTRODUCTION

A fully mechanized coal handling system is planned for unloading of coal. It is proposed
to construct one berth, length of 300 m and width 28.1 m. The ships are unloaded with
mechanized handling system which consist of high capacity ship unloaders connected
with conveyor system and back-up yard equipments i.e. Stacker/ Reclaimer and tripper of
required capacity for mechanized stacking and subsequent evacuation of coal by rail and
road. The system is designed for faster turnaround of vessel to achieve the required
discharge rate and desired terminal throughput.

1.2 MATERIAL CHARACTERISTICS

The coal terminal will be designed for thermal coal, for use in multiple user facilities
including bulk use in power plant.

Table 1-1 Material Specifications

Material Coal

Density Kg/m3 800

Angle of repose 37°
Moisture content % Up to 40
Surcharge angle 20°
Max lump size mm 100 (up to 150)
Abrasive Mildly
*For Throughed belt conveyor

1.3 ANNUAL THROUGHPUT

As per the concession agreement the terminal should be design for ultimate handling
capacity of 4.6 MMTPA. The cargo will be gradually ramped up over a period of time.
The year wise cargo projection is mention in the chapter - 4. Ever though the initial cargo
projection and commitment is very less, the terminal should be designed for ultimate
capacity. The terminal construction is planned zone wise to achieve the required
throughput as per cargo projection and agreed minimum terminal throughput. The
detailed engineering has been carried out considering initially, only the reclaimed area
behind the proposed Berth No. 7 (Zone A) will be available for operation. Subsequently
zone B area i.e. area behind the Iron-ore stock pile is available for storage with this the
overall storage capacity of terminal and annual throughput will be increased. The annual
throughput capability will depend on several factors such as ship unloading performance,

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combined storage capacity of zones A and B, number of discrete users, mode of dispatch
and dispatch performance. However, the minimum system capability required for
committed volumes has been considered as 4.6 million MMTPA.
It is further assumed that of the volumes considered, not more than 1 MMTPA will be
dispatched by road on trucks. Balance imports will be dispatched in full rakes by rail.

Table 1-2 Storage capacity & annual throughput of Terminal

(Considered 14 m stack height)
Particulars Area Storage No of Terminal Capacity
(m²) capacity (MT) turnarounds (MMTPA)
Zone A 40419 126810 20 2.53
Zone B 55616 139690 20 2.79
Total 266500 5.32

1.3.1 SHIP SIZES AND DIMENSION

All the vessels available between ranges 20000 DWT to 100000 DWT shall be
considered. Details of the vessels available are as below:

Table 1-3 Details of 20,000 DWT Vessel

Particulars Details
Length Overall 170.00 m
Breadth Moulded 23.40 m
Depth Moulded 12.70
Draught (Full) 9.20 m
Approach Velocity 0.15 m/sec
Angle of Approach 10 deg

Table 1-4 Details of 1,00,000 DWT Vessel

Particulars Details

Length Overall 235.00 m

Breadth Moulded 43.00 m
Draught (Full) 12.60 m
Approach Velocity 0.15 m/sec
Angle of Approach 10 deg

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1.4 DESIGN STANDARDS

The following standards and codes will be used in the planning and design of the facility.
These shall be the latest editions including all applicable official amendments and
revisions. In the event, an IS code referred to herein does not indicate a specific
requirement, then the provisions made under the relevant BS codes, or any other relevant
international standards will be used.

Table 1-5 Mechanical Engineering Codes

Sr. Codes Descriptions
No.
1 Federation Europeenne de la Rules for the design of Hoisting Appliances
Manutention (FEM)
2 BS-2573 Specifications for Permissible Stresses in Cranes and
Design Rules
3 Conveyor Equipment Belt Conveyors for Bulk Materials
Manufacturer Association
(CEMA)
4 IS 11592 Selection & Design of Belt Conveyors
5 ASTM-D-2234 & ASTM-D- Sampling
2013 and ISO & JIS
6 Fire Protection Manual (Tariff Fire Fighting system
Advisory Committee)
7 Specifications for Idlers & Idler Sets for Belt
IS 8598
Conveyors
8 IS 9295 Steel Tubes for Idlers
9 Steel Wire Ropes for General Engineering Purposes –
IS 2266
Specifications
10 Code of Practice for Electric Overhead Traveling
IS 3177 Cranes and Gantry Cranes other than Steel Work
Cranes
11 IS 1136 Preferred Sizes for Wrought Metal Products
12 IS 3443 Crane Rail Sections
13 IS 9295 Steel Tubes for Idlers for Belt Conveyors
14 Specification for Idlers and Idler Sets for Belt
IS 8598
Conveyors
15 IS 1891 Conveyor and Elevator Textile Belting
16 ISO / Metric Screw Threads & Gearing Profiles
17 IS 210 Grade 20 excepting Grey Iron Castings – Specification

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Sr. Codes Descriptions

No.
counter weights
18 IS 2644 Grade 1 High Tensile Steel Castings
19 IS 2664 Grade 4 Specification for Quenching Oil
20 IS 1030 Carbon Steel Castings for General Engineering Purpose
21 IS 2707 Grade 23-45 Carbon Steel Castings for Surface Hardening
22 IS 1570, C40, Cold Drawn
Schedules for Wrought Steel
Specified
23 Carbon Steel Billets, Blooms, Slabs and Bars for
IS 1875
Forgings
24 IS 276 Austenitic – Manganese Steel Castings
25 IS 2062 Hot rolled Low, Medium and High Tensile Structural
(Fusion Welding Quality) Steel
26 IS 961
Structural Steel (High Tensile)
(Fusion Welding Quality)
27 IS 1570, C14 Schedules for Wrought Steels
28 IS 1895 Grade 1 Specification for Cotton New AR
29 IS 1239 Steel Tubes, Tubulars and Other Wrought Steel Fittings
30 IS 1161 Steel Tubes for Structural Purposes
31 IS 306 Grade 2 Tin Bronze Ingots and Castings
32 IS 28 Phosphor Bronze Ingots and Castings
33 IS 305 Grade 2 Specification for Aluminum Bronze Ingots and Castings
34 IS 6911 Stainless Steel Plate, Sheet and Strip
35 Design, Erection and Testing (Structural Portion) of
IS 807
Cranes & Hoists
36 Code of Practice for Design Loads for Buildings and
IS 875
Structures

1.5 CAPACITY AND PERFORMANCE

The capacity and performance of the coal import terminal receiving coal by sea, store in
the available back-up area and dispatches by rail and road will be determined by:
• Handling Rates
• Storage Capacity
• Evacuation by rail/road
• System and equipment selection and performance

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While the maximum ship size will be limited by the berth length and dredged depth
available alongside and the in approach channel, storage capacity will be constrained by
the available area. Given these constraints, the railway connectivity and load-out
performance will eventually determine the annual cargo turnover and hence the terminal
capacity.

1.6 HANDLING RATES & STORAGE CAPACITY

1.6.1 OBJECTIVES

It is necessary to ensure minimal ocean freight costs for the material received by the
Terminal, while receiving the specified yearly throughputs. Furthermore the reclaim and
loading out rates from the stockpiles must meet the requirements of the Terminal’s
clients.
The freight costs depend on the ship sizes and their turnaround times at the Terminal. The
turnaround time, the consequently determined guaranteed unloading rate(s), affect the
freight costs and whether demurrage or dispatch money is paid under a charter party
agreement. Even in the case of ships owned and operated by the Owner, the turnaround
time will affect their operating cost per ton. There is inevitably a trade-off between the
equipment cost and the cost of the time a ship has to wait in a queue to be unloaded. A
ship’s turnaround time depends not only on the rated unloading capacity of the equipment
on the berth, but on certain “fixed” conditions or services at a port location, which are
independent of the ship unloading equipment employed, such as the availability of tugs,
time required for surveys, etc.
1.6.2 SHIP UNLOADING CAPACITY

The berth is planned to be designed for 100,000 DWT bulk carriers. For planning the
facility based on the immediate system requirements, the ship size has been taken as
80,000 DWT maximum with an average of 55,000 DWT. Since deadweight tonnage
(DWT) and cargo tonnage differ marginally by the bunker, provisions, crew effects, etc.,
the parcel size has been taken as equivalent to the vessel DWT for design purposes.
• The days available for ship unloading will be 330 days per year (Considering 240
days of fair weather and about 50% of the monsoon period)
• A fixed average time of 8 hours is estimated for each average ship size, including
waiting for tugs, approach time to the berth from anchorage, berthing, un-berthing
and moving away from the berth to allow another ship to berth.
• The operating time per day is 20 hours.

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• A system efficiency factor of 65% (of the rated unloading capacity) provides for
hatch movements, cleanup, draft surveys, equipment availability. This figure is
conservative to allow for imponderables at this stage.
• Poisson distributions are assumed with an Erlang factor of 2. This is somewhat
conservative as it is expected that a large percentage of the coal will be for power
stations and will arrive on regularly scheduled voyages.
• On the basis of past considerations in other ports operated by the group, AMPTPL
would like to use a rail-mounted slewing type harbour crane with a hopper
discharging at a peak capacity of 1750 TPH of coal.
• Computations have been made with the above considerations to arrive at the number /
rating of the unloaders required for annual throughput cases of 4.6 million tones and 7
million tones.

1.6.3 RESULT OF COMPUTATIONS

The results for the two cases are shown on the following Table 6.8:
Table 1-6 Details of Computations
Average Annual Coal Import (MT)

4,600,000 7,000,000
Avg. Ship Size DWT 55,000
Avg. No. Ships / Year 84 128
Unloading rate, each unloader 1750 TPH
System Efficiency 65%
Effective Unloader rate /berth /hr
using 2 discharge time /avg. ship 2275 TPH
including 8 hours fixed time. 1.21 days
Berth Occupancy 48 % 73 %

These results indicate that:

• A single berth with two unloaders with rated capacity of 1750 TPH each, will be
adequate to meet the throughput requirements, with acceptable berth occupancy.
• The average waiting time (in queue at the anchorage) is likely to be higher as annual
traffic increases to the order of 7 mMT as indicated by the ratio of Waiting Time
(Tw) and Service Time (Ts) as shown in the following chart.
The capacity of the conveyors (and stackers) fed by the ship unloaders will be based on
the above results and receiving system design with 3600 TPH (rated) will be adequate.

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In case of captive requirement or other industrial development in near by region, the coal
requirement will be increase. To meet those eventualities we are keeping provision for
the third ship-unloader and mobile hopper for the faster turn around of the vessel and to
achieve higher terminal throughput also keeping the conveyor capacity as 5000 TPH
(Rated) for stacking system, to avoid the later on changes.

Figure 1-1 Relationship between waiting time to service time ratio and berth occupancy

1.7 STOCKPILES

The coal stockpiles will serve as a buffer between the diverse parameters of seaborne
arrivals and rail/road dispatches. In a multi-user terminal, coal is likely to vary in parcel
size as well as characteristics such as moisture content. The stockpiles are therefore
required to adopt a flexible model catering to large bulk consumers such as a power plant
and various smaller trade entities.
• There will be a policy of dynamic flexible allocation of space in the stockyard, with
no areas permanently dedicated to a particular customer.

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• Operations will commence in Zone A with space available in the reclaimed area
between Berth No. 7 and the railway corridor (Zone A). Additional space available in
Zone B to the north-west of the railway corridor will be available subsequently.
• Stockpile capacities are computed as continuous lengths without considering the
space to be left between multiple users. Lower number of users will imply higher
useful stockpile capacity.
• The annual throughput is a function of stockpile capacity and the number of times the
stocks are turned over in view of the dispatch performance achieved.
• Coal with high moisture content is prone to auto-ignition requiring compaction and
lower stack heights. Maximum stack height will therefore be restricted. The stacking
equipment will have the capability to stack up to 15/16 m.
Conveyors CR-3 of 5000 TPH capacity will feed conveyors CR-4 and CR-5 which are
equipped with a mobile tripper for stacking of coal at Stockyard A. Both conveyors CR-4
and CR-5 will be running parallel into Zone. When stockpiling, material from the
incoming conveyor passes onto the tripper car and then via a shuttle conveyor onto the
stockpile. The shuttle conveyor will be placed under the tripper discharge in a traverse
position. It will be travelling on rails and reversible, in order to distribute the coal at both
sides of the tripper. Trippers will be controlled from Control Room installed on the top of
Transfer Towers CT-3 or CT-4.
Accordingly Table 6.9 shows the stockpile potential in the selected layout:
Table 1-7 Stockpile Capacity in MT (considered 14 m stack height)
Area Area A Area B
Zone A 126810 126810
Primary Stacking 120496 120496
Secondary Spreading 6314 6314

Zone B 0 139690
Primary Stacking 0 130685
Secondary Spreading 0 9005
Total 126810 266500

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1.8 RECLAIM RATES

The ratings of the conveyors delivering material from the stockpiles will have to meet the
requirements of railway wagon loading as the dispatches are expected to be
predominantly by rail. The assumptions are:
• 330 days operations /year
• Reclaimer efficiency is 70% on the average
• A surge capacity of 20% is provided for each reclaimer. However, in case of multiple
reclaimers, all are not likely to encounter surges simultaneously
During Area A operations, the stockpile will accommodate about two average shiploads
at a time. With 18 to 20 turnovers this would support less than 2 MMTPA and require the
average handling rate of about 2 rakes a day. On the other hand, it can be argued that by
increasing the rake loading rate to about 5 a day on an average, two average ship loads
can be handled in twice the mean inter-arrival time between 84 average sized ships
carrying 4.6 MMTPA. However, with random ship arrivals for multiple users and
variation in dispatch operations it would not be sustainable without higher buffer storage.
With the initial buffer storage it would be sufficient to plan for loading a rake in about 5
hours without attracting demurrage. The reclaim rate in Zone A is proposed as 2500 TPH
to load a rake in about 2 hours leaving adequate additional time for rake
placement/removal and switching of locomotive and brake van as required.
The stockpiles planned in Zone A do not have adequate length to effectively utilize linear
stacker reclaimer. On the other hand, circular stockpiles would not be suitable for the
scale of operation required and leave the area underutilized.
In Area A, to achieve the required reclaim rate operation will be made by means of
stockpile dischargers that will discharge material onto two reclaim conveyors CD-1 and
CD-2 at 1250 TPH capacity. There will be total four stockpile dischargers. Two RG-1 &
RG-2 will discharge on to conveyor CD-1 and another two RG-3 & RG - 4 discharge on
to conveyor CD-2. There will be two tunnels with emergency exit provision & ventilation
system. Any of two stockpiles dischargers could work at the same time as rated capacity
of conveyors CD-1 and CD-2 is 2500 TPH. Stockpile dischargers fitted with gravity
feeder and dump hopper. Generally live coal of the stockpile reclaimed through gravity
feeder with dump hopper. Same material will be filled again during ship unloading
operation. In case of shortage of material un-reclaimed material will be dozed to the
dump hopper. Conveyors CD-1 and CD-2 are feeding conveyor CD-3 on the south part of
Stockyard in Zone A.

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In Zone B has the advantage of adequate length and width for a linear stockpile served by
a rail mounted stacker/reclaimer with higher capacities for storage and reclaim. Stacker /
Reclaimer equipment is considered for Zone B area. The Stacker/ Reclaimer equipment
will be use for stacking the material and also for reclaiming the material and loading the
silo. The stacking rate of equipment considered is 5000 TPH rated capacity to match
with the unloading rate of berth equipments. The In motion wagon loading system will
load the rake of 3600 MT capacity in about one hour time. For other operation apart from
loading i.e. placement and removal of rake, switching of locomotive and brake van
removal will also takes some additional time. To complete all operations about two and
half to three hours is required. Reclaiming capacity considered as 2500 TPH is adequate
to complete the in motion wagon loading operation in stipulated time period with out any
demurrage.
As the entire area is divided into two parts i.e. zone A and zone B, there is always
flexibility available for simultaneous stacking and reclaiming operation. In case of
captive requirement or other industrial development in near by region, the coal
requirement will be increase. To meet those eventualities we are keeping provision for
second Stacker/ Reclaimer and second yard conveyor on the same track for the faster
evacuation of coal.

1.9 LAYOUT

Considering the fact that the back-up area is available in two discrete zones and initial
operation is contemplated with Area A only and subsequently in Area B.
The layout of area A & area B along with respective storages capacity and equipment
arrangement are shown in Drawing No. AMPTPL-DPR-01-2010-R2 (Annexure A).
The material flow diagram for entire coal handling operation is shown in Drawing No.
AMPTPL-DPR-02-2010-R2 (Annexure A). The relevant sections of berth and back-up
yard are also shown in drawing mention below.
• Cross-section of berth along with ship un-loader, berth conveyor. – Drawing No.
AMPTPL-DPR-03-2010-R0 (Annexure A).
• Cross-section of zone A – Drawing No. AMPTPL-DPR-04-2010-R1 (Annexure A)
• Cross-section of zone B – Drawing No. AMPTPL-DPR-05-2010-R0 (Annexure A).
Coal stack Yard has to be designed for a storage capacity 266500 MT. The area of Zone
A (behind of the berth) is 404193 m² and the area behind the Iron ore stack yard is 55616
m².

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An in-motion wagon loading arrangement with conveyor connectivity has been planned
at the location indicated in the railway corridor proposed by Mormugao Port Trust. The
truck loading station is planned at the entrance of the stockyard B, near to the rail yard.
Conveyor profiles for the in motion wagon loading system in Area A development are
shown in Drawing No. AMPTPL-DPR-06-2010-R1 (Annexure A).
The key conveyor design parameters are summarized in below mention Table.
Table 1-8 Summary of Key Conveyor Design Parameters
Sr. Conv. Rated Length Lift* Belt Belt Motor*
No. No. capacity (m) (m) Speed Width (kw)
(TPH) (m/s) (mm)
1 CR – 1 5000 265 1.65 4.37 2000 350
2 CR - 2 5000 168 24.7 4.37 2000 650
3 CR – 3 5000 95 6 4.37 2000 350
4 CR – 4 5000 158 5 4.37 2000 350
5 CR – 5 5000 184 5 4.37 2000 350
6 CR – 6 5000 125.5 17.5 4.37 2000 500
7 CR – 7 5000 57.5 0 4.37 2000 132
8 CRD – 1 5000 388.1 14 4.37 2000 650
9 CD – 1 2500 97 7 4.3 1400 160
10 CD – 2 2500 97 7 4.3 1400 160
11 CD – 3 2500 105 6.6 4.3 1400 160
12 CD – 4 2500 125.5 17.5 4.3 1400 250
13 CD – 5 2500 547 22 4.3 1400 450
14 CD – 6 2500 90 20.3 4.3 1400 300
15 CD - 7 5000 234 46.8 4.37 2000 2 x 600
• Lift & power mention in table are preliminary and will be finalized during detailed
engineering.

1.10 FLOW DIAGRAM

The enclosed flow diagram shows material flow in the system. Ocean playing vessels,
carrying the coal arrive at Port.

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Unloading of coal from vessels is made by means of two rail mounted mobile harbour
cranes MC-1 and MC- 2 which are discharging coal into two Mobile Hoppers MH-1 and
MH-2. Mobile Hoppers are feeding conveyor CR-1. Conveyor CR-1 is equipped with In
Line Magnetic Separator ILMS-1. Conveyor CR- 1 is feeding conveyor CR-2. Conveyor
CR-2 is equipped with Metal Detector MD–1 & Belt scale BS-1. CR-2 is feeding
conveyor CR-3. CR-3 is a single conveyor with two fixed trippers at discharge points for
feeding conveyors CR-4 and CR-5 at transfer towers CT-3 and CT- 4 respectively.
Conveyors CR-4 and CR-5 are conveyors discharging into Stockyard A by means of
movable trippers which are running along the conveyor. Each conveyor is having one
tripper (CR-4 _TR/SH-1 and CR-5 _TR/SH-2). Each tripper is equipped with one
reversible conveyor which allows stacking of the material on Stockyard A at both sides of
the respective conveyor. Tail pulley for conveyors CR-4 and CR-5 are installed on
transfer towers T-1 and T-2 respectively.
Capacity of Stockyard A is about 126810 MT including also those free areas which could
be used to accumulate material.
Reclaiming of material from Stockyard A is made by means of four Stockpiles
dischargers installed on the area (RG-1 to RG-4). Each Stockpile Discharger is having a
capacity of 1,250 TPH. RG-1 and RG-2 are feeding conveyor CD-1 and RG-3 and RG-4
are feeding conveyor CD-2. Any two of Stockpile Discharges could work at the same
time in order to achieve total reclaiming capacity of 2,500 TPH. Conveyors CD-1 and
CD-2 is conveyors installed inside tunnel under stockpiles. Conveyors CD-1 and CD-2
are feeding conveyor CD-3. Conveyor CD-3 is ground conveyor and elevated conveyor
on the area close to transfer tower CT-5. Conveyor CD-3 is equipped with Magnetic
Detector MD-2, In Line Magnetic Separator ILMS-2 and Belt Scale BS-2. Conveyor CD-
3 is feeding conveyor CD-4 or conveyor CR-6. Both conveyors CD-4 and CR-6 are
running parallel from Transfer Tower CT-5 up to Truck Loading Station. Conveyor CD-4
could feed silos of Truck Loading Station, to feed conveyor CD-5 towards Train Loading
Station or to feed Conveyor CR-7 towards Stockyard B. Conveyor CR-6 could feed
Conveyor CR-7 towards Stockyard B. 2 Truck Loading Stations are considered and
provision is kept to incorporate other 2 Truck Loading Station in the future. Each Truck
Loading Station is having 250MT silo and one loading spout only. Each Truck Loading
Station will be equipped with Weight Bridge to control loading of the trucks. Conveyor
CD-5 is feeding conveyor CD-6 on transfer tower CT-11. Conveyor CD-6 is feeding silo
of In-Motion Wagon Loading Station. Conveyor CR-7 is feeding conveyor CRD-1 on
transfer tower CT-9. Conveyor CRD-1 is yard conveyor along Stockyard B. Material
conveyed from berth is unloaded on Stockyard B by means of a Stacker cum Reclaimer

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CSR-1. Coal is also being reclaimed from Stockyard B through Stacker cum Reclaimer
and conveyed towards In-Motion Wagon Loading Station through conveyors CRD-1 and
CD-7.
Capacity of Stockyard B is about 139690 MT. One In Motion Wagon Loading Station
will be provided at South East part of the plant. Capacity of loading system will be about
4,000 TPH.

1.11 WAGON LOADING SYSTEM

As the majority of the cargo should be dispatch through railway, mechanized in motion
wagon loading system is consider. The loading system consists of buffer storage silo, pre
weigh bin silo along with load sensor and loading spout. Generally the loading operation
of each rake will require about one hour time with this proposed facility. Considering the
all other operation i.e. placement of rake, detachment of loco, break van operation about
three hours is required to complete the whole operation. During the loading operation the
rake is moving with speed range of 0.6 – 0.9 Km per hour. Generally before the arrival of
rake silo will be filled and kept ready for loading operation. The buffer storage capacity
of silo considered is equivalent to one rake load.

1.12 TRUCK LOADING OPERATION

As per the concession agreement maximum 1 MTPA cargo can be dispatch by trucks.
The truck loading station will be placed at the entrance of the stockyard B, near to the rail
yard. Prior to begin the truck loading operation, the silo is filled with coal belt conveyor
system at a rated capacity of 2500 TPH on conveyors CD - 4.
Belt conveyor CD-4 will arrive at the truck loading silo complex conveying coal from
Stockyard A or directly from jetty. Truck loading silo complex will be composed by a
station of two silos, for two parallel truck load ways. Each silo capacity is 250 T. Loading
operations will be by means of shuttle conveyors situated over silos. Conveyor CD-4
discharges over the reversible conveyor SH- 3. The silo discharge and truck load will be
through telescopic chute.

1.13 MECHANICAL HANDLING EQUIPMENT

1.13.1 UNLOADER
• Type : Rail mounted grab operated mobile harbour cranes
• Rated Capacity : 1750 TPH
• Quantity : 2 Nos

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• Track Center : 13 m
• No. of cycles (max.): 40 Nos
• Rail Size : CR100
1.13.2 STACKER/ RECLAIMER & RECLAIMER
• Rated Capacity : 5000/2500 TPH
• Quantity : 1 No
• Track Center : 8 m
• Rail Size : CR80
1.13.3 IN MOTION WAGON LOADING SYSTEM
• Rated Capacity : 1 wagon load in 60 second
• Quantity : 1 No
• Rake speed: 0.6 – 0.9 Km/hr
• Silo storage capacity: 1 rake load
• Type of chute : swing chute
• Gate operation : Hydraulic

1.13.4 TRUCK LOADING SYSTEM

• Number of Truck loading lines : 2 Nos
• Number of Silos per loading line: 1 No
• Silo Capacity : 250 T each
• Time for Truck loading (once placed under silo) : 90 seconds

1.14 FIRE FIGHTING SYSTEM

Fire fighting system of the terminal shall be planned, implemented and maintained as per
best industry norms considering the size of the facility. It shall conform to Tariff
Advisory committee’s Guidelines and meet the relevant codal provision. System would
comprise Fire pump house, Hydrants network, water storage Tank, Pumping stations with
standby arrangements. Fire station cum Pump House shall be located nearer the stack pile
in Area C (Behind the Iron Ore stack Yard) to provide cover to the equipment and ship
along side berths. Water pipe line for berthing face shall preferably be routed through
conveyor gallery. Pipe line shall be supported at regular interval.

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The system of fire lines and hydrants will be designed to ensure that adequate quantity of
water is available at all times, at all areas of the facility where a potential fire hazard
exists. Each hydrant connection will be provided with suitable length of hoses and
nozzles to permit effective operation.
The hydrant system will consist of interconnected ring mains to cover the facility.
Adequate ancillary arrangements with jockey pumps, pressure switches, etc. will be
provided to maintain the required pressure in the hydrant system. Jockey Pump operation
will be automatic.
Fire hydrant system shall be design to meet at a time two point fire in the entire area
which can be either at berth and back-up yard or at back-up yard. Plain water fire fighting
system is considered for this facility. Critical water storage facility shall be based on the
hydrant system.

1.15 DUST SUPPRESSION SYSTEM

Dust suppression system will be provided at the stockpiles and the head ends of the
conveyors at transfer points to control the dust generated during operations.
Spraying the stockpile will be carried out with spray guns operating at about 9 bar
pressure. A ground storage tank of adequate capacity and a dedicated pumping system
shall be exclusive facility to the coal stack yards.
The volume of water sprayed on the stockpile shall have to be assessed on site based on
rate of evaporation. Frequency of spraying would also depend upon the ambient
conditions and moisture content of the coal and also on the frequency of the operation.
Dust suppression system at back-up yard is design in such a way that whole storage area
is covered with overlapping of spray area. At about every 45 meter sprinkler nozzles will
be provided. These high capacity nozzles will cover the entire coal storage area. The
stock pile sprinkling operation is automatic and control from the central control room
with manual override facility. Each nozzle shall be connected with solenoid operated
valves.

16 mechanized handling system