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Development of 1 Phase of Master Plan at Mormugao Port: Final Feasibility Report
Development of 1 Phase of Master Plan at Mormugao Port: Final Feasibility Report
PORT
DECEMBER 2015
Feasibility Report for Development of 1st Phase of Master Plan at Mormugao Port
TABLE OF CONTENTS
1 EXECUTIVE SUMMARY .................................................................................................... 1
1.1 INTRODUCTION........................................................................................................... 1
1.2 TRAFFIC ANALYSIS..................................................................................................... 1
1.3 CONCEPTUAL PLAN ................................................................................................... 2
1.3.1 SHIFTING OF LIQUID CARGO HANDLING FROM BERTH 8 ............................. 2
1.3.2 CONVERSION OF BERTH 8, 9 & BARGE BERTHS ........................................... 2
1.3.3 DETERMINATION OF DESIGN VESSEL FOR BERTH 8 – COAL ...................... 2
1.3.4 DETERMINATION OF DESIGN VESSEL FOR BERTH 9- CONTAINER
CUM GENERAL CARGO ................................................................................................ 3
1.3.5 PORT CRAFT JETTY .......................................................................................... 3
1.4 REQUIREMENT OF DREDGING .................................................................................. 3
1.4.1 TURNING CIRCLE............................................................................................... 3
1.5 LIQUID CARGO HANDLING AT MOORING DOLPHINS .............................................. 4
1.6 LIQUID CARGO HANDLING AT BERTH 10 ................................................................. 4
1.7 COAL HANDLING AT BERTH 8 ................................................................................... 4
1.7.1 CAPACITY OF THE PROPOSED COAL BERTH 8.............................................. 5
1.7.2 MECHANICAL HANDLING FACILITIES AT PROPOSED COAL BERTH 8.......... 5
1.8 CONTAINER CUM GENERAL CARGO TERMINAL – BERTH 9................................... 6
1.8.1 CARGO HANDLING RATES AND CAPACITY OF BERTH - 9 ............................. 6
1.8.2 EQUIPMENTS FOR CONTAINIER CUM GENERAL CARGO TERMINAL........... 7
1.9 IRON ORE HANDLING AT BERTH 9A ......................................................................... 7
1.9.1 CAPACITY OF THE PROPOSED IRON ORE BERTH 9A ................................... 7
1.9.2 MECHANICAL HANDLING FACILITIES AT PROPOSED IORN ORE
BERTH 9A....................................................................................................................... 8
1.10 UTILITIES ..................................................................................................................... 9
1.11 PROJECT BLOCK COST ............................................................................................. 9
1.12 FINANCIAL ANALYSIS ................................................................................................. 9
1.13 PROJECT STRUCTURING........................................................................................... 9
1.14 PROJECT IMPLEMENTATION SCHEDULE ................................................................10
1.14.1 FINANCIAL RETURNS .................................................................................... 11
2 INTRODUCTION ...............................................................................................................12
2.1 GENERAL ....................................................................................................................12
2.2 PRESENT PROJECT...................................................................................................13
2.3 STUDY OBJECTIVE ....................................................................................................13
2.4 CONTENTS OF THE REPORT ....................................................................................13
3 TRAFFIC PROJECTION ...................................................................................................14
4 SITE CONDITION ..............................................................................................................15
4.1 TOPOGRAPHICAL CONDITION .................................................................................15
4.2 METROLOGICAL DATA ..............................................................................................15
4.2.1 TEMPERATURE ................................................................................................ 15
4.2.2 RAINFALL .......................................................................................................... 15
4.2.3 Wind................................................................................................................... 15
4.3 OCEANOGRAPHIC DATA ...........................................................................................15
4.3.1 TIDE & CURRENT ............................................................................................. 15
4.3.2 WAVES .............................................................................................................. 16
4.4 BATHYMETRY.............................................................................................................16
Feasibility Report for Development of 1st Phase of Master Plan at Mormugao Port
1 EXECUTIVE SUMMARY
1.1 INTRODUCTION
The Mormugao Port is a leading Major Port on the West Coast of India, located at the
entrance of Zuari estuary on the west coast of India (State of Goa) at Latitude 15º 25’
North and Longitude 73º 47’ east. Coal/Coke is a major commodity handled at the port.
During the year 2013 -14, more than 7.5 million tons of coal was handled at Mormugao
Port. There are two dedicated coal terminals (berth 6 & 7) which are being operated by
private operators. Mormugao Port is an excellent natural harbor and over the years, the
Port has developed a deep draft channel (-) 14.4 m CD. It has good rail and road
connectivity. Along with the demand for coal, the general cargo traffic has witnessed a
spurt during the past two years.
At Mormugao Port iron ore handling was carried out at Berth No.9, Mooring Dolphins and
West of Breakwater by deploying Transhippers and directly from barge to ship. During the
year 2009 - 10 about 50 million ton was exported through Goa out of which Mormugao
Port handled 40.57 million tons of Iron Ore.
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Feasibility Report for Development of 1st Phase of Master Plan at Mormugao Port
The port has been handling liquid cargo in Berth 8, Berth 10 and 11. Berth 8 is a
dedicated liquid cargo berth and Berth 10 & 11 is general cargo berth. The Port has
planned to shift the Liquid Handling Operations to an offshore location between Mooring
Dolphins 1 & 2 and to convert Berth no 8 into a Multipurpose Berth.
Apart from handling of Liquid Cargo at Mooring Dolphins, other alternatives will also be
studied such as liquid handling at Berth 11.
Before the iron ore ban in FY 2011, the port had handled 50.02 MT of traffic, whereas in
FY 2014, it handled just 11.74 MT of traffic. However, with depressed iron ore prices in
the international market and several restrictions by the Supreme Court on mining,
Mormugao Port is now focusing on other cargo as it tries to position itself as a multi-
commodity port. Hence the Port now intends to reclaim the Barge Berth area for
redevelopment. The reclamation berth in the barge berth area can be named as Berth 9A.
Based on the traffic projection, the cargo basket will be decided for these berths. The
table below shows the proposed cargo to be handled at Berth 8, 9 and 9A. The
requirement storage area, handling equipments and other facilities will be discussed in
subsequent chapters.
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Feasibility Report for Development of 1st Phase of Master Plan at Mormugao Port
The turning circle in front of berth 7 will be utilized for turning of vessels called for existing
berth 5, 6, 7 and proposed berth 8, 9. The turning circle in front of proposed reclamation
berth 9A will be utilized for turning of vessels called for berth 10, 11 and proposed
reclamation berth 9A. The radius of the turning circle will be 240 m and will require
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Feasibility Report for Development of 1st Phase of Master Plan at Mormugao Port
► There will be requirement of additional cost (around Rs. 32.35 Cr.) to be incurred
to create the civil infrastructures which does not seem to be financially viable given
the low existing volumes and traffic projections for liquid cargo at Mormugao Port.
Alternatively, the liquid cargo handling at Berth no. 10 & 11 can be explored.
The pipelines connecting to tanks of Indian Molasses and JRF tanks for POL product may
require booster pumps due to increased distance from berth 10.
As per the traffic forecast carried out, the potential coal traffic for the proposed coal berth
is as estimated below:-
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Feasibility Report for Development of 1st Phase of Master Plan at Mormugao Port
The optimal terminal capacity is the lower value of the optimal quay capacity and optimal
stack yard capacity. Hence the optimal capacity of the terminal is found to be 6.99
MTPA.
A fully mechanized coal unloading system has been planned for handling of coal at berth
8:
The mechanical coal handling equipments as envisaged for the proposed coal berth 8 is
as given below:-
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Rated Capacity /
Major equipment/system Qty
Features
Grab Type bucket crane (each) 2 2000 TPH
Stacker cum Reclaimer 2 4000 TPH
Pay Loaders and Dozers 4 10 Ton
Rapid loading system 1 4000TPH
Dust suppression/Dry fog dust
Lot -
suppression
Potable Water system Lot -
AC, Ventilation etc. Lot -
The table below shows the container traffic potential for the proposed general cargo and
container terminal – Berth 9:
Container Traffic
2016 2017 2018 2019 2020 2025 2030
Projection in TEU
Potential Container
29 33 37 171 182 247 338
Traffic
For the purpose of assessing the feasibility of the project, we have considered the
following: -
► Theoretical berth capacity of 4.18 MTPA has been considered for equipment
planning as well as for estimation of tariff for various cargo types. This has been
confirmed by MPT to be in line with TAMP 2008 guidelines and follows from similar
TAMP orders at other major ports.
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Feasibility Report for Development of 1st Phase of Master Plan at Mormugao Port
► Optimal yard capacity of 1.4 MTPA has been considered for assessing financial
viability of the project to arrive at a conservative estimate of financial return for the
project and BOT operator. An additional Rs 40 per ton operating cost has been
provided for transportation from the yard to additional storage area (Bogda) and
lease rental charges for such area.
The mechanical handling equipments required for the container cum general cargo
terminal is as given below.
Table 1.6 Equipments Planned for Berth 9
Descriptions Quantity
Number of Berths 1
HMC – (100 T Capacity) 2
Tractor Trailer Unit 4
Reach stacker 2
Fork lift Truck 5 T Capacity 4
Fork Lift truck 10 T Capacity 2
Pay Loaders 10 T Capacity 3
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The optimal terminal capacity is the lower value of the optimal quay capacity and optimal
stack yard capacity. Hence the optimal capacity of the terminal is found to be 8.00
MTPA.
A fully mechanized iron ore system has been planned for handling of iron ore at proposed
berth 9A:
The mechanical coal handling equipments as envisaged for the proposed iron ore berth
9A is as given below:-
Rated Capacity /
Major equipment/system Qty
Features
Major equipment/system Qty Rated Capacities
Continuous Ship loaders 2 2500 TPH
Barge unloaders 4 850 TPH
5000 TPH stacking
Stacker cum Reclaimer 2
reclaiming capacity
Pay Loaders and Dozers 4 4.5 cum
Dust suppression/Dry fog dust
Lot -
suppression
Potable Water system Lot -
AC, Ventilation etc. Lot -
Fire detection and protection system Lot -
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Feasibility Report for Development of 1st Phase of Master Plan at Mormugao Port
1.10 UTILITIES
The terminal will be provided with various buildings, control room, substations etc
The facilities for the water supply pump house and overhead storage tank facilities has to
be provided by the BOT operator inside the terminal. Water demand shall include raw
water for greenery and landscape, dust suppression and Potable water for terminal users,
port users and canteen and ship supply.
Hence water supply system, storm water drainage, fire fighting system, dusts suppression
system, effluent treatment plant shall be provided.
General
Coal Iron Ore
CIVIL WORKS/ BUILDINGS Cargo
Terminal Terminal
Terminal
Rs Cr. Rs Cr. Rs Cr.
Existing Deck removal 1.62 3.67 1.38
Jetty 85.93 101.11 63.83
Civil and Structural Works for Stacker-Reclaimer base, JH, DH & RLS 12.38 16.58 -
Rail Line Construction 9.60 - -
Covered Dome stockyard / Ground improvement / Container landside 106.69 - 1.13
Control Room/Substation/ Buildings 3.67 3.67 4.87
Road Pavement / Internal Roads / RCD Access Area / Gate Complex
14.01 8.90 48.12
/ Rail line
Capital Dredging 26.82 26.82 -
Reclamation of Barge Berth Area - 31.77 -
PLANT AND MACHINERY
Material Handling Equipments 136.20 177.60 68.92
Conveyor Belt 25.96 59.76
Junction Houses + Drive Houses 5.76 8.55
Rapid Rail Loading System (Silo) 13.80 -
Electrical, control & instrumentation, utilities, workshops 8.00 8.00 5.70
Contingency Cost @ 5% 22.52 22.32 9.70
472.96 468.75 203.65
As per the recommended project structuring alternative, the concessionaire has to incur
Rs. 1145.36 Cr. whereas MPT will be incurring Rs. 17.88 Cr
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Feasibility Report for Development of 1st Phase of Master Plan at Mormugao Port
BoT MPT
Description of facilities
Rs Cr Rs Cr
CIVIL WORKS/ BUILDINGS
Jetty 250.87 -
Civil and Structural Works for Stacker-Reclaimer base, JH, DH & RLS 28.96 -
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Particulars
Project IRR (Basic) 16.50%
Project IRR (Post Tax) 14.39%
Equity IRR (BOT Operator) 14.00%
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Feasibility Report for Development of 1st Phase of Master Plan at Mormugao Port
2 INTRODUCTION
2.1 GENERAL
The Mormugao Port is a leading Major Port on the West Coast of India, located at the
entrance of Zuari estuary on the west coast of India (State of Goa) at Latitude 15º 25’
North and Longitude 73º 47’ East. The Port of Mormugao was established in 1885. Once
known as the premier iron-ore exporting Port of India, today the port is set to diversify into
other commodities as well as containers. Coal/Coke is a major commodity handled at the
port. During the year 2013 -14, more than 7.5 million tons of coal was handled at
Mormugao Port. There are two dedicated coal terminals (berth 6 & 7) which are being
operated by private operators. Mormugao Port is an excellent natural harbor and over the
years, the Port has developed a deep draft channel (-) 14.4 m CD. It has good rail and
road connectivity. Along with the demand for coal, the general cargo traffic has witnessed
a spurt during the past two years.
At Mormugao Port iron ore handling was carried out at Berth No.9, Mooring Dolphins and
West of Breakwater by deploying Transhippers and directly from barge to ship. During the
year 2009 - 10 about 50 million ton was exported through Goa out of which Mormugao
Port handled 40.57 million tons of Iron Ore. The Location of Mormugao Port in the state of
Goa and the present layout of Mormugao Port is as shown below:-
Figure 2-1 Location Map of Mormugao Port and Present Port layout
Mormugao port now intends to take up various capacity addition and modernization
projects over the next 5 years as part of the Master Plan development. Mormugao Port
intends to implement the Master Plan in a phase wise manner. The present project is to
conduct a Feasibility Study for determining the Technical Feasibility and Financial Viability
for the project “Development of Port Handling Facilities for the 1st Phase of the Master
Plan”. The objective and scope of the present project is discussed later in this chapter.
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- Conversion of the existing Mechanical Ore Handling Plant (MOHP), Berth No 8, Berth
No 9 and barge berths as multipurpose cargo berths on PPP basis.
MPT appointed TATA Consulting Engineers (TCE) to prepare a Feasibility Report for the
purpose of assessing the development potential of the projects through Purchase Order
No 4500015664 dated 08th June 2015. TCE personnel visited MPT for Kick Off Meeting
and data collection on 19th June 2015 for planning the conduct of study and validating
TCE’s understanding of the project requirements.
Except for the dry port project, the proposed developments are envisaged with
participation of the private sector. The project report will form the basis on which the
private bidder will submit his bid and will be evaluated by the port. The tariffs to be
charged at the proposed facility will also depend on the capital cost involved in the project.
The study will hence address adequately, the technical requirements, cost, construction
methodology etc to enable the port to invite and evaluate the bids from the private sector.
This report is the Draft Feasibility Report which describes the redevelopment of berth 8, 9
and 9A. The report also describes the proposed facilities along with shifting of liquid
handling from berth 8, redevelopment of iron ore berth and reclamation of barge berth
area. The master plan prepared for the proposed berth 8, 9 and reclamation berth i.e. 9A
is prepared and discussed. The report details the estimate of the project block cost. The
report concludes with assessment of financial viability of the project on PPP basis.
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3 TRAFFIC PROJECTION
Commodities wise traffic studies by identifying the potential hinterland and interaction with
the end users and industries has been carried out. The Identification of potential
hinterland and Origin-Destination of the cargo has been studied. The report also takes into
consideration the competing ports in the vicinity. The Iron ore handling prospects has
been studied. TCE has interacted with several mining companies, exporters, and traders.
The report on end user interaction has also been included in the traffic report. The
detailed traffic study report is submitted as Module 2 of the Feasibility Report.
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Feasibility Report for Development of 1st Phase of Master Plan at Mormugao Port
4 SITE CONDITION
4.1 TOPOGRAPHICAL CONDITION
The region is generally hilly including a portion of the Western Ghat rising to 1200 m
above Mean Sea Level. The Mormugao head land adjoining the Harbour is hilly; the
height varies from 20 m to 60 m. As the area is flanked by hills, back land is limited for
development of Port.
4.2.2 RAINFALL
The average annual rain fall in Mormugao is 2611.7 mm and the average number of rainy
days in a year is 100. During June to September, Mormugao receives 89 % of the annual
rainfall.
4.2.3 Wind
The mean wind speed varies from 2 on Beaufort scale in November (3.4 to 5.4 m/sec) to 4
(5.5 to 7.9 m/sec) in July, the annual mean wind speed being 13.6 km/h. In an average
year, there are 316 days with wind speed varying from 0 to 3 on Beaufort scale (0.0 to 5.4
m/sec) and 48 days with winds scaling 4 to7 on Beaufort scale (5.5 to 17.1m/sec), and
one calm (0.0 to 0.2 m/sec) day. The predominant wind direction changes with the time of
the year. During June to September wind direction is from West and South West and
during the remaining period the direction is from North East and East South East.
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Feasibility Report for Development of 1st Phase of Master Plan at Mormugao Port
As per CWPRS report, the maximum currents in the channel is of the order of 0.40 m/s
during spring tide while during average tide it is observed to be 0.20 m/s.
4.3.2 WAVES
The Mormugao port region is subjected to incident short period waves of significant height
of 2.0m from the directions north to northwest during the non monsoon season (October
to May) and from the directions between southwest and west of significant height of about
4.0m during the southwest monsoon season i.e. from June to September.
4.4 BATHYMETRY
MPT has awarded the work of geophysical survey and bathymetry survey to M/S Geo-star
Surveys India Pvt. Ltd., Navi Mumbai and the surveys were carried out between
06/11/2014 and 10/11/2014. General bathymetry within the surveyed area (along the
proposed channel and Turning Circle) presents a smooth seabed with a gentle slope
towards west. Minimum water depth recorded within the survey corridor is 6.4 meters and
the maximum water depth of 22.0 meters.
No other bathymetric anomalies such as coral outcrops, sub marine channels, blow out
craters etc were recorded at any point within the survey corridor. No existing
pipelines/cable seems to cross the survey corridor. No anomalies associated with shallow
gas were evident from the sub-bottom profiler survey records.
The existing depth in the outer channel is (-) 14.4 m CD and in the maneuvering area is (-)
13.1 m CD to (-) 14.1 m CD. The proposed depth in the outer approach channel (-) 19.8 m
CD and in the inner channel and maneuvering area is (-) 19.5 m CD.
BOREHOLE
BORE BOREHOLE BED LEVEL
TERMINATION LEVEL
HOLE LOCATION m CD
m CD
MBH-01 Break Water Area (-)11.75 (-) 26.05
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Feasibility Report for Development of 1st Phase of Master Plan at Mormugao Port
BOREHOLE
BORE BOREHOLE BED LEVEL
TERMINATION LEVEL
HOLE LOCATION m CD
m CD
MBH-07 Channel Area (-)15.32 (-) 21.32
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Feasibility Report for Development of 1st Phase of Master Plan at Mormugao Port
5 CONCEPTUAL PLAN
5.1 SHIFTING OF LIQUID CARGO HANDLING FROM BERTH 8
The port has been handling liquid cargo in Berth 8, Berth 10 and 11. Berth 8 is a
dedicated liquid cargo berth and Berth 10 & 11 is general cargo berth. The Port has
planned to shift the Liquid Handling Operations to an offshore location between Mooring
Dolphins 1 & 2 and to convert Berth no 8 into a Multipurpose Berth.
To assess the technical feasibility of shifting the Liquid Handling Operation to an offshore
location, the wave climate in the harbour has to be studied. The handling of Liquid Cargo
vessels at offshore location will require a loading cum berthing structure to avoid rolling
motion of the vessels. The transportation of POL cargo to the existing storage tanks has
to be facilitated by providing number of submerged offshore pipelines considering various
types of liquid cargo being handled presently at Berth 8. Transportation of Liquid Cargo
from the offshore location to the existing storage tanks will require additional booster
station at Berth 8 due to increased distance of pipeline. Apart from handling of Liquid
Cargo at Mooring Dolphins, other alternatives will also be studied such as liquid handling
at Berth 11.
Presently Berth 11 having LOA of 225 m and Draft of 13.1 m is equipped with 01 HMC, 03
covered sheds open area for storage of general cargo. Berth 11 handles cargo such as
Woodchips, Granite, Bauxite, Steel Coils, Fertilizers, Wheat, Alumina, Nickel Cobalt, and
Iron ore pellets. Phosphoric Acid, other POL products, container vessels are also handled.
Separate pipelines and pumping equipments up to storage location are provided. This
berth is operated by Port.
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Before the iron ore ban in FY 2011, the port had handled 50.02 MT of traffic, whereas in
FY 2014, it handled just 11.74 MT of traffic. However, with depressed iron ore prices in
the international market and several restrictions by the Supreme Court on mining,
Mormugao Port is now focusing on other cargo as it tries to position itself as a multi-
commodity port. Hence the Port now intends to reclaim the Barge Berth area for
redevelopment. The reclamation of barge berth area will facilitate additional storage area
and quay length in line to the existing Berth 9 which can be utilized for handling a variety
of cargo in line with traffic projections for the port. The reclamation berth in the barge berth
area can be named as Berth 9A.
Based on the traffic projection, the cargo basket will be decided for these berths. The
requirement of open storage area and covered storage area will be estimated. Accordingly
a masterplan showing all these facilities will be drawn. The level of mechanization and
various equipment requirements with their capacities will also be listed. Based on these
inputs, the total capacity of the berth will be assessed.
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Feasibility Report for Development of 1st Phase of Master Plan at Mormugao Port
Berths 8 and 9 are gravity type structures. It is envisaged to handle Capsize vessels at
Berth 8. Hence, the scheme for the modification of these berths will be suggested so as to
berth Capsize vessels. The barge berths have been constructed on piles.
The table below shows the proposed cargo to be handled at Berth 8, 9 and 9A. The
requirement storage area, handling equipments and other facilities will be discussed in
subsequent chapters.
From the traffic forecast, it is evident that the potential for coal traffic at Mormugao Port is
in increasing trend.
The depth of the harbour basin below the chart datum should be determined based upon
tranquility and salinity conditions. Where the harbour bottom is hard, the under keel
allowance should be increased by 0.4 m. Additional clearance may be required in basins
where wave energy disturbances exist.
Figure 5-3 Proposed Berth & Storage Area for Coal, GC & Container Handling
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Feasibility Report for Development of 1st Phase of Master Plan at Mormugao Port
Parameters Unit
Proposed Depth at maneuvering area in front of berth 19.8 (-) m CD
Proposed Design Vessel (Capsize) – Dry Bulk 175000 DWT
Draft (As per PIANC guidelines) 18.3 m
Under Keel Clearance @ 6 % of the draft 1.1 m
Allowance for Hard Bottom 0.5 m
Allowance for Wave Disturbances 0.3 m
Hence, Required Depth at Berth 8 & Manoeuvring Area 20.2 m
Tidal window advantage 0.4 m
As per IS 4651 Part V, for bulk vessels at berth, the maximum significant wave height in
the harbour should not exceed 0.9 m CD. However in Mormugao harbour, the occurrence
of wave with 2 m Wave height or more is 42 % of time. Hence 0.3 m allowance owing to
wave disturbances has been considered while estimating the Under Keel Clearance for
vessels at berth.
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Feasibility Report for Development of 1st Phase of Master Plan at Mormugao Port
Table 5-4- Required length for Berth 8 for 175,000 DWT vessels – Coal Berth
From the above table it can be observed that the remaining berth length of 600 m can be
utilized as Container vessels berth and iron ore berth. The cargo wise stackyard
requirement will be discussed in subsequent chapters. The dimension of proposed coal
berth 8 is as shown below:-
15 m 320 m 15 m
It can be observed that the remaining berth length of 600 m (i.e. 950 m – 350 m = 600 m)
can be utilized for berthing of Container vessels, general cargo vessels and iron ore
vessels. The cargo wise stackyard requirement will be discussed in subsequent chapters.
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Feasibility Report for Development of 1st Phase of Master Plan at Mormugao Port
The port will have to provide a place for the berthing of port craft vessels. Shifting of port
craft vessels to berth 4 can be explored by Port.
The port has proposed a dredging depth of (-) 19.8 m CD in the outer channel and (-) 19.5
m CD in the inner channel and turning circle in front of berth 7. However the maneuvering
area in front of berth 8, 9 and 9A will have to be deepened for the maneuvering of capsize
vessels. It is envisaged to berth capsize vessels at berth 8 for handling of coal. Hence,
the berthing area in front of proposed berth 8, 9 and 9A will have to be deepened for the
maneuvering of capsize vessel.
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Feasibility Report for Development of 1st Phase of Master Plan at Mormugao Port
Figure 5-5 Layout of dredging in the maneuvering area in front of Berth 8, 9 & 9A
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Feasibility Report for Development of 1st Phase of Master Plan at Mormugao Portt
The port has two turning circles in the inner channel. The turning circle in front of berth 7
will be utilized for turning of vessels called for existing berth 5, 6, 7 and proposed berth 8,
9. The turning circle will have to be designed for turning of capsize vessels as envisaged
for berth 8 and 9. The turning circle in front of proposed reclamation berth 9A will be
utilized for turning of vessels called for berth 10, 11 and proposed reclamation berth 9A.
The radius of the turning circle will be 240 m and will require relocation.
The existing radius of both the turning circles is 240 m. As the turning circle in front of
berth 7 will be utilized for turning of capsize vessels, the diameter of the turning circle will
have to be increased. It is envisaged to handle capsize vessels at berth no 8 and 9. As
discussed earlier in the report, the LOA of capesize vessels with 175000 DWT is around
300 -320 m. Hence diameter of turning circle required is calculated to be 580 m.
Note: As per IS – 4651 Part V, the size and/or diameter of the turning basin would depend
on the geometry of water area available and berth arrangement. Where vessels turn by
free interplay of the propeller and rudder assisted by tugs, the minimum diameter of the
turning circle should be 1.70 to 2.0 times (1.70 for protected locations and 2.0 for exposed
locations) the length of the largest vessel to be turned.
The turning circle will have to be shifted by 125 m from the proposed berth line. The
clearance required is as calculated below:
It can be noticed from the above diagram that relocation and increasing the diameter of
the turning circle from 480 m to 580 m, will interfere with Mooring Dolphin 3 and Mooring
Dolphin 4. Hence the vessel berthing between MD 3 and MD 4 will have to be
discontinued.
Similarly the existing turning circle of 480 m diameter in front of the proposed berth 9A will
have to be shifted by 125 m from the proposed reclamation berth 9A. It can be seen from
the above diagram that the relocation of the turning circle may be carried out in such a
way so as not to interfere with MD1.
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Feasibility Report for Development of 1st Phase of Master Plan at Mormugao Portt
The dredging quantity has been estimated to be 2.44 million cum considering entire
dredging to be carried out in soil. It assumed that the rock is not encountered up to (-)
19.8 m CD in the inner channel. However the rock level has to be confirmed based on
seismic survey and geo technical investigation.
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Feasibility Report for Development of 1st Phase of Master Plan at Mormugao Portt
The total length of reclamation front is around 340m and total area is around 3.94 Ha. The
reclaimed barge berth area will be utilized for berthing and handling of GC & container
vessels and iron ore stacking. The reclamation berth front available is 340 m. The
reclamation of barge berth area will require removal of top 2 m of sea bed soil at the barge
berth area. The existing depth in the barge berth area is around 6 m. The top level of the
reclamation will be 4.2 m in line to the existing lane elevation level. The reclamation
quantity is as estimated below:-
Table 5-7- Reclamation Quantity Estimation – Barge Berth Area
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Feasibility Report for Development of 1st Phase of Master Plan at Mormugao Portt
To assess the technical feasibility of shifting the liquid handling operation to an offshore
location, the wave climate of the location has to be studied. The transportation of liquid
cargo to the existing storage tanks has to be facilitated by providing number of submarine
pipelines considering the various liquid products handled presently for various users.
Shifting of liquid handling to an offshore location will increase the distance of pipeline up
to the existing storage tanks which may require an additional booster station at berth 8.
The requirement of the booster pumps will also be studied.
Apart from handling of liquid cargo at Mooring Dolphins, other alternatives can also be
studied such as handling at Berth 11. This chapter analyses various alternatives for
handling of liquid cargo at MPT.
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MPT has handled around 0.57 MTPA and 0.52 MTPA of POL in the year 2014-15 and
2013-14 respectively. The other liquid cargo which mainly contributes to the annual liquid
cargo throughput at MPT is Phosphoric acid. MPT has handled around 0.36 MTPA and
0.24 MTPA of Phosphoric acid in the year 2014-15 and 2013-14 respectively.
The table below shows the past volumes of various liquid cargo handle at MPT. It can be
observed that POL constitutes for more than 50 % and Phosphoric Acid constitutes for
around 33 % of total liquid volume handled at MPT.
Table 6-1- Annual Throughput of Liquid Cargo at Mormugao Port (, 000 TPA)
The table below shows the volumes of various liquid cargo handle at various berths at
MPT.
Table 6-2- Berth wise Liquid cargo handled at Mormugao Port (, 000 TPA)
Berth wise Liquid cargo handled at Mormugao Port (, 000 TPA) in 2014-15
Import Cargo B No 8 B No 10 B No 11 B No 5 & 6 Total
POL 371.59 199.56 571.15
Caustic Soda 45.63 45.63
Ammonia 87.35 87.35
Phosphoric Acid 358.54 358.54
Edible Oil (Palm Oil) 3.50 3.50
Total Import Liquid Cargo 508.07 199.56 358.54 1066.17
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Export Cargo
POL 0.00
Total Import + Export 508.07 199.56 358.54 1066.17
Percentage (%) 48 % 19 % 33 % 0% 100
Liquid cargo handled at Mormugao Port (, 000 TPA) in 2013-14
Import Cargo B. No. 8 B. No. 10 B. No. 11 B. No. 5 & 6 Total
POL 428.95 93.35 522.30
Caustic Soda 39.37 39.37
Liquid Ammonia 62.20 62.20
Phosphoric Acid 236.02 236.02
Total Import Liquid Cargo 530.52 93.35 0 236.02 859.89
Export Cargo
POL 4.62 4.62
Total Import + Export 535.14 93.35 0 236.02 864.51
Percentage (%) 62 % 11 % 0% 27 % 100
It can be observed that Berth 8, a dedicated liquid cargo berth has handled 48 % and 62
% of total liquid cargo handled at MPT in the year 2014-15 and 2013-14. The liquid traffic
handled at berth 8 is as given below:-
Table 6-3- Liquid cargo handled at Berth 8 of Mormugao Port (, 000 TPA)
Export at Berth 8
Commodity 2014-15 2013-14 2012-13 2011-12 2010-11
POL 4623
Total Export 0 4623 0 0 0
Import at Berth 8
POL 371592 428949 822878 922882 938354
Phosphoric Acid 142709 205107
Ammonia 87349 62203 31449 83398 107238
Caustic Soda 45628 39366 13904 13569 18359
Palm Oil 3501
Other Oil 5001 4970 12198
Sulphuric Acid 7001 9132
Total Import 508070 530518 880233 1176660 1281256
Import + Export 508070 535141 880233 1176660 1281256
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6.3.1 GENERAL
The existing liquid cargo handling facility at Mormugao Port includes infrastructure such
as berthing structure, Storage tanks, connecting pipelines, booster stations etc.
Pipeline Tankage
Pipeline Pipeline
Origin Destination Product Area Booster Station Area
No Dia (")
(Sqm) (sqm)
Pipeline Berth
JRF Tanks Petroleum 12 561.74 No Booster Station 1176.3
1 8
Pipeline Berth
Indian 12 423.72 No Booster Station
2 8
Molasses Petroleum 701.3
Pipeline Berth
Tanks 12 36.45 No Booster Station
3 8
Ganesh
Ganesh
Pipeline Berth Liquid 575.00 Benzoplast Booster
Benzoplast 12 20000
4 8 Handling + 1086 Station
Tankage
(140.41sqm)
Pipeline Berth ROB Baina Petroleum 20 120.96 Zuari Indian Oil -
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5 8 + Tank Booster
1131.2 Station (2500 sqm)
Zuari Agro
Pipeline Berth
Chemical Ammonia 14 464.82 No Booster Station 6600
6 8
Tank
Pipeline Berth Indian Oil
Petroleum 16 - No Booster Station 9981
7 10 Tank
Tankage Approx.
Pipeline Booster
Tankage Origin Location Area Pipeline
No Station
(sqm) Length (m)
JRF Tanks Pipeline No Booster South East of
Berth 8 1176.3 990
- Petroleum 1 Station B. 4
Indian Pipeline No Booster
Berth 8
Molasses 2 Station South East of
701.3 939
Tanks - Pipeline No Booster B. 4
Berth 8
Petroleum 3 Station
Ganesh
Ganesh
Benzoplast
Benzoplast South of B.9 &
Tankage – Pipeline
Berth 8 Booster Adjacent to 20000 1645
Liquid 4
Station FCI Godown
Handling
(140.41sqm)
Zuari Indian
Oil Tank Booster Staion
ROB Baina Pipeline
Berth 8 Booster at South of - 2597
- Petroleum 5
Station (2500 Adani Plot
sqm)
Zuari Agro
Ammonia
Chemical
Pipeline No Booster Storage tank
Tank – Berth 8 6600 904
6 Station at South of
Ammonia
Adani Plot
Indian Oil
Tank – Pipeline No Booster South East of
Berth 10 9981 1194
Petroleum 7 Station B. 11
Figure 6-2 Location of JRF and Indian Molasses Tanks (Petroleum) & Ganesh Benzoplast Tanks
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Figure 6-3 Location of Juari Tanks Booster – Petroleum & Zuari Agro Chemical Tanks – Fertilizer
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The estimated berth occupancy for handling of the projected liquid cargo at MD 1 and MD
2 location is as tabulated below:-
Length available between MD1 and MD2 is 340 m and depth available is (-) 14.1 m CD.
Hence the maximum size of Liquid cargo vessel that can be berthed is 50,000 DWT.
DWT : 50,000
LOA / Beam / Draft : 210 m / 32.2 m / 12.6 m
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transportation of unloaded liquid cargo. Hence, the service platform will also have to be
designed for both berthing of vessel.
As given in the Master plan report, the yearly average probability of the wave height
exceeding 2.0 m for the Westerly direction is as given below:-
Direction Exceedence Hs = 2 m
SW 4.7 %
W 4.5 %
NW 0.4 %
Based on wave observation made during the period 1961 to1980 from the area bound by
Latitude 13º N to 16º N and Longitude 70º C to 74º E as presented in Master plan study,
the propagation of waves from deep water to harbour entrance was studied by means of a
refraction analysis, thereby taking in to consideration refraction, shoaling, breaking and
bottom friction, It is found that waves between SW and NW do not affect the tranquility
condition in the harbour. The yearly average probability of exceedence of Deep water
waves is as given below:-
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Due to refraction, shoaling, and breaking, the wave direction and wave height will change
while travelling from deep water to the harbour entrance. Generally the waves from NW
turn WNW by refraction. Waves from W and NW reduce in height. All wave conditions
higher than Hs = 4m are reduced by breaking. The operational wave climate at the
harbour entrance is as given below:-
From the above table it can be seen that for 18.1 % of the time during the year, the wave
height will be more than 2.0 m and for 42.1 % of the time during the year, the wave height
will be 2.0 m or more.
As per IS – 4651 Part V, the permissible significant wave height for various vessels at
berth varies from 0.6 to 0.9 m. Considering berthing of liquid cargo vessel at Mooring
Dolphins, the permissible significant wave height can be assumed as 1.8 m CD. Hence
the downtime owing to wave will be around 42.1 % of time in a year i.e. 154 Days of
downtime.
The mean wind speed varies from 2 on Beaufort scale in November (3.4 to 5.4 m/sec) to 4
(5.5 to 7.9 m/sec) in July, the annual mean wind speed being 13.6 km/h. In an average
year, there are 316 days with wind speed varying from 0 to 3 on Beaufort scale (0.0 to 5.4
m/sec) and 48 days with winds scaling 4 to7 on Beaufort scale (5.5 to 17.1m/sec), and 1
calm (0.0 to 0.2m/sec) day. The predominant wind direction changes with the time of the
year. During June to September wind direction is from West and South West and during
the remaining period the direction is from North East and East South East.
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A maneuvering area of around 4 times the Beam of design vessel will be required to avoid
any kind of collision with the vessel passing in the navigation channel.
Figure 6-5 Schematic Layout of Offshore Liquid Berth at MD1 & MD2
Maneuvering area required for liquid loading/berthing platform will be around 130 m
i.e. 4 x Beam of the design Liquid Vessel
i.e. 4 x 32.2 m = 130 m
Maneuvering area required for Vessels berthed at existing berth 9 will be around 165 m
i.e. 3 x Beam of the design Bulk Vessel (Capesize) + 30 .0 m
i.e. 3 x 44 m + 30 m = 165 m
Hence the available channel width for navigation of vessels calling at existing Berth 10
and 11 is 185.0 m. The length of existing Berth 10 and 11 is 275 m respectively and
available depth is (-) 13.1 m CD. Hence the maximum size of cargo vessel that can be
berthed at berth 10 and 11 is 40,000 DWT. The vessel parameters are as given below:-
Width of navigational channel required for Vessels calling at Berth 10/11 will be around 4
to 5 times the Beam of the maximum size of the vessel passing through the channel.
i.e. 5 x Beam of the design cargo vessel
i.e. 5 x 30 = 150 m (Available width is 185 m)
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Width of navigational channel required for Vessels calling at Berth 8/9/10 will be around 4
to 5 times the Beam of the maximum size of the vessel passing through the channel.
The diameter of existing turning circle in front of proposed reclamation berth 8 is 480 m.
The turning circle has to be shifted by 120 – 125 m from the reclamation berth face line to
avoid collision with vessel berthed at berth 9A and vessel turning at turning circle.
It can also be seen from the figure that the shifting of turning circle by 120 – 125 m from
the proposed reclamation berth face is interfering with MD1. Hence handling of liquid
cargo at MD1 and MD 2 will not be technically and operationally feasible.
Handling of liquid cargo at Mooring Dolphins will require additional offshore pipelines to be
installed up to existing berth 8 which will have to cross the existing navigational channel.
At berth 8, there are 6 numbers of pipelines for various liquid cargo. IOCL has installed its
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pipeline at Berth 10. All 7 pipelines will be extended up to the proposed liquid unloading
platform in between MD1 and MD 2. Any accidental collision of the vessels keel may
damage the pipeline which will cause spillage of oil in the harbour.
The loading platform proposed in between MD 1 and MD 2 will be designed for berthing of
50,000 DWT liquid vessels. The dimensions of the platform will be 21.0 m x 18.2 m.
LAYING OF PIPELINE
As the pipelines will be crossing the existing navigational channel, suitable clearance will
be required to avoid collision of vessels keel with the pipeline. The pipelines will be laid
down creating a trench from loading platform up to Berth 8 booster station. The diameter
of the pipelines is 12’’. The total length of pipeline required will be
Length of pipeline required for connecting Berth 8 to IOCL tankages will be around 2100
m.
Mormugao Port trust has been carrying out geotechnical investigation from time to time
within the port during its growth. Before construction of Berths 10 and 11 borehole
investigations were conducted at that location which is close to the present development
area. Geotechnical investigations were carried out in Vasco Bay during April – October
1997 by Fugro - KND Geotech Ltd. The seabed is generally covered by soft sand / silty
sand / silty clay with densities in the order of 1.6 t / cum saturated above water. At few
places, the seabed is covered with dense to very dense, silty, and fine to medium sand.
Weathered rock with N > 100 is found below 24 m of water depth. Beyond 27 to 32 m, the
hard rock is noticed.
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For the support of pipelines caisson block will be provided at the back of the platform
separated by 1.0 m to avoid deflection during berthing of vessel. The caisson will protect
the pipeline from displacement due to waves and current. Similarly a caisson will be
required at Berth 8 to support the pipeline which will be connected to Booster pumps.
BOOSTER STATION
At berth 8, there will be booster station which will further pump thee liquid cargo coming
from the offshore liquid handling location to the existing tankages. Existing Indian oil
tankages which has pipeline at Berth 10 will also to be connected to the Berth 8 Booster
Station.
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6.10 RECOMMENDATION
Handling of liquid cargo at mooring dolphin is not recommended owing to the
following reasons:-
► There will be requirement of additional cost (around Rs. 32.35 Cr.) to be incurred
to create the civil infrastructures which does not seem to be financially viable given
the low existing volumes and traffic projections for liquid cargo at Mormugao Port.
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JRF tanks and Indian Molasses tanks for petroleum products are located behind berth 4.
The pipelines connecting to those storage tanks has to be extended to Berth 10 along NH
– 17A. Pipeline connecting to Ganesh Benzoplast requires realignment. Tankages for
Ganesh Benzoplast are located behind berth 9 adjacent to NH 17 A.
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As per data provided by MPT, the capacity of Berth 10 & 11 is 2.65 MTPA. Hence each
berth i.e. Berth 10 and 11 has capacity of 1.325 MTPA each. Once Berth 10 dedicatedly
starts handling liquid cargo, the handling of general cargo will be carried out at berth 10
and the proposed general cargo berth 9. The table below shows the total liquid cargo
handled at MPT at various Berths.
Throughput in
2019 2020 2025 2030
MTPA
POL 0.42 0.42 0.46 0.50
LPG 0.05 0.05 0.06 0.06
Phosphoric Acid 0.18 0.19 0.27 0.33
Liquid Ammonia 0.36 0.38 0.53 0.66
Total 1.01 1.04 1.32 1.55
Berth Occupancy % 41 42 54 63
The vessel size and parcel size assumption for various liquid cargo to be handled at MPT
berth 11 is as given below:-
Table 7-3- Vessel Size and Parcel Size Assumption for Liquid Cargo
Phosphoric Liquid
Particulars Unit POL LPG
Acid Ammonia
Vessel Size Tons 32000 25000 20000 20000
Parcel Size Tons 8000 6000 6000 6000
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Handling of liquid cargo at Berth 10 will require realignment of pipelines. The pipelines
originating from berth 8 will have to be connected to berth 10. POL storage tanks for JRF
Tanks and Indian Molasses may require booster pumps owing to increasing length of
pipelines from Berth 10. The figure below shows the existing alignment of pipelines from
berth 8.
The tanks for various users are situated at different places around the port. Figure below
shows the tank farms for various users and requirement of realignment of pipelines from
berth 10. There are total 6 pipelines originating from berth 8 and 1 pipeline from berth 10.
The alignment shown in the figure is indicative only and for estimation purpose. The
pipelines can be realigned besides the existing pipeline along NH 17 A. However
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alignment survey will be required during the execution stage. The realignment of pipeline
for IOCL will require very little realignment as it has its pipeline at berth 10.
Table below shows the requirement of additional pipeline length from Berth 11 to tank
farms of various users.
Approx. Pipeline
Pipeline Booster Tankage
Tankage Length required for
No Station Location
realignment (m)
JRF Tanks - Pipeline
Required SE of Berth 4 1837
Petroleum 1
Pipeline
Indian Molasses Required 1837
2
Tanks - SE of Berth 4
Pipeline
Petroleum Required 1837
3
Ganesh
South of B.9 &
Benzoplast Pipeline Required – to
Adjacent to FCI 990
Tankage – 4 be relocated
Godown
Liquid Handling
Booster Station at
ROB Baina - Pipeline Required – to
South of Adani 460
Petroleum 5 be relocated
Plot
Zuari Agro Ammonia Storage
Pipeline
Chemical Tank Required tank at South of 1380
6
- Ammonia Adani Plot
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Description QTY Unit Unit Rate Total Cost (Rs) Total Cost (Rs. Cr.)
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The berth is equipped with pipelines for handling of liquid cargo and transport up to
storage tank location.
It is always preferable to look for a modern port with deep draft for handling of large
parcel sizes and with modern mechanical handling equipments which will ensure faster
turnaround of vessels. The present depth at MPT approach channel and inner channel
is maintained at (-) 14.4 m CD and (-) 14.1 m CD. It has been proposed by the port that
the outer channel will be deepened to (-) 19.8 m CD and inner channel will be
deepened up to (–) 19.5 m CD. The depth at the maneuvering area is to be deepened
up to (-) 19.5 m CD. As discussed earlier in the report, the design vessel parameter for
berth 8 for handling of coal is 175,000 DWT capsize vessels with 18.3 m Draft. As per
IS – 4651 Part V, the required length of berth for berthing of 175,000 DWT vessel is
estimated to be 350 m. However for the structural design of berth, the design vessel
with 175,000 DWT can be considered. The design vessel parameters for operational
planning is as tabulated below:-
For Operational
Parameters
Planning
DWT 175,000
Maximum LOA, m 320
Beam width, m 46
Draft, m 18.3
Block coefficient 0.83
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Average
Percentage
Type of vessel unloading rate
Distribution (%)
(TPD)
Capesize vessel 70 50,000
Panamax vessel 30 35,000
Ref: - Handling rates as per guidelines for upfront tariff setting for PPP Projects at
Major Port Trusts, 2008 - TAMP
The recommended berth occupancy by PIANC and MoSRTH is as tabulated below and
the same has been referred:-
According to IS 4651 (Part V) 1980, the minimum diameter of the turning circle should
be 1.7 to 2 times the length of the largest vessel to be turned. As discussed earlier in
section, the radius of turning circle required is calculated to be 580 m.
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The existing diameters of the turning circle are 480m. The layout of the proposed
turning circle is already discussed. The diameter of turning circle in front of berth 8 will
have to be increased from 480 m to 580 m and will have to be shifted by 120 m from
the berth line.
As per TAMP, the optimal yard capacity can be calculated as 70% of maximum quantity
of coal that could pass through the yard.
The table below gives the calculation for optimal yard capacity as per TAMP guide
lines parameters and actual site parameters.
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Description Unit
Percentage of Coal for Trading 20 %
Percentage of Dedicated/ Captive coal 80 %
Dwell time of Trading Coal 20 Days
Dwell Time of Dedicated/ Captive coal 10 Days
Average Dwell time 13 Days
Turnover ratio 28 Nos.
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Hence it is envisaged to provide two numbers of 2000 TPH rated capacity rail mounted
grab type unloaders at berth 8 to achieve maximum unloading rate of 50,000 TPD. The
other broad level specification of the unloaders required is outreach of 48 m.
A stream of jetty conveyor will be provided with rated capacity 4000 TPH running
parallel on the full length of the jetty. The rated capacity of 4000 TPH will ensure that
conveyor capacity will be sufficient to evacuate discharge vessels and evacuate coal
from stockyard seamlessly. The conveyor system on jetty will be receiving coal
discharged from the vessels and feed the yard conveyor system for stacking operation
using stacker or to direct loading of coal from the jetty conveyor to the Rapid Rail
Loading System (RRLS). Jetty Conveyor and associated connecting conveyors up to
feeding point on to Yard Conveyors have been envisaged Double line, (1 working & 1
standby) thus ensuring 100% redundancy in the Ship Evacuation System.
Description Dimension
Stockpile 1 480 m x 50 m x 15 m
Stockpile 2 480 m x 50 m x 15 m
The equipments envisaged at stackyard for stacking and reclaiming of coal are as
given below:-
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For stacking of coal at stockpile 1 and 2 and reclaiming of coal from stockpile 1 and 2,
two stacker cum reclaimer are provided. The stacker cum reclaimer should have
adequate slew angle and luffing angle for the purpose of forming uniform stacks of 15
m height. Stackers will be rail mounted having rail gauge of around 8 m covering the
entire length of the stockyard.
The reclaimer will reclaim the coal and feed the conveyor system for onwards
evacuation through RRLS. The capacity of the reclaimer has been estimated
considering 100 % evacuation of coal through RRLS. The figure below shows indicative
pictures of stacker and reclaimer which are used commonly in the stockyard.
Source: DPCL
The mechanical coal handling equipments as envisaged for the proposed coal berth 8
is as given below:-
Rated Capacity /
Major equipment/system Qty
Features
Grab Type bucket crane (each) 2 2000 TPH
Stacker cum Reclaimer 2 4000 TPH
Pay Loaders and Dozers 4 10 Ton
Rapid loading system 1 4000 TPH
Dust suppression/Dry fog dust
Lot -
suppression
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The stacker cum reclaimer should have adequate slew angle and luffing angle for the
purpose of forming uniform stacks of 15 m height. Stackers will be rail mounted having
rail gauge of 8 m covering the entire length of the stackyard.
The reclaimer will reclaim the coal and feed the conveyor system for onwards
evacuation through RRLS. The capacity of the reclaimer has been estimated
considering 100 % evacuation of coal through RRLS.
There are total 6 Junction Houses and 2 drive houses envisaged as per the layout plan.
8.6 STOCKYARD
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Table 8-12 Rake and Loading Line Requirement for evacuation of coal
Rake Requirement
Annual Throughput 6990000 MTPA
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Working Days (35 days of downtime for RRLS Maintenance) 330 Per Year
Capacity of 1 Full Rake of 775 m 3300 ton
Number of rake required per year 2118 Nos.
Number of rake required per day (Avg.) 7 Nos.
Capacity of 1 Loading Line per Day
Capacity of RRLS 4000 TPH
Time Required for 1 Full Rake Loading 1 hrs
Time taken for Rake Arrangement 0.7 Hrs
Total Time required to Load and Evacuate 1 Full Rake 1.7 Hrs
Number of Rake that can loaded and evacuated in a day with
14 Nos.
1 loading line
Hence rake loading capacity of RLS (14 rakes per day) is sufficiently higher than rake
movements required for evacuation (7 per day).
Existing rake movement from the present coal berths 6 & 7 is around 10 rakes per day.
For additional 7 rakes to move from berth 8 doubling of rail line from MPT yard to
Castle Rock yard is a must.
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Presently the port handles general cargo and containers at Berth no 10 and 11 and the
capacity of the berths are 2.65 MTPA. As the Liquid cargo is recommended to be handled
at Berth 10 instead of Mooring Dolphins, the Potential traffic for berth 10 will also be
available for proposed GC and Container terminal – Berth 9. The table below shows the
traffic potential for the proposed general cargo and container terminal – Berth 9:
The Potential Container Traffic at Mormugao Port is estimated considering the diverted
traffic to JN Port and proposed Dry Port at Belgaum. The container potential for the
proposed GC and Container terminal i.e. Berth 9 is as given below.
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Traffic Projection, in
2016 2017 2018 2019 2020 2025 2030
TEU
Potential Container
29 33 37 171 182 247 338
Traffic
The total reclamation area is around 3.94 Ha a part of which will be used for container
cum general cargo handling.
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As per TAMP 2008 guidelines, the optimal capacity of the terminal is reckoned as 70% of
the maximum capacity. The capacity of the terminal is mainly dependent on the following
factors:-
► Type of Cargo to be handled
► Cargo mix ratio
► Size of vessels to be handled
The multipurpose berth will be equipped with two 100T Harbour Mobile Cranes (HMC)
which can provide a maximum handing rate in the range of 10,000 – 12500 TPD (however
this is subject to cargo type as will be shown below). Considering a wide cargo basket for
the multipurpose terminal and suitable handling rate for each cargo type based on two nos
HMC cranes, the theoretical berth capacity can be worked out as follows: -
Containers
Fertilizers
Products
Minerals
Others
Total
Particulars
The theoretical berth capacity worked out above assumes that two HMC cranes will work
in tandem on the general cargo vessels. While this may hold for panamax (50,000 DWT)
size and larger vessels, only one HMC crane can operate on handymax (30,000 DWT)
vessels. Hence, the theoretical berth capacity is dependent on vessel size distribution.
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Note: The yard capacity has been worked out based on the available area and providing suitable allowance
for equipments parking and cargo / equipments circulation within the storage area. The yard side capacity has
been worked out as below: -
For a multipurpose terminal, the yard capacity will vary with concentration of cargo types. Since the distribution of
cargo types generally varies, throughout the life of the terminal; norms for estimating optimal yard capacity for a
multipurpose terminal are not provided. An exercise was carried out to assess the yard capacity with assumptions
related to various cargo types and the yard capacity was estimated at 1.4 MTPA. This can be substantially increased
by using the available yard area only as transit area and using additional area outside the port premises (presumably
in Bogda) for storage purposes. It is presumed that area for equipments parking requirements will be arranged outside
the general cargo terminal and hence no deductions in available area have been made on this account. The port can
explore providing the BOT operator with such additional area outside the port premises at prevailing rates. In this way
the yard operations can be streamlined to increase throughput.
Hence, for the purpose of assessing the feasibility of the project, we have considered the following: -
► Theoretical berth capacity of 4.18 MTPA has been considered for equipment planning as well as for
estimation of tariff for various cargo types. This has been confirmed by MPT to be in line with TAMP
2008 guidelines and follows from similar TAMP orders at other major ports.
► Optimal yard capacity of 1.4 MTPA has been considered for assessing financial viability of the project
to arrive at a conservative estimate of financial return for the project and BOT operator. An additional
Rs 40 per ton operating cost has been provided for transportation from the yard to additional storage
area (Bogda) and lease rental charges for such area.
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The design vessel considered for the container cum general cargo berth is 40,000 DWT
vessels. However the structural design of berth can be carried out considering capsize
vessels owing to future requirement. The 40,000 DWT GC vessel parameters are as given
below.
Description Parameters
DWT / DT 40000 / 54000
LOA, m 209
Beam, m 30
Draft, m 12.9
**Ref: - PIANC – Harbour Approach Channels Design Guidelines
Note: Dimensions given in the tables may vary up to ±10 % depending on construction
and country of origin.
The Maximum cargo that the vessel can carry will be 90 % of the vessels DWT i.e. 36000
tons. The length of berth required for berthing of 40,000 DWT cargo vessel is as
calculated below:-
Description Parameters
DWT / DT 40000 / 54000
LOA, m 209
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The average parcel size as per the above vessel size assumption at the proposed
container terminal is as given below:-
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The cargo unloaded will be stored at the shed / stackyard available and will be evacuated
by Rail/Road. Forklift Trucks / tractor Trailers will be provided to transport the cargo from
the quay to the storage shed.
The features required for the Harbour Mobile Crane (HMC) includes a cable reel and
electric hook rotator for operation with automatic spreaders (2 nos.). Mobile harbour
cranes are a versatile, flexible and effective solution for new quay installations.
Figure below shows an indicative diagram of container loading / unloading from the
vessels. The containers unloaded are put on a TTU unit for transporting to stackyard.
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In case of container handling the crane at the jetty will drop down containers on Tractor
trailer unit which will transport the containers to the stacking area where the boxes will be
stacked by Reach Stackers fitted with appropriate spreader frames for container top or
side lifting.
Reach stackers gives higher operational productivity and flexibility. Due to their versatility
in operation, reach stackers has been selected for this proposed terminal at Mormugao
Port. Reach stackers will be used at the stackyard for stacking in the yard, loading and
unloading of Tractor trailer units, road trucks and rail wagons at the Rail container depot
(RCD). The containers at the stackyard will be loaded in to tractor trailer unit for
transporting to the RCD. The container will be picked up by reach stackers deployed at
RCD and will be loaded in to wagons for onwards evacuation. Tractor trailer units will be
used for the transport of the containers between the vessel and the container yard and
also for transporting containers from yard to the RCD. Reach stackers can also be used
for short distance transportation.
System advantages:
► Best suited for medium size terminal
► Low investment and capital costs as reach stackers and Tractor trailer unit cost
relatively low
► Low operating costs of equipment in comparison to other operations system
alternatives
System disadvantages:
► Comparatively high manning requirements due to the large number of vehicles and
low level of automation.
► Disturbance of operation by trucks being loaded/unloaded in the stacking area
The proposed flow diagram for handling of container at proposed container berth is as
given below:-
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Container is Unloaded
Stacking in the Loading in the RCD
by MHC and Loaded
stackyard using RS using Reach Stacker
on to TTU
The proposed container cum GC Berth 9 will be provided with two mobile harbour cranes
with suitable grab attachments for handling of container and General cargo. Cargo that
are expected to be handled at the proposed berth 9 are Woodchips, Granite, Bauxite,
Steel Coils, Fertilizers, Alumina, Nickel Cobalt, machineries etc.
As per the international practice the storage capacity at port for a particular commodity
should at least cater to the higher of the following:
► 10% of the annual cargo throughput
► 1.5 times the maximum parcel size
For General cargo, the annual throughput is relatively small and so are the parcel sizes.
Hence the frequency of vessel calls will be low to moderate. This will, most likely, allow for
the clearance of the stored cargo prior to the arrival of the next shipment. Further, during
cargo handling operations at the GC berths, part of the cargo is likely to be directly
evacuated without passing through the storage area.
The factors to be taken into account in determining the size of the storage areas are
stacked densities, angle of repose, maximum and average stacking height, aisle space,
reserve capacity factor, peaking factor, etc.
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In general cargo terminal, shed structures would be required for transit storage as cargo
such as cement, fertilizers, and iron products requires covered storage. Reinforced
concrete column supported steel structures can be provided for storage. The height inside
the storage shed can be around 15 m. The shed has to be provided with doors on both
sides. Part of cargo unloaded at Port is likely to be directly evacuated without passing
through transit shed. Hence the storage area can be optimized during project operation
stage.
Two number of mobile harbour cranes will be deployed at proposed Container cum GC
berth 9 for handling of general cargo and break bulk cargo with required sling and grab
arrangement. Adequate number of trailers will be provided to move the cargo between
berth and storage shed.
The mechanical handling equipments required for the container cum general cargo
terminal is as given below.
Table 9.10 Equipments Planned for Berth 9
Descriptions Quantity
Number of Berths 1
HMC – (100 T Capacity) 2
Tractor Trailer Unit 4
Reach stacker 2
Fork lift Truck 5 T Capacity 4
Fork Lift truck 10 T Capacity 2
Pay Loaders 10 T Capacity 3
A total of 4 TTU have been envisaged per terminal for transport of containers within the
terminal and to and from the terminal to the RCD. However, it may be advisable to allow
the operator freedom to choose the number and type of equipments in the stackyard to
achieve and maximize the throughput. The equipments specified above are only for the
purpose of cost estimation.
The TTU will be unloaded by reach stackers deployed at RCD and will be loaded in to
wagons.
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► Utilities and Services (Fire fighting facilities, power, lighting, water etc.)
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Figure 9-6 Layout of Proposed General cargo and Container Terminal – Berth 9
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The potential traffic for the proposed iron ore cargo –Berth 9A is as shown in the table
below:
As discussed the proposed berth 9A will be dedicated for handling iron ore export. The
length of the berth shall be 340 m. The reclaimed barge berth area will be utilised for
berthing and handling of iron ore. The indicative berth layout for the proposed Iron Ore
Terminal is as shown below:
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The design vessel is the largest ship that is likely to be handled at berth. The structural
design of the berth shall be carried out for the maximum vessel that is likely be handled at
the berth. The design vessel parameter for berth design is as given below:
For Operational
Parameters
Planning
DWT 175,000
Beam width, m 46
Draft, m 18.3
Ref: - PIANC Guide for Harbour Approach Channels Design Guidelines / Note: Dimensions given in the
tables may vary up to ±10 % depending on construction and country of origin.
The distribution of vessel size expected to be called ay berth 9A and the unloading rate is
discussed as below:
Table 10-2 Vessel size assumption for proposed berth 9A-lron ore
Average
Percentage
Type of vessel unloading rate
Distribution (%)
(TPD)
Capesize vessel 70 60,000
Panamax vessel 30 55,000
Ref: - Guidelines for upfront tariff setting for PPP Projects at Major Port Trusts, 2008 -
TAMP
The length of the berth required for berthing of 175,000 DWT vessel (capsize vessel) is as
calculated below:
Based on the design vessel size for iron ore, the minimum length of the berth required is:
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2 LOA (m) 58 70 84
Ref: - PIANC Guide for Harbour Approach Channels Design Guidelines / Note: Dimensions given
in the tables may vary up to ±10 % depending on construction and country of origin
Optimal quay capacity of the proposed Berth 9A is as calculated as per TAMP guidelines.
Optimal Quay Capacity = 0.7 x {(S1/100) x P1 + (S2/100) x P2 + (S3/100) x P3} * 365
As per TAMP, the optimal yard capacity can be calculated as 70% of maximum quantity of
coal that could pass through the yard.
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The table below gives the calculation for optimal yard capacity as per TAMP guide lines
parameters and actual site parameters.
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A fully mechanized iron ore handling facility has been for iron ore handling at berth 9A.The
handling facilities at the berth will comprise of barge unloaders, conveying systems,
stacker cum reclaimers, ship loaders, the details of which is described below:
1 Quantity 4
2 Cargo Iron Ore
Barge unloading Capacity
3 850 TPH
Rated
4 Ship Size 1,500 DWT to 2500 DWT
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The density of iron ore is around 2 T/cum for volume calculation. The required average
capacity of mechanical rail mounted grab unloaders is as calculated below:-
Hence, assuming average handling rate @ 60% of rated capacity per ship loader, it is
envisaged to provide two numbers of 2500 TPH rated capacity rail mounted continuous
ship loaders at berth 9A to achieve maximum loading rate of 60,000 TPD. The other broad
level specification of the loaders required is outreach of 48 m.
The iron ore that will be unloaded from barges shall be transferred to the stockyard
through conveyor system. The iron ore will be stacked using stacker cum reclaimer and
will be reclaimed by the same. The reclaimed iron ore from the stockyard shall be
conveyed by the conveying system to the ship loaders for loading on to the vessels at the
berth.
Iron ore berth jetty and yard Conveyors have been envisaged Double line, (1 working & 1
standby) thus ensuring 100% redundancy in the Ship Evacuation System. The length of
the belt conveyor is about 3320m
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Source: DPCL
The mechanical coal handling equipments as envisaged for the proposed iron ore berth 9
is as given below:-
The stackers should have adequate slew angle and luffing angle for the purpose of
forming uniform stacks of 13 m height. Stacker cum reclaimer will be rail mounted having
rail gauge of 8 m covering the entire length of the stackyard.
The reclaimer will reclaim the iron ore and feed the conveyor system for onwards
evacuation through ship loaders to the vessels at berth 9 The capacity of the stacker cum
reclaimer has been estimated considering 100 % evacuation of iron ore.
There are total 9 Junction Houses and drive houses envisaged as per the layout plan.
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The existing depth in front of berth 8, 9 and reclamation berth 9A is (-) 14.1 m CD. The
dredging quantity has been estimated to be 2.44 million cum considering entire dredging
to be carried out in soil. It assumed that the rock is not encountered up to (-) 19.8 m CD in
the inner channel. However the rock level has to be confirmed based on seismic survey or
geo technical investigation.
Assumption:
The dredged material will be evaluated for its usability for reclamation or any other
commercial use. The capital dredging of the navigational channel and maneuvering area
is to accommodate design vessel of 150000 DWT. The proposed berths should be
designed for the berthing of 175000 DWT vessels.
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grained material can be mixed such that it should posses the properties as indicated in
table below:-
2 Organic matter 2%
The filled area with up to (+) 4.2 m CD will be compacted by using Vibro-compaction
technique. The property of the soil has to be tested in the laboratory before designing the
reclamation scheme.
If the dredge material is having properties as indicated in below table shall be suitably laid
in saturated condition with water content equal to optimum moisture content in layers not
more than 300 mm and shall be compacted to 95% of its modified proctor density up to
top of reclamation level i.e. (+) 4.2 m CD. The dredged material requires further analysis
to ascertain below mentioned properties.
1 Moisture content 20 to 36 %
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1 Thickness mm 4
2 Width mm 100
(a) Barge berth area will be backfilled with suitable filling material (Either Dredge Material
or Borrow material) up to (+) 4.2 m CD. The backfilled area shall be compacted by
using Vibro-compaction technique. In case of filing the barge berth area by borrow
material from land side, the filling will be by end on dumping method
(b) Construction of revetment type bund for closing of the barge berth dock by dumping
of borrow material of suitable type from (-) 8.0 m CD to (+) 4. 2 m CD.
(c) A layer of stones of approximate size 300 X 300 X 300 mm will be dumped along the
sea side of peripheral bund. Dumping of stones will be done on continuous basis.
(d) On completion of compaction of fill by vibro compaction, PVD will be installed from (+)
4.2 m CD to the top of rock in the sea bed in entire reclamation area.
(e) Sand Blanket of 300 mm thickness will be placed on completion of PVD installation.
(f) Non Woven Geotextile of 150 GSM will be placed on Sand Blanket.
(g) The area will be filled with suitable borrow material in stages by maintaining height of
preloading and maintaining preload up to the time of achieving 95% of degree of
consolidation of substrata. Borrow material will be filled in 300 mm thick layer
compacted up to 95 % of modified proctor density.
(h) The compaction for the desired density and improved properties of substrata after
completion of each stage of preloading period will be verified by conducting field tests.
(i) On achieving desired consolidation outer Periphery of reclamation bund above the
rock dump will be protected by pitching using gabion mattress.
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a) Piezometer
On successfully installation of the PVD’s, Piezometer (Casagrande Type) will be
installed at the center of the different compressible layer at various locations to
measure the development and dissipation of pore water pressure.
c) Precautions:
Utilities, Piles, drains, & pavements etc. adjacent to the treatment will be monitored
during the installation operations & also the subsequent critical period of soil
consolidation for necessary movement, heave, adverse vibratory effects or
settlement of structures etc.
► Option 1: Demolishing the entire deck structures assuming the structures have
exhausted their life.
► Option 2: Demolishing entire top leaving the piles in place
► Option 3: Demolishing central portions of slab panels sufficient enough to pour the
backfill material.
► In all above options, if required after filling up to top of slab and allowing settlement
of fill below and around the berths, grouting can be used to strengthen the soil to
bring up to the required safe bearing capacity/ CBR.
► However for proposed rail line within MPT back-up area would require piling with
grade beams.
For construction of berth 8, 9 and 9A, the existing deck removal needs to be carried out
using appropriate demolition methods such as chiseling, controlled hammering blow etc.
The underwater debris shall be removed by means of grab dredging etc.
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Along the berth length, a rubble rip rap to the sloping surface is considered at the return
side of the proposed berth. Since the dredging will be carried out up to the berthing line, it
is assumed that a natural slope of 1:1.8 will be achieved and the shore protection will be
provided to dissipate wave energy.
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► DEAD LOADS comprising the self weight of the structure plus superimposed loads of
permanent nature shall be considered as per IS: 875 (Part-I) 1987.
► LIVE LOADS uniformly distributed load to be considered: 50 k Pa on the entire deck.
Crane Loads
The following vehicles and the corresponding loads shall be considered on the berth:
Seismic Loads
The seismic loads on the structures shall be computed in accordance with the seismic
code of India IS: 1893 (Part I): 2002. Goa falls under Zone III and seismic zone factor 0.16
(Annex E). Importance factor is 1.5 (Table 6). Response reduction factor is 3 (Table 7).
Coefficient depending on the soil foundation to be calculated as per fundamental time
period of the structure. Horizontal seismic force coefficient shall be calculated accordingly.
Wind Loads
For calculating wind loads on the structure a basic wind speed of 39m/s as per code IS
875 (part 3) shall be used.
Mooring loads:
The bollard pull of 150 T shall be considered for the design of the structure.
Berthing Loads
The berthing load calculation shall be made as per IS 4651 (Part III) – 1974 reaffirmed
2002 for the design vessel.
Berthing Energy
Considering the location of the berths from the wave tranquility point of view and the
design ships to be handled at these berths, it has been assumed for the purpose of
calculation of the berthing energy that the design vessel under fully loaded condition
berths at an angular approach of 10˚ with a velocity 0.1m/s perpendicular to the berth.
(Source IS 4651 Part III table 2; DT>100000 Sheltered difficult condition)
Fendering System
Considering the tidal range at the site and also the variation in the sizes of vessels to be
handled at the jetty, the fender system is designed such that sufficient contact area
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between the hull of the ship and the fender face is ensured at all tidal levels, for all
possible size of ships expected to be berthed at the jetty.
It is required to provide a suitable fender system, not only to absorb the design berthing
energy of the vessel but also to keep the vessel’s hull pressure below the limit of 40T/m².
Corresponding to the energy to be absorbed and the fender selected, the design reaction
force has to be worked out.
Berthing energy 94 Tm
Fender MCN1200 G4
Berthing force 1765kN
In addition a longitudinal force equal to the 25% of transverse berthing force is also
applied simultaneously on the fender point to account for the friction between the ship’s
hull and the fender.
Temperature Effects
A variation of 6 degrees (rise) and 6.1 degrees (fall) shall be considered for analysis.
Load combinations and partial safety factors have been considered as per IS: 4651 – Part
IV 1989 Table 1
11.4.6 Design
Maximum forces and moments are to be tabulated and percentage steel is obtained for
piles and superstructure. Design of piles and superstructure is to be carried out using
Limit State Method. Design shall be carried out considering soil parameters at structure
location. The static capacity of the pile is derived based on IS 2911.
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Grade
The following concrete grades for structural concrete shall be used. These grades have
been chosen for durability and with reference to IS 456:2000.
Marine Structures
Reinforcement
Grade
All reinforcing steel to be high strength deformed CRS/TMT with minimum strength of Fe
500 conforming to IS 1786: 2008.
Under Limit State Design in IS 456: 2000 with partial safety factor of material Ym=1.5 for
concrete and Ym =1.15 for reinforcement.
Minimum Requirements
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12.2 ILLUMINATION
The illumination level in various areas will be maintained as mentioned below and for other
areas not mentioned below it will be based on National Electric Code.
Outdoor area lighting shall be with HPSV lamps & Indoor lighting shall be with CFL lamps.
High mast lighting (Height-30m) shall be provided in Stock Pile area & lighting poles shall be
provided at other outdoor areas.
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formation using suitable GI strips and all the equipment earthing will be connected to this
earth grid. This grid will be connected to electrodes. However, the neutrals of transformers
and DG sets will be earthed separately. Each neutral will be connected to 2 Nos. separate
earth electrodes. Earthing system will be designed as per IS: 3043.
For lightning protection, separate earth pits will be provided. Exact number of earth pits
will be worked out after earthing and lightning protection calculation has been carried out
measuring the soil resistively at site.
Suitable HT & LT capacitors with automatic power factor correction arrangement will be
installed to maintain the overall power factor correction to 0.95.
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13 UTILITIES
13.1.1 BUILDINGS
The terminal will be provided with various buildings, control room, substations etc. The
general specifications for all the building works in the proposed terminal is as given
below:-
► Minimum grade of concrete shall be M40 conforming to IS: 456-2000 for columns,
foundation and superstructures unless otherwise specified
► The reinforcement shall be high strength deformed bars of grade Fe 500 conforming
to IS: 1786 – 2008
► All super structure shall be in structural steel conforming to IS: 226/IS: 2062 – Grade
A
Electrical substation and control room buildings of suitable size will be provided.
The internal roads will be provided surrounding the stockpile. The proposed cross section
of the internal roads will have four lane carriageways with a median of 2-3 m. The total
width required for the internal road ways surrounding the stockpiles is 20 and 10 m.
The facilities for the water supply pump house and overhead storage tank facilities has to
be provided by the BOT operator inside the terminal. Water demand shall include raw
water for greenery and landscape, dust suppression and Potable water for terminal users,
port users and canteen and ship supply.
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13.1.6.1 General
The potable water will be required for people working at jetty and facilities on landside. It
is presumed that tapping for drinking water is available near the facility on land and piping
and pumping and minor storage will suffice the requirement. The operator has to avail the
water supply by his own arrangement and will have to incur the cost towards same.
Water is supplied alongside berths directly from shore facilities and in stream from a 200
tonne self propelled water barge. The fresh water supply for the port is received through
Goa Public Works Department (PWD).
► The drainage system shall be separate system to carry only storm runoff of the
stackyard and jetty area.
► Storm run-off from the stackyard will be collected in catch pits. Such catch pits will
be connected with buried pipe conduit for conveyance and discharge into harbour
basin through number of out-fall;
► The drainage of jetty area is limited to some drainage spouts discharging directly
to the harbour
► Conveyance of flow will be through gravity only.
► System design will be based on the Manual on “Sewerage and Sewage
Treatment” - Central Public Health and Environmental Engineering Organization
(CPHEEO), Govt. of India and IRC: SP-50, Guidelines on Urban Drainage, 1999
published by Indian Roads Congress,
► A maximum and minimum velocity through the conduit shall be 2.50 m/sec and 0.6
m/sec respectively (as per CPHEEO manual)
► Minimum diameter of the conduit : 150mm (as per CPHEEO manual)
► Estimation of Run-off :
Rational Formula, Q = 10 CIA
Q = Runoff in m3/hr
C = Coefficient of runoff = 0.90
(As per CPHEEO Manual)
I = Intensity of rainfall in mm/hr
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= 120mm/hr
A = Area of drainage in hectares.
► Minimum cushion on top of pipes : 0.9 m
► All pipes shall be RCC NP3 except below the road. Pipe shall be of NP4 type
below road.
► Fire Protection
► Fire Alarms
► Fire-Fighting Equipments
► Means of escape in case of fire
All sources of ignition should be highly controlled. Appropriate uses of Fire Fighting
equipments & agents like water, foam, carbon dioxide & powder are commonly used.
This para discusses the requirements of fire protection system such as fire water pumping
system, hydrant system, portable extinguishers, etc. and describes the proposed plant
and equipment installation for meeting the requirements.
Pumping capacity shall be selected considering the no. of equivalent hydrant valves, and
spray system throughout the area to be protected. Hydrant spacing shall be as per TAC
guideline and shall not be more than 45m considering ordinary hazard area. Sea water will
be used for fire protection and service water will be used for flushing the system.
The pump head shall be calculated considering the pressure at hydraulically farthest point
is 5.5 kg/cm2 (g). In any case pump head shall not be less than 88mWc.
Pump shall have adequate redundancy and shall be at least one diesel engine driven
standby pump for each type. At least one working and one standby motor driven jockey
pump shall be considered for pressurized the entire network. Jockey pump shall be of 3%
to 5% of aggregate capacity as per TAC norm and the head of jockey pump shall not be
less than 95 mWc.
All electrics and instruments as required to trouble free run the system throughout the life
of the plant shall have to be considered.
The hydrant and water monitor system shall cover the unloading area, jetty area, pipe
conveyor corridors and coal stock pile area. Hydrant system shall be designed as per TAC
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The hydrant network shall be isolated by isolation valves for better maintenance.
The total hydrant pipe network shall be laid over ground on the pedestal and in case of
road crossing the hydrant ring main shall be taken underground with proper protection.
Wrapping and coating material shall meet the requirement of AWWA 203.
The total thickness of wrapping coating material shall not be less than 4mm. For road and
rail crossing the hydrant pipe shall be inside the Hume pipe of proper pressure rating (NP3
or better) or RCC trench/ culvert may be prepared to protect the dynamic / static load of
vehicle / moving equipments. The hydrant pipe material shall be selected considering the
water quality and the weathering effect at the area covered.
The portable fire extinguishers shall be selected according to the type of fire that may be
encountered. In this system, the following classes of fire are envisaged:
Class A: Fire in ordinary combustibles such as wood, coal dust, vegetable, fibre, paper
Class B: Fires in flammable liquids, paints, grease, solvents and the like.
The selection of number of extinguishers for each type shall basically follow the guidelines
laid down in Cl. No. 4.0 of the latest edition of the Fire Protection Manual Published by
TAC, Part I and IS 2190.
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14 ENVIRONMENTAL ASPECTS
14.1 BACKGROUND
With increasing environmental concerns, storage and handling of coal and iron ore in
large quantities has thrown up additional challenges. One of the major challenges lies in
handling the coal and iron ore in an environment friendly manner. The method of coal
handling and iron ore handling at MPT has to be free from harmfulness to the health of
workers and social settlement in that area as well as other components of environment
such as air, water, sediment quality, etc. Several environmental concerns have been
raised due to the handling of dry bulk at MPT. Due to increased air pollution, Covered
dome type coal stackyard has been envisaged at MPT. Also several measures have to be
taken to suppress the coal dust emission from the stackyard during handling.
In regards to the proposed coal handling at berth 8 and iron ore handling at berth 9A:
► Major land used in this present handling comes under sea, followed by built up
area, a small area of vegetation.
► In the project area no mangroves are present. However very little vegetation is
observed.
► The project area lies within the port limit.
► The area has significant human activity in the form of cargo handling, vehicular
transport, etc.
► There is no major wildlife involved.
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Tide Current: As mentioned in CWPRS report of Feb 2015, the maximum currents in the
channel are of the order of 0.40 m/s during spring tide while during average tide it is
observed to be 0.20m/s.
Wave: As mentioned in CWPRS report, offshore wave data reported in Indian daily
weather chart reports published by Indian Metrological Department (IMD) has been
referred. The Mormugao port region is subjected to incident short period waves of
significant height of 2.0 m from the directions north to northwest during the non-monsoon
season (October to May) and from the directions between southwest and west of
significant height of about 4.0 m during the southwest monsoon season i.e. from June to
September.
Rainfall: The annual rainfall in the project area is about 2612 mm and the annual mean
numbers of rainy days are about 99.6. The highest rainfall occurs in the months of June
and July. Majority of rainfall (94%) is received under the influence of south-west
monsoons from June to October. February is generally the driest month of the year.
Humidity: The relative humidity was observed to be high during the monsoon months
from June to September. The relative humidity was lower in other months of the year, with
the lowest being recorded in the months of December and January.
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Winds: The mean wind speed varies from 5 to 10 knots (9.25 to 18.5 km/hr) with the
maximum occurring during the monsoon months from June to September. Considerable
changes in the wind direction occur in coastal areas as a result of cooling in night and
warming of land masses during day time. The frequency of depressions/cyclonic storms is
very low along the Goa coast. Out of the 206 depressions/cyclonic storms severe cyclonic
storms which have occurred in the Arabian Sea during a period of 103 years (1891-1994)
only six have affected the Goa coast.
14.3.3 Demography
The coast of Goa is full of creeks, estuaries formed by rivers which provide good shelter
for the boats, barges, ships and other crafts. The coastline of district is uneven and
consists of inlets and outlets which give rise to small bays and capes. The seabed off Goa
mostly consists of silty clay till 50 m to 100 m water depth, clayey silt from 100 to 150 m to
200 m water depth. Beach sediments mainly consist of quartz along with feldspars and
other heavy minerals. The study area district has a hilly terrain especially on its eastern
side where the southern ends of Sahyadri range are observed. The Chadranath in
Quepem taluka and Dudsagar in Sanguem taluka are some of the important mountain
peaks. The terrain is intersected by a number of rivers flowing westwards and meets the
Arabian sea. These rivers provide a network of internal waterways. The important rivers of
the area are Zuari, Sal, Talpona and Galgibag which are navigable. The Zuari river joins
the sea forming a large bay, and it encloses submerged Amee shoals over the entrance of
the Mormugao Bay. At the entrance of the Mormugao Bay, on the southern side, the
Mormugao port is situated. Adjacent to the port wharves, Vasco Bay is presently used as
anchorage by the mechanized fishing boats.
14.3.4 Noise
It can be observed from the Wapcos report that the day time equivalent noise level ranged
from a minimum of 43.2 dB (A) to a maximum of 44.5 dB (A). The night time equivalent
noise level ranged from a minimum of 34.9 dB (A) to a maximum of 36.0 dB (A). The day
and night time equivalent noise level at various sites located close to residential areas
were compared with Ambient Noise Standards and were observed to be well below the
permissible limit specified for residential area.
The average concentration of RPM at various stations monitored ranges from 55.4 to 61
μg/m3 were below the prescribed limits for limit of 60 μg/m 3 specified for industrial,
residential, rural and other areas.
It is observed from the report that, the average concentration of SO 2 at various stations in
the study area was much below the prescribed limits of 50 mg/m3 specified for industrial,
residential, rural and other areas. The highest SO2 concentration of 13.2 μg/m3 was
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observed at station near Project site, which is again well below the prescribed limit of 80
μg/m3 specified for residential, rural and other areas.
It can be seen from the table that during the study period, average NO x concentration at
various sampling stations ranged from 9.3 to 14.4 μg/m3.
14.3.6 Vegetation
In Goa, forest area is largely confined to the Western Ghat hill slopes. About 72% of the
total forest area observed in Goa lies within South Goa and remaining 28% lies within
North Goa. Almost 69% of the forest cover in South Goa lies within Sanguem taluka
followed by Canacona taluka (19%) and Quepem taluka (12%). The coastal talukas of
Salcete and Mormugoa in which the study area lies have almost no forest. In the project
area no mangroves are present. However some little vegetation is observed in the Port
Area.
The pH of seawater at surface water samples ranged from 8.3 to 8.4, while in bottom
water samples, it ranged from 8.1 to 8.2. The variation in pH is within normal limits.
The variation in salinity in surface water samples ranged from 33.2 to 33.9 ppt. The
salinity is marginally higher in bottom water samples. This phenomenon indicated mixing
of surface and bottom waters. The salinity levels observed in the project area is typical of
that observed in coastal area.
The DO level in surface and bottom water samples ranged from 6.0 to 6.7 mg/l, 5.2 to 5.6
mg/l respectively. The DO levels indicate the absence of pollution sources.
The BOD values in surface and bottom water samples ranged from 3.7 to 4.1 and 3.2 to
4.6 mg/l respectively.
As per CWPRS report, in the Mormugao bay, there is considerable spatial and seasonal
variations in the values of the sediment concentration due to the exposure of varied
hydraulic and physiographic conditions. On the basis of the analysis of water sample data,
the average sediment concentration has been considered as 0.040 ppt during the
monsoon season and 0.012 ppt during the non-monsoon season in the port and channel
areas.
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14.3.10 Ecology
The Net Primary Productivity of the water ranged from 0.11 to 0.13 mgC/ m 3/d. This
seems to be due to the very high turbidity and very low light penetration. Values of
Chlorophyll a and phaeophytin were low. Oxidisable particulate organic carbon content
was higher (2965 -3219 mg/m3). A total of 7 genera of phytoplanktons were recorded in
the study area. In the Mormugao port area, zooplankton fauna was represented by 16
different groups. The Zooplankton biomass at various stations ranged from 4.0 to 6.2 mg
(Wet wt.)/l. Foraminifera was the dominant group followed by Copepoda. The population
density of macro-fauna in the study area ranged from 180 to 220no. /100 cm2. About 7
groups were recorded in the area. Nemotodes was the dominant group. Seven groups of
macro-fauna were observed in the study area.
14.3.11 Fisheries
Goa has a coastline of 104 km and 48 fishing villages situated along the coastline. The
fishing season in Goa generally commences from the middle of August and lasts up to
mid-May. About 25% of the total marine fish production of Goa is contributed by traditional
fishing whereas the balance, i.e. 75% of the total marine fish production is contributed by
mechanized fishing. The Vasco fishing centre, where the proposed fishing harbour is to be
developed is situated within the Mormugao port limits, opposite to Berths no. 10 and 11.
The landings of marine fish at Vasco bay is more than 20,000 tonnes/year. The major fish
species landing at the Vasco Bay includes meckerets, oil sardines, silver belly, soles,
caranx, prawns, etc.
14.3.12 Socio-economy
The project area comes under taluk Mormugao Taluka Tiswada of South Goa district in
the state of Goa. The study area mainly comprises of urban area i.e. Mormugao and
Chicalim and rural area including villages namely Chicolna, Issorcim, Pale, Sao Jacinto
Island, Sao Jorge Island and a part of village Sancoale.
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during transport to the surface, overflow from the dredger whilst loading and loss of
material from the dredger and/or pipelines during transport.
The extent to which maintenance dredging and/or disposal might affect marine features
highly varied and site specific, depending upon a number of factors shown below:
The evaluation of the environmental effects of dredging and disposal must take account of
both the short-term and long-term effects that may occur both at the site of dredging or
disposal (near field) and the surrounding area (far field).
In addition to the environmental effects that may occur as a direct result of dredging and
disposal activities, we must also consider the environmental effects that may occur as a
result of the physical changes to bathymetry and hydrodynamic processes that dredging
makes. These changes can be summarized as follows:-
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Reclamation impacts could be changes in coastal currents, increased noise and reduced
air quality during the construction phase as well as adverse effects on benthos organisms
and habitats from sand extraction, elevated fine silt concentrations.
Land reclamation in coastal areas may have a significant effect on local ground water
systems as well. Following reclamations water tables rise and the salt water – fresh water
interface moves seaward. An unintended advantage is an increase in fresh ground water
resources because the reclaimed land can be an additional aquifer and rain recharge
takes place over a larger area. It can be assumed that the impacts of land reclamation
activities might have parallels to the impacts of disposal of dredged sediment. In both
cases materials are deposited on the seabed.
Impacts of disposal of dredged sediments that are relevant to land reclamation activities
include:-
The receival and disposal of dusty material, releases the dust which is mechanically
agitated by the movement of the excavating equipment and the turbulent air eddies
created during process. Particulate emission occurs when a vehicle travels over an
unpaved surface. The fugitive emissions are much more in unpaved roads. As the
evacuation of coal is to be carried out mainly through rails, no dust pollution is envisaged
due to movement of vehicles. Hence the roads need not be swept regularly, repaired, and
paved. There is no need of providing water spray system also.
To restrict the fugitive emission while stacking and reclaiming the coal in the stockpile,
there are various methods by which the emission can be minimized.
► Alternative 1
The entire stockyard can be fully covered by constructing a dome type shed. The
mechanized handling facilities such as Stacker cum Reclaimer, conveyors etc can be
accommodated inside the dome type shed. The shed can also be equipped with fire
fighting and dust suppression system. Though it will add cost to the project, benefits
of using this system are also huge. The advantages and benefits of using this system
is as given below:-
There is also a method of suppressing the generation of dust by spraying oil or any
chemical, which will reduce the entrainment of dust to a large extent. This method is
not suggested because of the continuous removal of coal from stockyard which will
result in a fresh uncoated layer of coal dust exposed to air.
► Alternative 3:
Alternatively the stockyard can be equipped with dust suppression system to prevent
the fugitive emission during operation.
As the coal unloading has been planned to be carried out by means of grab type unloader,
there will be very minimal spillage of coal during unloading. Also there will be negligible
entrainment of coal into water due to land breeze as the coal is proposed to be
transported by means of mechanized conveyor system fitted with dust suppression
system.
14.4.6 Vegetation
The entrainment of coal dust during coal handling operation can lead to adverse impacts
on the ecology of the area. Vegetation normally serves as an absorbent of various air
pollutants. The Mormugao Port area has some amount of trees around. As the proposed
coal handling at Berth 8 is fully mechanized, no significant impact on vegetation is
anticipated. The mechanical coal handling system proposed will not create any dust
pollution to affect the vegetation in Mormugao port area and surrounding area.
Environmental Impact Assessments (EIAs) are the most common instruments for to
assess environmental issues with regard to Dredging and land reclamation. EIAs normally
consider issues such as impacts on species and habitats, other human uses (e.g.
fisheries, navigation, recreation, cable and pipeline laying), international and national
marine protected areas, water quality and coastal processes (sediment transport, erosion,
sedimentation, hydrodynamics). The results of an EIA may affect inter alia the
design/shape of the land reclamation.
Based on the outcome of the EIA, mitigation and compensation measures can be
imposed. Examples of mitigation and compensation measures may include:
► Water quality
► Biological effects and biological diversity
► Sediments, e.g. composition, particle size
► Hydrodynamics, e.g. waves, tides
► Sedimentary environment, sediment transport pathways, sediment
resuspension/turbidity and sediment deposition
► Bathymetry
► Benthic ecology and fish ecology
► Commercial fisheries & shellfisheries
► Marine mammals
► Birds and habitats.
In this present study, TCE recommends to unload the coal at the proposed berth 8 by
means of gantry type grab unloaders. The coal will be conveyed to the stackyard by
means of conveyor system fitted with in built dust suppression system. The planning for
the proposed coal handling at berth 8 has been carried out focusing on the following two
major concerns and to mitigate them.
► To have zero adverse affect such as fugitive emission of dust, air pollution, noise
creation etc on environment due to coal handling at proposed berth 8. Therefore
mechanized coal handling with covered storage has envisaged for berth 8.
The coal will be unloaded by means of two grab unloders from the vessels. This will result
in a faster unloading process, resulting in faster turnaround time for vessels with negligible
spillage of coal. Unloaders & jetty conveyors will be provided with dust suppression
system. Any other dust generated will be mitigated by provided adequate dust
suppression system. Pollution control facilities will be provided according to the
requirement of the system & approved by relevant pollution control authorities.
The coal unloaded will be transported by means of two stream of jetty conveyor. This
creates very little dust pollution. The stockyard is located just behind the berth 8 and
conveying of coal from jetty to stackyard is through connecting yard conveyors.
The evacuation of coal is envisaged to be mainly through rail. A Rapid rail Loading
System (RRLS) through silo loading system has been planned to be provided for loading
of wagons adjacent to the storage area. This will result in faster coal loading in to wagons
with no environmental pollution. The faster evacuation of coal means less demurrage,
better turnaround time, and higher operational efficiency. The onward transportation of
coal by rail will not interrupt any social settlement nearby. Also it will not create dust
pollution, fugitive particulate emission, and hence no requirement of water sprinkler.
While handling a higher throughput of coal with increased operational efficiency, the
present mechanization planned for handling of coal will also eliminate the environmental
concerns that the project is presently facing.
14.6 RECOMMENDATION
It is recommended to provide a fully mechanized coal handling system to be provided at
the proposed berth 8 along with a covered dome type shed at stackyard and a Rapid Rail
Loading System which will not only eliminate the adverse impact on environment and
socio economic life but also ensure a highest operational efficiency of the terminal.
► EMP should be drawn as per standard guidelines from various authorities for
environmental management and cleanliness.
► Monitoring of environment should be regular.
The proposed mechanization of the coal handling at berth 8 and iron ore handling at berth
9A will ensure the improved environmental status of the area by maintaining the air quality
and other related impacts of coal dust. During the construction and operation phase of this
project, the monitoring of the environmental aspects should be done in and around the
proposed location by a competent agency. The Environmental Monitoring Plan is shown in
Table below:
Sr.
Potential Parameters for Frequency of
No Action to be followed
Impact Monitoring Monitoring
All equipments will be operated Random checks of
within specified design equipment logs/ Fortnightly
parameters for pollution control. manuals
Fortnightly during
Minimization of Vehicle trips to site clearance &
Vehicle logs
the extent possible construction
activities
Air The ambient air quality As per CPCB/
1
Emissions will conform to the SPCB
Regular ambient air quality
standards for SPM, requirement or on
monitoring within the premises of
RPM (PM10, monthly basis
the proposed unit.
PM2.5),SO2, NOx, and whichever is
CO earlier
Maintenance of DG set
Gaseous emissions Monthly emission
emissions to meet prescribed
(SO2, HC, CO, NOx) monitoring
standards of CPCB
Onsite inventory of all noise
Fortnightly during
generating machinery. Equipment logs, noise
construction
Equipment to be maintained in reading
activities
good working order.
As per
Minimize night time working Working hour records CPCB/SPCB
requirement
As per
2 Noise Regular Monitoring of vehicular Maintenance of
CPCB/SPCB
noise records of vehicles
requirement
As per
CPCB/SPCB
Ambient Noise to be monitored Spot Noise and Leq requirement or on
within the plant premises. levels recording quarterly basis
whichever is
earlier
Sr.
Potential Parameters for Frequency of
No Action to be followed
Impact Monitoring Monitoring
Wastewat No untreated effluent to be No discharge hoses As per
3 er discharged to the surface water/ shall be in vicinity of CPCB/SPCB
Discharge groundwater or soil. watercourses. requirement
As per
Soil Protect topsoil stockpile where Effective cover in
4 CPCB/SPCB
Erosion possible at edge of Site. place.
requirement
Ensure effective operation of
Drainage
drainage system and specific
and Visual inspection of Fortnightly during
design measures
5 effluent drainage and records construction
The design to incorporate
Managem thereof activities
existing drainage pattern and
ent
avoid disturbing the same.
Comprehensive Waste
Implement waste management Management Plan
plan that identifies and should be in place and
characterizes every waste available for onsite Fortnightly check
Waste
arising associated with proposed inspection. during
6 Managem
activities and which identifies the Compliance with MSW construction
ent
procedures for collection, Rules, 2000 and activities
handling & disposal of each Hazardous Wastes
waste arising. (Management and
Handling Rules), 2003
All relevant
Employees and labour health Fortnightly check
7 Health parameters including
check ups Ups
HIV
Environme The Environmental Management Fortnightly check
Responsibilities & roles
ntal Cell/Unit to ensure during
9 to be decided before
Managem implementation and monitoring construction
work commencement
ent Cell of environmental safeguards. phase
meters bgl.
Marine water quality
As per IS `10500 Once in a month
downstream to discharge
Emergenc Fire protection and safety
y measures to take care of fire
Mock drill records, on
preparedn and explosion hazards, Monthly during
6 site emergency plan,
ess, such Hazards to be assessed and operation phase
evacuation plan
as fire necessary steps will be taken
fighting for their prevention.
Maintenan
Vegetation, greenbelt / green Monthly during
7 ce of flora No. of plants, species
cover development operation phase
and fauna
Appropriate waste management
plan that identifies and
characterizes every waste
Solid waste generation, As per CPCB/
Waste arising associated with
treatment and disposal SPCB requirement
8 Managem proposed activities and which
records to be or Monthly during
ent identifies the procedures for
maintained. operation phase
collection, handling & disposal
of each waste arising shall be
implemented.
Physico-chemical
Soil Monthly monitoring
9 Maintenance of soil quality parameters and heavy
quality at ash handling area
metals.
► Land Environment
► Water Environment
► Air Environment
► Control of Noise
► Greenbelt Development
The land requirements of 6.6 Ha for development of stackyard will be met by reclamation
of barge berth area.
► It will be ensured that quarry sites and borrow pits be of a regular shape and if
possible, of equal size.
► Borrow pits would be located along the natural drainage course and not across
the natural drainage
► Borrow pits will be in a series, so that they can be inter-connected leading the
collected water to the lowest level of the pit, which will be of sufficient size to hold
the discharge from the upstream pits. The bottom of each pit will be gently sloped
towards the next pit below in the series and the inter-connections will be done by
pipes or open drains filled with broken stone, to prevent scouring of drains
► Runoff water collected in the lowest pits will be drained in to the nearest water
body by a drainage system
► Only rocky outcrops will be quarried and quarrying below the general ground
level, surrounding the rock will be avoided.
The port will be provided with 3 additional railway siding dedicated to berth 8, 9 and 9A
behind the stackyard area and adjacent to the existing railway sidings. The terminal will be
provided with internal four lane road for movement of trucks for GC and container berth 9
and 9A. Following measures will be undertaken to prevent the erosion due to moving
traffic on the roads.
During construction and operation phases, the solid wastes generated will contain mainly
vegetable matter followed by paper, cardboard, packaging materials, wood boards,
polythene, etc. The total solid wastes generated would be of the order of 1.0 T/day during
construction phase. Likewise, in the project operation phase, about 0.6 T/day of solid
waste will be generated from domestic sources. The garbage will be carried through
covered trucks and disposed at the designated dumping grounds in the locality. Two
Incinerators will be required in Port to dispose the solid wastes.
Management of Sewage
The major source of water pollution during construction and operation phases of the port
is the sewage generated by the workers and employees. During construction phase,
sewage of 35 m3/day is expected to be generated. It is proposed to construct adequate
‘Sulabh Shauchalayas’ (community toilets) within the labour camps. It is also proposed to
construct adequate community toilets each at GC/Container and Bulk Terminal
construction sites. Thus, adequate number of community toilets are proposed to be
constructed. An expenditure required for this purpose has been considered in project cost
estimate.
The effluent generated by washing from coal stockyard will contain high suspended solids.
It is proposed to be treated in a settling tank. The sludge produced will be mainly coal
dust, which will be dried on sludge drying beds. During monsoon months, the sludge will
be stored separately in a tank of adequate storage capacity. The necessary budgetary
provision will be earmarked for this.
The effluent from workshops, oil storage, etc. will contain oil and grease particles which
shall be treated in an oil skimmer and suitably disposed after treatment. The collected oily
matter is stored in cans and disposed off at landfill sites designated by the District
Administration. Certain financial provision will be made in the environment management
plan for this purpose.
The other major source of water pollution is oil spills which may occur during bunkering
operations. To combat oil pollution near the port, inflatable type containment boom with oil
skimmers will be provided at the berth. A clean sweep oil recovery unit consisting of a
power pack and the recovery unit mounted on a system will also be deployed for this
purpose. Adequate cost provisions will be earmarked for this purpose.
The International Convention Guidelines for the Prevention of Pollution from Ships, 1973,
as modified by the Protocol of 1978 (MARPOL, 73/78) will be strictly adhered to in
Mormugao Port area for prevention of marine pollution. These guidelines are described
below in detail and will be implemented:
► Ships are prohibited to discharge oil or oily water such as oily bilge water
containing more than 15 ppm of oil within 19 km (12 miles) of land;
► Chemicals are evaluated for environmental hazard which may cause
environmental hazards if discharged into the sea (categories A, B, C and D).
Discharge into the sea of the most harmful chemicals (category A) is prohibited.
Tank washings and other residues of less harmful substances (categories B, C
and D) may only be discharged keeping in mind certain conditions e.g. total
quantity of discharge, distance from the shore, depth of water prescribed
depending on the hazards. There are no restrictions on substances such as water,
wine, acetone etc.
► Harmful substances in the packaged form are not to be disposed into the sea;
► Sewage generated on the ship is not to be disposed off into the sea, unless it is
treated or it is disposed off at a certain distance from land;
► Garbage produced on ship must be kept on board and discharged either ashore or
into the sea under certain conditions, such as distance from the land; discharge of
all plastics is prohibited.
► The stackers will be operated from a distance with brooms to keep the stock pile
surface to a minimum. This reduces the area contributing to dust entrainment. The
stackers will be provided with face masks to minimize their exposure to coal dust.
► All regularly used roadways around the site will be swept daily with a tank mounted
road sweeper and washed by a trunk-mounted cart.
► Covered storage shed will be provided for storage of coal stockpiles.
The construction and operation phases are likely to increase the vehicular traffic in the
area, which can lead to increase in the ambient noise levels mainly along the road
alignment. It is proposed to develop a greenbelt along the road stretches near to the
habitation sites. Three rows of trees will be planted, which will help to reduce the noise
levels. During construction phase, the use of various construction equipments is the major
source of noise. However, the noise due to operation of construction equipments is not
likely to have any adverse impact on the habitations in nearby villages. Nevertheless,
following measures will be implemented to reduce the same.
The present chapter focuses on the rules and regulations pertaining to and applicable for
the proposed construction of berth 8, 9 and 9A and providing mechanization of coal
handling facilities and container handling facilities. An inventory of such environmental
legislation, standards, government policies and guidelines in order to identify all
requirements needed to obtain environmental clearance are listed below:
central and state authorities established under Water and Air Act. The Environment
(Protection) Act, 1986 is established by the GOI to fulfil its commitment to protect and
improve the human environment. It is applicable to the entire country. From time to time
the central government issues notifications under the EPA, Act 1986 for the protection of
ecologically-sensitive areas or issues guidelines for matters under the EPA.
It empowers the Central Government to take necessary measures for the purpose of
protecting and improving environmental quality and preventing, controlling and abating
environmental pollution. Important powers of the Central Government includes laying
down standards for environmental quality and emission/ discharge of environmental
pollution from various sources.These power define procedures and establish safeguards
for handling of hazardous substances, and establish rules to regulate environmental
pollution.
Separate Noise regulations for DG sets of various capacities were introduced in 2002 vide
notification of MoEF of 17 May 2002 under the Environmental (Protection) Second
Amendment Rules 2002. This requires that all DG sets should be provided with exhaust
muffler with insertion loss of minimum 25 dB(A). All DG sets manufactured on or after 1
July 2003 have to comply with these regulations.
14.9.2 The Water (Prevention and Control of Pollution), Cess Act, 1977
The Water (Prevention and Control of Pollution), Cess Act, 1977 including Rules 1978 and
1991 provides for levy and collection of Cess on water consumed by the local authorities
and by persons carrying on certain industries with a view to generate resources for
prevention and control of water pollution. It also covers specifications on affixing of
meters, furnishing of returns, assessment of Cess, interest payable for delay in payment
of Cess and penalties for non-payment of Cess within the specified time.
The proposed modernization project will not draw additional water from any of the water
supply schemes of urban municipalities and corporations. The marginal increase in the
water requirement after the NG conversion will be met by effluent water recovery unit
installed in 2010.
14.9.3 The Water (Prevention & Control of Pollution) Act, 1974 (Water Act)
The purpose of this act is to prevent and control water pollution and to maintain or restore
the quality of water.
In order to achieve its goals this act empowers the CPCB and SPCB and defines their
functions.
This Act requires industries, local bodies and agencies engaged in any trade to obtain
consent from the SPCB for discharge of effluent into water bodies. The SPCBs have the
authority to enforce this Act, if any projects discharge effluent in water bodies, land or sea.
The Environment (Protection) Rules under the EPA also lays down specific standards for
quality of water effluents to be discharged into different type of water bodies (sewers,
surface water bodies like lakes and rivers, marine discharge).
The proposed modernization project has a zero discharge policy and will recycle and
reuse treated effluent.
In order to achieve its goals, this act empowers the CPCB and State Pollution Control
Board (SPCB) and defines their functions. An important function of the CPCB is to
establish Environmental standards.
This Act requires industries, local bodies and agencies engaged in any trade to obtain
consent from the SPCB prior to releasing emissions into air. The SPCBs have the
authority to enforce this Act.
The proposed NG conversion itself is an air pollution mitigation measure as it brings about
a drastic reduction in pollution. Certain air pollution control measures are already
incorporated in the existing plant and same will be utilized.
There is no TSDF disposable hazardous waste. There will not be any additional
solid/hazardous waste generation after NG conversion.
The existing facility is not situated in the CRZ area. No additional land is required as the
proposed modification project will be developed within the existing plant built up area.
MVA and MVR shall be applicable for the proposed project as it includes transportation of
chemicals.
14.10.1 Overview
One of the concerns for the project is the disposal of dredged material in environmentally
safe manner. Same time, it is also thought of its commercial utilization for saving natural
resources.
► Off-shore disposal,
► Confined disposal (Reclamation for Barge Berth Area), and
► Beneficial use like brick, paver block etc.
Off shore disposal is the placement of dredged material in ocean via pipeline or release
from hopper dredgers or barges. Confined disposal is placement of dredged material near
shore or upland confined disposal facilities via pipeline or other means. Beneficial use
involves the placement or use of dredged material for some productive purpose. All
options should be given full consideration to identify the most suitable one.
Geographic and operational constraints as well as site capacity may severely constrain
potentially available sites. Direct physical impacts will almost always result from the
disposal of dredged material. Benthic organisms at the disposal site may be buried and
may not be able to migrate through the material. If the substrate is changed from what
was previously present, the organisms which recolonize the site may be different from
those present prior to disposal. The site for off-shore dumping of dredge material is to be
identified in consultation with MPT.
assessments required will vary somewhat accordingly, although the procedures are based
on similar scientific and engineering principles.
Direct physical impacts because of construction of the reclaimed land must be assessed.
Such impacts may include alteration of habitat, changes in hydrological conditions (e.g.,
circulation patterns in surface waters and groundwater recharge), restrictions to
navigation, and aesthetic, cultural, and land-use impacts.
Factors required to be assessed before proceeding with the option of near shore disposal
for reclamation include:
► Available area and volumetric storage capacity to contain the material for the
required life of the site.
► Proximity to sensitive ecological environments.
► Topography to include potential changes in elevation and runoff patterns and
adjacent drainage.
► Ability of the dredged material to eventually dry and oxidize.
► Groundwater levels, flow and direction, and potential impact on groundwater
discharge and recharge. Groundwater seepage into or through the site can also be
a factor affecting contaminant migration.
► Foundation soil properties and stratigraphy.
► Potential alteration of the existing habitat type.
► Potential for effluent, leachate, and surface runoff impacting adjacent ground and
surface water resources.
► Potential for direct uptake and movement of contaminants into food webs.
► Potential for dust, noise, or odor problems.
► Potential to implement management activities when deemed necessary.
► Potential accessibility of the site
The area to be studied for reclamation is identified in the barge berth area. The total area
is approximately 6.6 Ha. The purpose of reclamation is to create land for stackyard. In
order to maintain an inter tidal zone, it is proposed to reclaim the area upto (+) 4.2 m CD.
The total volume of fill material required will be to the tune of 1 million cum which is
proposed to be sourced from dredging in the maneuvering area and channel subjected to
technical suitability for engineering reclamation purpose.
The subsoil strata in the proposed barge berth area will have to be investigated.
Reclamation shall require construction of retention barrier towards sea side. Revetment
type shore protection structure will be provided at the sea front side of the reclamation
area. Dredge material will be filled from the land side of the barge berth area by end on
dumping method. If the dredged material is found suitable, the same can be pumped
inside the retaining bund (earthen embankment) with or without adding additives (based
on the properties of dredged material).
Dredged material is a manageable, valuable soil resource, with beneficial uses of such
importance that plans for the ultimate use of disposal sites should be incorporated into
project plans and goals at the project's inception to the maximum extent possible. The
policy is to fully consider all aspects of dredging and disposal operations with a view
toward maximizing public benefits. Integral to this analysis is a requirement to provide full
and equal consideration to all practicable alternatives, including beneficial uses of
dredged material.
Whenever the dredging cycle and beneficial use needs have been found to coincide,
beneficial use of dredged material has been considered as a management option. In
many cases, beneficial use of dredged material has been identified as the preferred
alternative. Unexpected new beneficial use needs may periodically arise (e.g., severe
beach erosion from severe storms) and other factors such as development of more cost-
effective dredging technologies may from time to time dictate a re-evaluation of beneficial
use options.
The first step in assessment of beneficial use alternatives is to identify the local needs and
opportunities for beneficial use. This may involve surveys of activities which may need
material with certain characteristics or surveys of needs for certain site uses. Likewise, if
the dredged material from a project is known to have desirable characteristics for a
number of beneficial uses, then a survey of potential opportunities for use of that material
or specific placement sites should be made.
The materials dredged from the bed of the sea could vary in quality, like, highly plastic
clay, shale, alumina and many other course ceramic materials which could be ascertained
only from the physical and chemical analysis of the material proposed to be commercially
utilized, namely raw material for burnt clay bricks, hollow blocks of different dimensions,
tiles, light weight aggregates and many other products like sand lime bricks, blocks which
are steam cured and not fired. Various parameters to be tested to check the suitability of
the material for commercial purpose are given below:
Sr.
Name of Test
No.
Quantitative chemical analysis of glass and ceramic raw materials and finished
1 products, refractory, cement, clay for determination of 10 constituents (SiO2,
Al2O3, Fe2O3, TiO2, CaO, MgO, Na2O, K2O, Li2O and loss on ignition).
Quantitative chemical analysis by wet chemical method for determination of each
2 of the following constituents (SiO2, Fe2O3, TiO2, CaO, MgO, PbO, BaO, ZnO,
B2O3, SO3)
Quantitative chemical analysis by wet chemical method for determination of each
3
of the following constituents (Al2O3, ZrO2, Cr2O3, P2O5)
4 Quantitative chemical analysis by ICP AES for determination of each element
Sr.
Name of Test
No.
of each element
15 RISK ANALYSIS
15.1 RISK ANALYSIS
A variety of activities are performed in a port e.g. cargo handling operation, storage and
transport, ship, lorry and train circulation and so on. Ports are very important infrastructure
for the economy of a country but also “a place of risk”, where harm can be directed to
persons (crew / passengers / port labour / other), environment (nature) and / or property
(ships / port facilities / port labour / other).
Considering the interest for risk prevention in a multi-cargo port such as MPT where it is
envisaged to handle coal, GC and containers at the proposed berth 8, 9 and 9A, this
chapter proposes an approach for risk assessment, categorization and prioritization in port
container terminals.
The various risks associated with the construction and operation of the proposed
development of berth 8, 9 and 9A at Mormugao port in terms of identifying the hazards
and suggesting the mitigation measures are briefed below. The Risk Analysis (RA) thus
carried out also provided inputs for formulating the onsite Disaster Management Plan
(DMP). The following study has been carried out to conduct risk analysis:-
A hazard is any source of potential damage, harm or adverse health effects on something
or someone under certain conditions at work. Hazard is the characteristic of
system/plant/process that presents potential for an accident. Hence, all the components
of a system such as process, storage of chemicals, etc., need to be thoroughly examined
to assess their potential for initiating or propagating an unplanned event/ sequence of
events, which can be termed as an accident.
Container, general cargo and coal are proposed to be handling at the port. Coal is the
cargo, which can cause hazards and hence planned to be handled using mechanized
coal handling system. The magnitude of the hazard is low for coal. The properties of coal
are as given below:-
► The chronic stage involves massive pulmonary fibrosis that does impair
pulmonary function and shorten life.
► Chronic Bronchitis (lung inflammation, coughing attacks, difficult breathing, etc.)
and emphysema can result from excessive coal dust inhalation.
Dredging Quantity
The project involves capital dredging in front of the proposed berth 8, 9 and 9A. The
quantity of dredging has been estimated considering soil dredging up to (-) 19.5 m CD.
However the dredging quantity needs to be updated after carrying out fresh Geo technical
investigation and seismic survey in the manoeuvring area of berth 8, 9 and 9A.
The presence of Mooring Dolphins may cause hindrance to the vessel manoeuvring in
front of berth 8, 9 and 9A. Because of the increased diameter of the turning circle for
capsize vessels; the turning circle is interfering with the existing MD 1 and 3. Hence to
avoid the risk of vessel collision at the manoeuvring area and turning circle with the
Mooring Dolphins, it is proposed to provide sufficient navigational aids and to provide
controlled manoeuvring with tug assistance.
Ship manoeuvring study and channel density simulation study is recommended to assess
the manoeuvrability of vessel.
Land Acquisition
As the proposed project is within the boundary of the operational port, there will be no
requirement of land acquisition involved with this project. No rehabilitation and
resettlement issues are expected considering development is within the port premises.
The risk of project delays due to these issues does not arise.
System Failure
Adequate redundancy has been provided at the proposed berths to maintain a continuous
cargo handling operation and flow and to avoid performance decline of the system due to
any unforeseen system break down. All the critical components of the system have been
provided with increased capacity / additional stand by machines with an intention of
increasing reliability of the system, in the form of a backup or fail-safe.
Alternatively, beneficial use of dredge material for purposes such as reclamation of barge
berth area, brick preparation, paver block, beach nourishment etc may also be explored.
The way the dredged material is disposed is an important factor that should be taken into
account. The location and timing of the disposal process is important, to prevent the
material from flowing back to the dredging location immediately. The stirred up sediment
should be modelled in the way it spreads as a function of time and space. The sequence
of dredging and dumping operations should be simulated in the model as a function of
time. The dredging process itself should be optimized in order to minimize hindrance for
vessels calling at the berths and reduce the frequency of maintenance dredging
operations.
Natural Disaster
The proposed berthing structures at the port have to be designed for the seismic load in
combination. In case of any occurrence of rough weather such as strong winds, heavy
swell and sea, Floods, High temperature during working hours and Heavy rain, a 35 days
of down time in a year has been considered in planning of the facilities.
► Hazards can also be happen during transportation through road and sea like
collision of vehicle, barges etc.
► The noise generated during construction may affect workers health.
► Material used during construction phase e.g. fuels, lubricant, paints, and other
flammable materials can cause fire and explosion risk. It has to be ensured that
there are no live wires causing short circuits to ignite these materials.
Hazards that can arise during coal handling plant operation phase are as listed below:-
► As per the seismic zoning map of India, Goa region falls in zone III which is a
moderate intensity zone with regards to seismic activity due to the presence of
23 fault lines in its vicinity. The design of the facilities should incorporate this
factor which would give the required structural integrity.
► Necessary mitigation steps shall be taken during cyclone effect as per Disaster
Management Rules.
glasses of bulkhead fittings missing, electric equipment and cables, friction, spontaneous
combustion in accumulated dust. Dust explosions may occur without any warnings with
maximum explosion pressure up to 6.4 bars.
In case of a major emergency, which can cause serious injury or loss of life, can be
manage efficiently if a proper DMP is in Place. Such emergencies can be caused by
several factors e.g. Failure of the System, Human Error, Natural Disaster (Earthquakes,
cyclones, etc), Vessel collision or sabotage, Explosion and fire, Material spillage at the
proposed facility. A Disaster Management Plan enumerates the mitigation measures,
precaution to be taken and procedures to mitigate a major Disaster, e.g.
Control of any hazards at the site and the management of such disasters/accidents can
be prevented. Several factors causing disasters other than natural causes are:-
Performing these activities can reduce the risk of accidents, but it may not be possible to
fully eliminate them. Since absolute safety is not achievable, an essential part of a major
hazard control must also include minimizing the effects of a major accident.
► To have advance planning for each possible emergency scenario and to combat
them and to minimize the adverse effect to Man, Material and Machine.
► To identify the advance warnings, evacuation of surrounding personnel to be
evacuated
► To rescue, provide relief and assist affected people, environment and
settlements.
► To localize the emergency caused and, if possible, eliminate it; and
► To minimize the overall and long term effects of the accident on people,
environment and property
Elimination of hazards will require prompt action by operators and emergency staff
operating:-
Also minimizing the effects of the disaster will include, Rescue of the affected people,
Providing First aid and required medication, Evacuation of the affected people and
Rehabilitation and giving information promptly to people living nearby.
operational area premises or even beyond the project site premises. Thus, the onsite and
offsite emergency plans are detailed below:
The Disaster Management Plan must be related to the above said final assessment and it
is the responsibility of the owner (MPT) management to formulate the disaster
management plan. The Disaster Management Plan would enumerate the followings:-
► Assessment of the magnitude and nature of the events foreseen and the
probability of their occurrence
► Formulation of the plan and liaison with outside authorities e.g. various public
administration authorities, authorities dealing with disaster managements,
including the emergency services
► Procedures for raising the alarm and communication both within and outside the
project area (jetty, stockyard etc)
► Appointment of key personnel and their duties and responsibilities (organizational
structure)
► Emergency Control Centre
► Action on site and Action off site
The "Site Main Controller” (SMC) will be the Unit In-charge. The various controllers for the
above said emergency services will have to co-ordinate with the SMC through the
functional Key Persons at the incident site. The Key Person will generally be located at
the site of incident and the Controllers will report of the incident to the Emergency Control
Centre. The duties and responsibilities of various Key Persons and Controllers will be
written down ensuring no grey areas or overlapping responsibilities. Various Controllers
from the various service provider organizations nominated to become a part of the
disaster management organization will be informed of their role and responsibility. The
members can be from:-
► Operation/Maintenance Controller
► Fire and Safety Controller
► Communication Controller
► Environment Controller
► To Establish Emergency Control Centre and inform Site Main Controller (SMC).
► To Ensure availability of Controllers/Team member
► To Priority decisions for strategy for development of resources for incident control
► Periodic assessment of actual disaster zone and resource deployment (own /
external)
► Periodic status report of SMC
► Seek help for Fire Fighting, Medical Aid, Rescue, Transport, Traffic Arrangement,
Law and Order
► Inform the following authorities about the incident through zonal/sector authorities
a) District Collector/ District Magistrate
b) Superintendent of Police
c) Environmental Authority (State/Central)
d) Health Officer
e) Inspector of Factories
f) Neighboring Installations
► Establish contacts with the following, through controllers:
a) Superintendents of nearby hospitals
b) Chief Fire Officer of nearby fire services
c) Insurance Company
d) Establish First Aid Centre through Safety Coordinator
► Establish Information Centers
Communication Coordinator:
The Responsibilities of a communication coordinator include:
► Report to SMC & SIC
► Removal of non essential personnel from the emergency area in consultation
with SIC
► Contact with SIC and arrange for necessary facilities
► Control over entry and maintain law & order and arrange for police help in
consultation with SMC
► Liaison with external agencies in consultation with SMC
► Co-ordination of transportation requirements for moving personnel for first aid,
evacuation, rehabilitation etc.
► Maintenance of inventory systems in the Emergency Control Centre
Safety Coordinator:
The Responsibilities of a safety coordinator include:
► Immediate Reporting to SIC
► Co-ordination with Security officer and security personnel
► Ensure availability of all safety equipments at site
► Co-ordination of all rescue operations
► Co-ordination of availability of first aid to all injured personnel
► Advice to SIC on fire fighting operations
► Ensure availability of necessary antidotes/ medicines in case of toxic release
16.7 COMMUNICATION
An essential component of any emergency preparedness programme is the
communication links for gathering information needed for overall co-ordination e.g.
emergency control centre with in-house as well as outside emergency services. Too much
reliance on the telephone system Fixed lines/ Mobile phones is risky as it can soon be
overloaded in an emergency situation. A computer with internet and printer facility and
photocopying machine, wireless networks, fax, intercom units are recommended for
higher reliability.
Help line numbers will be setup for emergency related queries. The description of the
tasks and responsibilities, reporting place, etc. for each key functionary will be, as far as
possible, so drafted as to reduce the communication needs between the interacting
groups and permit good mutual understanding and well co-ordinate independent actions
to tackle emergency situations.
The ships calling at the terminal will be advised of the terminal's emergency plan
particularly the alarm signals and procedures to summon assistance in the event of an
emergency on board.
Planning and preparations are essential if personnel are to deal effectively with
emergencies on board a vessel. Though various types of emergencies can occur on the
ship, only fire on the vessel at the terminal is of major concern in the present context. The
immediate action to be taken by the master of the vessel will include:
► Raise the alarm (also sound the terminal fire alarm to support ship's efforts to
control fire) and commence shutting down any discharging, bunkering or de-
ballasting operations which may be taking place
► Fight the fire from Tug with fire-fighting equipment
► Locate and assess the incident and assess possible dangers
► Organize manpower and equipment for quick control of the incident
► Co-ordinate arrangements for quick and safe release of the vessel
► Mobilize port tugs and launches and keep pilots and mooring staff and standby to
remove vessel from the terminal, if required.
The major hazard therefore is likely to be due to high waves during the monsoon. The
recommended tranquility conditions of 1.2 - 1.5 m may not occur for about 20 percent of
the time during the monsoon season. Hence the jetty operator as well as emergency
coordinator should obtain regular updates from IMD about the weather status to ensure
that no ship operations are carried out under unfavorable conditions. During such
conditions the following emergency situations may occur and need to be monitored and
attended to:-
► Carrier collision / grounding: Especially during rough weather, carrier collision with
jetty / grounding of carrier is possible mainly because of uneven distribution of cargo
in the carrier. If such events take place, immediate alert and action especially for
saving crew as well as jetty personnel must be given out. A life boat must be kept
moored with all first aid facilities near the work site both construction and operation
phases. Since the facilities on land will be about 7-10 km away, this is essential. Life
buoys must be kept available at all times.
► Fuel/ oil spills: Because of carrier collisions / grounding or even during route
operations, spilling or leak of fuel/ Oils from carriers as well as from storage facilities
(if any) on the jetty are possible. The oil spill contingency plan as described in the
next section need to activate during such an event. As this is a barge terminal,
Grounding may not cause any tilting to the barges and spillage may not occur.
However at anchorages while unloading the coal from the OGV, grounding may occur
in case of bigger vessel with deeper draft during low tide period.
► Inundation: During periods of heavy rain and rough weather, wave heights can be
high enough to cause various degree of flooding of the jetty. During the pre monsoon
period (august- September), the emergency coordinator will liaise with maintenance
division to ensure that all storm water drained and other areas where flooding may
occur are kept clear to ensure free drainage of water. During the monsoon, the
emergency coordinator will ensure a system for regular updating of weather
information especially rainfall forecasts from the IMD and will monitor wave heights so
that decisions can be taken regarding berthing of carriers and unloading/ loading
cargo. In addition, during periods of heavy rain/ swells, who ever notice water in
places where there should be any water or water above the danger marks if so
marked. They should take immediate action and also follow the line of action to
communicate to the emergency coordinator for additional action.
The purpose of this plan is to identify, prevent and control all probable spillages in
proposed Coal and GC berths for safe and healthy working of personnel and machinery.
► Coal
Spillages in the proposed coal berth 8 can lead to loss of property, Interfaces with safe
moving of personnel, Damage to equipment when left unattended, Health hazard, Fire
hazard, etc.
Prevention of spillage:
Routine checks of the system have to be made to ensure that no leak or spill starts. Any
minor leakage has to be reported to the concerned person (Shift In-charge, Operation &
Maintenance team member). Leakage has to be arrested in the shortest possible time.
Necessary arrangements have to be made to collect the leakage and to store in proper
place.
In case of an oil spill, immediate steps would be taken to contain and control the spill. An
Oil Spill Contingency Plan will outline the steps to be taken before, during and after a spill.
In the present case, an Oil Spill Contingency Plan covering Hazard Identification,
Vulnerability Analysis, Risk Assessment and Response Actions will be prepared.
Hazard Identification:
All conditions which can lead to an oil spill will be identified and necessary information to
react to a spill under different conditions will be studied.
Vulnerability Analysis:
Vulnerability analysis will help to identify the resources and communities which could be
affected due a spill and accordingly they can be informed or quick measures can be taken
so that it results in minimum damage. Information on the following will be collected as a
part of vulnerability analysis:
Risk Assessment:
Based on hazard identification and vulnerability analysis, the extent of risks involved will
be assessed.
Response Actions:
Response actions will provide information on all the immediate actions that will be taken in
the event of a spill. It will have information on the following:
Mock drills will be carried out to test the effectiveness of the contingency plan.
The water sprinkling system at high-pressure swiveling type nozzles shall be installed to
cover the entire handling and transfer areas at the jetty.
Emergency Committee
The Emergency Committee is to be set up for major off-site emergencies and along with
Coal unloading jetty. This committee would comprise of the following members:-
16.11.1 General
Concessionaire/MPT will develop a customized Disaster Management Plan (DMP) to
cope during disasters from natural calamities such as rough weather conditions, cyclones,
Tsunami and floods, etc. Proper planning can reduce the potential damage from disasters
in terms of losses to human lives, proposed coal terminal, and environmental damage and
rehabilitation costs. The DMP for Cyclones and Tsunami will be prepared by
concessionaire/MPT in consultation with the Maritime Board, Local administration body,
and SPCB/CPCB. The rough weather operations will be controlled in three stages:
► Green Status – The operations of coal unloading will be carried out as planned.
► Yellow Status – This is an alert stage indicating possibility of rough weather. Still
operations can be continued with all emergency precautions
► Red Status – Emergency situations or rough weather; operation will be
suspended.
Pre-Cyclone Exercise:
On signaling of a cyclone alert, the Control Room will be manned 24 hours a day for
disaster management. The ‘Weather Signals’ depending on the data available about the
cyclone and it’s threat perception will be informed to all personnel. The marine side
operations will be regulated as per the rough-weather classification and will be continued
with all emergency precautions. The different personnel of proposed Coal, GC and
Container berths would assume their roles and responsibilities as previously identified for
disaster management. The standby arrangement for power supply will be checked. Pre-
identified Rescue Centre will be kept in readiness. A pre-alert will be issued regarding
suspension of all operations in case of emergency and to await instructions regarding the
same. All the Crafts and Ships will be fully secured inside the harbour area.
Communication system including standby arrangement will be tested for working
condition. Vehicles involved in rescue operations will be checked for working condition.
Coal Terminal crafts to be engaged in rescue will be kept in readiness. The safety in the
project area will be ensured. During Cyclone Plan: The emergency alarm siren will be
raised as per the ‘Alarm System’. All personnel will be evacuated except essential
operational personnel and personnel dealing with disaster management. The cargo
handling operations will be suspended. The vessel/Barges will be moved to safe
anchorage or will be advised to proceed to sea. Power supply will be disconnected and
alternative power supply will be restored in essential operational areas. Terminal Crafts
and Tugs will continue to be in readiness for rescue.
A summarized version of action procedures detailing the “Role of Essential Staff in Major
Emergency” should be issued in a flip chart like booklet form to all concerned persons
(officers and supervisors) at work places and also to senior officers of the civic
administration.
The cost of mechanical handling facilities has been considered based on the market
information. The prices are fine tuned through TCE’s in-house data, budgetary enquiries
and discussions with different agencies.
The quantities for major items of works have been worked out on the finalized layout and
the preliminary design developed on the available site and soil data. The estimate of cost
for mechanical works, equipment etc., is based on TCE’s past experience (in-house data),
discussions with the suppliers/manufacturers. The cost estimate for all other items are
also based upon the TCE in-house data and on the current rates of similar works obtained
in the recent past.
General
Coal Iron Ore
CIVIL WORKS/ BUILDINGS Cargo
Terminal Terminal
Terminal
Rs. Cr. Rs. Cr. Rs. Cr.
Existing Deck removal 1.62 3.67 1.38
Jetty 85.93 101.11 63.83
Civil and Structural Works for Stacker-Reclaimer base, JH, DH & RLS 12.38 16.58 -
Rail Line Construction 9.60 - -
Covered Dome stackyard / Ground improvement / Container landside 106.69 - 1.13
Control Room/Substation/ Buildings 3.67 3.67 4.87
In the cost estimates suitable provision has been made during cost estimation for
contingencies to cover minor deviations during detailed engineering.
► Civil works
► Mechanical works, Electrical works & Utilities
The percentage assumed for the annual O&M cost is given in Table 17-2 Operating
Expenditure Assumptions.
18 FINANCIAL ANALYSIS
18.1 PROJECT INVESTMENT
The total project cost has been worked out to be Rs. 1145.36 Cr including 5%
contingency.
Civil and Structural Works for Stacker-Reclaimer base, JH, DH & RLS 28.96 -
Rail Line Construction 9.6 -
Road Pavement / Internal Roads / RCD Access Area / Gate Complex / Rail line 71.03 -
Capital Dredging 53.64 -
As per the construction schedule, the project development cost for the BOT operator is
as estimated below:-
Reclamation of Barge Berth Area and Capital Dredging 25.00% 25.00% 25.00% 25.00%
Contingency Cost @ 5% 10.00% 10.00% 10.00% 10.00% 10.00% 10.00% 10.00% 10.00% 10.00% 10.00%
Equity % % 30
18.5 CAPEX
The quarterly CAPEX requirement is as shown below. The CAPEX has been escalated to
the construction year and the total expenditure requirement has been estimated.
The funding requirement is as shown below. The CAPEX has been escalated to the
construction year and the total expenditure requirement has been estimated.
Foreign Coastal
S no CARGO HANDLING CHARGES
(Rs / Ton) (Rs / Ton)
Berth No. 8
1 Coal / Coke 247.26 148.36
2 Limestone 203.78 122.27
3 Gypsum 203.78 122.27
4 Others 203.78 122.27
Berth No. 9
1 Minerals 79.05 47.43
2 Steel Coil & Products 164.05 98.43
3 Agro Products 104.54 62.72
4 Fertilisers 104.54 62.72
5 Others 133.05 79.83
6 Containers (Rs / TEU) 2150.08 1290.05
Berth No. 9A
1 Iron Ore 132.35 79.41
2 Bauxite 172.06 103.24
3 Other Minerals 172.06 103.24
STORAGE CHARGES FOR CARGO BEYOND First 7 8th to 14th 15th Day
S No
FREE PERIOD Days Day Onwards
Storage at Berth No. 8
1 Coal / Coke 3.35 5.03 6.7
2 Limestone 3.35 5.03 6.7
3 Gypsum 3.35 5.03 6.7
4 Others 3.35 5.03 6.7
Storage at Berth No. 9
1 Minerals 3.14 4.71 6.27
2 Steel Coil & Products 6.54 9.8 13.07
STORAGE CHARGES FOR CARGO BEYOND First 7 8th to 14th 15th Day
S No
FREE PERIOD Days Day Onwards
The sensitivity analysis of Project IRR (Basic) with respect to Project cost and Traffic is
presented below: -
The sensitivity analysis of Project IRR (Post Tax) vs Project cost and Traffic is presented
below: -
Table 18-14 Project IRR (Post Tax) Sensitivity – Project Cost and Tariff
Sensitivity Analysis - Project IRR (Post Tax)
Traffic Sensitivity
14.39% 80% 90% 100% 110% 120%
Sensi
Proje
tivity
ct
► Equity IRR
The sensitivity analysis of Equity IRR vs Project cost and Traffic is presented below: -
ANNEXURE 1
DETAILED PROJECT COST ESTIMATE
` in
Civil and Structural Works Quantity Rate UoM
Crores
Dismantling of Existing Berth Deck 4050.24 4000 Sq.M 1.62
Civil and Structural Works for Stacker-Reclaimer JH, DH & RLS 14.18
Transition structure between berth and land 350.42 75000 Rm 2.63
` in
Civil and Structural Works Quantity Rate UoM
Crores
Crores
` in
Civil and Structural Works Quantity Rate (Rs.) UoM
Crores
Dismantling of Existing Berth Deck 3450.21 4000 Sq.M 1.38
Berthing Structure 9100 68000 Sq.M 61.88
` in
Civil and Structural Works Quantity Rate (Rs.) UoM
Crores
Container Stackyard Acces Road 6460 5150 Sq.M 3.33
RCD Access Area 8400 5150 Sq.M 4.33
Rate ` in
Civil and Structural Works Quantity UoM
(Rs.) Crores
Dismantling of Existing Berth Deck 9175.55 4000 Sq.M 3.67
Capital Dredging in Berth pockets 121911 220 Cu.M 2.68
Civil and Structural Works for Stacker-Reclaimer JH, DH & RLS 16.58
Transition structure between berth and land 339.76 75000 Rm 2.55
Rate ` in
Civil and Structural Works Quantity UoM
(Rs.) Crores
Stacker cum Reclaimer 2 238000000 47.60
Pay Loaders and Dozers 4 5000000 2.00
ANNEXURE 2
BALANCE SHEET
Model Period Beginning 01 Apr 16 01 Apr 17 01 Apr 18 01 Apr 19 01 Apr 20 01 Apr 21 01 Apr 22 01 Apr 23 01 Apr 24 01 Apr 25 01 Apr 26 01 Apr 27 01 Apr 28 01 Apr 29 01 Apr 30 01 Apr 31 01 Apr 32 01 Apr 33 01 Apr 34 01 Apr 35 01 Apr 36 01 Apr 37 01 Apr 38 01 Apr 39 01 Apr 40 01 Apr 41 01 Apr 42 01 Apr 43 01 Apr 44 01 Apr 45 01 Apr 46
Model Period Ending 31 Mar 17 31 Mar 18 31 Mar 19 31 Mar 20 31 Mar 21 31 Mar 22 31 Mar 23 31 Mar 24 31 Mar 25 31 Mar 26 31 Mar 27 31 Mar 28 31 Mar 29 31 Mar 30 31 Mar 31 31 Mar 32 31 Mar 33 31 Mar 34 31 Mar 35 31 Mar 36 31 Mar 37 31 Mar 38 31 Mar 39 31 Mar 40 31 Mar 41 31 Mar 42 31 Mar 43 31 Mar 44 31 Mar 45 31 Mar 46 31 Mar 47
Financial Year Ending 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038 2039 2040 2041 2042 2043 2044 2045 2046 2047
Construction Days 182 365 365 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Const. periof Flag 1 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Operation Period Days 0 0 0 366 365 365 365 366 365 365 365 366 365 365 365 366 365 365 365 366 365 365 365 366 365 365 365 366 365 365 183
Opex Period Flag 0 0 0 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
Conc. Period No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31
Debt 123.95 513.09 994.58 994.58 994.58 994.58 895.13 795.67 696.21 596.75 497.29 397.83 298.38 198.92 99.46 (0.00) (0.00) (0.00) (0.00) (0.00) (0.00) (0.00) (0.00) (0.00) (0.00) (0.00) (0.00) (0.00) (0.00) (0.00) (0.00)
Shadow Revenue - - 17.74 64.55 64.55 64.55 83.69 83.69 83.69 83.69 83.69 83.69 83.69 83.69 83.69 83.69 83.69 83.69 83.69 83.69 83.69 83.69 83.69 83.69 83.69 83.69 83.69 83.69 83.69 83.69 83.69
TOTAL Liabilities 177.07 732.99 1,438.57 1,373.07 1,307.88 1,294.83 1,228.33 1,164.12 1,115.20 1,082.46 1,066.88 1,069.46 1,091.27 1,133.44 1,197.14 1,283.82 1,491.82 1,720.32 1,977.24 2,283.46 2,613.60 2,969.05 3,351.30 3,761.90 4,143.14 4,529.76 4,940.38 5,376.26 5,838.70 6,329.08 6,848.81
Assets
Gross Fixed Assets 177.07 732.99 1,420.83 1,420.83 1,420.83 1,420.83 1,420.83 1,420.83 1,420.83 1,420.83 1,420.83 1,420.83 1,420.83 1,420.83 1,420.83 1,420.83 1,420.83 1,420.83 1,420.83 1,420.83 1,420.83 1,420.83 1,420.83 1,420.83 1,420.83 1,420.83 1,420.83 1,420.83 1,420.83 1,420.83 1,420.83
Depreciation - - - 65.51 131.01 196.52 262.02 327.53 393.03 458.54 524.04 589.55 655.06 720.56 786.07 851.57 917.08 982.58 1,039.57 1,062.96 1,086.34 1,109.72 1,133.11 1,156.49 1,179.88 1,203.26 1,226.65 1,250.03 1,273.41 1,296.80 1,320.18
Net Fixed Assets 177.07 732.99 1,420.83 1,355.33 1,289.82 1,224.32 1,158.81 1,093.31 1,027.80 962.30 896.79 831.28 765.78 700.27 634.77 569.26 503.76 438.25 381.26 357.88 334.49 311.11 287.73 264.34 240.96 217.57 194.19 170.80 147.42 124.04 100.65
Debt Service Reserve - - 17.74 17.74 17.74 17.74 16.74 15.75 14.75 13.76 12.76 11.77 10.77 9.78 8.79 - - - - - - - - - - - - - - - -
Cash Balance - - 0.00 0.00 0.32 52.77 52.77 55.07 72.64 106.41 157.33 226.41 314.72 423.38 553.59 714.56 988.06 1,282.07 1,595.98 1,925.58 2,279.10 2,657.94 3,063.58 3,497.56 3,902.18 4,312.19 4,746.20 5,205.46 5,691.28 6,205.04 6,748.15
TOTAL Assets 177.07 732.99 1,438.57 1,373.07 1,307.88 1,294.83 1,228.33 1,164.12 1,115.20 1,082.46 1,066.88 1,069.46 1,091.27 1,133.44 1,197.14 1,283.82 1,491.82 1,720.32 1,977.24 2,283.46 2,613.60 2,969.05 3,351.30 3,761.90 4,143.14 4,529.76 4,940.38 5,376.26 5,838.70 6,329.08 6,848.81
Revenue
Income from cargo handling charges - - - 283.02 343.15 407.45 440.19 463.78 477.69 492.02 506.78 521.98 537.64 553.77 570.38 587.50 605.12 623.27 641.97 661.23 681.07 701.50 722.55 744.22 766.55 789.55 813.23 837.63 862.76 888.64 915.30
Interest Income - - - 0.00 0.01 1.59 3.17 3.24 3.83 5.37 7.91 11.51 16.23 22.14 29.31 38.04 51.08 68.10 86.34 105.65 126.14 148.11 171.65 196.83 221.99 246.43 271.75 298.55 326.90 356.89 388.60
TOTAL REVENUE - - - 283.02 343.16 409.04 443.35 467.01 481.52 497.39 514.69 533.49 553.88 575.91 599.69 625.54 656.20 691.38 728.31 766.88 807.21 849.61 894.19 941.06 988.54 1,035.98 1,084.98 1,136.18 1,189.66 1,245.53 1,303.90
Expenditure
Opex Civil - - - 5.41 5.57 5.74 5.91 6.09 6.27 6.46 6.65 6.85 7.06 7.27 7.49 7.71 7.94 8.18 8.43 8.68 8.94 9.21 9.48 9.77 10.06 10.36 10.67 10.99 11.32 11.66 12.01
Opex Plant and Equipment - - - 36.63 37.73 38.86 40.03 41.23 42.47 43.74 45.05 46.40 47.80 49.23 50.71 52.23 53.79 55.41 57.07 58.78 60.55 62.36 64.23 66.16 68.15 70.19 72.30 74.46 76.70 79.00 81.37
Lease Rental - - - 18.78 19.16 19.54 19.93 20.33 20.73 21.15 21.57 22.00 22.44 22.89 23.35 23.82 24.29 24.78 25.28 25.78 26.30 26.82 27.36 27.91 28.46 29.03 29.61 30.21 30.81 31.43 32.06
Power Cost - - - 9.77 12.12 14.67 16.23 17.29 17.81 18.34 18.89 19.46 20.05 20.65 21.27 21.90 22.56 23.24 23.94 24.65 25.39 26.15 26.94 27.75 28.58 29.44 30.32 31.23 32.17 33.13 34.13
Fuel Cost - - - 5.13 5.28 5.44 5.60 5.77 5.94 6.12 6.30 6.49 6.69 6.89 7.09 7.31 7.53 7.75 7.99 8.23 8.47 8.73 8.99 9.26 9.54 9.82 10.12 10.42 10.73 11.05 11.39
Insurance Cost - - - 11.63 11.63 11.63 11.63 11.63 11.63 11.63 11.63 11.63 11.63 11.63 11.63 11.63 11.63 11.63 11.63 11.63 11.63 11.63 11.63 11.63 11.63 11.63 11.63 11.63 11.63 11.63 11.63
Opex - Transportation and Additional Lease - - - 5.94 6.12 6.30 6.49 6.69 6.89 7.10 7.31 7.53 7.75 7.99 8.23 8.47 8.73 8.99 9.26 9.54 9.82 10.12 10.42 10.73 11.06 11.39 11.73 12.08 12.44 12.82 13.20
Other Miscellaneous Cost - - - 88.90 91.57 94.32 97.14 100.06 103.06 106.15 109.34 112.62 116.00 119.48 123.06 126.75 130.55 134.47 138.50 142.66 146.94 151.35 155.89 160.56 165.38 170.34 175.45 180.72 186.14 191.72 197.47
Additional OPEX - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
Revenue Share - - - 28.30 34.31 40.74 44.02 46.38 47.77 49.20 50.68 52.20 53.76 55.38 57.04 58.75 60.51 62.33 64.20 66.12 68.11 70.15 72.25 74.42 76.65 78.95 81.32 83.76 86.28 88.86 91.53
TOTAL EXPENDITURE - - - 210.49 223.49 237.24 246.98 255.46 262.57 269.89 277.43 285.18 293.17 301.39 309.86 318.57 327.54 336.77 346.28 356.07 366.14 376.52 387.19 398.19 409.50 421.16 433.15 445.50 458.22 471.31 484.78
EBIDTA - - - 72.53 119.67 171.80 196.37 211.55 218.95 227.50 237.27 248.31 260.71 274.52 289.84 306.97 328.66 354.61 382.03 410.81 441.07 473.10 507.00 542.87 579.04 614.82 651.83 690.68 731.44 774.23 819.11
INTEREST - - - 119.35 119.35 119.35 113.38 101.45 89.51 77.58 65.64 53.71 41.77 29.84 17.90 5.97 - - - - - - - - - - - - - - -
PBDT - - - (46.82) 0.32 52.45 82.99 110.11 129.44 149.92 171.62 194.60 218.93 244.69 271.94 301.00 328.66 354.61 382.03 410.81 441.07 473.10 507.00 542.87 579.04 614.82 651.83 690.68 731.44 774.23 819.11
DEPRECIATION - SLM - - - 65.51 65.51 65.51 65.51 65.51 65.51 65.51 65.51 65.51 65.51 65.51 65.51 65.51 65.51 65.51 56.99 23.38 23.38 23.38 23.38 23.38 23.38 23.38 23.38 23.38 23.38 23.38 23.38
PBT - - - (112.32) (65.19) (13.05) 17.48 44.60 63.93 84.42 106.12 129.10 153.43 179.18 206.43 235.50 263.16 289.10 325.05 387.43 417.68 449.71 483.61 519.49 555.65 591.44 628.45 667.29 708.06 750.84 795.73
TAX - - - - - - 3.66 9.35 13.40 17.69 22.24 27.06 32.16 37.56 43.27 49.36 55.16 60.60 68.13 81.20 87.55 94.26 101.37 108.88 174.41 204.81 217.83 231.42 245.62 260.47 276.00
PAT - - - (112.32) (65.19) (13.05) 13.82 35.25 50.53 66.72 83.88 102.04 121.27 141.62 163.16 186.14 208.00 228.50 256.92 306.22 330.14 355.45 382.25 410.60 381.24 386.62 410.62 435.88 462.44 490.37 519.73
MD 1
MD 1