Detailed Project Report for Development of Coal Terminal at Adani Mormugao Port

Detailed Project Report for Adani Mormugao Port
Contents
1. INTRODUCTION ....................................................................................................7
1.1 INTRODUCTION 7
1.2 DEVELOPER DETAILS 7
ADANI GROUP 7
1.2.1 Introduction 7
1.2.2 Adani enterprises ltd: an evolving conglomerate 9
1.2.3 Mundra port & SEZ LTD (MPSEZ): the port and infrastructure vehicle 10
1.2.4 MPSZ: business areas 11
1.2.5 Role of MPSEZ in Port Development 12
1.3 BRIEF DESCRIPTION OF DEVELOPMENT PLAN OF THE COAL TERMINAL 15
2 EXISTING PORT FACILITY ................................................................................17
2.1 GENERAL 17
2.2 HISTORICAL DEVELOPMENT 17
2.3 SITE LOCATION 19
2.4 CONNECTIVITY ‐ ROAD 20
2.5 CONNECTIVITY ‐ RAIL 21
2.6 EXISTING PORT RELATED INFORMATION 23
2.6.1 GENERAL 23
2.6.2 APPROACH CHANNEL 23
2.6.3 PORT FACILITIES 23
2.6.4 MOORING AND ANCHORAGE 24
2.6.5 CARGO HANDLING EQUIPMENT 24
2.6.6 MECHANICAL ORE HANDLING PLANT (MOHP) 24
2.6.7 LIQUID BULK HANDLING FACILITY 24
2.6.8 WAREHOUSING & STORAGE 25
2.6.9 STORAGE FACILITIES FOR LIQUID CARGOES 25
2.6.10 BUNKERING 26
2.6.11 DRY DOCK & SHIP REPAIR 26
3 SITE CONDITION AND PHYSICAL SETTINGS...........................................27
3.1 SITE LOCATION 27
3.2 TOPOGRAPHIC FEATURES 27
3.3 BATHYMETRY 27
3.4 METEOROLOGICAL AND OCEANOGRAPHIC CONDITIONS 27
3.4.1 RAINFALL 28
3.4.2 TEMPERATURE 28
3.4.3 PREVAILING WIND AND CYCLONES 29
3.4.4 WIND CONDTIONS 29
3.4.5 TIDES 30
i Introduction
3.4.6 CURRENTS 30
3.4.7 WAVE CONDTIONS 31
3.4.8 RELATIVE HUMIDITY 33
3.4.9 VISIBILITY 33
3.4.10 SEISMIC CONDITIONS 34
4 TRAFFIC PROJECTION .......................................................................................35
4.1 INTRODUCTION 35
4.2 HINTERLAND ASSESSMENT 35
4.2.1 COAL BASED THERMAL POWER PLANTS 35
4.2.2 CEMENT PLANTS 36
4.2.3 SPONGE IRON PLANTS 36
4.2.4 INTEGRATED STEEL PLANTS 36
4.3 INTEGRATED LOGISTICS COST ANALYSIS AND TRAFFIC PROJECTIONS 37
4.4 TRAFFIC PROJECTION 39
4.4.1 SCENARIO 1 39
4.4.2 SCENARIO 2 40
4.5 CONCLUSION 41
5 SITE INVESTIGATIONS .....................................................................................43
5.1 INTRODUCTION 43
5.2 TOPOGRAPHICAL SURVEY 43
5.3 GEOTECHNICAL INVESTIGATION 43
5.3.1 AVAILABLE SUB‐SOIL DATA 44
5.3.2 PRESENT SUB‐SOIL INVESTIGATION 44
5.3.3 SUB‐SOIL PROFILE 45
6 PLANNING CONSIDERATION ........................................................................48
6.1 GENERAL 48
6.2 NAVIGATIONAL AND OPERATIONAL REQUIREMENTS 48
6.2.1 VESSEL TYPE, PARCEL SIZE AND DIMENSIONS 48
6.2.2 OPERATIONAL CRITERIA 49
6.2.3 DIMENSIONS OF BERTHING AREA 50
6.2.4 BERTHING REQUIREMENTS 51
6.2.5 MANOEUVRING AREA 52
6.2.6 NAVIGATIONAL AIDS 52
6.2.7 MECHNIZED HANDLING SYSTEM 52
6.2.8 MATERIAL CHARACTERISTICS 53
6.2.9 ANNUAL THROUGHPUT 53
6.2.10 SHIP SIZES AND DIMENSION 54
6.2.11 DESIGN STANDARDS 54
6.2.12 CAPACITY AND PERFORMANCE 56
6.2.13 HANDLING RATES & STORAGE CAPACITY 57
6.2.14 STOCKPILES 60
6.2.15 RECLAIM RATES 61
ii Introduction
6.2.16 LAYOUT 62
* Lift & power mention in table are preliminary and will be finalised during detailed
engineering. 64
6.2.17 FLOW DIAGRAM 64
6.2.18 WAGON LOADING SYSTEM 65
6.2.19 TRUCK LOADING OPERATION 65
6.2.20 MECHANICAL HANDLING EQUIPMENT 65
6.3 FIRE FIGHTING SYSTEM 66
6.4 DUST SUPPRESSION SYSTEM 67
7 ENGINEERING MARINE CIVIL WORKS .......................................................68
7.1 INTRODUCTION 68
7.2 SCOPE OF WORK 68
7.3 SITE INFORMATION 69
7.3.1 GENERAL 69
7.3.2 OCEANOGRAPHIC INFORMATION 69
7.4 GEOTECHNICAL INFORMATION 69
7.5 SEISMIC CONDITIONS 70
7.6 DESIGN LOADING CRITERIA 70
7.6.1 DEAD LOADS 70
7.6.2 LIVE LOADS 70
7.6.3 DESIGN VESSEL SIZES FOR BERTHING AND MOORING FORCES 70
7.6.4 BERTHING LOADS 71
7.6.5 MOORING LOADS 71
7.6.6 EARTHQUAKE LOADS 71
7.6.7 DYNAMIC LOADS 71
7.6.8 LOAD COMBINATION 72
7.6.9 MATERIAL PROPERTIES 72
7.7 STRUCTURAL CONFIGURATION 72
7.7.1 MAIN BERTH 72
7.7.2 DREDGING AND RECLAMATION 73
8 ENGINEERING OF CIVIL WORKS IN BACK UP AREA .............................78
8.1 GENERAL 78
8.2 DESIGN PARAMETERS 78
8.2.1 DEAD LOADS (DL) 78
8.2.2 LIVE LOADS (LL) 78
8.2.3 IMPACT FACTOR 79
8.2.4 WIND LOADS (WL) 79
8.2.5 SEISMIC LOADS (SL) 79
8.2.6 EARTH PRESSURE LOADS 79
8.2.7 LOAD COMBINATION 79
8.3 ANALYSIS AND DESIGN 79
8.4 FOUNDATIONS 80
iii Introduction
8.4.1 TRESTLE / COLUMN FOUNDATIONS 80
8.4.2 STACKER TRACK FOUNDATIONS 80
8.4.3 MACHINE FOUNDATIONS 80
8.5 CONCRETE MIX 80
8.5.1 REINFORCEMENT 80
8.6 BRICK MASONRY 81
8.7 PLANT ROADS 81
8.8 STEEL STRUCTURES 81
8.8.1 GENERAL 81
8.8.2 DESIGN PARAMETERS 81
8.9 DESIGN STANDARDS 88
9 ENVIROMENTAL ASPECTS ..............................................................................91
9.1 INTRODUCTION 91
9.2 REQUIREMENTS FOR OBTAINING CLEARANCES 91
10 UTILITIES................................................................................................................93
10.1 POWER AND LIGHTING 93
10.1.1 POWER DISTRIBUTION SYSTEM 93
10.1.2 SUBSTATION‐1 95
10.1.3 CSS‐1 95
10.2 LT POWER DISTRIBUTION SYSTEM: 95
10.3 STANDBY LT POWER SUPPLY 95
10.4 ILLUMINATION 96
10.5 CABLES 96
10.6 EARTHING & LIGHTNING PROTECTION 96
10.7 POWER FACTOR IMPROVEMENT 97
10.8 DRIVES & PLC SYSTEM 97
10.9 WATER 98
10.9.1 WATER DEMAND 98
10.9.2 SOURCE OF WATER AND WATER 98
10.9.3 WATER DISTRIBUTION SYSTEM 99
10.10 SEWERAGE SYSTEM 99
10.11 STORM DRAINAGE SYSTEM 99
10.12 COMMUNICATIONS 100
10.13 FIRE FIGHTING SYSTEM 100
10.14 DUST SUPPRESSION SYSTEM 101
10.15 MAJOR BUILDINGS IN THE PORT 101
10.16 INTERNAL ROADS, PAVED AREAS, FENCING ETC 101
10.17 ENVIRONMENT PROTECTION MEASURES 102
iv Introduction
10.18 GREEN BELT 102
11 IMPLEMENTATION SCHEDULE....................................................................103
12 COST ESTIMATION...........................................................................................104
13 PROFITABILITY PROJECTION & FINANCIALS ........................................105
13.1 PROJECT COST AND MEANS OF FINANCE: 105
13.2 ASSUMPTIONS 105
13.2.1 CARGO ASSUMPTIONS: 105
13.2.2 REVENUE ASSUMPTIONS: 106
13.2.3 EXPENSE ASSUMPTIONS: 106
13.2.4 FINANCIAL COST ASSUMPTIONS: 107
List of tables
Table 1‐1 Details of Project Experience MPSEZL .............................................................................15
Table 2‐1 Main Rail Connectivity........................................................................................................22
Table 2‐2 Existing Approach Channel................................................................................................23
Table 2‐3 Existing port Facilities .........................................................................................................23
Table 2‐4 Existing port Cargo Handling Equipments......................................................................24
Table 2‐5 Existing port Cargo Handling Equipments......................................................................24
Table 2‐6 Existing port Warehouse and Storage area and Capacity ..............................................25
Table 2‐7 Existing port Storage Facilities for Liquid Cargo ............................................................25
Table 3‐1 Average Monthly Rainfall..................................................................................................28
Table 3‐2 Average Monthly Air Temperatures ................................................................................28
Table 3‐3 Current Measurement ........................................................................................................31
Table 3‐4 Deep Water Wave Climate (Probability of exceedence in % of time) .........................32
Table 3‐5 Operational Wave Climate at Harbour ............................................................................32
Table 3‐6 Average Monthly Relative Humidity...............................................................................33
Table 3‐7 Number of Days per Year with Visibility ........................................................................34
Table 4‐1 (million ton) Decision Matrix for Traffic Projections ......................................................37
Table 4‐2 Breakup of Coal Demand at Berth 7 ‐ Scenarios 1 (MMT) .............................................39
Table 4‐3 Breakup of Coal Demand at Berth 7 ‐ Scenarios 1 with KPCL’s coal (MMT) ..............40
Table 4‐4 Breakup of Coal Demand at Berth 7 ‐ Scenario 2 (MMT) ...............................................41
Table 4‐5 Breakup of Coal Demand at Berth 7 ‐ Scenario 2 with KPCL coal (MMT)...................41
Table 5‐1 Location and Elevation details of Boreholes Available...................................................44
Table 5‐2 Location and Elevation details of Boreholes Planned.....................................................45
Table 6‐1 Bulk Carrier Dimensions....................................................................................................49
Table 6‐2 Area summary for MPT Goa .............................................................................................52
Table 6‐3 Material Specifications ........................................................................................................53
Table 6‐4 Storage capacity & annual throughput of Terminal........................................................54
Table 6‐5 Details of 20,000 DWT Vessel .............................................................................................54
Table 6‐6 Details of 1,00,000 DWT Vessel ..........................................................................................54
Table 6‐7 Mechanical Engineering Codes..........................................................................................55
Table 6‐8 Details of Computations .....................................................................................................58
Table 6‐9 Stockpile Capacity in MT ....................................................................................................60
Table 6‐10 Summary of Key Conveyor Design Parameters ............................................................63
Table 8‐1 CIVIL.....................................................................................................................................89
Table 8‐2 Geotechnical.........................................................................................................................89
v Introduction
Table 10‐1 LT load data sheet .............................................................................................................93
Table 10‐2 HT load data sheet ............................................................................................................94
Table 10‐3 HT load data sheet ............................................................................................................98
Table 12‐1 Statement of Project Cost ............................................................................................... 104
Table 13‐1 Project Cost of developing the berth ............................................................................ 105
Table 13‐2 Cargo Assumption year wise ........................................................................................ 105
Table 13‐3 Profit & Loss account...................................................................................................... 108
Table 13‐4 Balance Sheet ................................................................................................................... 109
List of Figures
Figure 1‐1: Adani Group Turnover, Net Profit and Gross Block 8
Figure 1‐2: Adani Group of Companies 8
Figure 1‐3: Mundra Port & SEZ Operating and Holding Companies 10
Figure 1‐4: MPSEZ port servicies. 11
Figure 1‐5: Yearwise trend of cargoes handling at Mundra Port (in M.T.) 13
Figure 2‐1 Geographical location of Mormugao Port 18
Figure 2‐2 Geographical location of Mormugao Port 19
Figure 2‐3 Proposed Berth 7 location 19
Figure 2‐4 Road map, Goa 21
Figure 2‐5 Rail Network in Goa 22
Figure 6‐1 Relationship between waiting time to service time ratio and berth occupancy 59
Figure 7‐1 Location of Proposed Berth No. 7 and Immediate Back‐up Yard 74
Attachment:
Annexure A: Drawings
Annexure B: Hydraulic Model Studies
Annexure C: Survey charts for MPT Goa
Annexure D: I‐maritime Report
Annexure E: Detailed soil investigation Reports
Annexure F: EIA Report
Annexure G: Implementation Schedule
vi Introduction
1. INTRODUCTION
1.1 INTRODUCTION
Mormugao is one of the 13 major ports of India. Located on the west coast, it is
the foremost iron‐ore exporting ports in India. It handled more than 27
million MT of iron‐ore FY 2008, primarily to China. Coal (thermal and coke) is
the second most important commodity handled at the port (4.2 million tonnes FY
2008).
In reference to Bid dated 27th June 2009 submitted by the Consortium of M/s.
Mundra Port & Special Economic Zone Limited, Ahmedabad and M/s. Adani
Enterprises Ltd., Ahmedabad in response to the RFP for the Development of the
coal Handling Terminal at Port of Mormugao, Goa on design, Built, finance,
operate and transfer (DBFOT) basis Berth no. 7, MPT Goa has awarded LOA on
dated 7th Aug 2009.
Mundra Port & Special Economic Zone Limited (MPSEZL), India’s largest
private port and integrated SEZ, is operating a state‐of–the‐art, SEZ based port
terminal at Mundra, Gujarat. In addition to this, MPSEZL is planning to
develop and operate berth no 7 at Mormugao Port on DBFOT basis.
Mormugao Port Trust has issued a Letter of Award (LOA) to Mundra Port & SEZ
Limited for to design, Built, finance, operate and transfer the proposed coal
handling terminal at Mormugao Port. India.
To perform the development of Mormugao Port under the concession agreement
granted by Mormugao Port Trust to MPSEZL has formed a wholly owned
subsidiary named “Adani Mormugao Port Terminal Private Limited”
(hereinafter referred as AMPTPL or Developer).
1.2 DEVELOPER DETAILS
ADANI GROUP
1.2.1 Introduction
Adani Group, a diversified conglomerate, has interests in various activities

including Power, Infrastructure, Global Trading, Logistics, Energy, Edible Oil
refining and infrastructure projects and services. The group is recognized for
creating benchmarks; being the operator of largest private port in India, the
7 Introduction
developer of largest multi product port led SEZ in India, the largest edible oil
refining capacity in India, and being one of the largest trading houses in India,
Adani group is committed to constantly deliver good returns to its stakeholders
and convert partnerships into winning combination.
Having leadership in trading operations and development of private
infrastructure projects, Adani Group is one of the fastest growing business
houses in India, with a total turnover of around USD 6000 mn. Concomitantly,
the group’s asset base has increased to around USD 3000 mn.
Net Profit (USD mn.) Turnover (USD mn.) Gross Block + CWIP (USD mn.)
3080
6026
196
4271
121 3654 1667
75 904
2006-07 2007-08 2008-09 2006-07 2007-08 2008-09 2006-07 2007-08 2008-09
Figure 1‐1: Adani Group Turnover, Net Profit and Gross Block
Adani group has emerged as a fast emerging conglomerate with diversified
operations. Adani Enterprise (AEL), the global energy trading arm is the flagship
company of Adani Group, Mundra Port & SEZ Ltd (MPSEZL) has emerged to be
the group’s infrastructure and logistics arm. Adani Power Ltd (APL) is the
group’s power generation, distribution and transmission company. Supported
by several integrated businesses and project vehicles, these companies have
placed Adani group amongst the front running business conglomerates in India.

Figure 1‐2: Adani Group of Companies
8 Introduction
1.2.2 Adani enterprises ltd: an evolving conglomerate
AEL has over the years transformed itself into a diversified asset backed
commodities trader, sourcing, producing, marketing and transporting various
commodities globally. The company operates through various offices including
eight overseas offices in USA, UAE, China, Singapore, Indonesia and Mauritius.
To further strengthen its presence in the commodity landscape, it is venturing
into asset backed commodity trading to help it de risk the commodity trading
portfolio and avoid the ever increasing pressure on the margins. Today it has a
diversified presence in five business sectors Energy (Comprising Power, Coal
and Oil & Gas), Real Estate, Agro & Metals and Minerals, with shipping acting as
backbone to its various businesses.
AELʹs diversified status originates from its corporate strategy aimed at creating
multiple drivers of growth anchored on its time‐tested core competencies:
unmatched distribution reach, superior brand‐building capabilities, effective
supply chain management and acknowledged service skills.
AEL over a period of time has developed its subsidiaries across various business
segments,
- Power Generation Business – Adani Power Limited.
- Coal Mining Operations – Adani Mining Private Limited.
- Oil & Gas Exploration – Adani Welspun Exploration Limited
- City Gas Distribution – Adani Energy Limited
- Edible Oil crushing and refining – Adani Wilmar Limited
- Controlled Atmospheric Storage Facility – Adani Agrifresh Limited.
- Vertical Food Grain Storage Silos – Adani Agri Logistics Limited.
- Shipping as a backbone to the Trading operation – Adani Shipping Pte. Ltd.
- Global Markets Proximity – Adani Global FZE & Adani Global PTE.
- Real Estate Development – Adani Infrastructure Developers Pvt. Ltd.
The philosophy, as enunciated by Adani Group is to invest in sustainable
ventures in the emerging fields and develop and nurture them to a value added
entity and in the process to develop the Holding Company Adani Enterprises
9 Introduction
Ltd., as a fast emerging conglomerate with diversified operations with high
margin annuity business models.
1.2.3 Mundra port & SEZ LTD (MPSEZ): the port and infrastructure vehicle
Mundra Port and Special Economic Zone Ltd is Adani group’s port
Infrastructure, SEZ and logistics development. Awarded with various awards
and accreditations, MPSEZL has emerged as India’s fastest growing port with
world class allied backup facilities. MPSEZL operates Mundra port with a water
front of about 40 kms.
Mundra Port & SEZ

(Operating and Holding Company)
Adani Petronet Adani Adani

(Dahej) Port Logistics Ltd. Mormugao Port
Pvt. Ltd. Terminal Pvt.
Container Coal
Dahej terminal at
Train ICD’s
Mormugao
Figure 1‐3: Mundra Port & SEZ Operating and Holding Companies
Adani Petronet (Dahej) Port Private Limited (“APPPL”) is a joint venture
between the MPSEZL and Petronet LNG Limited (“PLL”). APPPL has been
appointed and granted the exclusive right by PLL and GMB to finance, develop,
operate and maintain a solid cargo port terminal at Dahej, Gujarat. A fully
mechanized dry cargo port; Dahej port is being developed to have a handling
capacity up to 15 mMT of cargo. The Port is expected to be operational in July
2010.
Adani Logistics Ltd a subsidiary of MPSEZL is engaged in the business of
developing, constructing, operating and maintaining the Inland Container
Depots and running container trains across India.
Coal Terminal at Mormugao Port: MPSEZL led consortium has recently been
awarded concession to construct and operate a 330 meter coal bulk berth at
10 Introduction
Mormugao Port at Mormugao at Goa in September 2009. The berth is proposed
to be operational in three years time.
1.2.4 MPSZ: business areas
MPSEZL the developer and operator of the Mundra Port, is one of the largest
private sector ports in India based on volume of cargo during fiscal 2009.
MPSEZL has the exclusive right to develop and operate Mundra Port and related
facilities for 30 years within the notified port limits pursuant to the Concession
Agreement entered on February 17, 2001 with the GMB and the Government of
Gujarat. MPSEZL received approval as a developer of a multi‐product SEZ at
Mundra and the surrounding areas from the Government of India on April 12,
2006, making it one of the first port‐based multi‐products SEZ in India.
Mundra port is principally engaged in providing port services for (i) Bulk cargo
(ii) Container cargo (iii) Crude oil cargo (iv) Value‐added port services, including
railway services and (v) land related and infrastructure activities.
MPSEZ
Land and
Bulk Cargo Crude Oil Container Railway Infrastructur
Figure 1‐4: MPSEZ port servicies.
The Company operates 8 bulk loading berths at Mundra port comprising of a
dedicated multi‐purpose terminal (“Terminal I”) with a total of four berths and a
barge berth. Second multi‐purpose terminal (“Terminal II”), with an
approximate length of 575 m and a width of 47 m with a total of 4 berths,
commenced is operations in FY2007. Mundra Port also has two Container
terminals viz. (i) Container Terminal I which has two container berths and is
operated by the Sub‐concessionaire pursuant to Sub‐concession agreement
signed with the Mundra International Container Terminal Private Limited
(MICT) and operational since July 2003 and (ii) Container Terminal II also has
two Container Berths operational since April 2008. Both container terminals have
container yard area of approx 25 hectares each. The port has also allocated land
to various port users to set up container freight stations, tankage space for POL
products, crude oil and other ancillary facilities.
11 Introduction
Mundra port operates a Single Point Mooring (SPM) facility for handling imports
of crude oil for Indian Oil Corporation Ltd. (IOCL) since year 2005. It is
operational 24x7 and has a capacity to handled 50 MMTPA. The port has
constructed rail link connecting the port to Indian Railways network at Adipur
thus facilitating movement of cargo in and out of port. The rail operation within
the Port complex is done by port owned locomotives. Besides, the port has
created adequate warehouse space of approx 137,000 sq. m. closed godowns ,
approx. 800,000 sq m for bulk cargo and 342,000 KL of liquid storage facility.
MPSEZL is currently developing India’s largest coal bulk terminal at Mundra to
cater up to 50 million ton of imported coal. The said facility will be operational
by FY 11 and would catapult MPSEZL as on of the leading ports in South East
Asia.
1.2.5 Role of MPSEZ in Port Development
Mundra port and Special Economic zone Ltd. (MPSEZL) manages the largest
privately developed port in the country. Mundra Port has been accredited with
“Private Port of the Year 2009” the Indian Maritime Gateway Award 2009.
MPSEZL is the first successful private Greenfield port developer in India.
MPSEZ is operating, Mundra Port under a thirty (30) years concession agreement
with Gujarat Maritime Board (GMB) and Government of Gujarat (GOG) as
confirming party. Recently MESEZL has signed a concession agreement with
Mormugao Port Trust for Development of Coal Terminal on BOT basis for 30
year.
Mundra Port at a glance:
• Mundra port have eight operational Bulk/General Cargo Berths with
along side depths ranging from 13 ‐17 m suitable for berthing Post –
Panamax & Capesize vessel
• Port also have four separate container berths which are capable of
handling Ultra‐large container ships.
• Port has established a Single point mooring (SPM) facility at a depth of
32 m for handling crude oil.
• Ships with 1,50,000 MT parcel sizes (Cape Size) can be handled at berths
• The port has efficient Road Connectivity to the National Highway 8A.
• The Port has privately developed 64 Km long railway line from
Mundra to Adipur which connects itself to the national railway network.
12 Introduction
• Port has handled 35.8 mMT of diverse cargo in year 2008‐09
• The port targets Volumes upto 50 mMT in Year 2010‐11
• MPSEZL prides itself on their excellent customer relations .It always
strive to keep its customer satisfied through its value added service .
Yearwise Trend of cargoes handling at Mundra Port (in MT)
40
35.8
35
30 28.8
25
19.78
20
15
11.73
10 8.61
4.2 5.17
5
0
2002 - 03 2003 - 04 2004 - 05 2005 - 06 2006 - 07 2007 - 08 2008 - 09
Figure 1‐5: Yearwise trend of cargoes handling at Mundra Port (in M.T.)
Cargo Handling & Storage system:
• Ship unloader & conveyer system for coal & fertilizer imports
• Ship loader & conveyor system for exports of dry bulk
• Storage area of 1 Mil m²
• 1400 Ha of land leased by Government of Gujarat ( State Government )
• Rights to reclaim waterfront area & developed land
• State of art technology of handling all kinds of liquid bulk including
edible oil , petroleum products & chemicals
• Port is having a storage capacity of 2,85,000 KL inside the port limits for
storing Liquid bulk
• Only port in India to have Bulk Bitumen handling facility inside port
• Port is capable of handling oversized & overweight cargo
13 Introduction
Crude Oil Handling
• SPM is operational at 8 Km Offshore , at a depth of 32 m for handling
crude oil
• The SPM’s location makes it capable of handling VLCCs & ULCCs of
upto 5,00,000 DWT ( Tons in Dead weight )
Container Terminals
• 2.2 Million TEU capacity terminal already operational
• State of art handling equipments which includes super post Panamax
quay
• Dedicated rail handling facility
• Fastest growing container terminal in India
• Deepest draft container terminal in India with alongside depth of 17 M
capable of berthing Ultra large container ships
Facilities / Other Infrastructure:
• Own Dredgers
• Bunkering facility
• Own Eight High Powered Tugs
• Custom establishment for statutory clearances
• SAP enabled business process operations & Integrated Port
Management System (IPMS) with customer operation software
• Eight state of art mobile harbor cranes for dry cargo handling
• Ten privately managed container Freight stations
Car / Auto Terminal:
• A car /Truck carrier berth is developed with PDI (Pre Dispatch
Inspection) facilities & appropriate car parking space. Port has entered
into long Term agreement with Maruti – Suzuki India for handling its
car exports
Future Developments:
• LNG Terminal (2013‐14)‐ LNG Terminal JV with Gujarat state
Petroleum corporation with total capacity of 20 Mil TPA; first phase 5
Mil TPA
• Coal Terminal (2010‐11) ‐ Coal Terminal at Vandh ‐20 km from existing
port 40 Mil TPA capacity. It would be the largest coal import Terminal in
the world
14 Introduction
• Second SPM would be setting up at Mundra port by HPCL –Mittal
Energy Limited
Table 1‐1 Details of Project Experience MPSEZL
Investment made for Execution of BOOT Project,
Year
Rs. Cr
2006 – 07 511
2007 – 08 903
2008 ‐ 09 1332
Total 2746
1.3 BRIEF DESCRIPTION OF DEVELOPMENT PLAN OF THE COAL

TERMINAL
• Project facility will broadly include the development of coal terminal in
place of existing berth no. 7, on Design, Build, Finance, Operate and
Transfer basis for handling a minimum quantity of 4.61 Million Tons per
annum.
• Designing and constructing a new berth of 300m length in front of
existing berth no. 7 and in line with existing berth No. 6A and 8 capable
of handling cape size of vessels considering future dredging up to (‐)
16.5 m
• Reclaiming waterfront area (Approximately 35100 m²) in front of
existing berth No 7.
• Developing a suitable stackyard contiguous to new berth no 7.
• Designing and setting up the mechanized coal handling plant and
machinery and equipments of required capacity including laying of
tracks for equipments.
• Installation of suitable equipment and facility of required capacity
(Rapid‐in‐motion wagon loading) for evacuation of coal by rail.
• Provision of installation of suitable equipment and facility of atleast 1
(One) million tons per annum for evacuation of coal by road.
• Dredging shall be carried out alongside of the new berth no 7 and
navigational channel in the water area of approximately 41000 m². The
initial required depth alongside new berth no. 7 shall be (‐) 14.5m CD.
15 Introduction
• The plant shall be designed to the highest environmental standards
using latest dust suppression technology.
• The facility shall provide Electronic Data transfer facility and interface
with port ERP system wherever required.
16 Introduction
2 EXISTING PORT FACILITY
2.1 GENERAL
Goa, the Union Territory of India, is situated on the Western Coast
(Konkan Coast). It shares its border with Maharashtra and Karnataka on the
land side and Arabian Sea towards the sea. It has one Major Port ‐ Mormugao
and 5 Minor ports – Panjim, Chapora, Betul, Talpona and Tiracol. The total traffic
handled at Goa was 47.07 million ton in FY 2008. Of this around 72.75% of traffic
was handled at the major port of Mormugao. The remaining was primarily
handled at the port of Panjim.
Iron ore remains an anchor commodity for Goa, representing 85% (40 million
ton) of total cargo handled in Goa. Iron ore is mined in Goa and exported to
other locations in India as well as to international destinations (China, etc.)
2.2 HISTORICAL DEVELOPMENT
The original port was constructed in 1880’s and included berths 1, 2 and 3. At the
time of liberation from Portuguese rule, berths 4, 5, 6 and 7 had also been added.
Major Port development took place in the mid 1970’s. Berth No. 8 (POL berth)
was commissioned in 1976 and Berth No. 9 (Iron ore berth) along with the
Mechanical Ore Handling Plant (MOHP) in 1978. The deepening of the channel
and harbour basin (dredged to ‐13.40 m.) for large ore carriers was also carried
out in 1978.
The construction of general cargo berth no. 10 in 1985 was the start of a new
phase of development in the port followed by the second general cargo berth no.
11 in 1994. In the meantime berths 3 & 4 had to be decommissioned in 1989 due
to damage to berth no. 3. In 1992, the private use of berths 6 & 7 by Chowgule for
handling of iron ore was discontinued and berth no. 6 with berth no. 5 were used
to supplement berths 10 & 11 for handling general cargo.
In 1993, berths 1,2 and 3 land area of 31,000 square meters and water area of
50,000 square meters were leased to the Western India Shipyard Limited for
setting up a floating dry dock. The lease period is for 25 years. The floating dry
dock became operational in December 1995.
In 1999, the port signed a license agreement with M/s ABG Heavy Industries Ltd.
(Now renamed as South West Port Ltd.) to construct and operate two modern
17 existing port facility
berths named 5A & 6A to handle coal/ coke and other general cargo. The existing
berths 4, 5 and 6 including land area of approximately 40,000 square meters and
water area of 61,000 square meters was handed over to them for this purpose.
The lease period is for 30 years. The facility became operational in June 2004.
The year 2001 saw the addition of three mooring dolphins primarily for handling
iron ore. Though the rated capacity of this facility is 2.50 million tones, during
the year 2007‐08, 5.30 million tones of ore was handled through this facility. The
port is now in the process of constructing 3 more dolphins considering the
demand for this facility particularly during the monsoons. In the year 2003, the
approach channel was deepened to ‐14.40 m and alongside of berth no. 9 to ‐
14.10 m.
The port is also constructing 2 berths, one along the breakwater mole of length
270 m which will be mainly for cruise and other non cargo vessels and the
second berth between the water area of SWPL and WISL. This berth will be for
small crafts. The port has also plans for developing the waterfront west of
breakwater.

Figure 2‐1 Geographical location of Mormugao Port
2.3 SITE LOCATION
The port of Mormugao, one of the oldest ports of India commissioned in 1888
and one among the 13 major ports in India, is situated in Goa state, between the
major ports of Mumbai and New Mangolore. It is located at the mouth of river
Zuari at latitude 15° 25’ North and longitude 73° 48’ East & Goa is located at a
distance of about 580 km south of Mumbai. The current project area is situated
on the right side of South West Port Limited coal handling terminal.
Mormugao
Port Location

Figure 2‐2 Geographical location of Mormugao Port
Figure 2‐3 Proposed Berth 7 location
2.4 CONNECTIVITY ‐ ROAD
Goa, in general has good road infrastructure. The state has a network of 224 Km
of National Highways and 232 Km of State Highways. Two major National
highways connect Goa with the rest of the country. NH‐17 enters in state from
Maharashtra and provides North‐South connectivity with neighboring states of
Maharashtra and Karnataka, while NH‐4A enters the state from Karnataka
and provides East‐West connectivity. NH‐4A gets further connected to NH‐17
at Panjim. NH‐17A connects Mormugao to NH‐17 at Kortalim.
The national highways are currently two‐lane, single carriageways.
External Road: An extensive road network in the Goa region, providing an
important transportation link with the rest of country. Goa is connected with all
major towns of India as well via NH4A, NH17, NH17A and partially built
NH17B.
NH – 17 runs close and parallel to the sea coast and pass through Panvel, Panaji,
and Managlore connected with NH – 47 in Kerala. The total length of NH – 17 is
1269 Km and serves also Mumbai, Karwar and Mangalore ports. The road
presently has 2 lane configurations and provides the access for movement of
cargo towards Mumbai in north direction and towards Kerala in south direction.
NH ‐ 17A approximately 19 Km long connects Mormugao Port to NH17 at
Cortalim. The road presently has 2 lane configurations.
NH – 17A is the east – west connection between the port and Karnataka state.
NH – 17 B of 18 Km long connecting Verna Junction on NH – 17 and NH – 4A.
The entire port bound traffic has to pass through Vasco town to Mormugao from
NH –17A and NH – 17B. It has 2 lane configurations with some section of 4 lane.
NH – 4A joins NH – 4 at Belgaum, which is south‐western stretch of the Golden
Quadrilateral. NH ‐ 4A along with NH – 4 and NH – 17B provide the east – west
accessibility of freight traffic movement to/from the port. It has 2 lane
configurations at present.
Apart form these roads connectivity, other important corridors serving the port
traffic form states of Goa, Karnataka and Maharastra include the followings
• NH – 4 (Mumbai – Chennai)
• NH – 63 (Ankola – Gadag – Bellary – NH 7)
• NH – 206 (Honavar – Shimoga – Tumkur)
The existing road network of Goa is shown in Figure 2.4

Figure 2‐4 Road map, Goa
2.5 CONNECTIVITY ‐ RAIL
Goa is connected with neighboring states via South Central Railways and
Konkan Railways. Railway station at Vasco in Goa is situated a few kilometers
away from Mormugao Port and is linked by a Broad Gauge line. Konkan
Railways network passes through the states of Karnataka, Goa and
Maharashtra with a 105 km stretch in Goa. Konkan railway joins the South
Central Railways at Majorda & leaves it at Madgaon (Margao Railway Station).
Konkan Railway provides north‐south connectivity, while South‐Western
railway provides connectivity to the interiors towards the East.
90% of cargo handled at this Port is bulk cargo consisting of iron ore and coal.
Almost entire coal traffic is moved by rail. It may be noted that both Konkan
railways as well as South Central railway till Bellary is mostly single line with
some sections as double in between.

Figure 2‐5 Rail Network in Goa
There are four routes in the main sections that would influence the rain
connectivity capacity analysis.
They may be summarized as Table 2.1, Konkan Railway provides north‐south
connectivity, while South‐Western railway provides connectivity to the interiors
towards the East.
Table 2‐1 Main Rail Connectivity
Route
Rail routes Traffic Directions
No
1 Vasco‐Majorda‐Madgaon‐Loliem‐Manglore South (Along the coast)
Vasco‐Majorda‐Madgaon‐Kulem‐Castle East & North bound
2
Rock‐Londa‐Belgaum‐Miraj traffic
Vasco‐Majorda‐Madgaon‐Kulem‐Castle
3 East & South East bound
Rock‐Londa‐Dharwad‐Hubli‐Hospet‐Bellary
Vasco‐Cansulim‐Verna‐Mapusa‐Pernam‐
4 West (along the coast)
Ratnagiri‐Mumbai
2.6 EXISTING PORT RELATED INFORMATION
2.6.1 GENERAL
This port is the premier iron ore exporting Port of India with an annual
throughput of around 33.8 m MT. The Port accounts for about 50% of Indiaʹs iron
ore export and ranks among the top 10 iron ore exporting Ports of the world.
Through iron ore is the predominant cargo there has been a liquid bulk and
general cargo since it was declared a Major Port in 1964. Container traffic has
also grown at a quick pace.
2.6.2 APPROACH CHANNEL
Table 2‐2 Existing Approach Channel
Sr No Description Remarks
1. Length Outer Channel ‐ 5.2 km.
Inner Channel ‐ 0.5 Km.
2. Depth below LLWS ‐14.4 m CD
3. Tidal Range 2 to 2.3 meters.
4. Width of Channel 250 meters.
5. Turning Basin Diameter ‐ 480 meters.
Depth ‐14.4 m CD
The approach channel to berth is marked by lighted buoys in addition to
navigational aids prescribed in Admiralty Charts 2020 & 2078.
2.6.3 PORT FACILITIES
Table 2‐3 Existing port Facilities
Length L.O.A.
Berth Draft (in m) Cargo
In m In m
5 210 190 12.5 General Cargo, coal Coke etc.
6 240 198 14.0 General Cargo, coal Coke etc.
7 100 100 3.5 Irone ore and Irone ore pellets, coke, etc.
8 298 260 12.7 Liquid Bulk
9 358 335 14.0 Iron Ore
10 250 225 11.5 General Cargo & Container Cargo
11 270 225 12.7 General Cargo & Container Cargo
2.6.4 MOORING AND ANCHORAGE
Three mooring dolphins capable of accommodating Panamax vessels of about
70,000 DWT are available in mid stream to handle ores and other bulk cargo by
ship’s own gears. 3 additional mooring dolphins are under construction which
would yield a capacity of 5.0 mMT.
2.6.5 CARGO HANDLING EQUIPMENT
Table 2‐4 Existing port Cargo Handling Equipments
Sr No Equipment Capacity Nos.
1. Mobile Crane 18.0 MT 1
2. Reach Stacker 40.0 MT 1
3. Forklift Truck 3.0 MT 8
4. Forklift Truck 5.0 MT 1
5. Plug points of suitable capacity to cater to the
440 V 56
reefer containers
6. Locomotives 1400 HP 2
2.6.6 MECHANICAL ORE HANDLING PLANT (MOHP)
Loading & unloading of iron ore at the Mechanical Ore Handling Plant at berth
No. 9 is operated by Conveyer Belt System. Details of equipment connected with
it are as follows:
Table 2‐5 Existing port Cargo Handling Equipments
Sr No. Equipment Capacity Nos.

1. Barge unloaders 750 TPH 8
2. Continuous Barge Unloaders 1250 TPH 1
3. Stackers 3250 TPH 3
4. Reclaimers 4000 TPH 2
5. Ship loader 4000 TPH 2
2.6.7 LIQUID BULK HANDLING FACILITY
Specialized facilities are available at berth no. 8 for handling petroleum products
& other liquid cargoes like Phosphoric acid. About 1.5 million tones of liquid
cargoes are handled at Mormugao Port per annum. Phosphoric acid can also be
discharged at berth no. 10 & 11 also. Liquid cargoes like caustic soda, Furnace oil
etc. are also handled at tankages provided by private operators near Berth No 5
& 6.
2.6.8 WAREHOUSING & STORAGE
Table 2‐6 Existing port Warehouse and Storage area and Capacity
No. of Plots/ Area Storage Capacity

Description
Sheds In M² (MT)
COVERED STORAGE
Owned by the Port
Transit Shed 2 10010 15015
Warehouses 5 17096 35644
Total 7 27106 50659
Other Warehouses & Godowns
C.W.C. 3 8412 12618
F.C.I. 2 8268 12402
Total 5 16680 25020
Total Covered Storage 12 43786 75679
Open Storage
Behind B. No. 6 & 7 3 13332 39996
Behind B. No. 10 1 16000 48000(*)

1 22200 66600
Behind B. No. 11
2.6.9 STORAGE FACILITIES FOR LIQUID CARGOES
Table 2‐7 Existing port Storage Facilities for Liquid Cargo
No. of Capacity
Company Products Handled
tanks (in KL)
Indian Oil Corpn. 18 115329 Pol Products
Hindustan Petroleum Corpn. 8 35308 Pol Products
Zuari Industries Ltd. 3 13554 Phosphoric Acid
Furnace Oil, Caustic Soda,
IMC Ltd. 2 4155
Molasses, etc.
Furnace Oil Caustic Soda,
J. R. Enterprises 2 8000
Molasses, etc.
United Storage & Tank Furnace Oil Caustic Soda,
4 5870
Terminals Ltd. Molasses, etc.
Total 37 182216

2.6.10 BUNKERING
Facilities are available to a limited extent for supply of furnace oil, light diesel oil
and high speed diesel oil to vessels visiting the port at the berth with prior
arrangements with oil companies. Furnace oil can be supplied through shore
pipelines on berth No. 8 and 9. HSD can be supplied by trucks only.
2.6.11 DRY DOCK & SHIP REPAIR
A major ship repairing complex with dry docking facilities has been set up at the
Port by M/s. Western India Shipyard Ltd. The Floating Dry Dock is of 15,000 TLC
for accommodating ships up to a maximum size of 60,000 DWT/215m LOA.
Besides this facilities for afloat repairs as well as chipping painting and tank
cleaning are provided by a number of licensed specialized private firms as well
as by Goa Shipyard a Govt. of India undertaking situated in the vicinity of the
Port area.

3 SITE CONDITION AND PHYSICAL SETTINGS
3.1 SITE LOCATION
The port of Mormugao, one of the oldest ports of India commissioned in 1888
and one among the 13 major ports in India, is situated in Goa state, between the
major ports of Mumbai and New Mangolore. It is located at the mouth of river
Zuari at latitude 15° 25’ North and longitude 73° 48’ East & Goa is located at a
distance of about 580 km south of Mumbai. The current project area is situated
on the right side of South West Port Limited coal handling terminal.
3.2 TOPOGRAPHIC FEATURES
There is neither significant vegetation nor any habitation in the proposed Port
area. The existing level in the back up area is in the range of + 4.0 m CD to + 5.0 m
CD. Area immediate behind the proposed berth is having levels in the range of –
3.0 m to – 11.0 m CD. Port back up area will be filled with suitable reclaiming
material. Area gently slopes towards sea coast.
3.3 BATHYMETRY
Information regarding Bathymetry in the region is available on Sea Charts 2020
& 2078. The area has also been surveyed by MPT Goa Survey Department by
taking dense soundings. The survey charts developed by Survey department
MPT Goa are attached in Annexure C.
3.4 METEOROLOGICAL AND OCEANOGRAPHIC CONDITIONS
The Met‐Ocean conditions have been previously ascertained at several stages in
the course of various studies conducted in past in respect of MPT Goa Port
Development. The site of the Proposed Port is in the same region. Flow modeling
for the proposed location has been covered in the Model developed by CWPRS
Pune, who has developed the model Port area.
The climate of the region is tropical, characterized by two monsoon seasons viz.
the south west monsoon (mid June‐September) and the north east monsoon
(December‐March). The post monsoon period comprises the months of October
and November while the period April to mid June is the transition period.
27 site condition and physical settings
Main conditions having significant bearing on Planning and Design of the Port
are described here in below.
3.4.1 RAINFALL
Table 3.1 shows the average rainfall for different months of the year and the
number of rainy days in each month. Rainy day is a day with at least 2.5 mm
rainfall.
Table 3‐1 Average Monthly Rainfall
Month Average Number of Rainy
Rainfall (mm) Days
January 0.2 0.0
February 0.1 0.0
March 1.2 0.1
April 11.8 0.8
May 112.7 4.2
June 868.2 21.9
July 994.8 27.2
August 518.7 23.3
September 251.9 13.5
October 124.8 6.2
November 30.9 2.5
December 16.7 0.4
Total 2932 100.1
Source: IMD
90% of the total annual rainfall occurs during the months from June to
September. There are, approximate 100 rainy days per year.
3.4.2 TEMPERATURE
The monthly average air temperatures are as shown in Table 3.2
Table 3‐2 Average Monthly Air Temperatures
Month Average Maximum (ºC) Average Minimum (ºC)
January 31.6 19.6

February 31.5 20.5
March 32.0 23.2
April 33.0 25.6
Month Average Maximum (ºC) Average Minimum (ºC)
May 33.0 26.3

June 30.3 24.7
July 28.9 24.1
August 28.8 24.0
September 20.5 23.8
October 31.6 23.8
November 32.8 22.3
December 32.4 20.6
Source: IMD
From the averages, it is observed that April and May are the hottest months of
the year with the highest average maximum and the highest average minimum
temperatures while January and February are the coldest months of the year
with the lowest average maximum and lowest average minimum temperatures.
The highest temperature recorded was 39ºC on 12 March 1979 while the lowest
recorded was 13.3ºC on 25 February 1965.
3.4.3 PREVAILING WIND AND CYCLONES
The normal wind force varies from 4 to 7 on the Beaufort Scale. The direction is
mainly from South‐West, West and North‐West during the monsoon season.
During the rest of the year wind direction is from North, North‐East, East and
South‐East in the morning and from South‐West, West and North‐West during
the evening. The highest average wind speed is in the range of 30 kmph,
recorded in July 1965. The highest speed is 80 kmph, recorded in July 1965. The
highest speed is 80 kmph, recorded in December 1966. The wind forces more
than 10 on the Beaufort Scale are not expected.
Mormugao is not situated in a pronounced cyclone zone and the number of
occasions it was visited by cyclones during the past 90 years is less than a dozen.
For the design of the Berth, an operating wind speed of 26 m/sec and the storm
basic wind speed of 39 m /sec shall be considered as per IS:875‐Part 3.
3.4.4 WIND CONDTIONS
The mean wind speed varies from 2 on the Beaufort scale in November to 4 in
July, the annual mean wind speed being 13.6 KMPH. In an average year, there
are 316 days with wind varying from 0 to 3 on the Beaufort scale and 48 days
with winds scaling 4 to 7 on the Beaufort scale, and 1 calm day.
The predominant wind direction changes with the time of the year. During the
period June – September wind blows from the W and SW. During the remaining
period, the wind direction is from NE, ESE.
3.4.5 TIDES
The nature of tides prevailing at Mormugao is mainly semi‐diuranl exhibiting
two high and two low waters in a tidal day. The mean tidal variation is of the
order of 1.6 m at spring tides and around 0.7 m at neap tides.
Based on Indian Naval Hydrographic Chart No. 2020, the tide levels with respect
to chart Datum at Mormugao harbour are as follows:
Higher High Water at Spring Solstices ‐ +2.3 m
Mean Higher High Water (MHHW) ‐ +1.9 m
Mean Lower High Water (MLHW) ‐ +1.8 m
Mean Higher Low Water (MHLW) ‐ +1.0 m
Mean Lower Low Water (MLLW) ‐ +0.5 m
Mean Sea Level (MSL) ‐ +1.3 m
Tidal were measured at 15 minute interval for a month during April – May 1998
by installing a tide gauge at Oil Berth No. 8. The maximum tidal range observed
during the spring tide was 2.7 m and the minimum range during neap tide was
0.51 m.
At present, an electronic tide gauge has been installed at Berth no 8 and tide
levels are captured by VTMS at the signal station.
3.4.6 CURRENTS
The currents in the region outside the sheltered harbour have been found to be
generally less than one knot, during fair season and are mainly caused by tidal
ebb and flow. Within the sheltered harbour, indicated currents strengths are of
the order of 30 to 40 cm/sec. During heavy monsoon rains the current pattern is
altered from that during the fair season but the current strengths do not get
appreciably altered.
As part of the field investigations in Vasco Bay, current observation were taken
at two locations (CM1‐15° 26’ 00” N, 73° 48’ 18” E, CM2 ‐ 15° 24’ 21”N, 73° 48’
42” E). A summary of the current measurements is given in Table 2.3.
Table 3‐3 Current Measurement
CM2 (Water
CM1 (Water depth, 7 m)
depth, 3.5 m)
Near Surface Mid depth Near bottom Near bottom
Maximum speed (cm/cc) 68 31 29 57
Minimum Speed (cm/cc) 0 0 0 0
Predominant Direction ESE‐WNW ESE‐WNW ESE‐WNW ESE
Measurements at open location (CM1) indicate that the predominant flow is in
the ESE‐WNW direction, while at the location (CM2) close to the shore, the
predominant direction is ESE. The flow of currents is predominantly due to the
tidal currents. During flood water, flow is towards Zuvari River while during the
ebbing, the reversal of flow takes place.
The maximum current velocity was observed as 68 cm/sec.
Presently current measurements near berth no 8 are captured by VTMS at the
signal station. The current values are printed and sent to MPT twice a day.
3.4.7 WAVE CONDTIONS
A number of wave observations have been made at and around Mormugao
harbour at different times, including both ship observations & those made from
the shore and the measured wave heights by installing a wave rider buoy.
Mormugao harbour on the Southern side where berths are located is protected
by a breakwater and mole and generally it is the waves from directions between
SW and NW that could affect the tranquility in the harbour. The deep water
waves from NW generally have a small % probability exceedence and do not
affect harbour tranquility significantly since their heights get reduced by the time
they reach the harbour.
HOWE during their master plan study constructed the wave rose diagram from
the visually observed wave heights during the period 1949 to 1962, from the area
bounded by Latitude 10° N to 20° N and Longitude 70° E to 80° E. These wave
analyses indicated that the yearly average probability of exceedence of the wave
height of 2 m for the Westerly direction would be
Direction Exc . Hs = 2 m
SW 4.7%
W 4.5%
NW 0.4%
Frederic R Harris (FRH) during their master plan study in 1997 carried out
further additional wave climate analyses based on wave observations made
during the period 1961‐1980 bound by Latitude 13° N to 16° N and Longitude 70°
E to 74°E and arrived at the following results for deep water wave climate and
wave heights at harbour entrance;
Table 3‐4 Deep Water Wave Climate (Probability of exceedence in % of time)
HS= 1.0 m 2.0 m 3.0 m 4.0 m 5.0 m 6.0 m
SW 12.2 8.7 4.7 2.2 0.8 0.3
W 22.0 14.4 8.1 3.6 0.7 ‐
NW 9.6 2.5 0.7 0.3 ‐ ‐
Due to refraction, shoaling and breaking, the wave direction and wave height
will change while traveling from deep water to the harbour entrance. Generally
by refraction the waves from NW turn to WNW. Waves from W and NW reduce
in height. All wave conditions higher than Hs = 4 m are reduce by wave
breaking. The operational wave climate at the harbour entrance in presented here
below;
Table 3‐5 Operational Wave Climate at Harbour
(Probability of exceedence in % of time)
HS= 1.0 m 2.0 m 3.0 m 4.0 m
SW 12.2 8.7 4.7 2.2
W 21.6 13.6 7.4 3.0
NW 8.4 2.0 0.6 0.2
The extreme wave climate at the harbour entrance is as follows:
Frequency of occurrence Hs
10/ Year 4.7 m
1/ Year 5.0 m
1/10 Year 5.4 m
1/100 Year 5.8 m
Extreme wave conditions at harbour entrance will occur mainly during the
monsoon period. The period of the extreme waves varies between T=7S and 13S.
During the last 4‐5 years since the installation of VTMS, MPT is measuring the
wave heights near the approach channel at a water depth of 10 m by installing a
wave rider buoy. The VTMS captures these measured wave heights at the signal
station. Twice a day, the recorded values are sent to MPT for their records.
It is also understood that National Institute of Ocean Technology (NIOT),
Chennai has installed a wave rider buoy in Mormugao port waters and the
observations are maintained by NIOT.
3.4.8 RELATIVE HUMIDITY
The region is generally humid throughout the year. The morning and evening
relative humidity values are averaged over a thirty year period, as shown in
Table3.6.
Table 3‐6 Average Monthly Relative Humidity
Month Morning (08.30 IST) Evening (17.30 IST)
January 78 54
February 79 59
March 78 63
April 74 65
May 74 67
June 86 81
July 90 86
August 89 84
September 90 81
October 85 74
November 75 62
December 72 56
Source: IMD
June to September is the most humid months of year with consistently high
humidity both in the mornings and in the evenings.

3.4.9 VISIBILITY
The visibility is generally good. Based on the data of 20 years, the yearly average
morning and evening visibility is as given in Table 3.7.
Table 3‐7 Number of Days per Year with Visibility
Upto 1 km 1‐4 km 4‐10 km 10‐20 km Over 20 km
M E M E M E M E M E
3.4 0.1 4.7 4.1 28.1 21.3 323.6 324.7 5.2 14.8
Source: IMD
Legend: M‐0830 HRS and E‐1730 HRS.
3.4.10 SEISMIC CONDITIONS
The area falls in most active seismic zone as per IS 1893 (Zone III). This will be
considered at the time of detailed design.
4 TRAFFIC PROJECTION
4.1 INTRODUCTION
The ensuing traffic assessment includes a hinterland analysis to assess the
industrial set up that can provide any demand for coal. Competition assessment
is used to map this demand to Berth 7 and the rest of the competing ports on the
basis of integrated logistics cost analysis. Primary surveys were carried out to
understand the trade dynamics from the perspective of various stakeholders in
the entire supply chain (port authorities, stevedores, barge/truck association, end
users and traders).
4.2 HINTERLAND ASSESSMENT
Based on primary interviews and desktop research it may be concluded that
there are four major plants.
• Coal based thermal power plants
• Cement plants
• Sponge iron plants
• Integrated Steel Plants
4.2.1 COAL BASED THERMAL POWER PLANTS
Currently, the hinterland has thermal power plants with a cumulative installed
capacity of around 2340 MW. This includes a 500 MW power plant owned by
Karnataka Power Corporation Limited (KPCL) and a 260 MW captive power
plant being operated by JSW. Going forward, close to Rs. 25,000 crore worth of
power plants have been announced to be set up in Maharashtra (Sindhudurg and
Ratnagairi).Based on the development of private ports of Maharashtra (as
outlined in competition analysis) and the choice of building a captive jetty
(expected to be exercised by the big projects), Mormugao Port is not expected to
witness any significant demand from these power projects.
However, as per a recent development, the sponge iron plants are developing
small captive power plants (5‐10 MW each). These players expect to sell off the
surplus power to the state grid for additional profits. With around 75 sponge
iron plants in the proposed hinterland, around 400‐750 MW of captive capacity
may be developed over the next few years. This would contribute to traffic of
35 traffic projection
around 1.2 MTPA (based on 60% blending and 4 million ton for 1000 MW).
However, this has not been included in the traffic projections.
A new project involving NTPC setting up a 4000 MW power plant at Kudigi
(Bijapur District), Karnataka has recently come to light. Due to the lack of
interaction with the concerned authorities on this project, its expected cargo
(1.92‐3.2 million ton of imported thermal coal per annum) has not been included
in the traffic projections yet. It will be duly accounted for post primary survey.
4.2.2 CEMENT PLANTS
As on date, the total cement production capacity of the hinterland is around
15.74 MTPA. ACC, Grasim and Kesoram are the key players in the hinterland.
JSW’s new cement facility has been constructed and is expected to commence
operations within a few months. Further, Kesoram, Jaykaycem, Ittina Cements
and UltraTech are adding around 10.4 MTPA of capacity in the next few years.
The total thermal coal demand from cement players has been pegged at around
0.01 million ton in FY 12 going up to 0.05 million ton by FY 20.
4.2.3 SPONGE IRON PLANTS
Sponge iron is one of the biggest industries (in terms of coal demand) in the
hinterland for Berth 7, Mormugao Port. Currently, the total sponge iron capacity
is around 2.7 million ton per annum. A further 1.8‐2 million ton of capacity has
been announced to be built or being constructed. These players buy imported
coal through traders, evacuate it through road (because of smaller parcel sizes)
and blend it with domestic coal in the ratio of 60‐40. Most of this imported coal is
coming from Chennai, Krishnapatnam and New Mangalore ports due to the
favorable reverse logistics resulting from iron ore movement. As per talks with
Bhatia Trader (Bhatia imports close to 50% of the total coal demand of sponge
iron industry), not much movement of coal can be expected to Bellary unless
iron‐ore trade shifts towards Goa. Our estimates confirm this through a
comparison of the integrated logistics costs. While it costs Rs. 1585.45/ton from
Bellary to Mormugao, Chennai to Bellary costs Rs. 1265.31/ton (both are for
Indonesian coal).
4.2.4 INTEGRATED STEEL PLANTS
Integrated steel plants form the biggest industrial group (in terms of coal
demand) in hinterland of Berth 7, Mormugao Port. The hinterland has a total
installed capacity of 10.34 MTPA of which JSW Steel is the biggest (6.8 MTPA).
Usha Ispat, Apparent Steel, Kirloskar Steel and Kalyani are the other important
players in the industry. Going forward, Essar Group is developing a 6 MTPA
plant at Bagalkot and Aaress Iron & Steel (Baldota Group) is building a 3.2
MTPA plant at Koppal. These are two important clients that can be attracted to
Berth 7. The integrated logistics cost analysis indicates a clear advantage for
Berth 7 (Rs.420 for Essar Steel and Rs. 250 for Baldota Group).
4.3 INTEGRATED LOGISTICS COST ANALYSIS AND TRAFFIC

PROJECTIONS
The Integrated Logistics Costs for all possible OD routes have been calculated
and analyzed to derive on traffic projections. These costs were used in
conjunction with a decision matrix, shown in Table 4‐1, to project traffic at Berth
7, Mormugao Port under both the scenarios.
Table 4‐1 (million ton) Decision Matrix for Traffic Projections
Source: i-maritime analysis
Here the following points about the decision matrix may be noted:
• Primary surveys with potential clients indicated that existing players
will shift traffic to a new port for as low as a Rs. 50‐100 integrated
logistics cost advantage
• Berth 7 will be a late entrant in an extremely competitive environment
and is expected to encounter “stickiness” in shifting logistics networks
to its own advantage. Thus it is not expected to source complete traffic
“conversions” if it is offering an advantage of up to Rs. 30 ‐ 50 against
the next cheapest alternative. 60% traffic shift has been assumed in this
case, which is expected to possible especially if supported by main coal
traders
• For an advantage of Rs. 30 to a disadvantage of Rs. 30, Mormugao Port
is expected to face heavy competition from the three existing ports of
New Mangalore, Chennai/Ennore and Krishnapatnam. All four ports are
importing coal for the identified hinterland and are also exporting iron‐
ore from the same hinterland. The ports are more or less on comparable
footing in terms of infrastructure also. Thus an equal distribution of
traffic has been assumed in this case (25%)
• A 5 % traffic share has been assumed for a disadvantage of up to Rs. 60
to allow for spot purchases and market fluctuations. A case in point is
the recent spurt in thermal coal demand from regional sugar players.
This demand has offset and even surpassed the deficit caused by
declining thermal coal demand from sponge iron players on account of
lower production. On a similar note, such an allowance permits scope
for sudden coal demand due to unforeseen externalities
• For an unfavorable difference of Rs. 60 or more, Berth 7 is not expected
to garner any traffic movement. This is in sync with the assumption that
the end users are willing to shift cargo for a difference of Rs. 50‐60 from
existing port
• Moreover, certain assumption have been made with respect to choice of
road versus rail evacuation
a. For steel plants, it has been assumed that plants with capacity in
excess of 0.15 million ton will use rail evacuation and the rest road
(12,500 coal import ton per month). The same trend has been reflected
during primary surveys also where it was indicated that
Tata Metaliks (0.16million ton) and Apparent Steel (0.14 million ton)
evacuate cargo through road while Mukund Steel (0.30 million ton) and
Kalyani Steel (0.30 million ton) uses rail evacuation
b. Cement plants mostly use road evacuation due to small parcel sizes
c. Sponge iron plants use road evacuation because of small parcel sizes
and weekly shipments
d. Thermal power plants in excess of 50 MW capacity have been
assumed to use rail evacuation as the parcel size is suitably big (approx
17000 ton per month)
e. It may be noted that the choice of road versus rail evacuation is also
dependent on the rake availability which seems to be a major concern in
the hinterland. Further, road evacuation, though relatively costly, allows
door‐to‐door delivery decreasing chances of pilferage/theft in transition.
4.4 TRAFFIC PROJECTION
Two different scenarios of integrated logistics have been highlighted. The first
scenario models the current situation where a majority of the Hospet iron ore is
being routed through Chennai, Krishnapatnam and New Mangalore. The second
scenario takes into account a shift in iron‐ore trade from Hospet‐Chennai to
Hospet‐ Mormugao as the demand for higher grade iron ore increases (currently
high grade Hospet ore is mixed with low grade Goa ore at Mormugao and then
exported). This will create a steady stream of road movement with potential of
carrying coal to Bellary industrial belt at cheaper rates.
4.4.1 SCENARIO 1
Table 4‐2 Breakup of Coal Demand at Berth 7 ‐ Scenarios 1 (MMT)
Source: i‐maritime analysis
Table 4‐3 Breakup of Coal Demand at Berth 7 ‐ Scenarios 1 with KPCL’s coal (MMT)
Source: i‐maritime analysis
It is evident that coking coal from steel plants is the biggest set of cargo at Berth
7. Further, these projections include a part of the existing cargo at Berth 10 & 11.
While the coking coal demand from steel plants is completely reflected in these
projections the thermal coal demand from sponge iron players is
underestimated. In reality, currently, close to 0.5 million ton of thermal coal is
being handled for sponge iron plants and 0.2 million ton for sugar refiners. This
underestimation is due to the influence of traders on sponge iron players’ choice
of ports. Since all sponge iron players rely on traders for meeting their thermal
coal requirements, demand accretion happens at the trader’s end leaving them
with a higher bargaining power. These inland freight costs are directly payable
by the receiver (sponge iron unit in this case). The jump in traffic in FY 2013 is
due to the commencement of traffic for Aaress Iron & Steel plant (Baldota Group)
at Koppal. As confirmed during the primary survey Phase I of this plant with a
capacity of 1.25 MTPA is expected to get commissioned in FY 2013. FY 2014
witnesses a further increase in traffic due to commencement of operations of
Essar steel plant at Bagalkot and captive thermal power plants in Karnataka. In
the future, the jump in traffic is again due to capacity addition in Aaress Iron &
Steel plant and Essar Steel. Thus it may be said that the entire traffic projections
hinge on two key players – Essar and Baldota Group. While this increases the
risk sensitivity of Berth 7 cash flows, it may also result in long term cargo
handling agreement resulting in stable cash flows.
4.4.2 SCENARIO 2
Scenario 2 assumes a shift in iron ore movement from Hospet belt to Mormugao
from current focus of operations on Chennai. The basic idea is to ensure
sufficient availability of trucks that can carry coal to Karnataka as return journey.

Table 4‐4 Breakup of Coal Demand at Berth 7 ‐ Scenario 2 (MMT)
Table 4‐5 Breakup of Coal Demand at Berth 7 ‐ Scenario 2 with KPCL coal
(MMT)
Here, as envisaged, the favorable movement of iron ore towards Mormugao
(road evacuation) results in lower integrated logistics costs for Mormugao –
Bellary route. Thus Berth 7 will be able to serve most of the sponge iron belt of
Karnataka. Starting with 1.38 million ton in FY 2012, the berth moves on to
handle 1.86 million ton of thermal coal for sponge iron players. Coking coal for
Essar Steel and Aaress Iron & Steel remains a key cargo for the berth. Due to the
favorable return logistics cost, Berth 7 is also able to serve more captive power
plants in the interior.
4.5 CONCLUSION
Based on the comparison of traffic projections for both the scenarios, the
following conclusion can be surmised:
1) Scenario 1 is more likely to play in the initial few years. After 2‐4 years,
iron‐ore trade movement may prove to be conducive for Scenario 2 to
play
2) This makes it imperative for MPSEZL to
a. Ink a cargo handling contract with at least one of Baldota Group and
Essar Steel for dedicated coal procurement
b. Involve traders like Maheshwari and Bhatia from the commencement
of operations at Berth 7. Maheshwari, being the largest trader in
Mormugao Port, will help in smooth shift of clients from Berths 10, 11 to
berth 7 while Bhatia, by virtue of its strong hold on sponge iron industry
of Bellary can help procure thermal coal for the same
3) Moreover, it may be possible for MPSEZL to initiate its captive trading
operations at Berth 7. This will help it assume responsibility of
delivering coal (thermal and coking) at the doorstep of clients. By doing
so MPSEZL will have a tri pronged advantage:
a. It will essentially control the entire supply chain from load port to end
user’s plant. Thus it can offer coal at better landed prices (margins can
be better at lower price if intermediaries are eliminated.
b. By offering coal at a cheaper landed price, MPSEZL will garner a
bigger traffic share at Berth 7
c. As confirmed during primary interviews, the end users are more
comfortable and hence more likely to do business with players having
larger control on logistics chain. This helps them assume responsibility
of logistics and thus reduces risks based on supply chain disruption due
to external factors
4) As the berth starts handling berth at superior discharge rates and builds
a rapport within the industry, Scenario 2 may be influenced to play out
to MPSEZL’s advantage. Either ways, the berth will attain peak cargo in
a few years and can upgrade its handling capacity as more traffic builds
up in the hinterland.
5) MPSEZL can circumnavigate the reverse logistics movement by setting
up a “stock and sale” point at/near Bellary and transporting coal
(primarily thermal, for sponge iron plants and captive thermal plants)
through rail from Mormugao to the “stock and sale point”. The landed
price of coal for end users would be cheaper for such an arrangement as
compared to the current system where the end user has to source the
coal from ports on East Coast (Chennai/ Krishnapatnam) since rail
would be cheaper than road and Mormugao has a distance advantage
over East coast ports for Bellary.
The detail traffic study carried out by M/s I‐Maritime consultancy pvt.
Ltd., the copy of study report is attached in Annexure ‐ D.
5 SITE INVESTIGATIONS
5.1 INTRODUCTION
Mormugao Port Trust (MPT) has earmarked the area within the port of
Mormugao, Goa, for the development of a coal terminal facility by constructing
berth no. 7 and its associated back‐up yard.
The proposed development area comprises of marine portion, where the berth
no. 7 and its immediate back‐up yard is proposed (small part of which falls on
already reclaimed land) and the land portion, where the coal stacking yard and
other facilities are planned.
5.2 TOPOGRAPHICAL SURVEY
In general the Deccan traps occupy the coast and the interior north of Goa. But
over a good part of the coast, they are overlain by tertiary sediments. The coastal
plain in this area consists of different types of depositional land forms which are
the result of the operation of different geomorphic processes.
The geology around the area of investigation basically consists of rocks of
volcanic origin known as Deccan traps, forming a series of step like development
area comprises of marine portion, where the berth no. 7 and its immediate
terraces. The Deccan traps primarily consist of Basalts.
Mormugao Port Trust (MPT) has provided the available general topographical
and contour plan for the area within the port of Mormugao and its surroundings,
which is enclosed in Annexure‐C
The detailed topographical survey of the entire area, for the development of
berth no. 7 and its associated back‐up yard, has already been planned and will be
executed after the removal of existing bulk material stacks from the proposed
coal stacking back‐up yard area.
5.3 GEOTECHNICAL INVESTIGATION
Detailed geotechnical investigation has been carried out to provide the designer
with sufficiently accurate information, both general and specific, about the
substrata profile and relevant soil and rock parameters at the project site on the
basis of which the foundations for various structures and equipments can be
designed rationally.
43 site investigations
5.3.1 AVAILABLE SUB‐SOIL DATA
Mormugao Port Trust (MPT) has provided the available sub‐soil investigation
data for the marine portion and its attached reclaimed land, where the berth no. 7
and its immediate back‐up yard is proposed.
The aforesaid sub‐soil investigation was conducted by M/s. Fugro Geotech Ltd.
(Report No. 215/08 of July, 2008). Two boreholes (MBH‐A3 & MBH‐A4) were
located along the alignment of the proposed berth no. 7 and other two marine
boreholes (MBH‐A1 & MBH‐A2) were explored in the proposed immediate back‐
up yard. One borehole (LBH‐1) was conducted on the associated reclaimed land.
Location and elevation details of the boreholes are tabulated below.
Table 5‐1 Location and Elevation details of Boreholes Available
Sr Borehole Ground / Seabed Termination
Easting Northing
No. No. Level (m, CD) Depth (m, CD)
1 MBH‐A1 370989 1704311 (‐) 5.757 (‐) 45.76
2 MBH‐A2 371091 1704265 (‐) 6.332 (‐) 28.83
3 MBH‐A3 371126 1704292 (‐) 7.040 (‐) 35.04
4 MBH‐A4 371041 1704357 (‐) 6.098 (‐) 34.60
5 LBH‐1 370940 1704243 (+) 4.440 (‐) 33.06
The sub‐soil investigation report submitted by M/s. Fugro Geotech Ltd. (Report
No. 215/08 of July, 2008) is enclosed in Annexure‐E.
However, no sub‐soil data was available for the land portion, where the coal
stacking yard and other facilities are planned.
5.3.2 PRESENT SUB‐SOIL INVESTIGATION
Detailed sub‐soil investigation comprising of 13 boreholes was planned in the
land portion, where no sub‐soil data was available. M/s. Geotech Soil Testing
Laboratory has completed the field works and subsequent laboratory testing for
the same. Location and elevation details of the boreholes are tabulated below.
Table 5‐2 Location and Elevation details of Boreholes Planned
Ground /
Borehole Termination
Sl. No. Easting Northing Seabed Level
No. Depth (m, CD)
(m, CD)
1 M‐01 370979 1704171 (+) 4.45 (‐) 9.05
2 M‐02 370915 1704090 (+) 4.45 (‐) 10.55
3 M‐03 370913 1704017 (+) 4.45 (‐) 32.05
4 M‐04 370963 1703942 (+) 4.45 (‐) 36.00
5 M‐05 371097 1703880 (+) 4.45 (‐) 36.00
6 M‐06 371149 1703808 (+) 4.45 (‐) 36.05
7 M‐07 371228 1703740 (+) 4.45 (‐) 36.00
8 M‐08 371329 1703740 (+) 4.45 (‐) 36.00
9 M‐09 371441 1703648 (+) 4.45 (‐) 36.00
10 M‐10 371011 1703874 (+) 4.45 (‐) 16.00
11 M‐11 371172 1703867 (+) 4.45 (‐) 16.00
12 M‐12 371065 1703953 (+) 4.45 (‐) 16.00
13 M‐13 370932 1703995 (+) 4.45 (‐) 36.00
The sub‐soil investigation report submitted by M/s. Geotech Soil Testing
Laboratory is enclosed in Annexure‐E
In addition to the already available sub‐soil data in marine location, four more
marine boreholes are also planned in the berth no. 7 and immediate back‐up
yard to ascertain the sub‐soil properties form the dredging and reclamation point
of view as well as to accurately identify the bed rock elevations and its variations
along the alignments of the proposed berth no. 7. The field works for these
boreholes are in progress and the report will be submitted to the Mormugao Port
Trust (MPT) upon receipt.
5.3.3 SUB‐SOIL PROFILE
Based on the available sub‐soil data at the marine location provided by MPT and
the present sub‐soil investigation in the land portion, the following generalized
sub‐soil profile is considered for the design of different structural foundations
and other facilities.
ALONG THE ALIGNMENT OF PROPOSED BERTH NO. 7
The present seabed level at this location varies between (‐) 6.0 m to (‐) 7.0 m CD.
The top sub‐soil layer immediately beneath the seabed comprises of very soft to
soft, dark grey to yellowish grey, silty clay with few gravel for thickness ranging
from 4.5 m to 7.5 m with SPT (N) values ranges from 2 to 4. This layer is followed
by a very stiff to very hard, dark grey to yellowish grey, silty clay with some
sand for thickness ranging from 4.5 m to 6.0 m with SPT (N) values ranges from
15 to 34. The next layer comprises of medium dense to very dense, yellowish
brown to reddish brown, fine to coarse sand with few gravel for thickness
ranging from 6.5 m to 9.0 m with SPT (N) values ranging from 54 to refusal. This
layer is followed by a thin layer of hard, dark grey to grey, silty clay with gravel
and weathered rock fragments and subsequently followed by extremely weak to
strong, greenish grey to dark grey, highly to moderately weathered, extremely to
closely spaced basalt with inclined and vertical joint upto the depth of borehole
termination.
IMMEDIATE BACK‐UP YARD BEHIND PROPOSED BERTH NO. 7
The present seabed level at this location varies between (‐) 5.0 m to (‐) 6.0 m CD.
The top sub‐soil layer immediately beneath the seabed comprises of very soft to
FIRM, dark grey silty clay for 7.5 m thickness with SPT (N) values ranging from
2 to 6. This layer is followed by a stiff to hard, yellowish brown to brownish grey,
slightly sandy, silty clay with few gravel for around 6.0 m thickness with SPT (N)
values ranges from 12 to refusal. The next layer comprises of very dense, brown,
silty coarse sand with gravel and weather rock fragments for around 3.0 m
thickness with SPT (N) values ranging from 74 to refusal. This layer is followed
by extremely weak to moderately weak, greenish grey to grey, completely to
moderately weathered, highly fractured, very closely spaced basalt with inclined
and vertical joint upto the depth of borehole termination.
COAL STACKING YARD IN LAND PORTION
The average ground level in this area is at (+) 4.4 m CD. The entire area indicates
old consolidated fill of silty clayey sand mixed with rock pieces and boulders,
which is compact in nature and this layer extends to a depth of about 10 m to 20
m. The soil appears to be a derivative of highly weathered basalt which is
reddish brown to brown in color. It indicates good penetration resistance and
thereby good shear strength. N‐values in these strata ranges between 13 to 80.
Lower N‐values are found only to a depth of about 4 to 6 m depth from ground
surface. The boulders, as mentioned earlier, are of highly weathered
amygdaloidal basalt. The amygdales are filled with zeolite which is nonreactive
to acid. In majority boulders the amygdales are removed leaving cavities. As
such core strength is low and recovery is poor due to highly weathered nature.
The layers below reclaimed strata at variable depth of 15 m to 20 m below
ground surface are formed of very dense silty sand or medium to coarse sand.
These layers extend to a depth of about 21 m to 24 m below present ground
levels. N‐values are almost more than 100.
Except the locations M01 and M02 the strata below sand layers is formed of very
hard coarse medium plastic clayey silt which shows low plasticity index. The N‐
values are more than 70 indicating that the silt has good shear strength.
At the location of bore hole M02 the strata to 11 m depth consist of plastic to
medium plastic coarse silt underlain by greenish grey fine grained porphyritic
basalt.
6 PLANNING CONSIDERATION
6.1 GENERAL
In order to evaluate the conceptual layout plans for the coal terminal, the first
step is to assess the facility requirements in terms of berth length, cargo handling
facilities, navigational and operational parameters etc. The next step is to identify
suitable location for the stock pile requirements, cargo transfer systems from
berth to storage area and wagon loading systems. For working out the facility
requirements and defining the planning considerations, the traffic forecast at
Chapter 4 has been considered.
6.2 NAVIGATIONAL AND OPERATIONAL REQUIREMENTS
As a prerequisite for planning the required facilities, it is essential to set the basic
criteria like operational aspects to handle different type of vessels likely to call at
the terminal for loading / unloading operations. These conditions are related to
the marine environment conditions at the location of the terminal. They comprise
the following aspects.
• Vessel type and dimension
• Operational criteria
• Protection against prevailing waves and winds
• Vessel minimum speed and stopping distance
6.2.1 VESSEL TYPE, PARCEL SIZE AND DIMENSIONS
The berth has been designed for receiving cape size vessels of 160,000 DWT.
Cape size vessels of 160,000 DWT typically draw a draft of 16 m. However, at
present vessels of 80,000 DWT to 100,000 DWT will be berthed. Hence the
approach channel needs to be deepened from the existing ‐14.40 m. The
dimensions of bulk carriers are tabulated below.
48 planning consideration
Table 6‐1 Bulk Carrier Dimensions
Dead weight Length Width Heights Fully Laden Draft in
Tonnage Overall In m In m m
4000 100 15.4 7.0 6.3
6000 118 16.6 8.3 6.9
8000 130 17.6 9.5 7.4
10000 140 18.5 10.5 7.9
12000 150 19.4 11.2 8.5
15000 163 20.7 12.0 9.0
20000 180 22.8 13.0 9.7
25000 194 24.7 13.8 10.3
30000 205 26.5 14.3 10.7
40000 223 29.7 15.4 11.1
50000 235 32.5 16.2 11.6
60000 245 35.0 17.1 12.0
80000 259 39.2 18.8 12.6
100000 268 42.5 20.4 13.0
160000 280 45.0 16.0
6.2.2 OPERATIONAL CRITERIA
In planning facilities for handling of cargo, the operational criteria for vessels
handling and ship to shore transfer of cargo need to be taken into account. Vessel
handling and / or ship shore transfer of cargo operations can be interrupted due
to any one of the following reasons.
• Pilots not being able to board vessel due to rough sea conditions.
• Tugs unable to assist in maneuvering the vessels due to rough weather
conditions.
• Motion of moored vessels too high.
However none of these aspects are critical as far Mormugao Port is concerned.
6.2.3 DIMENSIONS OF BERTHING AREA
The size of berthing area and the berth will depend upon the dimensions of the
largest ship and the number of ships to use the terminal. The following aspect
needs to be considered;
• The size of the port basin for maneuvering
• Satisfactory arrival and departure of ships to and from the harbour.
• Whether the ships are equipped with stern and bow thrusters
• Availability of tugs, direction and magnitude of wind, waves and
current.
As per standards, the length of dredged area in front of the berth for ships with
tug assistance should not be less than 1.2 times the length of the largest vessel to
use the berth and that without the tug assistance not less than 1.5 times the
length. The width of the dredged berth should at least be 1.25 times the beam of
the largest vessel to use the berth.
For 80,000 DWT to 100,000 DWT vessels, the LOA will be about 259m to 268m.
This will not creates problem for berthing with tug assistance, as adequate
clearance will be available as far as the length of the berth and width of the
dredged area is concerned.
However, berthing of Cape size vessel could create a problem in case the
adjacent berths are occupied. The port is planning to shift the existing POL to
Berth No.11. In the long run the port is planning to shift the POL berth to Vasco
bay. Cape size vessels are likely to call at berth no.7 only if adequate draft is
available for berthing a fully loaded cape size vessel.
The port is also planning a dedicated iron ore berth at Vasco Bay. In the long run,
the port needs to deepen the channel to ‐18.40 m CD. for cape size vessels. The
deepened channel will serve the existing berths 5A & 6A, proposed berth no. 7
and proposed iron ore berth at Vasco bay. With the proposed berth no.7 and iron
ore berth at Vasco bay becoming operational, coal and iron ore is likely to
constitute more than 95% of the throughput of Mormugao Port. Thus it makes
good economic sense to handle cape size vessels at these berths to take
advantage of the freight benefit.
6.2.4 BERTHING REQUIREMENTS
In order to work out the berthing requirements to meet the projected traffic, it is
necessary to define the following governing parameters.
• Vessel size / parcel size
• Productivity (handling rate of commodity)
• Effective working hours per day
• Available port working hours per day
• Accepted levels of berth occupancy
Productivity is a key element which needs to be worked out very carefully.
Unlike most ports, the proposed berth no.7 is sandwiched between berth no.8 &
9 on one side and berths 5A & 6A on the other side. All the area in the immediate
vicinity has been occupied for stockpile areas for coal and iron ore. So the first
task is identifying suitable stockpile area for the proposed facility. Secondly
proper equipments need to be installed.
The project site consists of following area:
• Water area in front of existing berth no. 7 from edge of berth no 6 to the
edge of first mooring dolphin of berth no 8 on western side is
approximately 27100 m² and marked as “A1” (See Concession
Agreement Appendix 1)
• The land area inclusive of existing berth no 7 is approximately 4200 m²
and marked as “A2” (See Concession Agreement Appendix 1)
• Water area admeasuring 8000 m² marked as “A3” inclusive of 2 no of
mooring dolphins and part of breasting dolphin of berth no 8 on western
side. (See Concession Agreement Appendix 1)
• Corridor consisting of liquid pipelines area of 700 m² and marked as
“A4” (See Concession Agreement Appendix 1)
• The land area of 57,000 m² marked as “C” in Concession Agreement
Appendix 1
• Way leave right for providing overhead conveyors to carry coal from
area A1, A2, A3 and A4 to C through a corridor of 10.0m width is
marked as area “B”, which is approximate 540 m²
• Way leave right for an area of 500 m² for erection of wagon loading silo
and conveyors feeding coal to the silo at appropriate location on any
one of the rail tracks provided in common user rail corridor either on
southern side or on northern side of the area marked as “C” in the
Concession Agreement Appendix 1.
Table 6‐2 Area summary for MPT Goa
Area as Marked Area in m²
A1 27,100
A2 4,200
A3 8,000
A4 700
B 540
C 57,000
Total 97,540
6.2.5 MANOEUVRING AREA
The size of the maneuvering area is a function of the length and maneuverability
of the vessels and the time available for executing the turning maneuver.
The optimum configuration of such basin would be circular. By considering
environmental conditions and the fact that vessels will be assisted by tugs, the
diameter of the turning circle is taken about 480.0m. The depth is taken as 15% of
the fully loaded draft of the design vessel that will use the port facilities.
6.2.6 NAVIGATIONAL AIDS
All navigational facilities will be provided by the Mormugao Port Trust.
6.2.7 MECHNIZED HANDLING SYSTEM
A fully mechanized coal handling system is planned for unloading of coal. It is
proposed to construct one berth, length of 300 m and width 28.1 m. The ships are
unloaded with mechanized handling system which consist of high capacity ship
unloaders connected with conveyor system and back‐up yard equipments i.e.
Stacker/ Reclaimer and tripper of required capacity for mechanized stacking and
subsequent evacuation of coal by rail and road. The system is designed for faster
turnaround of vessel to achieve the required discharge rate and desired terminal
throughput.
6.2.8 MATERIAL CHARACTERISTICS
The coal terminal will be designed for thermal coal, for use in multiple user
facilities including bulk use in power plant.
Table 6‐3 Material Specifications
Material Coal
Density Kg/m3 800
Angle of repose 37°
Moisture content % Up to 40
Surcharge angle 20°
Max lump size mm 100 (up to 150)
Abrasive Mildly
*For Throughed belt conveyor
6.2.9 ANNUAL THROUGHPUT
As per the concession agreement the terminal should be design for ultimate
phase with handling capacity of 4.6 MTPA. The cargo will be gradually ramped
up over a period of time. The year wise cargo projection is mention in the chapter
‐ 4. Ever though the initial cargo projection and commitment is very less, the
terminal should be designed for ultimate capacity. The terminal construction is
planned in phases to achieve the required throughput as per cargo projection
and agreed minimum terminal throughput. The detailed engineering has been
carried out with a multi‐phase development considering initially, only the
reclaimed area behind the proposed Berth No. 7 (Zone A) will be available for
operation in Phase I. Subsequently zone B area i.e. area behind the Iron‐ore stock
pile is available for storage in Phase II with this the overall storage capacity of
terminal and annual throughput will be increased. The annual throughput
capability will depend on several factors such as ship unloading performance,
combined storage capacity of zones A and B, number of discrete users, mode of
dispatch and dispatch performance. However, the minimum system capability
required for committed volumes has been considered as 4.6 million MTPA.
It is further assumed that of the volumes considered, not more than 1 MTPA will
be dispatched by road on trucks. Balance imports will be dispatched in full rakes
by rail.


Table 6‐4 Storage capacity & annual throughput of Terminal
Particulars Area Storage No of Terminal Capacity
(m²) capacity (MT) turnarounds (MMTPA)
Zone A 40540 106500 20 2.13
Zone B 57000 170000 20 3.40
Total 276500 5.53
6.2.10 SHIP SIZES AND DIMENSION
All the vessels available between ranges 20000 DWT to 100000 DWT shall be
considered. Details of the vessels available are as below:
Table 6‐5 Details of 20,000 DWT Vessel
Particulars Details
Length Overall 170.00 m
Breadth Moulded 23.40 m
Depth Moulded 12.70
Draught (Full) 9.20 m
Approach Velocity 0.15 m/sec
Angle of Approach 10 deg
Table 6‐6 Details of 1,00,000 DWT Vessel
Particulars Details
6.2.11 DESIGN STANDARDS
The following standards and codes will be used in the planning and design of
the facility. These shall be the latest editions including all applicable official
amendments and revisions. In the event, an IS code referred to herein does not
indicate a specific requirement, then the provisions made under the relevant BS
codes, or any other relevant international standards will be used.
Table 6‐7 Mechanical Engineering Codes
Sr. Codes Descriptions
No.
1 Federation Europeenne de la Rules for the design of Hoisting Appliances
Manutention (FEM)
2 BS‐2573 Specifications for Permissible Stresses in Cranes
and Design Rules
3 Conveyor Equipment Belt Conveyors for Bulk Materials
Manufacturer Association
(CEMA)
4 IS 11592 Selection & Design of Belt Conveyors
5 ASTM‐D‐2234 & ASTM‐D‐ Sampling
2013 and ISO & JIS
6 Fire Protection Manual Fire Fighting system
(Tariff Advisory Committee)
7 Specifications for Idlers & Idler Sets for Belt
IS 8598
Conveyors
8 IS 9295 Steel Tubes for Idlers
9 Steel Wire Ropes for General Engineering
IS 2266
Purposes – Specifications
10 Code of Practice for Electric Overhead Traveling
IS 3177 Cranes and Gantry Cranes other than Steel Work
Cranes
11 IS 1136 Preferred Sizes for Wrought Metal Products
12 IS 3443 Crane Rail Sections
13 IS 9295 Steel Tubes for Idlers for Belt Conveyors
14 Specification for Idlers and Idler Sets for Belt
IS 8598
Conveyors
15 IS 1891 Conveyor and Elevator Textile Belting
16 ISO / Metric Screw Threads & Gearing Profiles
17 IS 210 Grade 20 excepting
Grey Iron Castings – Specification
counter weights
18 IS 2644 Grade 1 High Tensile Steel Castings
19 IS 2664 Grade 4 Specification for Quenching Oil
Sr. Codes Descriptions

No.
20 Carbon Steel Castings for General Engineering
IS 1030
Purpose
21 IS 2707 Grade 23‐45 Carbon Steel Castings for Surface Hardening
22 IS 1570, C40, Cold Drawn
Schedules for Wrought Steel
Specified
23 Carbon Steel Billets, Blooms, Slabs and Bars for
IS 1875
Forgings
24 IS 276 Austenitic – Manganese Steel Castings
25 IS 2062 Hot rolled Low, Medium and High Tensile
(Fusion Welding Quality) Structural Steel
26 IS 961
Structural Steel (High Tensile)
(Fusion Welding Quality)
27 IS 1570, C14 Schedules for Wrought Steels
28 IS 1895 Grade 1 Specification for Cotton New AR
29 Steel Tubes, Tubulars and Other Wrought Steel
IS 1239
Fittings
30 IS 1161 Steel Tubes for Structural Purposes
31 IS 306 Grade 2 Tin Bronze Ingots and Castings
32 IS 28 Phosphor Bronze Ingots and Castings
33 Specification for Aluminum Bronze Ingots and
IS 305 Grade 2
Castings
34 IS 6911 Stainless Steel Plate, Sheet and Strip
35 Design, Erection and Testing (Structural Portion)
IS 807
of Cranes & Hoists
36 Code of Practice for Design Loads for Buildings
IS 875
and Structures
6.2.12 CAPACITY AND PERFORMANCE
The capacity and performance of the coal import terminal receiving coal by sea,
storing in the available back‐up area and dispatches by rail and road will be
determined by:
• Handling Rates
• Storage Capacity
• Evacuation by rail/road
• System and equipment selection and performance
While the maximum ship size will be limited by the berth length and dredged
depth available alongside and the in approach channel, storage capacity will be
constrained by the available area. Given these constraints, the railway
connectivity and load‐out performance will eventually determine the annual
cargo turnover and hence the terminal capacity.
6.2.13 HANDLING RATES & STORAGE CAPACITY
6.2.13.1 OBJECTIVES
It is necessary to ensure minimal ocean freight costs for the material received by
the Terminal, while receiving the specified yearly throughputs. Furthermore the
reclaim and loading out rates from the stockpiles must meet the requirements of
the Terminal’s clients.
The freight costs depend on the ship sizes and their turnaround times at the
Terminal. The turnaround time, the consequently determined guaranteed
unloading rate(s), affect the freight costs and whether demurrage or dispatch
money is paid under a charter party agreement. Even in the case of ships owned
and operated by the Owner, the turnaround time will affect their operating cost
per ton. There is inevitably a trade‐off between the equipment cost and the cost
of the time a ship has to wait in a queue to be unloaded. A ship’s turnaround
time depends not only on the rated unloading capacity of the equipment on the
berth, but on certain “fixed” conditions or services at a port location, which are
independent of the ship unloading equipment employed, such as the availability
of tugs, time required for surveys, etc.
6.2.13.2 SHIP UNLOADING CAPACITY
The berth is planned to be designed for 100,000 DWT bulk carriers. For planning
the facility based on the immediate system requirements, the ship size has been
taken as 80,000 DWT maximum with an average of 55,000 DWT. Since
deadweight tonnage (DWT) and cargo tonnage differ marginally by the bunker,
provisions, crew effects, etc., the parcel size has been taken as equivalent to the
vessel DWT for design purposes.
• The days available for ship unloading will be 360 days per year (Considering
240 days of fair weather and about 50% of the monsoon period)
• A fixed average time of 8 hours is estimated for each average ship size,
including waiting for tugs, approach time to the berth from anchorage,
berthing, un‐berthing and moving away from the berth to allow another ship
to berth.
• The operating time per day is 24 hours.
• A system efficiency factor of 65% (of the rated unloading capacity) provides
for hatch movements, cleanup, draft surveys, equipment availability. This
figure is conservative to allow for imponderables at this stage.
• Poisson distributions are assumed with an Erlang factor of 2. This is
somewhat conservative as it is expected that a large percentage of the coal
will be for power stations and will arrive on regularly scheduled voyages.
• On the basis of past considerations in other ports operated by the group,
AMPTPL would like to use a rail‐mounted slewing type harbour crane with a
hopper discharging at a peak capacity of 1750 TPH of coal.
• Computations have been made with the above considerations to arrive at the
number / rating of the unloaders required for annual throughput cases of 4.6
million tones and 7 million tones.
6.2.13.3 RESULT OF COMPUTATIONS
The results for the two cases are shown on the following Table 6.8:
Table 6‐8 Details of Computations
Average Annual Coal Import (MT)
4,600,000 700,000
Avg. Ship Size DWT 55,000
Avg. No. Ships / Year 84 128
Unloading rate, each unloader 1750 TPH
System Efficiency 65%
Effective Unloader rate /berth /hr
2275 TPH
using 2 discharge time /avg. ship
including 8 hours fixed time. 1.3 days
Berth Occupancy 37 % 56 %
These results indicate that:
• A single berth with two unloaders with rated capacity of 1750 TPH each, will
be adequate to meet the throughput requirements, with acceptable berth
occupancy.
• The average waiting time (in queue at the anchorage) is likely to be higher as
annual traffic increases to the order of 7 mMT as indicated by the ratio of
Waiting Time (Tw) and Service Time (Ts) as shown in the following chart.
The capacity of the conveyors (and stackers) fed by the ship unloaders will be
based on the above results and receiving system design with 3600 TPH (rated)
will be adequate.
In case of captive requirement or other industrial development in near by region,
the coal requirement will be increase. To meet those eventualities we are keeping
provision for the third ship‐unloader and mobile hopper for the faster turn
around of the vessel and to achieve higher terminal throughput also keeping the
conveyor capacity as 5000 TPH (Rated) for stacking system, to avoid the later on
changes.

Figure 6‐1 Relationship between waiting time to service time ratio and berth occupancy
6.2.14 STOCKPILES
The coal stockpiles will serve as a buffer between the diverse parameters of
seaborne arrivals and rail/road dispatches. In a multi‐user terminal, coal is likely
to vary in parcel size as well as characteristics such as moisture content. The
stockpiles are therefore required to adopt a flexible model catering to large bulk
consumers such as a power plant and various smaller trade entities.
• There will be a policy of dynamic flexible allocation of space in the stockyard,
with no areas permanently dedicated to a particular customer.
• Operations will commence in Phase I with space available in the reclaimed
area between Berth No. 7 and the railway corridor (Zone A). Additional space
available in Zone B to the north‐west of the railway corridor will be available
subsequently in Phase II.
• Stockpile capacities are computed as continuous lengths without considering
the space to be left between multiple users. Lower number of users will imply
higher useful stockpile capacity.
• The annual throughput is a function of stockpile capacity and the number of
times the stocks are turned over in view of the dispatch performance
achieved.
• Coal with high moisture content is prone to auto‐ignition requiring
compaction and lower stack heights. Maximum stack height will therefore be
restricted. The stacking equipment will have the capability to stack up to
15/16 m.
Accordingly Table 6.9 shows the stockpile potential in the selected layout:
Table 6‐9 Stockpile Capacity in MT
Area Phase I Phase II
Zone A 106500 106500
Primary Stacking 98750 98750
Secondary Spreading 7750 7750
Zone B 0 170000
Primary Stacking 0 151500
Secondary Spreading 0 18500
Total 106500 276500
6.2.15 RECLAIM RATES
The ratings of the conveyors delivering material from the stockpiles will have to
meet the requirements of railway wagon loading as the dispatches are expected
to be predominantly by rail. The assumptions are:
• 330 days operations /year
• Reclaimer efficiency is 70% on the average
• A surge capacity of 20% is provided for each reclaimer. However, in case of
multiple reclaimers, all are not likely to encounter surges simultaneously
During Phase‐I operations, the stockpile will accommodate about two average
shiploads at a time. With 18 to 20 turnovers this would support less than 2
MTPA and require the average handling rate of about 2 rakes a day. On the other
hand, it can be argued that by increasing the rake loading rate to about 5 a day
on an average, two average ship loads can be handled in twice the mean inter‐
arrival time between 84 average sized ships carrying 4.6 MTPA. However, with
random ship arrivals for multiple users and variation in dispatch operations it
would not be sustainable without higher buffer storage. With the initial buffer
storage it would be sufficient to plan for loading a rake in about 5 hours without
attracting demurrage. The reclaim rate in Zone A is proposed as 1800 TPH to
load a rake in about 2 hours leaving adequate additional time for rake
placement/removal and switching of locomotive and brake van as required.
The stockpiles planned in Zone A do not have adequate length to effectively
utilize linear stacker reclaimers. On the other hand, circular stockpiles would not
be suitable for the scale of operation required and leave the area underutilized.
To achieve the required reclaim rate either three shovels preferably with clamped
bottoms, or “bull clamps” may be used or sufficient numbers of Excavators/
Payloaders of required capacity shall be used for loading the hoppers and down
stream conveyors for evacuation of coal. In this case, payloaders and dozers will
be used in combination to bring material within reach of the reclaim equipment.
The shovel would be typically located close to a hopper straddling the reclaim
conveyor, where it will discharge the material picked up from the stockpile.
Shovel with sufficient capacity of bucket would be able to transfer about 600
TPH (average) with a 30 second cycle. Three such shovels would be deployed to
achieve the rated capacity of the reclaim belt conveyor carrying the coal to a silo
for rapid in‐motion loading.
Zone B has the advantage of adequate length and width for a linear stockpile
served by a rail mounted stacker/reclaimer with higher capacities for storage and
reclaim. Stacker / Reclaimer equipment is considered for Zone B area. The
Stacker/ Reclaimer equipment will be use for stacking the material and also for
reclaiming the material and loading the silo. The stacking rate of equipment
considered is 5000 TPH rated capacity to match with the unloading rate of berth
equipments. The In motion wagon loading system will load the rake of 3600 MT
capacity in about one hour time. For other operation apart from loading i.e.
placement and removal of rake, switching of locomotive and brake van removal
will also takes some additional time. To complete all operations about two and
half to three hours is required. Reclaiming capacity considered as 2500 TPH is
adequate to complete the in motion wagon loading operation in stipulated time
period with out any demurrage.
As the entire area is divided into two parts i.e. zone A and zone B, there is
always flexibility available for simultaneous stacking and reclaiming operation.
In case of captive requirement or other industrial development in near by region,
the coal requirement will be increase. To meet those eventualities we are keeping
provision for second Stacker/ Reclaimer and second yard conveyor on the same
track for the faster evacuation of coal.
6.2.16 LAYOUT
Considering the fact that the back‐up area is available in two discrete zones and
initial operation is contemplated with Zone A only and subsequently in Zone B.
The layout of zone A & zone B along with respective storages capacity and
equipment arrangement are shown in Drawing No. AMPTPL‐DPR‐01‐2010‐R0
(Annexure A)..
The material flow diagram for entire coal handling operation is shown in
Drawing No. AMPTPL‐DPR‐02‐2010‐R0 (Annexure A). The relevant sections of
berth and back‐up yard are also shown in drawing mention below.
• Cross‐section of berth along with ship un‐loader, berth conveyor. – Drawing
No. AMPTPL‐DPR‐03‐2010‐R0 (Annexure A).
• Cross‐section of zone A – Drawing No. AMPTPL‐DPR‐04‐2010‐R0 (Annexure
A)
• Cross‐section of zone B – Drawing No. AMPTPL‐DPR‐05‐2010‐R0 (Annexure
A).
Coal stack Yard has to be designed for a storage capacity 276500 MT. The area of
Zone A (behind of the berth) is 40540 m² and the area behind the Iron ore stack
yard is 57000 m² layout consider a pair of slewing‐luffing rail‐mounted crane
with separate rail‐mounted hoppers based on the lower initial cost, faster
delivery and standardization across
An in‐motion wagon loading arrangement with conveyor connectivity has been
planned at the location indicated in the railway corridor proposed by Mormugao
Port Trust. The limited truck loading capability can be served by using pay
loaders and will require road connectivity to both zones.
Conveyor profiles for the in motion wagon loading sytem in Phase I
development are shown in Drawing No. AMPTPL‐DPR‐06‐2010‐R0 (Annexure
A).
The key conveyor design parameters are summarized in below mention Table.

Table 6‐10 Summary of Key Conveyor Design Parameters
Sr. Conv. Rated Length Lift* Belt Belt Motor*
No. No. capacity (m) (m) Speed Width (kw)
(TPH) (m/s) (mm)
1 CR – 1 5000 250 1.5 4.3 2000 1x350
2 CR ‐ 2 5000 160 27.0 4.3 2000 2x350
3 CR – 3 5000 92 9.5 4.3 2000 1x350
4 CR – 4 5000 155 5.0 4.3 2000 1x300
5 CR – 5 5000 181 5.0 4.3 2000 1x300
6 CR – 6 5000 115 12.6 4.3 2000 1x450
7 CR – 7 5000 60 0 4.3 2000 1x180
8 CRD – 1 5000 405 8.9 4.3 2000 2x300
9 CD – 1 1800 120 7.75 3.4 1400 1x180
10 CD – 2 1800 41 6.5 3.4 1400 1x125
11 CD – 3 1800 120 12.6 3.4 1400 1x180
12 CD – 4 1800 585 26.1 3.4 1400 1x450
13 CD – 5 5000 178 40.6 4.3 2000 2x500
Sr. Conv. Rated Length Lift* Belt Belt Motor*

No. No. capacity (m) (m) Speed Width (kw)
(TPH) (m/s) (mm)
14 CD – 6 5000 75 14.6 4.3 2000 1x400
* Lift & power mention in table are preliminary and will be finalised during
detailed engineering.
6.2.17 FLOW DIAGRAM
The enclosed flow diagram shows material flow in the system. Ocean playing
vessels, carrying the coal arrive at Port.
Coal are being unloaded by rail mounted mobile harbour crane. Berth is
equipped with 2 nos of rail mounted mobile harbour crane of 1750 TPH free
digging capacity each. MHC will unload the material in to rail mounted mobile
hoppers. There is dedicated mobile hopper of about 100 T storage capacity for
each MHC. The Mobile hopper with flow control feeder will transfer the coal on
berth conveyor CR‐1.
Conveyor CR‐1 discharge on to Conveyor CR‐2 in Transfer Tower CT‐1.
Conveyor CR‐2 discharge on to Conveyor CR‐3 in Transfer Tower CT‐2.
Conveyor CR‐3 discharges on to conveyor CR‐4 at Transfer Tower CT‐3 with
fixed tripper and on Conveyor CR‐5 or CR‐6 at Transfer Tower CT‐5 with
movable head arrangement.
Conveyor CR‐4 & CR‐5 are the traveling tripper conveyor and discharge in back‐
up yard behind the berth from Transfer Tower CT‐3 & CT‐5 respectively.
Yard conveyor CD‐1 discharge on to Conveyor CD‐2 in Transfer Tower CT‐4 by
3 nos. of fixed hopper.
Conveyor CD‐2 discharge on to Conveyor CD‐3 in Transfer Tower CT‐5.
In Phase I material will move directly to silo for rail loading. Conveyor CD‐3
discharge on to Conveyor CD‐4 in Transfer Tower CT‐6.
For truck loading system, provision will be kept in Transfer Tower CT‐6.
Conveyor CD‐ 3 will discharge also in silo for truck loading.
Conveyor CD‐4 discharge onto Conveyor CD‐5 in Transfer Tower CT‐9.
Conveyor CD‐6 discharge into Silo for wagon loading.
In Phase II, after developing the Area C (behind Iron ore stack yard), one
additional conveyor CR‐ 6 from CT‐5, discharge on CR‐7 in Transfer Tower CT‐6.
This conveyor will also discharge in second silo for truck loading.

Conveyor CR‐7 will discharge in Conveyor CRD‐1 in Transfer Tower CT‐7.
CRD ‐1 is the receipt and dispatch conveyor. Stacker / Reclaimer is mounted on
the same conveyor and use for the stacking and reclaiming of material.
Conveyor CRD‐1 discharge on to Conveyor CD‐5 at Transfer Tower CT ‐8.
Conveyor CD‐5 will discharge into Conveyor CD‐6 at Transfer Tower CT‐9
which finally discharging into the Silo for wagon loading.
6.2.18 WAGON LOADING SYSTEM
As the majority of the cargo should be dispatch through railway, mechanized in
motion wagon loading system is consider. The loading system consists of buffer
storage silo, pre weigh bin silo along with load sensor and loading spout.
Generally the loading operation of each rake will require about one hour time
with this proposed facility. Considering the all other operation i.e. placement of
rake, detachment of loco, break van operation about three hours is required to
complete the whole operation. During the loading operation the rake is moving
with speed range of 0.6 – 0.9 Km per hour. Generally before the arrival of rake
silo will be filled and kept ready for loading operation. The buffer storage
capacity of silo considered is equivalent to one rake load.
6.2.19 TRUCK LOADING OPERATION
As per the concession agreement maximum 1 MTPA cargo can be dispatch by
trucks. The truck loading operation will be carried out with pay loader and other
earthmoving equipments. Sufficient road corridor is provided all along the coal
storage yard for the movement of trucks.
6.2.20 MECHANICAL HANDLING EQUIPMENT
6.2.20.1 UNLOADER
• Type : Rail mounted grab operated mobile harbour cranes
• Rated Capacity : 1750 TPH
• Quantity : 2 Nos
• Track Center : 13 m
• No. of cycles (max.): 40 Nos
• Rail Size : CR100
6.2.20.2 STACKER/ RECLAIMER & RECLAIMER
• Rated Capacity : 5000/2500 TPH
• Quantity : 1 No
• Track Center : 8 m
• Rail Size : CR80
6.2.20.3 IN MOTION WAGON LOADING SYSTEM
• Rated Capacity : 1 wagon load in 60 second
• Quantity : 1 No
• Rake speed: 0.6 – 0.9 Km/hr
• Silo storage capacity: 1 rake load
• Type of chute : swing chute
• Gate operation : Hydraulic
6.3 FIRE FIGHTING SYSTEM
Fire fighting system of the terminal shall be planned, implemented and
maintained as per best industry norms considering the size of the facility. It shall
conform to Tariff Advisory committee’s Guidelines and meet the relevant codal
provision. System would comprise Fire pump house, Hydrants network, water
storage Tank, Pumping stations with standby arrangements. Fire station cum
Pump House shall be located nearer the stack pile in Area C (Behind the Iron Ore
stack Yard) to provide cover to the equipment and ship along side berths. Water
pipe line for berthing face shall preferably be routed through conveyor gallery.
Pipe line shall be supported at regular interval.
The system of fire lines and hydrants will be designed to ensure that adequate
quantity of water is available at all times, at all areas of the facility where a
potential fire hazard exists. Each hydrant connection will be provided with
suitable length of hoses and nozzles to permit effective operation.
The hydrant system will consist of interconnected ring mains to cover the facility.
Adequate ancillary arrangements with jockey pumps, pressure switches, etc. will
be provided to maintain the required pressure in the hydrant system. Jockey
Pump operation will be automatic.
Fire hydrant system shall be design to meet at a time two point fire in the entire
area which can be either at berth and back‐up yard or at back‐up yard. Plain
water fire fighting system is considered for this facility. Critical water storage
facility shall be based on the hydrant system.
6.4 DUST SUPPRESSION SYSTEM
Dust suppression system will be provided at the stockpiles and the head ends of
the conveyors at transfer points to control the dust generated during operations.
Spraying the stockpile will be carried out with spray guns operating at about 9
bar pressure. A ground storage tank of adequate capacity and a dedicated
pumping system shall be exclusive facility to the coal stack yards.
The volume of water sprayed on the stockpile shall have to be assessed on site
based on rate of evaporation. Frequency of spraying would also depend upon
the ambient conditions and moisture content of the coal and also on the
frequency of the operation.
Dust suppression system at back‐up yard is design in such a way that whole
storage area is covered with overlapping of spray area. At about every 45 meter
sprinkler nozzles will be provided. These high capacity nozzles will cover the
entire coal storage area. The stock pile sprinkling operation is automatic and
control from the central control room with manual override facility. Each nozzle
shall be connected with solenoid operated valves.
7 ENGINEERING MARINE CIVIL WORKS
7.1 INTRODUCTION
Marine civil works includes construction of 300.0m long berth along with land
reclamation behind the berth. The proposed berth is an open type structure
consisting of 4 rows of pile and deck slab. Considering the needs of further
deepen the approach channel and harbour basin, the berthing structure will be
design for receiving cape size vessel drawing a draft of 16.0m.
7.2 SCOPE OF WORK
The Scope of Work is as follows:
(a) Design and Construction of the Coal Berth (Berth No. 7) 300.0 m long
comprising a R.C. Deck supported on large diameter R.C. bored cast
in situ piles. The Berth is to be aligned with the existing berths nos.
5A & 6A and 8. Mooring dolphins & breasting dolphin of the
adjoining existing Berth no 8 are integrated with the proposed berth
no 7.
The levels for the proposed berth are as follows:
• Design deck Level ‐ (+) 4.80 m CD
• Design Dredge Level ‐ (‐) 16.50 m CD
Initially dredge level is (‐) 14.5 m CD, however for design dredge
level up to (‐) 16.5 m CD has been considered. The datum levels for
all works are referred with chart datum.
(b) Design and construction of rubble bund on the rear side of the berth
with its sea side slope under the berth which is stable under the
given geotechnical & environmental site conditions shall provide
continuous connectivity to backup yard and also act as a slope
protection.
(c) Design and Construction of Drainage system along with R.C.C.
Chambers at the Junction of the existing underground drain at the
locations of the bends and its proposed extension.
(d) After installation of the Drains area over the drainage trench is to be
filled up.
68 engineering marine civil works
(e) Design and Construction of Bunkering lines and Fire Fighting
system.
(f) Design and Construction of a service trench as per requirements.
7.3 SITE INFORMATION
7.3.1 GENERAL
The following site information is key significance for the basic design which is
based on the data currently available.
7.3.2 OCEANOGRAPHIC INFORMATION
7.3.2.1 WAVES
Mormugao Harbour is sheltered from the waves by the Mormugao Headland
and the existing breakwater. Design operating wave height inside the harbour is
around 0.5 m with wave period varying from 8 to 12 seconds.
7.3.2.2 CURRENTS
Currents in the area of the proposed berth are of the order of 0.3 to 0.4 m/sec.
7.3.2.3 TIDES
Based on the Indian Naval Hydrographic Chart No. 2020, the tide levels with
respect to Chart Datum (CD) at Mormugao harbour are as follows:
• Higher High Water Spring (HHWS) ‐ + 2.30 m CD
• Mean Higher High Water (MHHW) ‐ + 1.90 m CD
• Mean Lower High Water (MLHW) ‐ + 1.80 m CD
• Mean Higher Low Water (MHLW) ‐ + 1.00 m CD
• Mean Lower Low Water (MLLW) ‐ + 0.50 m CD
• Mean Sea Level (MSL) ‐ + 1.30 m CD
7.4 GEOTECHNICAL INFORMATION
M/s Fugro Geotech Ltd. has carried out Geotechnical Investigations at the
proposed site for the development of Berth No.7 during the period February –
March 2008. The Detail on soil investigation has been given in chapter ‐ 5
7.5 SEISMIC CONDITIONS
Mormugao falls under Zone III as per the seismic map of India shown in IS:
1893‐2002.
7.6 DESIGN LOADING CRITERIA
The basic loads to be considered for the design of the various components of the
berth are as follows:
7.6.1 DEAD LOADS
The following unit weights shall be used in the design to assess dead loads, i.e.,
permanent loads due to self‐weight of the members.
Mass Concrete 24.00 KN/m3
Reinforced Concrete 25.00 KN/m3
Structural Steel 78.50 KN/m3
Seawater Density 10.05 KN/m3
7.6.2 LIVE LOADS
1. Live load ‐ 3 t/m2
2. 50% of the live load is to be considered with seismic load
3. Loading from a 40T capacity crane, pay‐loader
4. Conveyor Loading.
5. Vehicular loading ‐ IRC Class A, AA (Wheeled/Tracked) / 70 R vehicles
shall be considered
6. Ship Unloader Load (Mobile Harbour Crane).
7.6.3 DESIGN VESSEL SIZES FOR BERTHING AND MOORING FORCES
All the vessels available between range 20000 DWT to 1,60,000 DWT shall be
considered. Details of the vessels available are as below:
20,000 DWT Vessel
Depth Moulded 12.70 m
160,000 DWT Vessel
Depth Moulded 20.40 m
7.6.4 BERTHING LOADS
Maximum Berthing Energy for the above range of vessels is 119 TM. The berth

shall be designed for a maximum reaction of 200 T.
7.6.5 MOORING LOADS
Mooring load of 200 T shall be applied as per IS 4651 (Part III) 1974.
7.6.6 EARTHQUAKE LOADS
Earthquake loads shall be adopted as applicable for the site as per IS 1893‐2002
mention in section 6.2.5. Design horizontal seismic coefficient shall be evaluated
as per IS 1893‐2002
Importance Factor I 1.50
Zone Factor Z 0.16
Response reduction factor R 3.00
7.6.7 DYNAMIC LOADS
Dynamic loads and impact factors shall be considered as per IS: 4651 (Part‐Ill).
No impact factor shall be considered for calculating pile loads when unloader is
operating.
7.6.8 LOAD COMBINATION
The above loads with appropriate load combinations, as per IS 4651 (Part 4): 1989
have been applied on the different components of the berths.
7.6.9 MATERIAL PROPERTIES
The following grade of concrete and steel shall be used for various elements of
the berth:
Grade of Concrete
For Substructure M 40
For Superstructure M 35
Grade of Steel Reinforcement
For Substructure Fe 500
For Superstructure Fe 500
7.7 STRUCTURAL CONFIGURATION
M/s Adani Mormugao Port Terminal Private Limited (AMPTPL) have been
selected as the developer for a Second Coal Terminal having a minimum capacity
of 4.4 MTPA on a Design, Build, Finance, operate & transfer (DBFOT) basis, in
between South West Port Ltd. (Berth No. 5A & 6A) and Oil Berth (Berth No.8) at
Mormugao.
7.7.1 MAIN BERTH
Coal Terminal has a total berth area of 300.0 m long x 28.0 m wide approximately
comprising a R.C. Deck supported on R.C. bored cast in situ piles of 1300 mm
and 1200 mm diameter as shown in the Drawings. The Berth is to be aligned
with the existing berths nos. 5A & 6A and 8.
Initial dredged level at this berths needs to be (–) 14.5m CD, however the dredge
level (–) 16.5m CD has been considered for design.
Basic engineering of the proposed berthing structure has been carried out based
on the design criteria established above. In view of the required width of the
berth, a number of vertical piles have been provided. It is observed that these
piles would also be adequate to resist the lateral forces and therefore the use of
raker piles is not considered. The marine pile for the berth shall be constructed
using standard cantilever type gantries resting on the constructed pile bents
while executing the next pile bent. The pile shall be designed for combined
vertical and horizontal loads and shall require socketing in hard rock.
For achieving a faster and convenient construction the proposed scheme
envisages a partly precast and partly in situ construction. The precast concrete
forms a shuttering cum structural element while the in situ concrete ensures
monolithic connections at all junction. In this way both the desired aim of a
marine construction – namely to minimize a requirement of shuttering in sea
water and secondly to ensure adequate and safe robust monolithic connections
integrating the structural element as a single unit are achieved.
The bed underneath the deck would be prepared to 1:1.5 slope and pitching
works will be carried out to ensure stability of the same. The conveyor gallery
will be provided in front Grid. Bollards and rubber fenders will be provided @
24m c/c along the berthing face. A provision is to be made for bunkering line,
jetty washing system and power supply trenches. The crane rails are provided at
a spacing of 13m c/c to match the rail span of the ship loaders/unloaders as
shown in the Drawings.
7.7.2 DREDGING AND RECLAMATION
The reclamation behind Berth No.7 will be extended up to the back of Berth No.
7 so that there is a continuous access to the berth. The reclamation shall have a
sloped face below the berth. The sloped embankment shall be protected by rock
armour.
The reclamation in the sea will be carried out by first construction 10M wide
embankment along the existing shore line leaving gaps where required, between
the existing shore embankments and the proposed reclamation embankment.
These gaps will be filled‐up after the construction of diversion work on the
existing drains completed as shown in drawing.
The dredging of the top soft clay will start immediately after the construction of
the embankments will sink as the soft clay is removed. However, the sinking
shall be made good by dumping of the additional fill material from shore. The fill
material will be placed from shore towards the sea, so that it also displaces the
soft soil pushing it towards the sea, thus, helping the dredging operation. It is
important that the fill material is in the form of laterite stone varying 9” to 4” size
so that it will prevents from washing away by tides.
The dredging which will involve about 3 lakhs m³ of soft clay should be
completed prior to start the pilling work of the berth.
The dredged soil will be dumped in MPT’s dumping ground with their prior
permission.
7.7.2.1 DREDGING AND RECLAMATION METHODOLOGY
1) PRESENT SCENARIO
The area A1, A2, A3 and A4 are earmarked by MPT (as shown in Fig. 7.1) for the
development of the berth no. 7 and its immediate back‐up yard.
Area A2 is already on reclaimed land whereas area A4 is meant for diverting and
extending the existing drain outfall up to the sea. Hence, the area concerned
under proposed dredging and reclamation activity is mostly areas A1 and A3.
Figure 7‐1 Location of Proposed Berth No. 7 and Immediate Back‐up Yard

2) SEA BED LEVEL
The average seabed level in most of area A1 and A3 is around (‐) 6.0m CD,
whereas the level gradually reaches to a level of around (‐) 12.0 m CD in front of
the proposed berth no. 7.
3) SUB‐SOIL PROFILE
The available Sub‐Soil Investigation data (Report 215/08 of M/s. Fugro) reveals
that there is a 7.0 to 7.5 m deep very soft marine clay deposit (with SPT values
varying between 2 to 6) immediately beneath the seabed followed by 6.0 m deep
stiff clay (with SPT values varying between 12 to 40). Beyond (‐) 20.0 m CD, a 5.0
to 6.0 m deep hard clay (with SPT refusal) is followed by Basalt bed rock.
4) DREDGING
As per the present condition as indicated in earlier paragraphs, the requirement
of dredging activity is identified and further bifurcated into two parts based on
its ultimate purpose.
• Dredging in front of the proposed berth no. 7 to achieve the desired
design draft level of (‐) 16.5m CD.
• Dredging of 7.0 to 7.5 m deep soft marine clay in the Area A1 to ensure a
stable foundation base for the immediate back‐up yard as well as to
nullify any post construction settlement.
The portion in between the aforesaid two areas will follow a gradual slope as per
the natural angle of repose of the material encountered at that depth.
Dredging will be executed by Orange‐Peal Grab mounted on crane barge of
appropriate capacity. The dredged material will be accumulated in a hopper
barge and will subsequently be transported and dumped at the dumping area in
the open sea designated by the Mormugao Port Trust authority.
5) PROTECTION BUND
As the dredging activity is envisaged in the Area A1 to remove the existing top
soft marine clay deposit, the need is identified to protect the existing
development on three sides of the Area A1 prior to the commencement of the
dredging. As a protection measure, Rubble Mounted Bund made of Lateritic
Stones is proposed with suitable offset from the existing peripheral development.
The size of the stones will be 75 mm to 300 mm with 75% of the material being
more than 200 mm size. The protection bund is proposed with 10.0 m top width
at (+) 4.8 m CD and 1 (H) : 1 (V) side slopes. This bund will also serve as a
primary access to the marine construction front. The higher sizes of lateritic
stones are carefully considered to ensure the displacement of the existing soft
marine clay beneath the protection bund. This well anticipated forced
displacement of soft clay and resulting settlement will be made good by
providing additional lateritic stone at the top and on the slope of the bund.
6) RECLAMATION
The reclamation within the peripheral protection bund of Area A1 is planned in
two phases.
• Reclamation with suitable material from the proposed dredged depth of
around (‐) 13.5 m CD (anticipated bottom of existing soft marine clay
deposit) upto a level of (+) 3.8 m CD.
• Compacted murrum layers at the top from (+) 3.8 m to a final level of (+)
4.8 m CD.
• Two alternative options are proposed for the reclamation within the
protection bund, which will be decided at site during execution to best
suit the construction sequence and overall time schedule.
• EITHER Reclamation with lateritic stones (of size 75 mm to 300 mm with
75% of the material being more than 200 mm size) in sequence with the
progressive dredging from the shore towards the sea.
• OR Completion of the dredging within the protection bund followed by
Construction of a bund with lateritic stones (of size 75 mm to 300 mm)
just behind and parallel to the proposed Berth No. 7 and then
subsequently reclaiming the inside portion with suitable material like
sand, mine waste or any other equivalent.
7) SEQUENCIAL PLANNING
The aforesaid entire dredging and reclamation activity is planned in a sequential
manner to protect the existing facility in the periphery as well as to speed‐up the
construction to suit the project time schedule. The proposed sequence of
activities is as follows.
• Construction of the peripheral protection bund by end‐on‐dumping
method with designed sizes of lateritic stones.
• Dredging of the soft clay from the Area A1 upto the desired level
(bottom of existing soft marine clay deposit) from the shore towards the
sea.
• Rectification of the deformation of the protection bund due to the
displacement (as explained earlier) with additional end‐on‐dumping of
lateritic stones at the top and on the slope of the bund.
• Sequential reclamation with lateritic stone within the peripheral
protection bund of Area A1 as the dredging progresses from the shore
towards the sea. OR reclamation as per the alternative methodology as

elaborated earlier.
• Dredging in front of the proposed berth no. 7 to achieve the desired
design draft level of (‐) 16.5m CD.
8 ENGINEERING OF CIVIL WORKS IN BACK UP AREA
8.1 GENERAL
The design basis for civil engineering work shall be in accordance with this
document. Detailed instructions on such aspects as are not indicated herein shall
be as per the latest Standards, Codes & Recommendations of the Bureau of
Indian Standards Specifications / Indian Road Congress and Specifications
published by Ministry of Road Transport and Highways (MORT&H). In the
absence of suitable IS Specification and Codes of Practice, other recognized
International Standards, Codes and Practices may be used.
All structures shall be designed for the most critical combinations of dead loads,
live (imposed) loads, equipment loads, crane loads, wind loads, seismic loads,
forces developed due to differential settlement and any other loading conditions
which can occur during the design life of the facility.
8.2 DESIGN PARAMETERS
8.2.1 DEAD LOADS (DL)
Dead loads on the structure shall include self weight of the structure with
flooring, finishing, fixtures, partitions, wall panels and all equipment supporting
structures, weight of equipment etc. including all likely dead loads to be
experienced by the structure during its life time.
Loads given in IS: 875 (part‐I) shall be made use of for unit weight of materials.
8.2.2 LIVE LOADS (LL)
Imposed loads in different areas shall include live loads, dust loads, minor
equipment loads, cable trays, small pipe racks / hangers, erection loads,
operation/ maintenance loads, etc. The loads considered shall not be less than
that specified in IS:875 (Part II).
Reduction of L.L shall be made in accordance with the provisions of IS:875 and
IS:1893
Note: Higher of erection load and live load for any particular area shall be
considered for design.
78 Engineering of civil works in back up area
8.2.3 IMPACT FACTOR
Impact factor due to moving hoists etc. shall be 1.2 for electrically operated hoist
and 1.1 for hand operated hoists.
For floor beams directly supporting drive machinery like head end / tail end /
drive pulleys, motor, gear boxes etc. an impact factor of 1.5 shall be considered.
8.2.4 WIND LOADS (WL)
The design wind load shall be calculated as per provisions of IS: 875 (Part‐3).The
Basic Wind Speed for the project site = 39 m/sec
8.2.5 SEISMIC LOADS (SL)
Design for seismic loads shall be done in accordance with IS: 1893 – 2002. The
Seismic Zone for the project site is zone‐III
8.2.6 EARTH PRESSURE LOADS
Earth pressure for all underground structures shall be calculated using
coefficients of earth pressure (active/passive). Necessary load combination for
water retaining structure to get worst loading for design shall be considered.
In addition to earth pressure and ground water pressure, a minimum surcharge
load of 2000 kg/m2 at ground level shall be considered for the design of all
underground structures to take into account the vehicular traffic in the vicinity of
the structure.
8.2.7 LOAD COMBINATION
The structure shall be designed for worst combinations of loadings as per IS: 875
(Part – V) / IS: 1893.
8.3 ANALYSIS AND DESIGN
All the structures shall be designed as per the provisions indicated above and
relevant I.S. codes. The design of RCC structures shall be done as per IS: 456
using Limit state method and using appropriate design tables. Generally all Plant
buildings shall be of steel structure. Administrative buildings, amenity buildings,
electrical sub stations etc shall be of RCC framed structure.
RCC liquid retaining structure like water storage tanks/ sumps will be made leak
proof and designed as un‐cracked section in accordance with IS : 3370 (Part I to
IV) by using working stress method.
However, the parts of such structures not coming in contact with liquid may be
designed according to IS: 456.
8.4 FOUNDATIONS
8.4.1 TRESTLE / COLUMN FOUNDATIONS
Foundations for structures and equipments shall be proportioned to resist the
worst combination of loads and shall be designed as per the provisions of IS:
1904. As per Soil investigation report, isolated or strip foundations are
considered for light structures. For heavy structures, Pile or Mat foundations
have been envisaged.
8.4.2 STACKER TRACK FOUNDATIONS
The stacker track will be on pile foundation and bed will be hard paved.
However possibility of flexible foundation using pre‐cast concrete sleepers and
metal ballast shall be explored.
The depth of foundation shall be determined based on loadings on foundation,
safe bearing capacity at the founding level. The maximum allowable bearing
pressure for design of foundation shall correspond to values confirmed by result
of detailed soil investigation taking into account limits of allowable settlement
considered for design of structures and equipments.
8.4.3 MACHINE FOUNDATIONS
The design of machine / equipment foundation will be as per IS: 456 and IS: 2974.
Frequency and amplitude criteria shall meet the requirement as laid down by the
relevant codes or machine manufacturers.
Foundations of equipment subjected to dynamic loading shall be isolated from
adjoining floors / foundations to prevent propagation of vibration to adjoining
structures.
8.5 CONCRETE MIX
Minimum grade of concrete for all reinforced concrete work will be M25 or
higher grade if required for specific condition as per codal provision specified
other wise.
8.5.1 REINFORCEMENT
For all RCC works, the reinforcement steel to be adopted shall be as follows: ‐
i) HYSD – TMT Bars (Fe‐500) as per IS: 1786 ‐ 1985
ii) Mild Steel Bar as per IS: 432 (Grade)
Minimum cover to Reinforcement shall be as per IS: 456 – 2000
8.6 BRICK MASONRY
All masonry works will be designed in accordance with relevant IS Code as
applicable. Generally all brick walls shall be non‐load bearing walls of 1 brick
thick, except for minor structures which shall be 1 brick thick load bearing walls.
Partition non‐load bearing walls shall be of half brick thick.
8.7 PLANT ROADS
All main plant roads and approach roads to various structures from the nearest
main roads within the battery limits of the works handling area will be
bituminous roads.
8.8 STEEL STRUCTURES
8.8.1 GENERAL
Structures shall be designed such that they are economical, safe and meet the
functional & service requirements of the technological process for which they are
designed. The architectural planning of the buildings /galleries/ junction houses
shall be based on guidelines and requirements given in the specification /
Drawings.
The structures shall be designed conforming to the relevant safety regulations,
Factory Acts, Electricity Rules and stipulations of statutory bodies as applicable
to the project.
Natural ventilation shall be provided ensuring that it prevents rain water entry
into the building.
8.8.2 DESIGN PARAMETERS
8.8.2.1 CONVEYOR GALLERIES AND SUPPORTING TRESTLES
The effect of inclination of conveyors shall be taken into account for design of
structures. The inclination shall be as per conveyor layout.
End portal of gallery shall be designed to transfer all vertical and lateral loads to
supporting trestles / junction tower.
Loads due to temperature effect, if any, wind loads and effect of gravity take‐up
along with other loads combinations shall be considered for the design.
Conveyor galleries and trestles shall be designed considering both the conveyors
are working simultaneously, in case of twin conveyor system.
Cross‐over, if any, shall be provided only at the location of fixed trestles.
All over ground trestles shall be out of rolled ISMB / plated section.
The lattice girders supporting the conveyor shall be suitably braced at top and
bottom chord levels to transfer the wind load to the end portals connected to
trestles. Roof purlins and walkway runners shall be suitably braced at each end
to take care of effect due to inclination of gallery in case of covered gallery.
In case of conveyor galleries, temperature expansion joints consisting of twin
trestles shall be provided at intervals not exceeding 180m to divide galleries into
blocks. In each block, one/ two four‐legged trestles, as required from design
point of view shall be provided ensuring stability of structures in longitudinal
direction. These four‐legged trestle/trestles shall also take care of all longitudinal
forces to be considered in the given block.
Where conveyor gallery trestles have to be connected to junction towers or other
buildings, such connections shall be detailed such that the gallery trusses are free
to move/rotate in the longitudinal direction and no horizontal forces are
transferred to the building structures by providing either teflon pad bearings
/roller supports / pendulum supports.
For design of conveyor galleries, load due to cables, light fitting and water pipes
shall also be considered as appropriate along with other load combination.
Base plate for trestles shall be designed as gusseted base considering all axial
loads and moments. Shear lugs shall be provided below the base plate to take‐up
all horizontal loads.
Anchor bolts shall be designed for maximum uplift for the worst combination of
loads.
Walkway of conveyor galleries shall be of steel grating construction. No flooring
shall be provided under the conveyors. However, where the conveyors cross the
road/railway line a seal plate of 3.15 mm thickness to cater for a spillage load of
75 kg/m2 will be provided below the conveyor.
Walkway beams shall be adequate to satisfy the strength and deflection
requirements.
Toe guard shall be provided on sides of walkway as a safety measure.
Hand railing shall be provided on one side of walkways.
In case of covered galleries roof and sides shall be covered by GCS sheets. Sides
of conveyor galleries shall have 500 mm gap at the bottom and 250 mm gap at
the top for natural ventilation. 1.1 mm‐thick translucent sheets shall be provided
at sides at 10 m interval in staggered way.
8.8.2.2 JUNCTION HOUSES
Junction Houses shall be designed with structural steel framing satisfying
technological requirement
Design shall consider belt tension at starting condition with working
wind/seismic load in combination with other load cases.
Design shall also be carried out for the case of one belt at starting condition and
the other belt in running condition along with working wind/ seismic load in
combination with other load cases.
Chute loads on floors shall be evaluated duly considering the chutes are fully
plugged with material for its entire height.
Toe guards and hand railings shall be provided around the all clear openings.
All floors shall be of 6 mm o/p chequered plate construction resting over steel
beams. Maintenance platforms for gates and flow divider shall be of structural
steel and chequered plate construction.
Sides and roof shall be cladded with GCS sheeting with 1mm sheet on roof and
0.8mm onsides.
Stair case width will be 1000 mm.
Drive units shall be mounted on concrete pedestals for dampening the vibration.
8.8.2.3 GENERAL CONSIDERATIONS FOR CONVEYOR GALLERIES AND
JUNCTION HOUSES
Dynamic analysis shall be carried out for beams supporting screens, vibrating
feeder, rotating equipment, conveyor supporting beams in galleries and bridges.
The above beams shall be designed to avoid resonant frequencies and the ratio of
operating frequency to natural frequency shall not lie from 0.8 to 1.2.
Minimum thickness of gusset plate to be provided for connections shall be 8 mm.
Angle sections shall not be used as flexural members except for roof trusses,
purlins, side girts and walkway runners.
For axially loaded members in framework, minimum angle section to be used
shall be ISA50x50x6.
End connections for rolled beams and built‐up beams shall be designed for a
minimum of 80% of their shear capacity in addition to any axial load.
Moments due to eccentricity of floor beam connections shall be duly considered
for design of columns.
Minimum thickness of chequered plate to be provided shall be 6mm o/p.
Toe guards shall have a minimum depth of 150mm and a minimum thickness of
3.15mm.
8.8.2.4 HAND RAILING
Conveyor galleries shall have only top handrail out of 32 NB pipes of medium
class conforming to grade σst 210 of IS:1161‐1979 with threaded ends and
necessary bends, tees, elbows, sockets etc. and shall be located 1000 mm above
the walkway with supports on the verticals and diagonals of the gallery girder.
Hand railing in Junction Houses shall have two horizontal rails, one at 500 mm
and another at 1000 mm above the base level along with vertical posts spaced at
not more than 1200 mm centers. Top rail and mid rail shall be out of NB 32 and
NB 25 pipes of medium class respectively conforming to grade σst 210 of IS:1161‐
1979 with threaded ends and necessary bends, tees elbows, sockets etc. Vertical
posts shall be made of suitable IS angles.
However hand rail details are subjected to changes.
Where floor beams form part of the vertical bracing system, additional loads
from floor beams transferred to bracing shall be taken into consideration in the
design.
Minimum width of main staircase shall be 1000 mm. Minimum tread without
nosing shall be 250 mm. Maximum riser shall be 200 mm and they shall be
limited to 12 per flight. Staircases shall be provided with hand railing and steps
shall be made out of chequered plate 6mm o/p to carry a live load of 500
kg/m2.Stairs of infrequent use may be unto 700mm wide. Staircase will be made
out of gratings.
For any structural steel member, a minimum of 2 nos. 16 mm dia bolts of grade
ʺCʺ shall be used for permanent bolted connection and site welded connection.
8.8.2.5 TYPE OF CONSTRUCTION
All steelwork shall be of shop welded and site construction as far as possible
except the site connections for secondary members like purlins, side girts,
staircase, stringers, walkway runners of conveyor galleries etc. shall be bolted
construction.
8.8.2.6 MATERIALS FOR CONSTRUCTION
All structural steel plates shall conform to IS:2062‐ 1992, Fe 410W, Grade‐A for
thickness up to 20mm. Plates of higher thickness shall confirm to IS2062.F 4100
for grade B.
Structural steel rolled sections shall conform to IS: 2062‐1992, Fe 410, Grade‐A.
Electrodes for mild steel shall conform to IS:814‐1991. The electrodes shall be
chosen according to the welding procedure to be adopted and quality of metal to
be welded. The strength of weld metal and of the parent metal in the heat
affected zone shall not be less than that of parent metal.
Hexagonal head bolts & units shall generally conform to the property class as
specified in IS:1379 (part‐3) – 1991 as per design requirement unless otherwise
noted.
Size of permanent bolts shall not be less than M16.
Minimum size of fillet weld shall be as per recommendation of clause A‐2.1.8 of
IS:9595‐1980 except that the leg size shall not be lower than 6 mm. However, for
nominal fillet weld as required, for example, between chequered plates and their
stiffeners or supporting members, hand railing junction etc. the leg size shall not
less than 4 mm.
Hook bolts for corrugated sheet covering shall conform to IS:730‐1978,
Washers for corrugated sheet covering shall conform to IS:8896‐1978.
8.8.2.7 LOADS
DEAD LOADS
Dead load on the structures shall include self weight, weight of floor/roof
materials including all other likely dead loads to be experienced by the structures
during its lifetime.
LIVE LOADS
The following minimum live loads shall be adopted for design of
buildings/structures.
a) Flat roofs of Junction houses Accessible roof: @ 150 Kg/m²
Non‐accessible roof: @ 75 Kg/m²
b) Sloping roofs of Conveyor galleries As per IS:875 (part‐2)‐1987
c) Walkways of Conveyor galleries 400 Kg/m2 (300 Kg/m² live load + 100
Kg/m² spillage load /dust load) or a
moving load of 300 Kg whichever is
more severe.
d) Floors of Junction @ 500 Kg/m²
e) Equipment loads As per actual
f) Live load on Conveyor belt 1.6 times the design weight of Material
carried over the belt
g) Access platform and stairs @ 500 Kg/m²
h) Cable rack and Water pipe lines As per actual
i) Dust load ‐ Sloping roof of Conveyor galleries: @ 50 Kg/m²
Flat roof of Junction Houses: @ 75 Kg/m²
Floors at Junction house and gallery: @ 100 Kg/m²
Note: For conveyor galleries, either spillage load or dust load has been
considered.
WIND LOADS
Wind loads shall be calculated as per IS: 875 (part‐3)‐1987
SEISMIC LOADS
Seismic loads shall be calculated for Zone III As per IS:1893‐2002(part 1)
In case seismic governs, the design shall be carried out for seismic load in lieu of
wind load.
IMPACT FACTOR
a) Design of Monorails, Hoists etc.: 1.20
b) Design of Floor beams supporting drive machinery like head end/ tail end
drive pulley, motors, gear boxes etc: 1.50
LOAD COMBINATIONS
The worst load combinations due to dead load, live load, equipment load, wind
load/seismic load, belt tension etc. shall be considered as follows:
a) DL + LL
b) DL + LL + WL or DL + 0.5 LL + Sl
c) 0.8 x DL + WL ( for maximum uplift for foundation bolts only )
Note: Equipment load and load due to belt tension shall be considered under LL.
8.8.2.8 DEFLECTIONS
The deflection of various structural members shall not affect the smooth working
of conveyor system, junction Houses and Top housing of Blending silo and rapid
loading structure and shall not exceed the following limits.
a) Conveyor galleries: Span/500
b) Trestle supporting gallery in transverse Direction: Height/1000
c) Gallery cross beams directly supporting: Span/500
Conveyor short posts
d) Floor/roof beams of Junction House and walkway: Span/325
Beams of conveyor galleries
e) Floor beams directly supporting drive machinery: Span/500
Motor and gear boxes
f) Beams supporting brick walls: Span/400
g) Monorail track beams: Span/500
h) End portal of conveyor gallery girder: Height / 325
i) Frames of Junction towers & secondary crusher house: Height / 1000
8.8.2.9 DESIGN OF STEEL STRUCTURES
The design of steel structures shall be carried out as per IS: 800‐1984 and other
relevant Indian Standards. Where there is no Indian Standard in existence then
only the relevant BS or other recognized standards shall be used with prior
approval of the Purchaser.
8.8.2.10 PAINTING OF STEEL STRUCTURES
REQUIREMENT OF PRIMER PAINTS AND FINISHING PAINTS
Primer shall be compatible for epoxy finish paints. 80% zinc rich primer shall be
given at shop/site after the surfaces are sand blasted followed by second coat of
primer with epoxy polyamide miraculous iron oxide (EPMIO). The thickness of
primer coats together shall be 125 microns minimum (50 microns for every zinc
rich primer + 75 microns for EPMIO).
The first finish paint coat shall be with epoxy polyamide hi‐build paint of
maximum dry film thickness of 90 microns. The second finish paint coat shall be
with epoxy polyurethane paint of minimum dry film thickness of 35 microns.
Overall thickness of primer and finish paints shall be 250 microns minimum.
INSPECTION
All structures shall be offered for inspection at the fabrication shop before
painting. Material certificate for the fabricated structures shall also be provided.
ERECTION
Erection shall be carried out as per applicable standards, drawings,
specifications, and regulations. The erection tolerance shall be within the
standard specified limits.
8.9 DESIGN STANDARDS
The following standards and codes will be used in the planning and design of
the facility. These shall be the latest editions including all applicable official
amendments and revisions. In the event, an IS code referred to herein does not
indicate a specific requirement, then the provisions made under the relevant BS
codes, or any other relevant international standards will be used.
Table 8‐1 CIVIL
Sr. Codes Descriptions “ Code of Practice …”

No
1. IS:456 for plain and reinforced concrete
2. IS:875 of practice for design load (Part 1 to Part 5)
3. IS:1893 Criteria for earthquake resistant design of structures (Part 1 to 3)
4. IS:4651 for planning & design of ports & harbours (Part 1 to 5)

5. IS:1343 for pre stressed concrete
6. IS:800‐1984 for general construction in steel
7. IS:806‐1968 for use of steel tubes in general building construction
8. IS:2911 for design & construction of pile foundation
9. IS:2974 for design & construction of machine fdn.
10. IS:4000‐1967 for assembly of structural joints using high tensile friction grip
fasteners
11. IS:7205‐1974 Safety code for erection of structural steel works
12. IS:7215‐1974 Tolerance for fabrication of steel structures
SAFETY AND SECURITY
In the design and construction of the equipment all normal safety provisions will
be observed and the equipment will satisfy in every respect the statutory
requirements of the following:
a) Indian Factories Act
b) Indian Electricity Rules including Gujarat State Electricity Rules
c) Indian Electricity Act
d) Indian Dock Labourer’s Act
e) Tariff Advisory Committee as required
f) International Ship & Port Facility Security Code
Table 8‐2 Geotechnical
Sr.
Codes Descriptions “ Code of Practice”
No.
1 IS:1080 For design and construction of shallow foundations in soils
(other than raft, ring and shell).
2 IS:1498 Classification and identification of soils for general engineering
Sr.
Codes Descriptions “ Code of Practice”
No.
purposes.
3 IS:1888 Method of load test on soils
4 IS:1892 for sub‐surface investigation for foundation
5 IS:1904 for design and construction of foundations in soils: General
Requirements
6 IS:2720 Method of test of soils
7 IS:2911 for design and construction of pile foundation
8 IS:2950 for design and construction of raft foundation
9 IS:2974 for design and construction of machine foundation
10 IS:5121 Safety code of piling and other deep foundation
11 IS:6403 for determination of breaking capacity of shallow foundation
12 IS:8009 for calculation of settlements of foundations
13 ‐‐ Guidelines on soft soils stage construction method – RDSO
(Ministry of Railways).
9 ENVIROMENTAL ASPECTS
9.1 INTRODUCTION
All per the gazette notification Dt. 14th September 2006 of the Ministry of
Environment and Forest (MoEF), all port and harbour projects including the
expansion and modernization of existing projects or activities and change in
product mix, shall require prior environmental clearance from the Central
Government in MoEF on the recommendation of the Expert Appraisal
Committee in case of category ‘A’ and the State / Union Territory Environment
Impact Assessment Authority (SEIAA) in case of category ‘B’ projects. In the case
of port projects, when the cargo handling capacity is equal or more than 5 million
tons per annum, it is defined as category ‘A’ project and less than 5 million tons
per annum, category ‘B’ project. Development of berth no.7 has been defined as
Category ‘A’ project since the throughput is likely to cross 5 million tons per
annum after the first few years of operation. Hence, clearance will be obtained
from the MoEF.
9.2 REQUIREMENTS FOR OBTAINING CLEARANCES
Application seeking environmental clearance will have to be made in the
prescribed Form‐I including the Detailed Terms of Reference (TOR) addressing
all relevant environment concerns for the preparation of Environment Impact
Assessment (EIA) Report in respect of the project for which prior environmental
clearance is sought. The expert committee shall determine the TOR on the basis
of the information furnished in the prescribed Form I including TOR proposed
by the applicant. The TOR will then be conveyed to the applicant by the Expert
Appraisal Committee.
The EIA studies will cover an area of 10 kms radius within the project site. Major
aspects to be covered in the studies include;
• Physico‐Chemical Aspects
• Topography of the project area
• Major sources of water in the project area
• Ecological Aspects
• Ambient air quality
• Marine Water quality
91 enviromental aspects
• Ambient noise level
• Impacts due to Reclamation
The EIA report will be submitted to the MoEF with a copy to the State Pollution
Control Board. A public consultation may be necessary if so decided by the State
Pollution Control Board. In case any environmental concerns are expressed
during the public consultation, appropriate changes will have to be made in the
draft EIA and EMP and the final report has to be submitted to the Expert
Appraisal Committee.
The Expert Appraisal Committee will appraise the reports and recommend for
granting prior environmental clearance.
EIA Report is attached as Annexure F.
92
10 UTILITIES
10.1 POWER AND LIGHTING
Necessary power for the terminal facility will be purchased from Goa State
Government. The power requirement during the construction stage will be very
less. Port should be able to meet this requirement.
10.1.1 POWER DISTRIBUTION SYSTEM
Port will receive 33 kV power supply from supply agency in Substation‐1
through 33 kV (E) XLPE cables, which will be further stepped down to 6.6 kV to
feed coal handling system in Substation‐1.
Unloaders, stackers, reclaimers, conveyors and accessories will be fed from HT
power supply at 6.6 kV. LT power supply at 415V will be required for electrical
installations, Utility purpose, buildings and illumination, etc.
Phase wise power requirement has been described below:
Table 10‐1 LT load data sheet
PHASE ‐1 PHASE ‐II
Sr.
Total load Total load
No. Description Description
(KW) (KW)
1 Dust suppression 75 Dust suppression 75
2 Fire fighting (Dead load) Bat. Charger 10
3 Mobile Hopper (2 nos) 220 Scoop coupling 23
4 Vibrating feeder (2 nos) 50 Hoist 10
5 Movable head pulley 10 Welding socket 24
6 Traveling Tripper (2 nos) 60
7 Fixed hopper (4 nos) 300
8 Belt / Vibrating feeder (4nos) 100
9 Hydraulic gate (2 nos) 10
10 Swing gate (2 nos) 10
11 Magnet (2 nos) 50
12 Bat. Charger 10
13 Press 20
14 Scoop coupling 45
15 ACDB 20
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PHASE ‐1 PHASE ‐II
Sr.
Total load Total load
No. Description Description
(KW) (KW)
16 PDB 34
17 MLDB 275
18 Miscellaneous 100
19 IMWLS 100
Total Load 1509 142
Table 10‐2 HT load data sheet
Sr PHASE‐I PHASE‐II PHASE‐III
NO Total Total Total
Description Load Description Load Description load
(KW) (KW) (KW)
1 Conveyor CR1 300 Conveyor CR6 250 Reclaimer 600
2 Conveyor CR2 300 Conveyor CR7 250
5 Conveyor CR5 300 Conveyor CRD 450
6 Conveyor CD1 110 S/R‐1 600
7 Conveyor CD2 75
8 Conveyor CD3 110
9 Conveyor CD5 250
10 Conveyor CD6 500
11 Conveyor CD7 250
12 MHC (2 nos) 1600
Total Load 4345 2250 600
To meet the above load requirement Substation No‐1 will be required to be
installed. This Substation will have the provision to cater the load requirement of
all phases. In Phase‐1 following provisions will be made in Substation‐1
i) 33KV HT Panel Board ‐ This panel will be designed to meet load requirement of
all phases in this phase itself.
ii) 33/6.6KV Transformer ‐ In this phase two number Transformers will be
installed to meet load requirement of phase‐I loads, load
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of phase‐II and phase‐ III loads.
iii) 6.6/0.433KV Transformers – In this phase two transformers can be installed to
meet LT load requirement of Phase –I, & Phase.‐II loads.
iv) LT Panel and Associated Capacitor Panel‐ LT Panel will be designed to meet
the load requirement of phase‐I and phase‐ II.
v) Cabling and Bus ducts ‐ Cables and Bus ducts will be provided as per
requirement of Phase –I & Phase ‐II.
10.1.2 SUBSTATION‐1
Substation‐1 will feed load requirement of coal handling system, Except lighting
loads, all other major loads will operate on 6.6 kV power supply. Power
distribution system for coal handling system will be as per enclosed single line
diagram. Provision for future loads of 3rd phase is like one number Re‐claimer
has been considered.
10.1.3 CSS‐1
One CSS has been located near in‐motion wagon loading station to feed power to
equipment, lighting load of IMWLS and other miscellaneous LT load near the in‐
motion wagon loading station. Incoming power for CSS is coming from 6.6 KV
HT panel board of Sub‐station ‐1 through 6.6 KV (E) XLPE Cable.
10.2 LT POWER DISTRIBUTION SYSTEM:
LT power will be distributed by installing LT panels in substations and
distribution boards/sub‐distribution boards/ feeder pillars near load centers. LT
panel will be provided with Air Circuit Breaker (ACB) and moulded case circuit
breaker (MCCB) with suitable breaking capacities (50 KA/ 35 KA required as
fault level calculation). The rupturing capacity of miniature circuit breaker
(MCB) used in DB’s/SB’s/FP’s for further distribution will not be less than 10 KA.
10.3 STANDBY LT POWER SUPPLY
To meet the emergency power requirement DG sets with suitable capacity will be
installed in substations. 100% power backup will be considered for all
Emergency LT services of port during main power failure. The change over from
normal supply to DG supply will be automatic to ensure minimum interruption
of supply during power failure. UPS will be installed for backup supply for
computer system.
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10.4 ILLUMINATION
The illumination level in various areas will be maintained as mentioned below
and for other areas will be based on National Electric Code.
Area Lux Level
Administrative Office 300
Control Buildings 300
Transit sheds 150
Substation, pump houses, fire houses gate House and canteen 200
Work shops 200‐300
External illumination 20‐25
Stock pile Areas 10‐15
Conveyor galleries 10‐15
For internal illumination of office areas ceiling/wall mounted type fluorescent
fittings will be installed. For transit sheds high pressure sodium vapour fixtures
will be used. For illumination of street/road and conveyor galleries poles of
suitable height with HPSV fittings will be installed. Power supply will be made
available from suitably located feeder pillars.
10.5 CABLES
Power distribution at 33 kV will be done through 33 kV (E) XLPE aluminum
armoured cable directly buried in ground. To meet 6.6 kV load requirement 6.6
KV (E) XLPE aluminum armoured cables will be used. Cables will be laid on
cable trays, ducts, directly buried in ground and in trenches, etc. as per site
requirement.
LT power distribution to various services such as illumination, fire fighting, air
conditioning water supply etc. will be done through 1.1 kV grade PVC insulated
aluminum armoured power cables. Laying of cables will be done as per site
requirement.
10.6 EARTHING & LIGHTNING PROTECTION
Suitable lightning protection system will be installed as per the guide lines of the
IS: 2309.
An efficient earthing and lightning protection system will be designed to ensure
protection of men & material in worst of the weather conditions.
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All the equipments of substation and various other services will be earthed at
two points. There will be one earth grid formation using 50 x 6 mm GI strip and
all the equipment earthing will be connected to this earth grid. This grid will be
connected with number of GI plate electrodes. However, the neutrals of
transformers and DG sets will be earthed separately. Each neutral will be
connected to 2 nos. separate CU plate earth electrodes. Earthing system will be
designed as per IS: 3043.
For lightning protection separate earth pits will be provided.
10.7 POWER FACTOR IMPROVEMENT
Suitable rating HT capacitors with automated power factor correction

arrangement will be installed to maintain the overall power factor to 0.98.
10.8 DRIVES & PLC SYSTEM
PLC system will be installed to ensure safe and reliable operation of conveyors

and other facilities of port. PLC system will read the input, perform all system
logic, conduct online diagnostics, sequencing control and control the outputs.
All components of PLC will be designed for use in industrial environments
of high temperature, dust, vibration, humidity, electrical noise or other harsh
conditions.
PLC will be with self diagnostic capability and any fault detected will be
clearly and promptly annunciated by audio alarm and visual display.
For various motors of cranes and conveyors, suitable AC/DC drives will be used.
Drives will be able to signal the PLC if any of the parameters are gone off‐limit or
if there is any fault. The drives will be able to perform self diagnostic and retain
diagnostic information for future interrogation. The operation, basic diagnostic,
sequencing and interlocking functions for drives, except emergency protection
functions will be performed by programmable logic controller (PLC). The PLCs
will be able to inter communicate with each other.
PLC system will provide fault diagnosis with suggested remedial actions,
record of maintenance and information of preventive maintenance, etc.
Communication system comprising of fax machine, wireless sets, computers and
PA system with suitable capacities will be installed to suit the port requirement.
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10.9 WATER
Water is required at the port for the following activities:
• Supply to ships
• Supply to port staff and port users
• Pollution control and fire fighting purposes
• Environmental conservation and maintenance of greenery in the port
• Miscellaneous.
10.9.1 WATER DEMAND
Daily water demand of the port at peak demand is estimated to be 1138 m³. Out
of this the water for drinking and maintenance is about 33 m³ and balance 1105
m³ is for dust suppression system (1000 m³) and fire fighting system (105).
Summery of water requirement is tabulated below:
Table 10‐3 HT load data sheet
Sr Item Total Water Requirement
No (m³ / day)
1 Water requirement for Coal Stack yard 1000
Dust Suppression
2 Firefighting demand in stack yard area 75*
(Fire water tank capacity 500 Cum)
3 Potable Water Demand (400 persons @ 45 18
LPCD)
4 Fire water Demand for buildings 30
5 Water demand for washing and servicing 15
Total 1138
Total in MLD 1.138
* ‐ Water for firefighting is required only during the fire breakout and as per the
norms the required water will be available in fire water tank all the time,
therefore for calculation of daily water requirement of port 75 cum water is
considered towards daily fire water demand.
Jetty cleaning will be done with sea water.
10.9.2 SOURCE OF WATER AND WATER
MPT agreed to provide 0.50 MLD of recycled water which can be used for DSS.
The remaining raw water for port and back up use will be brought from Public
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Works Department; the water will be stored in underground sump of 1150 cum
capacity with partition for storage of fire and dust suppression system. Water for
potable and other purposes will be stored in reservoir of 50 cum capacity and
will be transferred to the over head tank of all the buildings.
10.9.3 WATER DISTRIBUTION SYSTEM
The material and size of pipe will be finalized after detailed engineering.
However tentatively 150 dia conveyance main for supply of water to the DSS and
FF storage tank and 80 mm dia water main envisaged for supply of water to tank
for other use. Similarly 200 mm, 150 mm and 80 mm dia pipe envisaged for fire
fighting, dust suppression and potable water distribution main.
10.10 SEWERAGE SYSTEM
Office building, canteens and other operational buildings are proposed to be in a
cluster, and the number of users is limited. Therefore, there is no necessity of
sewerage collection and treatment at one point. It is proposed to construct septic
tank with soak pit for each building of different size depending upon the
anticipated number of users. The tanks will be cleaned periodically with help of
browsers and the sewage will be disposed off.
10.11 STORM DRAINAGE SYSTEM
Drainage system is for disposal of precipitation inside the demarcated backup
and port area. However, the drainage system should also take care of the natural
drainage courses passing through the area either barring the outside water from
entering the premises and drain out the same through some other path or the
internal drainage shall be designed so as to take cars of the discharge of external
drain passing through the area.
The area drain can either be rectangular or trapezoidal surface drain or
underground drain with manholes at suitable interval of entry of storm water.
Present practice of MPT is underground drain. However, it may be beneficial to
have combination of surface and subsurface drain to optimize the land use and
effectively drain out the storm water. The details of drain with invert level etc
can only be worked out after detailed study of topography of the nearby area,
rainfall runoff analysis etc.
Primarily, it has been proposed to provide subsurface perforated drains with
inverted filter along the periphery of stockpiles to accumulate and transport the
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storm runoff and discharge the same to the dump pond, further on settlement of
the coal particles, the outlet from dump pond is connected to the primary drain
of the area. Secondary drains from different areas running along the road/
boundary will be connected to the primary drain at different locations depending
on the invert level. However, finally the primary drain will be discharged to the
sea. The primary drain may be combination of open/ covered/ subsurface drain.
The drainage system has to be further reviewed at the detailed engineering stage
once the exact runoff details available.
10.12 COMMUNICATIONS
Provisions will be made in the civil works for the installation of fiber optic data
and telephone cables by the installation of ducts and draw pits to allow
connection between the quay cranes, the operations building, the gate house,
Customs, and all other major installations. In general duct runs for data cables
will follow the main service routes.
10.13 FIRE FIGHTING SYSTEM
Fire fighting system of the port will be planned, implemented and maintained as
per best industry norms considering the size of the facility. It will conform to
Tariff Advisory Committee’s Guidelines and meet the relevant codal provisions.
System would comprise Fire stations, Hydrants net work, Fire Tanks, Pumping
stations with standby arrangements and requisite number of Fire Tenders. Fire
Alarm arrangements will be built in the design. One Fire Station cum Pump
House will be located on the Approach Bridge nearer the Berths to provide cover
to the Equipment and Ships along side Berths. One station will be located at a
suitable location in the proximity of the Storage areas. The firefighting system
will be detailed with overall fire fighting system of area.
The system of fire lines and hydrants will be designed to ensure that adequate
quantity of water is available at all times, at all areas of the facility where a
potential fire hazard exists. Each hydrant connection will be provided with
suitable length of hoses and nozzles to permit effective operation.
The hydrant system will consist of two or more interconnected ring mains to
cover the facility, each with its individual pump, located in a common pump
house. Adequate ancillary arrangements with jockey pumps, pressure switches,
etc. will be provided to maintain the required pressure in the hydrant system.
Jockey Pump operation will be automatic.
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The water supply to the hydrant system will be from an underground reservoir,
exclusively for the hydrant system. The capacity of the reservoir for the system
will be equivalent to the aggregate installed pumping capacity and for specific
duration of time applicable to the hazard classification.
In addition to the above hydrant system using fresh water, independent hydrant
systems with saline water will be provided at the berths to cater to any
emergency situation such as fire in ships. The fire fighting pump units in this
case will be diesel engine driven.
10.14 DUST SUPPRESSION SYSTEM
Dust suppression system will be provided at the stockpiles and the head ends of
the conveyors at transfer points to control the dust generated during operations.
Spraying the stockpile will be carried out with spray guns operating at 9 bar
pressure. A Ground storage tank of adequate capacity and a dedicated pumping
system will be exclusive facility to the Coal Stack Yards. Spray water will be
recycled by collection in peripheral trenches alongside the stockpiles leading into
a lined pond of designed capacity. After decanting and filtration the water will
be returned to the system. It is anticipated that recovery can be to the extent of 50
%.
10.15 MAJOR BUILDINGS IN THE PORT
Various buildings envisaged in the port complex are as follows:
• Administrative buildings including administrative office, officer’s amenities,
port operational buildings / offices and office space for major port users.
• Maintenance buildings, workshops, functional work stations in different port
operational areas and central fire station.
• Substations for power distribution of.
All operational and necessary back up staff will be located close to the port
terminals.
10.16 INTERNAL ROADS, PAVED AREAS, FENCING ETC
Internal road net work is planned on the periphery of the terminal area as well as
for interconnectivity between the Gate and Operational areas and port amenities
Buildings.
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10.17 ENVIRONMENT PROTECTION MEASURES
Environment protection measures, as recommended in the Environment

Management Plan which is part of EIA will be implemented in addition to Dust
Prevention and Control measures, Green belt development around the periphery
of the port area, Controlling the contaminated surface run off, entrapment of
contaminants in the Spray water run off, treatment of Domestic and municipal
sewage, safe disposal of municipal waste, noise control by proper traffic
management, security and safety measures, protection of local ecology etc.
10.18 GREEN BELT
A green belt will be developed around the periphery of the port terminal by
dense plantation of suitable trees and bushes as per Forest Plan. Open area
pockets inside the port not required for hard core operations will be landscaped
and greened. Avenue plantation will be undertaken by planting ornamental trees
and bushes along side internal roads.
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11 IMPLEMENTATION SCHEDULE

Project Schedule has been prepared as per the requirement of Appendix 5 of the
Concession Agreement. However, in the mutual benefits of both the parties, it
has been agreed between both the parties, all efforts will be put up by everybody
concern to reduce duration/prepone start of each and every activity which will
probable might lead to the early completion of the project.
Tentative Implementation Schedule is attached at Annexure G.
103 Implementation schedule
12 COST ESTIMATION
Cost Estimate for entire developments is as shown below. These are on basis of
current market prices & very approximate.
Table 12‐1 Statement of Project Cost

Statement of Project Cost
Sr.No. Particulars Description Amt. (Rs. Crs.)
Land & Site
1 Devlpmnt. Dredging & area develpt. Behind berth 32.92
2 Civil Works (Berths) Berth Construction 53.76
Civil Works (Bldgs. &
3 Utilities) Bldgs, roads, other utilities 16.10
2 Ship Unloader, 2.7 km conveyor,1
4 Plant & Equipment stacker reclaimer 207.04
5 Base Const. Cost 309.83
6 Service Tax at 10.3% 7.76
7 Contingency at 10% 31.76
8 Sub‐Total 349.35
9 Engg. & Consultancy Independent Engr., Howe etc. 9.66
Total PMC (Salary Salary and admin costs, incl. Overhead
10 +admin) costs 11.73
11 Total Base Cost 370.74
12 Lease Rent Rent to Mormugoa port trust 9.40
13 Finance costs Co. formation, Debt syndication & IDC 24.83
Grand Total Project
14 Cost 404.97
Means of Finance
Debt / Equity 70:30
Debt 283.48
Equity 121.49

104 Cost estimation
13 PROFITABILITY PROJECTION & FINANCIALS
13.1 PROJECT COST AND MEANS OF FINANCE:
The project Cost of developing the berth No. 7 at Mormugao Port Trust is as
under:
Table 13‐1 Project Cost of developing the berth
Sr. Particulars Amount
No. (in Crs.)
1 Land & Site Development 34.0
2 Civil works (Berths, Building & Utilities) 72.2
3 Plant & Machinery 211.3
4 Preliminary & Preoperative Expenses (includes engineering, 87.4
consultancy, Financial Cost & contingency)
Total 404.9
Means of Finance
1 Debt 283.4
2 Equity 121.5
D/E Ratio 2.33:1
The project is proposed to be funded with a Debt Equity Ratio of 70: 30, the debt
component works out to be Rs. 283.4 Crores and the Equity works out to be Rs.
121.5 Crores.

The profitability projections for the company has been worked out on the
following assumptions:
13.2 ASSUMPTIONS
13.2.1 CARGO ASSUMPTIONS:
• Commodity: Coal
• Projected Cargo: (escalated 12% p.a. subject to maximum 7.5 Million Tons
p.a.)
Table 13‐2 Cargo Assumption year wise

Particulars FY13 FY14 FY15 FY16 FY17 FY18 FY19
Cargo (MMT 4.5 5.0 5.6 6.3 7.1 7.5 7.5
P.A.)
105 PROFITABILITY PROJECTION & Financials
13.2.2 REVENUE ASSUMPTIONS:
• Terminal Handling charges‐
• Rs. 183 / MT (Base Year 2008‐09); As per the Rates in the Concession
Agreement. Factoring the escalation the rate works out to be Rs. 207/MT for
the first year of operation i.e. FY 2012‐13.
• Escalation : 60% of the Wholesale Price Index (assumed to be 6%); effectively
working out as 3.6% p.a.
• Berth Hire charges‐ Rs. 0.49/GRT/ Hr.
• Each ship is assumed to stay for 2 days for the port call.
• Storage charges‐ Rs. 2.5/MT
• Escalation : 60% of the Wholesale Price Index (assumed to be 6%); effectively
working out as 3.6% p.a.

13.2.3 EXPENSE ASSUMPTIONS:
• Revenue share with MPT – 20% of total revenue as per concession agreement
• License fees – For the allotted land:
o Rs. 4.30 Crores p.a. – calculated on the aggregate land area of the port
based on scale of rates of Mormugao Port Trust.
o Escalation : 2% p.a. as mentioned in the Concession Agreement
• Cargo handling cost
o Rs. 18 / MT (Base Year 2011‐12); Factoring the escalation the rate works
out to be Rs. 18.648/MT for the first year of operation i.e. FY 2012‐13.
o Escalation : 60% of the Wholesale Price Index (assumed to be 6%);
effectively working out as 3.6% p.a.
• Manpower – Rs. 1.1 Crores p.a.
o Escalation : 6% p.a.
• Power Cost
o Variable : 2.35 Unit/MT @ Rs. 5 per Unit
o Fixed : 15 MVA Rated load is factored.
o Escalation (For Variable Component): 60% of the Wholesale Price
Index (assumed to be 6%); effectively working out as 3.6% p.a.
• Insurance – 0.25% of Gross block of the assets of the first year of Operation.
• Repair & maintenance Cost on Gross Block of the assets of the first year of
Operation.
Civil Work – 0.3%
Equipment – 0.5%
Electrical Equipment – 0.5%
o Escalation : 6% p.a.
• Other Administration expenses – 0.35% of sales revenue.

13.2.4 FINANCIAL COST ASSUMPTIONS:
• Construction period of 2 years starts from 1st April, 2010 to 31st March, 2012.
• Debt Equity ratio is 2.33:1 with the upfront equity of 35%.
• Interest rate for debt is 10% p.a. during the construction period and
thereafter.
• The moratorium period for debt is 2 years after the end of construction period
and repayment of debt will be done within 8 years from the end of
moratorium period.
• Corporate Tax, MAT and Service Tax are 33.22%, 19.93% and 10.30%
respectively (As per latest Budget for Assessment year 2010‐11).

The projected profitability and the balance sheet are attached herewith.

Table 13‐3 Profit & Loss account

Profit & Loss Account ( Adani Mormugao Port Terminal Private Ltd) for the year ended on…………. (Amount Rs. in Crores)
Particulars 2012‐13 2013‐14 2014‐15 2015‐16 2016‐17 2017‐18 2018‐19 2019‐20 2020‐21 2021‐22
Throughput (in
MMTPA) 4.5 5.0 5.6 6.3 7.1 7.5 7.5 7.5 7.5 7.5
Revenue Realization
(Rs/MT) 223 230 238 246 255 263 273 282 292 302
Total Revenue 100.3 116.2 134.5 155.8 180.4 197.6 204.4 211.4 218.6 226.1
Total expenses 42.8 48.5 55.1 62.7 71.4 77.7 80.4 83.2 86.0 89.0
EBIDTA 57.5 67.7 79.5 93.1 109.0 119.9 124.0 128.2 132.6 137.1
EBIDTA margin (%) 57.4% 58.2% 59.0% 60.4% 60.7% 60.7% 60.7% 60.6% 60.6% 60.6%
Depreciation 17.1 17.1 17.1 17.1 17.1 17.1 17.1 17.1 17.1 17.1
Interest on RTL 28.3 28.3 26.6 23.1 19.5 16.0 12.4 8.9 5.3 1.8
Preliminary expenses 1.2 1.2 1.2 1.2 1.2 0.0 0.0 0.0 0.0 0.0
PBT 10.9 21.1 34.6 51.8 71.2 86.9 94.5 102.3 110.2 118.3
Tax 2.2 4.2 6.9 10.3 14.2 17.3 18.8 20.4 22.0 23.6
Deferred Tax
Provision ‐ 6.2 11.5 17.2 17.8 2.2 0.6 (0.6) (1.6) (2.3)
PAT 8.8 10.7 16.2 24.3 39.3 67.4 75.1 82.5 89.8 97.0


Table 13‐4 Balance Sheet
Balance Sheet ( Adani Mormugao Port Terminal Private Ltd) as on………….(Amount Rs. in Crores)
Particulars 2012‐13 2013‐14 2014‐15 2015‐16 2016‐17 2017‐18 2018‐19 2019‐20 2020‐21 2021‐22
Liabilities
Shareholders Fund
Equity share capital 121.5 121.5 121.5 121.5 121.5 121.5 121.5 121.5 121.5 121.5
Reserves & Surplus 8.8 19.4 35.7 59.9 99.2 166.6 241.7 324.2 414.0 511.0
Total Shareholderʹs Funds 130.3 140.9 157.2 181.4 220.7 288.1 363.2 445.7 535.5 632.5
Rupee Term Loans 283.5 283.5 248.1 212.6 177.2 141.7 106.3 70.9 35.4 ‐
Deferred Tax Liabilities ‐ 6.2 17.7 34.9 52.6 54.8 55.4 54.8 53.3 51.0
Total Liabilities 413.7 430.6 422.9 428.9 450.5 484.7 525.0 571.4 624.2 683.5
Assets
Gross Block 399.0 399.0 399.0 399.0 399.0 399.0 399.0 399.0 399.0 399.0
Less: Accumulated
Depriciation 17.1 34.1 51.2 68.2 85.3 102.4 119.4 136.5 153.5 170.6
Net Block 381.9 364.9 347.8 330.7 313.7 296.6 279.6 262.5 245.4 228.4
Cash and Bank Balance 27.0 62.1 72.7 97.0 136.8 188.1 245.4 308.9 378.8 455.1
Preliminary Expenses to
the extent not written off 4.8 3.6 2.4 1.2 ‐ ‐ ‐ ‐ ‐ ‐
Total Assets 413.7 430.6 422.9 428.9 450.5 484.7 525.0 571.4 624.2 683.5


Detailed Project Report for Development of Coal Terminal at Adani Mormugao Port

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Detailed Project Report for Development of Coal Terminal at Adani Mormugao Port

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Detailed Project Report for Adani Mormugao Port

10.18 GREEN BELT 102

Adani Group, a diversified conglomerate, has interests in various activities

2006-07 2007-08 2008-09 2006-07 2007-08 2008-09 2006-07 2007-08 2008-09

Mundra Port & SEZ

Adani Petronet Adani Adani

Yearwise Trend of cargoes handling at Mundra Port (in MT)

1.3 BRIEF DESCRIPTION OF DEVELOPMENT PLAN OF THE COAL

Sr No. Equipment Capacity Nos.

No. of Plots/ Area Storage Capacity

January 31.6 19.6

Month Average Maximum (ºC) Average Minimum (ºC)

May 33.0 26.3

4.3 INTEGRATED LOGISTICS COST ANALYSIS AND TRAFFIC

Source: i-maritime analysis

Source: i-maritime analysis

Source: i-maritime analysis

Tonnage Overall In m In m m

4000 100 15.4 7.0 6.3

6000 118 16.6 8.3 6.9

8000 130 17.6 9.5 7.4

10000 140 18.5 10.5 7.9

12000 150 19.4 11.2 8.5

15000 163 20.7 12.0 9.0

20000 180 22.8 13.0 9.7

25000 194 24.7 13.8 10.3

30000 205 26.5 14.3 10.7

40000 223 29.7 15.4 11.1

50000 235 32.5 16.2 11.6

60000 245 35.0 17.1 12.0

80000 259 39.2 18.8 12.6

100000 268 42.5 20.4 13.0

160000 280 45.0 16.0

Sr. Codes Descriptions

Sr. Conv. Rated Length Lift* Belt Belt Motor*

Maximum Berthing Energy for the above range of vessels is 119 TM. The berth

towards the sea. OR reclamation as per the alternative methodology as

Sr. Codes Descriptions “ Code of Practice …”

4. IS:4651 for planning & design of ports & harbours (Part 1 to 5)

Suitable rating HT capacitors with automated power factor correction

PLC system will be installed to ensure safe and reliable operation of conveyors

10.17 ENVIRONMENT PROTECTION MEASURES

Environment protection measures, as recommended in the Environment

10.18 GREEN BELT

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