Development of 1 Phase of Master Plan at Mormugao Port: Final Feasibility Report

DEVELOPMENT OF 1ST PHASE OF MASTER PLAN AT MORMUGAO
PORT
FINAL FEASIBILITY REPORT

MODULE 1
DECEMBER 2015
Feasibility Report for Development of 1st Phase of Master Plan at Mormugao Port
TABLE OF CONTENTS
1 EXECUTIVE SUMMARY .................................................................................................... 1
1.1 INTRODUCTION........................................................................................................... 1
1.2 TRAFFIC ANALYSIS..................................................................................................... 1
1.3 CONCEPTUAL PLAN ................................................................................................... 2
1.3.1 SHIFTING OF LIQUID CARGO HANDLING FROM BERTH 8 ............................. 2
1.3.2 CONVERSION OF BERTH 8, 9 & BARGE BERTHS ........................................... 2
1.3.3 DETERMINATION OF DESIGN VESSEL FOR BERTH 8 – COAL ...................... 2
1.3.4 DETERMINATION OF DESIGN VESSEL FOR BERTH 9- CONTAINER
CUM GENERAL CARGO ................................................................................................ 3
1.3.5 PORT CRAFT JETTY .......................................................................................... 3
1.4 REQUIREMENT OF DREDGING .................................................................................. 3
1.4.1 TURNING CIRCLE............................................................................................... 3
1.5 LIQUID CARGO HANDLING AT MOORING DOLPHINS .............................................. 4
1.6 LIQUID CARGO HANDLING AT BERTH 10 ................................................................. 4
1.7 COAL HANDLING AT BERTH 8 ................................................................................... 4
1.7.1 CAPACITY OF THE PROPOSED COAL BERTH 8.............................................. 5
1.7.2 MECHANICAL HANDLING FACILITIES AT PROPOSED COAL BERTH 8.......... 5
1.8 CONTAINER CUM GENERAL CARGO TERMINAL – BERTH 9................................... 6
1.8.1 CARGO HANDLING RATES AND CAPACITY OF BERTH - 9 ............................. 6
1.8.2 EQUIPMENTS FOR CONTAINIER CUM GENERAL CARGO TERMINAL........... 7
1.9 IRON ORE HANDLING AT BERTH 9A ......................................................................... 7
1.9.1 CAPACITY OF THE PROPOSED IRON ORE BERTH 9A ................................... 7
1.9.2 MECHANICAL HANDLING FACILITIES AT PROPOSED IORN ORE
BERTH 9A....................................................................................................................... 8
1.10 UTILITIES ..................................................................................................................... 9
1.11 PROJECT BLOCK COST ............................................................................................. 9
1.12 FINANCIAL ANALYSIS ................................................................................................. 9
1.13 PROJECT STRUCTURING........................................................................................... 9
1.14 PROJECT IMPLEMENTATION SCHEDULE ................................................................10
1.14.1 FINANCIAL RETURNS .................................................................................... 11
2 INTRODUCTION ...............................................................................................................12
2.1 GENERAL ....................................................................................................................12
2.2 PRESENT PROJECT...................................................................................................13
2.3 STUDY OBJECTIVE ....................................................................................................13
2.4 CONTENTS OF THE REPORT ....................................................................................13
3 TRAFFIC PROJECTION ...................................................................................................14
4 SITE CONDITION ..............................................................................................................15
4.1 TOPOGRAPHICAL CONDITION .................................................................................15
4.2 METROLOGICAL DATA ..............................................................................................15
4.2.1 TEMPERATURE ................................................................................................ 15
4.2.2 RAINFALL .......................................................................................................... 15
4.2.3 Wind................................................................................................................... 15
4.3 OCEANOGRAPHIC DATA ...........................................................................................15
4.3.1 TIDE & CURRENT ............................................................................................. 15
4.3.2 WAVES .............................................................................................................. 16
4.4 BATHYMETRY.............................................................................................................16
4.5 GEOTECHNICAL INVESTIGATION.............................................................................16

5 CONCEPTUAL PLAN .......................................................................................................18
5.1 SHIFTING OF LIQUID CARGO HANDLING FROM BERTH 8 .....................................18
5.2 CONVERSION OF BERTH 8, 9 & BARGE BERTHS ...................................................19
5.3 CONCEPTUAL LAYOUT PLAN ...................................................................................20
5.3.1 PROPOSED COAL BERTH – BERTH NO. 8 ..................................................... 20
5.3.2 DETERMINATION OF DESIGN VESSEL FOR BERTH 8 – COAL .................... 21
5.3.3 DETERMINATION OF LENGTH FOR BERTH 8 – COAL .................................. 22
5.3.4 PROPOSED CONTAINER CUM GENERAL CARGO BERTH – BERTH 9 ........ 22
5.3.5 DETERMINATION OF DESIGN VESSEL FOR BERTH 9 .................................. 22
5.3.6 PORT CRAFT JETTY ........................................................................................ 23
5.4 REQUIREMENT OF DREDGING .................................................................................23
5.4.1 PROPOSED DREDGING................................................................................... 23
5.4.2 TURNING CIRCLE............................................................................................. 25
5.5 DREDGING QUANTITY ...............................................................................................25
5.6 RECLAMATION OF BARGE BERTH AREA ................................................................26
6 LIQUID CARGO HANDLING AT MOORING DOLPHINS ..................................................28
6.1 GENERAL ....................................................................................................................28
6.2 PRESENT LIQUID CARGO HANDLING AT MPT ........................................................28
6.3 EXISTING INFRASTRUCTURE AT BERTH 8..............................................................31
6.3.1 GENERAL .......................................................................................................... 31
6.3.2 BERTHING STRUCTURE FOR HANDLING OF LIQUID CARGO ..................... 31
6.3.3 PIPELINES FOR CARRYING LIQUID CARGO .................................................. 31
6.3.4 STORAGE TANKS FOR LIQUID CARGO AT MPT ............................................ 32
6.4 SHIFTING OF LIQUID CARGO HANDLING FROM BERTH 8 .....................................33
6.4.1 LIQUID CARGO PROJECTION ......................................................................... 33
6.4.2 FACILITY REQUIREMENT ................................................................................ 34
6.4.3 DESIGN LIQUID VESSEL – LIQUID HANDLING AT MD1 & MD2 ..................... 34
6.4.4 REQUIREMENT OF SERVICE / BERTHING PLATFORM ................................. 34
6.4.5 LAYING OF OFFSHORE PIPELINE .................................................................. 35
6.4.6 BOOSTER STATION AT BERTH 8 .................................................................... 35
6.5 OCEANOGRAPHIC AND ENVIRONMENTAL CONSIDERATION ...............................35
6.5.1 EFFECT OF WAVE ON LIQUID VESSEL BERTHED AT MD ............................ 35
6.5.2 EFFECT OF WIND ON LIQUID VESSEL BERTHED AT MD ............................. 36
6.6 NAVIGATIONAL ASPECTS .........................................................................................36
6.6.1 MANEUVERING AREA AND NAVIGATIONAL CHANNEL ................................ 36
6.7 OPERATIONAL CONSTRAINTS .................................................................................38
6.7.1 INTERFERENCE OF TURNING CIRCLE WITH MOORING DOLPHINS ........... 38
6.7.2 PIPELINE ACROSS THE NAVIGATIONAL CHANNEL ...................................... 38
6.7.3 TRANQUILITY CONDITION .............................................................................. 39
6.8 REQUIREMENT OF CIVIL STRUCTURE ....................................................................39
6.9 COST ESTIMATE ........................................................................................................40
6.10 RECOMMENDATION ..................................................................................................41
7 LIQUID CARGO HANDLING AT BERTH 10 .....................................................................42
7.1 GENERAL ....................................................................................................................42
7.2 PRESENT TRAFFIC AT BERTH 11 .............................................................................42
7.3 LIQUID TRAFFIC PROJECTION & BERTH OCCUPANCY ..........................................43
7.4 DESIGN VESSEL – LIQUID CARGO ...........................................................................43

7.5 REQUIREMENT OF PIPELINE REALIGNMENT .........................................................44
7.5.1 EXISTING ALIGNMENT OF PIPELINES ........................................................... 44
7.5.2 REQUIREMENT FOR REALIGNMENT OF PIPELINES..................................... 44
7.6 COST ESTIMATE AND RECOMMENDATION.............................................................46
8 COAL HANDLING AT BERTH 8 .......................................................................................47
8.1 GENERAL ....................................................................................................................47
8.1.1 PROPOSED COAL BERTH - 8 .......................................................................... 47
8.1.2 PROPOSED OPERATIONAL SYSTEM ............................................................. 48
8.1.3 DESIGN VESSEL FOR PROPOSED COAL BERTH 8 ...................................... 48
8.1.4 VESSEL SIZE DISTRIBUTION .......................................................................... 49
8.1.5 RECOMMENDED BERTH OCCUPANCY FACTOR .......................................... 49
8.2 FACILITIES REQUIREMENT .......................................................................................49
8.2.1 NAVIGATIONAL CHANNEL ............................................................................... 49
8.2.2 TURNING VESSEL REQUIREMENT ................................................................. 49
8.3 CAPACITY OF THE PROPOSED COAL BERTH 8 ......................................................50
8.3.1 QUAY CAPACITY .............................................................................................. 50
8.3.2 OPTIMAL YARD CAPACITY .............................................................................. 50
8.3.3 COAL TERMINAL CAPACITY............................................................................ 51
8.4 CARGO HANDLING FACILITIES .................................................................................51
8.4.1 GRAB UNLOADERS .......................................................................................... 51
8.4.2 JETTY CONVEYOR........................................................................................... 52
8.4.3 YARD CONVEYOR DETAILS ............................................................................ 52
8.4.4 COAL HANDLING EQUIPMENTS AT STACKYARD ......................................... 52
8.4.5 YARD EQUIPMENT SYSTEM DETAILS ............................................................ 53
8.4.6 JUNCTION HOUSES ......................................................................................... 54
8.5 EVACUATION REQUIREMENT ...................................................................................54
8.5.1 RAPID RAIL LOADING SYSTEM (RRLS) .......................................................... 54
8.6 STOCKYARD ...............................................................................................................54
8.6.1 STOCKPILE DETAILS ....................................................................................... 54
8.6.2 COVERED STACKYARD................................................................................... 55
8.7 CARGO EVACUATION ................................................................................................55
8.7.1 EVACUATION OF COAL BY RAIL USING RRLS .............................................. 55
8.8 LAYOUT OF PROPOSED COAL TERMINAL – BERTH 8............................................56
9 CONTAINER CUM GENERAL CARGO TERMINAL – BERTH 9 ......................................58
9.1 GENERAL ....................................................................................................................58
9.2 POTENTIAL TRAFFIC AT MORMUGAO PORT ..........................................................58
9.2.1 GENERAL CARGO TRAFFIC POTENTIAL ....................................................... 58
9.2.2 CONTAINER TRAFFIC POTENTIAL ................................................................. 58
9.3 PROPOSED CONTAINER CUM GENERAL CARGO BERTH 9 ..................................59
9.4 PROPOSED CONTAINER CUM GENERAL CARGO BERTH 9 ..................................60
9.4.1 CARGO HANDLING RATES AND CAPACITY OF BERTH - 9 ........................... 60
9.4.2 DESIGN VESSEL AND PARCEL SIZE .............................................................. 62
9.4.3 CONTAINER VESSEL SIZE - AVERAGE PARCEL SIZE .................................. 62
9.4.4 CARGO HANDLING ARRANGEMENTS ............................................................ 63
9.4.5 STORAGE FOR GENERAL CARGO ................................................................. 66
9.4.6 STORAGE REQUIREMENT – CONTAINER STACKING................................... 66
9.4.7 EQUIPMENTS FOR CONTAINIER CUM GENERAL CARGO TERMINAL......... 67

9.4.8 TRACTOR & TRAILER (TTU) ............................................................................ 67
9.4.9 REACH STACKER FOR RAKE LOADING AT RCD ........................................... 67
9.4.10 Support Facilities.............................................................................................. 68
9.5 GC & CONTAINER TERMINAL ACCESS ROAD .........................................................68
9.6 LAYOUT OF PROPOSED CONTAINER CUM GENERAL CARGO BERTH- 9 ............68
10 IRON ORE HANDLING AT BERTH 9A .............................................................................70
10.1 GENERAL ....................................................................................................................70
10.2 PROPOSED IRON ORE BERTH 9A ............................................................................70
10.2.1 DESIGN VESSEL FOR PROPOSED IRON ORE BERTH 9A .......................... 71
10.2.2 VESSEL SIZE DISTRIBUTION ........................................................................ 71
10.3 CAPACITY OF THE PROPOSED IRON ORE BERTH 9A ...........................................72
10.3.1 QUAY CAPACITY ............................................................................................ 72
10.3.2 OPTIMAL YARD CAPACITY ............................................................................ 72
10.3.3 BARGE BERTH CAPACITY ............................................................................. 73
10.3.4 IRON ORE TERMINAL CAPACITY .................................................................. 73
10.4 CARGO HANDLING SCHEMATIC REPRESENTATION .............................................74
10.5 CARGO HANDLING EQUIPMENTS ............................................................................74
10.5.1 BARGE UNLOADER ........................................................................................ 74
10.5.2 SHIP LOADERS .............................................................................................. 74
10.5.3 CONVEYOR SYSTEM ..................................................................................... 75
10.5.4 STACKER CUM RECLAIMER ......................................................................... 75
10.5.5 YARD EQUIPMENT SYSTEM DETAILS .......................................................... 76
10.5.6 JUNCTION HOUSES ....................................................................................... 76
10.6 EVACUATION REQUIREMENT ...................................................................................77
10.6.1 STOCKPILE DETAILS ..................................................................................... 77
10.7 LAYOUT OF PROPOSED IRON ORE TERMINAL – BERTH 9A .................................77
11 ENGINEERING OF CIVIL INFRASTRUCTURE ................................................................79
11.1 DREDGING IN MANEUVERING AREA .......................................................................79
11.2 RECLAMATION OF BARGE BERTH AREA ................................................................79
11.2.1 General ............................................................................................................ 79
11.2.2 Ground Improvement ....................................................................................... 79
11.2.3 Ground improvement technique for substrata................................................... 81
11.2.4 Reclamation Monitoring.................................................................................... 81
11.2.5 Monitoring Scheme for checking efficiency of the treatment ............................. 82
11.3 EXISTING DECK REMOVAL .......................................................................................82
11.4 PROPOSED BERTHING STRUCTURE .......................................................................83
11.4.1 Functional Requirement ................................................................................... 83
11.4.2 Berth dimension and Deck Elevation ................................................................ 83
11.4.3 Shore Protection work ...................................................................................... 83
11.4.4 Design Criteria for Structural concrete works ................................................... 84
11.4.5 Load Combinations and analysis ...................................................................... 85
11.4.6 Design.............................................................................................................. 85
11.4.7 Slope Stability Analysis .................................................................................... 85
11.4.8 Material for Berth Construction ......................................................................... 85
11.4.9 Limiting Stresses .............................................................................................. 86
11.4.10 Foundation for Stacker/Reclaimer .................................................................. 86
11.4.11 Indian Standard Codes Referred For Civil Application .................................... 86

12 ELECTIRCAL SYSTEM DESIGN CRITERIA ....................................................................88
12.1 POWER FOR EQUIPMENT AND CONVEYORS .........................................................88
12.2 ILLUMINATION ............................................................................................................88
12.3 EARTHING AND LIGHTING PROTECTION ................................................................88
12.4 POWER FACTOR IMPROVEMENT .............................................................................89
13 UTILITIES ..........................................................................................................................90
13.1 UTILITIES AND SUPPORT FACILITIES ......................................................................90
13.1.1 BUILDINGS...................................................................................................... 90
13.1.2 TERMINAL INTERNAL ROADS ....................................................................... 90
13.1.3 POWER SUPPLY ............................................................................................ 90
13.1.4 WATER DEMAND............................................................................................ 90
13.1.5 OTHER FACILITIES ........................................................................................ 90
13.1.6 WATER SUPPLY SYSTEM ............................................................................. 91
14 ENVIRONMENTAL ASPECTS ..........................................................................................94
14.1 BACKGROUND ...........................................................................................................94
14.2 PAST ENVIRONMENTAL STUDIES ............................................................................94
14.3 EXISTING ENVIRONMENTAL SETTINGS ..................................................................95
14.3.1 Oceanographic Parameters ............................................................................. 95
14.3.2 Meteorological Parameters .............................................................................. 95
14.3.3 Demography .................................................................................................... 96
14.3.4 Noise................................................................................................................ 96
14.3.5 Air Quality ........................................................................................................ 96
14.3.6 Vegetation ........................................................................................................ 97
14.3.7 Water Quality ................................................................................................... 97
14.3.8 Soil Quality ....................................................................................................... 97
14.3.9 River Discharge ............................................................................................... 98
14.3.10 Ecology .......................................................................................................... 98
14.3.11 Fisheries ........................................................................................................ 98
14.3.12 Socio-economy .............................................................................................. 98
14.4 ANTICIPATED IMPACTS .............................................................................................98
14.4.1 Environmental Impact of Dredging and Disposal .............................................. 98
14.4.2 Impacts due to Reclamation ........................................................................... 100
14.4.3 Air Environment ............................................................................................. 101
14.4.4 Water Environment ........................................................................................ 102
14.4.5 Land Environment .......................................................................................... 102
14.4.6 Vegetation ...................................................................................................... 102
14.4.7 Aquatic Ecology ............................................................................................. 102
14.5 MITIGATION MEASURES .........................................................................................102
14.5.1 Impact Monitoring & Mitigation Measures - Owing to Dredging &
Reclamation ................................................................................................................ 102
14.5.2 Mitigation Measures for Pollution Owing to Proposed Port Facilities .............. 103
14.6 RECOMMENDATION ................................................................................................104
14.7 ENVIRONMENTAL MONITORING ............................................................................104
14.8 ENVIRONMENTAL MANAGEMENT PLAN ................................................................108
14.8.1 Land Environment .......................................................................................... 109
14.8.2 Water Environment ........................................................................................ 110
14.8.3 Air Environment ............................................................................................. 111

14.8.4 Control of Noise ............................................................................................. 112
14.9 IDENTIFICATION OF ENVIRONMENTAL LEGISLATIONS & STANDARDS .............112
14.9.1 The Environment (Protection) Act, 1986......................................................... 112
14.9.2 The Water (Prevention and Control of Pollution), Cess Act, 1977 .................. 113
14.9.3 The Water (Prevention & Control of Pollution) Act, 1974 (Water Act) ............. 113
14.9.4 The Air (Prevention and Control of Pollution) Act, 1981 ................................. 114
14.9.5 The Hazardous Wastes (Handling and Management) RULES, 1989.............. 114
14.9.6 EIA Notification, 2006..................................................................................... 114
14.9.7 Coastal Regulation Zone Notification, 2011.................................................... 114
14.9.8 Storage and Use of Petroleum and Hazardous Chemicals ............................. 115
14.9.9 Operation of Motor Vehicles ........................................................................... 115
14.9.10 Factories Act, 1948 ...................................................................................... 115
14.9.11 Public Liability Insurance Act (PLIA), 1991 ................................................... 115
14.9.12 Other Statutory requirements ....................................................................... 115
14.10 DREDGED MATERIAL MANAGEMENT PLAN ..........................................................116
14.10.1 Overview ...................................................................................................... 116
14.10.2 Evaluation Procedure ................................................................................... 117
14.10.3 Assessment of Alternatives for Disposal / Utilization of Dredged
Material 118
14.11 OPTIMUM DISPOSAL / UTILIZATION METHODOLOGY ..........................................121
15 RISK ANALYSIS .............................................................................................................122
15.1 RISK ANALYSIS ........................................................................................................122
15.2 RISKS INHERENT IN THE PRESENT PROJECT .....................................................123
15.2.1 Traffic Risk ..................................................................................................... 123
15.2.2 Technical Risks .............................................................................................. 123
15.2.3 Operational Risks ........................................................................................... 124
15.2.4 Environmental Health and Safety Risks ......................................................... 124
15.2.5 Security Risk .................................................................................................. 125
15.3 HAZARD IDENTIFICATION .......................................................................................125
15.4 IDENTIFICATION OF POTENTIAL ACCIDENTS .......................................................126
15.5 RISK MITIGATION MEASURES ................................................................................127
16 DISASTER MANAGEMENT PLAN .................................................................................128
16.1 GENERAL ..................................................................................................................128
16.2 OBJECTIVES OF DISASTER MANAGEMENT PLAN ................................................129
16.3 DISASTER AND ITS CAUSES ...................................................................................129
16.4 CATEGORIZATION OF EMERGENCY PLAN............................................................129
16.4.1 Onsite Emergency Plan.................................................................................. 130
16.4.2 Offsite Emergency Plan.................................................................................. 130
16.5 ORGANIZATION STRUCTURE .................................................................................131
16.6 ROLES AND RESPONSIBILITIES OF EMERGENCY TEAM.....................................131
16.6.1 Site Main Controller (Site In-charge) .............................................................. 132
16.6.2 Site Incident Controller (Shift in-charge) ......................................................... 132
16.6.3 Emergency Coordinators................................................................................ 133
16.7 COMMUNICATION ....................................................................................................133
16.8 EMERGENCY CONTROL CENTRE ..........................................................................134
16.9 ALARM SYSTEMS .....................................................................................................134
16.10 PLANS FOR EMERGENCY .......................................................................................134

16.10.1 Mutual Aid Scheme ...................................................................................... 134
16.10.2 Assembly Points........................................................................................... 135
16.10.3 Onsite Emergency Plan and Rehearsals ...................................................... 135
16.10.4 Terminal Emergency Plan ............................................................................ 135
16.10.5 Vessel Emergency Plan ............................................................................... 135
16.10.6 Rough Weather Plan .................................................................................... 136
16.10.7 Spillage and Contingency Plan ..................................................................... 136
16.10.8 Contingency Plan for Coal ............................................................................ 138
16.11 DISASTER MANAGEMENT PLAN FOR CYCLONES ................................................139
16.11.1 General ........................................................................................................ 139
16.11.2 Pre-Cyclone Plan ......................................................................................... 139
16.12 RECOMMENDATIONS - IMPLEMENTATION OF OFFSITE EMERGENCY PLAN ....140
17 PROJECT BLOCK COST ...............................................................................................141
17.1 GENERAL ..................................................................................................................141
17.2 BASIC ASSUMPTIONS: ............................................................................................141
17.3 CAPITAL BLOCK COST ............................................................................................141
17.3.1 Cost of facilities planned ................................................................................ 141
17.4 ANNUAL OPERATING COST ....................................................................................142
18 FINANCIAL ANALYSIS ...................................................................................................144
18.1 PROJECT INVESTMENT ..........................................................................................144
18.2 PROJECT STRUCTURING........................................................................................144
18.3 PROJECT IMPLEMENTATION SCHEDULE ..............................................................145
18.4 ASSUMPTIONS FOR FINANCIAL MODEL ................................................................147
18.4.1 Financing Structure ........................................................................................ 147
18.4.2 Capital Cost Assumptions .............................................................................. 147
18.4.3 Operating Cost Assumptions .......................................................................... 147
18.4.4 Income Tax Assumption ................................................................................. 147
18.4.5 Depreciation rate ............................................................................................ 148
18.5 CAPEX .......................................................................................................................148
18.5.1 Tariff Assumptions ......................................................................................... 149
18.6 PROJECT FINANCIALS ............................................................................................150
18.6.1 Project Revenue ............................................................................................ 150
18.6.2 Project P&L .................................................................................................... 151
18.6.3 Debt Service .................................................................................................. 151
18.6.4 P/L Statement ................................................................................................ 151
18.6.5 Balance Sheet................................................................................................ 151
18.7 FINANCIAL RETURNS PARAMETERS .....................................................................152
18.7.1 Financial Returns ........................................................................................... 152
18.8 SENSITIVITY ANALYSIS ...........................................................................................152
18.8.1 Project cost and tariff sensitivity ..................................................................... 152
18.8.2 Revenue Share Sensitivity ............................................................................. 153
ANNEXURE 1 .........................................................................................................................154
ANNEXURE 2 .........................................................................................................................159
LIST OF TABLES:
Table 1-1- Commodity Wise Traffic Forecast at Mormugao Port (MTPA) ..................................................1
Table 1-2- Proposed Cargo for Berth 8, 9 & 9A .................................................................................................2
Table 1-3- Design Vessel parameters ..................................................................................................................3

Table 1-4- Proposed Coal Berth Justification – Traffic Potential .................................................................4
Table 1-5 Details of Mechanical Handling Equipments at Stockyard .........................................................6
Table 1.6 Equipments Planned for Berth 9 .............................................................................................................7
Table 1.7 Traffic Potential for Proposed Iron Ore Berth-9A...........................................................................7
Table 1-8 Details of Mechanical Handling Equipments at Stockyard .........................................................8
Table 1-9 Project Structuring ............................................................................................................................... 10
Table 1-10 Assumption related to Project implementation timeline ......................................................... 10
Table 1-11IRR Consolidated ................................................................................................................................ 11
Table 3-1- Commodity Wise Traffic Forecast at Mormugao Port (MTPA) ................................................ 14
Table 4-1- Bore hole Data ..................................................................................................................................... 16
Table 5-1- Proposed Cargo for Berth 8, 9 & 9A ............................................................................................... 20
Table 5-2- Determination of Maximum Permissible Loaded Draft at Berth 8 .......................................... 21
Table 5-3- Design Vessel Selection for Berth 8 – Coal Berth ...................................................................... 21
Table 5-4- Required length for Berth 8 for 175,000 DWT vessels – Coal Berth ...................................... 22
Table 5-5- Design Vessel parameters ................................................................................................................ 22
Table 5-6- Dredging Quantity Estimation – Soil .............................................................................................. 25
Table 5-7- Reclamation Quantity Estimation – Barge Berth Area .............................................................. 27
Table 6-1- Annual Throughput of Liquid Cargo at Mormugao Port (, 000 TPA) ..................................... 29
Table 6-2- Berth wise Liquid cargo handled at Mormugao Port (, 000 TPA) ........................................... 29
Table 6-3- Liquid cargo handled at Berth 8 of Mormugao Port (, 000 TPA) ............................................. 30
Table 6-4- Existing Pipelines at Mormugao Port ............................................................................................ 31
Table 6-5- Existing Storage Tanks at Mormugao Port .................................................................................. 32
Table 6-6- Liquid Cargo Projection and Berth Occupancy .......................................................................... 34
Table 6-7- Yearly Average Probability of the Wave Height Exceeding 2 M .............................................. 35
Table 6-8- Deep Water Wave Climate ................................................................................................................. 35
Table 6-9- Operational Wave Climate at Harbour Entrance ......................................................................... 36
Table 6-10- Cost Estimate – Liquid Handling at MD 1 and MD 2 ................................................................ 40
Table 7-1- MPT Berth 10 Traffic – 2011 to 2015 ............................................................................................... 42
Table 7-2- Liquid Cargo Projection and Berth Occupancy Calculation .................................................... 43
Table 7-3- Vessel Size and Parcel Size Assumption for Liquid Cargo ..................................................... 43
Table 7-4- Selection of Design Vessel for Berth 11 ....................................................................................... 44
Table 7-5- Required Length of Realigned Pipelines from Berth 10 ........................................................... 45
Table 8-1- Proposed Coal Berth Justification – Traffic Potential ............................................................... 47
Table 8-2 Design Vessel Parameters for Berth Design ................................................................................. 48
Table 8-3 Vessel size assumption for proposed berth 8 - Coal .................................................................. 49
Table 8-4 Recommended Berth Occupancy for MPT .................................................................................... 49
Table 8-5 Optimal yard capacity calculation .................................................................................................... 50
Table 8-6 Basis for Turnover Ratio Calculation .............................................................................................. 51
Table 8-7 Required Capacity of Grab Unloaders for Berth 8 ....................................................................... 51
Table 8-8 Capacity of Coal Stockpiles for Berth 8 ......................................................................................... 52
Table 8-9 Capacity of Coal Stockpiles for Berth 8 ......................................................................................... 52
Table 8-10 Details of Mechanical Handling Equipments at Stackyard ..................................................... 53
Table 8-11 Stockpile dimensions for stacking of coal .................................................................................. 54
Table 8-12 Rake and Loading Line Requirement for evacuation of coal ................................................. 55
Table 9-1- GC Traffic Potential for Proposed GC & Container Berth 9 ..................................................... 58
Table 9-2- Container Potential for Proposed GC & Container Berth 9 ...................................................... 59
Table 9-3- Theoretical Berth Capacity of General Cargo Terminal ............................................................ 60
Table 9-4- Design Vessel Parameter for Container cum GC Berth 9 ......................................................... 62
Table 9-5- Required Berth Length for Design GC Vessel ............................................................................. 62
Table 9.6 Container Vessel Size Assumption (%) .......................................................................................... 62
Table 9.7 Average Parcel Size ............................................................................................................................. 63
Table 9.8 Equipments Envisaged for Container Handling ........................................................................... 65

Table 9.9 Container Stackyard Capacity Calculation - Assumption .......................................................... 66
Table 9.10 Equipments Planned for Berth 9 ......................................................................................................... 67
Table 10.1 Traffic Potential for Proposed Iron Ore Berth-9A ...................................................................... 70
Table 10-2 Vessel size assumption for proposed berth 9A-lron ore ......................................................... 71
Table 10.3 Likely Barge Sizes .............................................................................................................................. 72
Table 10-4 Optimal yard capacity calculation ................................................................................................. 73
Table 10-5 Barge berth capacity calculation ................................................................................................... 73
Table 10-6 Required Capacity of Ship loaders for Berth 9A ........................................................................ 75
Table 10-7 Details of Mechanical Handling Equipments at Stackyard ..................................................... 76
Table 10-8 Stockpile dimensions for stacking of iron ore ........................................................................... 77
Table 11-1 Properties of reclamation material ................................................................................................ 80
Table 11-2 Properties of reclamation material .................................................................................................... 80
Table 11-3 Properties of PVD ................................................................................................................................ 81
Table 14-1 Environmental Monitoring Plan during Construction Phase ......................................................... 105
Table 14-2 Environmental Monitoring Plan during Operation Phase ............................................................. 106
Table 14-3 List of parameters for suitability assessment of brick making ...................................................... 120
Table 17-1 Block Project Cost Estimate .............................................................................................................. 141
Table 17-2 Operating Expenditure Assumptions ............................................................................................... 142
Table 18-1 Project Structuring .............................................................................................................................. 144
Table 18-2 Assumption related to Project implementation timeline ................................................................ 145
Table 18-3 Project Implementation Schedule ..................................................................................................... 146
Table 18-4 Financing Assumptions ...................................................................................................................... 147
Table 18-5 Preliminary Expenses......................................................................................................................... 147
Table 18-6 Operating Cost Assumptions ............................................................................................................ 147
Table 18-7 Income Tax Assumptions .................................................................................................................. 147
Table 18-8 Depreciation Rate Assumptions ....................................................................................................... 148
Table 18-9 Quarterly CAPEX Requirement (Rs. Cr) ......................................................................................... 148
Table 18-10 Annual CAPEX Requirement (Rs. Cr) .................................................................................................. 148
Table 18-11 Tariff – Scale of Rates ..................................................................................................................... 149
Table 18-12 IRR Consolidated.............................................................................................................................. 152
Table 18-13 Project IRR (Basic) ........................................................................................................................... 152
Table 18-14 Project IRR (Post Tax) Sensitivity – Project Cost and Tariff ...................................................... 152
Table 18-15 Equity IRR Sensitivity – Project Cost and Tariff ........................................................................... 153
Table 18-16 Revenue Share Sensitivity .............................................................................................................. 153
LIST OF FIGURES
Figure 2-1 Location Map of Mormugao Port and Present Port layout ...................................................... 12
Figure 5-1 Present Liquid Berth & Port Craft Berth ....................................................................................... 18
Figure 5-2 Barge Berths – Mormugao Port ...................................................................................................... 19
Figure 5-3 Proposed Berth & Storage Area for Coal, GC & Container Handling ................................... 20
Figure 5-4 Dimensions of Proposed Coal Berth 8 ............................................................................................... 22
Figure 5-5 Layout of dredging in the maneuvering area in front of Berth 8, 9 & 9A ....................................... 24
Figure 5-6 Barge Berth Reclamation Area ............................................................................................................ 26
Figure 6-1 Layout for Handling of Liquid Cargo at Mooring Dolphins ...................................................... 28
Figure 6-2 Location of JRF and Indian Molasses Tanks (Petroleum) & Ganesh Benzoplast Tanks . 32
Figure 6-3 Location of Juari Tanks Booster – Petroleum & Zuari Agro Chemical Tanks – Fertilizer
..................................................................................................................................................................................... 33
Figure 6-4 Location of Indian Oil Tanks – Petroleum Tanks ....................................................................... 33
Figure 6-5 Schematic Layout of Offshore Liquid Berth at MD1 & MD2 .................................................... 37
Figure 6-6 Schematic Layout of Existing & Proposed Turning Circle ...................................................... 38
Figure 7-1 Existing Berth 10 and 11 at MPT ..................................................................................................... 42
Figure 7-2 Existing Pipelines Originating from Berth 8 ................................................................................ 44
Figure 7-3 Realignment of Pipeline from Berth 10 ......................................................................................... 45
Figure 8-1 Existing Berth 8 – Proposed Coal Berth ....................................................................................... 47
Figure 8-2- Stacker – Reclaimer .......................................................................................................................... 53

Figure 8-3 Proposed Layout for Coal Handling at Berth 8 ........................................................................... 57
Figure 9-1 Proposed Multipurpose Berth Layout – Berth 9 ......................................................................... 59
Figure 9-2 Harbour Mobile Crane and Sling Arrangements ........................................................................ 63
Figure 9-3 Lifting arrangements – Grab/Claw/Hook ...................................................................................... 64
Figure 9-4 Container Handling using HMC – Spreader Arrangement ....................................................... 64
Figure 9-5 Rake loading using reach stacker .................................................................................................. 67
Figure 9-6 Layout of Proposed General cargo and Container Terminal – Berth 9 ................................ 69
Figure 10-1- Stacker – Reclaimer ........................................................................................................................ 76
Figure 10-2 Layout of Proposed Iron ore Terminal – Berth 9A ................................................................... 78
Figure 18-1 Project Revenue ..................................................................................................................................... 150
Figure 18-2 Project P&L ........................................................................................................................................... 151
Figure 18-3 Debt Servicing ..................................................................................................................................... 151
1 EXECUTIVE SUMMARY
1.1 INTRODUCTION
The Mormugao Port is a leading Major Port on the West Coast of India, located at the
entrance of Zuari estuary on the west coast of India (State of Goa) at Latitude 15º 25’
North and Longitude 73º 47’ east. Coal/Coke is a major commodity handled at the port.
During the year 2013 -14, more than 7.5 million tons of coal was handled at Mormugao
Port. There are two dedicated coal terminals (berth 6 & 7) which are being operated by
private operators. Mormugao Port is an excellent natural harbor and over the years, the
Port has developed a deep draft channel (-) 14.4 m CD. It has good rail and road
connectivity. Along with the demand for coal, the general cargo traffic has witnessed a
spurt during the past two years.
At Mormugao Port iron ore handling was carried out at Berth No.9, Mooring Dolphins and
West of Breakwater by deploying Transhippers and directly from barge to ship. During the
year 2009 - 10 about 50 million ton was exported through Goa out of which Mormugao
Port handled 40.57 million tons of Iron Ore.
1.2 TRAFFIC ANALYSIS
Traffic Forecast for various commodities at Mormugao Port up to 2030 is presented

below:-
Table 1-1- Commodity Wise Traffic Forecast at Mormugao Port (MTPA)
Description 2016 2017 2018 2019 2020 2025 2030

POL 0.40 0.40 0.41 0.42 0.42 0.46 0.50
LPG 0.05 0.05 0.05 0.05 0.05 0.06 0.06
Phosphoric Acid 0.16 0.17 0.17 0.18 0.19 0.27 0.33
Liquid Ammonia 0.30 0.32 0.34 0.36 0.38 0.53 0.66
Sub Total 0.91 0.94 0.97 1.01 1.04 1.32 1.55
Iron Ore Export 3.50 3.70 4.00 4.30 4.50 6.50 8.50
Iron Ore Import 2.00 2.10 2.30 2.40 2.60 3.40 4.60
Thermal Coal 1.94 4.46 7.21 8.5 8.89 11.33 14.37
Coking Coal 10.8 12.1 13.2 14.5 15.8 24.3 36.7
Fertilizer 0.32 0.33 0.35 0.36 0.37 0.43 0.74
Sub Total 18.56 22.69 27.06 30.06 32.16 45.96 64.91
Break Bulk 4.75 5.14 5.55 5.98 6.43 9.12 12.38
Containers 0.36 0.41 0.46 2.14 2.28 3.09 4.23
Page 1 of 159
000 TEU 29 33 37 171 182 247 338

Total 24.58 29.18 34.04 39.19 41.91 59.49 83.07
1.3 CONCEPTUAL PLAN

1.3.1 SHIFTING OF LIQUID CARGO HANDLING FROM BERTH 8
The port has been handling liquid cargo in Berth 8, Berth 10 and 11. Berth 8 is a
dedicated liquid cargo berth and Berth 10 & 11 is general cargo berth. The Port has
planned to shift the Liquid Handling Operations to an offshore location between Mooring
Dolphins 1 & 2 and to convert Berth no 8 into a Multipurpose Berth.
Apart from handling of Liquid Cargo at Mooring Dolphins, other alternatives will also be
studied such as liquid handling at Berth 11.
1.3.2 CONVERSION OF BERTH 8, 9 & BARGE BERTHS

The port has total 5 numbers of barge berths where 8 numbers of coal unloaders and 1
continuous barge unloader are equipped for unloading of iron ore brought to the port for
export from Berth 9 which is a dedicated iron ore export terminal operated by Port.
Before the iron ore ban in FY 2011, the port had handled 50.02 MT of traffic, whereas in
FY 2014, it handled just 11.74 MT of traffic. However, with depressed iron ore prices in
the international market and several restrictions by the Supreme Court on mining,
Mormugao Port is now focusing on other cargo as it tries to position itself as a multi-
commodity port. Hence the Port now intends to reclaim the Barge Berth area for
redevelopment. The reclamation berth in the barge berth area can be named as Berth 9A.
Based on the traffic projection, the cargo basket will be decided for these berths. The
table below shows the proposed cargo to be handled at Berth 8, 9 and 9A. The
requirement storage area, handling equipments and other facilities will be discussed in
subsequent chapters.
Table 1-2- Proposed Cargo for Berth 8, 9 & 9A
Berth No. Present Cargo Proposed Cargo

Berth 8 Liquid Coal
General Cargo and
Berth 9 Iron Ore
Containers
Berth 9A (Proposed
Iron Ore Iron Ore
Barge Berth Reclamation)
1.3.3 DETERMINATION OF DESIGN VESSEL FOR BERTH 8 – COAL

It is proposed to handle capsize vessels at proposed berth 8 for handling of coal.
Page 2 of 159
Parameters Dry Bulk Vessel

DWT / DT 175,000 / 207,500 t
LOA 303 m
Beam 46 m
Draft 18.3 m
Tidal advantage 0.4 m
*Vessels Parameters are as per Harbour Approach Channel Design Guidelines –
2014
1.3.4 DETERMINATION OF DESIGN VESSEL FOR BERTH 9- CONTAINER CUM

GENERAL CARGO
The Design vessel parameters for container vessels are as given below: -
Table 1-3- Design Vessel parameters
Parameters General Cargo Vessel Container Vessel

DWT / DT 40,000 / 54,500 55,000 / 75,500
TEU - 4500
LOA 209 m 278 m
Beam 30 m 32.2 m
Draft 12.5 m 12.8 m
2014
1.3.5 PORT CRAFT JETTY

The port will have to provide a place for the berthing of port craft vessels. Shifting of port
craft vessels to berth 4 can be explored by Port.
1.4 REQUIREMENT OF DREDGING

The port has proposed a dredging depth of (-) 19.8 m CD in the outer channel and (-) 19.5
m CD in the inner channel and turning circle in front of berth 7. However the maneuvering
area in front of berth 8, 9 and 9A will have to be deepened for the maneuvering of capsize
vessels. It is envisaged to berth capsize vessels at berth 8 for handling of coal. Hence,
the berthing area in front of proposed berth 8, 9 and 9A will have to be deepened for the
maneuvering of capsize vessel.
1.4.1 TURNING CIRCLE
The turning circle in front of berth 7 will be utilized for turning of vessels called for existing
berth 5, 6, 7 and proposed berth 8, 9. The turning circle in front of proposed reclamation
berth 9A will be utilized for turning of vessels called for berth 10, 11 and proposed
reclamation berth 9A. The radius of the turning circle will be 240 m and will require
Page 3 of 159
relocation. It is envisaged to handle capsize vessels at berth no 8 and 9. As discussed

earlier in the report, the LOA of cape size vessels with 175,000 DWT is around 300-320
m. Hence diameter of turning circle required is calculated to be 580 m.
1.5 LIQUID CARGO HANDLING AT MOORING DOLPHINS

Handling of liquid cargo at mooring dolphin is not recommended owing to the
following reasons:-
► Handling of liquid cargo at Mooring Dolphins will require additional offshore

pipelines to be installed up to existing berth 8 which will have to cross the existing
navigational channel. Any accidental collision of the vessel’s keel may damage the
pipeline which will cause spillage of oil in the harbour.
► There will be requirement of additional cost (around Rs. 32.35 Cr.) to be incurred
to create the civil infrastructures which does not seem to be financially viable given
the low existing volumes and traffic projections for liquid cargo at Mormugao Port.
Alternatively, the liquid cargo handling at Berth no. 10 & 11 can be explored.
1.6 LIQUID CARGO HANDLING AT BERTH 10
The pipelines connecting to tanks of Indian Molasses and JRF tanks for POL product may
require booster pumps due to increased distance from berth 10.
Liquid Handling at Berth 10

Description QTY Unit Unit Rate Total Cost (Rs) Total Cost (Rs. Cr.)
Realignment of Pipelines 8340 m 20000 Rs/m 166800000 16.68

Booster Station at Berth 10 1 no 12000000 Rs 12000000 1.20
Total Cost 178800000 17.88
Considering reduced cost and fewer disruptions in operations at berth 8, 9 & 9A it is

advisable to shift handling of liquid cargo to berth 10 as against shifting the same offshore.
1.7 COAL HANDLING AT BERTH 8
As per the traffic forecast carried out, the potential coal traffic for the proposed coal berth
is as estimated below:-
Table 1-4- Proposed Coal Berth Justification – Traffic Potential
Coal Potential for Berth 8, MTPA 2019 2020 2025 2030

Thermal Coal 8.5 8.89 11.33 14.37
Coking Coal 14.5 15.8 24.3 36.7
Page 4 of 159
Coal Traffic Forecast 23.0 24.7 35.6 51.1

Less: Capacity of Berth 5+6+7 12.11 12.11 12.11 12.11
Coal Available for Proposed Berth 8 10.9 12.6 23.5 39.0
1.7.1 CAPACITY OF THE PROPOSED COAL BERTH 8

The quay capacity and optimal yard capacity worked out has been summarized as below:
Quay Capacity 11.63 MTPA
Optimal Yard Capacity 6.99 MTPA
Optimal yard capacity is calculated as shown below:
Description Present Case

Area of the Yard in Ha 7.97
Area utilized by Stockpile, Ha 4.80
Area Utilization (%) 60.22 %
Quantity that could be stacked per Sqm area, in tons 7.43
Turnover ratio of the plot in an year 28
Optimal Yard Capacity (MTPA) 6.99
The optimal terminal capacity is the lower value of the optimal quay capacity and optimal
stack yard capacity. Hence the optimal capacity of the terminal is found to be 6.99
MTPA.
1.7.2 MECHANICAL HANDLING FACILITIES AT PROPOSED COAL BERTH 8
A fully mechanized coal unloading system has been planned for handling of coal at berth
8:
Description Rate Unit Remarks

Coal Unloading Rate at Berth 8 50000 TPD Considering Capsize Vessel
Working hour per day 20 Hrs
Avg. unloading rate Required 2500 TPH
Numbers of crane to be
2 Nos.
provided
Average unloading rate per
1250 TPH
crane
Rated capacity provided 2000 TPH of each
The mechanical coal handling equipments as envisaged for the proposed coal berth 8 is
as given below:-
Page 5 of 159
Table 1-5 Details of Mechanical Handling Equipments at Stockyard
Rated Capacity /
Major equipment/system Qty
Features
Grab Type bucket crane (each) 2 2000 TPH
Stacker cum Reclaimer 2 4000 TPH
Pay Loaders and Dozers 4 10 Ton
Rapid loading system 1 4000TPH
Dust suppression/Dry fog dust
Lot -
suppression
Potable Water system Lot -
AC, Ventilation etc. Lot -
1.8 CONTAINER CUM GENERAL CARGO TERMINAL – BERTH 9

The table below shows the GC traffic potential for the proposed general cargo and
container terminal – Berth 9:
GC Traffic Projection in MTPA 2019 2020 2025 2030

Fertilisers 0.36 0.37 0.43 0.74
Break Bulk Projection 5.98 6.44 9.12 12.39
Total GC and BB Cargo Potential 6.34 6.81 9.55 13.13
**Less, Capacity 10+11 2.65 2.65 2.65 2.65
Traffic Available for Berth 9 & 9A 3.69 4.16 6.90 10.48
The table below shows the container traffic potential for the proposed general cargo and
container terminal – Berth 9:
Container Traffic
2016 2017 2018 2019 2020 2025 2030
Projection in TEU
Potential Container
29 33 37 171 182 247 338
Traffic
1.8.1 CARGO HANDLING RATES AND CAPACITY OF BERTH - 9
For the purpose of assessing the feasibility of the project, we have considered the
following: -
► Theoretical berth capacity of 4.18 MTPA has been considered for equipment
planning as well as for estimation of tariff for various cargo types. This has been
confirmed by MPT to be in line with TAMP 2008 guidelines and follows from similar
TAMP orders at other major ports.
Page 6 of 159
► Optimal yard capacity of 1.4 MTPA has been considered for assessing financial
viability of the project to arrive at a conservative estimate of financial return for the
project and BOT operator. An additional Rs 40 per ton operating cost has been
provided for transportation from the yard to additional storage area (Bogda) and
lease rental charges for such area.
1.8.2 EQUIPMENTS FOR CONTAINIER CUM GENERAL CARGO TERMINAL
The mechanical handling equipments required for the container cum general cargo
terminal is as given below.
Table 1.6 Equipments Planned for Berth 9
Descriptions Quantity
Number of Berths 1
HMC – (100 T Capacity) 2
Tractor Trailer Unit 4
Reach stacker 2
Fork lift Truck 5 T Capacity 4
Fork Lift truck 10 T Capacity 2
Pay Loaders 10 T Capacity 3
1.9 IRON ORE HANDLING AT BERTH 9A

The potential traffic for the proposed iron ore cargo –Berth 9A is as shown in the table
below:
Table 1.7 Traffic Potential for Proposed Iron Ore Berth-9A

2016 2017 2018 2019 2020 2025 2030
Export Forecast
3.5 3.7 4.0 4.3 4.5 6.5 8.5
MTPA
1.9.1 CAPACITY OF THE PROPOSED IRON ORE BERTH 9A

The quay capacity and optimal yard capacity worked out has been summarized as below:
Quay Capacity 14.95 MTPA
Optimal Yard Capacity 8.00 MTPA
Optimal yard capacity is calculated as shown below:
Description Present Case

Area of the Yard in Ha 5.76
Area utilized by Stockpile, Ha 3.15
Page 7 of 159
Area Utilization (%) 54 %

Quantity that could be stacked per Sqm area, in tons 18.14
Turnover ratio of the plot in an year 20
Optimal Yard Capacity (MTPA) 8.00
MTPA.
1.9.2 MECHANICAL HANDLING FACILITIES AT PROPOSED IORN ORE BERTH 9A
A fully mechanized iron ore system has been planned for handling of iron ore at proposed
berth 9A:

Iron ore loading rate at Berth
60000 TPD Considering Capsize Vessel
9A
Avg. loading rate Required 3000 TPH
2 Nos.
provided
Average loading rate per crane 1500 TPH
Rated capacity provided 2500 TPH Each
The mechanical coal handling equipments as envisaged for the proposed iron ore berth
9A is as given below:-
Table 1-8 Details of Mechanical Handling Equipments at Stockyard
Rated Capacity /
Features
Major equipment/system Qty Rated Capacities
Continuous Ship loaders 2 2500 TPH
Barge unloaders 4 850 TPH
5000 TPH stacking
Stacker cum Reclaimer 2
reclaiming capacity
Pay Loaders and Dozers 4 4.5 cum
Lot -
suppression
Fire detection and protection system Lot -
Page 8 of 159
1.10 UTILITIES
The terminal will be provided with various buildings, control room, substations etc
The facilities for the water supply pump house and overhead storage tank facilities has to
be provided by the BOT operator inside the terminal. Water demand shall include raw
water for greenery and landscape, dust suppression and Potable water for terminal users,
port users and canteen and ship supply.
Hence water supply system, storm water drainage, fire fighting system, dusts suppression
system, effluent treatment plant shall be provided.
1.11 PROJECT BLOCK COST

Summary of the capital cost estimate of the project is as furnished below:-
General
Coal Iron Ore
CIVIL WORKS/ BUILDINGS Cargo
Terminal Terminal
Terminal
Rs Cr. Rs Cr. Rs Cr.
Existing Deck removal 1.62 3.67 1.38
Jetty 85.93 101.11 63.83
Civil and Structural Works for Stacker-Reclaimer base, JH, DH & RLS 12.38 16.58 -
Rail Line Construction 9.60 - -
Covered Dome stockyard / Ground improvement / Container landside 106.69 - 1.13
Control Room/Substation/ Buildings 3.67 3.67 4.87
Road Pavement / Internal Roads / RCD Access Area / Gate Complex
14.01 8.90 48.12
/ Rail line
Capital Dredging 26.82 26.82 -
Reclamation of Barge Berth Area - 31.77 -
PLANT AND MACHINERY
Material Handling Equipments 136.20 177.60 68.92
Conveyor Belt 25.96 59.76
Junction Houses + Drive Houses 5.76 8.55
Rapid Rail Loading System (Silo) 13.80 -
Electrical, control & instrumentation, utilities, workshops 8.00 8.00 5.70
Contingency Cost @ 5% 22.52 22.32 9.70
472.96 468.75 203.65
1.12 FINANCIAL ANALYSIS
1.13 PROJECT STRUCTURING
As per the recommended project structuring alternative, the concessionaire has to incur
Rs. 1145.36 Cr. whereas MPT will be incurring Rs. 17.88 Cr
Page 9 of 159
Table 1-9 Project Structuring
BoT MPT
Description of facilities
Rs Cr Rs Cr
CIVIL WORKS/ BUILDINGS
Existing Deck removal 6.67 -
Jetty 250.87 -
Civil and Structural Works for Stacker-Reclaimer base, JH, DH & RLS 28.96 -
Rail Line Construction 9.6 -
Covered Dome stockyard / Ground improvement / Container landside 107.82 -
Control Room/Substation/ Buildings 12.21 -

Road Pavement / Internal Roads / RCD Access Area / Gate Complex / Rail line 71.03 -
Capital Dredging 53.64 -
Reclamation of Barge Berth Area 31.77 -

PLANT AND MACHINERY 0 -
Material Handling Equipments 382.72 -
Conveyor Belt 85.72 -

Junction Houses + Drive Houses 14.31 -
Electrical, control & instrumentation, utilities, workshops 21.7 -
Contingency Cost @ 5% 54.54 -
Realignment of Pipelines - 16.68

Booster Station at Berth 8 - 1.2
Total 1145.36 17.88
1.14 PROJECT IMPLEMENTATION SCHEDULE
The total construction period is envisaged to be 24 months excluding preconstruction

activities. The scheduled date has been assumed as given below. Suitable overlap
wherever possible has been assumed to crash the execution time and commission the
project at the earliest. The basic assumptions are as given below:-
Table 1-10 Assumption related to Project implementation timeline
Project Specific Assumptions Value Unit

Civil Estimate Date 1-Apr-15 Date
Page 10 of 159
Construction Period 2.50 Years

Construction Period Start Date 1-Oct-16 Date
Construction Period End Date 31-Mar-19 Date
Operations Start Date 1-Apr-19 Date
Operations Period 27.50 Years
Operations End Date 30-Sep-46 Date
Concession Period Start Date 1-Oct-16 Date
Concession Period 30.00 Years
Concession Period End Date 30-Sep-46 Date
1.14.1 FINANCIAL RETURNS

The financial returns parameters for the project are as follows: -
Table 1-11IRR Consolidated
Particulars
Project IRR (Basic) 16.50%
Project IRR (Post Tax) 14.39%
Equity IRR (BOT Operator) 14.00%
Page 11 of 159
2 INTRODUCTION
2.1 GENERAL
The Mormugao Port is a leading Major Port on the West Coast of India, located at the
entrance of Zuari estuary on the west coast of India (State of Goa) at Latitude 15º 25’
North and Longitude 73º 47’ East. The Port of Mormugao was established in 1885. Once
known as the premier iron-ore exporting Port of India, today the port is set to diversify into
other commodities as well as containers. Coal/Coke is a major commodity handled at the
port. During the year 2013 -14, more than 7.5 million tons of coal was handled at
Mormugao Port. There are two dedicated coal terminals (berth 6 & 7) which are being
operated by private operators. Mormugao Port is an excellent natural harbor and over the
years, the Port has developed a deep draft channel (-) 14.4 m CD. It has good rail and
road connectivity. Along with the demand for coal, the general cargo traffic has witnessed
a spurt during the past two years.
At Mormugao Port iron ore handling was carried out at Berth No.9, Mooring Dolphins and
West of Breakwater by deploying Transhippers and directly from barge to ship. During the
year 2009 - 10 about 50 million ton was exported through Goa out of which Mormugao
Port handled 40.57 million tons of Iron Ore. The Location of Mormugao Port in the state of
Goa and the present layout of Mormugao Port is as shown below:-
Figure 2-1 Location Map of Mormugao Port and Present Port layout
Mormugao port now intends to take up various capacity addition and modernization
projects over the next 5 years as part of the Master Plan development. Mormugao Port
intends to implement the Master Plan in a phase wise manner. The present project is to
conduct a Feasibility Study for determining the Technical Feasibility and Financial Viability
for the project “Development of Port Handling Facilities for the 1st Phase of the Master
Plan”. The objective and scope of the present project is discussed later in this chapter.
Page 12 of 159
2.2 PRESENT PROJECT

Mormugao Port Trust (MPT) plans to take up various capacity addition and modernization
projects over the next five years as part of the Master plan development. Through the
present assignment, MPT intends to assess the feasibility of the following: -
- Conversion of the existing Mechanical Ore Handling Plant (MOHP), Berth No 8, Berth
No 9 and barge berths as multipurpose cargo berths on PPP basis.
- Shifting of Existing POL Handling Facilities from Berth No 8 to an offshore location

between Mooring Dolphins 1 & 2 on PPP basis.
- Development of Dry Port at Belgaum (implementation through internal resources)
MPT appointed TATA Consulting Engineers (TCE) to prepare a Feasibility Report for the
purpose of assessing the development potential of the projects through Purchase Order
No 4500015664 dated 08th June 2015. TCE personnel visited MPT for Kick Off Meeting
and data collection on 19th June 2015 for planning the conduct of study and validating
TCE’s understanding of the project requirements.
2.3 STUDY OBJECTIVE

The main objective of the assignment is to undertake feasibility studies for the purpose of
assessing the development potential of the projects stated above.
Except for the dry port project, the proposed developments are envisaged with
participation of the private sector. The project report will form the basis on which the
private bidder will submit his bid and will be evaluated by the port. The tariffs to be
charged at the proposed facility will also depend on the capital cost involved in the project.
The study will hence address adequately, the technical requirements, cost, construction
methodology etc to enable the port to invite and evaluate the bids from the private sector.
2.4 CONTENTS OF THE REPORT

The present Feasibility Study Report is divided in to two modules as given below:-
Module 1 Feasibility Study along with Basic Engineering – Technical Feasibility

and Financial feasibility of development of Berths 8, 9 and 9A on PPP
basis
Module 2 Traffic Study
This report is the Draft Feasibility Report which describes the redevelopment of berth 8, 9
and 9A. The report also describes the proposed facilities along with shifting of liquid
handling from berth 8, redevelopment of iron ore berth and reclamation of barge berth
area. The master plan prepared for the proposed berth 8, 9 and reclamation berth i.e. 9A
is prepared and discussed. The report details the estimate of the project block cost. The
report concludes with assessment of financial viability of the project on PPP basis.
Page 13 of 159
3 TRAFFIC PROJECTION
Commodities wise traffic studies by identifying the potential hinterland and interaction with
the end users and industries has been carried out. The Identification of potential
hinterland and Origin-Destination of the cargo has been studied. The report also takes into
consideration the competing ports in the vicinity. The Iron ore handling prospects has
been studied. TCE has interacted with several mining companies, exporters, and traders.
The report on end user interaction has also been included in the traffic report. The
detailed traffic study report is submitted as Module 2 of the Feasibility Report.
Traffic Forecast for various commodities at Mormugao Port up to 2030 is presented

below:-
Table 3-1- Commodity Wise Traffic Forecast at Mormugao Port (MTPA)
2016 2017 2018 2019 2020 2025 2030

POL 0.40 0.40 0.41 0.42 0.42 0.46 0.50
LPG 0.05 0.05 0.05 0.05 0.05 0.06 0.06
Phosphoric Acid 0.16 0.17 0.17 0.18 0.19 0.27 0.33
Liquid Ammonia 0.30 0.32 0.34 0.36 0.38 0.53 0.66
Sub Total 0.91 0.94 0.97 1.01 1.04 1.32 1.55
Iron Ore Export 3.50 3.70 4.00 4.30 4.50 6.50 8.50
Iron Ore Import 2.00 2.10 2.30 2.40 2.60 3.40 4.60
Thermal Coal 1.94 4.46 7.21 8.5 8.89 11.33 14.37
Coking Coal 10.8 12.1 13.2 14.5 15.8 24.3 36.7
Fertilizer 0.32 0.33 0.35 0.36 0.37 0.43 0.74
Sub Total 18.56 22.69 27.06 30.06 32.16 45.96 64.91
Break Bulk 4.75 5.14 5.55 5.98 6.43 9.12 12.38
Containers 0.36 0.41 0.46 2.14 2.28 3.09 4.23
000 TEU 29 33 37 171 182 247 338
Total 24.58 29.18 34.04 39.19 41.91 59.49 83.07
Page 14 of 159
4 SITE CONDITION
4.1 TOPOGRAPHICAL CONDITION
The region is generally hilly including a portion of the Western Ghat rising to 1200 m
above Mean Sea Level. The Mormugao head land adjoining the Harbour is hilly; the
height varies from 20 m to 60 m. As the area is flanked by hills, back land is limited for
development of Port.
4.2 METROLOGICAL DATA

4.2.1 TEMPERATURE
Mean dry bulb temperature varies from 24.3º C in January to 29.8º C in May. The mean
daily maximum temperature varies from 27.8º C in August to 31.5º C in May and the mean
daily minimum temperature from 21.4º C in January to 26.9º C in May. The annual
average daily maximum and minimum temperatures are 29.5º C and 23.7º C respectively.
4.2.2 RAINFALL
The average annual rain fall in Mormugao is 2611.7 mm and the average number of rainy
days in a year is 100. During June to September, Mormugao receives 89 % of the annual
rainfall.
4.2.3 Wind
The mean wind speed varies from 2 on Beaufort scale in November (3.4 to 5.4 m/sec) to 4
(5.5 to 7.9 m/sec) in July, the annual mean wind speed being 13.6 km/h. In an average
year, there are 316 days with wind speed varying from 0 to 3 on Beaufort scale (0.0 to 5.4
m/sec) and 48 days with winds scaling 4 to7 on Beaufort scale (5.5 to 17.1m/sec), and
one calm (0.0 to 0.2 m/sec) day. The predominant wind direction changes with the time of
the year. During June to September wind direction is from West and South West and
during the remaining period the direction is from North East and East South East.
4.3 OCEANOGRAPHIC DATA

4.3.1 TIDE & CURRENT
Tides in the estuary are semidiurnal with pronounced diurnal inequality having
considerable difference in the tidal ranges and the elevation of low waters and high waters
in the successive tidal cycles. The spring tidal range in the Zuari estuary is about 2.4 m.
The tide prevailing at Mormugao harbour is mainly semi-diurnal 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 0.7 m at neap tides. The Chart Datum (Mean Low Water) is 4.8449 m below the
principal Bench Mark established by the port and is the datum used for all depths in this
report. Based on this datum and Indian Navel Hydrographic Chart No. 2020 the tide levels
are as follows:
Higher High Water at spring : (+) 2.3 m CD
Mean Higher High Water (MHHW) : (+) 1.9 m CD
Mean Lower High Water (MLHW) : (+) 1.8 m CD
Mean Higher Low Water (MHLW) : (+) 1.0 m CD
Page 15 of 159
Mean Lower Low Water (MLLW) : (+) 0.5 m CD

Mean Sea Level (MSL) : (+) 1.3 m CD
As per CWPRS report, the maximum currents in the channel is of the order of 0.40 m/s
during spring tide while during average tide it is observed to be 0.20 m/s.
4.3.2 WAVES
The Mormugao port region is subjected to incident short period waves of significant height
of 2.0m from the directions north to northwest during the non monsoon season (October
to May) and from the directions between southwest and west of significant height of about
4.0m during the southwest monsoon season i.e. from June to September.
4.4 BATHYMETRY
MPT has awarded the work of geophysical survey and bathymetry survey to M/S Geo-star
Surveys India Pvt. Ltd., Navi Mumbai and the surveys were carried out between
06/11/2014 and 10/11/2014. General bathymetry within the surveyed area (along the
proposed channel and Turning Circle) presents a smooth seabed with a gentle slope
towards west. Minimum water depth recorded within the survey corridor is 6.4 meters and
the maximum water depth of 22.0 meters.
No other bathymetric anomalies such as coral outcrops, sub marine channels, blow out
craters etc were recorded at any point within the survey corridor. No existing
pipelines/cable seems to cross the survey corridor. No anomalies associated with shallow
gas were evident from the sub-bottom profiler survey records.
The existing depth in the outer channel is (-) 14.4 m CD and in the maneuvering area is (-)
13.1 m CD to (-) 14.1 m CD. The proposed depth in the outer approach channel (-) 19.8 m
CD and in the inner channel and maneuvering area is (-) 19.5 m CD.
4.5 GEOTECHNICAL INVESTIGATION

The work of marine geotechnical investigation was carried out by M/s.DBM Geotechnics
and Constructions Pvt. Ltd., Mumbai in 2014 along the MPT channel, turning circle and
break water area. The Borehole Locations and bed levels (BL) with respect to Chart
Datum (CD) are tabulated below:-
Table 4-1- Bore hole Data
BOREHOLE
BORE BOREHOLE BED LEVEL
TERMINATION LEVEL
HOLE LOCATION m CD
m CD
MBH-01 Break Water Area (-)11.75 (-) 26.05
MBH-02 Channel Area (-)14.47 (-) 20.47
MBH-03 Channel Area (-)14.63 (-) 20.63
MBH-04 Channel Area (-)16.09 (-) 21.09
MBH-05 Channel Area (-)15.78 (-) 21.78
MBH-06 Channel Area (-)15.50 (-) 21.50
Page 16 of 159
BOREHOLE
BORE BOREHOLE BED LEVEL
TERMINATION LEVEL
HOLE LOCATION m CD
m CD
MBH-07 Channel Area (-)15.32 (-) 21.32
MBH-08 Turning Circle (-)16.02 (-) 22.02
MBH-12 Channel Area (-)17.34 (-) 22.34
Page 17 of 159
5 CONCEPTUAL PLAN
5.1 SHIFTING OF LIQUID CARGO HANDLING FROM BERTH 8
The port has been handling liquid cargo in Berth 8, Berth 10 and 11. Berth 8 is a
dedicated liquid cargo berth and Berth 10 & 11 is general cargo berth. The Port has
planned to shift the Liquid Handling Operations to an offshore location between Mooring
Dolphins 1 & 2 and to convert Berth no 8 into a Multipurpose Berth.
Figure 5-1 Present Liquid Berth & Port Craft Berth
To assess the technical feasibility of shifting the Liquid Handling Operation to an offshore
location, the wave climate in the harbour has to be studied. The handling of Liquid Cargo
vessels at offshore location will require a loading cum berthing structure to avoid rolling
motion of the vessels. The transportation of POL cargo to the existing storage tanks has
to be facilitated by providing number of submerged offshore pipelines considering various
types of liquid cargo being handled presently at Berth 8. Transportation of Liquid Cargo
from the offshore location to the existing storage tanks will require additional booster
station at Berth 8 due to increased distance of pipeline. Apart from handling of Liquid
Cargo at Mooring Dolphins, other alternatives will also be studied such as liquid handling
at Berth 11.
Presently Berth 11 having LOA of 225 m and Draft of 13.1 m is equipped with 01 HMC, 03
covered sheds open area for storage of general cargo. Berth 11 handles cargo such as
Woodchips, Granite, Bauxite, Steel Coils, Fertilizers, Wheat, Alumina, Nickel Cobalt, and
Iron ore pellets. Phosphoric Acid, other POL products, container vessels are also handled.
Separate pipelines and pumping equipments up to storage location are provided. This
berth is operated by Port.
Page 18 of 159
5.2 CONVERSION OF BERTH 8, 9 & BARGE BERTHS

The port has total 5 numbers of barge berths where 8 numbers of coal unloaders and 1
continuous barge unloader are equipped for unloading of iron ore brought to the port for
export from Berth 9 which is a dedicated iron ore export terminal operated by Port. The
area behind Berth 9 is utilized for stacking of iron ore. The terminal is well equipped with
Mechanical Ore Handling Plant (MOHP).
Before the iron ore ban in FY 2011, the port had handled 50.02 MT of traffic, whereas in
FY 2014, it handled just 11.74 MT of traffic. However, with depressed iron ore prices in
the international market and several restrictions by the Supreme Court on mining,
Mormugao Port is now focusing on other cargo as it tries to position itself as a multi-
commodity port. Hence the Port now intends to reclaim the Barge Berth area for
redevelopment. The reclamation of barge berth area will facilitate additional storage area
and quay length in line to the existing Berth 9 which can be utilized for handling a variety
of cargo in line with traffic projections for the port. The reclamation berth in the barge berth
area can be named as Berth 9A.
Based on the traffic projection, the cargo basket will be decided for these berths. The
requirement of open storage area and covered storage area will be estimated. Accordingly
a masterplan showing all these facilities will be drawn. The level of mechanization and
various equipment requirements with their capacities will also be listed. Based on these
inputs, the total capacity of the berth will be assessed.
Figure 5-2 Barge Berths – Mormugao Port
Page 19 of 159
Berths 8 and 9 are gravity type structures. It is envisaged to handle Capsize vessels at
Berth 8. Hence, the scheme for the modification of these berths will be suggested so as to
berth Capsize vessels. The barge berths have been constructed on piles.
The table below shows the proposed cargo to be handled at Berth 8, 9 and 9A. The
requirement storage area, handling equipments and other facilities will be discussed in
subsequent chapters.
Table 5-1- Proposed Cargo for Berth 8, 9 & 9A
Berth No. Present Cargo Proposed Cargo

Berth 8 Liquid Coal
General Cargo and
Berth 9 Iron Ore
Containers
Berth 9A (Proposed
Iron Ore Iron Ore
Barge Berth Reclamation)
From the traffic forecast, it is evident that the potential for coal traffic at Mormugao Port is
in increasing trend.
5.3 CONCEPTUAL LAYOUT PLAN

The total Berth front now available after shifting of liquid handling from berth 8 and
dismantling Iron Ore handling from berth 9 and Barge berth area is 950 m. The total
backup area after the reclamation of entire barge berth area including stackyard for iron
ore is around 20.02 Ha. It is proposed to utilize the 950 m of berth and approximate 20.02
Ha of back up area for handling and storage of coal, general cargo & containers and iron
ore. Similarly, while iron ore export may not increase to 2010 levels, the traffic projections
for iron ore can justify one dedicated iron ore berth. The future potential for coal and
general cargo for Mormugao Port is found to be in increasing trend in the traffic projection
study.
5.3.1 PROPOSED COAL BERTH – BERTH NO. 8

It is envisaged that berth no 8 will be converted in to a bulk berth for handling of coal
import with all required mechanization facilities at the berth and stackyard. It is envisaged
to handle capsize vessel at berth 8 for handling of coal. MPT proposes to dredge the
channel up to (-) 19.8 m CD and the maneuvering area up to (-) 19.5 m CD.
The depth of the harbour basin below the chart datum should be determined based upon
tranquility and salinity conditions. Where the harbour bottom is hard, the under keel
allowance should be increased by 0.4 m. Additional clearance may be required in basins
where wave energy disturbances exist.
Figure 5-3 Proposed Berth & Storage Area for Coal, GC & Container Handling
Page 20 of 159
The berth structure is proposed to be designed for 175000 DWT vessel.
5.3.2 DETERMINATION OF DESIGN VESSEL FOR BERTH 8 – COAL

It is proposed to handle capsize vessels at proposed berth 8 for handling of coal. The
maximum size of vessel that can be handled at berth 8 depends on the depth available in
front of berth and channel. The UKC required for the vessels to be berthed at berth 8 is as
determined below:-
Table 5-2- Determination of Maximum Permissible Loaded Draft at Berth 8
Parameters Unit
Proposed Depth at maneuvering area in front of berth 19.8 (-) m CD
Proposed Design Vessel (Capsize) – Dry Bulk 175000 DWT
Draft (As per PIANC guidelines) 18.3 m
Under Keel Clearance @ 6 % of the draft 1.1 m
Allowance for Hard Bottom 0.5 m
Allowance for Wave Disturbances 0.3 m
Hence, Required Depth at Berth 8 & Manoeuvring Area 20.2 m
Tidal window advantage 0.4 m
As per IS 4651 Part V, for bulk vessels at berth, the maximum significant wave height in
the harbour should not exceed 0.9 m CD. However in Mormugao harbour, the occurrence
of wave with 2 m Wave height or more is 42 % of time. Hence 0.3 m allowance owing to
wave disturbances has been considered while estimating the Under Keel Clearance for
vessels at berth.
Table 5-3- Design Vessel Selection for Berth 8 – Coal Berth

DWT / DT 175,000 / 207,500 t
LOA 303 m
Beam 46 m
Draft 18.3 m
Page 21 of 159
*Vessels Parameters are as per PIANC Harbour Approach Channel Design

Guidelines – 2014, Note: Dimensions given in the tables may vary up to ±10 %
depending on construction and country of origin.
5.3.3 DETERMINATION OF LENGTH FOR BERTH 8 – COAL

As per IS – 4651 Part V, for long continuous wharf for large ocean going vessels, the
recommended length of the berthing area should not be less than the length of the design
vessel plus 10 percent subject to a minimum of 15 m. This may be increased up to 20
percent in basin exposed to strong winds and tidal conditions. From the above table it can
be observed that the length of 175,000 DWT vessel is 320 m. the length of the berth
required is as calculated below:-
Table 5-4- Required length for Berth 8 for 175,000 DWT vessels – Coal Berth

Design Vessel DWT / DT 175,000 / 207,500
Maximum LOA of the Vessel 320m
Length of Berth Required 350 m
2014.
From the above table it can be observed that the remaining berth length of 600 m can be
utilized as Container vessels berth and iron ore berth. The cargo wise stackyard
requirement will be discussed in subsequent chapters. The dimension of proposed coal
berth 8 is as shown below:-
Figure 5-4 Dimensions of Proposed Coal Berth 8

350 m
15 m 320 m 15 m
5.3.4 PROPOSED CONTAINER CUM GENERAL CARGO BERTH – BERTH 9
It can be observed that the remaining berth length of 600 m (i.e. 950 m – 350 m = 600 m)
can be utilized for berthing of Container vessels, general cargo vessels and iron ore
vessels. The cargo wise stackyard requirement will be discussed in subsequent chapters.
5.3.5 DETERMINATION OF DESIGN VESSEL FOR BERTH 9

The Design vessel parameters for container vessels are as given below: -
Table 5-5- Design Vessel parameters
Page 22 of 159
Parameters General Cargo Vessel Container Vessel

DWT / DT 40,000 / 54,500 55,000 / 75,500
TEU - 4500
LOA 209 m 278 m
Beam 30 m 32.2 m
Draft 12.5 m 12.8 m
2014, Note: Dimensions given in the tables may vary up to ±10 % depending on
construction and country of origin.
5.3.6 PORT CRAFT JETTY
The port will have to provide a place for the berthing of port craft vessels. Shifting of port
craft vessels to berth 4 can be explored by Port.
5.4 REQUIREMENT OF DREDGING

5.4.1 PROPOSED DREDGING
The port has proposed a dredging depth of (-) 19.8 m CD in the outer channel and (-) 19.5
m CD in the inner channel and turning circle in front of berth 7. However the maneuvering
area in front of berth 8, 9 and 9A will have to be deepened for the maneuvering of capsize
vessels. It is envisaged to berth capsize vessels at berth 8 for handling of coal. Hence,
the berthing area in front of proposed berth 8, 9 and 9A will have to be deepened for the
maneuvering of capsize vessel.
Page 23 of 159
Figure 5-5 Layout of dredging in the maneuvering area in front of Berth 8, 9 & 9A
Page 24 of 159
Feasibility Report for Development of 1st Phase of Master Plan at Mormugao Portt
5.4.2 TURNING CIRCLE
The port has two turning circles in the inner channel. The turning circle in front of berth 7
will be utilized for turning of vessels called for existing berth 5, 6, 7 and proposed berth 8,
9. The turning circle will have to be designed for turning of capsize vessels as envisaged
for berth 8 and 9. The turning circle in front of proposed reclamation berth 9A will be
utilized for turning of vessels called for berth 10, 11 and proposed reclamation berth 9A.
The radius of the turning circle will be 240 m and will require relocation.
The existing radius of both the turning circles is 240 m. As the turning circle in front of
berth 7 will be utilized for turning of capsize vessels, the diameter of the turning circle will
have to be increased. It is envisaged to handle capsize vessels at berth no 8 and 9. As
discussed earlier in the report, the LOA of capesize vessels with 175000 DWT is around
300 -320 m. Hence diameter of turning circle required is calculated to be 580 m.
I.e. Diameter of turning circle = (320) * 1.8 = 576 m say 580 m
Note: As per IS – 4651 Part V, the size and/or diameter of the turning basin would depend
on the geometry of water area available and berth arrangement. Where vessels turn by
free interplay of the propeller and rudder assisted by tugs, the minimum diameter of the
turning circle should be 1.70 to 2.0 times (1.70 for protected locations and 2.0 for exposed
locations) the length of the largest vessel to be turned.
The turning circle will have to be shifted by 125 m from the proposed berth line. The
clearance required is as calculated below:
Beam of Design Capsize Vessel : 46m
Clearance required between berth line and turning circle

= Berth Pocket width + 50 m of safety clearance
= Vessels Beam (Max) * 1.5 + 50 m of safety clearance
= 46 m x 1.5 + 50 m
= 119 m
It can be noticed from the above diagram that relocation and increasing the diameter of
the turning circle from 480 m to 580 m, will interfere with Mooring Dolphin 3 and Mooring
Dolphin 4. Hence the vessel berthing between MD 3 and MD 4 will have to be
discontinued.
Similarly the existing turning circle of 480 m diameter in front of the proposed berth 9A will
have to be shifted by 125 m from the proposed reclamation berth 9A. It can be seen from
the above diagram that the relocation of the turning circle may be carried out in such a
way so as not to interfere with MD1.
5.5 DREDGING QUANTITY

The existing depth in front of berth 8, 9 and 9A is (-) 14.1 m CD. The proposed depths in
the inner channel is to be maintained at (-) 19.5 m CD to cater the capsize vessels. The
quantity of the dredging has been as estimated below:-
Table 5-6- Dredging Quantity Estimation – Soil
Page 25 of 159
Existing Proposed Depth of Total

Area Tolerance
Description Depth Depth (-) dredging Qty
(Sqm) (m)
(-) m CD m CD (m) (Cum)
Inner channel area in
front of berth 8, 9 and 405082 14.1 19.5 5.4 0.3 2438213
9A
Total Quantity of Soil 2438213
The dredging quantity has been estimated to be 2.44 million cum considering entire
dredging to be carried out in soil. It assumed that the rock is not encountered up to (-)
19.8 m CD in the inner channel. However the rock level has to be confirmed based on
seismic survey and geo technical investigation.
5.6 RECLAMATION OF BARGE BERTH AREA

The total berth length available including Berth 8, Berth 9 and proposed reclamation berth
9A is 950 m. Berth 8 has been recommended for handling of capsize vessels for coal. The
length of the proposed coal berth is estimated to be 350 m. Hence the berth length
available for General cargo & Container terminal and iron ore berth will be 600 m i.e. 950
m – 350 m = 600 m. The barge berth reclamation area is as shown below:-
Figure 5-6 Barge Berth Reclamation Area
Page 26 of 159
The total length of reclamation front is around 340m and total area is around 3.94 Ha. The
reclaimed barge berth area will be utilized for berthing and handling of GC & container
vessels and iron ore stacking. The reclamation berth front available is 340 m. The
reclamation of barge berth area will require removal of top 2 m of sea bed soil at the barge
berth area. The existing depth in the barge berth area is around 6 m. The top level of the
reclamation will be 4.2 m in line to the existing lane elevation level. The reclamation
quantity is as estimated below:-
Table 5-7- Reclamation Quantity Estimation – Barge Berth Area
Reclamation of Barge Berth Area Qty Unit

Removing top 2 m of the Sea Bed Soil 78800 Cum
Filling up Barge Berth Area (-) 8.0 m CD
500380 Cum
to (+) 4.2 m CD
Sand layer of 300mm thick as filter media 11820 Cum
TOTAL Fill Quantity 591000 Cum
Page 27 of 159
6 LIQUID CARGO HANDLING AT MOORING DOLPHINS

6.1 GENERAL
The Port has been handling liquid cargo in berth no 8 which is a dedicated berth for liquid
cargo. Liquid cargo has also been handled at berth 10 and 11 partly for IOCL. Berth no 10
and 11 are presently handling general cargo berth with combined capacity of 2.65 MTPA.
The Port intends to explore shifting the Liquid Handling Operations to an offshore location
between Mooring Dolphins 1 & 2 from Berth No.8 and to convert Berth no 8 into
coal/general cargo berth.
To assess the technical feasibility of shifting the liquid handling operation to an offshore
location, the wave climate of the location has to be studied. The transportation of liquid
cargo to the existing storage tanks has to be facilitated by providing number of submarine
pipelines considering the various liquid products handled presently for various users.
Shifting of liquid handling to an offshore location will increase the distance of pipeline up
to the existing storage tanks which may require an additional booster station at berth 8.
The requirement of the booster pumps will also be studied.
Apart from handling of liquid cargo at Mooring Dolphins, other alternatives can also be
studied such as handling at Berth 11. This chapter analyses various alternatives for
handling of liquid cargo at MPT.
Figure 6-1 Layout for Handling of Liquid Cargo at Mooring Dolphins
6.2 PRESENT LIQUID CARGO HANDLING AT MPT

MPT has handled about 1.07 MTPA and 0.86 MTPA of liquid cargo at its various berths
during the year 2014-15 and 2013-14 respectively. The liquid cargo handled at MPT
berths mainly consists of POL and fertilizers.
Page 28 of 159
MPT has handled around 0.57 MTPA and 0.52 MTPA of POL in the year 2014-15 and
2013-14 respectively. The other liquid cargo which mainly contributes to the annual liquid
cargo throughput at MPT is Phosphoric acid. MPT has handled around 0.36 MTPA and
0.24 MTPA of Phosphoric acid in the year 2014-15 and 2013-14 respectively.
The table below shows the past volumes of various liquid cargo handle at MPT. It can be
observed that POL constitutes for more than 50 % and Phosphoric Acid constitutes for
around 33 % of total liquid volume handled at MPT.
Table 6-1- Annual Throughput of Liquid Cargo at Mormugao Port (, 000 TPA)
Liquid Commodity 2009-10 2010-11 2011-12 2012-13 2013-14 2014-15

Import
P.O.L. 963.8 938.4 922.9 822.9 522.3 571.1
Caustic Soda 29.2 18.4 13.6 13.9 39.4 45.6
Liquid Ammonia 125.1 107.2 83.4 31.4 62.2 87.3
Phosphoric Acid 485.0 394.2 334.5 157.6 236.0 358.5
Sulphuric Acid 0.0 0.0 9.1 7.0 0.0 0.0
Edible Oil 16.4 12.2 5.0 5.0 0.0 3.5
Total Import 1619.5 1470.4 1368.4 1037.8 859.9 1066.2
Export
P.O.L. 0 0 0 0 4.623 0
Total (Import + Export) 1619.5 1470.4 1368.4 1037.8 864.5 1066.2
POL % 59.5% 63.8% 67.4% 79.3% 60.4% 53.6%
Phosphoric Acid % 29.9% 26.8% 24.4% 15.2% 27.3% 33.6%
Others % 10.5% 9.4% 8.1% 5.5% 12.3% 12.8%
The table below shows the volumes of various liquid cargo handle at various berths at
MPT.
Table 6-2- Berth wise Liquid cargo handled at Mormugao Port (, 000 TPA)
Berth wise Liquid cargo handled at Mormugao Port (, 000 TPA) in 2014-15
Import Cargo B No 8 B No 10 B No 11 B No 5 & 6 Total
POL 371.59 199.56 571.15
Caustic Soda 45.63 45.63
Ammonia 87.35 87.35
Phosphoric Acid 358.54 358.54
Edible Oil (Palm Oil) 3.50 3.50
Total Import Liquid Cargo 508.07 199.56 358.54 1066.17
Page 29 of 159
Export Cargo
POL 0.00
Total Import + Export 508.07 199.56 358.54 1066.17
Percentage (%) 48 % 19 % 33 % 0% 100
Liquid cargo handled at Mormugao Port (, 000 TPA) in 2013-14
Import Cargo B. No. 8 B. No. 10 B. No. 11 B. No. 5 & 6 Total
POL 428.95 93.35 522.30
Caustic Soda 39.37 39.37
Liquid Ammonia 62.20 62.20
Phosphoric Acid 236.02 236.02
Total Import Liquid Cargo 530.52 93.35 0 236.02 859.89
Export Cargo
POL 4.62 4.62
Total Import + Export 535.14 93.35 0 236.02 864.51
Percentage (%) 62 % 11 % 0% 27 % 100
It can be observed that Berth 8, a dedicated liquid cargo berth has handled 48 % and 62
% of total liquid cargo handled at MPT in the year 2014-15 and 2013-14. The liquid traffic
handled at berth 8 is as given below:-
Table 6-3- Liquid cargo handled at Berth 8 of Mormugao Port (, 000 TPA)
Export at Berth 8
Commodity 2014-15 2013-14 2012-13 2011-12 2010-11
POL 4623
Total Export 0 4623 0 0 0
Import at Berth 8
POL 371592 428949 822878 922882 938354
Phosphoric Acid 142709 205107
Ammonia 87349 62203 31449 83398 107238
Caustic Soda 45628 39366 13904 13569 18359
Palm Oil 3501
Other Oil 5001 4970 12198
Sulphuric Acid 7001 9132
Total Import 508070 530518 880233 1176660 1281256
Import + Export 508070 535141 880233 1176660 1281256
Page 30 of 159
Percentage Share of Commodities

POL 73.1% 80.2% 93.5% 78.4% 73.2%
Phosphoric Acid 0.0% 0.0% 0.0% 12.1% 16.0%
Ammonia 17.2% 11.6% 3.6% 7.1% 8.4%
Caustic Soda 9.0% 7.4% 1.6% 1.2% 1.4%
Palm Oil 0.7% 0.0% 0.0% 0.0% 0.0%
Other Oil 0.0% 0.0% 0.6% 0.4% 1.0%
Sulphuric Acid 0.0% 0.0% 0.8% 0.8% 0.0%
6.3 EXISTING INFRASTRUCTURE AT BERTH 8
6.3.1 GENERAL
The existing liquid cargo handling facility at Mormugao Port includes infrastructure such
as berthing structure, Storage tanks, connecting pipelines, booster stations etc.
6.3.2 BERTHING STRUCTURE FOR HANDLING OF LIQUID CARGO

Liquid cargo handled at MPT is generally import cargo. Berth 8 is a dedicated berth for
handling liquid cargo. Separate equipments and pipelines are installed for handling of
liquid cargo and transportation up to the storage location/tanks. Apart from berth 8,
Phosphoric Acid and other POL products are also handled at berth 10 and 11. Separate
pipelines and pumping equipments up to storage location are provided. In addition to this
Ousting Priority/Priority berthing has been accorded to petroleum cargo tanker vessels at
berth no.10 consigned to M/S IOCL and M/S HPCL. Berthing of tanker carrying
Phosphoric Acid is also accorded at Berth No.10/11.
6.3.3 PIPELINES FOR CARRYING LIQUID CARGO

The table below shows the existing pipelines details and storage facilities for liquid cargo
handled at berth 8 and berth 10.
Table 6-4- Existing Pipelines at Mormugao Port
Pipeline Tankage
Pipeline Pipeline
Origin Destination Product Area Booster Station Area
No Dia (")
(Sqm) (sqm)
Pipeline Berth
JRF Tanks Petroleum 12 561.74 No Booster Station 1176.3
1 8
Pipeline Berth
Indian 12 423.72 No Booster Station
2 8
Molasses Petroleum 701.3
Pipeline Berth
Tanks 12 36.45 No Booster Station
3 8
Ganesh
Ganesh
Pipeline Berth Liquid 575.00 Benzoplast Booster
Benzoplast 12 20000
4 8 Handling + 1086 Station
Tankage
(140.41sqm)
Pipeline Berth ROB Baina Petroleum 20 120.96 Zuari Indian Oil -
Page 31 of 159
5 8 + Tank Booster
1131.2 Station (2500 sqm)
Zuari Agro
Pipeline Berth
Chemical Ammonia 14 464.82 No Booster Station 6600
6 8
Tank
Pipeline Berth Indian Oil
Petroleum 16 - No Booster Station 9981
7 10 Tank
6.3.4 STORAGE TANKS FOR LIQUID CARGO AT MPT

The table below shows the existing locations of storage tanks for the various liquid cargo
handled at Berth 8 and 10 at MPT.
Table 6-5- Existing Storage Tanks at Mormugao Port
Tankage Approx.
Pipeline Booster
Tankage Origin Location Area Pipeline
No Station
(sqm) Length (m)
JRF Tanks Pipeline No Booster South East of
Berth 8 1176.3 990
- Petroleum 1 Station B. 4
Indian Pipeline No Booster
Berth 8
Molasses 2 Station South East of
701.3 939
Tanks - Pipeline No Booster B. 4
Berth 8
Petroleum 3 Station
Ganesh
Ganesh
Benzoplast
Benzoplast South of B.9 &
Tankage – Pipeline
Berth 8 Booster Adjacent to 20000 1645
Liquid 4
Station FCI Godown
Handling
(140.41sqm)
Zuari Indian
Oil Tank Booster Staion
ROB Baina Pipeline
Berth 8 Booster at South of - 2597
- Petroleum 5
Station (2500 Adani Plot
sqm)
Zuari Agro
Ammonia
Chemical
Pipeline No Booster Storage tank
Tank – Berth 8 6600 904
6 Station at South of
Ammonia
Adani Plot
Indian Oil
Tank – Pipeline No Booster South East of
Berth 10 9981 1194
Petroleum 7 Station B. 11
Figure 6-2 Location of JRF and Indian Molasses Tanks (Petroleum) & Ganesh Benzoplast Tanks
Page 32 of 159
Figure 6-3 Location of Juari Tanks Booster – Petroleum & Zuari Agro Chemical Tanks – Fertilizer
Figure 6-4 Location of Indian Oil Tanks – Petroleum Tanks
6.4 SHIFTING OF LIQUID CARGO HANDLING FROM BERTH 8
6.4.1 LIQUID CARGO PROJECTION

The table below shows the liquid cargo projection and the Berth occupancy for handling of
liquid cargo at MD 1 and MD 2.
Page 33 of 159
Table 6-6- Liquid Cargo Projection and Berth Occupancy
Liquid Cargo in MTPA Unit 2019 2020 2025 2030

POL Tons 0.42 0.42 0.46 0.50
LPG Tons 0.05 0.05 0.06 0.06
Phosphoric Acid Tons 0.18 0.19 0.27 0.33
Liquid Ammonia Tons 0.36 0.38 0.53 0.66
Sub Total Tons 1.01 1.04 1.32 1.55
The estimated berth occupancy for handling of the projected liquid cargo at MD 1 and MD
2 location is as tabulated below:-
Description Unit 2019 2020 2025 2030

Projected Liquid Cargo Tons 1.01 1.04 1.32 1.55
Berth Occupancy % 41% 42% 54% 63%
6.4.2 FACILITY REQUIREMENT

Handling of liquid bulk cargo vessels between MD1 and MD2 will require several
additional infrastructural facilities such as:
► Loading / Berthing Platform

- To support pipelines and to avoid rolling of vessels
► Offshore pipelines
- From Loading Platform at MD to Existing pipelines at Berth 8
- Distance across navigational channel - 742 m
► Booster station at Berth 8
- To pump the liquid up to existing storage tanks
► Encased concrete structure like Caisson at Loading Platform and at Berth 8
- To accommodate pipelines
6.4.3 DESIGN LIQUID VESSEL – LIQUID HANDLING AT MD1 & MD2
Length available between MD1 and MD2 is 340 m and depth available is (-) 14.1 m CD.
Hence the maximum size of Liquid cargo vessel that can be berthed is 50,000 DWT.
DWT : 50,000
LOA / Beam / Draft : 210 m / 32.2 m / 12.6 m
6.4.4 REQUIREMENT OF SERVICE / BERTHING PLATFORM

The vessel with LOA of 210 can be moored in between MD 1 and MD 2 with TUG
assistance. Due to the effect of waves, the vessels will be subjected to rolling motion. To
avoid rolling of berthed liquid vessels, a service / loading platform will be required as
shown below. The platform will also provide support for the submerged pipelines for
Page 34 of 159
transportation of unloaded liquid cargo. Hence, the service platform will also have to be
designed for both berthing of vessel.
6.4.5 LAYING OF OFFSHORE PIPELINE

The pipeline from the proposed service platform at mooring dolphins to Berth 8 will cross
the existing navigational channel. The proposed depth of the navigational channel is (-)
19.8 m CD. Hence the pipeline has to be submerged below (-) 19.8 m CD to avoid
collision with passing vessel’s keel.
6.4.6 BOOSTER STATION AT BERTH 8

Booster station may be provided at Berth 8 to pump the liquid cargo transported from the
vessel AT Mooring Dolphins up to the respective tank farms. To facilitate booster station,
20 m of berth will be required which will accommodate pumping house and other facilities.
6.5 OCEANOGRAPHIC AND ENVIRONMENTAL CONSIDERATION
6.5.1 EFFECT OF WAVE ON LIQUID VESSEL BERTHED AT MD
As given in the Master plan report, the yearly average probability of the wave height
exceeding 2.0 m for the Westerly direction is as given below:-
Table 6-7- Yearly Average Probability of the Wave Height Exceeding 2 M
Direction Exceedence Hs = 2 m
SW 4.7 %
W 4.5 %
NW 0.4 %
Based on wave observation made during the period 1961 to1980 from the area bound by
Latitude 13º N to 16º N and Longitude 70º C to 74º E as presented in Master plan study,
the propagation of waves from deep water to harbour entrance was studied by means of a
refraction analysis, thereby taking in to consideration refraction, shoaling, breaking and
bottom friction, It is found that waves between SW and NW do not affect the tranquility
condition in the harbour. The yearly average probability of exceedence of Deep water
waves is as given below:-
Table 6-8- Deep Water Wave Climate
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
(Probability of Exceedence in % of Time)
Page 35 of 159
Due to refraction, shoaling, and breaking, the wave direction and wave height will change
while travelling from deep water to the harbour entrance. Generally the waves from NW
turn WNW by refraction. Waves from W and NW reduce in height. All wave conditions
higher than Hs = 4m are reduced by breaking. The operational wave climate at the
harbour entrance is as given below:-
Table 6-9- Operational Wave Climate at Harbour Entrance
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

(Probability of Exceedence in % of Time)
From the above table it can be seen that for 18.1 % of the time during the year, the wave
height will be more than 2.0 m and for 42.1 % of the time during the year, the wave height
will be 2.0 m or more.
PERMISSIBLE WAVE HEIGHT
As per IS – 4651 Part V, the permissible significant wave height for various vessels at
berth varies from 0.6 to 0.9 m. Considering berthing of liquid cargo vessel at Mooring
Dolphins, the permissible significant wave height can be assumed as 1.8 m CD. Hence
the downtime owing to wave will be around 42.1 % of time in a year i.e. 154 Days of
downtime.
6.5.2 EFFECT OF WIND ON LIQUID VESSEL BERTHED AT MD
The mean wind speed varies from 2 on Beaufort scale in November (3.4 to 5.4 m/sec) to 4
(5.5 to 7.9 m/sec) in July, the annual mean wind speed being 13.6 km/h. In an average
year, there are 316 days with wind speed varying from 0 to 3 on Beaufort scale (0.0 to 5.4
m/sec) and 48 days with winds scaling 4 to7 on Beaufort scale (5.5 to 17.1m/sec), and 1
calm (0.0 to 0.2m/sec) day. The predominant wind direction changes with the time of the
year. During June to September wind direction is from West and South West and during
the remaining period the direction is from North East and East South East.
6.6 NAVIGATIONAL ASPECTS
6.6.1 MANEUVERING AREA AND NAVIGATIONAL CHANNEL

The distance between MD1 and existing Berth line is 445 m. Berth 9 is expected to handle
vessels up to Capsize Category. The proposed depth in the channel and maneuvering
area is (-) 19.8 m. The vessel parameters are as given below:-
Water Depth : (-) 19.8 m CD

Max. Draft of the vessel : (-) 17.6 m CD
DWT : 175,000 tons
Page 36 of 159
Maximum LOA / Beam : 320 m / 46 m
A maneuvering area of around 4 times the Beam of design vessel will be required to avoid
any kind of collision with the vessel passing in the navigation channel.
Figure 6-5 Schematic Layout of Offshore Liquid Berth at MD1 & MD2
Maneuvering area required for liquid loading/berthing platform will be around 130 m
i.e. 4 x Beam of the design Liquid Vessel
i.e. 4 x 32.2 m = 130 m
Maneuvering area required for Vessels berthed at existing berth 9 will be around 165 m
i.e. 3 x Beam of the design Bulk Vessel (Capesize) + 30 .0 m
i.e. 3 x 44 m + 30 m = 165 m
Hence the available channel width for navigation of vessels calling at existing Berth 10
and 11 is 185.0 m. The length of existing Berth 10 and 11 is 275 m respectively and
available depth is (-) 13.1 m CD. Hence the maximum size of cargo vessel that can be
berthed at berth 10 and 11 is 40,000 DWT. The vessel parameters are as given below:-
Water Depth : (-) 13.1 m CD

Max. Draft of the vessel : (-) 12.2 m CD
DWT : 40,000 tons
LOA / Beam : 210 m / 30 m
Width of navigational channel required for Vessels calling at Berth 10/11 will be around 4
to 5 times the Beam of the maximum size of the vessel passing through the channel.
i.e. 5 x Beam of the design cargo vessel
i.e. 5 x 30 = 150 m (Available width is 185 m)
Page 37 of 159
Width of navigational channel required for Vessels calling at Berth 8/9/10 will be around 4
to 5 times the Beam of the maximum size of the vessel passing through the channel.
i.e. 4 x Beam of the design capsize dry bulk vessel

i.e. 4 x 46 = 184 m (Available width is 185 m)
6.7 OPERATIONAL CONSTRAINTS
6.7.1 INTERFERENCE OF TURNING CIRCLE WITH MOORING DOLPHINS
The diameter of existing turning circle in front of proposed reclamation berth 8 is 480 m.
The turning circle has to be shifted by 120 – 125 m from the reclamation berth face line to
avoid collision with vessel berthed at berth 9A and vessel turning at turning circle.
Figure 6-6 Schematic Layout of Existing & Proposed Turning Circle
It can also be seen from the figure that the shifting of turning circle by 120 – 125 m from
the proposed reclamation berth face is interfering with MD1. Hence handling of liquid
cargo at MD1 and MD 2 will not be technically and operationally feasible.
6.7.2 PIPELINE ACROSS THE NAVIGATIONAL CHANNEL
Handling of liquid cargo at Mooring Dolphins will require additional offshore pipelines to be
installed up to existing berth 8 which will have to cross the existing navigational channel.
At berth 8, there are 6 numbers of pipelines for various liquid cargo. IOCL has installed its
Page 38 of 159
pipeline at Berth 10. All 7 pipelines will be extended up to the proposed liquid unloading
platform in between MD1 and MD 2. Any accidental collision of the vessels keel may
damage the pipeline which will cause spillage of oil in the harbour.
6.7.3 TRANQUILITY CONDITION

As per IS – 4651 Part V, the permissible significant wave height for various vessels at
berth varies from 0.6 to 0.9 m. As discussed earlier, 18.1 % of the time during the year,
the wave height will be more than 2.0 m and for 42.1 % of the time during the year, the
wave height will be at 2.0 m or more. The direction of wave is at an angle to the proposed
alignment of MD1 and MD2 which will cause rolling motion of the berthed vessel.
Considering berthing of liquid cargo vessel at Mooring Dolphins, the permissible

significant wave height can be assumed as 1.8 m CD. Hence the downtime owing to
occurring of wave with 2 m height will be around 42.1 % of time in a year i.e. 154
Days of downtime.
6.8 REQUIREMENT OF CIVIL STRUCTURE

LOADING/BERTHING PLATFORM
The loading platform proposed in between MD 1 and MD 2 will be designed for berthing of
50,000 DWT liquid vessels. The dimensions of the platform will be 21.0 m x 18.2 m.
LAYING OF PIPELINE
As the pipelines will be crossing the existing navigational channel, suitable clearance will
be required to avoid collision of vessels keel with the pipeline. The pipelines will be laid
down creating a trench from loading platform up to Berth 8 booster station. The diameter
of the pipelines is 12’’. The total length of pipeline required will be
= (42 + 742 + 42) x 7 = 5782 m
Length of pipeline required for connecting Berth 8 to IOCL tankages will be around 2100
m.
Mormugao Port trust has been carrying out geotechnical investigation from time to time
within the port during its growth. Before construction of Berths 10 and 11 borehole
investigations were conducted at that location which is close to the present development
area. Geotechnical investigations were carried out in Vasco Bay during April – October
1997 by Fugro - KND Geotech Ltd. The seabed is generally covered by soft sand / silty
sand / silty clay with densities in the order of 1.6 t / cum saturated above water. At few
places, the seabed is covered with dense to very dense, silty, and fine to medium sand.
Weathered rock with N > 100 is found below 24 m of water depth. Beyond 27 to 32 m, the
hard rock is noticed.
CASSION FOR SUPPORT OF PIPELINE
Page 39 of 159
For the support of pipelines caisson block will be provided at the back of the platform
separated by 1.0 m to avoid deflection during berthing of vessel. The caisson will protect
the pipeline from displacement due to waves and current. Similarly a caisson will be
required at Berth 8 to support the pipeline which will be connected to Booster pumps.
BOOSTER STATION
At berth 8, there will be booster station which will further pump thee liquid cargo coming
from the offshore liquid handling location to the existing tankages. Existing Indian oil
tankages which has pipeline at Berth 10 will also to be connected to the Berth 8 Booster
Station.
6.9 COST ESTIMATE

At berth 8, there will be booster station which will further pump thee liquid cargo coming
from the offshore liquid handling location to the existing tankages. Existing Indian oil
tankages which has pipeline at Berth 10 will also to be connected to the Berth 8 Booster
Station.
Table 6-10- Cost Estimate – Liquid Handling at MD 1 and MD 2
Liquid Handling at MD1 and MD 2

Total
Total Cost
Description QTY Unit Unit Rate Cost
(Rs)
(Rs. Cr.)
A Construction of Loading
399 Sqm 65000 Rs/Sqm 25935000 2.59
Platform (21m x 19 m)
B Caisson for Pipeline Support
1 No 4680000 Rs 4680000 0.47
at Platform
C Caisson for Pipeline Support
1 No 4680000 Rs 4680000 0.47
at Berth 8
D Offshore Pipeline Laying (746 m)
Trenching in soil 333900 cum 200 Rs/Cum 66780000 6.68

Offshore Pipeline cost 6104 m 5000 Rs/M 30520000 3.05
Stone For Protection of
233730 cum 500 Rs/Cum 116865000 11.69
Pipeline
Pipeline Laying Cost 1 18000000 Rs 18000000 1.80
Sub total 232165000 23.22
E IOCL Pipeline Realignment - Berth 8 to Tank
IOCL Pipeline Realignment -
2100 m 4500 Rs/m 9450000 0.95
Berth 8 to IOCL Tanks
Gallery Cost 2100 m 8500 Rs/M 17850000 1.78
Laying Cost 2100 m 7000 Rs/M 14700000 1.47
Subtotal 42000000 4.20
Page 40 of 159
F Booster Station at Berth 8 1 no 14000000 Rs 14000000 1.40

Total Cost (A + B + C + D + E + F) 323460000 32.35
6.10 RECOMMENDATION
Handling of liquid cargo at mooring dolphin is not recommended owing to the
following reasons:-
► Handling of liquid cargo at Mooring Dolphins will require additional offshore

pipelines to be installed up to existing berth 8 which will have to cross the existing
navigational channel. Any accidental collision of the vessel’s keel may damage the
pipeline which will cause spillage of oil in the harbour.
► There will be requirement of additional cost (around Rs. 32.35 Cr.) to be incurred
to create the civil infrastructures which does not seem to be financially viable given
the low existing volumes and traffic projections for liquid cargo at Mormugao Port.
Alternatively, the liquid cargo handling at Berth no. 11 can be explored.
Page 41 of 159
7 LIQUID CARGO HANDLING AT BERTH 10

7.1 GENERAL
As handling of liquid cargo at mooring dolphins is not recommended, alternatively
handling of POL and other liquid cargo at the existing Berth 10 can be looked up on. Berth
10 is having quay length of 250 m and design depth of 13.1. Along with GC, berth 11 also
handles Phosphoric Acid, other POL products. IOCL has already installed its pipelines at
berth 10. Handling of liquid vessels at Berth 10 will required the realignment of pipelines
which is presently at Berth 8.
JRF tanks and Indian Molasses tanks for petroleum products are located behind berth 4.
The pipelines connecting to those storage tanks has to be extended to Berth 10 along NH
– 17A. Pipeline connecting to Ganesh Benzoplast requires realignment. Tankages for
Ganesh Benzoplast are located behind berth 9 adjacent to NH 17 A.
Figure 7-1 Existing Berth 10 and 11 at MPT
7.2 PRESENT TRAFFIC AT BERTH 11

Presently Berth 10 is handles General cargo/Containers along with petroleum and
fertilizers. Various cargo handled at Berth 10 is as given below:-
Table 7-1- MPT Berth 10 Traffic – 2011 to 2015
Export Import (MPTA) Total

Year
(MTPA) Liquid Others (MTPA)
2014-15 0.66 0.20 0.30 1.16
Page 42 of 159
Export Import (MPTA) Total

Year
(MTPA) Liquid Others (MTPA)
2013-14 0.53 0.09 0.22 0.84

2012-13 0.21 0.02 0.22 0.45
2011-12 0.10 0.10 0.23 0.44
2010-11 0.11 0.09 0.41 0.61
As per data provided by MPT, the capacity of Berth 10 & 11 is 2.65 MTPA. Hence each
berth i.e. Berth 10 and 11 has capacity of 1.325 MTPA each. Once Berth 10 dedicatedly
starts handling liquid cargo, the handling of general cargo will be carried out at berth 10
and the proposed general cargo berth 9. The table below shows the total liquid cargo
handled at MPT at various Berths.
7.3 LIQUID TRAFFIC PROJECTION & BERTH OCCUPANCY

The table below shows the liquid cargo projection and berth occupancy calculation:-
Table 7-2- Liquid Cargo Projection and Berth Occupancy Calculation
Throughput in
2019 2020 2025 2030
MTPA
POL 0.42 0.42 0.46 0.50
LPG 0.05 0.05 0.06 0.06
Phosphoric Acid 0.18 0.19 0.27 0.33
Liquid Ammonia 0.36 0.38 0.53 0.66
Total 1.01 1.04 1.32 1.55
Berth Occupancy % 41 42 54 63
The vessel size and parcel size assumption for various liquid cargo to be handled at MPT
berth 11 is as given below:-
Table 7-3- Vessel Size and Parcel Size Assumption for Liquid Cargo
Phosphoric Liquid
Particulars Unit POL LPG
Acid Ammonia
Vessel Size Tons 32000 25000 20000 20000
Parcel Size Tons 8000 6000 6000 6000
7.4 DESIGN VESSEL – LIQUID CARGO

Based on the past vessels size and parcel size of liquid cargo at MPT, the design vessel
has been selected. The selection of design vessel for liquid cargo handling at berth 10also
considers the available berthing facilities and maneuvering facilities at berth 10. The
design vessel selection for berth 10 is as given below:-
Page 43 of 159
Table 7-4- Selection of Design Vessel for Berth 11
Available Depth at Berth 10 (-) 13.1 m CD

UKC Required 8%
Maximum Draft of vessel that can be berthed 12.1 m
Hence, Size of the design liquid vessel 50,000 DWT
LOA / Beam / Draft 210 m / 32.2 m / 12.6 m
**Vessels Size is as per PIANC
7.5 REQUIREMENT OF PIPELINE REALIGNMENT
7.5.1 EXISTING ALIGNMENT OF PIPELINES
Handling of liquid cargo at Berth 10 will require realignment of pipelines. The pipelines
originating from berth 8 will have to be connected to berth 10. POL storage tanks for JRF
Tanks and Indian Molasses may require booster pumps owing to increasing length of
pipelines from Berth 10. The figure below shows the existing alignment of pipelines from
berth 8.
Figure 7-2 Existing Pipelines Originating from Berth 8
7.5.2 REQUIREMENT FOR REALIGNMENT OF PIPELINES
The tanks for various users are situated at different places around the port. Figure below
shows the tank farms for various users and requirement of realignment of pipelines from
berth 10. There are total 6 pipelines originating from berth 8 and 1 pipeline from berth 10.
The alignment shown in the figure is indicative only and for estimation purpose. The
pipelines can be realigned besides the existing pipeline along NH 17 A. However
Page 44 of 159
alignment survey will be required during the execution stage. The realignment of pipeline
for IOCL will require very little realignment as it has its pipeline at berth 10.
Figure 7-3 Realignment of Pipeline from Berth 10
Table below shows the requirement of additional pipeline length from Berth 11 to tank
farms of various users.
Table 7-5- Required Length of Realigned Pipelines from Berth 10
Approx. Pipeline
Pipeline Booster Tankage
Tankage Length required for
No Station Location
realignment (m)
JRF Tanks - Pipeline
Required SE of Berth 4 1837
Petroleum 1
Pipeline
Indian Molasses Required 1837
2
Tanks - SE of Berth 4
Pipeline
Petroleum Required 1837
3
Ganesh
South of B.9 &
Benzoplast Pipeline Required – to
Adjacent to FCI 990
Tankage – 4 be relocated
Godown
Liquid Handling
Booster Station at
ROB Baina - Pipeline Required – to
South of Adani 460
Petroleum 5 be relocated
Plot
Zuari Agro Ammonia Storage
Pipeline
Chemical Tank Required tank at South of 1380
6
- Ammonia Adani Plot
Page 45 of 159
Indian Oil Tank Pipeline No Booster

SE of B. 11 Not required
- Petroleum 7 Station
Total pipeline required owing to realignment 8340
7.6 COST ESTIMATE AND RECOMMENDATION

The pipelines connecting to tanks of Indian Molasses and JRF tanks for POL product may
require booster pumps due to increased distance from berth 10.
Liquid Handling at Berth 10
Description QTY Unit Unit Rate Total Cost (Rs) Total Cost (Rs. Cr.)
Realignment of Pipelines 8340 m 20000 Rs/m 166800000 16.68
Booster Station at Berth 10 1 no 12000000 Rs 12000000 1.20

Total Cost 178800000 17.88
Considering reduced cost and fewer disruptions in operations at berth 8, 9 & 9A it is

advisable to shift handling of liquid cargo to berth 10 as against shifting the same offshore.
Page 46 of 159
8 COAL HANDLING AT BERTH 8

8.1 GENERAL
Coal has been recognized as one of the emerging cargo in the port. Berth 8 presently
handles liquid cargo, and has been envisaged to be converted into coal handling berth
to be developed on PPP basis. Shifting of liquid cargo from berth 8 has been discussed
earlier in this report. Hence, to achieve maximum throughput of coal, it is required to
identify various facilities required at marine side and land side. As per the traffic
forecast carried out, the potential coal traffic for the proposed coal berth is as estimated
below:-
Table 8-1- Proposed Coal Berth Justification – Traffic Potential
Coal Potential for Berth 8, MTPA 2019 2020 2025 2030

Thermal Coal 8.5 8.89 11.33 14.37
Coking Coal 14.5 15.8 24.3 36.7
Coal Traffic Forecast 23.0 24.7 35.6 51.1
Less: Capacity of Berth 5+6+7 12.11 12.11 12.11 12.11
Coal Available for Proposed Berth 8 10.9 12.6 23.5 39.0
8.1.1 PROPOSED COAL BERTH - 8

Berth 8 is envisaged to be converted in to Coal Berth. The berth will be designed to
handle capsize vessels. Presently Berth 8 is a port operated dedicated berth for
handling of liquid cargo. The length of the berth is around 298 m (length between
extreme moorings) and it can handle vessels up to 260 m LOA. The depth in front of
berth is (-) 13.1 m CD.
Figure 8-1 Existing Berth 8 – Proposed Coal Berth
Page 47 of 160
The berth is equipped with pipelines for handling of liquid cargo and transport up to
storage tank location.
8.1.2 PROPOSED OPERATIONAL SYSTEM

Unloading of coal at berth 8 will be carried out using mechanized coal handling
facilities. The coal will then be conveyed by mechanized conveying system to the
stackyard. The rake loading will be carried out using Mechanical loading system for
onward evacuation. The area behind the proposed jetty will be utilized for storage of
imported coal. This chapter briefs about identification of various facilities required to
handle coal at berth 8.
8.1.3 DESIGN VESSEL FOR PROPOSED COAL BERTH 8

One of the main factors that influence the layout and sizing of the port facilities and
therefore the costs is the size of ships for different commodities. The design ship is the
largest ship that is likely to be handled at the port. The size of the vessel influences the
approach channel, berthing facility, mechanical handling equipments to be installed and
therefore the cost of the project. When selecting the design ship size for a particular
commodity, it is essential to consider the development trends in the international
maritime trade driven by the scale of economics in freight. The size of ships calling at
the port will also have a bearing on the facilities available at the ports of
origin/destination.
It is always preferable to look for a modern port with deep draft for handling of large
parcel sizes and with modern mechanical handling equipments which will ensure faster
turnaround of vessels. The present depth at MPT approach channel and inner channel
is maintained at (-) 14.4 m CD and (-) 14.1 m CD. It has been proposed by the port that
the outer channel will be deepened to (-) 19.8 m CD and inner channel will be
deepened up to (–) 19.5 m CD. The depth at the maneuvering area is to be deepened
up to (-) 19.5 m CD. As discussed earlier in the report, the design vessel parameter for
berth 8 for handling of coal is 175,000 DWT capsize vessels with 18.3 m Draft. As per
IS – 4651 Part V, the required length of berth for berthing of 175,000 DWT vessel is
estimated to be 350 m. However for the structural design of berth, the design vessel
with 175,000 DWT can be considered. The design vessel parameters for operational
planning is as tabulated below:-
Table 8-2 Design Vessel Parameters for Berth Design
For Operational
Parameters
Planning
DWT 175,000
Maximum LOA, m 320
Beam width, m 46
Draft, m 18.3
Block coefficient 0.83
Page 48 of 159
8.1.4 VESSEL SIZE DISTRIBUTION

The distribution of vessels size expected to be called at berth 8 is as follows:
Table 8-3 Vessel size assumption for proposed berth 8 - Coal
Average
Percentage
Type of vessel unloading rate
Distribution (%)
(TPD)
Capesize vessel 70 50,000
Panamax vessel 30 35,000
Ref: - Handling rates as per guidelines for upfront tariff setting for PPP Projects at
Major Port Trusts, 2008 - TAMP
8.1.5 RECOMMENDED BERTH OCCUPANCY FACTOR
The recommended berth occupancy by PIANC and MoSRTH is as tabulated below and
the same has been referred:-
Table 8-4 Recommended Berth Occupancy for MPT
Maximum Recommended Berth

Occupancy (%) for MPT
No. of Berths MoSRTH
UNCTAD
Bulk GC
1 40 60 70
2 50 70 70
3 55 70 70
4 60 70 75
8.2 FACILITIES REQUIREMENT
8.2.1 NAVIGATIONAL CHANNEL

As discussed in earlier chapter for vessel size of 175, 000 DWT, draft being 18.3 m, the
depth required in the approach channel would be (-) 19.8 m CD.
8.2.2 TURNING VESSEL REQUIREMENT
According to IS 4651 (Part V) 1980, the minimum diameter of the turning circle should
be 1.7 to 2 times the length of the largest vessel to be turned. As discussed earlier in
section, the radius of turning circle required is calculated to be 580 m.
I.e. Minimum Radius of required turning circle = (320) * 1.8 = 580 m
Maximum LOA of Design bulk vessel (Capsize) = 320 m
Page 49 of 159
The existing diameters of the turning circle are 480m. The layout of the proposed
turning circle is already discussed. The diameter of turning circle in front of berth 8 will
have to be increased from 480 m to 580 m and will have to be shifted by 120 m from
the berth line.
8.3 CAPACITY OF THE PROPOSED COAL BERTH 8
8.3.1 QUAY CAPACITY

Optimal quay capacity of the proposed Berth 8 is as calculated as per TAMP
guidelines.
Optimal Quay Capacity = 0.7 x {(S1/100) x P1 + (S2/100) x P2 + (S3/100) x P3} * 365
S1 = Percentage Share of capacity of Capesize Vessel

P1 = Ship Day Output of capsize vessel
S2 = Percentage Share of capacity of Panamax Vessel
P2 = Ship Day Output of Panamax vessel
S3 = Percentage Share of capacity of Handymax Vessel
P3 = Ship Day Output of Handy and Handymax vessel
Considering 70 % of Capesize vessel, 30% Panamax vessel, with average unloading

rate of 50000 TPD, 35000 TPD respectively, the Optimal Quay Capacity for the
proposed Berth 8 is found to be 11.63 MTPA.
8.3.2 OPTIMAL YARD CAPACITY
As per TAMP, the optimal yard capacity can be calculated as 70% of maximum quantity
of coal that could pass through the yard.
Optimal Yard Capacity = 0.7 x A x (U/100) x Q x T
A = Area of the yard in sq. m.

U = Percentage of yard area to be used for stacking
Q = Quantity that could be stacked per sq. m area
T = Turnover ratio of the plot in a year
The table below gives the calculation for optimal yard capacity as per TAMP guide
lines parameters and actual site parameters.
Table 8-5 Optimal yard capacity calculation
Description TAMP Present Case

Area of the Yard in Ha 7.97 7.97
Area utilized by Stockpile 5.58 4.80
Area Utilization (%) 70 % 60.22 %
Quantity that could be stacked per Sqm area, in tons 3 7.43
Turnover ratio of the plot in an year 12 28
Page 50 of 159
Optimal Yard Capacity (MTPA) 1.41 6.99

**Note - Worked out considering stockpile with 50 m base and 15 m height with coal density of
0.8 t/cum. Larger stack height has been considered because of covered storage area
Table 8-6 Basis for Turnover Ratio Calculation
Description Unit
Percentage of Coal for Trading 20 %
Percentage of Dedicated/ Captive coal 80 %
Dwell time of Trading Coal 20 Days
Dwell Time of Dedicated/ Captive coal 10 Days
Average Dwell time 13 Days
Turnover ratio 28 Nos.
8.3.3 COAL TERMINAL CAPACITY

The optimal terminal capacity is the lower value of the optimal quay capacity and
optimal stack yard capacity. Hence the optimal capacity of the terminal is found to
be 6.99 MTPA. Though the capacity has been calculated in regards to coal traffic,
other general cargo like limestone and gypsum can be handled at the berth.
8.4 CARGO HANDLING FACILITIES
8.4.1 GRAB UNLOADERS

A fully mechanized coal unloading system has been planned for handling of coal at
berth 8. The berth will have 2 numbers of mechanical rail mounted grab type ship
unloaders connected with conveyor system of required capacity for stacking and
subsequent evacuation by rail or road. The unloading rate for discharge of Capesize,
Panamax size dry bulk vessels has been considered at 50000 TPD, 35000 TPD
respectively. The unloading pattern for a grab unloader gives an average unloading
60-65% of the rated capacity. The density of Coking Coal/Thermal Coal is around 0.8
T/cum for volume calculation. The required average capacity of mechanical rail
mounted grab unloaders is as calculated below:-
Table 8-7 Required Capacity of Grab Unloaders for Berth 8

Coal Unloading Rate at Berth 8 50000 TPD Considering Capsize Vessel
Avg. unloading rate Required 2500 TPH
2 Nos.
provided
Average unloading rate per
1250 TPH
crane
Page 51 of 159
Rated capacity provided 2000 TPH of each
Hence it is envisaged to provide two numbers of 2000 TPH rated capacity rail mounted
grab type unloaders at berth 8 to achieve maximum unloading rate of 50,000 TPD. The
other broad level specification of the unloaders required is outreach of 48 m.
8.4.2 JETTY CONVEYOR
A stream of jetty conveyor will be provided with rated capacity 4000 TPH running
parallel on the full length of the jetty. The rated capacity of 4000 TPH will ensure that
conveyor capacity will be sufficient to evacuate discharge vessels and evacuate coal
from stockyard seamlessly. The conveyor system on jetty will be receiving coal
discharged from the vessels and feed the yard conveyor system for stacking operation
using stacker or to direct loading of coal from the jetty conveyor to the Rapid Rail
Loading System (RRLS). Jetty Conveyor and associated connecting conveyors up to
feeding point on to Yard Conveyors have been envisaged Double line, (1 working & 1
standby) thus ensuring 100% redundancy in the Ship Evacuation System.
8.4.3 YARD CONVEYOR DETAILS

The stockyard will be provided with a stream of trough belt yard conveyor with rated
capacity of the conveyor 4000 TPH. The conveyor system at stockyard will be receiving
coal from the jetty conveyor and for stacking at the stock pile using stacker. Adequate
redundancy will be provided as required owing to provision for unforeseen system
breakdown.
Jetty Conveyor and associated connecting conveyors up to feeding point on to Yard

Conveyors have been envisaged Double line, (1 working & 1 standby) thus ensuring
100% redundancy in the Ship Evacuation System. The total length of conveyors shall
be around 2360 m.
8.4.4 COAL HANDLING EQUIPMENTS AT STACKYARD

The equipments required for stackyard operation are planned as per the unloading
requirement of 50000 TPD. The capacity of stackyard is found to be 6.99 MTPA. The
stockpile details are as given below:-
Table 8-8 Capacity of Coal Stockpiles for Berth 8
Description Dimension
Stockpile 1 480 m x 50 m x 15 m
Stockpile 2 480 m x 50 m x 15 m
The equipments envisaged at stackyard for stacking and reclaiming of coal are as
given below:-
Table 8-9 Capacity of Coal Stockpiles for Berth 8
Description Rated Capacity Remarks
Page 52 of 159
Stacker Cum For Stacking Stockpile 1 & 2

4000 TPH
Reclaimer - 1 For Reclaiming at Stockpile 1 & 2
Stacker Cum For Stacking Stockpile 1 & 2
4000 TPH
Reclaimer -2 For Reclaiming at Stockpile 1 & 2
Note: - Refer Coal terminal Layout
For stacking of coal at stockpile 1 and 2 and reclaiming of coal from stockpile 1 and 2,
two stacker cum reclaimer are provided. The stacker cum reclaimer should have
adequate slew angle and luffing angle for the purpose of forming uniform stacks of 15
m height. Stackers will be rail mounted having rail gauge of around 8 m covering the
entire length of the stockyard.
The reclaimer will reclaim the coal and feed the conveyor system for onwards
evacuation through RRLS. The capacity of the reclaimer has been estimated
considering 100 % evacuation of coal through RRLS. The figure below shows indicative
pictures of stacker and reclaimer which are used commonly in the stockyard.
Figure 8-2- Stacker – Reclaimer
Source: DPCL
8.4.5 YARD EQUIPMENT SYSTEM DETAILS
The mechanical coal handling equipments as envisaged for the proposed coal berth 8
is as given below:-
Table 8-10 Details of Mechanical Handling Equipments at Stackyard
Rated Capacity /
Features
Grab Type bucket crane (each) 2 2000 TPH
Stacker cum Reclaimer 2 4000 TPH
Pay Loaders and Dozers 4 10 Ton
Rapid loading system 1 4000 TPH
Lot -
suppression
Page 53 of 159

The stacker cum reclaimer should have adequate slew angle and luffing angle for the
purpose of forming uniform stacks of 15 m height. Stackers will be rail mounted having
rail gauge of 8 m covering the entire length of the stackyard.
The reclaimer will reclaim the coal and feed the conveyor system for onwards
evacuation through RRLS. The capacity of the reclaimer has been estimated
considering 100 % evacuation of coal through RRLS.
8.4.6 JUNCTION HOUSES
There are total 6 Junction Houses and 2 drive houses envisaged as per the layout plan.
8.5 EVACUATION REQUIREMENT

It is assumed that coal will be evacuated by rail. For faster evacuation of coal, a Rapid
rail loading system (RRLS-silo) with rated capacity of 4000 TPH shall be installed.
8.5.1 RAPID RAIL LOADING SYSTEM (RRLS)

It is proposed to provide a RRLS system with rated wagon loading capacity of 4000
TPH for faster loading of coal in to wagons and evacuation by rail. Hence the loading
capacity of the RRLS system to be provided will be in the range of 4000 TPH with a
loading accuracy for each wagon ± 350 kg. The system will have to be designed to
operate satisfactorily both for lump and fines interchangeable. The RRLS will be fed
from the reclaimer through connected conveyors. A separate conveyor line will be
provided for direct loading of coal from the jetty conveyor to the Rapid Rail Loading
System (RRLS).
8.6 STOCKYARD
8.6.1 STOCKPILE DETAILS

The area available for the storage is around 7.9 Ha. The stockyard capacity has been
found to be 6.99 MTPA considering 28 as turnaround ratio. The dimension of stockpiles
is as given below:-
Table 8-11 Stockpile dimensions for stacking of coal
Description Value Unit

Dimension of Stockpile 1 480 m x 50 m x 15 m cum
Dimension of Stockpile 2 480 m x 50 m x 15 m cum
Angle of deposition of coal 37 Degree
Total base area of 2 coal stockpiles 48000 Sq. M
Page 54 of 159
Qty that could be stacked 7.4 Tons per sqm

Capacity of Stockpile 356639 Tons
Avg. Turn around ratio 28
8.6.2 COVERED STACKYARD

With increasing environmental concerns, storage and handling of coal in large
quantities has thrown up additional challenges. One of the major challenges lies in
handling the coal in an environment friendly manner. Coal handling at Mormugao port
has to be handled by planning and constructing a fully covered coal stack yard. The
covered stackyard will be accommodating the two stockpiles as envisaged. The
dimension of the covered dome type storage yard will be 520 m X 145 m. The covered
storage will require 550 m long shed housing 15 m high coal stack with mechanized
facilities. The shed is of 140 m span with 6 m high retaining walls supporting the roof
structure.
The shed will also be equipped with fire fighting and dust suppression system. With the
above structure in place, Mormugao Port will be handling coal in a most environment
friendly manner. Benefits of using the system are:-
► Reduction in Power Generation Cost during Monsoon” - Preventing coal from
getting wet in monsoon and thereby saving considerable cost in drying it before
feeding to bowl mills of power plant. This reduces the production cost / unit of
power.
► Clean Environment - Prevent fine coal particles from flying away due to wind,
thereby reducing the probable pollution in nearby surroundings.
► No coal dust problems for power plant switchyard and surrounding areas
As this shed will be having mechanized coal handling facility such Stacker cum
reclaimer, conveyor belts etc, and the coal will be reclaimed and feed to the rail loading
system.
8.7 CARGO EVACUATION
8.7.1 EVACUATION OF COAL BY RAIL USING RRLS

It is assumed that almost all the coal material will be evacuated through rail. For faster
evacuation of coal, a Rapid rail loading system (RRLS) with capacity of 4000 TPH shall
be installed.
The RRLS shall be fed from the reclaimer through the connected conveyor. A full rake
of 58 - 60 wagons, each 55 T capacity can evacuate 3300 T of coal. Total number of
rakes to be loaded in a day to meet the capacity requirement considering 100%
evacuation by rail has been calculated as below:-
Table 8-12 Rake and Loading Line Requirement for evacuation of coal
Rake Requirement
Annual Throughput 6990000 MTPA
Page 55 of 159
Working Days (35 days of downtime for RRLS Maintenance) 330 Per Year
Capacity of 1 Full Rake of 775 m 3300 ton
Number of rake required per year 2118 Nos.
Number of rake required per day (Avg.) 7 Nos.
Capacity of 1 Loading Line per Day
Capacity of RRLS 4000 TPH
Time Required for 1 Full Rake Loading 1 hrs
Time taken for Rake Arrangement 0.7 Hrs
Total Time required to Load and Evacuate 1 Full Rake 1.7 Hrs
Number of Rake that can loaded and evacuated in a day with
14 Nos.
1 loading line
Hence rake loading capacity of RLS (14 rakes per day) is sufficiently higher than rake
movements required for evacuation (7 per day).
Existing rake movement from the present coal berths 6 & 7 is around 10 rakes per day.
For additional 7 rakes to move from berth 8 doubling of rail line from MPT yard to
Castle Rock yard is a must.
8.8 LAYOUT OF PROPOSED COAL TERMINAL – BERTH 8

The Layout of the proposed mechanized coal handling system at berth 8 is as shown
below.
Page 56 of 159
Figure 8-3 Proposed Layout for Coal Handling at Berth 8
Page 57 of 159
9 CONTAINER CUM GENERAL CARGO TERMINAL –

BERTH 9
9.1 GENERAL
The planning and layout of a container cum general berth will be depending upon the
requirements of various facilities such as berthing facility, container and general cargo handling
facility, storage facility, evacuation facility, utilities and services etc which in turns again depends
up on the annual throughput. This chapter identifies the facilities, infrastructures and
equipments needs to be provided at the proposed Container cum general cargo berth.
The layout and choice of equipment for the jetty operation, stackyard operation and evacuation
operation depends up on:-
► Annual throughput
► Available area for storage and other land side facilities
► Mode of hinterland transport i.e. road or rail transport
This chapter briefs about identification of various facilities required to handle the projected
container and general cargo traffic in an efficient manner.
9.2 POTENTIAL TRAFFIC AT MORMUGAO PORT

9.2.1 GENERAL CARGO TRAFFIC POTENTIAL
Presently the port handles general cargo and containers at Berth no 10 and 11 and the
capacity of the berths are 2.65 MTPA. As the Liquid cargo is recommended to be handled
at Berth 10 instead of Mooring Dolphins, the Potential traffic for berth 10 will also be
available for proposed GC and Container terminal – Berth 9. The table below shows the
traffic potential for the proposed general cargo and container terminal – Berth 9:
Table 9-1- GC Traffic Potential for Proposed GC & Container Berth 9
Traffic Projection in MTPA 2019 2020 2025 2030

Fertilisers 0.36 0.37 0.43 0.74
Break Bulk Projection 5.98 6.44 9.12 12.39
Total GC and BB Cargo Potential 6.34 6.81 9.55 13.13
**Less, Capacity 10+11 2.65 2.65 2.65 2.65
Traffic Available for Berth 9 3.69 4.16 6.90 10.48
9.2.2 CONTAINER TRAFFIC POTENTIAL
The Potential Container Traffic at Mormugao Port is estimated considering the diverted
traffic to JN Port and proposed Dry Port at Belgaum. The container potential for the
proposed GC and Container terminal i.e. Berth 9 is as given below.
Page 58 of 159
Table 9-2- Container Potential for Proposed GC & Container Berth 9
Traffic Projection, in
2016 2017 2018 2019 2020 2025 2030
TEU
Potential Container
29 33 37 171 182 247 338
Traffic
9.3 PROPOSED CONTAINER CUM GENERAL CARGO BERTH 9

As discussed earlier the total berth length available including Berth 8, Berth 9 and
proposed reclamation berth 9A is 950 m. Berth 8 has been recommended for handling of
capsize vessels for coal. The length of the proposed coal berth is estimated to be 350 m.
The berth length available for General cargo and Container terminal will be 260 m i.e. 950
m – 350 m = 600 m of which 340m is considered for iron ore berth. The indicative berth
layout for the proposed General cargo and Container terminal is as shown below.
Figure 9-1 Proposed Multipurpose Berth Layout – Berth 9
The total reclamation area is around 3.94 Ha a part of which will be used for container
cum general cargo handling.
Page 59 of 159
9.4 PROPOSED CONTAINER CUM GENERAL CARGO BERTH 9

9.4.1 CARGO HANDLING RATES AND CAPACITY OF BERTH - 9
As per TAMP 2008 guidelines, the optimal capacity of the terminal is reckoned as 70% of
the maximum capacity. The capacity of the terminal is mainly dependent on the following
factors:-
► Type of Cargo to be handled
► Cargo mix ratio
► Size of vessels to be handled
The multipurpose berth will be equipped with two 100T Harbour Mobile Cranes (HMC)
which can provide a maximum handing rate in the range of 10,000 – 12500 TPD (however
this is subject to cargo type as will be shown below). Considering a wide cargo basket for
the multipurpose terminal and suitable handling rate for each cargo type based on two nos
HMC cranes, the theoretical berth capacity can be worked out as follows: -
Table 9-3- Theoretical Berth Capacity of General Cargo Terminal

Agro Products
Steel Coil &
Containers
Fertilizers
Products
Minerals
Others
Total
Particulars
Handling Rate per 100T HMC

12500 6000 10000 10000 7500 480
(Ton / TEUs) / Day
No. of 100T HMC per Berth 2 2 2 2 2 2
Handling Rate per Berth
25000 12000 20000 20000 15000 960
(Ton / TEUs) / Day
Percentage Share 25.00% 20.00% 5.00% 5.00% 15.00% 30.00% 100%
Berth Occupancy 70% 70% 70% 70% 70% 70%
No of Days / Year 365 365 365 365 365 365

Total Theoretical Capacity
1596875 613200 255500 255500 574875 73584 4178958
(Ton / TEUs)
MTPA 4.18
The theoretical berth capacity worked out above assumes that two HMC cranes will work
in tandem on the general cargo vessels. While this may hold for panamax (50,000 DWT)
size and larger vessels, only one HMC crane can operate on handymax (30,000 DWT)
vessels. Hence, the theoretical berth capacity is dependent on vessel size distribution.
Page 60 of 159
Note: The yard capacity has been worked out based on the available area and providing suitable allowance
for equipments parking and cargo / equipments circulation within the storage area. The yard side capacity has
been worked out as below: -
Yard capacity of container and general cargo at berth 9

Total Area Available (Ha) 5.46
Steel Coil
Agro
Particulars Minerals & Fertilizers Others Containers Total
Products
Products
Total Area available for Development (Ha) 1.40 0.35 0.35 0.35 0.31 2.70 5.46
Area Utilization for Stacking
50% 50% 50% 50% 50% 50%
(50% area required for circulation)
Optimal Area available for Utilization (Ha) 0.70 0.18 0.18 0.18 0.16 1.35
Conversion Factor 10000 10000 10000 10000 10000 10000
Optimal Area Utilization (Sq .M) 7000 1750 1750 1750 1550 13500
Stackyard Capacity Utilization 75% 75% 75% 75% 75% 75%
Stack Density (Ton / TEU per sq m) 10 5 2 6 5 0.07
Cargo Dwell Time (days) 12 12 12 12 12 52
Total Optimal Capacity (Ton / TEU) 630000 78750 31500 94500 69750 36855 1383615
MTPA 1.4
For a multipurpose terminal, the yard capacity will vary with concentration of cargo types. Since the distribution of
cargo types generally varies, throughout the life of the terminal; norms for estimating optimal yard capacity for a
multipurpose terminal are not provided. An exercise was carried out to assess the yard capacity with assumptions
related to various cargo types and the yard capacity was estimated at 1.4 MTPA. This can be substantially increased
by using the available yard area only as transit area and using additional area outside the port premises (presumably
in Bogda) for storage purposes. It is presumed that area for equipments parking requirements will be arranged outside
the general cargo terminal and hence no deductions in available area have been made on this account. The port can
explore providing the BOT operator with such additional area outside the port premises at prevailing rates. In this way
the yard operations can be streamlined to increase throughput.
Hence, for the purpose of assessing the feasibility of the project, we have considered the following: -
► Theoretical berth capacity of 4.18 MTPA has been considered for equipment planning as well as for
estimation of tariff for various cargo types. This has been confirmed by MPT to be in line with TAMP
2008 guidelines and follows from similar TAMP orders at other major ports.
► Optimal yard capacity of 1.4 MTPA has been considered for assessing financial viability of the project
to arrive at a conservative estimate of financial return for the project and BOT operator. An additional
Rs 40 per ton operating cost has been provided for transportation from the yard to additional storage
area (Bogda) and lease rental charges for such area.
Page 61 of 159
9.4.2 DESIGN VESSEL AND PARCEL SIZE
The design vessel considered for the container cum general cargo berth is 40,000 DWT
vessels. However the structural design of berth can be carried out considering capsize
vessels owing to future requirement. The 40,000 DWT GC vessel parameters are as given
below.
Table 9-4- Design Vessel Parameter for Container cum GC Berth 9
Description Parameters
DWT / DT 40000 / 54000
LOA, m 209
Beam, m 30
Draft, m 12.9
**Ref: - PIANC – Harbour Approach Channels Design Guidelines
Note: Dimensions given in the tables may vary up to ±10 % depending on construction
and country of origin.
The Maximum cargo that the vessel can carry will be 90 % of the vessels DWT i.e. 36000
tons. The length of berth required for berthing of 40,000 DWT cargo vessel is as
calculated below:-
Table 9-5- Required Berth Length for Design GC Vessel
Description Parameters
DWT / DT 40000 / 54000
LOA, m 209
Required Length of Berth (As per IS 4651 1.2 x LOA

Part V) 256 m
Length of berth required say 260 m
9.4.3 CONTAINER VESSEL SIZE - AVERAGE PARCEL SIZE

MPT is expected to service hub ports like JNPT and Cochin. At present feeder vessel
sizes are in the range or 1000 - 3000 TEU. However, going ahead feeder vessel sizes will
increase up to 4000 TEU. The vessel size assumption to be called at MPT is as given
below:
Table 9.6 Container Vessel Size Assumption (%)
Vessel Size 2019 2020 2025 2030

1000 TEU 40% 40% 20% 20%
2000 TEU 30% 30% 35% 25%
Page 62 of 159
3000 TEU 30% 30% 35% 40%

4000 TEU 0% 0% 10% 20%
The average parcel size as per the above vessel size assumption at the proposed
container terminal is as given below:-
Table 9.7 Average Parcel Size
Vessel Size 2019 2020 2025 2030

1000 TEU 500 500 500 500
2000 TEU 1000 1000 1000 1000
3000 TEU 1200 1200 1200 1200
4000 TEU - - 1600 1600
Avg. Parcel Size 860 860 1,030 1,150
9.4.4 CARGO HANDLING ARRANGEMENTS

The cargoes like steel and coil products, agro products (Bagged), Cement (Bagged),
fertilizers etc are expected to be handled at berth 9. The terminal will be equipped with 2
nos 100 T harbour mobile cranes with slings/grabs/Hook/Claw arrangements for loading
unloading of containers and general cargo.
Figure 9-2 Harbour Mobile Crane and Sling Arrangements
Page 63 of 159
Figure 9-3 Lifting arrangements – Grab/Claw/Hook
The cargo unloaded will be stored at the shed / stackyard available and will be evacuated
by Rail/Road. Forklift Trucks / tractor Trailers will be provided to transport the cargo from
the quay to the storage shed.
The features required for the Harbour Mobile Crane (HMC) includes a cable reel and
electric hook rotator for operation with automatic spreaders (2 nos.). Mobile harbour
cranes are a versatile, flexible and effective solution for new quay installations.
Figure below shows an indicative diagram of container loading / unloading from the
vessels. The containers unloaded are put on a TTU unit for transporting to stackyard.
Figure 9-4 Container Handling using HMC – Spreader Arrangement
HMC offer many advantages such as:-
► Versatile, efficient and cost effective
Page 64 of 159
► Low specific investment costs & High resale value

► Quick changing of lifting attachments
► Easy and fast travel to every point in the terminal
► Crab travel and very small turning circles for easy positioning alongside the vessel
In case of container handling the crane at the jetty will drop down containers on Tractor
trailer unit which will transport the containers to the stacking area where the boxes will be
stacked by Reach Stackers fitted with appropriate spreader frames for container top or
side lifting.
Reach stackers gives higher operational productivity and flexibility. Due to their versatility
in operation, reach stackers has been selected for this proposed terminal at Mormugao
Port. Reach stackers will be used at the stackyard for stacking in the yard, loading and
unloading of Tractor trailer units, road trucks and rail wagons at the Rail container depot
(RCD). The containers at the stackyard will be loaded in to tractor trailer unit for
transporting to the RCD. The container will be picked up by reach stackers deployed at
RCD and will be loaded in to wagons for onwards evacuation. Tractor trailer units will be
used for the transport of the containers between the vessel and the container yard and
also for transporting containers from yard to the RCD. Reach stackers can also be used
for short distance transportation.
System advantages:
► Best suited for medium size terminal
► Low investment and capital costs as reach stackers and Tractor trailer unit cost
relatively low
► Low operating costs of equipment in comparison to other operations system
alternatives
System disadvantages:
► Comparatively high manning requirements due to the large number of vehicles and
low level of automation.
► Disturbance of operation by trucks being loaded/unloaded in the stacking area
Table 9.8 Equipments Envisaged for Container Handling
Description Handling Equipments
Quay Cranes at Vessel HMC

For Container transfer TTU
For Container Stacking Reach Stackers (RS)
For Container transfer to RCD TTU/RS
Evacuation Rail/Truck
The proposed flow diagram for handling of container at proposed container berth is as
given below:-
Page 65 of 159
Container is Unloaded
Stacking in the Loading in the RCD
by MHC and Loaded
stackyard using RS using Reach Stacker
on to TTU
The proposed container cum GC Berth 9 will be provided with two mobile harbour cranes
with suitable grab attachments for handling of container and General cargo. Cargo that
are expected to be handled at the proposed berth 9 are Woodchips, Granite, Bauxite,
Steel Coils, Fertilizers, Alumina, Nickel Cobalt, machineries etc.
9.4.5 STORAGE FOR GENERAL CARGO
As per the international practice the storage capacity at port for a particular commodity
should at least cater to the higher of the following:
► 10% of the annual cargo throughput
► 1.5 times the maximum parcel size
For General cargo, the annual throughput is relatively small and so are the parcel sizes.
Hence the frequency of vessel calls will be low to moderate. This will, most likely, allow for
the clearance of the stored cargo prior to the arrival of the next shipment. Further, during
cargo handling operations at the GC berths, part of the cargo is likely to be directly
evacuated without passing through the storage area.
The factors to be taken into account in determining the size of the storage areas are
stacked densities, angle of repose, maximum and average stacking height, aisle space,
reserve capacity factor, peaking factor, etc.
9.4.6 STORAGE REQUIREMENT – CONTAINER STACKING

As per the standard practice, the storage capacity at port for a particular commodity
should at least cater to the highest of 5 % of the annual cargo through put, or One month
of storage or the maximum Parcel Size.
Table 9.9 Container Stackyard Capacity Calculation - Assumption

Reach Stacker Arrangement RTGC Arrangement
Average transit Avg. Stack Average transit Max Stack
Container
time(days) Height (No) time(days) Height (No)
Full containers 5 3* 5 5
Empty containers 6 3* 6 4
Reefer containers 3 3* 3 2
*Note: Average stack height through reach stacker arrangement has been known to be 4 high also as is
prevalent at certain terminals.
Page 66 of 159
In general cargo terminal, shed structures would be required for transit storage as cargo
such as cement, fertilizers, and iron products requires covered storage. Reinforced
concrete column supported steel structures can be provided for storage. The height inside
the storage shed can be around 15 m. The shed has to be provided with doors on both
sides. Part of cargo unloaded at Port is likely to be directly evacuated without passing
through transit shed. Hence the storage area can be optimized during project operation
stage.
9.4.7 EQUIPMENTS FOR CONTAINIER CUM GENERAL CARGO TERMINAL
Two number of mobile harbour cranes will be deployed at proposed Container cum GC
berth 9 for handling of general cargo and break bulk cargo with required sling and grab
arrangement. Adequate number of trailers will be provided to move the cargo between
berth and storage shed.
The mechanical handling equipments required for the container cum general cargo
terminal is as given below.
Table 9.10 Equipments Planned for Berth 9
Descriptions Quantity
Number of Berths 1
HMC – (100 T Capacity) 2
Tractor Trailer Unit 4
Reach stacker 2
Fork lift Truck 5 T Capacity 4
Fork Lift truck 10 T Capacity 2
Pay Loaders 10 T Capacity 3
9.4.8 TRACTOR & TRAILER (TTU)
FOR CONTAINER TRANSFER BETWEEN JETTY TO STACKYARD AND STACKYARD TO

RCD
A total of 4 TTU have been envisaged per terminal for transport of containers within the
terminal and to and from the terminal to the RCD. However, it may be advisable to allow
the operator freedom to choose the number and type of equipments in the stackyard to
achieve and maximize the throughput. The equipments specified above are only for the
purpose of cost estimation.
9.4.9 REACH STACKER FOR RAKE LOADING AT RCD
The TTU will be unloaded by reach stackers deployed at RCD and will be loaded in to
wagons.
Figure 9-5 Rake loading using reach stacker
Page 67 of 159
9.4.10 Support Facilities

The following facilities should be required at the jetty.
► Utilities and Services (Fire fighting facilities, power, lighting, water etc.)
The following facilities should be required at land side.
► Terminal control buildings with offices, security, substation, DG sets.

► Roadway and terminal access road
► Utilities and Services (Fire fighting facilities, power, lighting, water etc.)
9.5 GC & CONTAINER TERMINAL ACCESS ROAD

Internal access road of width 17 m have been provided considering high circulation of
cargo and equipments in the yard.
9.6 LAYOUT OF PROPOSED CONTAINER CUM GENERAL CARGO

BERTH- 9
The layout of Proposed General Cargo and container terminal is as shown below.
Page 68 of 159
Figure 9-6 Layout of Proposed General cargo and Container Terminal – Berth 9
Page 69 of 159
10 IRON ORE HANDLING AT BERTH 9A

10.1 GENERAL
Iron ore is proposed to be handled at berth 9A. The berth 9A area and the stackyard area
are proposed to be constructed by reclaiming the partial barge berth area and partially by
already existing iron ore handling berth.
The potential traffic for the proposed iron ore cargo –Berth 9A is as shown in the table
below:
Table 10.1 Traffic Potential for Proposed Iron Ore Berth-9A

2016 2017 2018 2019 2020 2025 2030 2035 2040
Export Forecast
3.5 3.7 4.0 4.3 4.5 6.5 8.5 10 10
- in MTPA
10.2 PROPOSED IRON ORE BERTH 9A
As discussed the proposed berth 9A will be dedicated for handling iron ore export. The
length of the berth shall be 340 m. The reclaimed barge berth area will be utilised for
berthing and handling of iron ore. The indicative berth layout for the proposed Iron Ore
Terminal is as shown below:
Page 70 of 159
10.2.1 DESIGN VESSEL FOR PROPOSED IRON ORE BERTH 9A
The design vessel is the largest ship that is likely to be handled at berth. The structural
design of the berth shall be carried out for the maximum vessel that is likely be handled at
the berth. The design vessel parameter for berth design is as given below:
For Operational
Parameters
Planning
DWT 175,000
Maximum LOA, m 320
Beam width, m 46
Draft, m 18.3
Block coefficient 0.83
Ref: - PIANC Guide for Harbour Approach Channels Design Guidelines / Note: Dimensions given in the
tables may vary up to ±10 % depending on construction and country of origin.
10.2.2 VESSEL SIZE DISTRIBUTION
The distribution of vessel size expected to be called ay berth 9A and the unloading rate is
discussed as below:
Table 10-2 Vessel size assumption for proposed berth 9A-lron ore
Average
Percentage
Type of vessel unloading rate
Distribution (%)
(TPD)
Capesize vessel 70 60,000
Panamax vessel 30 55,000
Ref: - Guidelines for upfront tariff setting for PPP Projects at Major Port Trusts, 2008 -
TAMP
The length of the berth required for berthing of 175,000 DWT vessel (capsize vessel) is as
calculated below:
Based on the design vessel size for iron ore, the minimum length of the berth required is:
Design vessel Minimum berth

Design vessel
LOA length required
Iron ore berth 175,000 310 m 340 m
The barge sizes likely to be berthed at barge berth are as follow:
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Table 10.3 Likely Barge Sizes
Sr. No Particulars 1500 2000 2500
1 DWTCC (t) 1500 2000 2500
2 LOA (m) 58 70 84
3 Beam (m) 10.5 14 16
4 Loaded Draft (m) 2.74 2.8 2.93
5 UKC 12% 12% 12%
6 Depth Required (m) 3.06 3.13 3.28
Ref: - PIANC Guide for Harbour Approach Channels Design Guidelines / Note: Dimensions given
in the tables may vary up to ±10 % depending on construction and country of origin
10.3 CAPACITY OF THE PROPOSED IRON ORE BERTH 9A
10.3.1 QUAY CAPACITY
Optimal quay capacity of the proposed Berth 9A is as calculated as per TAMP guidelines.
Optimal Quay Capacity = 0.7 x {(S1/100) x P1 + (S2/100) x P2 + (S3/100) x P3} * 365
S1 = Percentage Share of capacity of Capesize Vessel

P1 = Ship Day Output of capsize vessel
S2 = Percentage Share of capacity of Panamax Vessel
P2 = Ship Day Output of Panamax vessel
S3 = Percentage Share of capacity of Handymax Vessel
P3 = Ship Day Output of Handy and Handymax vessel
Considering 70 % of Capesize vessel, 30% Panamax vessel , with average unloading

rate of 60000 TPD, 55000 TPD respectively, the Optimal Quay Capacity for the
proposed Berth 9A is found to be 14.95 MTPA.
10.3.2 OPTIMAL YARD CAPACITY
As per TAMP, the optimal yard capacity can be calculated as 70% of maximum quantity of
coal that could pass through the yard.
Optimal Yard Capacity = 0.7 x A x (U/100) x Q x T
A = Area of the yard in sq. m.

U = Percentage of yard area to be used for stacking
Q = Quantity that could be stacked per sq. m area
T = Turnover ratio of the plot in a year
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The table below gives the calculation for optimal yard capacity as per TAMP guide lines
parameters and actual site parameters.
Table 10-4 Optimal yard capacity calculation
Description TAMP Present Case

Area of the Yard in Ha 5.76 5.76
Area utilized by Stockpile 4.03 3.15
Area Utilization (%) 70 % 54 %
Quantity that could be stacked per Sqm area, in tons 3 18.14
Turnover ratio of the plot in an year 12 20
Optimal Yard Capacity (MTPA) 1.04 8.00
**Note - Worked out considering stockpile with 50 m base and 13 m height with coal density of 0.8
t/cum.
10.3.3 BARGE BERTH CAPACITY

Considering 4 number of barge unloaders at the 4 barge berths, the capacity is calculated
as follows:
Table 10-5 Barge berth capacity calculation
Description Units Value

Capacity of Barge tons 2500
Unloading Rate TPH 500
Berthing time hrs 5.56
Non Working time hrs 2
Total Time hrs 7.56
Working Hours Per Day hrs 20
Number of Barge Handled nos. 2.65
TPD /
Barge Unloading rate 6618
berth
Number of Barge Berth 4
Total Unloading Rate TPH 26471
Working Days Per yr days 300
Total Unloading Capacity of Barge Berth
MTPA 7.94
(Max)
10.3.4 IRON ORE TERMINAL CAPACITY

MTPA.
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10.4 CARGO HANDLING SCHEMATIC REPRESENTATION

The fully mechanized handling system shall be adopted as described below:
The barge unloaders will

unload the iron ore from
Bring iron ore to Port by
barges and will convey it
barge
to the connecting
conveyor system
Reclaimers will reclaim Iron ore will be conveyed

the Iron ore from through the conveying
stockyard and convey to system and will be
ship loaders through stacked in the stockyard
conveying system using stackers
10.5 CARGO HANDLING EQUIPMENTS

It is assumed that Port will work seven days a week, and the effective number of working
days is considered as 365 days, working 20 hours a day in 3 shifts of eight hours.
A fully mechanized iron ore handling facility has been for iron ore handling at berth 9A.The
handling facilities at the berth will comprise of barge unloaders, conveying systems,
stacker cum reclaimers, ship loaders, the details of which is described below:
10.5.1 BARGE UNLOADER

Barges shall bring the iron ore which will be unloaded by barge unloaders.
1 Quantity 4
2 Cargo Iron Ore
Barge unloading Capacity
3 850 TPH
Rated
4 Ship Size 1,500 DWT to 2500 DWT
10.5.2 SHIP LOADERS

It is proposed to have two continuous ship loader. The ship loader shall be connected to
the conveying system. The ship loaders shall travel on the rails installed on the jetty to
cover the full length of the cargo holds which is normally 80 % of the LOA of the vessel.
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The density of iron ore is around 2 T/cum for volume calculation. The required average
capacity of mechanical rail mounted grab unloaders is as calculated below:-
Table 10-6 Required Capacity of Ship loaders for Berth 9A

Iron ore loading rate at Berth 9A 60000 TPD Considering Capsize Vessel
Avg. loading rate Required 3000 TPH
Numbers of crane to be provided 2 Nos.
Average loading rate per crane 1500 TPH
Rated capacity provided 2500 TPH Each
Hence, assuming average handling rate @ 60% of rated capacity per ship loader, it is
envisaged to provide two numbers of 2500 TPH rated capacity rail mounted continuous
ship loaders at berth 9A to achieve maximum loading rate of 60,000 TPD. The other broad
level specification of the loaders required is outreach of 48 m.
10.5.3 CONVEYOR SYSTEM
The iron ore that will be unloaded from barges shall be transferred to the stockyard
through conveyor system. The iron ore will be stacked using stacker cum reclaimer and
will be reclaimed by the same. The reclaimed iron ore from the stockyard shall be
conveyed by the conveying system to the ship loaders for loading on to the vessels at the
berth.
Iron ore berth jetty and yard Conveyors have been envisaged Double line, (1 working & 1
standby) thus ensuring 100% redundancy in the Ship Evacuation System. The length of
the belt conveyor is about 3320m
*Redundancy of 100 % to ensure continuous handling operation in case of unforeseen system

breakdown
10.5.4 STACKER CUM RECLAIMER

It is proposed to have two bucket wheel type stacker cum reclaimer with stacking capacity
of 5000 tph and reclaiming capacity of 5000 TPH.
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Figure 10-1- Stacker – Reclaimer
Source: DPCL
10.5.5 YARD EQUIPMENT SYSTEM DETAILS
The mechanical coal handling equipments as envisaged for the proposed iron ore berth 9
is as given below:-
Table 10-7 Details of Mechanical Handling Equipments at Stackyard
Major equipment/system Qty Rated Capacities

Continuous Ship loaders 2 2500 TPH
Barge unloaders 4 850 TPH
5000 TPH stacking
Stacker cum Reclaimer 2
reclaiming capacity
Pay Loaders and Dozers 4 4.5 cum
Lot -
suppression
The stackers should have adequate slew angle and luffing angle for the purpose of
forming uniform stacks of 13 m height. Stacker cum reclaimer will be rail mounted having
rail gauge of 8 m covering the entire length of the stackyard.
The reclaimer will reclaim the iron ore and feed the conveyor system for onwards
evacuation through ship loaders to the vessels at berth 9 The capacity of the stacker cum
reclaimer has been estimated considering 100 % evacuation of iron ore.
10.5.6 JUNCTION HOUSES
There are total 9 Junction Houses and drive houses envisaged as per the layout plan.
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10.6 EVACUATION REQUIREMENT

The stacked iron ore will be stacked in two numbers of stockpiles and will be further
reclaimed for its evacuation. Iron ore will be evacuated by the vessels.
10.6.1 STOCKPILE DETAILS

The area available for the storage is around 5.76 Ha. The stockyard capacity has been
found to be 8.00 MTPA considering 20 as turnaround ratio. The dimension of stockpiles is
as given below:-
Table 10-8 Stockpile dimensions for stacking of iron ore
Description Value Unit

Dimension of Stockpile (2 nos.) 315 m x 50 m x 13 m cum
Angle of deposition of iron ore 38 Degree
Total base area of 2 stockpiles 31500 Sq. M
Qty that could be stacked 18.14 Tons per sqm
Capacity of Stockpile 571329 Tons
Avg. Turn around ratio 20
10.7 LAYOUT OF PROPOSED IRON ORE TERMINAL – BERTH 9A

The Layout of the proposed mechanized iron ore handling system at berth 9A is as shown
below.
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Figure 10-2 Layout of Proposed Iron ore Terminal – Berth 9A
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11 ENGINEERING OF CIVIL INFRASTRUCTURE

11.1 DREDGING IN MANEUVERING AREA
Dredging in front of berth 8, 9 and 9A has to be a very precise and controlled dredging.
The dredging equipment such as Cutter Suction Dredgers can be utilized for berth pocket
dredging. The depth to be dredged in the maneuvering area as proposed by MPT is (-)
19.5 m CD. The dredging quantity has been estimated based on bathymetry as provided
by MPT. The dredging quantity can be accurately estimated by carrying out the fresh
bathymetry survey and seismic survey for the channel.
The existing depth in front of berth 8, 9 and reclamation berth 9A is (-) 14.1 m CD. The
dredging quantity has been estimated to be 2.44 million cum considering entire dredging
to be carried out in soil. It assumed that the rock is not encountered up to (-) 19.8 m CD in
the inner channel. However the rock level has to be confirmed based on seismic survey or
geo technical investigation.
Assumption:
Existing Depth : (-) 14.1 m CD

Proposed Depth : (-) 19.5 m CD
Dredging Slope : 1:6
Tolerance : 0.3 m for Soil
Rock Encountered : No
The dredged material will be evaluated for its usability for reclamation or any other
commercial use. The capital dredging of the navigational channel and maneuvering area
is to accommodate design vessel of 150000 DWT. The proposed berths should be
designed for the berthing of 175000 DWT vessels.
11.2 RECLAMATION OF BARGE BERTH AREA

11.2.1 General
The proposed reclamation of the barge berth area will create a land of approximately 3.94
Ha to be utilized for stacking of iron ore. The reclaimed land is to be used for storage of
iron ore. A revetment type retaining wall will be required to be constructed on sea face of
the proposed reclaimed area matching with the existing quay of berth 8 and 9. This will
facilitate an additional quayage of 340 m long at this location. The barge berth area will be
filled with hard murrum or granular material. Geogrids/geotextile will be used beneath the
revetment and reclamation area to control the settlement and improving bearing capacity
of filling.
11.2.2 Ground Improvement

If the average percentage of fine particle of dredged material is more than 40%, then it is
required to uniformly mix well graded coarse grained material with a suitable mixing
technique. The dredged material from the maneuvering area and well graded coarse
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grained material can be mixed such that it should posses the properties as indicated in
table below:-
Table 11-1 Properties of reclamation material
Sl. No. Properties Value
1 Rock particle Not exceeding 40mm in size
2 Organic matter 2%
3 Liquid limit 35%
4 Plasticity index 10%
5 Water soluble salts 5%

The materials passing the
6 ≤ 10%.
0.075mm sieve
The filled area with up to (+) 4.2 m CD will be compacted by using Vibro-compaction
technique. The property of the soil has to be tested in the laboratory before designing the
reclamation scheme.
If the dredge material is having properties as indicated in below table shall be suitably laid
in saturated condition with water content equal to optimum moisture content in layers not
more than 300 mm and shall be compacted to 95% of its modified proctor density up to
top of reclamation level i.e. (+) 4.2 m CD. The dredged material requires further analysis
to ascertain below mentioned properties.
Table 11-2 Properties of reclamation material
Sl. No. Properties Value
1 Moisture content 20 to 36 %
2 Specific Gravity 2.65 to 2.85
3 Free Swelling Index (%) Less than 50%
4 Gravel ( above 2.0 mm) 0 to 50%
5 Sand (2.0 to 0.06 mm) 10 to 40%
6 Silt (0.06 to 0.002 mm) 5 to 25%
7 Clay ( Below 0.002mm) 0 to 20%
8 Modified Proctor Density More than 2.1gm/cm3
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11.2.3 Ground improvement technique for substrata

Ground improvement through installation of Prefabricated vertical drains (PVD) in the
reclamations area shall be considered to expedite the expected immediate and
consolidation (settlement) prior to the actual construction, after filling above HFL. The
design parameters of PVD shall be as tabulated below:
Table 11-3 Properties of PVD
Sr. No. Descriptions Unit Value
1 Thickness mm 4
2 Width mm 100
11.2.4 Reclamation Monitoring

Field instruments will be installed for monitoring of the barge berth reclamation purpose.
Reclamation will involve following steps:
(a) Barge berth area will be backfilled with suitable filling material (Either Dredge Material
or Borrow material) up to (+) 4.2 m CD. The backfilled area shall be compacted by
using Vibro-compaction technique. In case of filing the barge berth area by borrow
material from land side, the filling will be by end on dumping method
(b) Construction of revetment type bund for closing of the barge berth dock by dumping
of borrow material of suitable type from (-) 8.0 m CD to (+) 4. 2 m CD.
(c) A layer of stones of approximate size 300 X 300 X 300 mm will be dumped along the
sea side of peripheral bund. Dumping of stones will be done on continuous basis.
(d) On completion of compaction of fill by vibro compaction, PVD will be installed from (+)
4.2 m CD to the top of rock in the sea bed in entire reclamation area.
(e) Sand Blanket of 300 mm thickness will be placed on completion of PVD installation.
(f) Non Woven Geotextile of 150 GSM will be placed on Sand Blanket.
(g) The area will be filled with suitable borrow material in stages by maintaining height of
preloading and maintaining preload up to the time of achieving 95% of degree of
consolidation of substrata. Borrow material will be filled in 300 mm thick layer
compacted up to 95 % of modified proctor density.
(h) The compaction for the desired density and improved properties of substrata after
completion of each stage of preloading period will be verified by conducting field tests.
(i) On achieving desired consolidation outer Periphery of reclamation bund above the
rock dump will be protected by pitching using gabion mattress.
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11.2.5 Monitoring Scheme for checking efficiency of the treatment

During preloading, it is necessary to control the rate of fill placement by field
instrumentation & measurements. It will be done by installing following equipments:
a) Piezometer
On successfully installation of the PVD’s, Piezometer (Casagrande Type) will be
installed at the center of the different compressible layer at various locations to
measure the development and dissipation of pore water pressure.
b) Placing of Settlement Platforms

Settlement platforms shall be placed at the existing ground level to monitor
settlement with respect to established bench mark.
c) Precautions:
Utilities, Piles, drains, & pavements etc. adjacent to the treatment will be monitored
during the installation operations & also the subsequent critical period of soil
consolidation for necessary movement, heave, adverse vibratory effects or
settlement of structures etc.
11.3 EXISTING DECK REMOVAL

The structures to be demolished are the deck structure of berth 8, 9 and partial number of
barge berths. The structures to be demolished are to be observed critically. Some of the
options in relation with demolishing may be adopted are:-
► Option 1: Demolishing the entire deck structures assuming the structures have
exhausted their life.
► Option 2: Demolishing entire top leaving the piles in place
► Option 3: Demolishing central portions of slab panels sufficient enough to pour the
backfill material.
► In all above options, if required after filling up to top of slab and allowing settlement
of fill below and around the berths, grouting can be used to strengthen the soil to
bring up to the required safe bearing capacity/ CBR.
► However for proposed rail line within MPT back-up area would require piling with
grade beams.
For construction of berth 8, 9 and 9A, the existing deck removal needs to be carried out
using appropriate demolition methods such as chiseling, controlled hammering blow etc.
The underwater debris shall be removed by means of grab dredging etc.
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11.4 PROPOSED BERTHING STRUCTURE

11.4.1 Functional Requirement
Berthing structures are designed such that they provide safe berthing of ships without
causing structural damage to the Ships as well as the civil structures. These structures
are also catering to the requirements of the various equipments likely to be used for the
unloading of vessels. The size of the structure will be designed considering 175000 DWT
capsize vessels and coal handling equipment to be used on the deck. The berth will be
designed for all possible loads that are likely to act within the expected lifetime of the
structure.
11.4.2 Berth dimension and Deck Elevation

The berth will be open piled jetty with 950 m in length. The top level of the deck is fixed at
(+) 4.2 m CD in line to the existing deck level at Mormugao Port. The width of the berth
has been fixed at 35 m. The deck elevation shall keep the crest level of the most waves
during the storm below the soffit of the main longitudinal beams to prevent the slamming
effect of the wave crest. The proposed scheme consists of rows of bored piles spaced at
7000 mm c/c in the longitudinal direction and 7500 mm c/c in lateral direction. The piles
shall be founded on suitable hard strata as per geotechnical investigations. In the lateral
direction, main beams shall be provided supported over the piles, which in turn will
support longitudinal beams slab elements in the transverse direction. Crane rails shall be
provided in the appropriate longitudinal Cranes beams to support the Quay gantry crane.
Crane beam to be designed for a wheel load of 45 ton per wheel, 5 wheels per corner,
wheels are spaced at a distance of 1200 mm and wheels are spread at a distance of 6000
mm corner to corner. A thick deck slab partly precast and partly cast in-situ shall be
provided supported over the intermittent longitudinal beams and 75 mm thick wearing coat
shall be provided over the RCC deck slab. Bollards and High tech cone fenders shall be
provided along the berthing face. A service trench shall be provided on the berthing side
to accommodate cables/utilities. Berth shall be provided with crane rails, crane rail fixing
system, crane cable slots, draw pits, tie-downs, stow-pins, bollards, fenders, ladders,
power feeder pits, crane rail stopper, line marking, paintings, and numbering satisfying all
the operational requirements. Slope protection to be provided under the berth.
11.4.3 Shore Protection work

For retaining the backfill and surcharge near the back edge of the berth RCC retaining
wall will be constructed throughout the length of the berth including returns on landside.
The wall will be founded above the maximum water level. The required SBC for the
foundation on backfill will be achieved by providing geogrids/ geotextiles and proper
compaction. The transit structure / slab will rest on top of retaining wall at one end and on
cantilever projection of berth on the other end.
Along the berth length, a rubble rip rap to the sloping surface is considered at the return
side of the proposed berth. Since the dredging will be carried out up to the berthing line, it
is assumed that a natural slope of 1:1.8 will be achieved and the shore protection will be
provided to dissipate wave energy.
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11.4.4 Design Criteria for Structural concrete works

Design Loads
► DEAD LOADS comprising the self weight of the structure plus superimposed loads of
permanent nature shall be considered as per IS: 875 (Part-I) 1987.
► LIVE LOADS uniformly distributed load to be considered: 50 k Pa on the entire deck.
Crane Loads
The following vehicles and the corresponding loads shall be considered on the berth:
► 2 Gantry Crane with 48 m out reach
Seismic Loads
The seismic loads on the structures shall be computed in accordance with the seismic
code of India IS: 1893 (Part I): 2002. Goa falls under Zone III and seismic zone factor 0.16
(Annex E). Importance factor is 1.5 (Table 6). Response reduction factor is 3 (Table 7).
Coefficient depending on the soil foundation to be calculated as per fundamental time
period of the structure. Horizontal seismic force coefficient shall be calculated accordingly.
Wind Loads
For calculating wind loads on the structure a basic wind speed of 39m/s as per code IS
875 (part 3) shall be used.
Mooring loads:
The bollard pull of 150 T shall be considered for the design of the structure.
Berthing Loads
The berthing load calculation shall be made as per IS 4651 (Part III) – 1974 reaffirmed
2002 for the design vessel.
Berthing Energy
Considering the location of the berths from the wave tranquility point of view and the
design ships to be handled at these berths, it has been assumed for the purpose of
calculation of the berthing energy that the design vessel under fully loaded condition
berths at an angular approach of 10˚ with a velocity 0.1m/s perpendicular to the berth.
(Source IS 4651 Part III table 2; DT>100000 Sheltered difficult condition)
Fendering System
Considering the tidal range at the site and also the variation in the sizes of vessels to be
handled at the jetty, the fender system is designed such that sufficient contact area
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between the hull of the ship and the fender face is ensured at all tidal levels, for all
possible size of ships expected to be berthed at the jetty.
It is required to provide a suitable fender system, not only to absorb the design berthing
energy of the vessel but also to keep the vessel’s hull pressure below the limit of 40T/m².
Fender Reaction (Berthing Force)
Corresponding to the energy to be absorbed and the fender selected, the design reaction
force has to be worked out.
Berthing energy 94 Tm
Fender MCN1200 G4
Berthing force 1765kN
In addition a longitudinal force equal to the 25% of transverse berthing force is also
applied simultaneously on the fender point to account for the friction between the ship’s
hull and the fender.
Temperature Effects
A variation of 6 degrees (rise) and 6.1 degrees (fall) shall be considered for analysis.
11.4.5 Load Combinations and analysis

The analysis is to be carried out using STAAD Pro package or equivalent. The load
combinations are to be considered in the analysis as per IS: 4651 part IV - 1989 for limit
state of collapse and serviceability.
Load combinations and partial safety factors have been considered as per IS: 4651 – Part
IV 1989 Table 1
11.4.6 Design
Maximum forces and moments are to be tabulated and percentage steel is obtained for
piles and superstructure. Design of piles and superstructure is to be carried out using
Limit State Method. Design shall be carried out considering soil parameters at structure
location. The static capacity of the pile is derived based on IS 2911.
11.4.7 Slope Stability Analysis

Slope stability analysis shall include both circular and non-circular slips. The application of
seismic acceleration shall be in accordance with the standard code of practice.
11.4.8 Material for Berth Construction

For Edge Structures:
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Grade
The following concrete grades for structural concrete shall be used. These grades have
been chosen for durability and with reference to IS 456:2000.
Marine Structures
Reinforced concrete pile M40

Reinforced concrete retaining walls M40
Reinforced concrete of deck including beams M40
Precast concrete work M40
Reinforcement
Grade
All reinforcing steel to be high strength deformed CRS/TMT with minimum strength of Fe
500 conforming to IS 1786: 2008.
11.4.9 Limiting Stresses

Limit State Design
Under Limit State Design in IS 456: 2000 with partial safety factor of material Ym=1.5 for
concrete and Ym =1.15 for reinforcement.
Serviceability limit state
Stresses in reinforcement under un-factored working loads shall be limited as necessary

to ensure that modifications in reinforcement requirements during design to satisfy
serviceability (crack width) requirements are minimal. Deflection due to all loads including
creep and shrinkage should not exceed the limits as given in Clause 23.2 of IS 456:2000.
Minimum Requirements
Minimum reinforcement requirements shall be in accordance with IS 456: 2000
11.4.10 Foundation for Stacker/Reclaimer

Stacker/Reclaimer operates on tracks on which it moves, for the stacking and reclaiming
operation of stacks. For trouble free operations, the track needs to be in the same level
throughout. Considering the reclaimed land will be subjected to gradual settlement,
stacker/reclaimer need to be supported on piles or suitable foundations, so that they
remain unaffected by loads due to stockpiles.
11.4.11 Indian Standard Codes Referred For Civil Application

IS 4651(Part I Code of Practice for planning and design of Ports And
to V) Harbours
IS 2911 – 1980 Code of practice for Design and construction of Pile foundation
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IS 875 – 1987 Code of Practice for Design Loads

IS 1893 – 2002 Criteria for Earthquake Resistant Design of Structures
IS 456 – 2000 Code of practice for plain and reinforced concrete
SP – 16 IS -456 – 1978
IS: 800 - 2007 Code of Practice for General construction of steel
Specification for HSD steel bars and wires for concrete
IS 1786 - 2008
Reinforcement. (Third Revision)
Page 87 of 159
12 ELECTIRCAL SYSTEM DESIGN CRITERIA
12.1 POWER FOR EQUIPMENT AND CONVEYORS

The total indicative power around 24.33 MW.
The Jetty Transformer will be located near the load centre of Jetty area.
It receives supply from the receiving station and further distributed to supply to Grab
Type Unloaders, ship loaders and berth conveyors.
Further stepping down to 433 V the required power is feed L.T. supply to office building,
fire fighting equipments, port operational buildings and Jetty lightings etc
This outdoor transformer will be located at midpoint of approach road. It receives
supply from the receiving station and further distributed to supply to Approach road
illumination
In case of Power failure, diesel generators which are proposed at Jetty substation
will provide essential power to L.T. utility and equipments in respect of jetty area.
12.2 ILLUMINATION
The illumination level in various areas will be maintained as mentioned below and for other
areas not mentioned below it will be based on National Electric Code.
AREA LUX LEVEL

Transfer House 150
Substation 200
Main Control Room 500
External illumination (Road Lightings) 20
Stock pile areas 30
Berthing areas 50
Conveyor galleries (covered) 100
Outdoor area lighting shall be with HPSV lamps & Indoor lighting shall be with CFL lamps.
High mast lighting (Height-30m) shall be provided in Stock Pile area & lighting poles shall be
provided at other outdoor areas.
12.3 EARTHING AND LIGHTING PROTECTION

An efficient earthing and lightning protection system will be designed to ensure protection
of Men & material in worst of the weather conditions. Suitable lightning protection system
will be installed as per the guide lines of the IS: 2309. All the equipments of substation
and various other services will be earthed at two points. There will be one earth grid
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formation using suitable GI strips and all the equipment earthing will be connected to this
earth grid. This grid will be connected to electrodes. However, the neutrals of transformers
and DG sets will be earthed separately. Each neutral will be connected to 2 Nos. separate
earth electrodes. Earthing system will be designed as per IS: 3043.
For lightning protection, separate earth pits will be provided. Exact number of earth pits
will be worked out after earthing and lightning protection calculation has been carried out
measuring the soil resistively at site.
12.4 POWER FACTOR IMPROVEMENT
Suitable HT & LT capacitors with automatic power factor correction arrangement will be
installed to maintain the overall power factor correction to 0.95.
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13 UTILITIES
13.1 UTILITIES AND SUPPORT FACILITIES
13.1.1 BUILDINGS
The terminal will be provided with various buildings, control room, substations etc. The
general specifications for all the building works in the proposed terminal is as given
below:-
► Minimum grade of concrete shall be M40 conforming to IS: 456-2000 for columns,
foundation and superstructures unless otherwise specified
► The reinforcement shall be high strength deformed bars of grade Fe 500 conforming
to IS: 1786 – 2008
► All super structure shall be in structural steel conforming to IS: 226/IS: 2062 – Grade
A
Electrical substation and control room buildings of suitable size will be provided.
13.1.2 TERMINAL INTERNAL ROADS
The internal roads will be provided surrounding the stockpile. The proposed cross section
of the internal roads will have four lane carriageways with a median of 2-3 m. The total
width required for the internal road ways surrounding the stockpiles is 20 and 10 m.
13.1.3 POWER SUPPLY

The total indicative Power requirement (maximum demand) for the mechanical coal
handling system, iron ore handling, general cargo and container handling has been
envisaged to be around 24.33 MW. The total power requirement has been carried out
considering mechanical handling equipments for coal unloading terminal, iron ore loading
and un loading terminal, stockyard, Belt conveyors, RRLS for Coal terminal, container
terminal all utilities services, Conveyor gallery lightening, yard lightning, shed lightening,
all Administration, staff Room & other emergency requirements.
13.1.4 WATER DEMAND
The facilities for the water supply pump house and overhead storage tank facilities has to
be provided by the BOT operator inside the terminal. Water demand shall include raw
water for greenery and landscape, dust suppression and Potable water for terminal users,
port users and canteen and ship supply.
13.1.5 OTHER FACILITIES

The following are the additional facilities required at the terminal.
► Navigational aids and communication

► Utilities and Services (Fire fighting facilities, pollution control facilities, power,
water, lighting, etc.)
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The following facilities should be required at land side.
► Side drains in the stacking area

► Utilities and Services (Fire fighting facilities, pollution control facilities, power,
lighting, water etc.)
► Security system
13.1.6 WATER SUPPLY SYSTEM
13.1.6.1 General
The potable water will be required for people working at jetty and facilities on landside. It
is presumed that tapping for drinking water is available near the facility on land and piping
and pumping and minor storage will suffice the requirement. The operator has to avail the
water supply by his own arrangement and will have to incur the cost towards same.
Water is supplied alongside berths directly from shore facilities and in stream from a 200
tonne self propelled water barge. The fresh water supply for the port is received through
Goa Public Works Department (PWD).
13.1.6.2 Storm Water Drainage

The storm water drainage on jetty will be done by providing necessary drains. The sizing
of drains will be based on the rainfall data available and return period not less than 10
years. It is required to provide an efficient storm runoff and disposal system in the terminal
area. Storm water drainage shall be designed with the following basic consideration:
► The drainage system shall be separate system to carry only storm runoff of the
stackyard and jetty area.
► Storm run-off from the stackyard will be collected in catch pits. Such catch pits will
be connected with buried pipe conduit for conveyance and discharge into harbour
basin through number of out-fall;
► The drainage of jetty area is limited to some drainage spouts discharging directly
to the harbour
► Conveyance of flow will be through gravity only.
► System design will be based on the Manual on “Sewerage and Sewage
Treatment” - Central Public Health and Environmental Engineering Organization
(CPHEEO), Govt. of India and IRC: SP-50, Guidelines on Urban Drainage, 1999
published by Indian Roads Congress,
► A maximum and minimum velocity through the conduit shall be 2.50 m/sec and 0.6
m/sec respectively (as per CPHEEO manual)
► Minimum diameter of the conduit : 150mm (as per CPHEEO manual)
► Estimation of Run-off :
Rational Formula, Q = 10 CIA
Q = Runoff in m3/hr
C = Coefficient of runoff = 0.90
(As per CPHEEO Manual)
I = Intensity of rainfall in mm/hr
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= 120mm/hr
A = Area of drainage in hectares.
► Minimum cushion on top of pipes : 0.9 m
► All pipes shall be RCC NP3 except below the road. Pipe shall be of NP4 type
below road.
13.1.6.3 Fire Fighting System

The requirement of water for firefighting will be catered by use of sea water, if possible.
Otherwise Port Authorities will provide same. Any separate storage required for this is not
considered in this report.
Fire protection in Ports should consist of the following
► Fire Protection
► Fire Alarms
► Fire-Fighting Equipments
► Means of escape in case of fire
All sources of ignition should be highly controlled. Appropriate uses of Fire Fighting
equipments & agents like water, foam, carbon dioxide & powder are commonly used.
FIRE PROTECTION SYSTEM
This para discusses the requirements of fire protection system such as fire water pumping
system, hydrant system, portable extinguishers, etc. and describes the proposed plant
and equipment installation for meeting the requirements.
FIRE WATER PUMPING SYSTEM
Pumping capacity shall be selected considering the no. of equivalent hydrant valves, and
spray system throughout the area to be protected. Hydrant spacing shall be as per TAC
guideline and shall not be more than 45m considering ordinary hazard area. Sea water will
be used for fire protection and service water will be used for flushing the system.
The pump head shall be calculated considering the pressure at hydraulically farthest point
is 5.5 kg/cm2 (g). In any case pump head shall not be less than 88mWc.
Pump shall have adequate redundancy and shall be at least one diesel engine driven
standby pump for each type. At least one working and one standby motor driven jockey
pump shall be considered for pressurized the entire network. Jockey pump shall be of 3%
to 5% of aggregate capacity as per TAC norm and the head of jockey pump shall not be
less than 95 mWc.
All electrics and instruments as required to trouble free run the system throughout the life
of the plant shall have to be considered.
HYDRANT AND MONITOR SYSTEM
The hydrant and water monitor system shall cover the unloading area, jetty area, pipe
conveyor corridors and coal stock pile area. Hydrant system shall be designed as per TAC
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guideline. The hydrant network shall be hydraulically connected to existing hydrant

network. TAC guideline shall be followed for hydrant spacing. Water monitors shall be
provided in strategic locations and the pressure required at the furthest water monitor
point shall not be less than 5.5 kg/cm2 (g).
The hydrant network shall be isolated by isolation valves for better maintenance.
The total hydrant pipe network shall be laid over ground on the pedestal and in case of
road crossing the hydrant ring main shall be taken underground with proper protection.
Wrapping and coating material shall meet the requirement of AWWA 203.
The total thickness of wrapping coating material shall not be less than 4mm. For road and
rail crossing the hydrant pipe shall be inside the Hume pipe of proper pressure rating (NP3
or better) or RCC trench/ culvert may be prepared to protect the dynamic / static load of
vehicle / moving equipments. The hydrant pipe material shall be selected considering the
water quality and the weathering effect at the area covered.
PORTABLE FIRE EXTINGUISHERS
The portable fire extinguishers shall be selected according to the type of fire that may be
encountered. In this system, the following classes of fire are envisaged:
Class A: Fire in ordinary combustibles such as wood, coal dust, vegetable, fibre, paper
Class B: Fires in flammable liquids, paints, grease, solvents and the like.
Class C: Fires in Electrical Equipment
The selection of number of extinguishers for each type shall basically follow the guidelines
laid down in Cl. No. 4.0 of the latest edition of the Fire Protection Manual Published by
TAC, Part I and IS 2190.
13.1.6.4 Dust Suppression System

Jet type dust suppression system with plain water shall be provided for all the transfer
points and feeders in jetty area and plain water type dust suppression system shall be
provided for stackyard. The dust suppression system shall comprise of all the accessories
like the tanks, pumps etc. The pumping capacity and reservoir capacity shall be as
follows:
13.1.6.5 Effluent Treatment Plant

A settling pond has to be provided to suitably treat the coal pile run-off water before
discharge. The treatment plant will be of recycling type where the treated water will be
again used for dust suppression.
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14 ENVIRONMENTAL ASPECTS
14.1 BACKGROUND
With increasing environmental concerns, storage and handling of coal and iron ore in
large quantities has thrown up additional challenges. One of the major challenges lies in
handling the coal and iron ore in an environment friendly manner. The method of coal
handling and iron ore handling at MPT has to be free from harmfulness to the health of
workers and social settlement in that area as well as other components of environment
such as air, water, sediment quality, etc. Several environmental concerns have been
raised due to the handling of dry bulk at MPT. Due to increased air pollution, Covered
dome type coal stackyard has been envisaged at MPT. Also several measures have to be
taken to suppress the coal dust emission from the stackyard during handling.
► Spraying of water to suppress the fugitive emission of dust/particulate in the

stackyard, conveyor belt, Transfer houses etc.
► All the rakes can be properly covered with sealing to avoid coal, iron particles
dust spill.
► Monitoring of air for suspended particulate matter in the region.
► Monitoring the wind speed at loading/unloading point and to stagger the
operation accordingly.
► Care must be taken to protect natural environment including flora and fauna.
► Care must be taken to make sure that there is no nuisance or disturbance in local
environment and public health involved during transportation of coal.
Review of Environmental and Social Data
In regards to the proposed coal handling at berth 8 and iron ore handling at berth 9A:
► Major land used in this present handling comes under sea, followed by built up
area, a small area of vegetation.
► In the project area no mangroves are present. However very little vegetation is
observed.
► The project area lies within the port limit.
► The area has significant human activity in the form of cargo handling, vehicular
transport, etc.
► There is no major wildlife involved.
14.2 PAST ENVIRONMENTAL STUDIES

Several Environmental studies in the Port have been carried out for various
developmental projects. The following Environmental Impact Assessment (EIA) studies
are referred to assess the environmental impact of the proposed developmental projects
of berth 8, 9 and 9A at Mormugao Port and to arrive at the mitigation measures during
construction and operational phases of the project.
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► Primary EIA Study for development of Waterfront West of Breakwater at Mormugao

Port, Goa by WAPCOS
► Studies for Hydrodynamics and Siltation for Deepening of Approach Channel at
Mormugao Port by CWPRS in Feb 2015
14.3 EXISTING ENVIRONMENTAL SETTINGS

The existing environmental settings of the study area with respect to various
environmental attributes which are likely to be affected due to the proposed dry bulk and
general cargo handling facility at port are water hydrodynamics, air quality, water quality,
soil quality, ecology, land-use and socio-economic profile etc. Based on past study and
secondary data provided by MPT the following existing environmental settings are
summarized below:-
14.3.1 Oceanographic Parameters

Tides: Tides in the estuary are semidiurnal with pronounced diurnal inequality having
considerable difference in the tidal ranges and the elevation of low waters and high waters
in the successive tidal cycles. As per CWPRS report, the spring tidal range in the Zuari
estuary is about 2.4 m.
Tide Current: As mentioned in CWPRS report of Feb 2015, the maximum currents in the
channel are of the order of 0.40 m/s during spring tide while during average tide it is
observed to be 0.20m/s.
Wave: As mentioned in CWPRS report, offshore wave data reported in Indian daily
weather chart reports published by Indian Metrological Department (IMD) has been
referred. The Mormugao port region is subjected to incident short period waves of
significant height of 2.0 m from the directions north to northwest during the non-monsoon
season (October to May) and from the directions between southwest and west of
significant height of about 4.0 m during the southwest monsoon season i.e. from June to
September.
14.3.2 Meteorological Parameters

Temperature: The temperature rises rapidly after March and the month of May is the
hottest month of the year with mean daily maximum temperature rising up to 31.3ºC. With
the withdrawal of monsoons by the end of August and September, there is sharp
decrease in temperature. The months of December and January are the coldest months
of the year, and mean daily minimum temperature goes to 21.4ºC.
Rainfall: The annual rainfall in the project area is about 2612 mm and the annual mean
numbers of rainy days are about 99.6. The highest rainfall occurs in the months of June
and July. Majority of rainfall (94%) is received under the influence of south-west
monsoons from June to October. February is generally the driest month of the year.
Humidity: The relative humidity was observed to be high during the monsoon months
from June to September. The relative humidity was lower in other months of the year, with
the lowest being recorded in the months of December and January.
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Winds: The mean wind speed varies from 5 to 10 knots (9.25 to 18.5 km/hr) with the
maximum occurring during the monsoon months from June to September. Considerable
changes in the wind direction occur in coastal areas as a result of cooling in night and
warming of land masses during day time. The frequency of depressions/cyclonic storms is
very low along the Goa coast. Out of the 206 depressions/cyclonic storms severe cyclonic
storms which have occurred in the Arabian Sea during a period of 103 years (1891-1994)
only six have affected the Goa coast.
14.3.3 Demography
The coast of Goa is full of creeks, estuaries formed by rivers which provide good shelter
for the boats, barges, ships and other crafts. The coastline of district is uneven and
consists of inlets and outlets which give rise to small bays and capes. The seabed off Goa
mostly consists of silty clay till 50 m to 100 m water depth, clayey silt from 100 to 150 m to
200 m water depth. Beach sediments mainly consist of quartz along with feldspars and
other heavy minerals. The study area district has a hilly terrain especially on its eastern
side where the southern ends of Sahyadri range are observed. The Chadranath in
Quepem taluka and Dudsagar in Sanguem taluka are some of the important mountain
peaks. The terrain is intersected by a number of rivers flowing westwards and meets the
Arabian sea. These rivers provide a network of internal waterways. The important rivers of
the area are Zuari, Sal, Talpona and Galgibag which are navigable. The Zuari river joins
the sea forming a large bay, and it encloses submerged Amee shoals over the entrance of
the Mormugao Bay. At the entrance of the Mormugao Bay, on the southern side, the
Mormugao port is situated. Adjacent to the port wharves, Vasco Bay is presently used as
anchorage by the mechanized fishing boats.
14.3.4 Noise
It can be observed from the Wapcos report that the day time equivalent noise level ranged
from a minimum of 43.2 dB (A) to a maximum of 44.5 dB (A). The night time equivalent
noise level ranged from a minimum of 34.9 dB (A) to a maximum of 36.0 dB (A). The day
and night time equivalent noise level at various sites located close to residential areas
were compared with Ambient Noise Standards and were observed to be well below the
permissible limit specified for residential area.
14.3.5 Air Quality

Ambient air quality monitored at various locations by WAPCOS from December 2007 to
March 2008. It is observed that the average concentration of SPM at various stations
ranged from 133 to 176 mg/m3. The highest SPM level observed was 176 mg/m3.
The average concentration of RPM at various stations monitored ranges from 55.4 to 61
μg/m3 were below the prescribed limits for limit of 60 μg/m 3 specified for industrial,
residential, rural and other areas.
It is observed from the report that, the average concentration of SO 2 at various stations in
the study area was much below the prescribed limits of 50 mg/m3 specified for industrial,
residential, rural and other areas. The highest SO2 concentration of 13.2 μg/m3 was
Page 96 of 159
observed at station near Project site, which is again well below the prescribed limit of 80
μg/m3 specified for residential, rural and other areas.
It can be seen from the table that during the study period, average NO x concentration at
various sampling stations ranged from 9.3 to 14.4 μg/m3.
14.3.6 Vegetation
In Goa, forest area is largely confined to the Western Ghat hill slopes. About 72% of the
total forest area observed in Goa lies within South Goa and remaining 28% lies within
North Goa. Almost 69% of the forest cover in South Goa lies within Sanguem taluka
followed by Canacona taluka (19%) and Quepem taluka (12%). The coastal talukas of
Salcete and Mormugoa in which the study area lies have almost no forest. In the project
area no mangroves are present. However some little vegetation is observed in the Port
Area.
14.3.7 Water Quality

As per the Wapcos report, the temperature of surface and bottom water samples ranged
varies from 25.0 - 25.6ºC and 24.5 to 25.0ºC with a difference of less than 1ºC between
the surface and bottom waters.
The pH of seawater at surface water samples ranged from 8.3 to 8.4, while in bottom
water samples, it ranged from 8.1 to 8.2. The variation in pH is within normal limits.
The variation in salinity in surface water samples ranged from 33.2 to 33.9 ppt. The
salinity is marginally higher in bottom water samples. This phenomenon indicated mixing
of surface and bottom waters. The salinity levels observed in the project area is typical of
that observed in coastal area.
The DO level in surface and bottom water samples ranged from 6.0 to 6.7 mg/l, 5.2 to 5.6
mg/l respectively. The DO levels indicate the absence of pollution sources.
The BOD values in surface and bottom water samples ranged from 3.7 to 4.1 and 3.2 to
4.6 mg/l respectively.
14.3.8 Soil Quality

Sediment of the proposed project area is predominantly clayey. The chemical
characteristics of the sediment did not show the presence of any pollutants or high levels
of heavy metals harmful to the aquatic fauna. Nutrient content of the sediment was slightly
higher than that of the water.
As per CWPRS report, in the Mormugao bay, there is considerable spatial and seasonal
variations in the values of the sediment concentration due to the exposure of varied
hydraulic and physiographic conditions. On the basis of the analysis of water sample data,
the average sediment concentration has been considered as 0.040 ppt during the
monsoon season and 0.012 ppt during the non-monsoon season in the port and channel
areas.
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14.3.9 River Discharge

As Mentioned in the CWPRS report, It could be seen from the figure that the flood
discharge in Mandovi river is about 4-5 times high as compared to the Zuari river. The
maximum river discharges in Mandovi and Zuari rivers have been observed as about
4000 m3/s and 970 m3/s respectively. The average discharges in Mandovi and Zuari river
are about 1000 m3/s and 250 m3/s respectively.
14.3.10 Ecology
The Net Primary Productivity of the water ranged from 0.11 to 0.13 mgC/ m 3/d. This
seems to be due to the very high turbidity and very low light penetration. Values of
Chlorophyll a and phaeophytin were low. Oxidisable particulate organic carbon content
was higher (2965 -3219 mg/m3). A total of 7 genera of phytoplanktons were recorded in
the study area. In the Mormugao port area, zooplankton fauna was represented by 16
different groups. The Zooplankton biomass at various stations ranged from 4.0 to 6.2 mg
(Wet wt.)/l. Foraminifera was the dominant group followed by Copepoda. The population
density of macro-fauna in the study area ranged from 180 to 220no. /100 cm2. About 7
groups were recorded in the area. Nemotodes was the dominant group. Seven groups of
macro-fauna were observed in the study area.
14.3.11 Fisheries
Goa has a coastline of 104 km and 48 fishing villages situated along the coastline. The
fishing season in Goa generally commences from the middle of August and lasts up to
mid-May. About 25% of the total marine fish production of Goa is contributed by traditional
fishing whereas the balance, i.e. 75% of the total marine fish production is contributed by
mechanized fishing. The Vasco fishing centre, where the proposed fishing harbour is to be
developed is situated within the Mormugao port limits, opposite to Berths no. 10 and 11.
The landings of marine fish at Vasco bay is more than 20,000 tonnes/year. The major fish
species landing at the Vasco Bay includes meckerets, oil sardines, silver belly, soles,
caranx, prawns, etc.
14.3.12 Socio-economy
The project area comes under taluk Mormugao Taluka Tiswada of South Goa district in
the state of Goa. The study area mainly comprises of urban area i.e. Mormugao and
Chicalim and rural area including villages namely Chicolna, Issorcim, Pale, Sao Jacinto
Island, Sao Jorge Island and a part of village Sancoale.
14.4 ANTICIPATED IMPACTS
14.4.1 Environmental Impact of Dredging and Disposal

The potential environmental effect due to dredging arises because of the dredging
process itself and also due to the disposal of the dredged material. During the dredging
process, effects may arise due to the excavation of sediments at the bed, loss material
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during transport to the surface, overflow from the dredger whilst loading and loss of
material from the dredger and/or pipelines during transport.
The extent to which maintenance dredging and/or disposal might affect marine features
highly varied and site specific, depending upon a number of factors shown below:
Factors influencing the potential effects of capital dredging and disposal
► Magnitude and frequency of dredging activity

► Method of dredging and disposal
► Quantity of dredging
► Size, density and quality of the material
► Area of Dredging - Intertidal Zone/offshore
► Background levels of water and sediment quality, suspended sediment and
turbidity
► Oceanographic parameters
► Seasonal variability and meteorological conditions, affecting wave conditions and
freshwater discharges
► Proximity of the marine feature to the dredging or disposal activity
► Presence and sensitivity of animal and plant communities (including birds,
sensitive benthic communities, fish and shellfish)
The potential impacts of dredging and disposal can be summarized as follows:-
► Removal of sub tidal benthic species and communities

► Short-term increases in the level of suspended sediment can give rise to changes
in water quality which can affect marine flora and fauna, both favorably and
unfavorably, such as increased turbidity and the possible release of organic
matter, nutrients and or contaminants depending upon the nature of the material
in the dredging area.
► Settlement of these suspended sediments can result in the smothering or
blanketing of sub tidal communities and/or adjacent intertidal communities,
although this can also be used beneficially to raise the level of selected areas to
offset sea level rise or erosion (short-term impact v long-term gain).
► The impact of dredged material disposal largely depends on the nature of the
material (inorganic, organically enriched, and contaminated) and the
characteristics of the disposal area (accumulative or dispersive areas).
The evaluation of the environmental effects of dredging and disposal must take account of
both the short-term and long-term effects that may occur both at the site of dredging or
disposal (near field) and the surrounding area (far field).
In addition to the environmental effects that may occur as a direct result of dredging and
disposal activities, we must also consider the environmental effects that may occur as a
result of the physical changes to bathymetry and hydrodynamic processes that dredging
makes. These changes can be summarized as follows:-
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► Alterations to coastal or estuary morphology, for example alteration of sediment

pathways and changes to siltation patterns, which may affect coastal habitats and
species in addition to marine ones
► Alterations to water currents and wave climates, which might affect navigation and
conservation interests, and
► Reduction or improvement of water quality.
14.4.2 Impacts due to Reclamation

Reclamation can have adverse effects on the marine environment on a local or regional
scale. Reclamation mainly influences the coastal and near-shore marine habitats, e.g.
sandbanks, estuaries, mudflats, salt marshes and halophytic habitats, as well as species
occurring in these habitats. Marine habitats are permanently lost where land is reclaimed
from the sea. As the present proposed reclamation of barge berth area is inside the
Mormugao Port, the marine habitat will not be affected. As Mormugao port is a operational
port and due to continuous vessel movements, the marine habitat is not found in the
maneuvering area.
Reclamation impacts could be changes in coastal currents, increased noise and reduced
air quality during the construction phase as well as adverse effects on benthos organisms
and habitats from sand extraction, elevated fine silt concentrations.
Land reclamation in coastal areas may have a significant effect on local ground water
systems as well. Following reclamations water tables rise and the salt water – fresh water
interface moves seaward. An unintended advantage is an increase in fresh ground water
resources because the reclaimed land can be an additional aquifer and rain recharge
takes place over a larger area. It can be assumed that the impacts of land reclamation
activities might have parallels to the impacts of disposal of dredged sediment. In both
cases materials are deposited on the seabed.
Impacts of disposal of dredged sediments that are relevant to land reclamation activities
include:-
► Possible chemical disturbances

► Habitat alterations due to a change in sediment structure (i.e. grain-size). Complexity
and community structures would change due to the deposition of fine grained
sediment on coarser grained natural sediment
► Burial and smothering of the benthic community caused by enhanced sedimentation
due to the disposal of sediment
► Local and temporal resuspension of sediments, causing increased turbidity. High
turbidity results in low levels of transmitted light and can negatively affect the
functioning of light-dependent organisms.
► Increased turbidity can be both caused by natural processes such as storm events
and tides, and human activities, e.g. the disposal of dredged sediment at sea;
► Possible increase in suspended particulate matter concentrations as large amounts
of sediments are brought into suspension.
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14.4.3 Air Environment

The major source of air pollution and entrainment of dust, which have adverse impact on
the local air quality, are:-
► Dust caused by displacement of air

► Dust generated by Impacts
► Dust generated by land Breeze
The receival and disposal of dusty material, releases the dust which is mechanically
agitated by the movement of the excavating equipment and the turbulent air eddies
created during process. Particulate emission occurs when a vehicle travels over an
unpaved surface. The fugitive emissions are much more in unpaved roads. As the
evacuation of coal is to be carried out mainly through rails, no dust pollution is envisaged
due to movement of vehicles. Hence the roads need not be swept regularly, repaired, and
paved. There is no need of providing water spray system also.
To restrict the fugitive emission while stacking and reclaiming the coal in the stockpile,
there are various methods by which the emission can be minimized.
► Alternative 1
The entire stockyard can be fully covered by constructing a dome type shed. The
mechanized handling facilities such as Stacker cum Reclaimer, conveyors etc can be
accommodated inside the dome type shed. The shed can also be equipped with fire
fighting and dust suppression system. Though it will add cost to the project, benefits
of using this system are also huge. The advantages and benefits of using this system
is as given below:-
a) Reduction in Power Generation Cost during Monsoon: - Preventing coal from

getting wet in monsoon and thereby saving considerable cost in drying it
before feeding to bowl mills of power plant. This reduces the production cost /
unit of power.
b) Clean Environment: - Prevent fine coal particles from flying away due to wind,
thereby reducing the probable pollution in nearby surroundings.
c) No coal dust problems for coal handling plant area and surrounding areas.
► Alternative 2
There is also a method of suppressing the generation of dust by spraying oil or any
chemical, which will reduce the entrainment of dust to a large extent. This method is
not suggested because of the continuous removal of coal from stockyard which will
result in a fresh uncoated layer of coal dust exposed to air.
► Alternative 3:
Alternatively the stockyard can be equipped with dust suppression system to prevent
the fugitive emission during operation.
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14.4.4 Water Environment

The water pollution because of handing of coal at the proposed berth 8 can be:-
► Spillage of coal from jetty area during unloading

► Entrainment of coal due to wind action.
As the coal unloading has been planned to be carried out by means of grab type unloader,
there will be very minimal spillage of coal during unloading. Also there will be negligible
entrainment of coal into water due to land breeze as the coal is proposed to be
transported by means of mechanized conveyor system fitted with dust suppression
system.
14.4.5 Land Environment

The entire area on which coal handling operation will be carried out is within Mormugao
Port area for which no additional land has to be acquired. Additionally it involves
reclamation of barge berth area for stacking of containers and general cargo. Neither the
reclamation will affect any kind of aquatic life, mangroves, wildlife, fisheries etc nor will it
affect the sedimentation pattern in the Mormugao Harbour.
14.4.6 Vegetation
The entrainment of coal dust during coal handling operation can lead to adverse impacts
on the ecology of the area. Vegetation normally serves as an absorbent of various air
pollutants. The Mormugao Port area has some amount of trees around. As the proposed
coal handling at Berth 8 is fully mechanized, no significant impact on vegetation is
anticipated. The mechanical coal handling system proposed will not create any dust
pollution to affect the vegetation in Mormugao port area and surrounding area.
14.4.7 Aquatic Ecology

Due to continuous ship movement, fisheries and other aspects of ecology are generally
not developed in the maneuvering area. There could be only possibility which can lead to
adverse impact on aquatic ecology is due to spillage of coal dust in to marine water body
during unloading. As per present planning of coal handling process, spillage of coal in to
water body is not envisaged. However as part of control of water pollution, management
measures for amelioration can be carried out.
14.5 MITIGATION MEASURES
14.5.1 Impact Monitoring & Mitigation Measures - Owing to Dredging &

Reclamation
Environmental Impact Assessments (EIAs) are the most common instruments for to
assess environmental issues with regard to Dredging and land reclamation. EIAs normally
consider issues such as impacts on species and habitats, other human uses (e.g.
fisheries, navigation, recreation, cable and pipeline laying), international and national
Page 102 of 159

marine protected areas, water quality and coastal processes (sediment transport, erosion,
sedimentation, hydrodynamics). The results of an EIA may affect inter alia the
design/shape of the land reclamation.
Based on the outcome of the EIA, mitigation and compensation measures can be
imposed. Examples of mitigation and compensation measures may include:
► Silt curtains to reduce turbidity

► Creation of new salt marshes (by salt marsh enhancement techniques)
► Phasing of construction
► Habitat creation or enhancement
► Restricted corridors of working.
When land reclamation is approved, environmental monitoring is obligatory in most cases.

Generally, monitoring requirements from the EIA process include parameters such as:-
► Water quality
► Biological effects and biological diversity
► Sediments, e.g. composition, particle size
► Hydrodynamics, e.g. waves, tides
► Sedimentary environment, sediment transport pathways, sediment
resuspension/turbidity and sediment deposition
► Bathymetry
► Benthic ecology and fish ecology
► Commercial fisheries & shellfisheries
► Marine mammals
► Birds and habitats.
14.5.2 Mitigation Measures for Pollution Owing to Proposed Port Facilities
In this present study, TCE recommends to unload the coal at the proposed berth 8 by
means of gantry type grab unloaders. The coal will be conveyed to the stackyard by
means of conveyor system fitted with in built dust suppression system. The planning for
the proposed coal handling at berth 8 has been carried out focusing on the following two
major concerns and to mitigate them.
► To have zero adverse affect such as fugitive emission of dust, air pollution, noise
creation etc on environment due to coal handling at proposed berth 8. Therefore
mechanized coal handling with covered storage has envisaged for berth 8.
The coal will be unloaded by means of two grab unloders from the vessels. This will result
in a faster unloading process, resulting in faster turnaround time for vessels with negligible
spillage of coal. Unloaders & jetty conveyors will be provided with dust suppression
system. Any other dust generated will be mitigated by provided adequate dust
suppression system. Pollution control facilities will be provided according to the
requirement of the system & approved by relevant pollution control authorities.
Page 103 of 159

The coal unloaded will be transported by means of two stream of jetty conveyor. This
creates very little dust pollution. The stockyard is located just behind the berth 8 and
conveying of coal from jetty to stackyard is through connecting yard conveyors.
The evacuation of coal is envisaged to be mainly through rail. A Rapid rail Loading
System (RRLS) through silo loading system has been planned to be provided for loading
of wagons adjacent to the storage area. This will result in faster coal loading in to wagons
with no environmental pollution. The faster evacuation of coal means less demurrage,
better turnaround time, and higher operational efficiency. The onward transportation of
coal by rail will not interrupt any social settlement nearby. Also it will not create dust
pollution, fugitive particulate emission, and hence no requirement of water sprinkler.
While handling a higher throughput of coal with increased operational efficiency, the
present mechanization planned for handling of coal will also eliminate the environmental
concerns that the project is presently facing.
14.6 RECOMMENDATION
It is recommended to provide a fully mechanized coal handling system to be provided at
the proposed berth 8 along with a covered dome type shed at stackyard and a Rapid Rail
Loading System which will not only eliminate the adverse impact on environment and
socio economic life but also ensure a highest operational efficiency of the terminal.
Several measures have been recommended to be taken to eliminate environmental

pollution during handling of coal at berth 8. Followings are the important measures which
have been planned:-
► Unloading of coal using Grab type unloaders

► Mechanized coal handling system at Stackyard
► Transportation of coal by rail instead of road which will eliminate the
resuspension of dust due to wind and vehicular movement over the road surface.
► Covered dome type shed at the stackyard
Some other recommendations are:-
► EMP should be drawn as per standard guidelines from various authorities for
environmental management and cleanliness.
► Monitoring of environment should be regular.
14.7 ENVIRONMENTAL MONITORING

Monitoring of environmental parameters is of enormous importance to ascertain the status
of environment during project construction as well as operation. The knowledge of
baseline environmental condition the monitoring programme help to gauge any
deterioration in environmental conditions due to operation of the project, to enable taking
up timely and suitable mitigatory steps to safeguard the environment. Monitoring is of
paramount importance as control of pollution since the effectiveness of control measures
can only be determined by monitoring. Hence, regular monitoring programme of the
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environmental parameters is essential to take into account the changes in the

environmental quality.
The proposed mechanization of the coal handling at berth 8 and iron ore handling at berth
9A will ensure the improved environmental status of the area by maintaining the air quality
and other related impacts of coal dust. During the construction and operation phase of this
project, the monitoring of the environmental aspects should be done in and around the
proposed location by a competent agency. The Environmental Monitoring Plan is shown in
Table below:
Table 14-1 Environmental Monitoring Plan during Construction Phase
Sr.
Potential Parameters for Frequency of
No Action to be followed
Impact Monitoring Monitoring
All equipments will be operated Random checks of
within specified design equipment logs/ Fortnightly
parameters for pollution control. manuals
Fortnightly during
Minimization of Vehicle trips to site clearance &
Vehicle logs
the extent possible construction
activities
Air The ambient air quality As per CPCB/
1
Emissions will conform to the SPCB
Regular ambient air quality
standards for SPM, requirement or on
monitoring within the premises of
RPM (PM10, monthly basis
the proposed unit.
PM2.5),SO2, NOx, and whichever is
CO earlier
Maintenance of DG set
Gaseous emissions Monthly emission
emissions to meet prescribed
(SO2, HC, CO, NOx) monitoring
standards of CPCB
Onsite inventory of all noise
Fortnightly during
generating machinery. Equipment logs, noise
construction
Equipment to be maintained in reading
activities
good working order.
As per
Minimize night time working Working hour records CPCB/SPCB
requirement
As per
2 Noise Regular Monitoring of vehicular Maintenance of
CPCB/SPCB
noise records of vehicles
requirement
As per
CPCB/SPCB
Ambient Noise to be monitored Spot Noise and Leq requirement or on
within the plant premises. levels recording quarterly basis
whichever is
earlier
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Sr.
Potential Parameters for Frequency of
No Action to be followed
Impact Monitoring Monitoring
Wastewat No untreated effluent to be No discharge hoses As per
3 er discharged to the surface water/ shall be in vicinity of CPCB/SPCB
Discharge groundwater or soil. watercourses. requirement
As per
Soil Protect topsoil stockpile where Effective cover in
4 CPCB/SPCB
Erosion possible at edge of Site. place.
requirement
Ensure effective operation of
Drainage
drainage system and specific
and Visual inspection of Fortnightly during
design measures
5 effluent drainage and records construction
The design to incorporate
Managem thereof activities
existing drainage pattern and
ent
avoid disturbing the same.
Comprehensive Waste
Implement waste management Management Plan
plan that identifies and should be in place and
characterizes every waste available for onsite Fortnightly check
Waste
arising associated with proposed inspection. during
6 Managem
activities and which identifies the Compliance with MSW construction
ent
procedures for collection, Rules, 2000 and activities
handling & disposal of each Hazardous Wastes
waste arising. (Management and
Handling Rules), 2003
All relevant
Employees and labour health Fortnightly check
7 Health parameters including
check ups Ups
HIV
Environme The Environmental Management Fortnightly check
Responsibilities & roles
ntal Cell/Unit to ensure during
9 to be decided before
Managem implementation and monitoring construction
work commencement
ent Cell of environmental safeguards. phase
Table 14-2 Environmental Monitoring Plan during Operation Phase
Sr. Potential Parameters for Frequency of

Action to be followed
No Impact Monitoring Monitoring
Monitoring of Stack emissions Gaseous emissions Monthly during

from DG set (SO2, HC, CO, NOx) operation phase
Air Ambient air quality within the Gaseous emissions

1 As per CPCB/
Emissions project premises and nearby (SO2, CO, & NOx)
SPCB requirement
habitations to be monitored. AND Particulate
or on Monthly basis
Minimize emissions from emissions RPM (PM10
whichever is earlier
vehicles by use of fuel efficient & PM2.5),
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vehicles and well maintained

vehicles having PUC certificate. Vehicle logs to be
maintained
Vehicle trips to be minimized to As per CPCB/
Vehicle logs
the maximum extent possible SPCB requirement
Continuous
Wind speed, direction,
monitoring using on-
Measuring onsite temp., relative humidity
line weather station
meteorological data and rainfall and solar
during operation
insulation
phase
Regular monitoring of Noise
generated from operation of
equipments.
Noise generated from operation

Spot Noise Level Once in three
of DG set to be monitored DG
recording; Leq (night), months during
sets to generate less than 75
2 Noise Leq (day), Leq (dn) operation phase
dB (A) Leq at 1-m from the
source.
DG sets are to be provided with

suitable acoustic enclosures
Maintain records of Monthly during
Generation of vehicular noise
vehicles operation phase
No discharge of untreated
Monthly during
effluent to any surface water Regular inspection
operation phase
body /, groundwater or soil.
Wastewat Protect surface water and Discharge norms for
Monthly during
3 er groundwater resources from effluents to be
operation phase
Discharge contamination by waste water maintained.
Once in a month
Compliance of wastewater pH, TSS, TDS, BOD,
during operational
discharge to standards COD & Temperature
phase
Drainage
Ensure effective working of
and Visual inspection of
drainage system and specific As per CPCB/
4 effluent drainage and records
design measures SPCB requirement
Managem thereof
ent
Comprehensive
Water Monitoring surface water
monitoring as per IS
Quality quality, groundwater quality Monthly during
5 10500
and Water around ash pond and ground operation phase
Levels water levels
Groundwater level in
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meters bgl.
Marine water quality
As per IS `10500 Once in a month
downstream to discharge
Emergenc Fire protection and safety
y measures to take care of fire
Mock drill records, on
preparedn and explosion hazards, Monthly during
6 site emergency plan,
ess, such Hazards to be assessed and operation phase
evacuation plan
as fire necessary steps will be taken
fighting for their prevention.
Maintenan
Vegetation, greenbelt / green Monthly during
7 ce of flora No. of plants, species
cover development operation phase
and fauna
Appropriate waste management
plan that identifies and
characterizes every waste
Solid waste generation, As per CPCB/
Waste arising associated with
treatment and disposal SPCB requirement
8 Managem proposed activities and which
records to be or Monthly during
ent identifies the procedures for
maintained. operation phase
collection, handling & disposal
of each waste arising shall be
implemented.
Physico-chemical
Soil Monthly monitoring
9 Maintenance of soil quality parameters and heavy
quality at ash handling area
metals.
14.8 ENVIRONMENTAL MANAGEMENT PLAN

The aim of the Environmental Management Plan (EMP) is to ensure that the stress/load
on the ecosystem is within its carrying capacity. The management plan integrates the
baseline conditions, impacts likely to occur and the sustenance capacity of the system.
The most reliable way to achieve the above objective is to incorporate the management
plan into the overall planning and implementation of the project. The Environmental
Management Plan (EMP) for the proposed port development is classified into the following
categories:
► Land Environment
► Water Environment
► Air Environment
► Control of Noise
► Greenbelt Development
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14.8.1 Land Environment
The land requirements of 6.6 Ha for development of stackyard will be met by reclamation
of barge berth area.
Management of Impacts due to Quarrying
During construction phase, various construction material will be required, particularly

quarry stone for reclamation of barge berth area, construction of revetment type structure
along with berth 8, 9 and 9A, buildings etc. This will be obtained generally by excavating
from the quarry sites. It is imperative that these sites be treated, once the excavation of
construction material is completed. The ideal measure for treatment is the refilling of these
sites to its original level and their re-vegetation.
The following measures will be implemented to minimize adverse impacts on environment

during quarrying:
► It will be ensured that quarry sites and borrow pits be of a regular shape and if
possible, of equal size.
► Borrow pits would be located along the natural drainage course and not across
the natural drainage
► Borrow pits will be in a series, so that they can be inter-connected leading the
collected water to the lowest level of the pit, which will be of sufficient size to hold
the discharge from the upstream pits. The bottom of each pit will be gently sloped
towards the next pit below in the series and the inter-connections will be done by
pipes or open drains filled with broken stone, to prevent scouring of drains
► Runoff water collected in the lowest pits will be drained in to the nearest water
body by a drainage system
► Only rocky outcrops will be quarried and quarrying below the general ground
level, surrounding the rock will be avoided.
Management of Impacts due to Roads and Railway Lines
The port will be provided with 3 additional railway siding dedicated to berth 8, 9 and 9A
behind the stackyard area and adjacent to the existing railway sidings. The terminal will be
provided with internal four lane road for movement of trucks for GC and container berth 9
and 9A. Following measures will be undertaken to prevent the erosion due to moving
traffic on the roads.
► Roads will be properly sealed and paved to prevent soil loss.

► Swamps and permanently wet areas will be avoided when siting the road/railway
line.
► Side drains of adequate capacity will be provided for proper drainage.
► Well designed cross-drainage facilities/causeways will be constructed where
roads/ railway lines cross the natural drainage path and are likely to be inundated
during monsoon.
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Management of Solid Wastes
During construction and operation phases, the solid wastes generated will contain mainly
vegetable matter followed by paper, cardboard, packaging materials, wood boards,
polythene, etc. The total solid wastes generated would be of the order of 1.0 T/day during
construction phase. Likewise, in the project operation phase, about 0.6 T/day of solid
waste will be generated from domestic sources. The garbage will be carried through
covered trucks and disposed at the designated dumping grounds in the locality. Two
Incinerators will be required in Port to dispose the solid wastes.
14.8.2 Water Environment
Management of Sewage
The major source of water pollution during construction and operation phases of the port
is the sewage generated by the workers and employees. During construction phase,
sewage of 35 m3/day is expected to be generated. It is proposed to construct adequate
‘Sulabh Shauchalayas’ (community toilets) within the labour camps. It is also proposed to
construct adequate community toilets each at GC/Container and Bulk Terminal
construction sites. Thus, adequate number of community toilets are proposed to be
constructed. An expenditure required for this purpose has been considered in project cost
estimate.
Management of Effluent from Coal Stockyard
The effluent generated by washing from coal stockyard will contain high suspended solids.
It is proposed to be treated in a settling tank. The sludge produced will be mainly coal
dust, which will be dried on sludge drying beds. During monsoon months, the sludge will
be stored separately in a tank of adequate storage capacity. The necessary budgetary
provision will be earmarked for this.
Management of Effluent from Workshops and Oil Storage
The effluent from workshops, oil storage, etc. will contain oil and grease particles which
shall be treated in an oil skimmer and suitably disposed after treatment. The collected oily
matter is stored in cans and disposed off at landfill sites designated by the District
Administration. Certain financial provision will be made in the environment management
plan for this purpose.
Management of Pollution from Marine Transportation
The other major source of water pollution is oil spills which may occur during bunkering
operations. To combat oil pollution near the port, inflatable type containment boom with oil
skimmers will be provided at the berth. A clean sweep oil recovery unit consisting of a
power pack and the recovery unit mounted on a system will also be deployed for this
purpose. Adequate cost provisions will be earmarked for this purpose.
The International Convention Guidelines for the Prevention of Pollution from Ships, 1973,
as modified by the Protocol of 1978 (MARPOL, 73/78) will be strictly adhered to in
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Mormugao Port area for prevention of marine pollution. These guidelines are described
below in detail and will be implemented:
► Ships are prohibited to discharge oil or oily water such as oily bilge water
containing more than 15 ppm of oil within 19 km (12 miles) of land;
► Chemicals are evaluated for environmental hazard which may cause
environmental hazards if discharged into the sea (categories A, B, C and D).
Discharge into the sea of the most harmful chemicals (category A) is prohibited.
Tank washings and other residues of less harmful substances (categories B, C
and D) may only be discharged keeping in mind certain conditions e.g. total
quantity of discharge, distance from the shore, depth of water prescribed
depending on the hazards. There are no restrictions on substances such as water,
wine, acetone etc.
► Harmful substances in the packaged form are not to be disposed into the sea;
► Sewage generated on the ship is not to be disposed off into the sea, unless it is
treated or it is disposed off at a certain distance from land;
► Garbage produced on ship must be kept on board and discharged either ashore or
into the sea under certain conditions, such as distance from the land; discharge of
all plastics is prohibited.
14.8.3 Air Environment
Control of Pollution due to Vehicles

The major source of air pollution in the proposed project area will be the increased
vehicular movement in the project construction and operation phases. The movement of
other vehicles is likely to increase after the commissioning of the proposed berth 8, 9 and
9A because of subsequent development of the region. As a control measure, vehicles
emitting pollutants above the permissible standards will not be allowed to ply either in the
project construction or in the operation phases. Vehicles and construction equipments will
be fitted with internal devices i.e. catalytic converters to reduce CO and HC emissions. All
the roads in the vicinity of Port site and the roads connecting quarry sites to construction
sites will be paved to minimize the fugitive emissions. If any of the road stretches are not
paved due to some reason, then adequate arrangements will be made to spray water on
such stretches of the road.
Control of Fugitive Dust Emissions from Stock Piles

The coal and iron ore stock pile is by far the greatest potential for entrainment of fugitive
coal dust. As such, a system consisting of pumps, storage tank, and nozzles for dust
suppression at discharge feeding points of belt conveyors will be provided at each transfer
tower for efficient dust control. In addition to above, a suitable spray system will also be
provided at ship unloader, coal stockyard & wagon loading station. The quantum of water
to be supplied for dust suppression system at coal terminal is 620 m3/day. The effluent
generated by washing from coal terminal will be treated in a settling tank and sludge so
produced dried on sludge drying beds. The coal stackyard will be provided with a dome
type covered shed. Other measures to reduce entrainment of dust from coal stock piles
are as follows:
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► The stackers will be operated from a distance with brooms to keep the stock pile
surface to a minimum. This reduces the area contributing to dust entrainment. The
stackers will be provided with face masks to minimize their exposure to coal dust.
► All regularly used roadways around the site will be swept daily with a tank mounted
road sweeper and washed by a trunk-mounted cart.
► Covered storage shed will be provided for storage of coal stockpiles.
Control of Fugitive Dust of Cement

All the belt conveyers will be enclosed in galleries to prevent dust control. The transfer
points will also be enclosed and also kept in suction pressure so that air flow will be from
ambient to the enclosure and not the reverse.
14.8.4 Control of Noise
The construction and operation phases are likely to increase the vehicular traffic in the
area, which can lead to increase in the ambient noise levels mainly along the road
alignment. It is proposed to develop a greenbelt along the road stretches near to the
habitation sites. Three rows of trees will be planted, which will help to reduce the noise
levels. During construction phase, the use of various construction equipments is the major
source of noise. However, the noise due to operation of construction equipments is not
likely to have any adverse impact on the habitations in nearby villages. Nevertheless,
following measures will be implemented to reduce the same.
► Noise from air compressors/drillers will be reduced by fitting exhaust/intake mufflers

and the provision of damping on the steel tool of drills
► Chassis and engine structural vibration noise will be dealt by isolating the engine from
the chassis and by covering various sections of the engines.
► Exposure of workers near the high noise levels areas will be minimized by job
rotation/automation and use of ear plugs.
14.9 IDENTIFICATION OF ENVIRONMENTAL LEGISLATIONS &

STANDARDS
Present project is governed by several rules and regulations for environmental safeguard
as stipulated in Environmental Protection Rules 1986, Government of India. There are
several acts and policies framed over the years under this rules, which are applicable to
the present project for environmental clearance.
The present chapter focuses on the rules and regulations pertaining to and applicable for
the proposed construction of berth 8, 9 and 9A and providing mechanization of coal
handling facilities and container handling facilities. An inventory of such environmental
legislation, standards, government policies and guidelines in order to identify all
requirements needed to obtain environmental clearance are listed below:
14.9.1 The Environment (Protection) Act, 1986

The Government of India (GOI) has framed an ‘Umbrella Act’ called the Environment
(Protection) Act, 1986 which is designed to provide a framework for the coordination of
Page 112 of 159

central and state authorities established under Water and Air Act. The Environment
(Protection) Act, 1986 is established by the GOI to fulfil its commitment to protect and
improve the human environment. It is applicable to the entire country. From time to time
the central government issues notifications under the EPA, Act 1986 for the protection of
ecologically-sensitive areas or issues guidelines for matters under the EPA.
It empowers the Central Government to take necessary measures for the purpose of
protecting and improving environmental quality and preventing, controlling and abating
environmental pollution. Important powers of the Central Government includes laying
down standards for environmental quality and emission/ discharge of environmental
pollution from various sources.These power define procedures and establish safeguards
for handling of hazardous substances, and establish rules to regulate environmental
pollution.
Separate Noise regulations for DG sets of various capacities were introduced in 2002 vide
notification of MoEF of 17 May 2002 under the Environmental (Protection) Second
Amendment Rules 2002. This requires that all DG sets should be provided with exhaust
muffler with insertion loss of minimum 25 dB(A). All DG sets manufactured on or after 1
July 2003 have to comply with these regulations.
14.9.2 The Water (Prevention and Control of Pollution), Cess Act, 1977
The Water (Prevention and Control of Pollution), Cess Act, 1977 including Rules 1978 and
1991 provides for levy and collection of Cess on water consumed by the local authorities
and by persons carrying on certain industries with a view to generate resources for
prevention and control of water pollution. It also covers specifications on affixing of
meters, furnishing of returns, assessment of Cess, interest payable for delay in payment
of Cess and penalties for non-payment of Cess within the specified time.
The proposed modernization project will not draw additional water from any of the water
supply schemes of urban municipalities and corporations. The marginal increase in the
water requirement after the NG conversion will be met by effluent water recovery unit
installed in 2010.
14.9.3 The Water (Prevention & Control of Pollution) Act, 1974 (Water Act)
The purpose of this act is to prevent and control water pollution and to maintain or restore
the quality of water.
In order to achieve its goals this act empowers the CPCB and SPCB and defines their
functions.
This Act requires industries, local bodies and agencies engaged in any trade to obtain
consent from the SPCB for discharge of effluent into water bodies. The SPCBs have the
authority to enforce this Act, if any projects discharge effluent in water bodies, land or sea.
The Environment (Protection) Rules under the EPA also lays down specific standards for
quality of water effluents to be discharged into different type of water bodies (sewers,
surface water bodies like lakes and rivers, marine discharge).
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The proposed modernization project has a zero discharge policy and will recycle and
reuse treated effluent.
14.9.4 The Air (Prevention and Control of Pollution) Act, 1981

The purpose of this act is to prevent, and control air pollution including noise pollution and
preserve air quality.
In order to achieve its goals, this act empowers the CPCB and State Pollution Control
Board (SPCB) and defines their functions. An important function of the CPCB is to
establish Environmental standards.
This Act requires industries, local bodies and agencies engaged in any trade to obtain
consent from the SPCB prior to releasing emissions into air. The SPCBs have the
authority to enforce this Act.
The proposed NG conversion itself is an air pollution mitigation measure as it brings about
a drastic reduction in pollution. Certain air pollution control measures are already
incorporated in the existing plant and same will be utilized.
14.9.5 The Hazardous Wastes (Handling and Management) RULES, 1989

These rules were notified on 28th July 1989, under the Environment Protection Act, 1986.
They aim at controlling the generation, collection, treatment, transportation, and disposal
of hazardous wastes. These rules have been amended subsequently in, 2000, 2003 and
2009. Hazardous waste generated during construction & operation phase are comes
under preview of this act. The industries are required to obtain prior authorization from the
SPCB for handling, treatment, storage and disposal of Hazardous Wastes.
There is no TSDF disposable hazardous waste. There will not be any additional
solid/hazardous waste generation after NG conversion.
14.9.6 EIA Notification, 2006

All activities specified in the Schedule to the EIA Notification dated 14th September, 2006
and its subsequent amendments in the year 2009 and 2011 shall require prior
environmental clearance from the concerned regulatory authority. Any project seeking
environmental clearance requires environmental impact assessment carried out in
accordance with the guidelines of Ministry of Environment and Forests.
14.9.7 Coastal Regulation Zone Notification, 2011

The Central Government imposes restrictions on the setting up and expansion of
industries, operations or processes in the CRZ area. Prior clearance under CRZ
notification for permissible activities in the CRZ area shall be obtained from the concerned
State or the Union territory Coastal Zone Management Authority.
The existing facility is not situated in the CRZ area. No additional land is required as the
proposed modification project will be developed within the existing plant built up area.
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14.9.8 Storage and Use of Petroleum and Hazardous Chemicals

Despite proposed modernization, none of the products or raw materials will change and
MCFL will continue to maintain and store them by conforming to the provisions of
Manufacture, Storage and Import of Hazardous Chemicals Rules, 2000 and the Petroleum
Act with Rules 2000. MCFL also intends to store Diesel, Furnace oil and Naphtha in the
storage area within their premises until NG supply is regularized.
14.9.9 Operation of Motor Vehicles

The Central Motor Vehicle Act (MVA) and Rules, 1989 (MVR) prescribe that vehicles
falling in the category of transport vehicles (buses, trucks, taxis and auto rickshaws)
undergo an annual fitness certification and should obtain a Pollution under Check
Certificate (PUCC) from a recognized testing centre. Additionally, to address the problem
of risk associated with transportation of hazardous substances by road and the
consequences of transportation emergencies, should they arise, provisions have been laid
down in the MVR. Accordingly, any road carriage involved with the transportation of
hazardous goods which can be harmful to human life or which can possibly cause
damage to the environment in case of accidents and spillages shall have to comply with
the labeling requirements and safety guidance specified in the MVR.
MVA and MVR shall be applicable for the proposed project as it includes transportation of
chemicals.
14.9.10 Factories Act, 1948

The Factories Act, 1948 was a post-independence statute that explicitly showed concern
for the environment. The primary aim of the 1948 Act has been to ensure the welfare of
workers not only in their working conditions in the factories but also their employment
benefits. While ensuring the safety and health of the workers, the Act contributes to
environmental protection.
14.9.11 Public Liability Insurance Act (PLIA), 1991

The Act covers accidents involving hazardous substances and insurance coverage for
these. Where death or injury results from an accident, this Act makes the owner liable to
provide relief as is specified in the Schedule of the Act. The PLIA was amended in 1992,
and the Central Government was authorized to establish the Environmental Relief Fund,
for making relief payments.
14.9.12 Other Statutory requirements

The proposed project involves construction of berth 8, 9 and 9A for handling of cola, GC
and containers. The construction involves dredging in the maneuvering area, reclamation
of barge berth area, demolition of existing berth 8, 9 and barge berth deck and
construction of proposed berth 8, 9 and 9A etc. Thus the following legal requirements
shall be applicable for the proposed project
 Merchant Shipping Act, 1958

 Territorial Waters, Continental Shelf, Exclusive Zone and other Maritime Zones
Act, 1976
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 Indian Ports Act, 1908
14.10 DREDGED MATERIAL MANAGEMENT PLAN
14.10.1 Overview
One of the concerns for the project is the disposal of dredged material in environmentally
safe manner. Same time, it is also thought of its commercial utilization for saving natural
resources.
The Dredged Material Management Plan (DMMP) is intended to serve as a consistent

"roadmap" in evaluating the environmental acceptability of dredged material management
alternatives. Specifically, its major objectives are to provide:
► A general technical framework for evaluating the environmental acceptability of

dredged material management alternatives (off-shore disposal, confined disposal,
and beneficial uses).
► Additional technical guidance to augment present implementation and testing
manuals for addressing the environmental acceptability of available management
options for the discharge of dredged material in both open water and confined
sites.
► Enhanced consistency and coordination in decision making in accordance with
Environmental laws regulating dredged material management.
The framework established in the Management Plan provides technical information in
support of the harbor management goals of the MPT and the sound management of the
environmental and maritime economic resources. This DMMP supports the identification,
evaluation, and selection of environmentally acceptable dredged material discharge
alternatives that are fully adaptable and applicable in the broader context of decision
making.
Three management alternatives may be considered for dredged material as below:
► Off-shore disposal,
► Confined disposal (Reclamation for Barge Berth Area), and
► Beneficial use like brick, paver block etc.
Off shore disposal is the placement of dredged material in ocean via pipeline or release
from hopper dredgers or barges. Confined disposal is placement of dredged material near
shore or upland confined disposal facilities via pipeline or other means. Beneficial use
involves the placement or use of dredged material for some productive purpose. All
options should be given full consideration to identify the most suitable one.
Potential environmental impacts resulting from dredged material disposal may be

physical, chemical, or biological in nature. Because many of the waterways are located in
industrial and urban areas, sediments often contain contaminants from these sources.
Unless properly managed, dredging and disposal of contaminated sediment can adversely
affect water quality and aquatic or terrestrial organisms. Sound planning, design, and
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management of projects are essential if dredged material disposal is to be accomplished

with appropriate environmental protection and in an efficient manner. The selection of a
preferred alternative for dredged material management must be based on a weighing and
balancing of a number of considerations that include environmental acceptability,
technical feasibility, and economics.
14.10.2 Evaluation Procedure

Identification of Alternatives
The potential environmental impacts of the discharge of dredged material including off-
shore, reclamation and beneficial uses like bricks, paver blocks, must be considered,
taking into consideration the nature and needs of the dredging projects and the material to
be dredged. Proposed alternatives may consist of any combination of options as
warranted by local conditions. Beneficial use of dredged material should be fully
considered to ensure that benefits are maximized.
Initial Screening of Alternatives

An initial screening is undertaken to eliminate from further consideration those
management alternatives that clearly are not reasonable for the specific project.
Reasonable alternatives include those that are practical or feasible from the
environmental, technical, and economic standpoint and use common sense, rather than
being simply desirable from the standpoint of the project proponent or applicant. The
screening should utilize all available information and should consider factors such as
environmental concerns (e.g., endangered species), cost, technical feasibility (e.g., site
availability and site characteristics that may be incompatible with dredged sediment
volume or characteristics or available dredging plant), and legal considerations.
Eliminate Unreasonable Alternatives

Although the identification of innovative solutions is encouraged, the nature and needs of
the dredging project must be considered in determining the reasonableness of
alternatives. Alternatives that require sites that are not available, conflict with other site
uses, violate applicable environmental regulations, or are found to be clearly technically or
economically infeasible during the screening process, are eliminated from further detailed
consideration.
Retain Reasonable Alternative(s)

The above evaluation will result in an identification of alternatives that are reasonable from
an environmental, technical, and economic standpoint. Each remaining option is then
carried forward for detailed evaluation.
Detailed Assessment of Alternatives

For purposes of determining environmental acceptability, the detailed assessment of
alternatives should include a well-designed sampling and analysis plan (SAP) to evaluate
the potential impact of dredged material discharge upon the aquatic environment and/or
upland. The SAP should contain the following information in enough detail to allow the
regulatory agencies to determine the adequacy of the SAP:
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i. A comprehensive analysis of all readily available existing information on the

proposed dredging project, including a site history and all previously collected
physical, chemical and biological data.
ii. Project description, including a plan view of the site, recent bathymetric survey
data, one or more cross-sections of the dredging prism, type and volume of
sediment. Evaluation of the physical characteristics of sediments proposed for
discharge is necessary to determine potential environmental impacts of disposal,
the need for additional chemical or biological testing, as well as potential beneficial
use of the dredged material.
iii. Computation of sampling and analysis requirements, formulation of a conceptual
dredging plan, identification and rationale for dredged material management units,
allocation of field samples and development of a compositing plan.
iv. Physical and chemical laboratory testing, including grain-size analysis, sediment
conventional, chemicals-of-concern, extraction/digestion methods, analysis
methods, holding time requirements and quality assurance requirements.
In addition to those considerations for environmental acceptability, a detailed assessment
of alternatives includes a comparative review of cost, technical feasibility, and other
factors, as appropriate.
14.10.3 Assessment of Alternatives for Disposal / Utilization of Dredged Material

A) Assessment of Off-shore Disposal
The intent of the criteria for site selection for Off-shore disposal is to avoid unacceptable,
adverse impacts on biota and other amenities. The majority of amenities, such as fishing,
shipping, mineral extraction, spawning, breeding, nursery grounds, and cultural or
historical features should be addressed. Primary concern is then directed to biological
resources in and adjacent to the proposed disposal site. These concerns are addressed
by ensuring that any geographically limited or especially significant living resources are
not present within the site or outside the site in such a location as to be adversely
impacted by movement of material off the site if it is a dispersive site. Resources within
the site may suffer physical impacts from the deposition of the dredged material, and sites
should be designated/ selected to ensure such impacts are acceptable.
Geographic and operational constraints as well as site capacity may severely constrain
potentially available sites. Direct physical impacts will almost always result from the
disposal of dredged material. Benthic organisms at the disposal site may be buried and
may not be able to migrate through the material. If the substrate is changed from what
was previously present, the organisms which recolonize the site may be different from
those present prior to disposal. The site for off-shore dumping of dredge material is to be
identified in consultation with MPT.
B) Assessment of near shore disposal for reclamation

Near shore disposal geo-hydrology, sediment chemistry, carrier water removal,
contaminant release rates, and contaminant pathways affected. Therefore, the testing and
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assessments required will vary somewhat accordingly, although the procedures are based
on similar scientific and engineering principles.
Direct physical impacts because of construction of the reclaimed land must be assessed.
Such impacts may include alteration of habitat, changes in hydrological conditions (e.g.,
circulation patterns in surface waters and groundwater recharge), restrictions to
navigation, and aesthetic, cultural, and land-use impacts.
Factors required to be assessed before proceeding with the option of near shore disposal
for reclamation include:
► Available area and volumetric storage capacity to contain the material for the
required life of the site.
► Proximity to sensitive ecological environments.
► Topography to include potential changes in elevation and runoff patterns and
adjacent drainage.
► Ability of the dredged material to eventually dry and oxidize.
► Groundwater levels, flow and direction, and potential impact on groundwater
discharge and recharge. Groundwater seepage into or through the site can also be
a factor affecting contaminant migration.
► Foundation soil properties and stratigraphy.
► Potential alteration of the existing habitat type.
► Potential for effluent, leachate, and surface runoff impacting adjacent ground and
surface water resources.
► Potential for direct uptake and movement of contaminants into food webs.
► Potential for dust, noise, or odor problems.
► Potential to implement management activities when deemed necessary.
► Potential accessibility of the site
The area to be studied for reclamation is identified in the barge berth area. The total area
is approximately 6.6 Ha. The purpose of reclamation is to create land for stackyard. In
order to maintain an inter tidal zone, it is proposed to reclaim the area upto (+) 4.2 m CD.
The total volume of fill material required will be to the tune of 1 million cum which is
proposed to be sourced from dredging in the maneuvering area and channel subjected to
technical suitability for engineering reclamation purpose.
The subsoil strata in the proposed barge berth area will have to be investigated.
Reclamation shall require construction of retention barrier towards sea side. Revetment
type shore protection structure will be provided at the sea front side of the reclamation
area. Dredge material will be filled from the land side of the barge berth area by end on
dumping method. If the dredged material is found suitable, the same can be pumped
inside the retaining bund (earthen embankment) with or without adding additives (based
on the properties of dredged material).
C) Beneficial Use as Manufacturing of brick and paver blocks
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Dredged material is a manageable, valuable soil resource, with beneficial uses of such
importance that plans for the ultimate use of disposal sites should be incorporated into
project plans and goals at the project's inception to the maximum extent possible. The
policy is to fully consider all aspects of dredging and disposal operations with a view
toward maximizing public benefits. Integral to this analysis is a requirement to provide full
and equal consideration to all practicable alternatives, including beneficial uses of
dredged material.
Whenever the dredging cycle and beneficial use needs have been found to coincide,
beneficial use of dredged material has been considered as a management option. In
many cases, beneficial use of dredged material has been identified as the preferred
alternative. Unexpected new beneficial use needs may periodically arise (e.g., severe
beach erosion from severe storms) and other factors such as development of more cost-
effective dredging technologies may from time to time dictate a re-evaluation of beneficial
use options.
The first step in assessment of beneficial use alternatives is to identify the local needs and
opportunities for beneficial use. This may involve surveys of activities which may need
material with certain characteristics or surveys of needs for certain site uses. Likewise, if
the dredged material from a project is known to have desirable characteristics for a
number of beneficial uses, then a survey of potential opportunities for use of that material
or specific placement sites should be made.
The materials dredged from the bed of the sea could vary in quality, like, highly plastic
clay, shale, alumina and many other course ceramic materials which could be ascertained
only from the physical and chemical analysis of the material proposed to be commercially
utilized, namely raw material for burnt clay bricks, hollow blocks of different dimensions,
tiles, light weight aggregates and many other products like sand lime bricks, blocks which
are steam cured and not fired. Various parameters to be tested to check the suitability of
the material for commercial purpose are given below:
Table 14-3 List of parameters for suitability assessment of brick making
Sr.
Name of Test
No.
Quantitative chemical analysis of glass and ceramic raw materials and finished
1 products, refractory, cement, clay for determination of 10 constituents (SiO2,
Al2O3, Fe2O3, TiO2, CaO, MgO, Na2O, K2O, Li2O and loss on ignition).
Quantitative chemical analysis by wet chemical method for determination of each
2 of the following constituents (SiO2, Fe2O3, TiO2, CaO, MgO, PbO, BaO, ZnO,
B2O3, SO3)
Quantitative chemical analysis by wet chemical method for determination of each
3
of the following constituents (Al2O3, ZrO2, Cr2O3, P2O5)
4 Quantitative chemical analysis by ICP AES for determination of each element
5 Quantitative chemical analysis by AAS for determination of each element
6 Quantitative chemical analysis by UV-VIS Spectrophotometer for determination
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Sr.
Name of Test
No.
of each element
Quantitative chemical analysis by Flame photometer for determination of each

7
element (Na2O, K2O, Li2O)
8 Quantitative chemical analysis of Fluoride/ Chloride by Ion selective electrode
Determination of loss on ignition/ ash content of carbonaceous material/
9
graphite
10 Determination of silver content in graphite
11 Determination of free moisture
12 Grading of glass for Alkalinity as per IS : 2303-1994

Determination of Lead and Cadmium extracted from Glazed Ceramic surfaces
13
as per ASTM C 738-94
14.11 OPTIMUM DISPOSAL / UTILIZATION METHODOLOGY

A final decision on the alternatives for disposal / utilization of dredged material would be
taken on the following parameters:
1. Within the framework of environmental regulations

2. Impact on the local flora and fauna. Including impact on fishermen in the area.
3. Technical Suitability of the material for Reclamation
4. Cost benefit analysis
Subjective comparison between alternatives found to be environmentally acceptable is

possible. Further, it is likely that one alternative would be clearly preferable from an
environmental standpoint.
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15 RISK ANALYSIS
15.1 RISK ANALYSIS
A variety of activities are performed in a port e.g. cargo handling operation, storage and
transport, ship, lorry and train circulation and so on. Ports are very important infrastructure
for the economy of a country but also “a place of risk”, where harm can be directed to
persons (crew / passengers / port labour / other), environment (nature) and / or property
(ships / port facilities / port labour / other).
Considering the interest for risk prevention in a multi-cargo port such as MPT where it is
envisaged to handle coal, GC and containers at the proposed berth 8, 9 and 9A, this
chapter proposes an approach for risk assessment, categorization and prioritization in port
container terminals.
The various risks associated with the construction and operation of the proposed
development of berth 8, 9 and 9A at Mormugao port in terms of identifying the hazards
and suggesting the mitigation measures are briefed below. The Risk Analysis (RA) thus
carried out also provided inputs for formulating the onsite Disaster Management Plan
(DMP). The following study has been carried out to conduct risk analysis:-
► Identification of hazards and potential occurrence

► Potential accidents and typical failure frequencies
► Measures to be taken to reduce risk
A hazard is any source of potential damage, harm or adverse health effects on something
or someone under certain conditions at work. Hazard is the characteristic of
system/plant/process that presents potential for an accident. Hence, all the components
of a system such as process, storage of chemicals, etc., need to be thoroughly examined
to assess their potential for initiating or propagating an unplanned event/ sequence of
events, which can be termed as an accident.
Container, general cargo and coal are proposed to be handling at the port. Coal is the
cargo, which can cause hazards and hence planned to be handled using mechanized
coal handling system. The magnitude of the hazard is low for coal. The properties of coal
are as given below:-
Melting Point : 750° F

Flash Point : 260° F
Auto Ignition Temperature : 260 – 365 ° F
The various hazards it can cause to human are:-
► The chronic stage involves massive pulmonary fibrosis that does impair
pulmonary function and shorten life.
► Chronic Bronchitis (lung inflammation, coughing attacks, difficult breathing, etc.)
and emphysema can result from excessive coal dust inhalation.
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► Rheumatoid arthritis can be exacerbated by pneumonias leading to rapidly

developing lung damage (Caplan’s Syndrome).
15.2 RISKS INHERENT IN THE PRESENT PROJECT
15.2.1 Traffic Risk

Impact of Existing / Upcoming Port on Traffic Forecast
TCE has considered the impact of neighbouring existing / upcoming ports and their
augmentation plans while carrying out the traffic projection for Mormugao Port. Further,
sensitivity analysis has been carried out varying the traffic projection for Mormugao Port
by (±) 20% and the impact on Project IRR and Equity IRR has been assessed. The traffic
sensitivity analysis has been discussed in the financial analysis chapter.
Impact of Govt. Policy

The government’s ban on the export of iron ore has had an adverse effect on the MPT’s
efficiency. Further, the present government is inclined against export of iron ore fines and
is encouraging consumption of iron ore in domestic steel industry. In view of these, the
forecast for export of iron ore fines has been capped at the present iron ore handling
capacity of the port.
Impact of Connecting Infrastructure Project

The planning of the proposed coal berth 8 and GC/container berth 9 and 9A has been
carried out considering significant evacuation by Rail. The terminal will require a Rail
Container Depot (RCD) for loading of container in to wagons for onward evacuation. The
coal berth will require a dedicated rail siding for loading of coal in to wagons for onward
evacuation. The total number of rail sidings required at the back of the stackyard is 3
including 1 escape line. The length of area available behind the stackyard is insufficient
for facilitating RCD. The alignment of the rail line is also required to be studied.
15.2.2 Technical Risks

Subsoil Strata
TCE has evaluated past geo-technical investigation in the Mormugao Port region to
evaluate the sub soil strata. It is not envisaged to encounter any rock up to (-) 19. 5 m CD
in front of berth 8, 9 and 9A. However it is proposed to carry out geo technical
investigation, and to incorporate the results in the design stage.
Slope Stability Analysis

The dredge level in front of the berth is proposed to be (-) 19.5 M CD. However, the berth
pocket depth at berth 10 and 11 will be maintained at (-) 13.1 m CD. A slope stability
analysis will be required to ascertain a stable slope.
Dredging Quantity
The project involves capital dredging in front of the proposed berth 8, 9 and 9A. The
quantity of dredging has been estimated considering soil dredging up to (-) 19.5 m CD.
However the dredging quantity needs to be updated after carrying out fresh Geo technical
investigation and seismic survey in the manoeuvring area of berth 8, 9 and 9A.
Adequacy of Existing Navigational Facilities
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The presence of Mooring Dolphins may cause hindrance to the vessel manoeuvring in
front of berth 8, 9 and 9A. Because of the increased diameter of the turning circle for
capsize vessels; the turning circle is interfering with the existing MD 1 and 3. Hence to
avoid the risk of vessel collision at the manoeuvring area and turning circle with the
Mooring Dolphins, it is proposed to provide sufficient navigational aids and to provide
controlled manoeuvring with tug assistance.
Ship manoeuvring study and channel density simulation study is recommended to assess
the manoeuvrability of vessel.
Land Acquisition
As the proposed project is within the boundary of the operational port, there will be no
requirement of land acquisition involved with this project. No rehabilitation and
resettlement issues are expected considering development is within the port premises.
The risk of project delays due to these issues does not arise.
15.2.3 Operational Risks

Equipment Breakdown
The coal berth 8 will be equipped with 2 numbers of gantry grab crane. The GC/container
berth 9 and 9A will be equipped with four numbers of Harbour Mobile Cranes. Hence
adequate redundancy has been provided at berth in terms of quay cranes to eliminate the
down time expected due to equipments breakdown that could affect the cargo handling
operation.
System Failure
Adequate redundancy has been provided at the proposed berths to maintain a continuous
cargo handling operation and flow and to avoid performance decline of the system due to
any unforeseen system break down. All the critical components of the system have been
provided with increased capacity / additional stand by machines with an intention of
increasing reliability of the system, in the form of a backup or fail-safe.
Adequacy of Berth and Yard

The length of berth and yard area has been estimated to be sufficient enough to handle
the projected coal, General cargo and container traffic at MPT. The area available for the
stackyard behind the berth is 20.02 Ha. The stackyard is found adequate for berth 8, 9
and 9A with capacities as discussed in above chapters. The length available behind the
berth for Rail Container Depot, RRLS and road access area is adequate. Any further
increment in cargo demand can be met through increasing the plot turnaround time only
up to a certain extent. No additional land is available for expansion.
15.2.4 Environmental Health and Safety Risks

Dredging and Disposal
The disturbances expected due to the dredging operation has to be monitored and
minimised. One of the environmental concerns involved in this project is disposal of the
dredged material in environmentally safe manner. It is recommended to assess the
adequacy of the designated dumping ground through detailed model studies, taking into
account advanced convection diffusion processes, for disposal of dredge material.
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Alternatively, beneficial use of dredge material for purposes such as reclamation of barge
berth area, brick preparation, paver block, beach nourishment etc may also be explored.
The way the dredged material is disposed is an important factor that should be taken into
account. The location and timing of the disposal process is important, to prevent the
material from flowing back to the dredging location immediately. The stirred up sediment
should be modelled in the way it spreads as a function of time and space. The sequence
of dredging and dumping operations should be simulated in the model as a function of
time. The dredging process itself should be optimized in order to minimize hindrance for
vessels calling at the berths and reduce the frequency of maintenance dredging
operations.
Fire / explosion at Proposed Coal/GC/Container Berth 8, 9 and 9A

An adequate fire fighting system has been proposed at the terminal to counter any
accidental fire break out.
Risk Arising from Proposed Liquid Berth 11

The liquid handling has been shifted to berth 12 from the berth 8 owing to hazardous and
flammable nature of the liquid cargo. A risk circle assessment is required to be carried out
to assess the probability of occurrence of the hazard and safety measures to be taken.
Natural Disaster
The proposed berthing structures at the port have to be designed for the seismic load in
combination. In case of any occurrence of rough weather such as strong winds, heavy
swell and sea, Floods, High temperature during working hours and Heavy rain, a 35 days
of down time in a year has been considered in planning of the facilities.
15.2.5 Security Risk

It is proposed to provide state of the art security system and container scanning area at
the gate complex to avoid theft, smuggling, illegal trade, vandalism, illegal immigration,
Blockade etc.
15.3 HAZARD IDENTIFICATION

Hazards in the proposed facility can happen during the construction phase, operation
phase or due to natural calamities like earthquake/cyclones/Tsunami etc. some potential
hazards that can happen are identified as given below:-
► Berthing accident, impact on jetty, mooring failure etc.

► Grounding of vessel, oil spillage, wreckage and impact on marine environment
► Breaking of coal conveyor which can cause breathing problems.
► Accident caused by cyclones, rough sea, earth quake
► Fire breakout
Hazards that can arise during construction phase are as listed below:-
► Hazards due to moving of machinery, heavy construction equipment, falling of

tools from a height, etc
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► Hazards can also be happen during transportation through road and sea like
collision of vehicle, barges etc.
► The noise generated during construction may affect workers health.
► Material used during construction phase e.g. fuels, lubricant, paints, and other
flammable materials can cause fire and explosion risk. It has to be ensured that
there are no live wires causing short circuits to ignite these materials.
Hazards that can arise during coal handling plant operation phase are as listed below:-
► The mechanization of coal handling operation planned can be classified as non

hazardous with respect to operation of the plant. As the coal unloading and
conveying is done through mechanized grab unloaders and connecting conveyor,
there will be no spillage of coal.
► The possible hazards that can happen during ship movements at the offshore
jetty are collision, grounding, etc. During barge unloading operations, the
possible hazard may arise due to collision between vessels.
► Transfer of coal from unloaders to the jetty (belt) conveyor will not cause any
spillage during this operation as there is very minimal possibility of mal-operation
/ non-synchronization.
► The main hazards related to belt conveyors are mechanical. Other hazards are
produced by non-compliance with ergonomic principles when workers operate
near the conveyor (operation station, control of the process, loading and
unloading), failure or malfunction or safety-related control systems, electrical
hazards, and thermal phenomena (such as heat, fire or explosion). The
mechanical hazards are mostly related to Mechanical power transmission
components, moving components (idlers, pulleys, belt), Pinching zones (feeder,
skirt-board, skirt-board seal) that can cause damage by shearing and crushing,
moving loads that can cause damage by shearing and crushing between the load
and a fixed component, moving sub-assemblies (ejectors, switches, transfer
mechanism) that can cause damage by shearing and crushing.
Hazards that can arise due to natural calamities are:-
► As per the seismic zoning map of India, Goa region falls in zone III which is a
moderate intensity zone with regards to seismic activity due to the presence of
23 fault lines in its vicinity. The design of the facilities should incorporate this
factor which would give the required structural integrity.
► Necessary mitigation steps shall be taken during cyclone effect as per Disaster
Management Rules.
15.4 IDENTIFICATION OF POTENTIAL ACCIDENTS

The possible accidents from the proposed port development at Mormugao are envisaged
from the spontaneous ignition of coal dust at the stackyard of proposed coal berth 8. Coal
dust when dispersed in air and ignited would explode. Conveyor systems are most
susceptible to this hazard. Failure of dust extraction and suppression systems in
stockyard area may lead to abnormal conditions and increasing the concentration of coal
dust to the explosive limits. Sources of ignition present are incandescent bulbs with the
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glasses of bulkhead fittings missing, electric equipment and cables, friction, spontaneous
combustion in accumulated dust. Dust explosions may occur without any warnings with
maximum explosion pressure up to 6.4 bars.
CONVEYOR SYSTEM SAFETY

Belt conveyor is safe system. The operation and maintenance of this system in the
project are also safe.
SAFETY FEATURES
Dust suppression system is proposed at stockyard. The stackyard will be fully covered
with dome type shed. Fire hydrant system is proposed to be installed at berths, conveyor
gallery, stockyard, RRLS, etc.
15.5 RISK MITIGATION MEASURES

The following measures can be taken to avoid the above said risks:-
► Preparation of Standard Operating Procedures (SOP’s) and compliance to the

guideline and procedure enlisted.
► Monitoring System for process parameters including manual checking should
be established.
► Leak Detection and Spill Control System should be detailed for all the
materials.
► Automation of the preliminary fire fighting/system cooling initiation based on
HC, temperature and smoke detectors should be ensured to prevent a small
incident from escalating. This would also give adequate time for effective
personnel response and intervention.
► All sources of ignition should be removed from the handling and transferring
areas.
► Removal of spark generating electronic equipment such as cellular phones
should be strictly followed
► Procedures for ensuring use of relevant Personal Protective Equipments
(PPE) should be delineated and strictly enforced to prevent exposure to
personnel
► Periodic Inspection / Corrosion Monitoring should be carried out
► Periodic Training to Personnel
Above all, consistent and total quality assurance for engineering design, hardware
selection, through construction to commissioning and subsequent operation and
maintenance has to be adopted.
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16 DISASTER MANAGEMENT PLAN

16.1 GENERAL
The purpose of a Disaster Management Plan (DMP) is to identify the future incidents and
to manage the effects of that efficiently to reduce the damage level. DMP helps in
minimizing the impact of any incident and helps n suppressing the effects.
In case of a major emergency, which can cause serious injury or loss of life, can be
manage efficiently if a proper DMP is in Place. Such emergencies can be caused by
several factors e.g. Failure of the System, Human Error, Natural Disaster (Earthquakes,
cyclones, etc), Vessel collision or sabotage, Explosion and fire, Material spillage at the
proposed facility. A Disaster Management Plan enumerates the mitigation measures,
precaution to be taken and procedures to mitigate a major Disaster, e.g.
► Procedure for Controlling accidental events (Including natural disaster) with

minimum damage to men, material and machine (MMM)
► Reduce the damage level to the facility without any harm to the humans
► Rescuing victims and treating them suitably
► Identifying the persons affected and Informing relatives of the casualties
► Providing authentic information to news media and others
► Maintaining records of the disaster event and its cause, damage level, and
equipment needed as evidence in any subsequent enquiry.
► Rehabilitating the facility, plant, and area.
► Coordination between people while carrying out rescue operation
Control of any hazards at the site and the management of such disasters/accidents can
be prevented. Several factors causing disasters other than natural causes are:-
► Poor design of the structures, plants and machineries

► Poor manpower and increased human errors
► Poor operational skill and lack of training
► Negligence toward timely maintenance and inspection
Performing these activities can reduce the risk of accidents, but it may not be possible to
fully eliminate them. Since absolute safety is not achievable, an essential part of a major
hazard control must also include minimizing the effects of a major accident.
An important element of mitigation is emergency planning are:-
► Recognizing potential accidents identifying the types of accidents which may

occur,
► Assessing the consequences of such accidents and deciding on the emergency
procedures that would need to be implemented in the event of the specific type of
emergency
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16.2 OBJECTIVES OF DISASTER MANAGEMENT PLAN

The prime objectives of the Disaster Management Plan are:-
► To have advance planning for each possible emergency scenario and to combat
them and to minimize the adverse effect to Man, Material and Machine.
► To identify the advance warnings, evacuation of surrounding personnel to be
evacuated
► To rescue, provide relief and assist affected people, environment and
settlements.
► To localize the emergency caused and, if possible, eliminate it; and
► To minimize the overall and long term effects of the accident on people,
environment and property
Elimination of hazards will require prompt action by operators and emergency staff
operating:-
► Various kind of firefighting equipments including Water sprays

► Emergency and synchronized Shut Down of the entire mechanical handling
systems, etc
Also minimizing the effects of the disaster will include, Rescue of the affected people,
Providing First aid and required medication, Evacuation of the affected people and
Rehabilitation and giving information promptly to people living nearby.
16.3 DISASTER AND ITS CAUSES

Identification of causes for disaster is very important for emergency planning and requires
systematic identification of potential emergencies at the proposed facilities. Experience
has shown that for every occasion that the full potential of an accident is realized, there
are many occasions when some less severe event occurs or when a developing incident
is mitigated before reaching full potential. Most major accidents envisaged at the
proposed facilities fall within one of the following categories:
► Ship collision and grounding

► Failure of Shore Unloaders
► Failure at the Junction Houses
► Failure in the trough/pipe belt conveyor system
► Fire or explosion due to the presence of coal dust
► Spill during loading and discharge operation (LDO) and subsequent fire
► Mechanical / electrical failures
16.4 CATEGORIZATION OF EMERGENCY PLAN

Any emergency situation has to be first categorized as an onsite emergency or an offsite
emergency, the difference being that the effects of the onsite emergency are confined
within the premises while those of an offsite emergency spill over beyond the jetty/
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operational area premises or even beyond the project site premises. Thus, the onsite and
offsite emergency plans are detailed below:
16.4.1 Onsite Emergency Plan

The onsite Emergency plan would contain the following components:
► Formulation of Disaster Management Plan and Emergency Services

► Organization Structure, Roles and Responsibilities of Emergency Teams
► Effective Communication
► Emergency Control Centre
► Alarm Systems & Assembly Points
► Mutual Aid Scheme
► Onsite Emergency Plan and Rehearsals
► Terminal and Vessel Emergency Plan
► Spillage & Contingency Plan
► Formulation of Disaster Management Plan for Cyclones and Earthquakes
16.4.2 Offsite Emergency Plan

The components of an offsite emergency plan would include:
► Identification of locations of hazardous or dangerous substances, personnel and

emergency control rooms.
► Technical information such as chemical and physical properties, dangers etc
► Background information, past accidents, control techniques and effects of
hazardous materials of relevance
► Identification of facilities and transport routes for toxic materials if any
► Contact for further advice such as meteorological information, transport,
temporary food and accommodation, first aid and hospital services, water etc.
► Establishing communication links including fire fighting materials, damage control
and repair items
► Detailing emergency response procedures
► Notification to public at large
► Evacuation arrangements
► Press / media handling
► Addressing longer term environmental cleanup.
ONSITE ENERGENCY PLAN
Formulation of Disaster Management Plan and Emergency Services

Proper assessment of the risks and hazards at the time of construction/installation results
in additional safeguards or better procedures.
The Disaster Management Plan must be related to the above said final assessment and it
is the responsibility of the owner (MPT) management to formulate the disaster
management plan. The Disaster Management Plan would enumerate the followings:-
► Assessment of the magnitude and nature of the events foreseen and the
probability of their occurrence
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► Formulation of the plan and liaison with outside authorities e.g. various public
administration authorities, authorities dealing with disaster managements,
including the emergency services
► Procedures for raising the alarm and communication both within and outside the
project area (jetty, stockyard etc)
► Appointment of key personnel and their duties and responsibilities (organizational
structure)
► Emergency Control Centre
► Action on site and Action off site
16.5 ORGANIZATION STRUCTURE

The early minutes just after the incident / accident / disasters, are the most critical period
in prevention of escalation of the disaster and to stop further propagation so that damage
to the human, and properties can be minimized or avoided. Therefore, the personnel
available at or near the incident site (and often responsible for or carrying out that
particular activity) and on a round the clock basis play a vital role in an emergency.
In each hazardous location it is necessary to nominate a functionary as the "Incident

Controller" who is invariably a shift-in-charge of the facility. The Incident Controller tackling
the emergency in real terms requires support from various other services e.g. fire &
safety, medical services, security, engineering, administration, technical services covering
communication, transport and personnel functions, etc. Responsible key person for each
one of these services, therefore, should be nominated to be part of the organization for
disaster management.
The "Site Main Controller” (SMC) will be the Unit In-charge. The various controllers for the
above said emergency services will have to co-ordinate with the SMC through the
functional Key Persons at the incident site. The Key Person will generally be located at
the site of incident and the Controllers will report of the incident to the Emergency Control
Centre. The duties and responsibilities of various Key Persons and Controllers will be
written down ensuring no grey areas or overlapping responsibilities. Various Controllers
from the various service provider organizations nominated to become a part of the
disaster management organization will be informed of their role and responsibility. The
members can be from:-
► Operation/Maintenance Controller
► Fire and Safety Controller
► Communication Controller
► Environment Controller
16.6 ROLES AND RESPONSIBILITIES OF EMERGENCY TEAM

The role and responsibility of various responsible persons in the emergency team is
briefed below:-
Page 131 of 159

16.6.1 Site Main Controller (Site In-charge)

Site main Controller is the site in-charge and his roles and responsibility is to access the
extent and magnitude of the damage caused and by maintaining continuous
communication with the Site Incident Controller (SIC). Some other responsibilities of Site
Main Controller are as given below:-
► To determine the extent of emergency and required planning to mitigate

► Monitoring and controlling the emergencies and engaging the workforce without
overlapping of disaster management team
► To take decisions on operation of the plant or any shut down of any process
decide whether any section / process / area to be shut down / isolated in the
event of any accident
► To finalize the means of evaluation and explore the possibilities of taking help
from offsite sources
► Review, monitor the rescue operation and fire fighting operations in consultation
with Safety Coordinator
► Co-ordination with the safety officer regarding evacuation and shelter
rehabilitation aspects
► Arrange for restoration and normalcy in consultation with Incident Controller
► Announcement of conclusion of emergency
► Issuance of authorized statements and ensures that all evidences of the incident
are preserved.
16.6.2 Site Incident Controller (Shift in-charge)

The roles and responsibilities of a site incident Controller (Shift In-Charge) is as
enumerated below:-
► To Establish Emergency Control Centre and inform Site Main Controller (SMC).
► To Ensure availability of Controllers/Team member
► To Priority decisions for strategy for development of resources for incident control
► Periodic assessment of actual disaster zone and resource deployment (own /
external)
► Periodic status report of SMC
► Seek help for Fire Fighting, Medical Aid, Rescue, Transport, Traffic Arrangement,
Law and Order
► Inform the following authorities about the incident through zonal/sector authorities
a) District Collector/ District Magistrate
b) Superintendent of Police
c) Environmental Authority (State/Central)
d) Health Officer
e) Inspector of Factories
f) Neighboring Installations
► Establish contacts with the following, through controllers:
a) Superintendents of nearby hospitals
b) Chief Fire Officer of nearby fire services
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c) Insurance Company
d) Establish First Aid Centre through Safety Coordinator
► Establish Information Centers
16.6.3 Emergency Coordinators

Logistics Coordinator
The duties and responsibilities in the event of any emergency include:
► Report at the affected area to the SMC & SIC
► Arrange to attend all maintenance jobs as instructed by SIC
► Ensure that all essential services like power, water etc are maintained without
interruption
► Ensure adequate manpower availability at the affected area
► Reporting all the incidents to SIC
► Arrange for all the tools, materials at the site of emergency
Communication Coordinator:
The Responsibilities of a communication coordinator include:
► Report to SMC & SIC
► Removal of non essential personnel from the emergency area in consultation
with SIC
► Contact with SIC and arrange for necessary facilities
► Control over entry and maintain law & order and arrange for police help in
consultation with SMC
► Liaison with external agencies in consultation with SMC
► Co-ordination of transportation requirements for moving personnel for first aid,
evacuation, rehabilitation etc.
► Maintenance of inventory systems in the Emergency Control Centre
Safety Coordinator:
The Responsibilities of a safety coordinator include:
► Immediate Reporting to SIC
► Co-ordination with Security officer and security personnel
► Ensure availability of all safety equipments at site
► Co-ordination of all rescue operations
► Co-ordination of availability of first aid to all injured personnel
► Advice to SIC on fire fighting operations
► Ensure availability of necessary antidotes/ medicines in case of toxic release
16.7 COMMUNICATION
An essential component of any emergency preparedness programme is the
communication links for gathering information needed for overall co-ordination e.g.
emergency control centre with in-house as well as outside emergency services. Too much
reliance on the telephone system Fixed lines/ Mobile phones is risky as it can soon be
overloaded in an emergency situation. A computer with internet and printer facility and
photocopying machine, wireless networks, fax, intercom units are recommended for
higher reliability.
Page 133 of 159

Help line numbers will be setup for emergency related queries. The description of the
tasks and responsibilities, reporting place, etc. for each key functionary will be, as far as
possible, so drafted as to reduce the communication needs between the interacting
groups and permit good mutual understanding and well co-ordinate independent actions
to tackle emergency situations.
16.8 EMERGENCY CONTROL CENTRE

The emergency control centre should be established separately for proposed coal berth 8,
container and GC berth 9 and 9A at Mormugao Port and should be equipped with the
following:
► An adequate number of external telephones. If possible, one should accept

outgoing calls only, in order to bypass jammed switchboards during an
emergency.
► An adequate number of internal telephones, Radio equipment/pager system.
► A layout plan of the facility
► Location of possible spillage/fire points
► Sources of safety equipment and other fire-fighting system elements
► Escape Routes
► A nominal roll of employees at the facility
► A list of Key Personnel with addresses, telephone numbers, etc
► An adequate number of personnel protective/safety equipment available on site /
back up in warehouse or with other member groups of mutual aid programme
► Locations of various fire fighting arrangements at the facility.
16.9 ALARM SYSTEMS

The emergency (due to fires or spillages) should be initiated by the first person noticing it
by activating the fire alarm from the nearest call-point or by contacting the fire control
room immediately on the internal telephone in case of any emergency. If in the opinion of
the shift in-charge in consultation with the fire safety officer, the severity of the emergency
is such that it can primarily be coped with by MPT’s own resources (aided by fire fighting
appliances from the fire brigade, if required) the siren code for ONSITE CRISIS will be
sounded through the hooter. The siren codes for distinguishing between an ONSITE &
OFFSITE CRISIS will be clearly established. The onsite/ offsite siren codes should be
informed to the neighboring population of the facility.
16.10 PLANS FOR EMERGENCY
16.10.1 Mutual Aid Scheme

Assistance in terms of equipment and manpower will be taken from the neighboring
installations under a Mutual Aid Scheme / Zonal Disaster Management Plan.
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16.10.2 Assembly Points

Shifting or evacuating facility personnel during an onsite crisis will be done to a
predetermined assembly point in a safe part of the facility. The assembly point will be
identified at safe locations.
16.10.3 Onsite Emergency Plan and Rehearsals

Once the emergency programme is finalized, it should be made known to all personnel so
that each one knows his or her role in the event of an emergency. The plan will be
regularly tested through the rehearsals, at a regular frequency and updated accordingly.
16.10.4 Terminal Emergency Plan

This plan will be drawn up in consultation with Fire Brigade, Coast Guard etc. The plan will
include:
► Stopping of unloading operation immediately at the terminal

► Specific initial action to be taken by those at the location of emergency (to notify
time, position, source and cause of spill) to control room and to Department of
Ports, Coast Guard, Indian Navy, etc
► Immediate action to combat pollution
► Evaluation of situation by on-scene controller regarding threat posed by spill and
identify threatened resources
► Co-ordinated arrangement for quick and safe release of tanker in case of an
emergency
► Details of communication system available and siren code
► An inventory, including location details of emergency equipment
► Sound alarm-terminal fire-fighting staff to fight fire
► Un-berth vessel to depart
► Electric power to switch off and emergency lighting to switch on.
The ships calling at the terminal will be advised of the terminal's emergency plan
particularly the alarm signals and procedures to summon assistance in the event of an
emergency on board.
16.10.5 Vessel Emergency Plan
Planning and preparations are essential if personnel are to deal effectively with
emergencies on board a vessel. Though various types of emergencies can occur on the
ship, only fire on the vessel at the terminal is of major concern in the present context. The
immediate action to be taken by the master of the vessel will include:
► Raise the alarm (also sound the terminal fire alarm to support ship's efforts to
control fire) and commence shutting down any discharging, bunkering or de-
ballasting operations which may be taking place
► Fight the fire from Tug with fire-fighting equipment
► Locate and assess the incident and assess possible dangers
► Organize manpower and equipment for quick control of the incident
► Co-ordinate arrangements for quick and safe release of the vessel
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► Mobilize port tugs and launches and keep pilots and mooring staff and standby to
remove vessel from the terminal, if required.
16.10.6 Rough Weather Plan
The major hazard therefore is likely to be due to high waves during the monsoon. The
recommended tranquility conditions of 1.2 - 1.5 m may not occur for about 20 percent of
the time during the monsoon season. Hence the jetty operator as well as emergency
coordinator should obtain regular updates from IMD about the weather status to ensure
that no ship operations are carried out under unfavorable conditions. During such
conditions the following emergency situations may occur and need to be monitored and
attended to:-
► Carrier collision / grounding: Especially during rough weather, carrier collision with
jetty / grounding of carrier is possible mainly because of uneven distribution of cargo
in the carrier. If such events take place, immediate alert and action especially for
saving crew as well as jetty personnel must be given out. A life boat must be kept
moored with all first aid facilities near the work site both construction and operation
phases. Since the facilities on land will be about 7-10 km away, this is essential. Life
buoys must be kept available at all times.
► Fuel/ oil spills: Because of carrier collisions / grounding or even during route
operations, spilling or leak of fuel/ Oils from carriers as well as from storage facilities
(if any) on the jetty are possible. The oil spill contingency plan as described in the
next section need to activate during such an event. As this is a barge terminal,
Grounding may not cause any tilting to the barges and spillage may not occur.
However at anchorages while unloading the coal from the OGV, grounding may occur
in case of bigger vessel with deeper draft during low tide period.
► Inundation: During periods of heavy rain and rough weather, wave heights can be
high enough to cause various degree of flooding of the jetty. During the pre monsoon
period (august- September), the emergency coordinator will liaise with maintenance
division to ensure that all storm water drained and other areas where flooding may
occur are kept clear to ensure free drainage of water. During the monsoon, the
emergency coordinator will ensure a system for regular updating of weather
information especially rainfall forecasts from the IMD and will monitor wave heights so
that decisions can be taken regarding berthing of carriers and unloading/ loading
cargo. In addition, during periods of heavy rain/ swells, who ever notice water in
places where there should be any water or water above the danger marks if so
marked. They should take immediate action and also follow the line of action to
communicate to the emergency coordinator for additional action.
16.10.7 Spillage and Contingency Plan
The purpose of this plan is to identify, prevent and control all probable spillages in
proposed Coal and GC berths for safe and healthy working of personnel and machinery.
Probable materials for spillage:

► Electrical equipment area (Transformer oil and cable filling compounds)
► Liquid and solid wastes
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► Coal
Spillages in the proposed coal berth 8 can lead to loss of property, Interfaces with safe
moving of personnel, Damage to equipment when left unattended, Health hazard, Fire
hazard, etc.
Prevention of spillage:
Routine checks of the system have to be made to ensure that no leak or spill starts. Any
minor leakage has to be reported to the concerned person (Shift In-charge, Operation &
Maintenance team member). Leakage has to be arrested in the shortest possible time.
Necessary arrangements have to be made to collect the leakage and to store in proper
place.
In case of spillage the following measures would be adopted:-

► Oil spill on the land should be properly cleaned using absorbents, cotton waste,
sand, saw dust etc.
► The collected oil is disposed to SPCB/CPCB authorized agency
► Oil spill on the proposed berths should be properly cleaned using absorbents, cotton
waste, and sand, saw dust etc., and the materials used for cleaning should be
incinerated.
► Major oil spills can be taken to oil separator and the same to be reused depending
on the quality.
Oil Spill Contingency Plan

The proposed berths will be equipped with necessary modern equipment to contain and
recover oil spills. In addition, MPT shall develop a customized Oil Spill Contingency Plan
to cope with any accidental oil spill. The contingency plan will be prepared by MPT in
consultation with the Maritime Board/Department of Ports/Ministry of Shipping.
In case of an oil spill, immediate steps would be taken to contain and control the spill. An
Oil Spill Contingency Plan will outline the steps to be taken before, during and after a spill.
In the present case, an Oil Spill Contingency Plan covering Hazard Identification,
Vulnerability Analysis, Risk Assessment and Response Actions will be prepared.
Hazard Identification:
All conditions which can lead to an oil spill will be identified and necessary information to
react to a spill under different conditions will be studied.
Vulnerability Analysis:
Vulnerability analysis will help to identify the resources and communities which could be
affected due a spill and accordingly they can be informed or quick measures can be taken
so that it results in minimum damage. Information on the following will be collected as a
part of vulnerability analysis:
► Public safety officials

► Schools, nursing homes, hospitals and prisons in the area
► Recreational areas
► Special events such as festivals and when they occur
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► Ecologically sensitive areas specially areas susceptible to oil or water pollution
Risk Assessment:
Based on hazard identification and vulnerability analysis, the extent of risks involved will
be assessed.
Response Actions:
Response actions will provide information on all the immediate actions that will be taken in
the event of a spill. It will have information on the following:
► Measures to prevent further flow of oil

► Measures to prevent ignition
► Agencies responsible for clean-up effort
► Information on the extent of spill
► Measures to contain spill to a limited area
► Measures to remove oil
► Measures to dispose the spilled oil
Mock drills will be carried out to test the effectiveness of the contingency plan.
16.10.8 Contingency Plan for Coal

In the proposed coal terminal area, unloading, conveying, handling, transfer and storage
is envisaged. During coal handling and transfer activities there may be fugitive dust
emission which might cause occupational health hazards. Hence, dust suppression will be
provided. Dust control equipment system consisting of suitable pump, storage tank for
water and sprinklers & nozzles for dust suppression at discharge/feeding points of belt
conveyors are proposed at each transfer tower for efficient dust control. In addition to the
above, suitable spray system shall also be provided at Shore Unloader & coal stockyard.
The water sprinkling system at high-pressure swiveling type nozzles shall be installed to
cover the entire handling and transfer areas at the jetty.
Emergency Committee
The Emergency Committee is to be set up for major off-site emergencies and along with
Coal unloading jetty. This committee would comprise of the following members:-
► Collector/ District Magistrate – Chairman

► Officer In-Charge Proposed Container/GC/Coal Berth - Member
► Port Officer, MPT – Member
► Govt. representative from Environmental board – Member
► Police (Law and Order): Dy. Suptd. Of Police – Member
► Police (Traffic): Police Inspector – Member
► Fire & Rescue Services: Local Station Officer – Member
► Inspector of Factories, Mormugao – Member
► Representative officer from Central Railway: - Member
► Health Officer Goa: - Member
► Representative Officer from Transport - Member
► Representative from Fisheries; Local Fishermen’s body – Member
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► BSNL, Area Manager; other telecom service providers – Member

► Registrar, Local land registration office - Member
16.11 DISASTER MANAGEMENT PLAN FOR CYCLONES
16.11.1 General
Concessionaire/MPT will develop a customized Disaster Management Plan (DMP) to
cope during disasters from natural calamities such as rough weather conditions, cyclones,
Tsunami and floods, etc. Proper planning can reduce the potential damage from disasters
in terms of losses to human lives, proposed coal terminal, and environmental damage and
rehabilitation costs. The DMP for Cyclones and Tsunami will be prepared by
concessionaire/MPT in consultation with the Maritime Board, Local administration body,
and SPCB/CPCB. The rough weather operations will be controlled in three stages:
► Green Status – The operations of coal unloading will be carried out as planned.
► Yellow Status – This is an alert stage indicating possibility of rough weather. Still
operations can be continued with all emergency precautions
► Red Status – Emergency situations or rough weather; operation will be
suspended.
Activities controlled by in-charge of emergency operations. The vessels are to be moved

to safe anchorage or will be advised to proceed to sea. The main components of the DMP
for cyclones will include the following:
► Pre-Disaster (or Pre-Cyclone) Plan

► On (or During Cyclone) Disaster Plan
► Post (or After Cyclone) Disaster Plan
16.11.2 Pre-Cyclone Plan

Pre-Cyclone Measures:
Proposed Coal berth 8, GC and Container Berth 9 and 9A will maintain and exchange
information continuously with the local IMD authorities for continuous updates of
meteorological conditions in general and emerging / predicted weather phenomenon such
as cyclones in particular. Upon issue of a cyclone warning by the IMD, the management
would immediately initiate the Pre-Cyclone Measures. The Goa Collectorate/ Port
Department / MPT and other authorities would be informed of the imminent cyclone. All
coal terminal officials dealing with operations and disaster management will be informed.
Pre-Cyclone Exercise:
On signaling of a cyclone alert, the Control Room will be manned 24 hours a day for
disaster management. The ‘Weather Signals’ depending on the data available about the
cyclone and it’s threat perception will be informed to all personnel. The marine side
operations will be regulated as per the rough-weather classification and will be continued
with all emergency precautions. The different personnel of proposed Coal, GC and
Container berths would assume their roles and responsibilities as previously identified for
disaster management. The standby arrangement for power supply will be checked. Pre-
identified Rescue Centre will be kept in readiness. A pre-alert will be issued regarding
suspension of all operations in case of emergency and to await instructions regarding the
Page 139 of 159

same. All the Crafts and Ships will be fully secured inside the harbour area.
Communication system including standby arrangement will be tested for working
condition. Vehicles involved in rescue operations will be checked for working condition.
Coal Terminal crafts to be engaged in rescue will be kept in readiness. The safety in the
project area will be ensured. During Cyclone Plan: The emergency alarm siren will be
raised as per the ‘Alarm System’. All personnel will be evacuated except essential
operational personnel and personnel dealing with disaster management. The cargo
handling operations will be suspended. The vessel/Barges will be moved to safe
anchorage or will be advised to proceed to sea. Power supply will be disconnected and
alternative power supply will be restored in essential operational areas. Terminal Crafts
and Tugs will continue to be in readiness for rescue.
Post Cyclone Plan:

This would be the rescue and rehabilitation stage after passing of the cyclone. The
damages would be assessed and rehabilitation work initiated to restore operations at the
earliest. The records of the events during the cyclone will be maintained and reviewed for
possible enhancements to the DMP.
16.12 RECOMMENDATIONS - IMPLEMENTATION OF OFFSITE

EMERGENCY PLAN
► Emergency control centre will be the focal point to co-ordinate emergency activities
► Emergency control centre would be equipped with adequate number of equipment
mentioned under heading “Emergency Control Centre”
► Succession or second-line controllers would be named for assuming responsibilities
in case disaster occurs in absence of principal coordinators
► Hot line would be provided between proposed Coal berth 8, container and GC berth
9 and 9A and Fire Brigade at Goa region.
► Concessionaire would make arrangement for coded siren system or through some
other suitable means to alert people in surrounding areas in case of off-site crisis.
A summarized version of action procedures detailing the “Role of Essential Staff in Major
Emergency” should be issued in a flip chart like booklet form to all concerned persons
(officers and supervisors) at work places and also to senior officers of the civic
administration.
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17 PROJECT BLOCK COST

17.1 GENERAL
This chapter presents the preliminary estimation of capital cost for the proposed project at
NMPT. This also includes the cost estimation of the associated systems on the basis of
conceptual schemes, layouts and facilities as described in the previous chapters. The
capital costs as well as the annual maintenance costs of the project are discussed during
financial analysis.
The cost of mechanical handling facilities has been considered based on the market
information. The prices are fine tuned through TCE’s in-house data, budgetary enquiries
and discussions with different agencies.
The quantities for major items of works have been worked out on the finalized layout and
the preliminary design developed on the available site and soil data. The estimate of cost
for mechanical works, equipment etc., is based on TCE’s past experience (in-house data),
discussions with the suppliers/manufacturers. The cost estimate for all other items are
also based upon the TCE in-house data and on the current rates of similar works obtained
in the recent past.
17.2 BASIC ASSUMPTIONS:

► The costs of all components & accessories are on the basis of basic prices excluding
applicable taxes and duties.
► A contingency of 5% has been considered in CAPEX.
► Capital Cost has been estimated at 2015 – 16 prices (suitable escalation shall be
applicable)
17.3 CAPITAL BLOCK COST
17.3.1 Cost of facilities planned

Summary of the capital cost estimate of the project is as furnished below:-
Table 17-1 Block Project Cost Estimate
General
Coal Iron Ore
CIVIL WORKS/ BUILDINGS Cargo
Terminal Terminal
Terminal
Rs. Cr. Rs. Cr. Rs. Cr.
Existing Deck removal 1.62 3.67 1.38
Jetty 85.93 101.11 63.83
Civil and Structural Works for Stacker-Reclaimer base, JH, DH & RLS 12.38 16.58 -
Rail Line Construction 9.60 - -
Covered Dome stackyard / Ground improvement / Container landside 106.69 - 1.13
Control Room/Substation/ Buildings 3.67 3.67 4.87
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14.01 8.90 48.12
/ Rail line
Capital Dredging 26.82 26.82 -
Reclamation of Barge Berth Area - 31.77 -
PLANT AND MACHINERY
Material Handling Equipments 136.20 177.60 68.92
Conveyor Belt 25.96 59.76 -
Junction Houses + Drive Houses 5.76 8.55 -
Rapid Rail Loading System (Silo) 13.80 - -
Electrical, control & instrumentation, utilities, workshops 8.00 8.00 5.70
Contingency Cost @ 5% 22.52 22.32 9.70
472.96 468.75 203.65
In the cost estimates suitable provision has been made during cost estimation for
contingencies to cover minor deviations during detailed engineering.
17.4 ANNUAL OPERATING COST

The annual maintenance and operating costs of the different components of the project
has been assessed taking into consideration the life of the individual components of the
project, on the repair and maintenance of works, salary and wages of operating crew and
cost of electric power, fuel and other consumables. A realistic assessment of the O & M
cost however often proves difficult as it varies from project to project depending on the
actual use of plant and equipment and the works, maintenance standards, workforce
employed and the local environment. A practical approach is to fix the annual operating &
Maintenance cost as a percentage of the capital cost of the project, this percentage to be
judged on the basis of the past performance of similar items of work and equipment in use
elsewhere under similar environment and work conditions. For this report, it was
considered sufficient to adopt this methodology not only for the estimation of the repair
expenditure but for the total maintenance and operational costs. The maintenance and
operating costs have been worked out based on standard practice separately under
following heads viz.:
► Civil works
► Mechanical works, Electrical works & Utilities
The percentage assumed for the annual O&M cost is given in Table 17-2 Operating
Expenditure Assumptions.
Table 17-2 Operating Expenditure Assumptions

CIVIL WORKS/ BUILDINGS Coal Iron Ore Containers
Existing Deck removal 0.00% 0.00% 0.00%
Jetty 1.00% 1.00% 1.00%
Civil and Structural Works for Stacker-Reclaimer base, JH, DH & RLS 1.00% 1.00% 1.00%
Rail Line Construction 1.00% 1.00% 1.00%
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Covered Dome stackyard / Ground improvement / Container & GC

1.00% 1.00% 1.00%
landside
Control Room/Substation/ Buildings 1.00% 1.00% 1.00%
1.00% 1.00% 1.00%
/ Rail line
Lease Rental During Construction 0.00% 0.00% 0.00%
Reclamation of Barge Berth Area and Capital Dredging 0.00% 0.00% 0.00%
PLANT AND MACHINERY
Material Handling Equipments 7.00% 7.00% 2.00%
Conveyor Belt 7.00% 7.00% 2.00%
Junction Houses + Drive Houses 7.00% 7.00% 2.00%
RRLS (silo) 7.00% 7.00% 2.00%
Electrical, control & instrumentation, utilities, workshops 7.00% 7.00% 2.00%
Page 143 of 159

18 FINANCIAL ANALYSIS
18.1 PROJECT INVESTMENT
The total project cost has been worked out to be Rs. 1145.36 Cr including 5%
contingency.
18.2 PROJECT STRUCTURING

The project structuring alternatives has been worked out with in the PPP structure
frame work and the operator has been loaded with substantial financial, technical and
operational risk in the project which can be best taken by him. As per the
recommended project structuring alternative, the concessionaire has to incur Rs.
1145.36 Cr. whereas MPT will be incurring Rs. 17.88 Cr
Table 18-1 Project Structuring
BoT MPT
Description of facilities
Rs Cr Rs Cr
Existing Deck removal 6.67 -

Jetty 250.87 -
Civil and Structural Works for Stacker-Reclaimer base, JH, DH & RLS 28.96 -
Rail Line Construction 9.6 -
Covered Dome stackyard / Ground improvement / Container landside 107.82 -
Control Room/Substation/ Buildings 12.21 -
Road Pavement / Internal Roads / RCD Access Area / Gate Complex / Rail line 71.03 -
Capital Dredging 53.64 -
Reclamation of Barge Berth Area 31.77 -

- PLANT AND MACHINERY
Material Handling Equipments 382.72 -
Conveyor Belt 85.72 -
Junction Houses + Drive Houses 14.31 -
Electrical, control & instrumentation, utilities, workshops 21.7 -
Contingency Cost @ 5% 54.54 -
Realignment of Pipelines - 16.68
Booster Station at Berth 8 - 1.2

Total 1145.36 17.88
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18.3 PROJECT IMPLEMENTATION SCHEDULE

The total construction period is envisaged to be 24 months excluding preconstruction
activities. The scheduled date has been assumed as given below. Suitable overlap
wherever possible has been assumed to crash the execution time and commission the
project at the earliest. The basic assumptions are as given below:-
Table 18-2 Assumption related to Project implementation timeline

Project Specific Assumptions Value Unit
Civil Estimate Date 1-Apr-15 Date
Construction Period 2.50 Years
Construction Period Start Date 1-Oct-16 Date
Construction Period End Date 31-Mar-19 Date
Operations Start Date 1-Apr-19 Date
Operations Period 27.50 Years
Operations End Date 30-Sep-46 Date
Concession Period Start Date 1-Oct-16 Date
Concession Period 30.00 Years
Concession Period End Date 30-Sep-46 Date
Location Goa
As per the construction schedule, the project development cost for the BOT operator is
as estimated below:-
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Table 18-3 Project Implementation Schedule

01 Oct 16 01 Jan 17 01 Apr 17 01 Jul 17 01 Oct 17 01 Jan 18 01 Apr 18 01 Jul 18 01 Oct 18 01 Jan 19
Project Components
31 Dec 16 31 Mar 17 30 Jun 17 30 Sep 17 31 Dec 17 31 Mar 18 30 Jun 18 30 Sep 18 31 Dec 18 31 Mar 19
Existing Deck removal 100.00%
Jetty 25.00% 25.00% 25.00% 25.00%
Civil and Structural Works for Stacker-Reclaimer base, JH, DH &

50.00% 50.00%
RLS
Rail Line Construction 50.00% 50.00%
Covered Dome stackyard / Ground improvement / Container &

30.00% 35.00% 35.00%
GC landside
Control Room/Substation/ Buildings 100.00%
Road Pavement / Internal Roads / RCD Access Area / Gate

30.00% 30.00% 40.00%
Complex / Rail line
Reclamation of Barge Berth Area and Capital Dredging 25.00% 25.00% 25.00% 25.00%
PLANT AND MACHINERY
Material Handling Equipments 20.00% 80.00%
Conveyor Belt 50.00% 50.00%
Junction Houses + Drive Houses 30.00% 30.00% 40.00%
RRL(silo)S 50.00% 50.00%
Electrical, control & instrumentation, utilities, workshops 50.00% 50.00%
Contingency Cost @ 5% 10.00% 10.00% 10.00% 10.00% 10.00% 10.00% 10.00% 10.00% 10.00% 10.00%
Page 146 of 159

18.4 ASSUMPTIONS FOR FINANCIAL MODEL
18.4.1 Financing Structure

The project is proposed to be financed by way of debt equity ratio of 70:30. Drawdown of
debt in each quarter is made in a manner such that the debt equity ratio by the end of
each quarter is maintained at 70:30 during the construction period. The financing
assumptions are presented below: -
Table 18-4 Financing Assumptions

Debt % % 70
Equity % % 30
Debt Cost (p.a.) % p.a. 12%
Construction Period Months 30
Post Commissioning Moratorium period Months 36
Debt Repayment Period Months 120
18.4.2 Capital Cost Assumptions

The assumptions towards Capital Cost are as follows: -
Table 18-5 Preliminary Expenses

Capital Cost Assumptions % Unit
Financing Charges 1.00% Percentage of debt drawdown
Engineering Services and Supervision 2.00% percentage of EPC cost
18.4.3 Operating Cost Assumptions

Table 18-6 Operating Cost Assumptions
Power Cost [coal / iron ore] 1.4 kWH / ton
Lease Rental Rs 578 / 100 sq m / month
Insurance Cost 1 % of gross fixed assets
Other Miscellaneous Costs 5.0% of gross fixed assets
18.4.4 Income Tax Assumption

Ten year tax holiday under section 80IA, Income Tax Act has been considered for PPP
projects. The tax holiday commences in the 5th year and extends up to 16th year of
commissioning of the project.
Table 18-7 Income Tax Assumptions

Income Tax
Page 147 of 159

First Year of 80 IA Exemption 2025

Last Year of 80 IA Exemption 2034
Income Tax Rate 33.99% Percentage
MAT Rate 20.96% Percentage
18.4.5 Depreciation rate

Table 18-8 Depreciation Rate Assumptions
Straight Line Method – Civil 3.17%
Straight Line Method - Plant and equipment 6.33%
Depreciation for Income tax - civil 10%
Depreciation for income tax - plant and equipment 15%
18.5 CAPEX
The quarterly CAPEX requirement is as shown below. The CAPEX has been escalated to
the construction year and the total expenditure requirement has been estimated.
Table 18-9 Quarterly CAPEX Requirement (Rs. Cr)

Implementation (Yearly Schedule) 2017 2018 2019
TOTAL CIVIL (with escalation) 158.83 398.86 79.37
TOTAL PLANT AND MACHINERY (with escalation) 0.00 80.37 463.79
Other Costs 10.91 21.82 21.82
TOTAL EPC COST 169.74 501.04 564.97
Independent Engineer Cost 3.39 10.02 11.30
Finance Charges 1.24 3.89 4.81
Engineering Services and Supervision 2.70 40.96 89.02
Debt Service Reserve 0.00 0.00 17.74
Funding Requirement 177.07 555.92 687.84
The funding requirement is as shown below. The CAPEX has been escalated to the
construction year and the total expenditure requirement has been estimated.
Table 18-10 Annual CAPEX Requirement (Rs. Cr)

Yearly Funding Total 2017 2018 2019
Funding Requirement 1420.83 177.07 555.92 687.84
Debt 994.58 123.95 389.14 481.49
Equity 426.25 53.12 166.78 206.35
Page 148 of 159

18.5.1 Tariff Assumptions

The tariff for various commodities has been proposed by MPT based on TAMP 2008
guidelines for optimal capacity, capital and operating costs. The same have been
considered for financial evaluation of the project and are presented below.
Table 18-11 Tariff – Scale of Rates

S Rate per GRT per hour
Berth Hire
No or part thereof (Rs)
Foreign Coastal
1 All Vessels at Berth 8 - Coal Berth 0.88 0.53
2 All vessels at Berth 9 - GC Berth 0.79 0.47
3 All Vessels at Berth 9A - Iron Ore 0.78 0.47
Foreign Coastal
S no CARGO HANDLING CHARGES
(Rs / Ton) (Rs / Ton)
Berth No. 8
1 Coal / Coke 247.26 148.36
2 Limestone 203.78 122.27
3 Gypsum 203.78 122.27
4 Others 203.78 122.27
Berth No. 9
1 Minerals 79.05 47.43
2 Steel Coil & Products 164.05 98.43
3 Agro Products 104.54 62.72
4 Fertilisers 104.54 62.72
5 Others 133.05 79.83
6 Containers (Rs / TEU) 2150.08 1290.05
Berth No. 9A
1 Iron Ore 132.35 79.41
2 Bauxite 172.06 103.24
3 Other Minerals 172.06 103.24
STORAGE CHARGES FOR CARGO BEYOND First 7 8th to 14th 15th Day
S No
FREE PERIOD Days Day Onwards
Storage at Berth No. 8
1 Coal / Coke 3.35 5.03 6.7
2 Limestone 3.35 5.03 6.7
3 Gypsum 3.35 5.03 6.7
4 Others 3.35 5.03 6.7
Storage at Berth No. 9
1 Minerals 3.14 4.71 6.27
2 Steel Coil & Products 6.54 9.8 13.07
Page 149 of 159

STORAGE CHARGES FOR CARGO BEYOND First 7 8th to 14th 15th Day
S No
FREE PERIOD Days Day Onwards
3 Agro Products 3.92 5.88 7.84

4 Fertilisers 3.92 5.88 7.84
5 Others 5.23 7.84 10.46
6 Containers (per TEU) 81.69 122.54 163.39
Storage at Berth No. 9A
1 Iron Ore 1.96 2.94 3.92
2 Bauxite 1.96 2.94 3.92
3 Other Minerals 1.96 2.94 3.92
S no MISCELLANEOUS CHARGES Rate
1 Miscellaneous Charges at Berth No. 8 2.35

2 Miscellaneous Charges at Berth No. 9 8.33
3 Miscellaneous Charges at Berth No. 9A 1.37
18.6 PROJECT FINANCIALS
18.6.1 Project Revenue
Figure 18-1 Project Revenue
Page 150 of 159

18.6.2 Project P&L
Figure 18-2 Project P&L
18.6.3 Debt Service
Figure 18-3 Debt Servicing
18.6.4 P/L Statement

P/L Statement has been attached in Annexure 2.
18.6.5 Balance Sheet

Balance sheet position year by year over the project has been shown in Annexure 2.
Page 151 of 159

18.7 FINANCIAL RETURNS PARAMETERS
18.7.1 Financial Returns

The financial returns parameters for the project are as follows: -
Table 18-12 IRR Consolidated

Particulars
Project IRR (Basic) 16.50%
Project IRR (Post Tax) 14.39%
Equity IRR (BOT Operator) 14.00%
18.8 SENSITIVITY ANALYSIS

The sensitivity analysis has been carried out by varying two inputs viz tariff and revenue
share. The revenue share is an internal transaction between MPT and BOT operator and
therefore will only affect the Equity IRR of the BOT operator and not the Project IRR.
18.8.1 Project cost and tariff sensitivity
► Project IRR (Basic)
The sensitivity analysis of Project IRR (Basic) with respect to Project cost and Traffic is
presented below: -
Table 18-13 Project IRR (Basic)

Sensitivity Analysis - Project IRR (Basic)
Traffic Sensitivity
16.50% 80% 90% 100% 110% 120%
100% 15.71% 16.14% 16.50% 16.80% 17.05%
Project Cost
Sensitivity
105% 15.15% 15.55% 15.90% 16.17% 16.41%

110% 14.63% 15.01% 15.33% 15.59% 15.82%
115% 14.14% 14.50% 14.81% 15.05% 15.26%
120% 13.68% 14.02% 14.31% 14.54% 14.75%
► Project IRR (Post Tax)
The sensitivity analysis of Project IRR (Post Tax) vs Project cost and Traffic is presented
below: -
Table 18-14 Project IRR (Post Tax) Sensitivity – Project Cost and Tariff
Sensitivity Analysis - Project IRR (Post Tax)
Traffic Sensitivity
14.39% 80% 90% 100% 110% 120%
Sensi
Proje
100% 13.78% 14.11% 14.39% 14.62% 14.81%

Cost
tivity
ct
105% 13.28% 13.60% 13.86% 14.07% 14.25%
Page 152 of 159

110% 12.81% 13.11% 13.37% 13.56% 13.74%

115% 12.37% 12.67% 12.90% 13.09% 13.25%
120% 11.96% 12.24% 12.47% 12.65% 12.80%
► Equity IRR
The sensitivity analysis of Equity IRR vs Project cost and Traffic is presented below: -
Table 18-15 Equity IRR Sensitivity – Project Cost and Tariff

Sensitivity Analysis - Equity IRR (BOT Operator)
Traffic Sensitivity
14.00% 80% 90% 100% 110% 120%
Project Cost
100% 12.26% 13.16% 14.00% 14.68% 15.32%

Sensitivity
105% 11.37% 12.19% 12.95% 13.58% 14.15%

110% 10.53% 11.28% 11.98% 12.57% 13.08%
115% 9.74% 10.43% 11.06% 11.60% 12.06%
120% 9.01% 9.64% 10.22% 10.70% 11.13%
18.8.2 Revenue Share Sensitivity

The sensitivity of Equity IRR (PPP Operator) vs Revenue Share and Debt Cost is
presented below: -
Table 18-16 Revenue Share Sensitivity

Sensitivity Analysis - Equity IRR
Debt Cost Sensitivity
14.00% 11.0% 11.5% 12.0% 12.5% 13.0%
Revenue Share
5% 17.60% 17.06% 16.54% 16.01% 15.48%

Sensitivity
10% 15.05% 14.52% 14.00% 13.48% 12.97%

15% 12.35% 11.85% 11.34% 10.86% 10.39%
20% 9.55% 9.09% 8.64% 8.21% 7.79%
25% 6.70% 6.29% 5.90% 5.52% 5.16%
Page 153 of 159

ANNEXURE 1
DETAILED PROJECT COST ESTIMATE
Berth 8 (Coal Berth)-Capital Costs
` in
Civil and Structural Works Quantity Rate UoM
Crores
Dismantling of Existing Berth Deck 4050.24 4000 Sq.M 1.62
Capital Dredging in Berth pockets 121911 220 Cu.M 2.68

Berthing Structure 12250 68000 Sq.M 83.30
Civil and Structural Works for Stacker-Reclaimer JH, DH & RLS 14.18
Transition structure between berth and land 350.42 75000 Rm 2.63
Ground improvement 75567.67 150 Sq.M 1.13

Covered Dome Stackyard 75400 14000 Sq.M 105.56
Rail Line Construction 2 48000000 KM 9.60
Control Room / Substation / Buildings LS 3.67

Road & Pavement - Internal 23707.41 5150 Sq.M 12.21
Junction Houses + Drive Houses 7 8417647 Nos. 5.76
Electrical, Control & Instrumentation, Utilities, Workshops LS 8.00

Dredging in Maneuvering area 1097196 220 Cu.M 24.14
Total of civil and structural works 274.48
Handling Equipment Rate (` ) ` in
Page 154 of 159

` in
Civil and Structural Works Quantity Rate UoM
Crores
Crores
Grab Unloaders 2 450000000 90.00
Stacker cum Reclaimer 2 221000000 44.20
Pay Loaders and Dozers 4 5000000 2.00
Conveying System 2360 110000 25.96

Rapid Rail loading system ( Silo ) 1 138000000 13.80
Total of Handling equipments 175.96
Contingencies 5.00% 22.52

Total 472.96
Berth 9(Container cum general cargo berth)-Capital Costs
` in
Civil and Structural Works Quantity Rate (Rs.) UoM
Crores

Stackyard pavement 54600 7000 Sq.M 38.22
Page 155 of 159

` in
Civil and Structural Works Quantity Rate (Rs.) UoM
Crores
Container Stackyard Acces Road 6460 5150 Sq.M 3.33
RCD Access Area 8400 5150 Sq.M 4.33
Terminal Gate House 800 15500 Sq.M 1.24
Security System 1 10000000 LS 1.00

` in
Handling Equipment Rate (` )
Crores
Harbour Mobile Cranes 100T 2 300000000 60.00
Tractor Trailer 4 4400000 1.76

Reach Stacker 2 20000000 4.00
Fork Lift Trucks 5 Tons 4 2500000 1.00
Fork Lift Trucks 10 Tons 2 3300000 0.66
Pay Loaders 10 Tons 3 5000000 1.50


Total 203.65
Page 156 of 159

Berth 9A (Iron ore berth)-Capital Costs
Rate ` in
Civil and Structural Works Quantity UoM
(Rs.) Crores
Capital Dredging in Berth pockets 121911 220 Cu.M 2.68
Construction of Barge Berths 5040 35000 Sq.M 17.64
Civil and Structural Works for Stacker-Reclaimer JH, DH & RLS 16.58
Reclamation of Barge Berth Area 783093 391 Cu.M 30.64

Road & Pavement - Internal 17280.59 5150 Sq.M 8.90

Junction Houses + Drive Houses 10 8417647 Nos. 8.55
Dredging in Maneuvering area 1097196 220 Cu.M 24.14

` in
Handling Equipment Rate (` )
Crores
Barge Unloaders 4 110000000 44.00
Ship Loaders 2 420000000 84.00
Page 157 of 159

Rate ` in
Civil and Structural Works Quantity UoM
(Rs.) Crores
Stacker cum Reclaimer 2 238000000 47.60
Pay Loaders and Dozers 4 5000000 2.00
Conveying System 3320 180000 59.76


Total 468.75
Drawings are attached as a part of this annexure.
Page 158 of 159

ANNEXURE 2
BALANCE SHEET
Model Period Beginning 01 Apr 16 01 Apr 17 01 Apr 18 01 Apr 19 01 Apr 20 01 Apr 21 01 Apr 22 01 Apr 23 01 Apr 24 01 Apr 25 01 Apr 26 01 Apr 27 01 Apr 28 01 Apr 29 01 Apr 30 01 Apr 31 01 Apr 32 01 Apr 33 01 Apr 34 01 Apr 35 01 Apr 36 01 Apr 37 01 Apr 38 01 Apr 39 01 Apr 40 01 Apr 41 01 Apr 42 01 Apr 43 01 Apr 44 01 Apr 45 01 Apr 46
Model Period Ending 31 Mar 17 31 Mar 18 31 Mar 19 31 Mar 20 31 Mar 21 31 Mar 22 31 Mar 23 31 Mar 24 31 Mar 25 31 Mar 26 31 Mar 27 31 Mar 28 31 Mar 29 31 Mar 30 31 Mar 31 31 Mar 32 31 Mar 33 31 Mar 34 31 Mar 35 31 Mar 36 31 Mar 37 31 Mar 38 31 Mar 39 31 Mar 40 31 Mar 41 31 Mar 42 31 Mar 43 31 Mar 44 31 Mar 45 31 Mar 46 31 Mar 47
Financial Year Ending 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038 2039 2040 2041 2042 2043 2044 2045 2046 2047
Construction Days 182 365 365 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Const. periof Flag 1 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Operation Period Days 0 0 0 366 365 365 365 366 365 365 365 366 365 365 365 366 365 365 365 366 365 365 365 366 365 365 365 366 365 365 183
Opex Period Flag 0 0 0 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
Conc. Period No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31
Liabilities and Owner's Equity

Equity 53.12 219.90 426.25 426.25 426.25 426.25 426.25 426.25 426.25 426.25 426.25 426.25 426.25 426.25 426.25 426.25 426.25 426.25 426.25 426.25 426.25 426.25 426.25 426.25 426.25 426.25 426.25 426.25 426.25 426.25 426.25
Reserves and Surplus - - - (112.32) (177.51) (190.56) (176.74) (141.49) (90.96) (24.23) 59.64 161.68 282.95 424.58 587.74 773.88 981.87 1,210.38 1,467.30 1,773.52 2,103.66 2,459.11 2,841.36 3,251.96 3,633.20 4,019.82 4,430.44 4,866.32 5,328.76 5,819.13 6,338.86
Net Worth 53.12 219.90 426.25 313.93 248.74 235.69 249.51 284.76 335.29 402.02 485.89 587.93 709.20 850.83 1,013.99 1,200.13 1,408.13 1,636.63 1,893.55 2,199.77 2,529.91 2,885.36 3,267.61 3,678.21 4,059.45 4,446.07 4,856.69 5,292.57 5,755.01 6,245.38 6,765.11
Debt 123.95 513.09 994.58 994.58 994.58 994.58 895.13 795.67 696.21 596.75 497.29 397.83 298.38 198.92 99.46 (0.00) (0.00) (0.00) (0.00) (0.00) (0.00) (0.00) (0.00) (0.00) (0.00) (0.00) (0.00) (0.00) (0.00) (0.00) (0.00)
Shadow Revenue - - 17.74 64.55 64.55 64.55 83.69 83.69 83.69 83.69 83.69 83.69 83.69 83.69 83.69 83.69 83.69 83.69 83.69 83.69 83.69 83.69 83.69 83.69 83.69 83.69 83.69 83.69 83.69 83.69 83.69
TOTAL Liabilities 177.07 732.99 1,438.57 1,373.07 1,307.88 1,294.83 1,228.33 1,164.12 1,115.20 1,082.46 1,066.88 1,069.46 1,091.27 1,133.44 1,197.14 1,283.82 1,491.82 1,720.32 1,977.24 2,283.46 2,613.60 2,969.05 3,351.30 3,761.90 4,143.14 4,529.76 4,940.38 5,376.26 5,838.70 6,329.08 6,848.81
Assets
Gross Fixed Assets 177.07 732.99 1,420.83 1,420.83 1,420.83 1,420.83 1,420.83 1,420.83 1,420.83 1,420.83 1,420.83 1,420.83 1,420.83 1,420.83 1,420.83 1,420.83 1,420.83 1,420.83 1,420.83 1,420.83 1,420.83 1,420.83 1,420.83 1,420.83 1,420.83 1,420.83 1,420.83 1,420.83 1,420.83 1,420.83 1,420.83
Depreciation - - - 65.51 131.01 196.52 262.02 327.53 393.03 458.54 524.04 589.55 655.06 720.56 786.07 851.57 917.08 982.58 1,039.57 1,062.96 1,086.34 1,109.72 1,133.11 1,156.49 1,179.88 1,203.26 1,226.65 1,250.03 1,273.41 1,296.80 1,320.18
Net Fixed Assets 177.07 732.99 1,420.83 1,355.33 1,289.82 1,224.32 1,158.81 1,093.31 1,027.80 962.30 896.79 831.28 765.78 700.27 634.77 569.26 503.76 438.25 381.26 357.88 334.49 311.11 287.73 264.34 240.96 217.57 194.19 170.80 147.42 124.04 100.65
Debt Service Reserve - - 17.74 17.74 17.74 17.74 16.74 15.75 14.75 13.76 12.76 11.77 10.77 9.78 8.79 - - - - - - - - - - - - - - - -
Cash Balance - - 0.00 0.00 0.32 52.77 52.77 55.07 72.64 106.41 157.33 226.41 314.72 423.38 553.59 714.56 988.06 1,282.07 1,595.98 1,925.58 2,279.10 2,657.94 3,063.58 3,497.56 3,902.18 4,312.19 4,746.20 5,205.46 5,691.28 6,205.04 6,748.15
TOTAL Assets 177.07 732.99 1,438.57 1,373.07 1,307.88 1,294.83 1,228.33 1,164.12 1,115.20 1,082.46 1,066.88 1,069.46 1,091.27 1,133.44 1,197.14 1,283.82 1,491.82 1,720.32 1,977.24 2,283.46 2,613.60 2,969.05 3,351.30 3,761.90 4,143.14 4,529.76 4,940.38 5,376.26 5,838.70 6,329.08 6,848.81
PROFIT AND LOSS STATEMENT

Model Period Beginning 01 Apr 16 01 Apr 17 01 Apr 18 01 Apr 19 01 Apr 20 01 Apr 21 01 Apr 22 01 Apr 23 01 Apr 24 01 Apr 25 01 Apr 26 01 Apr 27 01 Apr 28 01 Apr 29 01 Apr 30 01 Apr 31 01 Apr 32 01 Apr 33 01 Apr 34 01 Apr 35 01 Apr 36 01 Apr 37 01 Apr 38 01 Apr 39 01 Apr 40 01 Apr 41 01 Apr 42 01 Apr 43 01 Apr 44 01 Apr 45 01 Apr 46
Model Period Ending 31 Mar 17 31 Mar 18 31 Mar 19 31 Mar 20 31 Mar 21 31 Mar 22 31 Mar 23 31 Mar 24 31 Mar 25 31 Mar 26 31 Mar 27 31 Mar 28 31 Mar 29 31 Mar 30 31 Mar 31 31 Mar 32 31 Mar 33 31 Mar 34 31 Mar 35 31 Mar 36 31 Mar 37 31 Mar 38 31 Mar 39 31 Mar 40 31 Mar 41 31 Mar 42 31 Mar 43 31 Mar 44 31 Mar 45 31 Mar 46 31 Mar 47
Financial Year Ending 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038 2039 2040 2041 2042 2043 2044 2045 2046 2047
Construction Days 182 365 365 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Const. periof Flag 1 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Operation Period Days 0 0 0 366 365 365 365 366 365 365 365 366 365 365 365 366 365 365 365 366 365 365 365 366 365 365 365 366 365 365 183
Opex Period Flag 0 0 0 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
Conc. Period No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31
Revenue
Income from cargo handling charges - - - 283.02 343.15 407.45 440.19 463.78 477.69 492.02 506.78 521.98 537.64 553.77 570.38 587.50 605.12 623.27 641.97 661.23 681.07 701.50 722.55 744.22 766.55 789.55 813.23 837.63 862.76 888.64 915.30
Interest Income - - - 0.00 0.01 1.59 3.17 3.24 3.83 5.37 7.91 11.51 16.23 22.14 29.31 38.04 51.08 68.10 86.34 105.65 126.14 148.11 171.65 196.83 221.99 246.43 271.75 298.55 326.90 356.89 388.60
TOTAL REVENUE - - - 283.02 343.16 409.04 443.35 467.01 481.52 497.39 514.69 533.49 553.88 575.91 599.69 625.54 656.20 691.38 728.31 766.88 807.21 849.61 894.19 941.06 988.54 1,035.98 1,084.98 1,136.18 1,189.66 1,245.53 1,303.90
Expenditure
Opex Civil - - - 5.41 5.57 5.74 5.91 6.09 6.27 6.46 6.65 6.85 7.06 7.27 7.49 7.71 7.94 8.18 8.43 8.68 8.94 9.21 9.48 9.77 10.06 10.36 10.67 10.99 11.32 11.66 12.01
Opex Plant and Equipment - - - 36.63 37.73 38.86 40.03 41.23 42.47 43.74 45.05 46.40 47.80 49.23 50.71 52.23 53.79 55.41 57.07 58.78 60.55 62.36 64.23 66.16 68.15 70.19 72.30 74.46 76.70 79.00 81.37
Lease Rental - - - 18.78 19.16 19.54 19.93 20.33 20.73 21.15 21.57 22.00 22.44 22.89 23.35 23.82 24.29 24.78 25.28 25.78 26.30 26.82 27.36 27.91 28.46 29.03 29.61 30.21 30.81 31.43 32.06
Power Cost - - - 9.77 12.12 14.67 16.23 17.29 17.81 18.34 18.89 19.46 20.05 20.65 21.27 21.90 22.56 23.24 23.94 24.65 25.39 26.15 26.94 27.75 28.58 29.44 30.32 31.23 32.17 33.13 34.13
Fuel Cost - - - 5.13 5.28 5.44 5.60 5.77 5.94 6.12 6.30 6.49 6.69 6.89 7.09 7.31 7.53 7.75 7.99 8.23 8.47 8.73 8.99 9.26 9.54 9.82 10.12 10.42 10.73 11.05 11.39
Insurance Cost - - - 11.63 11.63 11.63 11.63 11.63 11.63 11.63 11.63 11.63 11.63 11.63 11.63 11.63 11.63 11.63 11.63 11.63 11.63 11.63 11.63 11.63 11.63 11.63 11.63 11.63 11.63 11.63 11.63
Opex - Transportation and Additional Lease - - - 5.94 6.12 6.30 6.49 6.69 6.89 7.10 7.31 7.53 7.75 7.99 8.23 8.47 8.73 8.99 9.26 9.54 9.82 10.12 10.42 10.73 11.06 11.39 11.73 12.08 12.44 12.82 13.20
Other Miscellaneous Cost - - - 88.90 91.57 94.32 97.14 100.06 103.06 106.15 109.34 112.62 116.00 119.48 123.06 126.75 130.55 134.47 138.50 142.66 146.94 151.35 155.89 160.56 165.38 170.34 175.45 180.72 186.14 191.72 197.47
Additional OPEX - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
Revenue Share - - - 28.30 34.31 40.74 44.02 46.38 47.77 49.20 50.68 52.20 53.76 55.38 57.04 58.75 60.51 62.33 64.20 66.12 68.11 70.15 72.25 74.42 76.65 78.95 81.32 83.76 86.28 88.86 91.53
TOTAL EXPENDITURE - - - 210.49 223.49 237.24 246.98 255.46 262.57 269.89 277.43 285.18 293.17 301.39 309.86 318.57 327.54 336.77 346.28 356.07 366.14 376.52 387.19 398.19 409.50 421.16 433.15 445.50 458.22 471.31 484.78
EBIDTA - - - 72.53 119.67 171.80 196.37 211.55 218.95 227.50 237.27 248.31 260.71 274.52 289.84 306.97 328.66 354.61 382.03 410.81 441.07 473.10 507.00 542.87 579.04 614.82 651.83 690.68 731.44 774.23 819.11
INTEREST - - - 119.35 119.35 119.35 113.38 101.45 89.51 77.58 65.64 53.71 41.77 29.84 17.90 5.97 - - - - - - - - - - - - - - -
PBDT - - - (46.82) 0.32 52.45 82.99 110.11 129.44 149.92 171.62 194.60 218.93 244.69 271.94 301.00 328.66 354.61 382.03 410.81 441.07 473.10 507.00 542.87 579.04 614.82 651.83 690.68 731.44 774.23 819.11
DEPRECIATION - SLM - - - 65.51 65.51 65.51 65.51 65.51 65.51 65.51 65.51 65.51 65.51 65.51 65.51 65.51 65.51 65.51 56.99 23.38 23.38 23.38 23.38 23.38 23.38 23.38 23.38 23.38 23.38 23.38 23.38
PBT - - - (112.32) (65.19) (13.05) 17.48 44.60 63.93 84.42 106.12 129.10 153.43 179.18 206.43 235.50 263.16 289.10 325.05 387.43 417.68 449.71 483.61 519.49 555.65 591.44 628.45 667.29 708.06 750.84 795.73
TAX - - - - - - 3.66 9.35 13.40 17.69 22.24 27.06 32.16 37.56 43.27 49.36 55.16 60.60 68.13 81.20 87.55 94.26 101.37 108.88 174.41 204.81 217.83 231.42 245.62 260.47 276.00
PAT - - - (112.32) (65.19) (13.05) 13.82 35.25 50.53 66.72 83.88 102.04 121.27 141.62 163.16 186.14 208.00 228.50 256.92 306.22 330.14 355.45 382.25 410.60 381.24 386.62 410.62 435.88 462.44 490.37 519.73
Page 159 of 159

MD 2
MD 2
MD 1
MD 1
CONSULTING ENGINEERS LIMITED

MUMBAI

Development of 1 Phase of Master Plan at Mormugao Port: Final Feasibility Report

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Development of 1 Phase of Master Plan at Mormugao Port: Final Feasibility Report

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DEVELOPMENT OF 1ST PHASE OF MASTER PLAN AT MORMUGAO

FINAL FEASIBILITY REPORT

4.5 GEOTECHNICAL INVESTIGATION.............................................................................16

7.4 DESIGN VESSEL – LIQUID CARGO ...........................................................................43

9.4.7 EQUIPMENTS FOR CONTAINIER CUM GENERAL CARGO TERMINAL......... 67

11.4.11 Indian Standard Codes Referred For Civil Application .................................... 86

14.8.3 Air Environment ............................................................................................. 111

16.10 PLANS FOR EMERGENCY .......................................................................................134

Table 1-3- Design Vessel parameters ..................................................................................................................3

Table 9.8 Equipments Envisaged for Container Handling ........................................................................... 65

Figure 8-2- Stacker – Reclaimer .......................................................................................................................... 53

1.2 TRAFFIC ANALYSIS

Traffic Forecast for various commodities at Mormugao Port up to 2030 is presented

Table 1-1- Commodity Wise Traffic Forecast at Mormugao Port (MTPA)

Description 2016 2017 2018 2019 2020 2025 2030

000 TEU 29 33 37 171 182 247 338

1.3 CONCEPTUAL PLAN

1.3.2 CONVERSION OF BERTH 8, 9 & BARGE BERTHS

Table 1-2- Proposed Cargo for Berth 8, 9 & 9A

Berth No. Present Cargo Proposed Cargo

1.3.3 DETERMINATION OF DESIGN VESSEL FOR BERTH 8 – COAL

Parameters Dry Bulk Vessel

1.3.4 DETERMINATION OF DESIGN VESSEL FOR BERTH 9- CONTAINER CUM

Table 1-3- Design Vessel parameters

Parameters General Cargo Vessel Container Vessel

1.3.5 PORT CRAFT JETTY

1.4 REQUIREMENT OF DREDGING

1.4.1 TURNING CIRCLE

relocation. It is envisaged to handle capsize vessels at berth no 8 and 9. As discussed

1.5 LIQUID CARGO HANDLING AT MOORING DOLPHINS

► Handling of liquid cargo at Mooring Dolphins will require additional offshore

1.6 LIQUID CARGO HANDLING AT BERTH 10

Liquid Handling at Berth 10

Realignment of Pipelines 8340 m 20000 Rs/m 166800000 16.68

Considering reduced cost and fewer disruptions in operations at berth 8, 9 & 9A it is

1.7 COAL HANDLING AT BERTH 8

Table 1-4- Proposed Coal Berth Justification – Traffic Potential

Coal Potential for Berth 8, MTPA 2019 2020 2025 2030

Coal Traffic Forecast 23.0 24.7 35.6 51.1

1.7.1 CAPACITY OF THE PROPOSED COAL BERTH 8

Optimal yard capacity is calculated as shown below:

Description Present Case

1.7.2 MECHANICAL HANDLING FACILITIES AT PROPOSED COAL BERTH 8

Description Rate Unit Remarks

Table 1-5 Details of Mechanical Handling Equipments at Stockyard

1.8 CONTAINER CUM GENERAL CARGO TERMINAL – BERTH 9

GC Traffic Projection in MTPA 2019 2020 2025 2030

1.8.1 CARGO HANDLING RATES AND CAPACITY OF BERTH - 9

1.8.2 EQUIPMENTS FOR CONTAINIER CUM GENERAL CARGO TERMINAL

1.9 IRON ORE HANDLING AT BERTH 9A

Table 1.7 Traffic Potential for Proposed Iron Ore Berth-9A

1.9.1 CAPACITY OF THE PROPOSED IRON ORE BERTH 9A

Optimal yard capacity is calculated as shown below:

Description Present Case

Area Utilization (%) 54 %

1.9.2 MECHANICAL HANDLING FACILITIES AT PROPOSED IORN ORE BERTH 9A

Description Rate Unit Remarks

Table 1-8 Details of Mechanical Handling Equipments at Stockyard

1.11 PROJECT BLOCK COST

1.12 FINANCIAL ANALYSIS

1.13 PROJECT STRUCTURING

Table 1-9 Project Structuring

Existing Deck removal 6.67 -