Zuari Holdings Limited: Captive Jetty at Goa

Zuari Holdings Limited
Captive Jetty at Goa

Detailed Project Report
Volume-I
July 2013
This document contains information that is proprietary to Zuari Holdings Limited and BMT Consultants India,
which is to be held in confidence. No disclosure or other use of this information is permitted without the express
authorization of Zuari Holdings Limited or BMT Consultants India.
Zuari Holdings Limited Captive jetty at Goa
Contents
1 Introduction ......................................................................................... 1
1.1 Background ...................................................................................................... 1
1.2 Need for a captive jetty .................................................................................... 1
1.3 The developer .................................................................................................. 1
1.3.1 Zuari Holdings Limited ........................................................................ 1
1.4 Scope of work .................................................................................................. 2
1.5 Purpose of the report ....................................................................................... 2
1.6 Format of the report ......................................................................................... 2
2 Traffic forecast .................................................................................... 4
3 Ship size .............................................................................................. 5

3.1 Overview of global shipping ............................................................................. 5
3.2 Dry bulk carriers ............................................................................................... 5
3.2.1 Handymax ........................................................................................... 5
3.2.2 Handysize ........................................................................................... 5
3.2.3 Panamax ............................................................................................. 5
3.2.4 Capesize ............................................................................................. 5
3.3 Chemical tankers ............................................................................................. 6
3.4 Vessel size by commodity ............................................................................... 6
3.4.1 Ammonia ............................................................................................. 6
3.4.2 Phosphoric acid .................................................................................. 7
3.4.3 Fertilisers............................................................................................. 7
3.4.4 White oils............................................................................................. 8
3.5 Design ship size ............................................................................................... 8
3.6 Frequency of ship calls .................................................................................... 9
4 Site characteristics ........................................................................... 10

4.1 Location .......................................................................................................... 10
4.2 Regional ports ................................................................................................ 10
4.2.1 Mormugao Port ................................................................................. 10
4.3 Connectivity.................................................................................................... 13
4.3.1 Road .................................................................................................. 13
4.3.2 Rail .................................................................................................... 14
4.4 Landside characteristics ................................................................................ 15
4.4.1 Terrain features ................................................................................. 15
5 Operating considerations and functional requirements ............... 16

5.1 Types of port facility ....................................................................................... 16
5.2 Ship size ......................................................................................................... 16
5.3 Principal harbour dimensions......................................................................... 16
5.3.1 Basin depth ....................................................................................... 16
5.3.2 Channel depth and width .................................................................. 17
5.3.3 Turning circle..................................................................................... 17
5.3.4 Summary of principle harbour dimensions ....................................... 17
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5.4 Access to marine facility (inland transportation corridor) ............................... 17

5.5 Berth requirement .......................................................................................... 19
5.5.1 Berth requirement - bulk cargo ......................................................... 19
5.5.2 Berth requirements - liquid cargo ...................................................... 20
5.6 Material handling system ............................................................................... 21
5.6.1 Bulk cargo ......................................................................................... 21
5.6.2 Liquid cargo....................................................................................... 22
5.7 Quarry assessment ........................................................................................ 22
5.8 Dredging and reclamation .............................................................................. 22
5.9 Backup area requirements ............................................................................. 23
6 Port master plan................................................................................ 24

6.1 Harbour layout development .......................................................................... 24
6.1.1 Development philosophy and planning considerations .................... 24
6.1.2 Layout ............................................................................................... 24
6.2 Mathematical model studies .......................................................................... 25
6.2.1 Scope of work ................................................................................... 25
6.2.2 Data ................................................................................................... 26
6.2.3 Results .............................................................................................. 26
6.3 Navigation simulation ..................................................................................... 32
6.4 Recommended harbour layout ....................................................................... 33
6.4.1 Principal harbour dimensions............................................................ 33
6.5 Land use plan................................................................................................. 34
Tables
Table 2-1: Projected ZHL’s seaborne traffic ............................................................... 4
Table 3-1: Design vessel sizes at the proposed facility .............................................. 9
Table 3-2: Frequency of ship calls .............................................................................. 9
Table 4-1: Traffic handled at MPT in 2012-13 ......................................................... 12
Table 4-2: Details of MPT berths .............................................................................. 13
Table 5-1: Summary of principal harbour dimensions .............................................. 17
Table 5-2: Berth requirements for bulk cargo ........................................................... 20
Table 5-3: Berth requirements for liquid cargo ......................................................... 20
Table 5-4: Under keel clearances and water depths in channel and turning basin .. 22
Table 5-5: Qredging quantities ................................................................................. 23
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Table 7-1: Probability of occurrence of wave height (Hs vs Dir) at P1 location........ 29
Table 7-4: Extreme wave height along the proposed breakwater ............................ 31
Figures
Figure 4-1: Geographical location of Zuari ................................................................ 10
Figure 4-2: Mormugao Port layout ............................................................................. 11
Figure 4-3: Road connectivity .................................................................................... 14
Figure 4-4: Rail connectivity ....................................................................................... 14
Figure 4-5: Vegetation of cliffs on West side of Jetty................................................. 15
Figure 4-6: Open Scrub Vegetation on Plateau ......................................................... 15
Figure 5-2: Indicative alignment of marine bridge ...................................................... 19
Figure 5-3: Schematic diagram – Material handling system ...................................... 21
Figure 7-1: Layout ...................................................................................................... 25
Figure 7-2: Difference in flow velocity between existing and ZHL breakwater layout
during monsoon wind conditions ............................................................. 27
Figure 7-3: Difference in flow velocity between existing and ZHL breakwater layout
during non-monsoon wind conditions ...................................................... 27
Figure 7-4: Difference in flow velocuty between existing and SWAN port layout
during ebb phase of the spring tide ......................................................... 28
Figure 7-5: Probability of exceedence of wave height at P1 ..................................... 30
Figure 7-8: Recommended harbour layout ................................................................ 34
Figure 7-9: Landuse plan ........................................................................................... 35
Annexures
BMT Consultants India Page v

SYMBOLS AND ABBREVIATIONS

Symbols and abbreviations used are generally in accordance with the following list.
1 Proper names and organisations - India
BIS ................... Bureau of Indian Standards
BMT CI ............. BMT Consultants (India) Private Limited
ZHL .................. Zuari Holdings Limited
GoI ................... Government of India
IMD .................. Indian Meteorological Department
MoEF ............... Ministry of Environment and Forests
MoS ................. Ministry of Shipping
NHO ................. National Hydro graphic Office, Dehra Dun
SoI ................... Survey of India
2 Proper names and organisations – Other
BA .................... British Admiralty
BS .................... British Standard
IMO .................. International Maritime Organization
ISPS ................. International Ship and Port facility Security code
UTM ................. Universal Transverse Mercator (map projection)
WGS ................ World Geodetic System (ellipsoid for map projection)
PIANC .............. Permanent International Association of Navigation Congresses
3 Other abbreviations
approx .............. approximately
cif ..................... cost, insurance, freight
dia .................... diameter
feu .................... forty foot equivalent unit (container)
fob .................... free on board
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max .................. maximum
min ................... minimum
No .................... number (order) as in No 6
nr ...................... number (units) as in 6 nr
Panamax .......... ship of max permissible beam of 32.2m for transiting the Panama Canal
ppt .................... parts per thousand
teu .................... twenty-foot equivalent unit (container)
BOOT ............... Build – Own - Operate – Transfer
CCTV ............... Closed Circuit Television
CFS .................. Container Freight Station
CSR ................. Corporate Social Responsibility
DPR ................. Detailed Project Report
EIA ................... Environmental Impact Assessment
HAT .................. Highest Astronomical Tide
MHWS ............. Mean High Water Spring tides
MSL ................. Mean Sea Level
MLWS .............. Mean Low Water Spring tides
LAT .................. Lowest Astronomical Tide
CD .................... Chart Datum
ICD ................... Inland Container Depot
IT ...................... Information Technology
LOA .................. Length overall (of a ship)
LCL .................. Less Than Container Load / Consolidation Containers

6
M ...................... “mega” or one million (10 )
MoU ................. Memorandum of Understanding
SEZ .................. Special Economic Zone
ToR .................. Terms of Reference
VTMS ............... Vessel Traffic Management System
BMT Consultants India Page viii

4 Units of measurement
Length, area and volume
mm ................... millimetre(s)
m ...................... metre(s)
km .................... kilometre(s)
n. mile .............. nautical mile(s)

2
mm .................. square millimetre(s)
2
m ..................... square metre(s)
km2 ................... square kilometre(s)
ha ..................... hectare(s)
m3..................... cubic metre(s)
Time and time derived units
s ....................... second(s)
min ................... minute(s)
h ....................... hour(s)
d ....................... day(s)
wk .................... week(s)
mth ................... month(s)
yr ...................... year(s)
mm/s ................ millimetres per second
km/h ................. kilometres per hour
m/s ................... metres per second
knot .................. nautical mile per hour
Mass, force and derived units
kg ..................... kilogram(s)
g ....................... gram = kg x 10-3

3
t ........................ tonne = kg x 10
displacement .... the total mass of the vessel and its contents. (This is equal to the volume
of water displaced by the vessel multiplied by the density of the water.)
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DWT................. dead weight tonne, the total mass of cargo, stores, fuels, crew and
reserves with which a vessel is laden when submerged to the summer
loading line. (Although this represents the load carrying capacity of the
vessel it is not an exact measure of the cargo load).
6
Mt ..................... million tonnes = t x 10
Other units
°C ..................... degrees Celsius (temperature)
Mtpa ................. million tonnes per annum
BMT Consultants India Page x

1 Introduction
1.1 Background
Zuari Holdings Limited (ZHL), Goa, a part of the ADVENTZ group of companies, operates
a fertilizer manufacturing complex at Zuarinagar, Goa. The urea manufacturing plant was
commissioned in 1973 and the NPK-A plant was commissioned in 1975. The second
NPK fertilizer manufacturing plant (NPK-B plant) was commissioned in 1984. The
cumulative annual production of fertilizers at this complex in Year 2010/2011 was
0.8 Mtpa. ZHL proposes to undertake debottlenecking/revamp activities in all of these
plants. In line with this, ZHL is planning to set up a captive jetty along the Arabian Sea
coast in the vicinity of the Zuarinagar Plant.
1.2 Need for a captive jetty
For the two NPK plants at Zuari, the major raw materials are liquid ammonia, phosphoric
acid and Muriate of Potash (MoP). ZHL has to date imported these raw materials through
Berths 8, 10 and 11 at Mormugao Port (MPT).
At present Berths 8 and 10 at MPT are available for third party operations. Berth 11 has
already been awarded as exclusive coal terminal and it is likely that MPT may
progressively privatize all its berths under the Public Private Partnership (PPP) model, so
in future it may be difficult to import raw materials through MPT.
Further, all the seaborne imports are transported between MPT and the Zuarinagar Plant
by road; this operation suffers traffic congestion, risks associated with road tankers as
well as cost ineffectiveness in terms of raw material logistics. ZHL’s management has
therefore decided to develop a captive jetty near Cola Bay in the vicinity of the Zuarinagar
plant for its seaborne raw material imports. Such a facility should not only reduce raw
material logistics costs and also offer substantial risk mitigation by way of traffic
decongestion and avoiding the transport of hazardous raw materials through heavily
populated areas but also provide independence in operations
ZHL appointed BMTCI in October 2011 to prepare a feasibility study for a project to
develop a captive jetty in the vicinity of Cola Bay. In line with the feasibility study, ZHL
management agreed to move forward with the option of developing a captive jetty at
Santarem Point. In order to better evaluate the option of developing a captive jetty, ZHL
commissioned BMT CI to undertake preparation of Detailed Project Report along with
relevant surveys, field investigations and EIA study
1.3 The developer
1.3.1 Zuari Holdings Limited
Zuari Holding Limited is one of the leading fertiliser manufacturers in India. ZHL produces
complex fertilisers of various grades along with seeds, pesticides and micro nutrients.
They have a fertiliser manufacturing facility at Goa. The facility comprises four separate
plants viz ammonia, urea, NPK-A and NPK B. ZHL is also a major importer of fertilisers
and farm nutrients.
BMT Consultants India Page 1

1.4 Scope of work
ZHL appointed BMT Consultants India (BMTCI) to prepare a Detailed Project Report
(DPR) for the captive jetty at Goa. The broad scope of work includes:
• assistance to ZHL in preparation of necessary documents for ToR approval from

MoEF
• advise and assist ZHL to procure surveys and field investigations by providing
specifications, assist in procurement and monitoring of works and review the findings
of the field investigations.
• establish the operational and functional requirements of the terminal

• finalize a concept plan in consultation with ZHL
• carry out mathematical model studies and ship handling simulation studies
• prepare master plan in line with the above studies
• prepare preliminary engineering designs
• prepare cost estimates
• assist the client in undertaking environmental impact assessment study
• prepare financial model and business plan
• finalise the DPR
1.5 Purpose of the report
ZHL has awarded the work of preparation of the DPR to BMTCI vide the Letter of Intent
th
(LOI) dated 20 march 2012. The work order for the consultancy assignment was
th
received on 28 March 2012. This report constitutes the DPR for the captive jetty at Goa
and describes the key marine facilities.
1.6 Format of the report
The report is arranged as below:
Chapter 1: Introduction
Chapter 2: Traffic forecast
Chapter 3: Ship sizes
Chapter 4: Site characteristics
Chapter 5: Operating considerations and functional requirements
Chapter 6: Site studies
Chapter 7: Port master plan
Chapter 8: Preliminary design of structures
Chapter 9: Environmental and social aspects

Chapter 10: Port organisation and management
Chapter 11: Project implementation schedule
Chapter 12: Cost estimates
Chapter 13: Financial analysis

2 Traffic forecast
The captive jetty will be developed to handle cargo to serve the ZHL’s Zuarinagar plant.
Hence the cargo volumes considered are the seaborne raw material imports/exports
exclusively for the Zuarinagar plant.
The annual throughput projected for the captive jetty is in the order of 2.8 Mtpa. The table
below summarises the projected volumes for each cargo:
Table 2-1: Projected ZHL’s seaborne traffic
Commodity Projected volumes (tpa) Type
Ammonia 60,000 Import
Phosphoric acid 580,000 Import
Muriate of potash 240,000 Import
Urea 1,000,000 Import
NP/ NPK fertilisers 500,000 Import
White oil 430,000 I/E
Note: The traffic volumes were provided by ZHL to BMT to be included in the DPR.

3 Ship size
3.1 Overview of global shipping
The shipping industry is an essential link in international trade, with ocean-going vessels
representing the most efficient, and often the only method of transporting large volumes
of basic commodities and finished products. International shipping constitutes two thirds
of the world's goods transportation.
The shipping industry is highly cyclical, experiencing volatility in profitability, vessel values
and charter rates resulting from changes in the supply of and demand for shipping
capacity. Fluctuations result from the interaction of various factors between demand and
supply. The demand for vessels is influenced by global and regional economic conditions,
international trade developments, port congestion, trading routes and weather pattern
changes, crop yields, armed conflicts, political developments, embargoes and strikes,
demand for consumer goods, dry bulk commodities, and crude oil and oil products.
3.2 Dry bulk carriers
Dry bulk cargo is shipped in large quantities and can be easily stowed in a single hold
with little risk of cargo damage. Dry bulk cargo is generally categorized as either major
bulk or minor bulk. Major bulk cargo constitutes the vast majority of dry bulk cargo by
weight, and includes iron ore, coal and food grains. Minor bulk cargo represent the balance of
the dry bulk industry and includes agricultural products, fertilizers, mineral cargoes (including
metal concentrates), cement, forest products and steel products.
In terms of seaborne trade volumes (and the shipping tonne-km generated), the dominant
influence is that of the major bulk trades, which include coal and iron ore. Dry bulk cargo
is generally transported in Handymax/Handysize, Panamax or Capesize vessels.
3.2.1 Handymax
Handymax vessels are between 40,000 dwt and 60,000 dwt. The Handymax sector
operates in a large number of geographically dispersed global trades, mainly carrying
food grains and minor bulks including steel products, forest products and fertilizers.
Vessels less than 60,000 dwt are generally equipped with on-board cranes that enable
them to load and discharge cargo in countries and ports with limited infrastructure.
3.2.2 Handysize
These vessels range between 10,000 dwt to 40,000 dwt.
3.2.3 Panamax
“Panamax” refers to the maximum ship beam (32.2 m) that can pass through the old
Panama Canal. Panamax bulk carriers are usually of 60,000 to 80,000 dwt capacity and
are suitable for carrying a wide range of commodities.
3.2.4 Capesize
Capesize bulk carriers are the largest of the type and are primarily used for transporting
coal and iron ore. This type exceeds 100,000 dwt capacity, and there are currently super-

large ships in excess of 200,000 dwt. They do not carry on-board cranes or other
loading/discharge equipment. The Capesize sector is primarily focused on long haul iron
ore and coal routes. Due to the size of the vessels there are only a comparatively small
number of ports around the world with the infrastructure to accommodate them. Vessels
of this size are not used by the fertilizer industry.
3.3 Chemical tankers
Ocean-going chemical tankers generally range from 5,000 dwt to 40,000 dwt in size and
are considerably smaller than the tankers used for moving voluminous cargo like crude
and petroleum oils. This is partly due to their specialised nature and stringent conditions
for storage and shipping and also because economies of scale are less important than in
the petroleum trade.
Chemical tankers normally have a series of separate cargo tanks that are either coated
with specialized coatings such as phenolic epoxy or zinc paint, or made from stainless
steel. Many carriers can transport multiple cargoes as they have several separate cargo
tanks. The carrier design and tank material is determined by the chemical composition of
the cargo that needs to be transported. For instance, stainless steel, rubber or neoprene
lined tanks are generally used for corrosive liquids such as sulfuric and phosphoric acid,
while vegetable oils can be conveniently carried in epoxy coated tanks.
3.4 Vessel size by commodity
3.4.1 Ammonia
Ammonia is a poisonous gas that is usually transported by sea in liquefied form at -33°C
in semi or fully pressurized refrigerated LPG ships of two size ranges:
LGC 50,000 to 70,000 m3

3
MGC 22,000 to 50,000 m
The principal ammonia exporting nations are Trinidad, Russia, Ukraine, Indonesia and
the Middle East (Saudi Arabia, Bahrain, UAE), Canada, Germany and the Netherlands.
New production plants focused on export have recently been established, or are being
established, in North Africa (Algeria, Egypt), the Middle East (Saudi Arabia, Iran, Qatar),
Asia Pacific (Indonesia, Australia) and South America (Trinidad, Venezuela).
The ammonia brought to ZHL to date was sourced in Qatar. BMT examined the data on
Ammonia ships used by ZHL. These were at the smaller end of the MGC ship segment
(22,000 to 50,000 m3), with ship sizes generally below 28,000 dwt. Of these, two Qatari-
flagged ships –Almajedah and Almarona made the most number of trips, and these were
of around 17.500 dwt with maximum loaded draughts below 8.5m.
The future sources will most likely continue to be the Arabian Gulf countries as these are
the nearest to W Coast India. Ship size on this short-sea route is unlikely to be
>30,000 dwt, especially because the envisaged import volume (60,000 tpa) and parcel
size (5,000 t) is modest. Further, the largest ammonia parcel sizes in 2010/2011 did not
reach the maximum carrying capacity of the larger ammonia vessels in service because
of storage limitations at the receiving facility. This suggests that the dimensions of
ammonia tankers would lie within the envelope below:
Maximum capacity, say 30,000 dwt

Length overall (LOA) 180 m

Beam 28 m
Max loaded draught 10.0 m
3.4.2 Phosphoric acid
Phosphoric acid solution is highly corrosive and is transported on chemical product

tankers in bulk liquid form in stainless steel or lined carbon steel tanks, the lining usually
being of neoprene, rubber or other exotic material. When spilt in water, phosphoric acid
sinks and mixes with the water to produce a diluted acidic, corrosive solution, giving off a
small amount of heat. Although this acid is neither flammable nor explosive, contact with
certain metals releases hydrogen which can be a source of fire or explosion.
Morocco is the world’s largest exporter of phosphoric acid, and India is one of the biggest
customers for Moroccan phosphoric acid. ZHL imports the phosphoric acid requirements
of their Zuarinagar Plant from Morocco, and this will most likely continue.
Based on the phosphoric acid ships used by ZHL in the past, the largest vessels were
about 35,000 dwt, and that the majority had maximum draughts well below 10 m,
suggesting the dimension envelope below:

Beam 32 m
The above dimensions match the design ship sizes at phosphoric acid loading berths in
Morocco.
3.4.3 Fertilisers
3.4.3.1 Urea and NP/NPK
Fertilizers for international trade comprise various varieties i.e. urea, DAP, MOP MAP,
etc.
Urea is a granular cargo (stowage factor 1.3 m3/t) and generally transported in larger
vessels compared to N-P-K fertilizers (Compound Fertilizers) of higher value – MOP
(stowage factor 1m3/t and DAP (stowage factor of 1.2m3/t). Fertilizers are generally
imported in bulk and bagged upon their arrival. Urea is imported primarily from Oman and
other Middle Eastern countries. Canada, the US and Europe are also the exporters of
fertilizers to India. While urea concerns higher volumes overall and is generally handled in
average vessel size of 50,000 dwt to 70,000 dwt, most of the NPK fertilizers are shipped
in handy-size vessels (30,000dwt to 40,000 dwt).
In view of the water depth limitations at the proposed facility, the design vessel size for
handling urea and N-P-K fertilizers is considered at 30,000 dwt, thus suggesting the
dimension envelope below:

Beam 28 m

3.4.3.2 Muriate of Potash
Fertilizers for international trade comprise various varieties i.e. urea, DAP, MOP MAP,
3
etc. MoP is a granular cargo with stowage factor 1 m /t compared to more voluminous
3 3
cargo like urea (1.3 m /t) and DAP (1.2 m /t).
Fertilizers are generally imported in bulk and bagged upon their arrival. Fertilizers and its
raw materials are imported primarily from Middle Eastern countries. Canada, the US and
Europe are also exporters of fertilizers & FRM to India. Most of the fertilizers are shipped
in Handysize vessels- larger parcels for urea and smaller parcels for other materials.
However, ports like Mundra handle fertilizers from Panamax vessels as well.
The MoP import requirements of ZHL are currently being served by Handysize vessels of
25,000 dwt. Considering the limited traffic (0.23 Mtpa), Handysize vessels would suffice
for MoP at the proposed ZHL facility. The design ship size for this cargo is considered as
a 30,000 dwt bulk carrier with dimensions below:

Beam 28 m
3.4.4 White oils
White oil products include High Speed Diesel (HSD), Aviation Turbine Fuel (ATF), etc.
While India was traditionally importing these products, there has been a rise in exports of
these products in the recent past due to substantial rise in the refining capacities.
White oils like HSD and ATF are handled in smaller shipments of 25,000 dwt to 40,000
dwt. A design vessel size of 35,000 dwt for handling white oils is considered for our study
after accounting for the available water depth at the proposed facility, thus suggesting the
dimension envelope below:

Beam 32 m
3.5 Design ship size
The details of ship size for each cargo is as summarised in Table 3-1

Table 3-1: Design vessel sizes at the proposed facility
Commodity Vessel Parcel size LOA Beam Draught Annual

Size (dwt) (t) (m) (m) (m) throughput
(Mtpa)
Ammonia 30,000 5,000 180 28 10.0 0.06
Phosphoric acid 35,000 15,000 190 32 10.0 0.58
MoP 30,000 20,000 180 28 10.0 0.23
Urea 30,000 20,000 180 28 10.0 1
NPK fertilizers 30,000 15,000 180 28 10.0 0.5
White oils 35,000 20,000 190 32 10.0 0.43
3.6 Frequency of ship calls
The frequency of ship calls is a major parameter in determining berth occupancy rates
and thus is a critical factor for assessing the number of berths required. Table 3-2
summarizes the frequency of ship calls for each cargo type.
Table 3-2: Frequency of ship calls
Commodity No of ship calls/year
Ammonia 12
Phosphoric acid 39
MoP 12
Urea 50
NPK fertilisers 33
White oils 22

4 Site characteristics
4.1 Location
Zuarinagar is located in South Goa at latitude 15° 22’N and longitude 73° 52’E. It lies
approximately 420 km south of Mumbai and 320 km north of Mangalore.
Figure 4-1: Geographical location of Zuari
The captive jetty at Zuari will lie at a site off Santarem Point approximately
15° 21’ 40.66”N and 73° 50’ 27.40” E. It falls within the jurisdiction of Mormugao Port.
This site is only about 3 km from the Zuarinagar Plant. Clear waterfront is available along
the rocky cliff at this location.
4.2 Regional ports
4.2.1 Mormugao Port
Mormugao Port is one of the thirteen Major Ports of India. It is located in the estuary of
the Zuari River at latitude15° 25’N and longitude 73° 47’E (Figure 4-2).

Figure 4-2: Mormugao Port layout
Owing to the proximity of Mormugao to two navigable rivers (Mandovi and Zuari) that link
it to the inland iron ore mine locations, MPT has evolved as the leading iron ore export
port in India.
4.2.1.1 Traffic
The major commodities handled at MPT are iron ore and iron ore pellets (IOP) followed
by coke and coal. The port also handled modest volumes of POL products, phosphoric
acid and fertilizers. Table 4-1 summarises the traffic handled at MPT in 2011-12.

Table 4-1: Traffic handled at MPT in 2012-13
Sr. No. Commodities Traffic in Mtpa
1 Iron ore & iron ore pellets 7.42
2 Other ores 0.07
3 Steel slabs/ iron and steel 0.01
4 Hot rolled coils 0.79
5 Coke/coal 0.01
6 Container cargo 0.09
7 Granite 0.19
8 Wheat 0.03
9 Maize 0.03
10 Total exports 8.64
11 POL products 0.83
12 Phosphoric acid 0.16
13 Caustic soda 0.01
14 Ammonia 0.03
15 Other liquid cargo 0.01
16 Fertilisers 0.08
17 Coke and coal 7.79
18 Container cargo 0.12
19 Other cargo 0.02
20 Total imports 9.05
21 Total traffic 17.69
Source: MPT website
4.2.1.2 Marine facilities
Berths
Berths 1 to 4 at MPT are being used by the shipyard. Berths 5 and 6 are primarily used
for coal handling. These berths mainly handle coal cargo for the Jindal steel plant at
Tornagulu. Berth 7 was initially used for barges but is now privatised and is being
adapted for handling captive coal for Adani Ltd. Berth 8 caters exclusively to bulk liquids
(mainly petroleum products and other liquid cargoes like phosphoric acid, caustic soda,
ammonia, molasses etc.) and is used by ZHL for their ammonia imports.
Berth 9 is dedicated to iron ore handling. The port has five finger berths for receiving iron
ore barged from upriver for export over Berth 9. Berths 10 and 11 cater to general cargo -
phosphoric acid for ZHL is discharged at these berths. However berth 11 is now
privatized and being adapted for handling coal for Gammons. This will limit ZHL’s cargo
to berth 10.

Table 2-7 provides details of the berths at MPT. Table 4-2 provides details of the berths
at MPT.
Table 4-2: Details of MPT berths
Berth No Length (m) LoA (m) Depth (m) Operations
1/2/3/4 331 215 8.5 Ship repair complex with dry dock facility of
Western Shipyard Limited (WISL)
5A/6A 400 225/180 13.1/14.1 Coal handling facility set up by Southwest Port
Limited operated by Jindal Steel Works (JSW)
with handling capacity of 5 Mtpa
7 225 13 Upcoming coal handling terminal by Adani

Mormugao Port Terminal Limited with handling
capacity of 5.5 Mtpa
8 116 260 13.1 Berthing facility for vessels up to 70,000 DWT

primarily to cater to the liquid bulk traffic
9 222 335 14.1 Exclusive iron ore handling berth with mechanical
iron ore handling plat (MOHP)
10 250 225 13.1 General cargo berth
11 270 225 13.1 Upcoming coal handling terminal by Gammons

with handling capacity of 5 Mtpa
Apart from alongside berths to handle iron ore there are three buoy mooring berths that
are used to load iron ore direct from barges.
Private iron ore exporters operate transhippers, each with an average loading capacity of
about 15,000 tpd in mid-stream for topping up large bulk carriers that are initially loaded
at Berth 9 to the draught limit at the berth.
4.3 Connectivity
4.3.1 Road
NH17, NH17A and NH17B connect Zuari to the hinterland. Zuarinagar plant is located off
NH-17B while MPT is connected via NH17A. The proposed captive jetty off Santeram
point is approx. 3 km from the Zuarinagar plant and is connected via a kuchha road.
NH 17 is at present a two lane road passing through Karnataka that connects to Panvel in
Maharashtra and meets NH 47 down south in Kerala. NH 17A and NH 17B connect to
cities in Goa. The two lane NH 17A meets NH 17 at Cortalim. NH 17B is a four lane road
connecting to Ponda in Goa and provides the east west link to Karnataka. NH 4A
connects to Belgaum via Ponda and meets NH 4 which is the south western stretch of the
golden quadrilateral connecting Mumbai to Chennai.

Figure 4-3: Road connectivity
4.3.2 Rail
Zuarinagar plant has rail sidings inside its complex. The sidings lie on the same railway
line that connects MPT to the hinterland. MPT is connected via railway to Mumbai and
districts of Belgaum, Bellary, Uttarkannada in Karnataka.
Figure 4-4: Rail connectivity

4.4 Landside characteristics
4.4.1 Terrain features
The waterfront along the jetty site is rocky and has a tall cliff. Except for this elevated
portion near the shoreline, the backup land is largely flat. The intertidal zone can be
characterised by dense growth of seaweeds. The area behind the intertidal zone is mainly
rocky. This area is largely covered by grass and occasional climbers. It is devoid of any
tall trees. The backshore region beyond the rocky shore has open scrub jungle. Maximum
diversity is observed on the cliff, while the plateau above the cliff has only scrubs.
Figure 4-5: Vegetation of cliffs on West side of Jetty
Figure 4-6: Open Scrub Vegetation on Plateau

5 Operating considerations and functional

requirements
5.1 Types of port facility
The primary function of the Captive Jetty will be to handle the import of raw materials
namely ammonia, phosphoric acid and MoP. This paragraph discusses the various
operating options for handling the raw material imports in order to identify the type of
marine facility required.
The following types of operations could be considered for import of raw materials:
• Lighterage, with the deep sea mother ship being worked at anchor offshore to
tranship into barges, or a suitable transfer station which in turn would transfer the
material into barges requiring shallow water draughts.
• Single point mooring (SPM)
• Alongside handling at an exposed open sea jetty in natural water depths suited to
handle the design vessel
• Alongside handling at berths inside a harbour basin protected by breakwaters.

These options were considered in the feasibility study and evaluated on a primary
mathematical model based on secondary data. From the downtime considerations
and preliminary wave model it is clear that for an all-weather operations at the
proposed location the marine facility will need to be a breakwater protected harbour.
5.2 Ship size
As discussed in Chapter-3, the predominant liquid tankers calling at the proposed captive
jetty will be phosphoric acid and white oil. Bearing in this in mind, the design vessel size
has been selected as under:
Capacity : 35,000 DWT
Length overall : 190 m
Maximum beam : 32 m
Full loaded draught : 10 m
5.3 Principal harbour dimensions
5.3.1 Basin depth
A design vessel of 35,000 DWT would require the inner channel, turning basin depth and
berth pockets of -11.0 m CD. The results of the bathymetry survey indicate that the
minimum water depth in turning circle and berth pockets is 10.7 m and 11 m respectively.
This implies that dredging would only be required in the turning circle.

5.3.2 Channel depth and width
“Approach Channels – A Guide for Design”, PIANC, Supplement to Bulletin Number 95,
1997 provides guidance for the determination of the under keel clearance (UKC)
requirements for safe navigation. This suggests the estimated minimum UKC required for
ships in more sheltered areas (long period swell waves Hs < 1 m) to be taken as 10% of
the ship’s draught. Considering 35,000 DWT design vessel, channel depth of -11 m CD
would allow access to the design vessel. The bathymetry survey result indicates a
minimum water depth of -11.2 m CD in the channel.
A two-way channel width of 5*maximum ship beam (5*32 = 160 m) is generally adopted
for concept design of the channel. However the navigation simulation results recommend
the channel to be 200 m wide. The channel will be aligned along 177°-357° to counter the
cross currents and winds. The channel alignment is based on the navigation simulation
study.
5.3.3 Turning circle
Turning circle with a diameter of 500 m has been proposed considering manoeuvrability
of 35,000 DWT vessels. Tug assistance will be required and two tugs of 40 t bollard pull
would be required.
5.3.4 Summary of principle harbour dimensions
Based on the above, the principle harbour dimensions for various elements are
summarised in the table below:
Table 5-1: Summary of principal harbour dimensions
Item Description Particulars in (m)
Minimum width of entrance channel 200
Maintained depth of entrance channel -11
Turning circle diameter 500
Turning circle depth -11
Depths at berth pockets -11
5.4 Access to marine facility (inland transportation corridor)
The proposed captive jetty is located 3 km from the Zuarinagar factory. The operational
philosophy is to directly convey the bulk cargo from the jetty to the plant via conveyors
and liquid cargo via pipeline. For conveyance of cargo, two options were considered.
Option-1 includes a transport corridor connecting the jetty to the plant. Option-2 includes
construction of a marine bridge. Both the options were studied during the feasibility stage
and it was agreed to construct a marine bridge since development of a transport corridor
will entail en extensive land acquisition process with possibility of social issues. For laying
of pipeline in populated area environmental and safety issues will also have to be taken
care of.
The marine bridge will be 3.5 km long and will connect the proposed jetty directly to the
fertiliser plant.. The marine bridge will include conveyor gallery, pipeline gallery and a

single lane access road. The access road is planned for emergency vehicles and for
repair and maintenance of the conveyor and pipeline galleries. The port users however
would use the existing road from Zuarinagar to the jetty location (Santarem Point).
The indicative alignment of the marine bridge is as shown in

Figure 5-1: Indicative alignment of marine bridge
5.5 Berth requirement
The berth lengths and number of berths have been calculated on the basis of operational
considerations, cargo volumes and the number of ship calls.
5.5.1 Berth requirement - bulk cargo
The bulk cargo includes MoP, urea and NPK. The rated handling rate at the berth is
considered is 1000 tph.

Table 5-2: Berth requirements for bulk cargo
MOP Urea NPK
Annual throughput (t) 240000 1000000 500000
Average parcel size (t) 20000 20000 15000
Number of ships per annum 12 50 33
Rated handling rate (tph) 1000 1000 1000
Effective handling rate (tph) 650 650 650
Efficiency factor 0.8 0.8 0.8
Working time per day (hr) 24 24 24
Handling rate (tpd) 12480 12480 12480
Handling time per shipment (days) 1.6 1.6 1.2
Berthing/ Unberthing/ Waiting time (days) 0.3 0.3 0.3
Total time per ship (days) 1.9 1.9 1.5
Berth days per annum 23 95 50
Number of berths required 1
Average working days at berth 330
Berth occupancy 51%
5.5.2 Berth requirements - liquid cargo
The bulk cargo includes ammonia, phosphoric acid and white oil. The effective handling
rate at the berth is considered is 600 tph.
Table 5-3: Berth requirements for liquid cargo

Ammonia Phosphoric acid White oil
Annual throughput 60000 580000 430000
Average parcel size 5000 15000 20000
Number of ships per annum 12 39 22
Effective handling rate tph 600 600 600
Efficiency factor 0.9 0.9 0.9
Handling rate per day 10800 10800 10800
Handling time per shipment 0.46 1.4 1.9
Berthing/ unberthing/ waiting time (Days) 0.3 0.3 0.3
Total days per ship 0.8 1.7 2.2
Berth days per annum 9 65 46
Total berth days per annum 121
No of berths required 1
Average working days at berth 330
Berth occupancy 37%

As the berth occupancy works out to 37%, this berth can handle exclusively liquid cargo
as well as it can cater to increased volumes of bulk cargo whenever required. Hence for
the DPR purpose, this berth will be designed as a multipurpose berth capable of handling
liquid as well as bulk cargo volumes.
For the Ultimate Stage a total berth length requirement of 440 m has been assessed, to
be capable of handling a mix of both bulk and liquid vessels.
5.6 Material handling system
5.6.1 Bulk cargo
The material handling system at the berth will consist of mobile harbour crane, hopper,
wharf conveyor and conveyor system leading to the plant. As the operational philosophy
is to feed the fertiliser plant directly from the berths, no intermediate storage at the yard is
necessary. However in case of emergency a bypass arrangement to the yard will need to
be planned and designed during the detail engineering stage. The system will be
designed to handle the average volumes + peaking volumes and the efficiency will have
to be matched with the material handling system at the plant.
Mobile harbour crane is proposed at the facility. The mobile harbour crane would dump
into a hopper. The hopper will have a feeder to discharge into the wharf conveyor. The
wharf conveyor would discharge to the long conveyor running to the fertiliser plant. At the
onshore, the long conveyor will have a provision to by pass into the storage yard. Since
the yard is provided for emergency storage no mechanisation is proposed in the yard.
The berth requirements have been computed based upon the adoption of one mobile
harbour crane with 1000 tph rated handling capacity. The hopper feeder arrangement will
need to be designed accordingly. The conveyor will hence have an effective handling
capacity of 650 tph (rated capacity of 1000 tph)
Figure 5-2: Schematic diagram – Material handling system

5.6.2 Liquid cargo
The movement of liquid bulk cargo, from the vessel shall be undertaken by means of
pipelines connected directly to the fertilizer plant. The liquid berth would be portable
unloading arms. The cargoes shall be unloaded by coupling of ship pump manifold to the
unloading arm located on the jetty. The unloading rate from ship vis-a-vis feeding rate to
the pipeline shall be 600 tph. Ammonia, phosphoric acid and white oil, all will have
separate unloading arms at the berth. In case of white oil the unloading arm will also carry
out loading operations. Transfer operations would be monitored throughout the full
transfer period by a number of personnel.
Once the unloading arms are connected, they would be pressure tested as per the
prescribed standards, once the connection integrity is proven, the transfer would
commence. The cargo will directly be transferred to the plant via pipelines. The all the
three types of cargoes will have separate pipelines. Ammonia will be transferred using
cryogenic pipeline. The marine bridge that connects the jetty to the plant would carry
these pipelines.
Once the transfer operations are complete, the lines would be purged with nitrogen to
remove any liquid, varpour or gas from the pipes. Appropriate checks would be made and
unloading equipment will be disconnected.
5.7 Quarry assessment
5.8 Dredging and reclamation
“Approach Channels – A Guide for Design”, PIANC, Supplement to Bulletin Number 95,
1997 provides guidance for the determination of the under keel clearance (UKC)
requirements for safe navigation. This suggests that for preliminary purposes the
estimated minimum UKC required for ships in an area exposed to long period swell
waves (1 m <Hs < 3 m) may be taken to be 30% of the ship’s draught. In more sheltered
areas (long period swell waves Hs < 1 m) the estimated minimum UKC required would be
10% of the ship’s draught. This equates to the preliminary estimates of minimum UKC
requirements for various sizes of design ship given in Table 5-4.
Table 5-4: Under keel clearances and water depths in channel and
turning basin
Design ship Draught (m) UKC equating Minimum UKC equating Minimum
to 30% of water depth to 10% of water depth
draught (m) for 30% UKC draught (m) for 10% UKC
(m) (m)
35 000 dwt tanker 10.0 (laden) 3.0 13.0 1.0 11.0
30 000 dwt bulk carrier 10.0 (laden) 3.0 13.0 1.0 11.0
An outer channel depth of 13 m CD would allow access to most 35,000 dwt chemical
tankers and 30,000 dwt bulk carriers at all states of the tide, and inner channel, turning
basin and berth pockets depth of – 11.0 m CD would be desirable for the design vessels.
Based on the bathymetry survey, the minimum natural depths available are as follows:
Approach channel 11.2m

Turning circle 10.7m
Berth pockets 11m
Outer channel 11.5 m
Considering these depths, dredging would be required in the turning basin which works
3
out to 0.08 million m .
The natural depth available in the outer channel is -11.5 m CD. As per the bathymetry
survey, MLWS is 0.87 m. Taking advantage of MLWS; the outer channel would be
dredged to -12.2 m CD. The dredging quantity in the outer channel works out to 0.216
million m3.
Table 5-5: Qredging quantities
Particulars Dredging Quantity (million m3)
Turning circle 0.08
Outer channel 0.26
Total 0.34
5.9 Backup area requirements
It is proposed to convey the cargo from the jetty directly to the Zuarinagar plant using
pipeline for liquid and conveyors for bulk cargo. Considering this operational philosophy,
the backup area is planned for emergency storage of bulk cargo. Urea ship calls being
the highest among the bulk cargoes, an emergency storage of one ship load of urea is
planned in the backup area.
The total backup area requirement works out to 3 ha considering the following:
• Storage of one ship load of urea (20,000 t average storage)

• Port control building
• Utilities
• Transfer tower for conveyors
The 3 ha of backup area is proposed to be reclaimed at the root of the approach trestlein
order to avoid land acquisition.

6 Port master plan

6.1 Harbour layout development
6.1.1 Development philosophy and planning considerations
The port master plan has been evolved after due considerations of the functional
requirements and operating philosophy. The sole purpose of the captive jetty is to handle
cargo required to serve ZHL’s Zuarinagar plant.
Various parameters need to be considered to arrive at a layout which includes the

functional requirements as outlined in the previous chapters and criticality of issues with
dredging, navigation, alignment of the breakwater and hydrodynamic conditions.
As the largest ship calling at the proposed jetty will be liquid tankers for phosphoric acid
and white oil, the design vessel considered is a 35,000 DWT liquid tanker with a draught
of 10 m.
For the selected liquid tanker, the approach channel, turning circle and berth pocket
depths of -11m CD are essential. Considering the design ship has a draught of -10m CD,
the minimum basin depth would be -11 m CD assuming 10% UKC. The outer channel will
have to be maintained at -13m CD. However, since the MLWS of +0.87m is available,
dredging in the outer channel will be carried out to maintain a depth of -12.2 m. In view of
this the dredging will only be required in the turning circle and outer channel. The total
3
dredging quantities works out to 0.35 million m .
A breakwater protected harbour basin is proposed for all-weather operations considering

the downtime analysis and the wave model studies.
The operations philosophy is to directly convey the cargo from the jetty to the plant via
conveyor and pipeline. Considering this, en emergency storage of one ship load is
planned in the backup area. In addition, the backup area will host port services like port
user building, utilities etc. It is proposed to reclaim the backup area at the root of the
approach channel in order to avoid land acquisition.
The captive jetty will be connected to the ZHL plant via a marine bridge. The bridge will
accommodate the bulk conveyor, pipeline for liquid cargo and a roadway.
6.1.2 Layout
The layout is prepared based on the above mentioned development philosophy. The
layout has been worked out to accommodate 440m berth length. The breakwater length
0
is aprrox, 1800 m wide. The approach channel is aligned along 170 N with a width of 160
m. The turning circle has 500 m diameter.
The layout is as shown in the figure below:

Figure 6-1: Layout
6.2 Mathematical model studies
6.2.1 Scope of work
The west coast of India is exposed to higher waves of 2-4 m during the southwest
monsoon which typically extends from May to September. For all weather operations, a
breakwater for creation of an artificial harbour was considered necessary. The layout of
the breakwater and design conditions need to be based on long term wave statistics of
20+ years. Local scale high resolution wave models are therefore needed for estimation
of wave conditions at near shore sites like Santarem point using offshore wave conditions
from global hindcast models.
Breakwater along an open coast location after the flow circulation and wave patterns in
the local area and thus also alter the movement of sediment. The requirements for
modelling transport stem from the following requirements:
Possible shoreline changes due to the interruption of the littoral drift and coastal currents
Siltation in the navigation route to the proposed captive jetty and existing neighbouring
facilities, leading to maintenance dredging requirements

The scope of work includes the following studies
• Flow circulation, sedimentation and shoreline evolution studies

• Nautical studies
• Dredged soil disposal study (if required)
Wave transformation studies have also been included as an additional compenent to
ensure tranquillity requirements are met in the proposed layout and to provide extreme
weather estimates for structural design.
The model study is undertaken by BMT CI.
6.2.2 Data
The field measurements in the study area were conducted for wave, currents, seabed
sediments, suspended sediments, temperature and salinity for the period of one month by
NIO, Goa. These measurements have been used for calibration of the flow circulation,
sediment and wave models. Bathymetry survey for the study area was derived from a
survey conducted in 2012 by M/s. Fugro. Bathymetry beyond the survey area was
derived from admiralty/Naval Hydrography Office (NHO) charts. The SWAN model has
been used for simulating wave transformation using 20 years of offshore wave hindcast
data obtained from BMT ARGOSS, a world renowned source for global metocean data.
The DELFT3D model has been used to simulate flow circulation in the study area.
6.2.3 Results
6.2.3.1 Tidal hydrodynamics
After the model calibration, the ZHL local model was setup and run for the proposed jetty
layout with breakwater. the difference in flow velocity between the existing condition and
proposed breakwater layout under monsoon and non-monsoon wind conditions is
presented in the figures below. Flow velocity near the proposed breakwater head
increases by 0.3 m/s during the monsoon winds. This needs to be considered for design
of toe protection. This zone of increased velocity also needs to be recognised during
navigation.
Velocities are reduced behind the breakwater i.e. on east by 0.3 m/s during monsoon and
by about 0.1 m/s during non-monsoon. This drop in the flow velocity is due to construction
of the breakwater and thus might cause siltation in this region.

Figure 6-2: Difference in flow velocity between existing and ZHL

breakwater layout during monsoon wind conditions
Figure 6-3: Difference in flow velocity between existing and ZHL

breakwater layout during non-monsoon wind conditions

6.2.3.2 Shoreline changes
The rate of shoreline change is largely a function of the shoreline type i.e. shoreline
geology (rocky, sandy, cohesive muds etc) wave energy along the coast, sediment
sources (rivers and estuaries), vegetation etc. Shore types that tend to erode more slowly
include rocky coasts and pocket beaches, while sandy beaches, inlet/spit environments
and barrier islands are more prone to erosion.
Rocky coastlines undergo slow changes due to the erosive action of waves over a long
period of time. Rocky shores exist where the effect of waves on the coast is mainly
erosive, softer rocks are worn down, leaving harder rocks exposed. The rocky shoreline
characteristics are largely a function of the rock type and the strata formation. The
proposed site at Santarem point is located along a rocky shoreline with steep cliffs of 15-
20 m. Since the widely available longshore sediment transport formulations are not
applicable, the computation of sediment transports needs to be performed with the
tidal/wind hydrodynamic and sediment transport models.
6.2.3.3 Sedimentation rates
Sedimentation transport model simulation was set up for a period of 15 days. The spatial
distribution of model prediction sedimentation in the proposed breakwater, access
channel and east and west of the breakwater is as shown in the figure below:
Figure 6-4: Difference in flow velocuty between existing and SWAN port
layout during ebb phase of the spring tide

The model predictions have been calibrated against measured suspended sediment
concentrations. The tranquil low current zones on either side of the breakwater results in
3
sedimentation in the order of 3-10 cm per year. Maintenance dredging of 45,000m /year
is estimated. We recommend that the commercial feasibility sensitivity analysis consider
3
maintenance dredging quantities up to 135,000 m /year, given that sediment transport is
a complex phenomenon and known to have higher orders of uncertainty, due to variations
of wave and current modelling conditions. As discussed above, shoreline evolution
estimates based on the typical littoral transport formulations for sandy beach are not
applicable to the rocky shoreline in the vicinity of the Santarem point. Rocky coastlines
are subject to slow erosion due to waves working on the softer rock strata and thus are
not significant contributor of sediment to the water column.
From an environmental perspective, sedimentation is predicted on either side of the

breakwater. The nearshore areas in this location will have an ecological structure typically
associated with rocky shores and the ecology will thus be altered to a fine sediment
beach over time. The impact of this change needs to be addressed in the environmental
impact assessment report.
It is recommended that annual bathymetry surveys be conducted in the vicinity of the

proposed site to confirm the sedimentation rates estimated and to create a database
addressing any queries of shoreline change.
6.2.3.4 Wave modelling
Nearshore ambient climate
The full 20 years of wave conditions have been propagated to the 3 output locations
along the breakwater. the main direction of the waves changes from SSW to S when
entering shallower waters, which is consistent with the refraction of the waves due to the
changes in the depth. Wave heights above 2.5m are exceeded more than 4.1%, 2.1%
and 1.5% of the time for points P1, P2 and P3 respectively
The following tables and figures show the joint probability of wave height verses wave
direction and joint probability of exceedance of wave height.
Table 6-1: Probability of occurrence of wave height (Hs vs Dir) at P1

location

Figure 6-5: Probability of exceedence of wave height at P1

location


location
Near shore ambient extreme wave conditions
Ambient extreme wave height for 5, 10, 25, 50, 100 and 200 year return periods along the
three points along the proposed breakwater is as per the table below:
Table 6-4: Extreme wave height along the proposed breakwater
Return period (Years) Extreme wave height (m)
P1 P2 P3
5 4.94 4.54 3.78
10 5.07 4.69 0.9
25 5.24 4.89 4.06
50 5.36 5.04 4.17
100 5.48 5.18 4.28
200 5.59 5.31 4.39

6.3 Navigation simulation
Navigation simulation runs were carried out on the layout as shown in Figure 6-1 to check
the adequacy of the approach channel alignment and width, stopping distance, turning
circle diameter and available tug suite.
Following are the changes made to the layout:
• Channel alignment changed to 177°-357°. This is to cater to the violent swing when
the vessel enters the breakwater.
• Channel width increased to 200m. This is to counter the cross current and wind. In
the initial part of channel 160 m was found sufficient but close to the breakwater the
current strength increases and hence more set is required. The channel was shifted
seaward.
• Shifting of turning circle: Turning circle could be shifted to a little seaward to optimize
dredging. Diameter remains the same.
• Channel boundary close to breakwater. This is recommended as vessel swings

violently to port and requires some room on the port side. Also in case of a tug or
engine failure we require some safety room as well.
20 runs were carried out on the revised layout to check the adequacy of the layout and
also to confirm the operating procedures. Following are the conclusions and
recommendation on the revised layout:
• Most of the ship simulation runs carried out in limiting met ocean conditions to capture
the worst case scenarios.
• Due to the difference in current strength inside and outside of the breakwater a couple
is formed which makes the vessel turn to port as it enters the breakwater. a proactive
action needs to be taken to negotiate the breakwater effect.
• Manoeuvring inside the breakwater, including turning in the basin and

berthing/unberthing procedures were found comfortable.
• The initial layout was optimized to better suit the manoeuvring of design vessels in
prevalent met-ocean condition and to reduce the capital dredging. 23 runs were
carried out in the optimized layout to check for its adequacy.
• The approach channel, stopping distance and turning circle were found adequate to
berth/unberth vessels in the layout. Vessels could be berthed port side or starboard
side alongside in either of the berths. Operations were also possible with the
presence of another vessel in adjacent berth.
• Two tugs of 40t bollard pull each were used in the study. Both these tugs were found
to be adequate for the design vessels. Tugs were only used to 75% of their maximum
bollard pull capacity.
• In manoeuvres during spring tide and strong SW’ly wind it is recommended that one
tug should be connected center lead aft. This is to negotiate the breakwater effect and
control the vessel’s speed.

• In emergency manoeuvres it was found that sufficient residual tug power was
available to control the vessels in case of a Main Engine failure or tug failure while the
vessel is in the channel.
• Manoeuvring of vessels can be done up to wind speed of 25 knots, in any current

strength and waves of up to 2.2m height. However at high wind speeds, current
strength and wave height a proper risk assessment should be carried out and
manoeuvres need to be carried out by experienced pilots only.
• It is recommended that marine pilots undergo simulation training before starting the
operations.
Operational criteria for port craft (Tugboats and mooring boats)
The tug boats will have operational constraints due to wind generated or short period waves.
The limiting criteria for ordinary tugboats would be Hs<1.0-1.5 m and approximately 1.5 m for
tractor tug boats. In normal simulations tugs are only used up to 75% of the maximum bollard
pull available and that too when inside sheltered waters inside the breakwater. Modern
mooring launches can operate at a wind speed of up to 25 knots and with a Hs< 1.0-1.3 m.
Beyond the above mentioned limits the boats will face difficulty in delivering the lines from the
ship to the mooring points.
6.4 Recommended harbour layout
Based on the changes suggested in the navigation simulation study, the recommended
harbour layout for the captive jetty is as shown in the drawing BMT/1168/ZHL/DPR/001.
6.4.1 Principal harbour dimensions

• Ship size
− Capacity : 35,000 DWT
− Length overall : 190 m
− Maximum beam : 32 m
− Ful load draught : 10 m
• No of berths : 2
• Berth length : 440 m
• Berth pocket : -11 m CD
• Breakwater length : approx 1800 m
• Approach channel : 200 m wide
• Turning circle : 500 m dia

Figure 6-8: Recommended harbour layout
6.5 Land use plan
The backup area is planned to be developed on reclaimed land. The backup area is
approx. 3 ha. The berth is connected to the backup area via an approach trestle. The
backup area will have two stockpiles for one ship load of urea. The yard conveyor will
discharge the urea onto the stockpiles. A two lane road will run along the backup area.
The gate complex is provided at the entry of the road near the cliff. In addition to the
storage yard, following facilities are provided near the gate complex:
• Administration building
• Canteen and locker room
• Workshop
• Area for utilities

Figure 6-9: Landuse plan

Zuari Holdings Limited: Captive Jetty at Goa

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Zuari Holdings Limited

Captive Jetty at Goa

2 Traffic forecast .................................................................................... 4

3 Ship size .............................................................................................. 5

4 Site characteristics ........................................................................... 10

5 Operating considerations and functional requirements ............... 16

BMT Consultants India Page iii

5.4 Access to marine facility (inland transportation corridor) ............................... 17

6 Port master plan................................................................................ 24

Table 3-1: Design vessel sizes at the proposed facility .............................................. 9

Table 3-2: Frequency of ship calls .............................................................................. 9

Table 4-1: Traffic handled at MPT in 2012-13 ......................................................... 12

Table 4-2: Details of MPT berths .............................................................................. 13

Table 5-1: Summary of principal harbour dimensions .............................................. 17

Table 5-2: Berth requirements for bulk cargo ........................................................... 20

Table 5-3: Berth requirements for liquid cargo ......................................................... 20

Table 5-5: Qredging quantities ................................................................................. 23

BMT Consultants India Page iv

Table 7-1: Probability of occurrence of wave height (Hs vs Dir) at P1 location........ 29

Table 7-2: Probability of occurrence of wave height (Hs vs Dir) at P2 location........ 30

Table 7-3: Probability of occurrence of wave height (Hs vs Dir) at P3 location........ 31

Figure 4-2: Mormugao Port layout ............................................................................. 11

Figure 4-3: Road connectivity .................................................................................... 14

Figure 4-4: Rail connectivity ....................................................................................... 14

Figure 4-5: Vegetation of cliffs on West side of Jetty................................................. 15

Figure 4-6: Open Scrub Vegetation on Plateau ......................................................... 15

Figure 5-2: Indicative alignment of marine bridge ...................................................... 19

Figure 5-3: Schematic diagram – Material handling system ...................................... 21

Figure 7-1: Layout ...................................................................................................... 25

Figure 7-5: Probability of exceedence of wave height at P1 ..................................... 30

Figure 7-6: Probability of exceedence of wave height at P2 ..................................... 30

Figure 7-7: Probability of exceedence of wave height at P3 ..................................... 31

Figure 7-8: Recommended harbour layout ................................................................ 34

Figure 7-9: Landuse plan ........................................................................................... 35

BMT Consultants India Page v

SYMBOLS AND ABBREVIATIONS

1 Proper names and organisations - India

BIS ................... Bureau of Indian Standards

BMT CI ............. BMT Consultants (India) Private Limited

ZHL .................. Zuari Holdings Limited

GoI ................... Government of India

IMD .................. Indian Meteorological Department

MoEF ............... Ministry of Environment and Forests

MoS ................. Ministry of Shipping

NHO ................. National Hydro graphic Office, Dehra Dun

SoI ................... Survey of India

2 Proper names and organisations – Other

BA .................... British Admiralty

BS .................... British Standard

IMO .................. International Maritime Organization

ISPS ................. International Ship and Port facility Security code

UTM ................. Universal Transverse Mercator (map projection)

WGS ................ World Geodetic System (ellipsoid for map projection)

PIANC .............. Permanent International Association of Navigation Congresses

approx .............. approximately

cif ..................... cost, insurance, freight

dia .................... diameter

feu .................... forty foot equivalent unit (container)

fob .................... free on board

BMT Consultants India Page vii

max .................. maximum

min ................... minimum

No .................... number (order) as in No 6