KOLKATA PORT TRUST HALDIA DOCK COMPLEX

Transcription

1 KOLKATA PORT TRUST HALDIA DOCK COMPLEX CONSTRUCTION, SUPPLY, INSTALLATION, COMMISSIONING, OPERATION, MAINTENANCE AND TRANSFER OF CARGO HANDLING FACILITIES AT OUTER TERMINAL II NEAR 2 ND OIL JETTY ON THE RIVER HOOGLY FOR HANDLING MINI BULK CARRIERS INCLUDING CONSTRUCTION OF HARDSTAND,ROAD NETWORK AND RAILWAY NETWORK AS WELL AS SUPPLY, OPERATION & MAINTENANCE OF REQUIRED CARGO HANDLING EQUIPMENT AND CONVEYOR SYSTEM FOR SHORE HANDLING AT HALDIA DOCK COMPLEX, KOLKATA PORT TRUST. FEASIBILITY REPORT August Prepared by Haldia Dock Complex

2 Content 1. Executive Summary 2. Project Background 3. Traffic Analysis and Projection 4. Project Descriptions 5. Project Design 6. Consent to Operate 7. Scheme Details 8. Estimation of optimal cargo handling capacity 9. Requirement of storage area 10. Block Cost Estimate 11. IRR of OT-II 12. Soil Investigation Report 13. Hydraulic Study Report 14. Bathy Metric Survey Chart 2

3 1. Executive Summary :- 1.1 Project : CONSTRUCTION, SUPPLY, INSTALLATION, COMMISSIONING, OPERATION, MAINTENANCE AND TRANSFER OF CARGO HANDLING FACILITIES AT OUTER TERMINAL II NEAR 2 ND OIL JETTY ON THE RIVER HOOGLY FOR HANDLING MINI BULK CARRIERS INCLUDING CONSTRUCTION OF HARDSTAND, ROAD NETWORK AND RAILWAY NETWORK AS WELL AS SUPPLY, OPERATION & MAINTENANCE OF REQUIRED CARGO HANDLING EQUIPMENT AND CONVEYOR SYSTEM FOR SHORE HANDLING AT HALDIA DOCK COMPLEX, KOLKATA PORT TRUST. 1.2 Estimated Cost : Rs crores. 1.3 Project area : 78,200 sq. mtrs( approx) on land & 10,945 sq.m (approx) on river. 1.4 Approach support : 1 no. about 90 m length with 10.5 m width 1.5 Jetty s specification : 176 m x 20 m 1.6 Vessel to be handled : Mini bulk carrier of GRT I,e DWT in 90% cases. While 2 nos of barges berthed side by side each with GT in 10 % cases. Parcel Load envisaged to be handled as 15000MT in each case. 1.7 Expected available draught : 6-7 metres 1.8 Cargo to be handled : Coal 1.9 Estimated optimum capacity : MTPA 1.10 Origin : Transloading & incremental cargo Nature : Foreign 1.12 Mode of Irons of Cargo :- (a) From ship to Jetty (b) Jetty to Shore (c) Aggregation of cargo (d) Transfer of cargo from : Grab unloader with conveyor system : Conveyor System : By 1 no of Stacker-cum-Reclaimer at back up area : Mechanized wagon loader of 1500 TPH capacity back up area to wagon 1.13 The project will be constructed on contract basis for a period of 30 (thirty) years. 3

4 2. Project Background :- Kolkata Port Trust is a riverine port with two dock systems viz. Kolkata Dock System located in Kolkata and Haldia Dock Complex (HDC) located at Haldia. HDC is located on the western bank of river Hooghly at a Latitude : North and Longitude : East. HDC is favourably located with respect to the steel plants of SAIL (at Durgapur, Bokaro and Rourkella), IISCO (at Burnpur), TATA Steel (at Jamshedpur), Coal & Ore Mines, Power Plants of NTPC (at Farakka and Kahalgaon), CESC (at Buj Buj). Besides, Hooghly Met Coke & Power Co. Ltd.( a subsidiary of Tata Steel) and Shree Renuka Sugar have recently set up Coke Oven Plant and Sugar factories at Haldia. HDC is also favourably located with respect to Iron Ore mines of the States of Jharkhand and Orissa. HDC is also well connected with National Highway Network and Trunk Railways which are being upgraded. In view of the above advantages, along with proposed expansion of the above steel plants, increasing necessity to import coal for the Power Plants of NTPC and CESC coupled with setting up of new steel plants, power plants in the hinterland of HDC, HDC has potential to handle substantial volume of import coking coal, Lime Stone and Coke for the Steel Industries, Non Coking Coal for Power Plants and Steel Industries, export of Iron Ore etc. Besides HDC also has good prospects for handling of significant volume of Iron Ore, Thermal coal (for coastal shipment to power plants of TNEB at Tamil Nadu), Raw Sugar for the local Sugar factory. HDC, being the most preferred port of call for import of coking coal, Non Coking Coal, Lime Stone, Coke, Raw Sugar, export of Iron Ore, coastal shipment of Thermal Coal, the exporters/ importers are unable to bring their required volume of cargo at HDC due to draft restrictions. The exporters/ importers accordingly lighten or up-top substantial volume of these commodities (about 60%) otherwise logical for HDC at neighbouring ports of HDC which causes various logistic inconveniences as well as higher transportation cost to the trade. The steel industries viz SAIL,TATA Steel, Power Utilities like NTPC,CESC because of tremendous logistic conveniences and for low transportation cost are contemplating to increase the import volume of Coking Coal, Limestone,Coke and Non Coking Coal at HDC by transhipments. Similarly, the exporters of iron ore and the local industries like Renuka Sugar etc. are also contemplating to increase the throughput of iron ore at HDC through Transhipments. In view of the above, HDC has already initiated action for comprehensive transhipment facilities for handling fully laden capesize vessels at Sandheads and its adjoining areas using transloaders and daughter vessels for increasing throughput of dry bulk cargo at Haldia. Besides KoPT has also announced a policy for transhipment of partially loaded vessels at Sagaur and other deep drafted location using barges for increasing throughput of cargo at Haldia. In order to handle the incremental volume of dry bulk cargo in particular at HDC, the Board of Trustees for the Port of Kolkata has decided to construct a Riverine Multipurpose Jetty in the downstream of 2nd Oil Jetty along with all required backup facilities on contract mode for 30 (thirty) years. For the purpose of undertaking the project on contract basis, this feasibility report has been prepared by a committee comprising Chief Hydraulic Engineer, KoPT, General Manager (MO), General Manager (M & S), General Manager (Engineering), General Manager (Traffic)I/C, General Manager (Finance)I/C and Manager (I&CF). 4

5 3. Traffic Analysis and Projection : Cargo handling trend at HDC :- The overall cargo handling at Haldia Dock Complex increased steadily since its commissioning in 1977 till Thereafter, the cargo handling has gone down as may be seen from the following table:- Year Cargo (million tonnes) Growth (in %) (-) (-) (-) (-) The downward trend in cargo handling had started from the year mainly because of diversion of crude traffic from Haldia to Paradeep consequent on commissioning of Haldia-Paradeep Crude Pipeline. Besides, fall in iron ore traffic because of market driven forces including global recession and fall in draft in Haldia channel had also affected the growth of cargo handling at Haldia Dock Complex Trend of Vessel Traffic at HDC :- Year Vessel Growth in % Inside On river Total Inside On river Total Dock Dock (-) (-) (-) (-) 0.71 (-) (-) (-) (-) 5.28 (-) (-) (-) (-) (+) (-) 0.75 (-) 7.64 (-) 2.51 It may be seen from the above table that vessel handling at HDC had registered lower shortfall as compared to the rate as which the cargo traffic had fallen. This has happened because of fall in parcel load of vessels visiting HDC due to reduction in navigable draft thereby compelling the exporters / importers to make more voyages in handling their cargo. 5

6 3.3 Ship Day Output :- The productivity of cargo handling at macro level is measured in terms of cargo loaded / unloaded in each ship day at the berth. The ship day output at HDC has gone down during the last few years because of various factors, the important of which are (i) fall in parcel load, (ii) continued dependence of HDC on the ships gears for loading / unloading of dry bulk / break bulk cargo and (iii) increased visit of old ships with de-rated crane capacity particularly for loading iron ore. Year Ship day output Variation (in tonnes) (-) (-) (-) (+) (+) (-) Berth Occupancy :- Berth / Jetty Average Berth Occupancy (in %) HOJ - I HOJ-II HOJ-III Berth No Berth No Berth No Berth No. 4A Berth No. 4B Berth No Berth No Berth No Berth No Berth No Berth No Berth No Berth No Berth No All Berths

7 3.5. Pre Berthing Detention of Ships :- Types of Average Pre Berthing Detention (in days) vessels POL Crude POL Products Thermal Coal Iron Ore Cocking Coal Fertilizer Raw Materials Fertilizer (Finished) Container Overall Turn Round Time in Ships Types of Average Turn Round Time of ships vessels Crude Products Thermal Coal Iron Ore Fertilizer (Finished) Container Cocking Coal Fertilizer Raw Materials Overall M/s. Consulting Engineering Services (I) Pvt. Ltd. was engaged by KoPT for the preparation of Detailed Project Report (DPR) in respect of construction of a multipurpose riverine jetty at upstream of 3rd oil jetty. M/s. CES had carried out a detailed traffic analysis and had also projected the future traffic of Haldia Dock Complex till

8 The commodity wise traffic projected by CES at Haldia without development of port facilities at Diamond Harbour is as follows :- Commodities Crude POL Iron Ore Thermal Coal Coking Other Coal FRM Finished Raw Material Break Bulk Edible Oil & Other Liquid 000 TEU Containers MT Total (MMT) Incidentally, Royal Haskoning and RITES have also projected future traffic for Haldia Dock Complex in the recent past under different assignments. The overall traffic projected by Royal Haskoning and RITES are detailed below : Traffic Forecast : ROYAL HASKONING Year Total (MMT) POL Coal Container Iron Ore Crude Prod uct Total Non- Coking Coking Total Tonnage TEUs Other

9 Traffic Forecast: RITES Sl. No Description Import/ Export Thermal Coal Export Iron Ore Export Coking Coal Import Thermal Coal Import POL (Crude) & Import POL (Products) 6 Other Liquid Import Cargo 7 Fertilizer & Raw Import Materials for Fertilizer 8 Limestone Import Iron, Steel & Import & Export Machinery 10 Container Import & Export 2.4, 0.13 million &.058 million 2.8 (0.2 million) 5.6 (0.4 million) 11 POL & Other Export Liquid Cargo 12 Other General Import & Export Cargo Total say say 96 It will be seen that on a long term basis, the traffic projected by all the above three reputed agencies are almost at par. Incidentally, KoPT has already decided to follow the traffic projection of CES for the purpose of development of a multipurpose riverine jetty upstream of 3rd oil jetty. Accordingly, it will be appropriate to consider the traffic projection and other analysis done by CES for the purpose of setting up of a riverine jetty upstream of Lock Entrance. 9

10 3.9. Need for creation of additional capacity On the basis of the DPR submitted by CES, the following capacity gap is likely to emerge during the year and :- Future Traffic Potential vis-à-vis Berth Capacity and Gap (MT) in respect of Coal, Iron Ore and other Dry Bulk Cargo Commodities Traffic Potential Existing Capacity-Gap Capacity Coal Iron Ore FRM Break Bulk Edible Oil & Other Liquid Containers Total It will be seen from the above table that KoPT will be required to construct additional facilities primarily for handling dry bulk cargo comprising coal and iron ore to bridge the emerging capacity gap In order to bridge the capacity gap likely to emerge in the next 5 years, KoPT has already initiated action for implementing the following capacity augmentation projects which includes construction of the proposed multipurpose riverine jetty upstream of Lock Entrance :- Capacity Augmentation Plans already taken up by KoPT Scheme Equipping of berth no. 2 & 8 (by private sector participation) Construction of a multipurpose riverine jetty upstream of 3rd oil jetty. Capacity creation (in MTPA) Floating Barge Jetty upstream of 3 rd Oil Jetty Riverine Multipurpose Jetties at Salukkhali / Rupnarayanchak mouzas (Haldia Dock-II) 20.0 Total

11 ** With implementation of all the above projects, KoPT is aiming to build up a total capacity of 80 million tonnes at Haldia Dock Complex with new green field dock system at Salukkhali / Rupnarayanchak mouzas (Haldia Dock-II) in next 4/5 years. 11

12 4. Project Descriptions : Expected Mode of Traffic Flow :- In view of the low draft in the navigable channel leading to Haldia Dock Complex, the exporters / importers have shown keen interest in handling cargo at HDC in the following manner :- a) Unloading import cargo like Coking Coal, Non Coking Coal, Lime Stone etc. from the mother vessels at the neighbouring ports of HDC and then bringing the same through dedicated daughter vessels and Barges to HDC. b) Bringing import cargo to HDC by midstream transhipment of cargo at deep draft locations (Saugor, Diamond Harbour, Kulpi) from partially loaded mother vessels to dedicated daughter vessels and barges by the cranes of the mother vessels. c) Bringing import cargo to HDC by midstream transhipment of cargo at Sandheads / Konica Sand etc. from fully laden mother vessels to dedicated daughter vessels and barges using intermediate Transloader / floating cranes. d) The procedure as at (a), (b) and (c) may be followed by the export of bulk cargo like Iron Ore in the reverse manner. The above process will lead to emergence of small daughter vessels and barges carrying substantial volume of dry bulk cargo. The new facility may accordingly, be created for handling small daughter vessels and barges. It has already been indicated in the foregoing that all the new berths will be created on the river because of saturation of realizable capacity inside the impounded dock. Therefore, the new jetty for handling small daughter vessels and barges for loading / unloading of cargo is to be created at a feasible location on the river Hooghly LOCATION OF THE PROPOSED RIVERINE JETTY :- A committee of KoPT officers had identified the location of the existing riverine Tug Parking Jetty as the most suitable location for constructing the proposed riverine multipurpose jetty where both barges and vessels upto DWT can be handled Orientation of riverine Jetty near 2 nd Oil Jetty :- The Central Water & Power Research Station (CWPRS), Pune, a national premier Research Institute under Ministry of Water Resources, Govt. of India, has already carried out mathematical Model Study for determination of location, orientation and alignment of the proposed Jetty at the downstream of SecondOil Jetty at Haldia. Presently, the results are being redefined with the recent hydrological input. As observed by CWPRS, the orientation of the jetty may be fixed at 58 degree North the Jetty is required to be aligned with the line of the mooring dolphins of second Oil Jetty, so that most of the time the current will be parallel to jetty head. The location and orientation of the proposed Jetty is given in the enclosed sketch/drawing. As the area of the proposed jetty is close to Balari, the siltation in around the proposed jetty shall have to be monitored on regular basis. In order to combat the siltation, appropriate action (maintenance dredging) may have to be undertaken, as per requirement. The orientation of the jetty during the time of construction may require a little bit of fine-tuning depending upon the prevailing sediment transport and hydrodynamic set up of the area. 12

13 5. Project Design : Design Parameters :- The space available between the 2nd Oil Jetty & Lead-in Jetty will enable creation of the proposed jetty of maximum length of 176 meters considering safe berthing, manoeuvring and casting off the vessels. After detailed examination of various aspects, observations made at article-3 & 4 above, the new riverine jetty has been designed to handle vessels/barges up to DWT/10000 GT where cargo handling operations would be undertaken with the help of Grab unloader with conveyor system. The relevant details are as follows:- Dimension of the proposed Jetty : 176 m x 20 m Approach : 1 no. of 90 mtr length with 10.5 mtr width DWT : MT Expected available draft : 6-7 Metres Founding Level : (-) 31 Meters Design Scour Depth : 15 Meters from existing Bed level Pile dia (circular bore cast- : 1400 mm in situ.) under the jetty head Pile dia (circular bore cast in : 1000 mm situ.) under the approach trestle Deck Level : (+) 8.5 M w.r.t CD Pile cut off level : (+) 6.5 M w.r.t CD Grade of substructure concrete : M 40 Grade of superstructure concrete : M 35 13

14 5.2. Design Standard :- The design standards in this project have generally been on the standard of BIS Code of Practice as well as guidelines provided by KoPT for this particular project. In absence of any specific guidelines on the above, sound engineering practice and / or Consultants experience and / or recommendation to fulfil the project requirement and bridge the gap in guidelines / standard have been followed Environmental Data : Environment department of KoPT has already initiated to obtain the environmental clearance of the project Rainfall Data :- This region is mainly exposed to south-west monsoon from June to September and an average monthly rainfall of over 250 mm is experienced (July and August are the wettest months having monthly rainfall as high as 400 mm). During north-west monsoon from November to February monthly average rainfall of less than 50 mm is experienced. The average annual rainfall is around 1500 mm and the average number of rainy days in a year with rainfall of 25mm or more is about Temperature :- In Haldia, there is a seasonal variation in the temperature. April and May are hotter month whereas December and January is colder months. The highest temperature so far recorded is44.90c during the month of May in 1975 and the lowest temperature is 6.90C recorded during the month of December Design range of effective temperature is (+/-) 250C Visibility :- It is learnt that visibility at Haldia is better compared to Kolkata as the area is free from industrial smoke. At times due to heavy rain poor visibility is reported during the south-west monsoon. On an average fog is reported on 5-7 days in each month from November to February during mornings Wind :- For the purpose of design of the berth, wind loads have been considered with the following wind velocities. Basic wind speed = 50m/sec Wind speed in operating condition = 24m/sec 14

15 6. Environmental Clearance :- Action to obtain Environmental & Coastal Regulator Zone (CRZ) clearance has already been initiated by Environmental Department, KOPT. Consent to operate to H.D.C, KoPT for a period from to has already been granted by West Bengal Pollution Control Board. 15

16 7. SCHEME DETAILS : MINIMUM REQUIREMENT OF FACILITY :- SL Description of Facility Nos. Remarks NO 1. RCC concrete Jetty ( 176Mtr x 20Mtr) with RCC pile 1 foundation along with 8nos.bollards and 8 Nos fenders and ancillary facilities like fresh water supply and fire fighting water supply. 2 RCC approach Trestle ( 90 MtrX 10.5 Mtr) with beam 1 overhang. 3 Rail Track on Jetty 18Mtr wide and 176 Mtr length 1 4 Stacker Track 750Mtr long and 18Mtr wide 1 5 Railway track 825 Mtr with 800Mtr engine escape line along itwh necessary points and crossings. 1 B.G. Track 6 Hardstand with paver block topping of sqm 1 7 Railway Siding of 850Mtr X 20Mtr. 1 8 Siding along Wagon Loader of 850Mtr X 20Mtr. 1 9 Grab Unloader 450 TPH 2 10 Stacker cum reclaimer ( 1500 TPH) 1 11 Wagon Loader ( 1500 TPH) 1 12 Conveyor 1450 mtr 1 13 High Mast Tower of 15 Mts Ht 4 High Mast Tower of 30 Mts Ht MINIMUM REQUIRED SPECIFICATION & INDICATION OF COST :- A. CARGO :- Sl. No. Description of Parameter Quantum Cargo : (a) Origin Transloading and incremental cargo (b) Nature (c) Quantum B. Mode of Transfer of cargo :- Foreign million ton per annum (Capacity Calculation enclosed) Sl. No. Description of Parameter Quantum (a) From Ship to Jetty Grab unloader with conveyor system (b) Jetty to Shore Conveyor system (c) Aggregation of cargo at Back up By 1 no of stacker cum Reclaimer area (d) Transfer of cargo from back up area to wagon Mechanized wagon loader of 1500 TPH capacity. 16

17 C. SIZE OF JETTY & OTHER PARAMETERS :- Sl. No. Description of Parameter Quantum 1 Size of the Jetty 176 m X 20 m 2 No. of approach 1 no of 90 m length with 10.5 m width 3 Approach support 2 rows of pile support system 4 Back up storage area 357 m X100 m 5. Space of wagon loader 850m X 25 m 6. Space for Rly alignment 850m X 25 m 7. Total area on land Sq m 8. Total area on river Sq M D. TYPE OF VESSLES TO BE HANDLED :- Sl. No. Description of Parameter Quantum 1. Vessel to be handled Mini bulk carrier of GRT I,e DWT in 90 % cases. While 2 nos of barges berthed side by side each with GT in 10 % cases. Percel Load envisaged to be handled as MT in each case. E. `TYPE OF BERTHING :- Sl. No. Description of Parameter Quantum 1. Berthing Based on bollards on Jetty only & No shore dead man will be used. F. ORIENTATION OF JETTY :- Sl. No. Description of Parameter Quantum 1. Orientation of jetty Prima-facie 58 Deg wrt North as per earlier recommendation of CWPRS & CHE. G. BERTHING LINE OF JETTY :- Sl. No. Description of Parameter Quantum 1. Berthing line of jetty About 110 m from shore line incl. walkway & Berth H. LOCATION OF JETTY :- Sl. No. Description of Parameter Quantum 1. Location of Jetty centre of the jetty would be at a distance of 365 mtrs. From the extreme point of the Lead in jetty and 200 mtrs. from the last dolphin of 2 nd. Oil jetty. 17

18 I. DESIGN CONSIDERATION :- Sl. No. Description of Parameter Quantum ( a ) Approx. Max. length of the vessels 130 Metres ( b ) Expected available draught 6-7 Metres ( c ) Founding Level ( - ) 31 Metres ( d ) Design Scour Depth 15 m from existing bed level as per earlier recommendation of CHE ( e ) Pile dia. ( Circular bore cast in situ) 1400 mm at Service platform while 1000 mm Dia in approach trestle. ( f ) Deck Level Wrt Chart datum mtr. Wrt CD (h ) Pile Cut off level Wrt Chart mtr wrt CD datum ( i ) Grade of Substructure concrete M 40 (j ) Grade of Superstructure concrete M 35 (k) Evacuation time ( Ship to shore) 22 hours J. CAPACITY OF GRAB UNLOADER & OTHER RELATED PARAMETERS :- Sl. No. Description of Parameter Quantum a. Grab Unloader :- 2nos- 450 TPH and total capacity would be 900 TPH. b. Envisaged 22 hours of unloading operation, including Sweeping operation c. Grab capacity 15 Cbm i.e 15 x 0.90( sp. Wt) = 13.5 ton per cycle I,e 22 hour operation considering average MT of cargo d. Cycle time of grab 70 secs e. The width of Rail track over jetty 18 mtr. ( jetty width 20 mtr.) for movement of grab unloader f. Length of Rail track at jetty head 160 mtr. In this case ship cabins at end of the ship should be always towards walkway end of the jetty. Decision is required as to the orientation of ship hull after berthing based on which location of walk way will be fixed. K. CONVEYOR :- Sl. No. Description of Parameter Quantum a. Conveyor ( nylon belt) 450x2 = 900 TPH b. Speed 2.6 mtr. / Sec. ; Width : mm ; c. Stacker cum reclaimer Capacity 1500 TPH d. Wagon Loader 1500 TPH 18

19 L. ESTIMATE :- Sl. No. Description of Parameter Quantum a Grab unloaded 46 crores each, i,e 92 crores for two unloaders b Conveyor crores for 1450 mtr (600 m +850 M ) c Conveyor length jetty to back up : 600 mtr.& entire wagon loader track length for CAL I,e 850 M ) d Stacker cum reclaimer ( 1500 TPH) 15 crores. e. Wagon Loader ( 1500 TPH) crores f Electrical 10.5 Crores. g Power Consumption 3000 KWper Hour i,e / unit I,e 27000/- per Hour. M. CAPITAL EXPENDITURE :- Sl. No. Description of Parameter Amount (In Crore Rs.) A. Capital cost for vessel activity Crores (Jetty proper incl. Misc cost ) B. (i) Civil cost for App. trestle & all Crores infrastructural facilities & utilities and cost incl. Misc cost B(ii) Cost of Mechanical Handling Crores. System incl.electrical cost with Misc Cost B. Total capital cost for cargo Crores Handling activity [B(i) +B(ii) ] C. Total capital Cost Of project [A + B ] incl. Misc Cost Crores Scheme of Project: (Mechanical & Electrical) There will be 02 nos. rail mounted Grab Unloader cranes on the jetty. There would be horizontal conveyor all along the jetty for receiving cargo from the vibrating feeder of the grab unloaders. From the jetty conveyor cargo would be transferred to overhead conveyor through an inclined conveyor. Overhead conveyor will cross the main road. Cargo from the overhead conveyor will be transferred to the yard conveyor through inclined conveyor 2. There would be a rail mounted stacker-cum-reclaimer on the yard conveyor for stacking & reclaiming functions whenever necessary. There would be one wagon loader which will receive cargo from stacker reclaimer for loading of wagons. 19

20 LIST OF EQUIPMENT : i) Grab Unloader : 02 nos. ii) Stacker-cum-Reclaimer : 01 no. iii) Wagon loader : 01 no. iv) Jetty Conveyor : 01 no. v) Inclined Conveyor : 01 no. vi) Overhead Conveyor-I : 01 no. vii) Inclined Conveyor-II : 01 no. viii) Yard Conveyor : 01 no. ix) Conveyor between yard conveyor and wagon loader conveyor x) Wagon loader conveyor : 01 no. GRAB UNLOADER : 02 nos. 1. Capacity : 675TPH 2. Span : M 3. Grab bucket : 4 Nos. 2 Nos. 15 Cubic Meter each 2 Nos. 12 Cubic Meter each 4. Power supply : 3.3 KV 5. Operation : From Cabin 6. Type of cabin : Travelling 7. Max. outreach : M 8. Mechanisms: a) Long travel. b) Travel for main trolley & shuttle trolley. c) Grab hoisting d) Grab opening & closing e) Grab rotation f) Vibrofeeder g) On-Board conveyor h) Boom hoisting & lowering i) Rail clamping j) Lubrication STACKER CUM RECLAIMER :- 1. Capacity : 1500 TPH 2. Span : M 3. Power supply : 3.3 KV 4. Mechanisms: k) Long travel. l) Tripper car attachment and removal. m) Slew movement of superstructure. n) Bucket wheel rotation o) Forward & reverse motion of boom conveyor. p) Boom hoisting & lowering q) Rail clamping r) Lubrication 20

21 JETTY CONVEYOR : 01 no. a) Centre to centre distance between Head and tail pulley : 160 Miters. b) Width of the belt : 1400 mm c) Rated capacity : 1500 TPH d) Belt speed : 2.7 m/sec. e) Inclination of the conveyor : Horizontal f) Motor H.P. : 150 g) Motor R.P.M. : 1400 h) Power supply : 3.3 KV,3 PH, 50 HZ. INCLINED CONVEYOR : 01 no. a) Centre to centre distance between Head and tail pulley : 100 Miters. b) Width of the belt : 1400 mm c) Rated capacity : 1500 TPH d) Belt speed : 2.7 m/sec. e) Motor H.P. : 150 f) Motor R.P.M. : 1400 g) Power supply : 3.3 KV,3 PH, 50 HZ. OVERHEAD CONVEYOR-I: 01 NO. a) Centre to centre distance between Head and tail pulley : 50 Miters. b) Width of the belt : 1400 mm c) Rated capacity : 1500 TPH d) Belt speed : 2.7 m/sec. e) Inclination of the conveyor : Horizontal f) Motor H.P. : 150 g) Motor R.P.M. : 1400 h) Power supply : 3.3 KV,3 PH, 50 HZ. INCLINED CONVEYOR-II: 01 NO. a) Centre to centre distance between Head and tail pulley : 100 Miters. b) Width of the belt : 1400 mm c) Rated capacity : 1500 TPH d) Belt speed : 2.7 m/sec. j) Motor H.P. : 150 k) Motor R.P.M. : 1400 l) Power supply : 3.3 KV,3 PH, 50 HZ. YARD CONVEYOR: 01 NO. a) Centre to centre distance between Head and tail pulley : 850 Miters. b) Width of the belt : 1400 mm c) Rated capacity : 1500 TPH d) Belt speed : 2.7 m/sec. e) Inclination of the conveyor : Horizontal j) Motor H.P. : 400 k) Motor R.P.M. : 1400 l) Power supply : 3.3 KV,3 PH, 50 HZ. 21

22 CONVEYOR BETWEEN YARD CONVEYOR AND WAGON LOADER CONVEYOR :- a) Centre to centre distance between Head and tail pulley : 50Miters. b) Width of the belt : 1400 mm c) Rated capacity : 1500 TPH d) Belt speed : 2.7 m/sec. e) Inclination of the conveyor : Horizontal j) Motor H.P. : 150 k) Motor R.P.M. : 1400 l) Power supply : 3.3 KV,3 PH, 50 HZ. WAGON LOADER CONVEYOR : 01 NO. a) Centre to centre distance between Head and tail pulley : 850 Miters. b) Width of the belt : 1400 mm c) Rated capacity : 1500 TPH d) Belt speed : 2.7 m/sec. e) Inclination of the conveyor : Horizontal j) Motor H.P. : 400 k) Motor R.P.M. : 1400 l) Power supply : 3.3 KV,3 PH, 50 HZ. Power requirement of outer terminal- II Power supply arrangement has to be provided at the jetty for operational activities. Also arrangement has to made for proper illumination at the jetty and at the back up area of Outer Terminal- II for round the clock operation at the jetty. Accordingly the entire job is divided in two parts: (i) Power supply arrangement which includes distribution of 3.3 KV HT and 1.1 KV LT power and (ii) Illumination of the jetty and back up area. Existing spare HT Breakers of Wagon tippler substation may be used of supply of power to OT-II. Power requirement for running equipment and for illumination: a) Requirement of power for 04 nos. 15 Mts High Mast Tower and 9 nos. 30 Mts High Mast Tower = 4 X 5 KW +9 x15 KW = 155 KW. b) Power requirement of 01 no. Stacker cum- reclaimer of 1500 TPH = 500 KVA. c) Power requirement for 02 KM Conveyor = 2 x 250 KW = 500 KW. d) Power requirement for 02 nos. unloader crane = 2 X 750 KVA = 1500 KVA. e) Therefore, total power requirement = 1500 KW KW KW +155 KW = 2655 KW. f) Therefore, 3 MVA capacity transformer to be installed in the substation. Brief scope of work regarding power supply arrangement: a) Supply, delivery, installation, testing & commissioning of 03 (three) nos. 3.3 KV vacuum circuit breaker panel. b) Supply, delivery, installation, testing & commissioning of 01 (one) no. 1 MVA, 3.3 KV/415 Volts Transformer. c) Supply, delivery, installation, testing & commissioning of LT Power distribution board panel. d) Supply, delivery, installation, testing & commissioning of 3 Core, 3.3 KV, 400 Sq. mm. XLPE insulated aluminium conductor armoured cable. e) Supply, delivery, installation, testing & commissioning of 3.5 core, 1.1 KV, 400 Sq. mm. XLPE insulated aluminium conductor armoured cable. f) Supply, delivery, installation, testing & commissioning of 110 Volt DC Battery bank consisting of 55 nos. 2 Volts 60 AH cells (at 10 hours rate of discharge). g) Necessary control cabling and earthing. 22

23 Brief scope of work regarding Illumination: a) Design, Supply, delivery at site, installation, testing & commissioning of 09 (nine) nos. hot dip galvanized 30 mts. High Mast with all necessary accessories. b) Design, Supply, delivery at site, installation, testing & commissioning of 04 (four) nos. hot dip galvanized 15/16 mts. High Mast with all necessary accessories. c) Supply, delivery, installation, testing & commissioning of 3.5 core, 1.1 KV, 400 Sq. mm. XLPE insulated aluminium conductor armoured cable. d) Supply, delivery, installation, testing & commissioning of 3.5 core, 1.1 KV, 35 Sq. mm. XLPE insulated aluminium conductor armoured cable. e) Supply, delivery, installation, testing & commissioning of feeder pillar boxes. 8. Estimation of Optimal cargo handling capacity : For the purpose of computing optimal cargo handling capacity, the guidelines for upfront tariff setting for PPP projects at major ports notified by TAMP on February 26, 2008 was utilized. The said guidelines provide the norm for determination of optimal cargo handling capacity for multipurpose berths where different types of cargo will be handled using quay cranes and mobile equipment like pay loaders, dumpers (tipper trucks) etc. As per the norms fixed by TAMP for cargo handling productivity at berths, the shipday output of tonnes per day has been considered for coal, minerals (ore etc.), lime stone etc. For achieving this productivity, the equipment support indicated under jk may be refried to Achievement of Productivity :- The above equipment support has been considered to achieve the optimum productivity of 15,000 tonnes per day Coal :- Working hour in a day -17 hours Number of Grab Unloader = 2 Avg. Number of cycles per hour Over the entire vessel operation* - 37 Specific Density of Coal Grab capacity 15 cbm and for each grab unloader (maximum) Percentage of grabbing per cycle - 19% Quantity unloaded per cycle 15 cbm x 0.9 x 0.9 =12.15 per grab tonnes Total output by 2 grab per day : 2x37x17x12.15 = = 15,000 MT (approx) * Assumed for the purpose of calculation of productivity Matching productivity on shore :- Conveyor belt of with mm with 2.6 m per sec. belt speed is capable of transference of coal for 900 TPH. 23

24 8.3 It is clear from the above computation that with the proposed equipment support, it will be possible to achieve desired ship day output of in respect of Coal and Iron Ore. This ship day output is almost at par with TAMP s guidelines of ship day output of tonnes in respect of commodities handled at multipurpose berths. 8.4 HDC, KoPT being a tidal port cannot ensure sailing out of a vessel immediately on their completion of work. The vessels have to wait generally after completion of work and ready otherwise to sail out because of non availability of tide. In view of this, the effective cargo handling productivity suffers because a reasonable portion of ship time at berth is wasted for waiting for tide. This reduces the capacity of the berths in handling cargo. With this consideration, when a vessel at KoPT is berthed during high tide, the same vessel can sail out in the next tide after completion of work provided the total work is completed and the vessel is ready to sail out within 10 hours from the time of berthing. The subsequent sailing out times is multiples of 10 hours from the time of berthing. This factor has been considered for determination of capacity. At HDC, because of very low parcel load carried by different vessels, the average ship day output of dry bulk cargo are the same. Accordingly, for calculation of optimal berth capacity, the output of iron ore, Coking Coal as considered by TAMP in the tariff guidelines for Handimax vessels have been considered. With the above in view, commodity ship day output vis-a vis total time at the berth has been presented below. Cargo Shipda y Output Pre commencem ent waiting time for draft survey etc. Actual loading / unloading time of vessel (10000 tonnes average parcel load) Post completio n waiting time for draft survey, boarding of pilots etc. Total time * Waiting time for want of tide Total time at berth Coal MT tonnes 1 hours 17 hours 1 hours 19 hours 1 hours 20 hours * The ships have to wait for want of tide upto nearest multiple of 10 from their time of berthing. ** It may be considered that by appropriate planning, the iron ore vessel may sail out within 20 hours without waiting to wait for 8 hours. In view of the above, the effective shipday output of different cargo considering their total time at berth comes as follows:- Cargo Parcel Load (in tonnes) Total time at berth (in hours) Effective output (column 2 / column 3 x 24) [in tonnes per ship berth day] Coking Coal

25 9. Requirement of Storage Area : Coal :- Assuming 5 tonnes per sq. mtr. holding capacity, requirement clear for storage of cargo area will be about sq. mtrs. Different varieties of coal are going to be handled by many importers. Keeping this in view as well as possibilities of handling more cargo in a particular month, slow evacuation, and circulatory roads etc., about sq. mtrs. of cushion on monthly requirement of storage area may be added to make total availability of sq. mtrs. of land for storage of coal Total storage area : sq. mtrs. 9.3 Capacity Calculation :- Quay Capacity :- GRT of vessel tonnes whereas DWT of vessel MT, Av. Parcel size MT Handling capacity TPD [Grab 450 TPH x 2 = 900 TPH x 17 hrs. = TPD] Time required for handling cargo 0.75 Day Time required for handling ship 0.25 Days Total time required 1.0 Days No. of ships that can be handled in 255 days 255/1.0 = 255 days i.e. 70% berth occupancy per year (365 days x 0.7 = 255 days) Annual Quay Capacity of a berth 255x15000 = MMTPA Yard Capacity :- TAMP formula = 0.7 * A*Q*T Actual area available for stacking (A) = M2 (850x42) Quantity that can be stacked per sqm (T) = 5 Tonnes Dwell Time * = 11 days Plot Turn Over ratio (Q) = 33 per year Yard capacity (35700*33*5*0.7) = tonnes / annum i.e MMTPA # As per TAMP guideline; the norm is 3t/sqm. However, it has been assumed that with the proposed stacker and declaimer, it will be possible to stack 5t/sqm. *Dwell time = (0.7x35700x5)/11400 is the evacuation rate per day = 11 days (Rake capacity considered as 3800 MT per rake with evacuation of 3 rakes per day) The terminal capacity (which is lower of the quay and yard capacity) works to be MMTPA 25

26 9.4 The facility should primarily comprise the following: a) Paved storage area for stacking of coal, iron ore and other dry bulk cargo are of different grades. There should be proper yard planning so that the overall storage area can be optimally utilized with access from the internal roads. The storage areas to be allotted to different importers / exporters should have space for proper maneuvering of shore equipment to achieve the desired productivity level. b) Circulation roads The circulation roads should be planned to ensure smooth flow of traffic. These roads should be able to provide adequate access to all the plots of the storage area. c) Railway Siding Almost 100% cargo is expected to be rail borne cargo. Keeping optimum traffic of million tonnes per annum, the railway siding should be planned to handle minimum of 3 rakes per day. The rakes are proposed to be loaded with the help of Wagon Loader Overall area requirement for shore facilities :- Cargo Storage area (including circulating road) sq. mtrs. Paved Railway Yard sq. mtrs. Wagon loader pay Total sq. mtrs. Space for Jetty area at river sqm Reciting and removal of existing facilities :- Dyke receptacle, Log Generating Station & Seafarers Hostel A layout plan showing the project area proposed to be utilized for construction of the facilities within sq. mtrs. (both in land in river) is given at Appendix-III. The project area so earmarked presently houses. Besides, the abandoned building of log generating station, Seafarers Hostel and dyke receptacle area are also located within the proposed project area. These buildings are to be demolished and the dyed are is to be relocated before handing over of the site to the successful operator of the proposed jetty. So far as abandoned Seafarers Building is concerned, the DG Shipping has been provided alternative land outside the dock area for construction of Seafarers Hostel etc. and therefore, there should not be any problem in removing this building. A part of the proposed project site is being utilized for setting up of a Dyke for shore disposal of materials arising out of dredging conducted in the approach jetty and its adjoining areas. The said dyke can be recited in non operational areas in the southern corner of berth no. 2 which is presently being utilized as a storage area of I&CF Division. The entire cost of demolition of the existing structures and reciting of the required facilities etc. to a new location shall be borne by KoPT. The cost estimate in this regard is being separately prepared. b) Reciting of existing Tug Jetty :- The jetty is proposed to be constructed at the existing location of the rive Tug Jetty. This river tug jetty is being planned for relocation at a place between 1st oil jetty and the 2nd oil jetty. This will involve estimated expenditure of Rs 2 crores (approx). This expenditure will be incurred by the port. 26

27 10. Block Cost Estimate :- The cost estimate has been prepared on the basis of present available market rate of different Civil Engineering items, equipments, utilities etc. The design parameters have been firmed up on the basis of mitigation of berthing energy by DWT vessels on 8 fenders of the jetty and also to withstand the major equipment load to be subtended by Grab Unloader system along with conveyor structure. The detailed cost estimate with item wise break up amounting to Rs crores is given herein below. The estimate includes 5% Misc charge against contingencies & supervision charges & IDC ESTIMATED COST OF HANDLING MMT CARGO AT O.T-II (ENTIRE PROJECT INCLUDING EQUIPPING WOULD BE FINANCED BY CONTRACTOR) Sl.No. Particulars Amount (In Crore Rs.) Amount (In Crore Rs.) 1 Capital Cost: A Cargo Handling Activity : (i) Civil Cost : (a) Geotechnical Investigation 0.30 (b) Civil structures other than Jetty 5.04 (b) Backup Area (c) Conc. conveyor trestle for wagon loading (d) Railway siding ( Track only) (e) Fire Fighting System - Only Pipe line & BM 2.00 (f) Ancillary Structure (FWL, Gate Goomty etc) 5.00 (g) Miscellaneous 5% on above (ii) Equipment Cost: (a) Grab Unloader (2 nos) (b) Wagon loader (1no) (c) Conveyor (140 m wide,nylon),1450 m long (d) Stacker cum reclaimer (1500 TPH capacity) (e) Electrification (e) Miscellaneous 5% on above Total Capital Cost of Cargo Handling Activity (i) + (ii) B Vessel Activity: (a) Capital Cost for construction of Jetty (Jetty Platform/ Berthing Structure & App Trstle) (b) Miscellaneous 5% on above Total Capital cost of Vessel Activity (Construction of Jetty): Total Capital Cost of the Project (A+B):

28 IRR OF OT-2 CAPEX OPEX CASH REVENUE CASH NET YEAR EQUIT DEBT REPAYMENT MAIN OPN OUTFLOW CARGO RATE INFLOW INFLOW IRR 14.90% 28

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