TERMINAL CAPACITY ENHANCEMENT AT BERTH 5A-6A OF...

TERMINAL CAPACITY ENHANCEMENT AT BERTH 5A-6A

OF MORMUGAO PORT FOR HANDLING COAL AND COAL

PRPODUCTS, IRON ORE AND LIMESTONE INCLUDING

UNITISED AND STEEL PRODUCTS

Feasibility Report

SOUTH WEST PORT LTD.

Grafix Engineering Consultants Pvt. Ltd New Delhi

September, 2014

Feasibility Report

TERMINAL CAPACITY ENHANCEMENT AT BERTH 5A-6A

OF MORMUGAO PORT FOR HANDLING COAL AND COAL

PRPODUCTS, IRON ORE AND LIMESTONE INCLUDING

UNITISED AND STEEL PRODUCTS

Client: JSW- South West Port Ltd.

Consultants: Grafix Engineering Consultants Pvt. Ltd, New Delhi

September, 2014

TERMINAL CAPACITY ENHANCEMENT - BERTH 5A-6A AT MORMUGAO PORT, FOR HANDLING OF IRON ORE AND LIMESTONE INCLUDING MULTIPLE CARGO AND CAPE SIZE VESSELS

F e a s i b i l i t y R e p o r t P a g e | 1

Project : TERMINAL CAPACITY ENHANCEMENT OF BERTH 5A-6A AT MORMUGAO PORT

Employer:JSW - South West Port Ltd. Engineer:Grafix Engineering Consultants Pvt. Ltd.

Table of Contents

Annexures

1. Reference Documents

2. List of Drawings / Figures

TERMINAL CAPACITY ENHANCEMENT BERTH 5A-6A AT MORMUGAO PORT, FOR HANDLING IRON ORE AND LIMESTONE INCLUDING MULTIPLE CARGO AND CAPE SIZE VESSELS




List of Drawings / Figures Prepared for This Study

Sl. No.

Drawing No. Title

1. A111 SKM-01 Layout Plan Showing Existing Facility

2. A111 SKM-02 Layout Plan of Existing & Additional Facility

3. A111 SKM03 Flow Diagram

4. A111 Fig.01 GA of Ship Unloader

5. A111 Fig.02 Ship Sizes v/s Throughput

6. A111 Fig.03 Plan of Existing Stockyard

7. A111 Fig.04 Plan Showing Extended Stockyard

8. A111 Fig.05 Rake Handling Time v/s Number of Rakes/Day

9. A111 Fig.06 Arrangement Showing Modification in Wagon Loading Station (Alternative)

10. A111 Fig.07 Arrangement of Proposed Modification in Wagon Loading Station

11. A111 SKE-01 Power Supply Distribution Scheme for Existing System and Expansion

12. A111 SKC-01 Typical Strengthening of Gallery





1 Background

South West Port Ltd. (SWPL) is presently handling Coal and Steel Products at Berth

5A-6A using Mobile Harbour Cranes. Coal ships calling at the Berth are generally

uptoPanamax (80,000 – 90,000 DWT) in size and throughput close to 7.5 MTPA

(Coal) is being achieved presently.

It is now proposed to enhance bulk cargo handling of the facility (existing and

under implementation) by modernising and utilising larger ships upto cape size

(180,000 DWT) and checking feasibility of handling Iron Ore.

SWPL has lately extended existing reclaim conveyor J7C1 which is connected to a

Pipe Conveyor. An In-motion wagon loading arrangement comprising a silo of 4000

tonnes capacity (Coal) with staticloading system has been installed to dispatch coal

by wagons. The pipe conveyor connected to silo is under trial runs and is yet to be

put to operation achieving therequired capacity.

It is the objective to analyze the system for enhancing the terminal capacity mainly

for handling of Iron Ore and Coal with least changes in the existing equipment and

implementation time with least plant shut down time.





2 Site Conditions and Existing Facilities

2.1 Site Conditions

2.1.1 Environmental Data

A. Wind

The normal wind force varies from 4 to 7 on the Beaufort Scale. The direction is

mainly from South-West, West and North-West during the monsoon season.

During the rest of the year winds of smaller force flow from North, North-East,

East and South-East generally in the morning and from South-West, West and

North-West during the evening. The highest average winds speed is in the

range of 30 km/hour – recorded in July 1965. The highest speed is 80 km/hour

– recorded in December 1966. Winds of force more that 10 on the Beaufort

Scale is not expected.

The design wind pressure on the structure will be based on the basic wind speed

of 39 m/sec. as per IS:875, Part-III, 1987. However, for determining the

mooring forces on the vessel, operational wind velocity of 15 m/sec. has been

considered on the exposed area of the vessel.

B. Wave

The proposed location is well protected by breakwater and Mormugao

headland from the wave action. Model test indicates that at the site of work,

waves are almost under 0.3 m and very rarely around 0.4 m. The design wave

height is taken as 0.8 m with a period of 8 sec.

C. Currents

The currents in the area are generally less than 1.0 knot and maximum current

velocity of 0.5 m/sec has been considered for the design purpose.

D. Tide

The mean tide variation at Mormugao Harbour is of the order of 1.6 m at

spring tides and around 0.7 m at neap tides. The following tides refer to Chart

Datum which is 4.84 m below the principal bench mark situated between the

two wings of the site administration office building of Mormugao Port. This

bench mark is 3.6 m below IMSL.

1. Mean Higher High Water 2.06 m

2. Mean Lower Low Water 0.37 m

3. Mean Lower High Water 1.78 m

4. Mean Higher Low Water 1.05 m

5. Higher High Water at Spring near Solstices 2.30 m

6. Mean Sea Level 1.30 m

7. Lower Low Water at Spring near Solstices 0.00 m





E. Temperature

The location of Mormugao is such that there is little variation in the atmospheric

temperature and it has constantly high humidity. The maximum temperatures

vary from about 28oC in January to 32oC in May and the minimum temperature

varies from about 21oC in January to 28oC in May. The mean percentage of

relative humidity is about 83% for the year. It is about 92% during August and

September and 75% during December.

The temperature variation of +/-15oC between Super-structure and Sub-

structure with reference to the temperature at the time of construction will be

considered.

A linear difference between top and bottom of deck of 10oC has been

considered.

2.1.2 Geo-Technical Information

A series of bore holes have been made along the berth alignment by SWPL.

Nearly all the bore holes along this line exhibit very soft to soft marine clay,

thickness varying from 3 to 13 m with „N‟ value in the range of 0 to 4 followed by

stiff to very stiff clay with „N‟ value varying between 6-28 and undrained Cohesion

Cw=1 to 2 kg/sq.cm. Medium dense to dense layer starts thereafter with „N‟ value

between 13 – 50 and dia = 35 deg. Very dense layer underlays this layer with „N‟

value more than 50 and highly weathered to moderately weathered rock lies

thereafter.

The soil properties adopted for the design are as follows:

Level w.r.t Chart Data

Soil Type (KN/cu.m øo Cw (KN/sq.m)

‘N’ Value

(-)8 – 12 m Soft marine clay 18 - 5 0-4

(-)12 – 17 m Stiff to very stiff clay 19.2 - 100 6-28

(-)17 – 22 m Med. to Dense Sand 18 35 - 13-50

(-)22 – 29 m Dense to very dense sand 20 40 - 30-70

(-) >29 m Weathered to moderate weathered rock basalt

- - - -

2.1.3 Seismic Load Earthquake Resistant Design

Mormugao is located in the seismic zone – III as per clause 222 of IRC 6 – 1966.

Seismic analysis shall be carried out accordingly. The design of the structures shall

be in accordance with the requirements of the Indian Standard IS:1893 – 1984.

2.1.4 Wharf Characteristics

The elevation of the existing deck was established considering the combination of

the design water level and wave action. For open wharf construction, the deck

elevation was selected so as to ensure that the crest of the maximum wave will





always be lower than the (longitudinal) beam soffit to prevent the slamming effect

of the wave crest.

a) Deck elevation : +4.8 m referred to CD

b) Length of Berth : 450 m

c) Width of Wharf : 26 m with the following details:

- Distance from the front coping beam of wharf to water side rail : 4.0 m

- Rail track gauge for proposed Ship Unloader : 18.0 m (rails to suit Ship Unloader travel are to be installed)

d) Fender - 4.0 m

(Distance between water

side rail and fender face)

e) Allowable wheel load - 34 tonne @ 1.2m spacings or 38 tonne @ 1.5m

spacing.

and Spacing based on Relevant Civil drawings are included as Annexures.

Reinforcementdetails

2.2 Existing Facilities

The Terminal is originally designed for Coal Import by Ship and despatch by Rail.

The salient features of the existing facility are

A. Berth … Existing berth is about 450 m long

and 26 m wide and is designed for

cape size vessels.

B. Conveyor System (J1C1, J2C1, J3C1, J4C1 & J5C1):

From Berth to Stackyard

o Capacity (TPH) … 3000 (Rated); 3300 (Design)

o Belt Width / Trough Angle … 1600 mm / 35 deg.

o Belt Speed … 4.6 m/sec. (recently enhanced from 3.4 m/sec.)

From Stockyard to Despatch (J6C1, J7C1, Pipe Conveyor)

o Capacity (TPH) … 1800 (Rated); 2200 (Design)

o Belt Width / Trough Angle … 1400 mm / 35 deg.

o Belt Speed … 4.2 m/sec.

o Pipe Conveyor … 1800 TPH (Rated) & 2200 TPH (Design); 550 mm nominal dia; 4.5 m/sec speed.





Troughed Belt Conveyors are placed on open galleries with hood (except in berth, yard and wagon loader conveyors. Pipe Conveyor is also generally placed in open gallery with a canopy on top of the pipe conveyor.

C. Stockyard Capacity:

Coal … ~180,000tonnes (in 3 stockpiles) ~280 m long

D. Stacker / Reclaimers (2 Nos.):

Salient features, as per technical data made available, are

Stacking Capacity … 2400 TPH (Nominal); 2880 TPH(Max.)

Reclaiming Capacity … 1500 TPH (Nominal); 1800TPH (Max.)

Boom length … 33 m

Boom luffing … (+)12deg, (-)10 deg.

Rail and its gauge … CR-80, 7.0 m centres.

Technical Data Sheets and GA of Stacker/Reclaimer are included hereinasAnnexure I.

E. Wagon Loading:

Wagon Loading Arrangement (Travelling type)

o Wagon Loading Rate … 1800 TPH (as understood)

o Rake Length can be loaded at a time … Half Rake

o Can load wagons placed on tracks of both sides of conveyor

In-motion Wagon Loading

o Silo Capacity with Coal … 4,000 Tonnes

o Wagon Loading Rate … 3,600 TPH (3,500 tonnes rake in about 1 hour)

o Single track loading arrangement

F. Power Supply

For the existing berth facilities, SWPL is taking power supply from Goa

Electricity Department at 33 kV in Substation SS-1. The power supply is stepped

down in SS-1 to 6.6 kV through 1 No., 5 MVA, 33/6.6 kV transformer and

distributed to 6.6 kV Substation SS-2, 6.6 kV Conveyor Drive Motors, and

mobile machines from 6.6 kV Switchgear located in Substation SS-1 and

Substation SS-2.





For LT equipment and LT Conveyor Drive Motors, power supply is distributed by

6.6 kV/433 V Transformer and LT Switchgear installed in SS-1 and SS-2.

In Substation SS-1, 2 Nos. 6.6 kV, 1500 kVA DG sets have been provided as

back-up for 6.6 kV supply. LT DG set of 125 kVA has been provided for back-

up power supply for lighting and emergency load.

The existing power distribution scheme in the Terminal is shown in drawing SKE-

01.

Layout of the Existing Facility is shown in Drg No: A-111 SKM-01.





3 Facility Assessment

3.1 General

The objective of this Report is to assess the capacity of the terminal with reference

to deepening of the port for bringing capsize ships under the following scenario:

a) Handling 100% Iron Ore

b) Handling 100% Coal

c) Partly Coal and Iron Ore

Key parameters, assumptions, used for the facility assessment are mentioned below.

3.2 Assumptions

Main assumptions considered for enhancement of the facility are

a) Berth 6A (extended to ~330 m length by using part of Berth 5A) will be

exclusively used for handling bulk cargo.

b) Steel products and Limestone will be handled elsewhere at the port, as Berth 5A

will have a reduced length.

The space presently utilized for storage of Steel products and limestone will be

free for storage of imported bulk cargo, if required

c) Despatch by rail will continue utilising newly installed In-motion Wagon Loading

System.

d) Despatch by rail using existing Wagon Loader(travelling type) will be

discontinued.

e) Ships will generally bring only one type or grade of cargo

f) Switching over from Iron Ore to coal or vice-versa will not be frequent.

g) All the free space will be available for storage of imported bulk cargo.

3.3 Material Characteristics

Characteristics of the material planned for handling the facility are given below:

Material Characteristics Range

Iron Ore a) Bulk Density 2.1 to 2.8 T/cu.m.

Average : 2.4 T/cu.m. (taken for planning the facility)

b) Lump Size Upto 10 mm 88% (about)

10 to 40 mm 12% (about)

Fines <0 mm 15% (max)

c) Angle of Repose 35 deg (varies with moisture content)


F e a s i b i l i t y R e p o r t P a g e | 1 0



d) Moisture Content 8% (max)

Coking Coal a) Bulk Density 0.8 to 0.9 T/cu.m.

b) Lump Size 0 to 50 mm (occasionally upto 150 mm)

Fines <0 mm 15% (max)

c) Angle of Repose 35 deg

d) Moisture Content 8 to 10%

3.4 Parameters

Key parameters used for analysis of the system based on present data on

operations are described below:

a) Ship Size 180,000 DWT (max)

125,000 DWT (Avg. – assumed)

b) Ship arrival Random/ Monitored

c) Night navigation No restriction

d) Time for berthing / deberthing, draft survey, pre-/post-operation formalities

~6 hrs./ship

e) Operating time / annum:

i) Net available operating days for ship unloading

340 days/annum

(understand SWPL are able to operate more than usual number of days per annum)

ii) Net available days for wagon loading

350 days

f) Operation:

i) Ship Unloading 24 hrs/day (round the clock in 3 shifts)

ii) Wagon Loading 24 hrs/day (round the clock in 3 shifts)

g) Rake Capacity 3500 tonnes

h) Berth occupancy ( single berth) 60% to 65%

i) A fully loaded Ship of 180000 DWT will be brought to the berth after completion of port dredging.

3.5 Unloading Equipment at Berth and Productivity

3.5.1 Equipment Type and Rating

Presently Coal is unloaded from the vessels by using two / three Mobile Harbour

Cranes. Berth has provision for installing CR-80 rails at 18 m centres. The berth





conveyor, which receives the unloaded Coal, is located outside the rails on land

side.

Ships presently calling at the terminal are generally upto about 90,000 DWT. In

iron ore and coal trade, higher size vessels are being used world over and with the

facility being enhanced to handle upto 180,000DWT, it is anticipated that, on an

average, higher vessels (say 120,000 to 130,000 DWT) will call at the terminal.

It is proposed to install two new Grab-type Shiploaders on the berth,eachhaving

the following capacity:

Iron Ore = 2500 TPH

Coking Coal = 2000 TPH

For the Ship size under consideration, 2 Unloaders of atleast 2500 TPH is the

minimum unloading rate for the Iron ore shippment trade. For unloading of coking

Coal maximum unloading rate per unloader is limited to 2000 TPH because of

disadvantage of large grab size required to handle Coal, relatively lighter cargo.

Initially the Unloaders may operate at 1500 TPH for Iron Ore/Coal till the

downstream system is upgraded.

Typical arrangement of Grab Unloader, which will work in conjunction with the

berth conveyor, is shown in drawing No. A-111 Fig-01.Due to load limitations on

the existing berth, two options of unloader wheel configuration with maximum

permissible loads are specified in the drawing.

With the proposed enhancement of the Terminal, assessment of the terminal

capacity of the existing berth is analysed to establish the requirement of

downstream facilities such as stockyard, receiving/stacking conveyors etc.

Since SWPL is an operating Terminal, it is anticipated that unloading efficiency of

about 60 % of the rated capacity could be achieved with their skilled operators.

Moreover, JSW with their involvement in large network of ship chartering services,

as understood, will be able to monitor ship arrival at SWPL so that there will not be

undue waiting at the port even at 65% berth occupancy.

Presently Coal is being unloaded using Mobile Harbour Crane achieving about

40,000 Tonnes/day over a ship. With installation of new unloaders, it is expected

to achieve about 40,000 and 50,000 Tonnes/day of Coal over a ship when

operating with two Unloaders, each operating at 1500 TPH (initially)& 2000 TPH

(finally) respectively. Hence the following parameters are adopted to assess annual

throughput that could be achieved at the berth, as computed below:

Iron Ore = Unloading efficiency as 60%.

Coking Coal = 50,000 Tonnes/day (@ 2000 TPH); 40,000 Tonnes/day

(@1500 TPH)





a) Net available time for both operations 340 days

b) Average Ship Size 125,000 DWT

c) Time required for ship movement 6 hrs. per ship

d) Berth Occupancy (single berth) 60%

e) Available time at 60% berth occupancy

340 x 24 x 0.6 = 4896 hrs.





Cargo

100% Iron Ore

100% Coking Coal

f) Rated capacity of 2 Unloaders 5000 TPH 4000 TPH

g) Unloading efficiency / Tonnes per day over a ship

60% efficiency

~50,000 Tonnes/day

h) Effective unloading rate 3000 TPH ~2080 TPH

i) Unloading time/ship including ship

movement time of 6 hrs.

47.7 hrs 66hrs

j) Total number of ships that can be handled at 60% berth occupancy

~102 74.2 or 74

k) Throughput / annum (MTPA) with 60% berth occupancy

12.75, or 13 Million Tonnes

9.25Million Tonnes

l) Throughput / annum (MTPA) with 65% berth occupancy

~14 Million Tonnes 10 Million Tonnes

Adopting the same basis as discussed in the table above, the following three cases

for annual throughput with 100% Iron Ore, or 100% Coal are achievable

depending on unloader capacity considering 60% berth occupancy:

Unloader Capacity (TPH) Achievable Throughput per annum (in million tonnes)

Iron ore Coal Iron ore Coal

Case I 2x1500 2x1500 8.1 or 8 MTPA 7.5 MTPA

Case II 2x2000 2x2000 ~10.5 MTPA 9.3, or 9 MTPA

Case III 2x2500 2x2000 12.8 or 13 MTPA

9.3, or 9 MTPA

Capacity will increase at 65% berth occupancy

Factors like average ship size, berth occupancy, etc., will influence the achievable

annual throughput. A generalised approach is adopted with varying ship size and

berth occupancy level to compute achievable annual throughput at berth for Coal

and Iron Ore, as depicted in Fig.02. It may be noted that, say with average ship

size 95,000 DWT, the corresponding throughput of Iron Ore and Coal will be

~12.3 MTPA and ~9 MTPA respectively at 60% berth occupancy and same at

65% berth occupancy will be about 13.3MTPA and 9.8 MTPA respectively.

Cargo mix (partly Coal and Iron Ore)

Coal being a lighter cargo, relatively lower throughput will be

achievablecompared to Iron Ore, as is evident from the foregoing. Throughput

planned for one cargo will decide the quantum of throughput that can be handled





for the other cargo in the terminal within a given period. Refer Fig.02A in this

regard.

8

9

10

11

12

13

14

15

16

75000 85000 95000 105000 115000 125000 135000 145000 155000 165000

60% Berth Occupancy (Iron Ore)60% Berth Occupancy (Coal)65% Berth Occupancy (Iron Ore)65% Berth Occupancy (Coal)

SHIP SIZE (AVERAGE DWT)

THR

OU

GH

PU

T (M

TPA

)

- Unloader Capacity :

Iron Ore : 2 x 2500 = 5000 TPHCoal : 2 x 2000 = 4000 TPH

- Unloading Rate (Avg.) Coal - 50000 Tonnes/Day

Iron Ore - 2*2000@ 60% Efficiency

A111

SHIP SIZE Vs THROUGHPUT FIG-02





3.5.2 Berth Area

At the existing berth, following items/modifications are envisaged to facilitate

installation of new Grab Unloaders and berthing of Cape Size Vessels.

A. Marine Works, Mooring, Fenders, etc.

Requirement of berth length, mooring, fenders, etc., are discussed in subsequent

section 4.

B. Rails

CR-80 rails at 18 m centres and length of tracks~272 m will be installed to

allow for Ship Unloader operation.

0

2

4

6

8

10

12

14

0 2 4 6 8 10 12

THR

OU

GH

PU

T IR

ON

OR

E (M

TPA

)

THROUGHPUT COAL (MTPA)

CARGO MIX & THROUGHPUT FIG-02A

A-111





C. Rail End Stoppers

End stoppers at either end of the rail tracks will be installed.

D. Storm Anchors and Jacking Points

Suitable storm anchors and jacking points will be provided at the berth to

anchor the Ship Unloaders to withstand storm wind and for maintenance of

bogies, etc., respectively, in the parking location. Feasibility of using existing

anchor points will be examined during detailed engineering. Refer Fig.01 for

location of pay-out points, anchor points etc.

E. Payout Point and Tap-off Point for Water Hose Reel

To supply power to the Ship Unloaders, payout points in the middle of Unloader

travel will be provided. Also a water supply pipeline with a tap-off point will

be installed at berth for supply of water to the onboard Dust Suppression

System of the Ship Unloaders.

F. Berth Conveyor Extension

The existing berth conveyor J1C1, which will work in conjunction with the

Unloaders, will be extended by about 60 m towards North-West direction.

3.6 Stockyard Capacity

Stockyard is a critical interface between receipt of cargo from ship and dispatch

by wagons which absorbs the mismatch between the inflow and outflow of cargo

during operations and it is desirable the same to be sized adequately for smooth

functioning of the terminal as well as achieving the targeted throughput. Generally,

higher of the following two factors is considered for the stockyard, as per norms

adopted universally in port facility planning, unless there are specific site related

constraints and if large number of grades of Iron ore and Coal are required to be

handled.

Generally about 1/15 of the annual throughput, i.e. average dwell time of

cargo as about 22.6 days on the basis of berth operating days, i.e. 340

days/annum. At times 1/18 of annual throughput is adopted where storage

area is a major constraint and/or cargo evacuation is prompt, regular and

commensurate with inflows.

About 1.5 times the maximum ship size.

The existing stockyard has storage capacity of 180,000 tonnes of Coal, stacked in

three stockpiles having about13 m height. With current operations, the stockyard

capacity is able to support about 7.5 MPTA throughput of Coal presently being

handled at the facility, which implies about 1/41.7 of throughput, i.e. about 8.1

days of dwell time of cargo on the basis of berth operating days, i.e. 340





days/annum.The equivalent Iron Ore stockyard capacity, utilizing the same area as

is being used for coal presently; works out to about 440,000 tonnes with 10 m

stockpile height. Height of stack may be further increased based on soil conditions.

The soil conditions will be determined at the detail engineering stage. Layout of

stockyard with existing dimensions is shown in Fig.03 identifying Coal and Iron Ore

capacity that could be stacked using the existing Stacker/Reclaimers.

While assessing increase in stackyard capacity,it is observed that two side

stockpiles can be widened by utilizing the area covering “Platform for stacking

steel cargo” on northern side andthe area covering “Rail tracks 1&2 and 3

allocated for loading of wagons by the Existing Wagon Loader on South

side.Layout of the stackyard with extended stockpile area is shown in Fig.04. It is to

noted that

Out of 22m space available for extension of stockpile, only 14m width of the

extended stockpile will be built by use of Payloadersbecause of the limitation

of the existing Stacker/Reclaimer boom length, remaining 8 to 10m can be

utilized as storage if Pay loader is used to spread the cargo. (Ref. Fig.04).

Similarly, nearly 100% of the material in extended width of stockpile will need

to be pushed by the Payloaders to bring it within reach of the bucket wheel for

reclaiming operations.

Existing retaining wall, about 500mm high, will be dismantled and new one will

be built along the extended stockpiles.

Existing tracks (on South side) and the Wagon Loader, etc., will be dismantled.

Dwell time of stockyard area available as per Fig.03 and Fig.04 as compared to

throughputs projected in Section 3.5.1 is analysed in the table below:





Case I Case II Case III

Material Coal Iron Ore Coal Iron Ore Coal Iron Ore

Throughput at Berth (MTPA)

7.5 8 9.0 10.5 9.0 13.0

Stockyard Capacity (T)

a) With Existing Stockpile

180000 440000 (equivalent)

180000 440000 180000 440000

b) With Extended Stockpile

300000 725000 300000 725000 300000 725000

Dwell Time (on the basis of 340 days/annum)

a) With Existing Stockpile Area

1/41.7 x throughput or ~8.15

days


days

1/50 x throughput

or ~6.8 days

1/23.8 x throughputor~14.3

days

1/50.0 x throughput

or ~6.8 days

1/29.5 x throughput

or 11.5 days

b) With Extended Stockpile Area

1/25.0 x throughput

or 13.6 days

1/11 x throughput or 31 days

1/30 x throughput

or 11.3 days

1/14.5 x throughput or 23.4

days


days

1/17.9 x throughput or 19days

It can be summarized that :

o Widening of storage space improves the comfort level and makes dispatch

system less dependent of timely arrival of ships.

o The margin of comfort will further improve if direct loading features i.e. transfer

of cargo from berth to Wagon loading station is introduced.

Under the circumstances, it is proposed to enhance the stockyard capacity by

widening the existing end stockpile to handle projected throughput at berth, when

steel product export is shifted to different berth and in-motion wagon loading

operation stabilizes satisfactorily.

3.7 Wagon Loading System

3.7.1 Capacity Analysis

In this section, the capability of wagon loading system has been analysed. The

performance of wagon loading system is mainly dependend on the following:

i. Reclaiming rate at which the material can be reclaimed from the stockyard.

ii. Time required to complete loading of a rake

iii. Time taken for handling system to be ready for loading the next rake





iv. Time taken to remove the loaded rake and bringing-in the new rake for starting

the next loading cycle.

The events i), ii) and iii) are built-in capacity of the Facility where as the event iv) is

influenced entirely by external factors which are variable and may improve over

the time. Hence, for designing the Facility, the events i), ii) & iii) have been analysed

and optimized.

3.7.2 Silo for Iron Ore

Silo for Iron ore is not common in India mostly because of lack of mechanisation at mines for

wagon loading system.

However, Silo has been used also in India for such applications, as given below (from

Grafix data bank):

Surge silo of 2000 tonnes in Visakhapatnam Port at Outer Harbour.

Silo of 4000 tonnes at Mine site, in Kudremukh Iron Ore Project (there may be

more than one silo).

Silo for In-motion Wagon Loading for Tata Iron & Steel at Jodamines, Orissa

(Silo capacity is not known)

All the silos are made of steel and understand In-motion Wagon Loading System

of TISCO, the latest silo as we know, is in operation for more than two years.

3.7.3 Contamination in Silo

It is assumed that switch-over from handling of Iron Ore to Coal, or vice-versa, will not be

frequent.

Contamination can be controlled

- By filling the Silo carefully for the last rake before switching over to the next cargo.

- The unavoidable leftover cargo in the silo can be discharged on truck if it is substantial

or mixed with next cargo for loading the first rake after switch over.

If this method is adopted the contamination will be limited to the cargo in the first rake

after switch over. Since, both Iron Ore and Coal user is common (i.e. JSW), an appropriate

utilization of the contaminated cargo, limited to the first rake after switch over, may be

found at the Steel Plant.

3.7.4 Silo & Loading Arrangement

The existing Silo is designed for Coal which is not suitable for good flow ability required

for Iron ore with high moisture content. It needs modification for providing steeper slope

which is possible to do since conical portion of the existing silo is made of steel.

Simultaneously, the wagon loading unit needs to be replaced to provide flow ability

required for Iron Ore.





Various alternatives have been considered before arriving at the conclusion shown in the

concept drawing Fig.07.The alternative shown in Fig. 06 is found to be unsatisfactory due

to various reasons, namely

1. Slope of the main silo is not steep enough for assured flow of Iron Ore

2. Involvement of too many equipment under the silo

3. Shifting the location of the wagon loading unit due to lack of height underneath the

silo

In case of proposal in Fig. 07, a steel hopper with steeper slope has been inserted

within the concrete silo. The loading unit appropriate for Iron Ore has been directly

placed underneath the modified silo for wagon loading.

However, the methodology of erection of the silo and the arrangement of

supporting the steel silo (plates) need to be studied.

3.7.5 Silo Capacity Requirement

The Silo in the Wagon Loading Station will be started filling prior to

commencement of wagon loading operation and reclaiming system will continue

to operate during wagon loading to ensure supply of balance material to fill

the rake.

The relation of Silo capacity requirement with respect to effective reclaiming

capacity and wagon movement speed is shown in Fig.05. For instance, a silo of

2250 tonnes is adequate if effective reclaiming rate is 1250 TPH (i.e. rated

1800 TPH @ 70% efficiency) for loading a rake of 3500 tonne in one hour, i.e.

when a rake moves at 0.65 km / hour..

Equipment will be sized to receive material from conveyors at the rated load

for continuous wagon loading while the rake is in motion.

The performance of the Terminal is critically dependent on the performance of

the despatch system.

The capacity of single track In-motion Wagon Loading Station depends on

actual train loading time,

minimum gap required between two consecutive loading cycles due to

various reasons not related to cargo handling operation.

For instance, a silo with 1500 tonne capacity will be adequate to load a rake

of 3500 tonnes in one hour if the effective reclaiming rate is 2000 TPH and will





be ready to load the next rake in 45 minutes, i.e. frequency could be minimum

1 hour 45 min.

Even if the frequency of rake loading is 2 hours, the Facility will have the

capability to load 10 to 12 rakes per day.

Hence, key factor is reclaiming rate, higher the reclaiming capacity (despatch

capacity) lower is the silo size and time gap between two rake loading cycles..

3.8 Stacker/Reclaimers in Stockyard

3.8.1 Capacity

Two existing Stacker/Reclaimers are rated for stacking and reclaiming at

2400TPH and 1800 TPH (as understood) respectively for Coal. It will be necessary

to change stacking capacity of the machine to

4000 TPH (rated) for Coal

0.65km/hr

0.7 km/hr

0

500

1000

1500

2000

2500

3000

3500

4000

0 500 1000 1500 2000 2500 3000

REC

LAIM

ING

CA

PA

CIT

Y (

EFFE

CTI

VE-

TPH

)

STORAGE SILO CAPACITY TONNES

RELATIONSHIP BETWEEN RECLAIMING CAPACITY, STORAGE SILO CAPACITY AND RAKE MOMENT SPEED FIG-05

Equivalent to one hour Loading of Rake





5000 TPH (rated) for Iron Ore

in order to match the ship unloading capacity at the berth.

Similarly as mentioned in Section 3.7.5, the reclaiming capacity (dispatch capacity)

shall be increased to enable the Wagon Loading Station to have 2 hours loading

cycle, i.e. capability to commence wagon loading on two consecutive rakes in two

hours.

■ Reclaiming Capacity

Hence the effective reclaiming capacity of the Stacker/ Reclaimer is expected

to be in the range of 2000 (both for Iron Ore and Coal) for TPH (refer Fig.05)

where the corresponding silo capacity requirement is about 1500 tonnes (both

for Iron Ore and Coal). Considering reclaiming efficiency as 70%, the rated

reclaiming capacity shall be about 2800 TPH, say 3000 TPH.

Boom Outreach

With boom outreach of 33m, there will be limitations in building and reclaiming the

extended width of the stockpiles as explained in Section 3.6 and shown in Fig.04.

With the revised stack width of 55m, the boom outreach needs to be extended to

about 51m for full coverage. This will ensure building the stockpiles to the required

width and limit left-over cargo to about 5%. The boom length should be about 48

m minimum.

3.8.2 New Stacker / Reclaimer

Because of the necessity of capacity increase and longer boom length the existing

equipment shall be replaced with new equipment for building the system capability

of sustained dispatch of rakes upto 10 to 12 per day..

Changing the track centre required for stability of the Stacker / Reclaimer with

extended boom and higher capacity can be provided using the existing piles at the

stockyard. A track centre of 9 m is envisaged.

Alternatively, if capability of sustained daily despatch in the order of 10 to 12

rakes are not required, existing Stacker / Reclaimer may be examined for

modification for handling of Iron Ore and increased in capacity assuming boom

extension is not feasible.

If capacity increase of the existing Stacker / Reclaimer is not at all feasible,

effective dispatch rate to silo can possibly be maintained at the level of 1800 TPH,

the rated capacity of the existing Pipe Conveyor instead of 1250 TPH (reclaiming

capacity @ 1800 TPH with 70% efficiency) by combining reclaiming output with





direct loading from berth. However, such a combination of operations, reclaiming,

pushing of cargo at the extended stockyard by payloader and direct loading from

berth in a calibrated manner is though feasible but considered not sustainable.

Note: Discussions with the supplier could not be held to understand the engineering

limitations of the existing Stacker / Reclaimer for the anticipated changes brought

above, such as, capacity enhancement, outreach extension and handling of Iron

Ore.

3.9 Belt Conveyor System

3.9.1 Receiving Conveyors

The existing receiving belt conveyors have been upgraded recently by increasing

their speeds to match the ship unloading capacity.

Receiving and Stacking Conveyors (J1C1, J2C1, J3C1, J4C1, J5C1) as existing:

a) Belt Width 1600 mm

b) Trough 35 deg.

c) Speed 4.6 m/sec.

d) Rated Capacity (as understood)

3000 TPH (for Coal)

These conveyors match the ship unloading rates (Case I) discussed in Section 3.5.1.

Iron Ore being of higher density than Coal, existing belt width of 1600 mm will

have enough reserve cross-section to carry Iron Ore even at higher capacity than

5000 TPH. However, Coal, with lower density than Iron Ore, will require wider belt

than 1600 mm to carry 4000 TPH matching the Unloader capacity at berth.

Following changes will be required in the receiving conveyors if these are to be

enhanced to convey Coal and Iron Ore at 4000 TPH and 5000 TPH respectively

(ref. Case II & III in Section 3.5.1):





Material Belt Remarks

Width/Trough Speed

Coal

a) 4000 TPH (rated)

1800 mm / 35 deg.

1600 mm /45 deg.

~4.6 m/sec.

4.9 m/sec.

With existing belt width of 1600 mm, 35 deg trough, the speed required will be about 5.4 m/sec. which is high for such relative short conveyor length.

Fill factor as 91% and 100% at rated and design capacity respectively.

b) 3500 TPH (rated)

1600 mm /45 deg. 4.6 m/sec. Changing 35 degtrough to 45 deg of the existing belt will convey upto 3500 TPH Coal.

Iron Ore (5000 TPH – rated)

a) 1600 mm / 35 deg.

~2.8 m/sec. Actual speed

required Even existing belt width/ trough/speed are suitable. 1600 mm /

45 deg.

~2.6 m/sec. Actual speed

required

If the receiving conveyor system is to be designed for 4000 TPH Coal, it will require

either

a) change of belt width from the existing 1600 mm to 1800 mm along with other

associated components, like stringer frame, wider pulleys, chutes, etc., which will

involve more cost and time for implementation, or

b) increasein belt speed to ~5.4 m/sec of the existing conveyor operating Coal

with more than 4.6 m/sec. is not desirable.

c) Increase of belt speed to 4.9 m/ sec is a feasible option

As such, it is proposed to operate the system at capacity of 4000 TPH for Coal with

belt width of 1600 mm but changing the trough from 35 deg to 45 degby

changing the brackets of idlersand enhancing the speedfrom ~4.6 to 4.9 m/sec(this

with the fill factor of 100% @ design capacity which is acceptable). In order to

avoid wear at transfer points, it is proposed to operate Iron Ore at lower speed of

~2.6 m/sec.

To achieve the dual speeds, following options have been considered:

i) Through Fluid Coupling: Reliability of achieving the desired speedsis doubtful

though the suppliers claim their products can meet the speed parameters. The

feedback of Grafix is not achievable for the application envisaged herein.





ii) VFD Drive Control: It is workablesolution but it needs elaborate electrical

arrangement which needs additional space and time to implement.

iii) Hydraulic Drive: Least space occupying, reliable in achieving required speed

variation and less installation time.

iv) Dual Speed Electric Mmotor: This is a workable solution but needs change of

drive pulley to achieve the required speeds. For soft starting the drive,CST can

be integrated with each unit.

At this stage it is proposed to consider hydraulic drive units for the application.

However, further detailed analysis will be carried out during detailed engineering

with specific intention for reducing shutdown period.

3.9.2 Despatch Conveyors

Existing despatch conveyors comprise the following:

a) Conveyors J6C1 & J7C1

Belt Width 1400 mm

Trough 35 deg.

Belt Speed 4.2 m/sec.

Capacity Rated : 1800 TPH (Coal)

Design : 2200 TPH

b) Pipe Conveyor

Pipe Dia 550 mm (2100 mm wide belt)

Belt Speed 4.5 m/sec.

Capacity Rated : 1800 TPH (Coal)

Design : 2200 TPH

Drive With VFD Control

The pipe conveyor is undergoing trial runs and is to be set right and commissioned

at the required capacity.

The despatch conveyors, since they work in conjunction with the Stacker/Reclaimer,

are governed by the existing reclaiming capacity (1800 TPH),if the same

Stacker/Reclaimers are retained, refer Section 3.8.2. These conveyors will be

common for handling Iron Ore and Coal.

Iron Ore being heavier material, it will have lower fill factor on troughed belts and

also in the pipe conveyor for the required capacity.However, no advantage would

be derived due to limitations in handling number of rakes/day, by increasing the

capacity of conveyors unless reclaiming capacity is enhanced. (Ref. Section

3.7&3.8).





Pipe Conveyor needs to be modified or preferably replaced with matching

capacity of reclaiming system if new Stacker / Reclaimer, as recommended is

adopted to achieve sustained enhancement of the Terminal capacity.

3.9.3 Bypass Conveyor for Direct Despatch

It has been planned to provide connectivity of receiving conveyors with the

despatch conveyors for direct despatch of cargo unloaded at berth. A new bypass

conveyor J3C1 in Junction House JH3, via a new belt feeder, will discharge on

conveyor J7C1, which has been extended to feed to the pipe conveyor.

The capacity of bypass system, which is yet to be implemented, has been planned

with matching capacity of thedespatch conveyors, i.e. 1800 TPH.

Part cargo will be diverted to stockyard in Transfer Tower JH2, when unloading

rate at berth is higher than 1800 TPH. A belt weigher on conveyor J3C1 will be

installed to control the feed rate at the bypass conveyor.

The planned drive units will be replaced with hydraulic motors for speed variation.

3.10 Observations and Conclusion

Considering that the terminal is in operation and modification required for the

enhancement not only to be cost effective but also with minimum changes in the

existing system, requiring least implementation time, the following observations are

summarised based on the findings discussed in the foregoing sections.

a) Terminal Capacity

i. Ship unloading Capacity

Install new 2 nos Bridge Type Grab Unloaders brought fully assembled,

each of rated capacity of 5000 TPH with Iron Ore and 2000 TPH with

Coal

Expected throughput at berth is in the range of 9 to 10 MTPA. For Coal

and 12 to 13 MTPA throughput for Iron Ore

Extend the berth ConveyorJ1C1by 80 m at the tail end

Berth operation will continue with the existing system when Unloaders will

be made ready for initial dry run at the north-west end.

Conveyor extension will be carried out while new Unloaders will be

interfaced with the berth conveyor assuming the port is deepened

immediately (otherwise the conveyor extension may be differed since it is

required for Capesized ships handling steel product is discontinued at the

berth).





b) Stockyard: Enhance stockyard capacity by extending width of two side piles

using payloaders (provided steel export is shifted to alternative berth; the

existing stationary wagon loading arrangement will be retained until silo

modification as proposed for Iron Ore loading in the conceptual drawing Fig.

07is undertakenor it is decided that the terminal will be limited to only coal

handling and pipe conveyor capacity need not be enhanced)

c) Stacker/Reclaimer

OPTION-1:

i. Retain boom length.Payloaders will be used to spread the stockpile to wider

width.

ii. Enhance boom conveying capacity to match stacking conveyor capacity

(4000 TPH) for Coal enhancing the speed. The corresponding Iron Ore

capacity will be 5000 TPH (feasibility to be established with the supplier).

iii. Reclaiming capacity to be retained at 1800 TPH. This will be applicable for

both Iron Ore and Coal (feasibility to be established with the supplier due

to likely change of bucket size and type, variable speed of bucket wheel)

OPTION-2:

i. Replace Stacker/ Reclaimer to suit the requirement.

ii. Capacity selection shall be on the basis of Fig-05, i.e. effective reclaiming

rate as 2000 TPH implying rated reclaiming capacity of 2800 TPH (say,

3000 TPH) assuming 70% efficiency.

ii. Track centers shall be increased as required say 9 m using the pile

foundations.

d) Pipe Conveyor: Replace if option 2 of Stacker/ Reclaimer is adopted.

e) Wagon Loading: If Iron Ore handling is a possibility, modification of the

existing silo as shown in conceptual drawing Fig. 07is required.





4 Marine, Civil & Structural Works

4.1 Existing Berthing Facility

Refer Drawing no: MEC/A/11/CV/Q221/03 Rev 0 (Annexure 1)

The length of the main jetty between the two extreme bollards (located on two

extreme pile bents) is 445 m to accommodate ship length of 290 metres and the

head and stern lines of the ship. The overall length of the main jetty is 450 m. The

overall width of the jetty at each fender and bollard location is 26.0 m taking into

account ship unloader rail gauge of 18 meters. The Jetty is supported on bored

cast-in-situ piles of 1.6 dia along crane gauge grids & rest 1.2m dia with pile bents

spacing as 5m c/c. A total 16 numbers of 100 t bollards & 4 numbers of 150T

bollards (2 Nos. at each extreme ends of jetty) along with 24 Nos. fenders are

provided in the jetty. The centre to centre distance between the two central fenders

/ bollards of the jetty is 32.50 m. The present jetty length is adequate for housing

the end mooring ropes of vessels up to 150,000 DWT capacity. As such for present

use, no separate mooring dolphins are required.

4.2 Design Parameters for the Existing Facility

Information collected from the Employer regarding the berthing structure has been

reproduced below which is used for the preliminary assessment of structure for the

new Unloader to be installed.

4.2.1 Site Information

a) Maximum Wind

The wind force on structures shall be calculated as per IS: 875 (Part 3) with

basic wind speed as 39 m/sec.

b) Operating Wind

Operating Wind speed : 15 m/s

c) Tides

The mean tide variation at Mormugao Harbour is of the order of 1.6m at spring

tides and around 0.7m at neap tides. The following tides refer to Chart datum

which is 4.84m blow the principal bench mark situated between the two wings

of the site administration office building of Mormugao Port. This bench mark is

3.6m below M.S.L.

Higher High Water at spring +2.30

Mean Highest High Water +2.06

Mean Lower High Water +1.78

Mean High Water Neaps +0.80





Mean Sea Level +1.30

Mean higher Low water +1.05

Lower Low water at spring 0.00

d) Waves

The proposed location is well protected by breakwater &Mormugao headland

from the wave action. Model test indicates that at the site of work, waves are

almost 0.3m & very rarely around 0.4m. The design wave height is taken as

0.8m with a period of 8sec.

e) Currents

Water current in the area are generally less than 1 Knot and max current

velocity of 0.5m/sec has been considered in the design of existing structure.

f) Temperature & Relative humidity

The location of Mormugao is such that there is little variation in the atmosphere

temperature and it has constantly high humidity. The maximum temperature

varies from about 28 deg in January to 32 deg in May and the minimum

temperature varies from about 21 deg in January to 28 deg in May. The mean

percentage of relative humidity is about 83% for the year. It is about 92%

during August and September and 75% during December.

The temperature variation of +15 deg C between Superstructure & Substructure

with reference to the temperature at the time of construction is considered.

4.2.2 Soil Parameters

A series of bore holes have been made along the berth alignment. Nearly all the

bore holes along this line exhibit very soft to soft marine clay thickness varying from

3 to 13 M with 'N' value in the range of 0 to 4 followed by stiff to very stiff clay

with 'N' value varying between 6-28 &undrained Cohesion Cw=1 to 2 Kg/cm2.

Medium dense to dense layer starts thereafter with 'N' value between 13 - 50

&ø=35 deg. Very dense layer underlays this layer with 'N' value more than 50 &

highly weathered to moderately weathered rock lies thereafter.

The soil properties adopted for the design are as follows:

Level w.r.t Chart Data

Soil Type ( KN/m3)

ø Cw

(KN/M2)

‘N' Value

(-) 8-12 M Soft marine clay 18 ~ 5 0-4

(-) 12-I7M Stiff to very stiff clay 19.2 - 100 6-28

(-) 17-22 M Med. to dense sand 18 35° - 13-50

(-) 22-29 M Dense to very dense sand

20 40° - 30-70





(-)>29 M Weathered to moderate weathered rock basalt

- - -

4.2.3 Design Parameters

a) Design Codes and Standards

While designing the water front structures, the following codes and standards

shall be followed:

IS:4651 Code of Practice for Planning and Design of Ports and Harbours

IS:2911 Code of practice for Design and Construction of Pile Foundations

IS:456 Code of practice for Plain and Reinforced Concrete

IS: 1893 Criteria for Earthquake Resistant Structures

SP:16 Design Aids to Reinforced Concrete to IS:456

Shore Protection Manual Volumes US Army Corps of Engineers, Coastal

Engineering Research Centre

b) Unit Weight

The following unit weights has been considered in design

Reinforced concrete element 2.50 t/m3

Plain concrete element 2.40 t/m3

Structural steel element 7.85 t/m3

c) Ship Sizes

The existing jetty has been designed to handle different sizes of ships. The

details of the design vessels are given below:

Details of Design Vessels :

Coal (Min. & Max.) - 10000 to 150000 DWT partly loaded to equivalent

panama vessel.

General Cargo (Min to Max) - 10,000 to 70,000 DWT No. of ships that can be

berthed simultaneously.

150,000 DWT partly loaded to equivalent Panamax vessel -only 1 (one)

coal ship

70.000 DWT coal ship 1 (one) no. + 10.000 DWT general cargo ship

Upto 15,000 DWT general cargo ships - 2 (two) Nos.





In the present scenario the maximum ship size of 180,000 DWT shall be used to

handle Coal/Iron Ore.

d) Ship Dimensions

DWT of the vessel DWT T 10000 70000 150000 180000

Length of the vessel

LOA M 135-140 235 290 301

Width of the vessel

W M 18.5-19.9 33.8 45 47

Depth of the vessel

D M 10.5-11.1 19.2 23.7 25

Fully loaded draft d M 7.9-8.5 13.4 17.5 18

e) Dredged Depth

At present the bed level is not suitable for handling the cap size ships & hence it

needs to be dredged suitably.

f) Deck Level

The deck level at jetty is + 4.72 m CD.

4.2.4 Design Loads

a) Load from Ship Unloader

The berth has been checked for new unloader with each wheel load as 34T @

1.2m spacing, 18 wheels per corner and found safe. Extra strengthening may

need be done in case of parking area which will be assessed during detailed

engineering after the receipt of load information from the successful bidder of

Unloader.

During Offloading of new unloader from sea side, the berth configuration shall

be shared with the unloader manufacturers. The offloading shall be place along

cross beam location with supporting arrangement at piles. The deck loading is

restricted to 5t/sq.m.

b) Live loads

Main Jetty: Uniformly distributed live load of 5.0 t/sq.m has been considered in

the design of the berth.

In present scenario the live load is restricted to 1.0 t/sq.m on both side of

unloader for a distance of 1.0m in operating zone which is normally the case

during operation.

c) Berthing Force

The berth has been designed for the berthing energy of ship 70,000 DWT

calculated based on provisions of IS 4651 ( Part-Ill-1974) with an approach

velocity during berthing as 0.15 m/s ( maximum allowable) and that of partly





loaded 150,000 DWT with an approach velocity during berthing as 0.10 m/s

(maximum allowable) is worked out as follows:

Berthing energy calculation for 70,000 DWT Panamax vessel & Berthing

energy calculation for 150,000 DWT ship partly loaded to equivalent

Panamax vessel

Description Unit BE for 70000 BE for 150000

(partly loaded)

DWT of the vessel DWT t 70,000 150,000

DT of the vessel DT t 93,333 120,000

Length of the vessel LOA m 235 290

Width of the vessel W m 33.8 45

Depth of the vessel D m 19.2 23.7

Fully loaded draft d m 13.4 17.5

Unit weight of water w t/m3 1.03 1.03

Berthing velocity V m/sec 0.15 0.1

Mass coeff. Cm 1.366 1.6

Eccentricity coeff. Ce 0.5 0.5

Softness coeff. Cs LO 1.0

Berthing energy BE t-m 73 49

Safety factor 1.4 1.4

Design berthing energy BE t-m 102.2 68.6

In view of the above, the Fenders has be selected on the basis of the Berthing

energy of 70,000 DWT vessel keeping the reaction force limited to 135 t and

will be spaced @ 20m except the corner fenders which shall be at a distance

of 15m from the edge of the berth.

As the jetty need to be upgraded for 180,000 DWT Cape Size Vessels, these

fenders shall be replaced with fenders suitable for reaction force of 135 t.

which will be placed one by one within the time available between departure &

arrival of ships at berth. Fenders in the extreme positions where mostly berthing

takes place the fender will be placed in maintenance shut down period.

d) Mooring Pull

Mooring load for Panamax vessel and 150,000 DWT ship partly loaded to

equivalent Panamax vessel

Description Unit MF for 70000 MF for 150000 partly loaded

DWT of the vessel DWT t 70000 150000

Current velocity V m/sec 0.5 0.5





Wind velocity V m/sec 15 15

Light draft DI m 7.25 9.451

Shape factor Cw 1.3 1.3

Length between perpendiculars

Lp m 223.25 275.5

Windage area Aw m2 3134.58 4612.50

Wind pressure P kg/m2 13.76 13.76

Force due to wind Fw t 56.08 82.52

Force due to current Fc t 5.94 8.27

Mooring load F t 62.02 90.79

As such, the Bollards shall be designed for a bollard pull of 100 t and spaced

@ 25m. The bollards at the extreme ends of the berths shall be at a distance

of 2.5m from the jetty edge and shall be of 150 t capacity.

4.2.5 Steel Structure- Conveyor Gallery & Transfer Tower

Referring the drawings of the existing structures made available by SWPL, it is

observed that the structural strength is not adequate to handle the loads of Iron

ore, hence these need to be strengthened. A typical strengthening arrangement

of gallery is shown in Drg No.A-111-SKC-01. The details will be worked out

during detailed engineering. Similarly the transfer towers will require

strengthening due to increase in belt pull and modification at drive floor level.

Details of foundations are not available and it is presumed that the existing

foundations are suitable, and will be able towithstand the increased loads;

hence no cost for strengthening of foundations is considered.





5 Power Distribution & Control System

5.1 Existing Arrangement

For the existing berth facilities, SWPL is taking power supply from Goa Electricity

Department at 33 kV in Substation SS-1. The power supply is stepped down in SS-1

to 6.6 kV through 1 No. 5 MVA 33/6.6kV transformer and distributed to 6.6kV

Substation SS-2, 6.6kV conveyor drive motors, and mobile machines from 6.6 kV

Switchgear located in substation SS-1 and substation SS-2.

For LT equipment and LT conveyor drive motors, power supply is distributed by

6.6kV/ 433V Transformer and LT switchgear installed in SS-1 and SS-2.

In substation SS-1, 2 Nos. 6.6 kV 1500 kVA DG sets have been provided as back

up for 6.6 kV supply. LT DG set of 125 kVA has been provided for backup power

supply for lighting and emergency load.

The existing electrical system is shown in drawing Annexure (SWPL-ELECT – Sheets

1 to 4).

5.2 Power Supply Requirement for Enhanced Capacity

Based on the proposed enhanced capacity to handle iron ore and coal, the

expected power requirement is given in Table- E-1.

Table E-1

Power Requirement and Load Details

Equipment EXISTING FACILITY ENHANCED CAPACITY

Without Unloaders With Unloaders

Connected load kW

Consumed power kW

Connected load kW

Consumed power kW

Connected load kW

Consumed power kW

Stacker- 1 1 320 320 256 400 320 400 320

Stacker- 2 1 320 320 256 400 320 400 320

J4C1 1 350 350 315 500 450 500 450

J5C1 1 350 350 315 500 450 500 450

J3C1 1 160 160 144 185 166.5 185 166.5

J2C1 1 160 160 144 185 166.5 185 166.5

J1C1 1 250 250 225 450 405 450 405

Mobile Hopper-1

1 120 120 108 120 108 120 Mobile Hoppers not considered when Grab unloaders are in operation

Mobile Hopper-2

1 120 120 108 120 108 120

Mobile Hopper-3

1 120 120 108 120 108 120

Wagon Loader 1 280 280 Not Applicable

280 Not Applicable

280 Not Applicable

Silo merit system 1 200 200 140 200 140 200 140

Pipe conveyor PC 1

1 800 800 800 800 800 800 800







Connected load kW

Consumed power kW

Connected load kW

Consumed power kW

Connected load kW

Consumed power kW

J7C1 Extended 1 350 350 315 350 315 350 315

Belt Feeder 1 30 30 27 30 27 30 27

J6C1 1 200 200 180 200 180 200 180

Lighting Towers 6 16 96 86.4 96 86.4 96 86.4

Conveyor Lighting

175 175 122.5 175 122.5 175 122.5

SS-1Office Building

1 75 75 52.5 75 52.5 75 52.5

Dust Supression System

1 120 120 108 120 108 120 108

Gantry Crane 6 75 450 315 450 315 450 315

Mobile Harbour crane MHC 141041

1 800 800 400 800 400 800 MHC not considered when Grab unloaders are in operation


1 800 800 400 800 400 800


1 700 700 350 700 350 700

By Pass Conveyor J3C1A

1 90 90 81 90 81 90 81

Belt Feeder JBF-1A

1 22 22 19.8 22 19.8 22 19.8

Apron Feeder- JAF-1

90 81 90 81

Apron Feeder- JAF-2

90 81 90 81

Apron Feeder- JAF-3

90 81 90 81

Dribble Conveyor-1

15 13.5 15 13.5

Dribble

Conveyor-2

15 13.5 15 13.5

Dribble Conveyor-3

15 13.5 15 13.5

Wagon Loading Conveyor J8C-1A

75 67.5 75 67.5

Wagon Loading Conveyor J8C-1B

75 67.5 75 67.5

Wagon Loading Conveyor J8C-1C

75 67.5 75 67.5

Lighting New Conveyors /expansion

60 54 60 54

Grab Unloader-1

3600 1800

Grab Unloader-2

3600 1800







Connected load kW

Consumed power kW

Connected load kW

Consumed power kW

Connected load kW

Consumed power kW

Total Connected Load kW

7458 8768 15968

~7500 ~8800 ~16000

Total Consumed Power kW 5376 6539 8665

Overall Plant Diversity Considered 0.7 0.7 0.7

Expected Peak Load kW 3763 4577 6066

Maximum Demand 4400 kVA 5100 kVA 6800 kVA

5.3 Power Distribution System for Capacity Enhancement

The present 33/6.6 kV 5 MVA Transformer Substation cannot meet the load

requirement of the enhanced capacity of conveyors and new grab unloaders.

The System shall be modified / expanded to meet the requirements for the plant

and utilities.

It is proposed that either New 33 kV power supply connection / or Enhanced Power

supply Feeder with Metering shall be taken by SWPL from Goa Electricity Board at

Substation SS-1.

New 33 / 6.6 kV 10 MVA Transformer with required 33 kV & 6.6 kV Switchgear

and cables shall be installed by expanding Substation SS-1. The new 6.6kV

Switchgear shall have outgoing feeders for Grab Unloaders , new 6.6kV motors of

the conveyors and for substation SS-2 expansion to provide supply to the local 6.6

kV/433V transformers to be installed there with 415 V Switchgear to feed to new

LT motors and auxiliary equipment.

For HT power distribution, 33 kV and 6.6 kV XLPE insulated, heavy duty, armoured,

aluminium conductor cables shall be used. For LT power distribution, 1.1 kV grade

XLPE insulated, heavy duty, armoured, aluminium conductor cables shall be used.

PVC insulated Copper conductor cables shall be used for lighting fixtures, power

sockets and low power equipment.

The proposed power distribution scheme is shown in drawing A111 SKE-01.

The power supply cables shall be taken on cable trays / cable racks / RCC

trenches.

Earthing system shall be as per IS: 3043 and shall comprise earth electrodes, main

earth grid and equipment earthing connections. All the equipments of electrical

rooms and plant shall be earthed at two points. Main earth grid shall be with GI

strips and all the equipment earthing will be connected to this earth grid. This grid

will be connected with number of pipe electrodes.





The electrical system shall be based on Indian Standards, codes and Indian

Electricity Rules.

The reference design ambient temperature for all electrical equipment shall be 45

deg.C. and the relative humidity shall be 95%.

5.4 Control System

The distributed control system for the expansion/new facility will be with redundant

PLC and required Remote I/O Units and communication interfaces has been

envisaged for better efficiency and cost effective design. The network/data

information will be transmitted via fibre optic cable/copper cable (where baud

rate is sustainable) accordingly.

The DCS will be interfaced with the existing operating terminals and

Data/Information Server for smooth and efficient operation with required

hardware and software. The DCS will ensure safe and efficient operation of the

plant. Manual mode of operation is also planned only for maintenance of the

plant/system.

The protocol for communication between various systems will be on Universal

protocol to ensure ready availability of electronic devices. The system will have

provision for future expansion.

The mode of control will be Remote/local. Remote control will be exclusively from

central Control Room (Existing) and local control stations/panels for trouble shooting

(in local/manual mode) will be located nearest to the respective components.

The control software and HMI graphics screen in the existing system will be

redesigned and necessary changes will be made to meet the requirement. One

Operator Terminal for expansion/new facility will be provided and the same will

be interfaced with existing Operator Terminal. Wagon loading system /Ship

Unloading System will have an independent controller and operator console and

will be communicated with new and existing operator terminal on open protocol

connectivity.

The basic operating features of the cargo handling system will be as under:

Semi automatic operation of Ship Unloaders, and Wagon Loading System i.e.

the operation will be started, stopped and operated by the operator in

consultation with Central Control Room

Conveyor system will be by sequential operation of the series of conveyors in a

selected path with plant auxiliary equipment. Manual operation will be

provided as a trouble shooting/testing option including all the safety interlocks.

Field Safety Devices for safe operation will be planned with suitable interlocks.

The PLC system will also feature for expert diagnostic systems for trouble

shooting/equipment protection.





6 CAPITAL COST ESTIMATE

6.1 General

Preliminary designs have been made to size the port facility for meeting the

operational requirements and objectives.

For civil and structural works prevailing market prices relevant to the project site

have been taken into account for the purpose of the estimates. The cost estimates

are generally BOQ based, as applicable.

Basic cost of Mechanical and Electrical equipment is arrived at on the basis of

quotations received from manufacturers, as applicable and in-house information

available for similar equipment/items.

The estimates are prepared on the following basis:

6.2 Capital Cost Estimate - Basis

A. Statutory Duties and Levies

a) Excise (Mechanical & Electrical Works)

: 12.36% (Ex-works)

b) VAT (Mechanical & Electrical Works)

: 14.5% (Ex-works + Excise)

B. Freight / Transportation, Insurance, etc.

a) Indigenous equipment – packing, forwarding, inland transportation, transport insurance, etc.

: 3% (Ex-works + Taxes)

C. Erection, Testing & Commissioning of Indigenous Equipment

a) Mechanical works : 10% (Ex-works + Service Tax)

b) Electrical works : 12% (Ex-works + Service Tax)

Note: Service Tax @ 10% of Erection Cost

D. Imported Equipment (if applicable)

a) Freight & Insurance : 13% of FOB b) Customs Duty : 5% of CIF on EPCG (Export

Promotion on Capital Goods) c) Clearing and Forwarding : 2% of CIF d) Erection, Testing & Commissioning : 10% of CIF + Service Tax

E. Spares (for 2 years) : 3% & 5% (Ex-works + Taxes) for

Mech&Elec equipment.

F. Contingencies : 10% on Civil works;

5% (Ex-works) on Mech works (excluding Unloaders, Stacker/Reclaimers)





5% (Ex-works) on Elec works

G. Miscellaneous items mainly comprising:

a) Changing of Counter Weight in receiving and stacking conveyors

b) Adjustment in radius of curvature

c) Chute modification

d) Drive base frames for receipt conveyors

e) DS System and maintenance hoist at Wagon Loading Station

f) Hopper Washing System

g) Rod and maintenance gates, flow control gates, etc.

H. Estimates are based on current prices.

I. Equipment cost based on procurement from indigenous suppliers.

Capital Cost Estimate is given in Table 6.1.

CAPITAL COST - SWPL, GOA TABLE-6.1

Sl. No Description (In Million

INR) Remarks

A. MARINE, CIVIL & STRUCTURAL WORKS

1.0 Modifications on berth & Rails 63.00

2.0 Dismantle existing wall and construct new wall (500mm high) along sides of end stockpiles.

22.00

3.0 Silo & supporting structure (In-Motion Wagon Loading) 70.00

4.0 Modification /Strenghtening of existing Structures (Transfer Towers &Gallaries)

40.00

5.0 Stacker/Reclaimer ( Rail Tracks- 320m long/machine)-2 Nos. 45.00

6.0 Misc.

Dismantling of Rails etc. 2.00

7.0 Contingencies 10% 19.70

SUB-TOTAL (A) 261.70

B. MECHANICAL WORKS

1.0 Ship Unloaders - (2 Nos )-New 1,080.00

2.0 Stacker/Reclaimer - 2 nos 600.00 As replacement

3.0 Belt Conveyor System (Existing) 215.00

A) Receiving & Stacking ( J1C1,J2C1,J3C1,J4C1,J5C1)

i) New drives for receiving & stacking conveyors (J1C1, J2C1,J3C1,J1C4,J1C5,J7C1,J3C1A) with drive pulleys & Hydraulic motors

iii) Reclaiming &despatch Conv. J6C1,J7C1 with Hydrauliuc motors and Bypass conv.

4.0 Wagon Loading Station 60.00





5.0 Misc. Items (Mechanical) 20.00

a) Change in Counterweight in receiving conveyors, Adustement of radius of curvature,Drive base frames, chute modification, hopper washing.

5.1 Contingencies in mechanical @ 5% 14.8

SUB-TOTAL (B) 1,989.75

C. ELECTRICAL WORKS and CONTROL SYSTEM

1.0 New Power distrubution, 33 kv/6.6 kv/415v Trnasformers,switchgear, cables, control system, lighting and additional construction for substation/ electrical rooms.

105.00

2.0 Contingencies @ 5% 5.25

SUB-TOTAL (C) 110.25

D. EX-WORKS (MECHANICAL WORKS+ELECTRICAL WORKS)

SUB-TOTAL (D) 2,100.00

E. Installation & Commissioning (10% on Mechanical Works & 12% on Electrical Works)

1.0 Mechanical Works 218.87

2.0 Electrical Works 14.55

F. Basic Installed Cost (Civil+Mech+Elec)-(A+D+E) 2,595.13

G. Statutory Levies, Freight, Transportation & Insurance for Electrical & Mechanical Eqpt.

1.0 Customs duty (5% of CIF on EPCG) 0.00

2.0 Excise Duty ( 12.36% EX-WORKS) 259.56

3.0 V A T 14.5%( Ex-Works+Excise Duty) 342.14

4.0 Freight & Insurance@3% (Ex-works + Taxes) 81.05

SUB-TOTAL(G) 682.75

H. Spares for two years (3% Mech + 5% Electrical) 85.69

TOTAL INSTALLED COST (F+G+H) 3,363.56

CAPITAL COST GRAND TOTAL 3,363.56





.0Time Implementation:

The lead time required for modifications of existing facilities for the

proposed enhancement , which will influence the completion time, are as

follows:

Description

Completion Time

in Months

(from the date of

starting the detailed

engineering)

1. Bridge type Unloader (refer FIG-01)

15 months from

placement of order

2. Berth ( changing fenders,lay rails,provide storm anchors/jacking points

10

3. Silo and loading arrangement for In-motion Wagon Loading System

12

4. Modification of Conveyor System, Electrical System, Structural Strengthening of existing Gallery and Junction Towers

10

5. Stacker/Reclaimers( taking up modification of one Stacker/ Reclaimer at one time.

10

It is prudent that modification/upgrading of Stacker/Reclaimersis carried out

by the equipment supplier.

Modifications of the existing system ( Berth, Conveyor system,associated

strengthening of Galleries,Transfer towersetc) may be carried out as far as

possible, during free time available between the ship arrivals and wherever





feasible during operation. However, hardly any modification of the dispatch

can be undertaken without shutdown.

If Silo is modified, as suggested, for handling of Iron Ore, the wagon

loading shall continue using the stationary wagon loading system and

Stacker / Reclaimer replacement shall be carried out in phases.

It is expected that the downstream facility beyond waterfront can be

completed in phased manner over a period of about 20 months, Stacker /

Reclaimer supply being the long lead item. It is assumed that switching to

dual speed drive unit using hydraulic drive may take about 2 days per

Transfer Tower.





Reference Documents:

Details of Conveyors (Existing)

Technical Data of Bucket Wheel Stacker/Reclaimer and

GA of Stacker/Reclaimer

Existing HT Cable Layout, SWPL, Goa

(Sht 1 of 4 to 4 of 4)





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