kolkata port trust form 1 setting up of a riverine...

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Kolkata Port Trust SETTING UP OF A RIVERINE JETTY (OUTER TERMINAL-1)AT HALDIA DOCK COMPLEX,KOLKATA PORT TRUST,WEST BENGAL.

FORM 1

Page - 1

(I) BASIC INFORMATION S. No. Item Detail

1. Name of the projects/s (CAPEX- 94.59 Crore)

Setting up of a Riverine Jetty (Outer Terminal-1) at Haldia Dock Complex, Kolkata Port Trust, West Bengal.

2. S. No. in the schedule Sl. No. - 7(e) of the Category A of the Schedule of the EIA Notification 2006. (Ports/Harbours; 5 million TPA of Cargo handling capacity)

3. Proposed capacity/ area /length/tonnage/ to/be handled/ command area/ lease area/ number of wells to be drilled

Attributes Attributes

Project as per TOR Issued

Revised Project Remarks

Capacity: 5.46 million tonnes

5.0 million tones (Approximately)

Downward revision

Cargo Profile

Coal Coal, limestone Limestone added.

Jetty Location

latitude 220 01' 08.4" N and Longitude 880 04' 29.4" E.

latitude 220 01' 08.4" N and Longitude 880 04' 29.4" E.

No Change

JETTY SIZE 270MX25M Approach Trestle:

270Mx25M Approach Trestle:

No Change

Area of Stack yard

600MX200M =120,000M2

750MX240M +10,000M2 =190,000M2

Upward Revision

Evacuation of Cargo

Through Rapid wagon loading

Combination of wagon loading and road transport in 80:20 ratio.

Introduction of evacuation of cargo through Road Transport.

Equipment & facility

Mobile harbor crane, Stacker cum Reclaimer Rapid Wagon Loading System with silo, Conveyors

Added facility: Steel Silo for Truck loading, Tyre wash bay & 5M wide Road for cargo Evacuation

Additional facility for evacuation through Road added.

Project Cost Rs.41297 Lakhs Rs. 48147 Lakhs 16.6% upward revision

The layout Map is enclosed as Figure-1

4. New/ Expansion/Modernization New 5. Existing Capacity/ Area etc. NA 6. Category of Projects i.e. ‘A’ or ‘B’ A 7. Does it attract the general

condition? If yes, please specify. Yes. Critically Polluted area as notified by the Central Pollution Control Board (CPCB) from time to time.

8. Does it attract the specific condition? If yes, please specify.

No

9. Location Upstream of 3rd. Oil jetty and downstream of Lock Entrance on

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the Western bank of River Hooghly, Haldia. (Co-ordinate of shore connecting point on River Embankment ; Latitude: 22o 01’ 08.4”N ; Longitude: 88o 04’ 29.4”

Plot/survey/Khasra No. Mouza : BISHNURAMCHAK (JL NO:-217); SAUTANCHAK(JLNO:-191); RAMRUDRACHAK(JL NO:-192); DAKSHIN RANICHAK(JL NO:-187).

Village Haldia Town Tehsil Sutanata-1 District Purba Medinipur State West Bengal

10. Nearest railway Station/airport along with distance in kms.

Railway Stations – Bandar Railway station around 2.8 km from the proposed jetty in the North-West direction.

Netaji Subhash Chandra Bose Airport in Kolkata at Dumdum around 130.0 km from the proposed port in North-east direction.

11. Nearest Town, city, District Headquaters along with distance in kms.

Nearest Town – Haldia Township within 3.0 km from project site in East direction.

12. Village Panchayats, Zilla Parishad, Municipal Corporation, Local body (complete postal addresses with telephone nos. to be given)

Haldia Town

13. Name of the applicant Kolkata Port Trust 14. Registered Address 15, Strand Road, Kolkata-700001 15. Address for correspondence :

Name Sri Arnab Basu.

Designation (Owner/Partner/CEO) General Manager (Engineering.)I/C Address 1st Floor of Operational Building at Chiranjibpur. Haldia

Dock Complex Pin Code 721604 E-mail [email protected] Telephone No./ Mo 03224-252142;03224-252483,+91 9434063718 Fax No. 03224-252135

16. Details of Alternative Sites examined, if any. Location of these sites should be shown on a topo sheet.

The site was selected by Central Water & Power Research Station (CWPRS), Pune through model Study. The other suitable locations were not considered on the ground of connectivity issue.

17. Interlinked Projects None 18. Whether separate application of

interlinked project has been submitted?

NA

19. If yes, date of submission NA 20. If no, reason NA 21. Whether the proposal involves

approval/clearance under: if yes, details of the same and their status to be given.

(a) The Forest (conversation)

The Project also requires clearance under CRZ Notification 2011.

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Act, 1980? (b) The Wildlife (Protection)

Act, 1972? (c) The C.R.Z Notification,

1991? 22. Whether there is any Government

Order/Policy relevant/ relating to the site?

None

23. Forest land involved (hectares) Nil 24. Whether there is any litigation

pending against the project and/or land in which the projects is purpose to be set up?

(a) Name of the Court (b) Case No. (c) Orders/ directions of the

court, if any and its relevance with the proposed project.

None

Capacity corresponding to sectoral activity (such as production capacity for manufacturing, mining lease area and production capacity for mineral production, area for mineral exploration, length for linear transport infrastructure, generation capacity for power generation etc.) (II) ACTIVITY 1. Construction, operation or decommissioning of the Project involving actions, which will

cause physical changes in the locality (topography, land use, changes in water bodies etc.)

S. No.

Information / Checklist confirmation Yes/N

o

Details thereof (with approximate quantities / rates, wherever possible) with source of information data

1.1

Permanent or temporary change in land use, land cover or topography including increase in intensity of land use (with respect to local land use plan)

Yes

There will be no change in topography of the areas the present land is barren. Only there will be development of yard, railway and Road without affecting the present topography.

1.2 Clearance of existing land, vegetation and buildings?

Yes The proposed location of land required for establishing the above facilities are presently free from any encumbrances.

1.3 Creation of new land uses? No -

1.4 Pre-construction investigations e.g. bore houses, soil testing?

Yes Soil test report is enclosed with the Restructured feasibility report.

1.5 Construction works? Yes

The proposed project requires construction of the RCC Dry Bulk cargo handling jetty with integrated structures for berthing and mooring of Bulk cargo carrying vessel along with shore connecting approach trestle, RCC Cargo Stack yard with adjacent Rail and Road network. The mechanical cargo handling facility consists of MHCs transfer mechanism like conveyor together with Stacker cum Reclaimer, Rapid

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FORM 1

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wagon loading facility and mechanised truck loading facility.

1.6 Demolition works? No

1.7 Temporary sites used for construction works or housing of construction workers?

Yes Temporary hutment for constructional workers along with temporary stores will be created at shore near to construction site.

1.8 Above ground buildings, structures or earthworks including linear structures, cut and fill or excavations

Yes This will be required to be executed at site for construction of stack yard, railway handling system, Road along with pump house/office/control room, substation etc.

1.9 Underground works including mining or tunneling?

Yes This will be required for creation of RCC water storage tank.

1.10 Reclamation works? Yes Small amount of land will be reclaimed for development of stockyard to match the level of jetty.

1.11 Dredging? No ----

1.12 Offshore structures? Yes RCC Jetty Structure with integrated Jetty Platform, berthing & mooring facility connected with Shore by approach trestle.

1.13 Production and manufacturing processes?

No -----

1.14 Facilities for storage of goods or materials?

Yes Stack yard will be constructed for storage of Bulk cargo like Coal, Limestone etc with aid of mechanical handling system coupled like Stacker cum Reclaimers, conveyors etc.

1.15

Facilities for treatment or disposal of solid waste or liquid effluents?

Yes

Wastewater generated from the office and other areas, if any, will be treated in Wastewater treatment system available at HDC. Treated waste water will be used in gardening, dust control and other non critical purposes within the Port area. Excess water, if any, will be discharged to surface water after following CPCB norms.

1.16 Facilities for long term housing of operational workers?

No The same will be accommodated in the existing housing facility of HDC if required.

1.17 New road, rail or sea traffic during construction or operation?

Yes During construction operation there will be only Road traffic for transport of construction material. During operation phase there will be new Rail & Road traffic for cargo evacuation. There will be addition of Ship traffic during operation phase.

1.18

New road, rail, air, waterborne or other transport infrastructure including new or altered routes and stations, ports, airports etc?

Yes

New Railwayline, Road will be developed to connect with the newly constructed Stock yard and existing Rail-Road infrastructure of HDC.

1.19 Closure or diversion of existing transport routes or infrastructure leading to changes in traffic movements?

No -------

1.20 New or diverted transmission lines or pipelines?

No -------

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1.21 Impoundment, damming, culverting, realignment or other changes to the hydrology of watercourses or aquifers?

No

1.22 Stream crossings? No

1.23 Abstraction or transfers of water from ground or surface waters?

Yes Water supply will be available from Haldia Municipal Authority.

1.24 Changes in water bodies or the land surface affecting drainage or run-off?

No -----

1.25 Transport of personnel or materials for construction, operation or decommissioning?

Yes Transport of personnel or materials will be there during construction & operation work.

1.26 Long-term dismantling or decommissioning or restoration works?

No

1.27 Ongoing activity during decommissioning which could have an impact on the environment?

No

1.28 Influx of people to an area in either temporarily or permanently?

Yes Construction engineers, operators and skilled workers will be deployed during construction.

1.29 Introduction of alien species? No NA

1.30 Loss of native species or genetic diversity?

No NA

1.31 Any other actions? No No other activities are envisaged.

2. Use of Natural resources for construction or operation of the Project (such as land, water,

materials or energy, especially any resources which are non-renewable or in short supply)

S. No. Information/checklist confirmation Yes/No


2.1 Land especially undeveloped or agricultural land (ha)

There will be no land acquisition. Land already available with KoPT will be utilized.

2.2 Water (expected source & competing users) unit: KLD

No Ground water from bore-well shall meet the fire-fighting need. Expected discharge is 90 Kilo litre per hour.

2.3 Minerals (MT) No Not applicable

2.4 Construction material – stone, aggregates, sand / soil (expected source – MT)

Yes Cement- 13500 MT (Approx.) Local Sand- 20250 MT (Approx.) Fecuaghat Stone Chips – 41000 MT (Approx.) Pakur

2.5 Forests and timber (source – MT) No - 2.6 Energy including electricity and fuels

(source, competing users) Unit: fuel (MT), energy (MW)

Yes Estimated maximum demand of Electricity is 7.1 MW/anum

2.7 Any other natural resources (use appropriate standard units)

No -

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3. Use, storage, transport, handling or production of substances or materials, which could be harmful to human health or the environment or raise concerns about actual or perceived risks to human health

S. No Information/Checklist confirmation Yes/

No Details thereof (with approximate quantities / rates, wherever possible) with source of information data

3.1

Use of substances or materials, which are hazardous (as per MSIHC rules) to human health or the environment (flora, fauna, and water supplies)

No

3.2 Changes in occurrence of disease or affect disease vectors (e.g. insect or water borne diseases)

No -

3.3 Affect the welfare of people e.g. by changing living conditions?

Yes The project will generate some additional job opportunity for the local people both during construction and operational stage which will have positive impact on the socio-economic environment of the locality.

3.4 Vulnerable groups of people who could be affected by the project e.g. hospital patients, children, the elderly etc.,

No -

3.5 Any other causes No There will not be any other cause for adverse impact on human health or the environment.

4. Production of solid wastes during construction or operation or decommissioning

(MT/month)

S. No.

Information/Checklist confirmation

Yes/No


4.1 Spoil, overburden or mine wastes No No mining activity is involved in this project.

4.2 Municipal waste (domestic and or commercial wastes)

Yes Solid waste if any of commercial origin that would be generated in the proposed port project will be disposed off suitably in consultation with the concerned Civic body.

4.3 Hazardous wastes (as per Hazardous Waste Management Rules)

No

4.4 Other industrial process wastes

No -----

4.5 Surplus product No There will be no surplus products.

4.6 Sewage sludge or other sludge from effluent treatment

No Very little quantity of sewage expected to be generated during day time due to activities of the workers and the same will be discharged to KoPT’s existing sewerage system for treatment.

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S. No.

Information/Checklist confirmation

Yes/No


4.7 Construction or demolition wastes

No Very less quantity of construction waste will be generated which will be disposed off suitably in consultation with concerned local body without causing any public nuisance and environmental contamination.

4.8 Redundant machinery or equipment No ----

4.9 Contaminated soils or other materials No There will be no soil contamination.

4.10 Agricultural wastes No No agricultural waste will be generated.

4.11 Other solid wastes No ----

5. Release of pollutants or any hazardous, toxic or noxious substances to air (Kg/hr)

S. No. Information/Checklist confirmation Yes/No


5.1 Emissions from combustion of fossil fuels from stationary or mobile sources

Yes Due to fuel combustion of transport vehicles, berthed ships and DG sets. Appropriate pollution control measures will be implemented to mitigate such eventualities.

5.2 Emissions from production processes No No production process is involved.

5.3 Emissions from materials handling including storage or transport

No -----

5.4 Emissions from construction activities including plant and equipment

Almost no

Necessary control measures if required will be incorporated to control such activities.

5.5 Dust or odours from handling of materials including construction materials, sewage and waste

No Necessary control measures if required will be incorporated to control such activities.

5.6 Emissions from incineration of waste No -

5.7 Emissions from burning of waste in open air (e.g. slash materials, construction debris)

No Open air burning of debris within port premises shall be strictly prohibited.

5.8 Emissions from any other sources No

-

6. Generation of Noise and Vibration, and Emissions of Light and Heat

S. No.

Information/Checklist confirmation Yes/No Details thereof (with approximate quantities/ rates, wherever possible) with source of information data with source of information data

6.1 From operation of equipment e.g. engines, ventilation plant, crushers

Yes Noise will be generated from mobile harbor crane; movement of engines wagons, Wagon loading silo etc. but same will be kept within permissible limit.

6.2 From industrial or similar processes No -

6.3 From construction or demolition Yes From construction some noise will be generated.

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6.4 From blasting or piling No -

6.5 From construction or operational traffic Yes From ship movement, mobile harbor crane, movement of engines wagons etc..

6.6 From lighting or cooling systems No Effective measures will be undertaken. 6.7 From any other sources No -

7. Risks of contamination of land or water from releases of pollutants into the ground or into

sewers, surface waters, groundwater, coastal waters or the sea:

S. No. Information/Checklist confirmation Yes/No


7.1 From handling, storage, use or spillage of hazardous materials

No Only dry bulk cargo like coal, limestone to be handled.

7.2 From discharge of sewage or other effluents to water or the land (expected mode and place of discharge)

No All sewage will be treated as per the existing norms and the treated effluent will be used for gardening, dust suppression and other non critical purposes. Arrangements will however be made to dispose of such treated wastewater (meeting relevant discharge standards) into the river to meet any exigency.

7.3 By deposition of pollutants emitted to air into the land or into water.

Yes Appropriate measure like screen wall, continuous sprinkling of water will be installed.

7.4 From any other sources No ----

7.5 Is there a risk of long term build up of pollutants in the environment from these sources?

No ----

8. Risk of accidents during construction or operation of the Project, which could affect human health or the environment

S.No.

Information/Checklist confirmation Yes/No Details thereof (with approximate quantities / rates, wherever possible) with source of information data

8.1 From explosions, spillages, fires etc from storage, handling, use or production of hazardous substances

No

8.2 From any other causes Yes During stacking of coal there is minor

risk for fire and elaborate fire fighting arrangement will be in place.

8.3

Could the project be affected by natural disasters causing environmental damage (e.g. Floods, earthquakes, landslides, cloudburst etc)?

No Effective design will be adopted to counter such calamities.

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9. Factors which should be considered (such as consequential development) which could lead to environmental effects or the potential for cumulative impacts with other existing or planned activities in the locality

S. No.

Information/Checklist confirmation Yes/N

o


9.1 Lead to development of supporting utilities, ancillary development or development stimulated by the project which could have impact on the environment e.g.: • Supporting infrastructure (roads, power supply, waste or waste water treatment, etc.) • housing development • extractive industries • supply industries • other

No ----

9.2 Lead to after-use of the site, which could have an impact on the environment

No No after use of the site is envisaged.

9.3 Set a precedent for later developments No -

9.4 Have cumulative effects due to proximity to other existing or planned projects with similar effects

No No other projects are in close proximity of the proposed port.

(III) Environmental Sensitivity S.No. Areas Name/

Identity Aerial distance (within 15 km.) Proposed project location boundary

1 Areas protected under international conventions, national or local legislation for their ecological, landscape, cultural or other related value

No

-

2 Areas which are important or sensitive for ecological reasons – Wetlands, watercourses or other water bodies, coastal zone, biospheres, mountains, forests

Yes River in the vicinity: Hooghly River

3 Areas used by protected, important or sensitive species of flora or fauna for breeding, nesting, foraging, resting, over wintering, migration

No

-

4 Inland, coastal, marine or underground waters

No

5 State, National boundaries No ----

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S.No. Areas Name/ Identity

Aerial distance (within 15 km.) Proposed project location boundary

6 Routes or facilities used by the public for access to recreation or other tourist, pilgrim areas

No ----

7 Defense installations No -----

8 Densely populated or built-up area Yes Haldia Township : within 3 km from Project site

9 Areas occupied by sensitive man-made

land uses (hospitals, schools, places of worship, community facilities)

Yes i) Port Hospital : within 3 km from Project site ii) Higher Secondary School : within 3 km from Project site iii) Auditorium : Within 3 km from project site in East direction.

10 Areas containing important, high quality or scarce resources (ground water resources, surface resources, forestry, agriculture, fisheries, tourism, minerals)

No

11 Areas already subjected to pollution or environmental damage. (those where existing legal environmental standards are exceeded)

Yes Haldia Township: Within 3.0 km from project site in East direction.

12 Areas susceptible to natural hazard which could cause the project to present environmental problems (earthquakes, subsidence, landslides, erosion, flooding or extreme or adverse climatic conditions)

No -

(IV) Proposed Terms of Reference for EIA studies Since this is amendment of TOR, we have already collected baseline data as per existing TOR. However further study would be carried out as per amended/additional TOR condition

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I do hereby give this undertaking that the data and information given in the application and enclosures are true to the best of my knowledge and belief and I am aware that if any part of the data and information submitted is found to be false or misleading at any stage, the project will be rejected and clearance given, if any to the project will be revoked at our risk and cost. Date: 30th October 2017 Place: Kolkata

P P Dutta

Manage (Envt.)

For

A K Jain (Chief Engineer)

Address: Kolkata Port Trust 15, Strand Road Kolkata-700001 Note: 1. The projects involving clearance under Coastal Regulation Zone Notification, 1991 shall submit with the application a C.R.Z map duly demarcated by one of the authorized agencies, showing the project activities, w.r.t. C.R.Z. (at the stage of TOR) and the recommendations of the State Coastal Zone Management Authority (at the stage of EC). Simultaneous action shall also be taken to obtain the requisite clearance under the provisions of the C.R.Z. Notification, 1991 for the activities to be located in the CRZ. 2. The projects to be located within 10 km of the National Parks, Sanctuaries, Biosphere Reserves, Migratory Corridors of Wild Animals, the project proponent shall submit the map duly authenticated by Chief Wildlife Warden showing these features vis-à-vis the project location and the recommendations or comments of the Chief Wildlife Warden thereon (at the stage of EC).” 3. All correspondence with the Ministry of Environment & Forests including submission of application for TOR/ Environmental Clearance, subsequent clarifications, as may be required from time to time, participation in the EAC Meeting on behalf of the project proponent shall be made by the authorized signatory only. The authorized signatory should also submit a document in support of his claim of being an authorized signatory for the specific project.”

DITCH AREA9704.76 SQM.

FIRE FIGHTINGPUMP HOUSE

T A T A Y A R D

TO G.C. BERTH MAIN GATE

KOLKATA PORT TRUSTHALDIA DOCK COMPLEX

E.S.P OF RAILWAY TRACK ATPROPOSED OUTER TERMINAL-I ATEXTENDED AREA OF G.C. BERTH,HDC.

N

mmg

Text Box

Figure-1 Layout Map

REVISED FINAL REPORT

SETTING UP OF A RIVERINE JETTY

(OUTER TERMINAL 1)

AT HALDIA DOCK COMPLEX

RE-STRUCTURED FEASIBILITY REPORT

INDIAN PORTS ASSOCIATION

1st Floor, South Tower, NBCC Place,

Bhisham Pitamah Marg, Lodi Road,

New Delhi-110003

OCTOBER 2017

SETTING UP OF A REVERINE JETTY ( OUTER TERMINAL -1,) : RESTRUCTURED FEASIBILITY REPORT P a g e | 1

Contents

Sections Particulars

Page No.

Executive Summary

2

1. Introduction 7

2. Assessment of Cargo to be handled 10

3. Planning Parameters 28

4. Site Information 42

5. Berthing Facilities 48

6. Stockyard Stacking and Evacuation 51

7. Material Handling System 61

8. Capital Cost Estimates & Implementation Schedule

77

9. Operation & Maintenance Cost 80

10. Annual Revenue Estimates 83

11. Financial Viability & Sensitivity Analysis 84


EXECUTIVE SUMMARY

1. The proposal relates to Setting up of a Riverine Jetty at Outer Terminal -1 (OT-1), Haldia

Dock Complex to accommodate additional bulk cargoes and ease the congestion at the

existing berths.

2. Total Coal Traffic Projection have been based on Average of Trend and Customer

Interaction for Coke, Coking Coal, Non Coking Coal and Exclusively on Customer

Interaction for Thermal Coal Loading (TNEB) and GoI Policy on Coal Import i.e. Trans-

loading Cargo (NTPC).

3. Based on the traffic projections, the expected future additional dry bulk traffic of coal &

coke along with limestone is estimated to be 6.5 million tonnes (5 million tonnes coal + 1.5

million tonnes lime stone) in next 10 years. This cargo can be handled efficiently and

effectively by creating additional facility (berth, unloading equipment, stock yard and

matching dispatch facility at OT-1, the project under study). Apart from handling coal and

lime stone, the terminal at OT 1 has flexibility to handle any other compatible dry bulk

cargo such as iron ore/manganese ore/dolomite/clinker to enhance the utilization of this

berth, especially when the projected traffic in coal/coke/limestone do not materialise in

future.

4. Considering the above projections, present capacity of the HDC to handle coal, projects on

anvil, the optimum capacity of the new berth (where only coal will be handled), works out

to be 5.00 MTPA.

5. The berth will be located 30 m from the mooring dolphin MD 4 of the 3rd Oil Jetty and will

be aligned along the line joining MD 3 and MD 4 making an angle of 630 east of north. This

30 m clearance from the 3rd Oil Jetty has also the approval of the Chief Controller of

Explosives, Nagpur.

DWT 83,000 ; LOA 240 M; Beam 45 M ; Parcel size 35,000 Te for 7.5 M draft at Haldia.

6. Considering the overall length of the design vessel, ie. 240m and allowing 20m on either

side for mooring, the length of berth works out to 280 m.


7. Taking into consideration the average parcel sizes over the past couple of years, the

capacities of the berth as well as the stockyard will be worked out taking a parcel size of

24,000 tonnes only.

8. The width of the berth is reduced to 25 m from the earlier 40 m since there will be only

operation of the Harbour Mobile Cranes with hopper and conveyors. There will not be any

movement of dumpers or trucks for movement of cargo.

9. The stockyard will be rectangular of overall size 750 m x 240 m which includes a 20 m

width provided all around for green belt, provision of wind barrier etc. There will be 15

stockpiles each of size 100 m x 50 m in a layout of 3 rows. There will be two tracks for

stackers cum reclaimers each of 16 m width running in between the rows of stacks. There

will be a 5 m wide service road running all around the yard for movement of cranes, lorries

etc., for maintenance requirements.

10. It has been proposed to locate the stockyard in the open space west of the existing Tata yard

beyond Navy land. It is a virgin land immediately adjoining port boundary wall which is

presently somewhat low lying area and would require improvement by landfill and

consolidation.

11. It is proposed to have following equipment ensuring uninterrupted unloading operations.

Main Equipment Quantity

Mobile Harbour Cranes 2 Nos.

Stacker cum Reclaimer 2 Nos.

Rapid Wagon loading system with Silo 1 No.

Lorry loading Silo 1 No

Conveyors:

Elevated Conveyor from Berth to Stack yard 1372 m

Ground level Conveyors in the stack yard area 1470 m

Elevated Conveyors from Stack yard to Wagon loader silo 127 m

Elevated conveyor to lorry loading silo about 30 m

Other Equipment:

Front end loaders (Baby loaders) 4 Nos.

Other Equipment & Works

In-motion Rail weigh bridge 1 No

Lorry Weigh Bridge 1 No


Illumination including High mast lighting 1 Lot

Workshop Facilities 1 Lot

Water supply and distribution system 1 Lot

Dust suppression and Firefighting facilities 1 Lot

12. The total capital cost of the project is estimated at Rs. 481.47 Crores. The detailed estimate

is attached as Annexure 8.1. The summary break-up of the estimate is given as under:

Particulars Costs

I. Civil Works 191.09

II. Mechanical Works 195.32

III. Electrical Works 15.90

TOTAL 402.31

A Detailed Engineering & Project Supervision @ 2% 8.05

b. Contingencies @ 3% 12.07

C GST @ 18% on civil works 36.11

D GST @ 18% on mechanical & electrical works (ITC)

TOTAL CAPITAL COST 458.54

E Miscellaneous Cost @ 5% of project cost as per TAMP 22.93

GRAND TOTAL 481.47

13. The annual operation and maintenance cost of the proposal is estimated at Rs. 83.19 Crores

based on TAMP Guidelines for fixation of up-front tariff.

14. The estimated annual revenue based on tariff assessed as per the upfront tariff guidelines

2008 / Tariff orders is given below:

S.No Particulars As Per TAMP

1. Estimated Throughput (Lakh tonnes) 51.10

2. Cargo Handling Rate (Rs. per Ton) 282.61

3. Revenue on Cargo Handling (Rs. In lakhs) 14441.55

4. Estimated GRT ( Lakh GRT hours ) 2074

5. Berth hire (Rs./ GRT hour) 0.76

6. Revenue on Berth hire (Rs. In lakhs) 1580.86

Total Estimated Income 16022.41


15. Sensitivity analysis has also been carried out to gauge the impact of increase in cost and

reduction of revenue earnings on the viability of the proposal. The results of the analysis

are presented below. The detailed Cash flow statement is given at Annexure-11.01.

Table 11.01 (Not considering IDC)

Sl.

No.

Pre-Tax Project IRR at

Constant prices

IRR (%) NPV @ 12%

(in Rs cr)

1 Base case 15.17% 167.71

2 Capital Cost up by 10% 14.23% 124.95

3 Revenue down by 10% 13.24% 62.96

4 Annual O&M Cost up by 10% 14.31% 122.48

5 Combined effect of Sl. no. 2, 3 & 4 11.53% (-) 25.02

16. The Financial viability and Sensitivity analysis considering IDC is as under. The detailed

Cash flow statement is given at Annexure-11.02.

Table 11.2 (Considering IDC)

Sl.

No.

Pre-Tax Project IRR at

Constant prices

IRR (%) NPV @ 12%

(in Rs cr)

1 Base case 14.17% 122.28


3 Revenue down by 10% 12.32% 17.54




SECTION 1

INTRODUCTION

1.1 Earlier Proposals

The proposal to construct OT 1 was first mooted during 2008-09. In order to handle the incremental

volume of dry bulk cargo at HDC, the port authorities decided to construct a riverine multi-purpose

jetty downstream of the 3rd Oil Jetty along with all required backup facilities. Accordingly, a

consultancy contract was awarded to M/s Consulting Engineering Services (I) Pvt. Ltd.(CES). The

scope included the following:

Preparation of Detailed Project Report

Design, Detailed Engineering, Drawings, Specifications, Preparation and issue of Bid

documents, Evaluation & Recommendation for finalization of Contract for Construction

Technical support & Coordination during Construction Period

CES submitted their final report during January, 2009. Subsequently while the draft report was being

discussed with HDC officials, certain modifications needed to be carried out especially the location,

shape and area of land for back-up facilities was shifted, shifted and increased. Moreover, the

modality of execution was decided to be through PPP on DBFOT basis. These required CES to redo

the report and they submitted the revised report during February, 2010. Concurrently, the HDC

authorities invited RFQ during February, 2010.

However, by April 2010 this process was put on hold as the port decided to have trans loading

facilities within its limits where round the year trans loading operations are possible to handle fully

laden panamax carriers. The fully loaded mother vessel will directly call at the trans loader and

unload the cargo. The cargo from the trans loader will be brought to Outer Terminal 1 of HDC by

daughter vessels/barges. Sometimes the mother vessel itself will call at the berth with lighter draft.

The Govt. of India vide the official Gazette of India dated 22nd October, 2010 extended the limits of

KoPT.

These requirements, once again, necessitated updating of the report and CES was commissioned in

March 2011 to relocate the landside facility and optimise the same based on the project requirement

and revise the cost estimate, upfront tariff and financial analysis. CES completed these and submitted

the updated report during April, 2011.


While the report was being updated, HDC authorities re-started the PPP process by issuing RFQ

documents during February, 2011. Bids were received and were evaluated and shortlisting was

completed by July 2011. However, this was again suspended due to legal complications in the Govt.

of India permission to KoPT for transloading operations.

During the subsequent years the matter was pursued and the final green signal was obtained during

2014. PPP process was initiated for Transloading operations and the LOI was given to Jindal ITF

during March 2015. It was decided that the daughter vessels related to this transloading operations

would be handled exclusively at the Dock Basin berths 2 and 8.

1.2 Proposal During 2016

Once the Trans loading project was put on stream, it was decided to review it afresh with reference

to the traffic demands and to execute it on PPP basis. In line with this decision, HDC entrusted IPA

to prepare a Feasibility Report during mid-2015. The final report of IPA was submitted during May

2016 and the process of RFQ and RFP were initiated.

During RFP stage the bidders raised various issues during the pre-bid meeting. These primarily

pertained to the productivity specified, the sufficiency of allotted land and the absence of provision

for evacuation by road. Though HDC accommodated most of the issues, none of the bidders

submitted their financial proposal on the due date in September, 2016.

In view of this situation, HDC decided to have a re-look and restructure the project to make it

attractive to interested investors. Accordingly, IPA was requisitioned to prepared a Feasibility Report

for the restructured project during March, 2017.

1.3 Scope of Work

The scope of work included the following:

A. Review of Project Parameters including the following:

Review of the ship day output norms for unloading dry bulk cargo from different type of vessels

on the basis of the suggestion given the bidders.

Review of the stock yard area on the basis of suggestions given by the bidders and reviewed

ship day output norms etc.


Review of the issues raised by bidders in RFP stage and corrigendum/replies to queries,

including the following:

(i) Review regarding inclusion of suitable provision of evacuation by road in addition to

railway evacuation system, as per the suggestion of bidders.

(ii) Re-assessment of the capacity / specification of the different equipment including

evacuation system (by rail and road) proposed in the Feasibility Report for the project

submitted by IPA in April 2016 on the basis of the reviewed ship day output and suggestions

given by the bidders.

(iii) Revisiting of the environmental mitigation measures by way of including water-sprinkling

arrangement, peripheral drainage system including settling tank. Provision of dust screen

around the stack yard, tyre washing system in case of road evacuation.

B. In case of modification of Project Parameters as at (A) above, revisit and work out the revised

Optimal Capacity, Capital Cost for the Project and also carry out other necessary updation in the

Feasibility Report and submit revised Feasibility Report.

C. Framing of Tariff proposal afresh on the basis of 2008 Guidelines of TAMP, reviewed capacity /

capital cost etc.

D. Modification in the Concession Agreement on the basis of changes made by the SFC and as well

as suggestions received from M/s Mulla & Mulla Crogie Blunt and Caroe vide letter dated

15.02.2017. DCA drafted by M/s Mulla & Mulla Cragie Blunt and Caroe is enclosed.

1.4 Kick off Meeting and Site Visit

IPA team visited Haldia during 15th &16th May, 2017. It visited the site and held detailed discussion

with the HDC officials on the sequence of events starting from the RFQ process and the issues raised

by the bidders. Relevant and required data and information were also collected during the visit.

Discussions were held with GM (MS), GM (Traffic) and GM (Marine). The key guidelines as given

for preparing the restructured report were as follows:


1. Since there has not been any progress in getting the land from the Navy, the restructured project

will have a single option of stockyard located outside Navy land and west of existing Tata yard.

2. The project will include handling of liquid cargo also and to that extent provision will be made on

the jetty structure for connecting flexible hoses and for laying pipelines along the approach trestle.

The feasibility of the port laying pipelines upto a common manifold at the landside end of the

approach trestle will also be examined with the users laying the connecting pipelines to their

respective tankages.

3. The restructured project will have provision for evacuation of coal by road also and for this

purpose, truck loading facilities will be included in project scope.

4. The restructuring will take care of some of the acceptable suggestions of the bidders like reviewing

the daily productivity, parcel size, increasing the total area for stackyard, provision of green belt

around the stockyard, option of operator hiring a shunting loco instead of owning etc.

Based on the discussions and data collected, the draft report was prepared and submitted.

1.5 Draft Report, HDC Comments and Final Report

The draft Feasibility Report was submitted to HDC by end of July 2017 and the comments of HDC

were received by the end of July. One of the main suggestion was that, considering the uncertainties

in the sustained growth of coal traffic, IPA should also consider handling other dry bulk cargo also at

OT 1. Taking care of this suggestion and also incorporating the other comments on the draft report,

the draft Final Report was prepared and submitted during early September. This was finally discussed

during a meeting on 21st September at Kolkata between IPA team and HDC officials wherein some

suggestions were made. These were accommodated and the Final Report is submitted.


SECTION 2

ASSESMENT OF CARGO TO BE HANDELED

2.1 Past Traffic

2.1.1 The Haldia Dock Complex handled 34.14 million metric tonnes of cargo during the last

financial year 2016-17 against capacity of 38 million tonnes. The traffic at HDC has declined

gradually from max. 42.34 million tonnes in 2005-06 to min. 28.08 million tonnes in 2012-13 and

now gradually rising year by year from 2013-14 till 2016-17. The traffic handled at Haldia Port

during last 12 years under three broad categories namely coal, POL and other cargo is shown below.

2.1.2 The decline in traffic is due to the reduction in handling of POL (crude oil diversion to Paradip)

and iron ore (due to environmental/ mining issues) coupled with the reduction of draft in the river

resulting in smaller vessels/ vessel with smaller parcel size calling at Haldia Port. The reduction of

traffic is also attributed to two competitive ports namely Paradip and Dhamra taking away Haldia

Dock traffic as these two ports have deeper drafts. As seen from the above chart, the coal traffic

(Thermal/ Coking Coal, Non Coking Coal and Cokes) has constituted about 25% to 30% of total

traffic handled at Haldia Port for the last 12 years. The coal traffic is the most assured traffic for

Haldia Port due to its location to serve related industries in the hinterland.

2005-06 2006-07 2007-08 2008-09 2009-10 2010-11 2011-12 2012-13 2013-14 2014-15 2015-16 2016-17

Others 15.16 16.15 18.17 16.46 15.65 15.44 13.88 14.56 14.15 15.76 14.6 15.96

POL 17.22 17.6 17.16 16.25 8.41 9.57 6.58 4.79 4.57 3.62 5.06 4.76

Coal cargo 9.96 8.7 8.29 9.08 9.32 10 10.56 8.73 9.79 11.63 13.84 12.42

0

5

10

15

20

25

30

35

40

45

50

mt


2.2 Hinterland of Kolkata/Haldia

2.2.1 Kolkata/ Haldia have a vast hinterland, comprising the entire Eastern India including West

Bengal, Bihar, Jharkhand, eastern part of Uttar Pradesh, north east of Madhya Pradesh, Chhattisgarh,

Assam and other North Eastern States and the two landlocked neighboring countries viz. Nepal and

Bhutan. But the primary hinterland consists of West Bengal, Jharkhand and Bihar which have major

industries consuming fuel/ raw materials imported through this port. The industrial development,

commerce and trade of this vast hinterland are inseparably linked to the life and development of

Kolkata/ Haldia Port and vice-versa. The hinterland of Kolkata / Haldia is marked in the map given

hereunder.


2.3 Power Plants & Steel Industries around Haldia Port

2.3.1 Thermal coal/ Steam Coal is mainly used in power generation. The other use of thermal coal is

in the steel industry where it is used as a fuel for the blast furnace, either for the production of

metallurgical coke or for injection with the hot blast. As thermal coal has a higher ash content, it is

also used in cement, fertilizer, glass, ceramic, paper, and chemical industries. Steam coals are mainly

used like bricks making, oven, domestic use etc.

2.3.2 The coal requirement of thermal power plants in India are met by two sources- domestic coal

mining within India and the import mainly from Indonesia, South Africa and Australia. Despite the

hue and cry of environmental concerns, which are of course true to a certain extent, various other

parameters have still kept coal as one of the most important sources of power generation in thermal

power plants.

2.3.3 Like any part of India, Eastern Region (West Bengal, Jharkhand, Bihar, Orissa) and north

Eastern Region too are facing power shortage and will need more power plants to meet the power

requirements. These states are located around Port of Kolkata/ Haldia Docks. Therefore, their

logistics can be met either from Haldia Docks or nearby Ports such as Paradip Port and Dhamra Port.

In-spite of advantage of Paradip Port and Dhamra Port with deeper draft, Haldia still commands a

sizeable customer base due to its strategic location of being close to these industries. Therefore,

augmentation of port facilities for coal handling at Haldia docks will always attract sizeable amount

of imported coal traffic.

2.3.4 The following major steel industries, power plants and cement industries are located in the

region around Kolkata/ Haldia which need coal for the functioning of the plants-

1. Tata Iron & Steel Manufacturing Co, Jamshedpur, Jharkhand

2. SAIL’s Bokarao Steel Plant, Bokaro, Jharkhand

3. SAIL’s Durgapur Steel Plant, West Bengal

4. IISCO Steel Plant, Burnpur, West Bengal

5. Electrosteel Steel Plant, Bokaro, Jharkhand

6. SAIL’s Rourkela Steel Plant, North Orissa

7. Electrosteel Casting Ltd, Haldia, West Bengal

8. Usha Martin Wire Ropes, Jamshedpur, Jharkhand

9. Usha Martin Wire Ropes, Ranchi, Jharkhand


10. Tata Metaliks Limited (pig iron), Kharagpur, West Bengal

11. Bengal Energy Ltd (Power plant & iron), Midnapur, West Bengal

12. Jay Balaji Industries Ltd, Kolkata, West Bengal

13. Jindal Steel, Howrah, West Bengal

14. Super Smelters Ltd

15. SPS Steel, Kolkata, West Bengal

16. Hoogly Steel, Kolkata, West Bengal

17. Suryam Steel, Kolkata, West Bengal

18. Burnpur Cement, Asangaon, West Bengal

19. Bansal Cement, Kharagpur, West Bengal

20. Cement Manufacturing Co Ltd, Alipore, West Bengal

21. Atibir Industries Co. Ltd

22. Haldia Energy Limited-CESC Group (2 x 300 MW), Haldia, West Bengal

23. NTPC Farakka Super Thermal Power Plant (2100 MW), West Bengal

24. KolaghatThermal Power Plant (1260 MW), East Midnapur, West Bengal

25. Bakreshwar Thermal Power Plant (1050 MW), Birbhum, West Bengal

26. Durgapur Thermal Power Station (1000 MW), Durgapur, West Bengal

27. Sagardighi Thermal Power Plant (600 MW), Murshidabad, West Bengal

28. Titagarh Thermal Power Station (240 MW), Titagarh, West Bengal

29. CESC Southern Generating station (135 MW), Kolkata, West Bengal

2.3.5 Some of the above power plants presently use domestic coal as fuel and others use imported

coal for electricity generation based on total cost of operation (TCO), Gross Caloric Value (GCV),

preferred ash contents, moisture contents needed by the designed plants. Though imported coal cost

has advantage over domestic coal, resulting use of imported coals by the power plants, the recent

decision/ policy (Make in India) by Govt. of India is encouraging use of domestic coal. But this will

have to be tested in coming years based on volume of domestic coal production, cost of production

to mine owners and logistics cost to power plant operators. As on date imported coal with 5500 GCV

(Ex Indonesia) cost USD 36 and freight USD 8. The Cargo related charges on East Coast of India is

about Rs 480/- per tonne. The total capacity of thermal power plants in West Bengal is approx. 14,540

MW as given hereunder.


Name of Power Plant Operator Location/ Distt Capacity

Kolaghat Thermal Power Station WBPDCL Mecheda, East

Madinapur 1260 MW

Bakreshwar Thermal Power Station WBPDCL Suri, Birbhum 1050 MW

Bandel Thermal Power Station WBPDCL Hooghly 450 MW

Santaldih Thermal Power Station WBPDCL Purulia 500 MW

Sagardigi Thermal Power Station WBPDCL Murshidabad 1100 MW

Durgapur Thermal Power Plant DVC Durgapur (Burdwan) 350 MW

Farakka Super Thermal Power

Station(Coal from ECL)

NTPC

Nagarun, Murshidabad 2100 MW

Mejia Thermal Power Station DVC Durlabhpur, Bankura 2340 MW

Budge Budge Thermal Power Plant CESC

Achipur, South 24

Paraganas 1225 MW

Titagarh Thermal Power Station CESC

North 24 Paraganas 240 MW

CESC Southern Generating Station CESC

Garden Reach,

Kolkata 135 MW

Haldia Energy Ltd Power Plant CESC

Baneshwar Haldia 600 MW

NSPCL Durgapur Plant NTPC-SAIL

JV Durgapur 120 MW

Katwa Super Thermal Power Station

(Under Construction) NTPC

Katwa, Purba

Bardhman 1320MW

New Cossipore Thermal Power Station CESC

Kolkata 100 MW

Raghunathpur Thermal Power Station (Not

fully Operation)

DVC/

Nayveli Raghunathpur, Purulia 1200MW

India Power Corporation (Haldia)

Ltd(Operation by end of 2017 IPCL Haldia 450 MW

Total 14540 14,540MW

WBPDCL: West Bengal Power Distribution Co. Ltd, DVC: Damodar Valley Corporation, CESC:

Calcutta Electric Supply Corporation (RP-Sanjiv Goenka Group), IPCL: India Power Corporation

Limited

http://en.wikipedia.org/w/index.php?title=Kolaghat_Thermal_Power_Station&action=edit&redlink=1

http://en.wikipedia.org/wiki/Bakreshwar_Thermal_Power_Station

http://en.wikipedia.org/wiki/Birbhum_district

http://en.wikipedia.org/w/index.php?title=Bandel_Thermal_Power_Station&action=edit&redlink=1

http://en.wikipedia.org/wiki/Hooghly_district

http://en.wikipedia.org/wiki/Santaldih_Thermal_Power_Station

http://en.wikipedia.org/w/index.php?title=Sagardigi_Thermal_Power_Station&action=edit&redlink=1

http://en.wikipedia.org/w/index.php?title=Durgapur_Thermal_Power_Plant&action=edit&redlink=1

http://en.wikipedia.org/wiki/Farakka_Super_Thermal_Power_Station

http://en.wikipedia.org/wiki/Farakka_Super_Thermal_Power_Station

http://en.wikipedia.org/wiki/Mejia_Thermal_Power_Station

http://en.wikipedia.org/w/index.php?title=Budge_Budge_Thermal_Power_Plant&action=edit&redlink=1

http://en.wikipedia.org/wiki/South_24_Parganas_district

http://en.wikipedia.org/wiki/South_24_Parganas_district

http://en.wikipedia.org/w/index.php?title=Titagarh_Thermal_Power_Station&action=edit&redlink=1

http://en.wikipedia.org/wiki/North_24_Parganas_district

http://en.wikipedia.org/w/index.php?title=CESC_Southern_Generating_Station&action=edit&redlink=1

https://en.wikipedia.org/wiki/Katwa_Super_Thermal_Power_Station

https://en.wikipedia.org/wiki/New_Cossipore_Thermal_Power_Station

https://en.wikipedia.org/wiki/Raghunathpur_Thermal_Power_Station


2.3.6 In addition to above mentioned major industries, there are many small industries/ foundries

which need non coking coal. The requirement of coal for these small industries are met by the coal

traders like Agarwal Coal Corporation, Coastal Energy Ltd, Saraogi Udyog Pvt Ltd etc. These traders

work on very thin margin hence chose to use ports with least TCO (total cost overall) which includes

demurrage on vessels arising out of port congestion. There are other coal traders like Bhatia Coal,

Gupta Coal etc who are also keen to develop customer base in West Bengal/ Jharkhand but are unable

to take the final call due to long vessel waiting time at Haldia Docks.

2.4 Methodology Adapted for Traffic Study

2.4.1 The traffic is analyzed on the basis of traffic growth in past (CAGR ranging from 6 years to 12

years based on cargo statistics available) up to FY 2016-17 and drawing the trend in future with

application of correction based on the inputs provided by the major Customers using Haldia Port.

The note has also been taken from the Govt. of India decisions on encouragement of use of domestic

coal over imported coal. The coal cargoes have been divided in following five categories based on

their suitability to be handled at OT-1.

a) Thermal Coal (loading)- TNEB cargo from domestic mines

b) Non coking coal/ Thermal coal import through trans-loader facility at Sagar

c) Other Non-coking coal import discharge at Haldia Port's berths (Excluding trans-loading cargo

at Sagarand coal loading)

d) Coking coal discharge at Haldia Port’s berths

e) Cokes discharge at Haldia Port’s berths

The volume of coal handled during last six years for above mentioned five categories of coal is

tabulated below-

Fin Year Thermal Coal

(Loading)

Transloading

(Non coking)

Other Non

Coking coal

Coking coal Cokes Total

2011-12 2.35 0 3.27 4.94 0.27 10.83

2012-13 1.98 0 2.25 4.5 0.93 9.66

2013-14 1.6 0.2 2.64 5.35 0.58 10.37

2014-15 1.24 0.51 3.87 6 0.62 12.24

2015-16 1.55 1.82 4.61 5.72 0.81 14.51

2016-17 1.82 0.6 4.02 5.49 0.49 12.42


2.5 Traffic Forecast for Coal and Coke

2.5.1. Traffic Forecast Based on Past Trend

2.5.1.1 Thermal Coal (Loading Cargo): Thermal coal being brought from domestic coal mines

(Raniganj) by rail for loading into ship at Berth No. 4 for shipment to Tuticorin Port as coastal cargo

for use by Tamil Nadu Electricity Board Power Plant at Tuticorin. The volume is low but picking up

slowly. In view of Govt. of India initiative to use domestic coal instead of imported coal, coastal

volume will rise in coming years and will gradually rise to 3 million tones which can be handled at

Berth No. 4 itself. This traffic shall not be taken into account for arriving at traffic to be handled at

OT-1 as OT-1 will cater to only mechanized unloading facility. However, this volume will be shown

separately to know total coal volume at Haldia Port.

2.5.1.2 Non Coking Coal (Trans-loading Cargo): Non coking coal/Thermal coal (import)

handled from Sagar Island by NTPC for its Farakka Thermal Power Plant. The coal does not come

to HDC at any berth. This traffic shall not be taken into account for arriving at traffic to be handled

at OT-1 as this cargo moves through barges to Farakka after discharge in mid-stream by ships derrick.

However, this volume will be shown separately to know total coal traffic at Haldia Port.

3.41

2.44

1.8 1.921.49

2.17 2.351.98

1.61.24

1.551.82

0

0.5

1

1.5

2

2.5

3

3.5

4

Thermal Coal Traffic: Loading- Coastal (Million Tonnes)

Last 6 Year CAGR: (-) 4.98%


2.5.1.3 Other Non-Coking Coal (Import Cargo): Non Coking coal/ Thermal coal (import)

handled at various berths inside HDC or to be handled at floating barge jetty and OT-1 will be taken

into account for arriving at traffic to be handled at OT-1.

2.5.1.4. Coking Coal (Import Cargo): Coking Coal or Metallurgical coal is used in manufacturing

steel, where carbon must be as volatile-free and ash-free as possible. Coking coal is also heated to

produce coke, a hard porous material which is then used to blast in furnaces in steel plants for the

extraction of iron from the iron ore. Coking coal (import) handled at various berths inside HDC or to

be handled at floating barge jetty and OT-1 will be taken into account for arriving at traffic to be

handled at OT-1. The trend in coking coal traffic during last 6 years is shown below.

0.2

0.51

1.82

0.6

0

0.2

0.4

0.6

0.8

1

1.2

1.4

1.6

1.8

2

FY 2013-14 FY 2014-15 FY 2015-16 FY 2016-17

4 Year CAGR = 44.22%

Transloading Non Coking Coal ( in Million Tonnes)

3.27

2.252.64

3.87

4.614.02

0

1

2

3

4

5

2011-12 2012-13 2013-14 2014-15 2015-16 2016-17

Other Non Coking Coal Traffic (Million Tonnes)

6 Year CAGR= 4.21%


2.5.1.5 Cokes (Import Cargo): Various types of cokes (RP Coke, Nut Coke, Met Coke) handled at

various berths inside HDC or to be handled at floating barge jetty or at OT-1 will be taken into

account for arriving at traffic to be handled at OT-1. These cokes are used in iron & steel industries.

Coke is used as a fuel and as a reducing agent in smelting iron ore in a blast furnace. As seen from

traffic trend from FY 2011-12 to 2015-16, the coke traffic has risen considerably in last six years

showing CAGR of 12.65%. The trend in coke traffic for last 6 years at HDC is shown below.

4.944.5

5.35

65.72 5.49

0

1

2

3

4

5

6

7

2011-12 2012-13 2013-14 2014-15 2015-16 2016-17

Coking Coal Traffic (Million Tonnes)

6 Year CAGR= 2.13%

0.27

0.93

0.58 0.62

0.81

0.49

0

0.2

0.4

0.6

0.8

1

2011-12 2012-13 2013-14 2014-15 2015-16 2016-17

Coke Traffic (Million Tonnes)

6 Year CAGR=12.65%


2.5.1.6 Coal Traffic Projection Based on Trend (CAGR Based)

The traffic projection for coal imported coal traffic at HDC based on CAGR trend is presented in the

following Table 2.2.

(in million tonnes)

Fin. Year

(1)

Thermal

Coal

(Loading)

@ CAGR

(-) 4.98%

(2)

Trans-

loading

coal @

CAGR

44.22%

(3)

Non

Coking

Coal

CAGR

4.21%

(4)

Coking

Coal @

CAGR

2.13%

(5)

Cokes

(6) @

CAGR

12.65%

(6)

Total

Coal

Cargo

(7)

Projection

for import

coal (sum of

4,5,6 only)

(8)

2016-17 1.82 0.60 4.02 5.5 0.49 12.43 10.01

2017-18 1.73 0.87 4.19 5.62 0.55 12.95 10.35

2018-19 1.64 1.25 4.37 5.75 0.61 13.61 10.72

2019-20 1.56 1.80 4.55 5.88 0.69 14.47 11.11

2020-21 1.48 2.60 4.74 6.01 0.77 15.60 11.52

2021-22 1.48 2.60 4.94 6.15 0.86 16.02 11.95

2022-23 1.48 2.60 5.15 6.29 0.96 16.47 12.39

2023-24 1.48 2.60 5.37 6.43 1.07 16.95 12.87

2024-25 1.48 2.60 5.59 6.58 1.20 17.45 13.37

2025-26 1.48 2.60 5.83 6.73 1.34 17.97 13.90

2026-27 1.48 2.60 6.07 6.88 1.50 18.53 14.45

2027-28 1.48 2.60 6.33 7.04 1.68 19.12 15.04

Note: Trans-loading traffic and Thermal Coal (loading) traffic stagnated forcefully in 4th year

considering impossibility.

2.5.2 Traffic Forecast Based on the Government Policy on Use of Domestic Coal as Substitute

to Imported Coal

2.5.2.1 Government is gradually trying to reduce coal import in a bid to increase domestic production

and stick to 1.5 billion tonne production target by the year 2020 set by the Coal Ministry. Out of

which 1 billion tonne will by Govt companies and remaining 500 million tonne by private entities.

The statement made by the Coal Secretary, Ministry of Coal, Government of India while addressing

MCC Chamber of Commerce and Industry in Kolkata in Feb 2016 re-affirms the same which is re-

produced below-

Quote:

“We have done a detailed analysis on how to handle import. As we increase production, we must

bring down imports, it is already coming down but should be at much faster rate. In power sector,


we have engaged each of PSU power companies. We had meeting with state owned power companies

on coal import. This fiscal (2015-16) import will reduce by 15 million tonne. From April next year

(2016-17), they will stop placing fresh import orders. State owned power entities import about 35 to

40 million tones. The efforts are to encourage private companies to buy coal for long term from

auction”.

Unquote:

The above statement has turned into reality as can be seen as reduction in coal import in India during

last two years.

Trends in Import of Coal (in million tonnes)

Types of Coal

(Excl Cokes)

2011-

12

2012-13 2013-14 2014-15 2015-16 2016-17

Coking Coal 31.80 35.56 36.87 43.72 43.50 50*

Non-Coking Coal 71.05 110.23 129.99 174.07 156.38 111*

Total Coal Import 102.85 145.79 166.86 217.78 199.88 161

*Provisional

2,5.2. 2 Similarly, coal traffic at Haldia Port declined from 14.51 million tonnes in 2015-16 to 14.42

million tonnes in 2016-17 and coal traffic at all other major ports declined from 155.17 million tonnes

in 2015-16 to 139.85 million tonnes in 2016-17. The Govt. further stated on 1st May 2017 that it is

aiming to bring down zero thermal coal import of power PSUs like NTPC, in the current financial

year, a move that would reduce the country’s import bill by Rs 17,000 crores. The Govt. would also

convince private companies operating in the power sector to totally stop the import of fossil fuel.

(PTI 1st May 2017).

2.5.2.3 Keeping in view the announcement of the above policy, the import of trans-loading coal

through Sagar Island by M/s NTPC for its Farakka Power Plant will become nil. Hence traffic

projection gets corrected as below. In line with discussion with NTPC official, it is understood that

only old orders placed with traders will be honored which to the tune of 3 lakh tones. No fresh orders

will be placed for coal import. (NTPC handled one vessel namely MV Mary Gorgi as carrying 71,760

MT steam coal (trans-loading cargo) at Kanika Sands (within the limits of Dhamra Port) during the

period from 19.05.2017 to 28.05.2017).


2.5.2.4 Summary of coal traffic forecast based the Govt Policy on use of domestic coal, superimposed

on past traffic trend is given below.

Traffic Projections based on CAGR trend & government policy on use of domestic coal

(in million tonnes)

Fin. Year

(1)

Thermal

Coal

(Loading)

@ CAGR

(-) 4.98%

(2)

Trans-

loading coal

@ CAGR

44.22%

(3)

Non

Coking

Coal

CAGR

4.21%

(4)

Coking

Coal @

CAGR

2.13%

(5)

Cokes (6)

@ CAGR

%

12.65

(6)

Total

Coal

Cargo

(7)

Projection

for coal

import

(sum of

4,5,6 only)

(8)

2016-

17(Actual)

1.82 0.60 4.02 5.5 0.49 12.43 10.01

2017-18 1.73 00 4.19 5.62 0.55 12.95 10.35

2018-19 1.64 00 4.37 5.75 0.61 12.37 10.72

2019-20 1.56 00 4.55 5.88 0.69 12.68 11.11

2020-21 1.48 00 4.74 6.01 0.77 13 11.52

2021-22 1.48 00 4.94 6.15 0.86 13.43 11.95

2022-23 1.48 00 5.15 6.29 0.96 13.88 12.39

2023-24 1.48 00 5.37 6.43 1.07 14.35 12.87

2024-25 1.48 00 5.59 6.58 1.20 14.85 13.37

2025-26 1.48 00 5.83 6.73 1.34 15.38 13.9

2026-27 1.48 00 6.07 6.88 1.50 15.93 14.45

2027-28 1.48 00 6.33 7.04 1.68 16.53 15.04

Note: Since NTPC does not import directly but through traders, the fall in non-coking coal will be

shown against trader’s volume while preparing projection based on interaction with customers.

2.5.3 Traffic forecast based on interaction with Haldia Port Customers

The major coal importing customers were contacted on phone during the period from 12thMay 2017

to 5th June 2017. The details of discussion are placed at Annex 2.2 of this report.

2.5.3.1 Interaction with Coking Coal Customers: (in million tonnes)

Customers (Coking Coal)2016-17 2017-18 2018-19 2019-20 2020-21 2021-22 2022-23 2023-24 2024-25 25-26 26-27 27-28

Actual

Steel Authority of India 3.55 3.70 3.70 4.00 4.00 4.25 4.25 4.25 4.25 4.25 4.25 4.40

Tata Steel Ltd 1.19 1.50 1.50 1.50 1.50 1.50 1.50 1.50 1.50 1.50 1.50 1.50

Jai Balaji Industries Ltd 0.28 0.35 0.35 0.35 0.35 0.35 0.35 0.35 0.35 0.35 0.35 0.35

Electro Steel/ Casting Ltd 0.36 0.36 0.40 0.40 0.40 0.40 0.40 0.40 0.40 0.40 0.40 0.40

Usha Martin Ltd* 0.09 0.09 0.09 0.09 0.09 0.09 0.09 0.09 0.09 0.09 0.09 0.09

Tata Metaliks Ltd 0.06 0.06 0.06 0.12 0.12 0.12 0.12 0.12 0.12 0.12 0.12 0.12

Rawmet Comm P Ltd 0.004 0.004 0.004 0.004 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005

Shyam Sel/ Ferro Alloys 0.000 0.090 0.200 0.200 0.250 0.250 0.300 0.300 0.300 0.300 0.300

Total 5.53 6.15 6.30 6.66 6.72 6.97 7.02 7.02 7.02 7.02 7.02 6.87

COKING COAL TRAFFIC PROJECTION BASED ON CUSTOMER INTERACTION


2.5.3.2 Interaction with Non Coking Coal Customers (in million tonnes)

Customer (Non Coking coal)2016-17 2017-18 2018-19 2019-20 2020-21 2021-22 2022-23 2023-24 2024-25 25-26 26-27 27-28

Tata Steel Ltd. 0.42 0.50 0.50 0.70 0.70 0.70 0.70 0.70 0.70 0.70 0.70 0.70

Agarwal Coal Corpn0.31 0.35 0.35 0.35 0.35 0.35 0.35 0.40 0.40 0.40 0.40 0.35

SAIL 0.28 0.30 0.50 0.50 0.60 0.60 0.60 0.60 0.60 0.60 0.60 0.60

Super Smelters Ltd 0.25 0.25 0.25 0.30 0.30 0.30 0.30 0.30 0.30 0.30 0.30 0.30

Saraogi Udyog P Ltd0.16 0.18 0.20 0.23 0.25 0.27 0.30 0.32 0.35 0.35 0.40 0.45

Anand

Carbo/Godawari 0.17 0.17 0.17 0.17 0.17 0.17 0.17 0.17 0.17 0.17 0.17 0.17

Jai Balaji Industries

Ltd 0.12 0.12 0.15 0.15 0.15 0.15 0.15 0.15 0.15 0.15 0.15 0.15

Haldia Energy Ltd 0.11 0.11 0.11 0.11 0.11 0.11 0.11 0.11 0.11 0.11 0.11 0.11

Rawmet

Commodities 0.10 0.11 0.12 0.12 0.12 0.12 0.12 0.12 0.12 0.12 0.12 0.12

Electro Steel Ltd/ Casting Ltd0.16 0.16 0.18 0.18 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00

Usha Martin Ltd* 0.08 0.08 0.08 0.08 0.08 0.08 0.08 0.08 0.08 0.08 0.08 0.08

CESC Ltd 0.07 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00

Indian Power Corpn (Haldia) Ltd0.00 0.60 1.00 1.50 1.50 1.50 1.50 1.50 1.50 1.50 1.50 1.5

Sub Total 2.23 2.93 3.61 4.39 6.33 6.35 6.38 6.45 6.48 6.48 6.53 6.53

Others @ 10.26 CAGR 1.79 1.9737 2.1762 2.3994 2.6456 2.9170 3.2163 3.5463 3.9102 4.3114 4.7537 5.2414

Grand Total 4.02 4.90 5.79 6.79 8.98 9.27 9.60 10.00 10.39 10.79 11.28 11.77

NON COKING COAL TRAFFIC PROJECTION BASED ON CUSTOMER INTERACTION

Note: CAGR of 12.65 is derived from subtotal column for 12 years traffic.

2.5.3.3 Interaction with Coke Customers (in million tonnes)

Customers (Cokes) 2016-17 2017-18 2018-19 2019-20 2020-21 2021-22 2022-23 2023-24 2024-25 25-26 26-27 27-28

Actual

Neo Metaliks 0.084 0.085 0.085 0.085 0.085 0.085 0.085 0.085 0.085 0.085 0.085 0.085

Atbir Industries* 0.075 0.082 0.082 0.082 0.082 0.082 0.082 0.082 0.082 0.082 0.082 0.082

Reshmi Metaliks 0.037 0.037 0.038 0.040 0.050 0.050 0.050 0.050 0.050 0.050 0.050 0.050

Shyam Sel/ Ferro Alloys 0.036 0.036 0.036 0.040 0.040 0.040 0.040 0.040 0.040 0.040 0.040 0.040

Tata Metaliks Ltd 0.020 0.010 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000

Sub Total 0.251 0.250 0.241 0.247 0.257 0.257 0.257 0.257 0.257 0.257 0.257 0.257

[email protected]% CAGR 0.240 0.241 0.241 0.242 0.242 0.243 0.243 0.244 0.244 0.245 0.245 0.246

Total 0.491 0.490 0.482 0.489 0.499 0.500 0.500 0.501 0.501 0.502 0.502 0.503

COKE TRAFFIC PROJECTION BASED ON CUSTOMER INTERACTION

2.5.3.4 Interaction with Thermal coal (Loading) Customer (in million tonnes)

Customers (Coastal loading) 2016-17 2017-18 2018-19 2019-20 2020-21 2021-22 2022-23 2023-24 2024-25 25-26 26-27 27-28

Actual

TNEB (SICAL) 1.820 1.940 2.060 2.180 2.300 2.420 2.540 2.660 2.780 2.900 3.000 3.000

THERMAL COAL (COASTAL LOADING) TRAFFIC PROJECTION BASED ON CUSTOMER INTERACTION

2.5.3.5 Interaction with Customer using Trans-Loading Facility for NCC Import (NTPC):

The Customer indicated that no further coal imports through trans-loading facility as per GoI

directive to use domestic coal. Hence this volume has been considered as Nil for future projection.


2.5.4 Final traffic projection based on average of “trend” and “customer indication” for

coking coal, non-coking coal and cokes but Thermal Coal (loading) considered purely as per

“customer indication”.

2.5.4.1 Total Coal Traffic Projection Based on Average of Trend and Customer Interaction for Coke,

Coking Coal, Non Coking Coal and Exclusively on Customer Interaction for Thermal Coal Loading

(TNEB) and GoI Policy on Coal Import i.e. Trans-loading Cargo (NTPC).

Total coal traffic projections (Imported + Loading + Transloading) (in million tonnes)

2.6 Traffic Forecast for Other Major Dry Bulk Cargo

2.6.1 Apart from various types of coal cargo handled inside Dock, the other solid bulk cargo like Iron

Ore, Manganese Ore, Lime Stone, Fertilizers, Containers etc are also handled inside Dock. The traffic

trend of all solid bulk cargo is analyzed for last 12 years and future growth/ volume for each of the

other solid bulk cargo is presented below.

2.6.1 Iron Ore and Manganese Ore

Both Iron Ore and Manganese Ore are used in Iron & Steel manufacturing industry. Though there

are significant number of industries in India including in West Bengal and Jharkhand, these industries

have not been importing iron ore, but getting it from mines in Jharkhand, Orissa and Madhya Pradesh

due to cost advantage. Export of iron ore has declined due to mining issue and increase of custom

duty to 30% in Dec 2011. Due to this iron ore was even imported in 2015-16 by the industries to

meet the raw material requirement for the production. This volume (whether

CUSTOMERS 2016-17 2017-18 2018-19 2019-20 2020-212021-22 2022-23 2023-242024-252025-26 2026-27 2027-28

Actual

Coastal Coal (Loading):TNEB 1.82 1.94 2.06 2.18 2.30 2.42 2.54 2.66 2.78 2.90 3.00 3.00

Transloading Coal: NTPC 0.60 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00

Non Coking Coal (Import) 4.02 4.55 5.08 5.67 6.86 7.11 7.38 7.69 7.99 8.31 8.68 9.06

Coking Coal (Import) 5.52 5.89 6.03 6.27 6.37 6.56 6.66 6.73 6.80 6.88 6.95 7.03

Coke (Import) 0.49 0.52 0.55 0.59 0.63 0.68 0.73 0.79 0.85 0.92 1.00 1.09

All Cargo 12.45 12.90 13.72 14.71 16.16 16.77 17.31 17.87 18.42 19.01 19.63 20.18

All Import (All Cargo- TNEB)

10.63 10.96 11.66 12.53 13.86 14.35 14.77 15.21 15.64 16.11 16.63 17.18

FINAL PROJECTION BASED ON AVERAGE OF TREND AND CUSTOMER INTERACTION - IN MMT


import or export) is not enough and not reliable one at Haldia Port over the long period of time for

which traffic projection is made. The handling of this commodity at Haldia Port may not pick up

even in future.

The iron ore / pellets and manganese ore traffic handled at Haldia Docks during last 10 years is shown

below.

Iron ore traffic has fallen considerably (CAGR -7.59%) due to mining/ custom duty issues.

2.6.2 Lime Stone

Lime stone is mainly used by cement industry in large quantity. Other use is in road construction

industry and steel & iron industry for removing impurity during steel production stage. Lime stone

mines are available in India (Rajasthan and Gujarat) and therefore import is limited. The lime stone

traffic at Haldia Docks during last 12 years is shown below-

7.988.5

10.07

8.978

6.62

5.04

2.97 3.113.92

2.12 2.15

0

2

4

6

8

10

12

Iron Ore & Mangnese Ore (Million Tonnes)

CAGR 6 Years: (-) 15.66%

CAGR 12 Years: (-) 11.22%


CAGR during last 5 years is very high (12%), and also the volume in absolute term is also significant.

Hence this commodity can also be considered as a supplementary cargo for coal and coke at OT-1.

2.6.3 Fertilisers and Fertiliser Raw Materials

The raw materials are rock phosphate and Sulphur used for fertiliser making. The commodities like

DAP, MoP and Urea are finished fertilisers. The volume for this cargo is very less and very volatile

as this depends upon many factors like quality of monsoon, govt subsidy etc. The fertiliser traffic has

been taken from Admin Report of Haldia Docks.

The traffic in fertilisers and FRM handled during last 6 years are as shown hereunder:

The traffic growth is negative (CAGR minus 2%), and volume in absolute terms it is

also less than one million tonnes.

0.39 0.45 0.5 0.64 0.50.75 0.62

1.23 1.29 1.39 1.52

1.96

0

0.5

1

1.5

2

2.5

Lime Stone (Million Tonnes)

CAGR 12 Year 15.81% CAGR 5 Year 12%

0.52

0.33

0.53

0.81

0.64

0.47

0

0.2

0.4

0.6

0.8

1

2011-12 2012-13 2013-14 2014-15 2015-16 2016-17

Fertilisers & FRM (Million Tonnes)

CAGR 6 Year (-) 2.00%


2.6.4 Other Solid Bulk Cargo (Cargo Mix)

There are about 30 commodities including liquid cargo under the head “Other Cargo” with a volume

of about 3.5 to 5 million tonnes per annum as seen during last 12 years. The main commodities are

containers, mill scale, silica gel, gypsum, clinker, dolomite, sugar, steel cargo, project cargo, salt

etc. Thus each cargo under this category constitutes less than a lakh tonnes of cargo except

containers, sugar, clinker, gypsum and iron & steel.

Containerized cargo is showing positive growth with about 1.36 lakh TEUs in 2016-17 which is

likely to go up to 2 lakh TEUs in next two years and further to full capacity of 2.5 to 3 lakh TEUs

per annum (with available 2 RMQCs each with capacity of 1.5 lakh TEUs subject to upgradation

handling facilities in the container yard). However, containers cannot be handled at OT-1.

In view of above, none of the commodities under “Other solid bulk cargo” can be considered for

handling at OT-1 except clinker and dolomite.

2.7 Summary – Cargo Estimates

Based on the above details, it is estimated that the present volume of coal cargo (all types

of coal including coke) is 10.63 million tonnes (FY 2016-17) is projected to go up to 17.18

million tonnes in the FY 2027-28.

The major increase is in non-coking coal import (from 4.02 million tonnes in 2016-17 to

11.28 million tonnes in 2027-28). This is in-spite of the initiative by the Govt. of India to

stop import by the PSUs and encourage domestic mining through CIL as well as by the

private mine owners. The main reason for this is that the landing cost of imported coal is

lower than domestic coal for same caloric value (GCV). Hence private players will continue

to import. Apart from existing customers, some new importers, like Indian Power

Corporation (Haldia) Pvt. Ltd will be importing non coking coal for their new Power Plant

at Haldia through HDC resulting in nullification of decrease in coal volume on account of

SAIL (through Dock berths) and NTPC through midstream discharge.


On coking coal side, the reason for growth in volume from 5.53 million tonnes in 2016-17

to 7.02 million tonnes in 2027-28 is due better quality availability from import compared

to domestic one as opined by the customers.

The GoI initiative to encourage use of domestic coal, will result in increased volume of

coastal thermal coal (non-coking coal) loading for TNEB power plant which is shipped

from HDC. This coal volume is projected to be close to double in next 10 years for which

projection is made. This volume of coal (loading cargo) will not be handled at OT-1 but at

exclusive mechanized berth (Berth No.4) inside Dock.

Thus from present level of 10.63 million tonnes to 17.18 million tonnes in next 10 years

provides additional coal cargo of about 5 million tonnes. This additional cargo cannot be

handled at existing berths as they have capacity constraints due to various reasons, mainly

because vessels pass through lock gate system.

Apart from Coal cargo, Lime Stone has been identified as another dry bulk cargo with

potential growth. The volume is expected to grow from present level of 1.96 million tonnes

to 3.45 million tonnes in next five years there-after it will likely to get saturated unless new

industries are commissioned in the hinterland surrounding Haldia Port. From this about 1.5

million tonnes of lime stone can be considered for OT-1.

Thus the total additional dry bulk cargo (coal and lime stone) is estimated to be 6.5 million

tonnes (5 million tonnes coal + 1.5 million tonnes lime stone) in next 10 years. This cargo

can be handled efficiently and effectively by creating additional facility (berth, unloading

equipment, stock yard and matching dispatch facilities by rail and road).

Apart from handling coal and lime stone, the terminal at OT 1 has flexibility to handle any

other compatible dry bulk cargo such as iron ore/manganese ore/dolomite/clinker to

enhance the utilization of this berth, especially when the projected traffic in

coal/coke/limestone do not materialise in future.


SECTION 3

PLANNING PARAMETERS

3.1 Traffic to be Handled

As indicated in Section 2, the traffic projection for non-coking coal, coking coal and coke (all

imports) has been presented in the Table 3.1 hereunder.

Table 3.1

Types of coal 2016-17 2017-18 2018-19 2019-20 2020-21 2021-22 2022-23 2023-24 2024-25 2025-26 2026-27 2027-28

Thermal coal for TNEB (coastal exp) 1.82 1.94 2.06 2.18 2.30 2.42 2.54 2.66 2.78 2.90 3.00 3.00

NTPC Transloading coal 0.60 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00

Non-coking coal (imports) 4.02 4.55 5.08 5.67 6.86 7.11 7.38 7.69 7.99 8.31 8.68 9.06

Coking coal (imports) 5.50 5.89 6.03 6.27 6.37 6.56 6.66 6.73 6.80 6.88 6.95 7.03

Coke (imports) 0.49 0.52 0.55 0.59 0.63 0.68 0.73 0.79 0.85 0.92 1.00 1.09

All coal traffic 12.43 12.90 13.72 14.71 16.16 16.77 17.31 17.87 18.42 19.01 19.63 20.18

All imports (except TNEB & NTPC) 10.61 10.96 11.66 12.53 13.86 14.35 14.77 15.21 15.64 16.11 16.63 17.18

FINAL PROJECTION BASED ON AVERAGE OF TREND AND CUSTOMER INTERACTION

(in million tonnes)

As a summary, the projections are as follows:

o 2017 - 18 10.96 million tonnes

o 2021 – 22 14.35 million tonnes




Among the existing berths inside the dock basin, Berths 6 & 7 are handling edible oil and chemicals.

Berths 10 & 11 handle containers. All the other berths handle coals and coke, other dry bulk and

some liquid cargo also. Even among these, the primarily coal & coke handling berths are Berths

2,4,4A,4B and 8. The performance of these berths during the past two years, viz. 2016-17 and 2015-

16 are presented in the following Tables 3.2 and 3.3


TABLE 3.2

COMMODITY B/2 B/3 B/4 B/4A B/4B B/5 B/8 B/9 B/12 B/13 TOTAL

Total coal and coke 24,83,195 31,749 19,38,112 26,85,172 22,01,335 23,15,357 67,712 117,22,632

Total other dry bulk cargo 10,29,838 88,250 3,249 14,05,770 7,000 9,33,379 2,94,877 8,37,445 14,73,638 60,73,446

Total break bulk 2,981 6,197 161 2,05,281 5,83,993 66,790 8,65,403

Total edible oil and other oils 28,956 9,57,020 1,24,911 7,22,377 18,33,264

Total traffic by barges 25,800 2,200 1,15,614 44,038 24,153 5,100 2,16,905

GRAND TOTAL 35,41,989 11,05,800 20,68,472 26,85,172 36,07,105 8,51,188 32,48,897 5,44,196 14,45,591 16,13,240 207,11,650

Usable Capacity 40,00,000 15,00,000 30,00,000 30,00,000 40,00,000 10,00,000 40,00,000 10,00,000 15,00,000 35,00,000 265,00,000

-

Spare capacity available 4,58,011 3,94,200 9,31,528 3,14,828 3,92,895 1,48,812 7,51,103 4,55,804 54,409 18,86,760 57,88,350

COMMODITY-WISE & BERTH-WISE TRAFFIC HANDLED DURING FINAL YEAR 2016-17

(*) Usable capacity as re-assessed by the Traffic Deptt. of HDC taking into account the extra

time a ship has to spend at the berth waiting for the appropriate tide

Table 3.3

COMMODITY B- 2 B-3 B-4 B-4A B-4B B-5 B-8 B-9 B-12 B-13 Total

Total coals and coke 1,207,936 314,974 1,559,165 2,843,633 4,060,464 279,498 1,229,870 0 0 1,052,839 12,548,379

Total other dry bulk cargo 577,633 431,504 43,909 0 420,009 127,516 451,895 1,278,609 792,536 436,212 4,559,823

Total break bulk 0 0 0 0 100 9,688 50,873 73,182 545,943 37,148 716,934

Total edible oil and other liquids29,837 869,012 163,935 0 0 908,374 0 0 0 0 1,971,158

GRAND TOTAL 1,815,406 1,615,490 1,767,009 2,843,633 4,480,573 1,325,076 1,732,638 1,351,791 1,338,479 1,526,199 19,796,294

Usable Capacity 4,000,000 1,500,000 3,000,000 3,000,000 4,000,000 1,000,000 4,000,000 1,000,000 1,500,000 3,500,000 26,500,000

COMMODITY-WISE & BERTH-WISE TRAFFIC HANDLED DURING FINAL YEAR 2015-16

Among these berths, Berth 4, which is fully mechanised, is equipped to load coal vessels and is used

for coastal export of thermal coal to TNEB. It cannot handle bulk imports. All the other berths can

handle imports of coal and coke. However, it could be seen that the major share of coal and coke

imports have been handled at Berths 2, 4A, 4B and 8. The usable capacity of these four berths works

out to 15 million tonnes per annum.

It could be noted from the earlier tables that there has been a marginal decrease in the coals & coke

traffic from 2015-16 to 2016-17. But there has been a significant increase in the traffic of other dry

bulk cargo such as limestone and clinker. The port has indicated that in the current year, during 1st

quarter, the volume of imported coal is around 2.5 million tonnes while the volume of other Dry Bulk

Cargo (both import and export) is around 2.4 million tonnes. Thus, while the volume of imported

coal is either gradually decreasing or remaining almost stagnant, the volume of other Dry Bulk Cargo


(both import and export) are substantially increasing. According to the port, going by the current

trend, it is expected that during 2017-18 around 9.5 million tonnes of other Dry Bulk Cargo will be

handled at HDC. Considering 10% CAGR, around 14 million tonnes of other Dry Bulk Cargo will

be required to be handled at HDC during 2021-22. Thus, during 2021-22, altogether, 28.35 million

tonnes of imported coal and other Dry Bulk Cargo (both import and export) will be required to be

handled at HDC. By 2027-28 this will increase to about 42 million tonnes if the same CAGR is

maintained for other dry bulk cargo. Will increase to about 42 million tonnes if the same CAGR is

maintained for other dry bulk cargo.

As could be seen from the earlier tables, the total usable capacity of these berths work out to

23.50 million tonnes.

The port is currently constructing a floating jetty for handling barges which will bring coal from

Sagar Roads handled through trans loader and transhipment operations. The assessed capacity of

this jetty is around 2.5 MTPA. This facility is expected to be completed and commissioned by the

end of this year. The floating cranes for transloading operations are also expected to be in place by

the end of the year after the SW monsoon as they have to be towed from the west coast.

Thus the combined capacity of the dock basin berths and this floating jetty will be about 26.00

MTPA leaving a gap of 2.35 MTPA by 2021-22 and 16 MTPA by 2027-28.

It is expected that the OT 1 revised project will be commissioned by 2021-22 or latest by 2022-23.

It could be seen that by that time the expected traffic will be around 2.0 to 2.5 MTPA to start with

and gradually reaching the optimum capacity of 5.0 MTPA during the next 5 years.

As decided earlier, it is proposed to develop OT 1 as a fully mechanised berth with a dedicated

stockyard with equipment for receipt and dispatch both by road and rail. Such a system can handle

only the import of coal. However, considering the uncertainties in the coal traffic, it is recommended

that the facilities could have a flexibility to handle suitable other dry bulk cargo, which though not

compatible with coal, could still be handled with certain provisions for cleaning the conveyors and

the stockpiles. One of such commodity could be limestone whose traffic has been generally on the

rise as indicated in Section 2.

In this context, it may be noted that due to demand from the trade, HDC has made provisions for

handling edible oil and HOJ 3 as its present occupancy level is low. However, when the traffic in

POL products and LPG picks up, this berth will also get congested. Since the present OT 1 berth is


adjacent to HOJ 3, it is recommended that suitable provisions may be made to facilitate handling of

edible oils also as this will not need any extensive structural arrangements as this will need only a

pipeline to be laid with a manifold with the ship-shore transfer effected through flexible hoses. This

will supplement the coal traffic during the initial stages so that the berth is optimally utilised.

3.2 Vessel and Parcel Sizes

For deciding the design parameters of the ships, the details of vessels carrying different types of

coal/coke (excluding thermal coal) that called at the berths 2, 4A, 4B and 8 only have been considered

as they handle the major share of the traffic. The total volume handled as well as the number of vessel

calls relate only to these four berths. And these are presented hereunder in the Tables 3.4 .

TABLE 3.4

Type of Coal Coking Coal Non coking coal

Total volume handled in million Te 5.47 3.95

Number of ship calls 196 163

Maximum 90,625 84,488

Minimum 12,477 28,671

Average 74,194 68,944

Maximum 229 237

Minimum 134 170

Average 235 213

Maximum 36,672 33,000

Minimum 6,564 5,500

Average 27,929 24,224

Maximum 30,386 35,054

Minimum 10,696 12,794

Average 19,126 22,829

Productivity in Tonnes / day

DETAILS OF VESSELS CARRYING COAL

2016 - 17

Deadweight Tonnage - DWT

Parcel Size in Tonnes

Length Overall in metres


Type of Coal Coking Coal Non coking coal

Total volume handled in million Te 5.32 3.39

Number of ship calls 201 145

Maximum 84,488 83,685

Minimum 3,572 6,759

Average 72,367 62,775

Maximum 235 229

Minimum 95 104

Average 217 204

Maximum 34,940 32,674

Minimum 4,240 2,505

Average 26,462 23,410

Maximum 33,814 32,062

Minimum 4,860 2,813

Average 16,981 17,116

Productivity in Tonnes / day

Parcel Size in Tonnes

2015- 16

Deadweight Tonnage - DWT

Length Overall in metres

It has been noticed that about 10% of the total vessel calls have brought in parcels of more than

30,000 Te. The variation of parcel size with the sailing draft is brought out in the following table:


Aft Fwd

LUMINOUS HALO (HAL11301937) 56,018 42,924 12.58 7.40 7.40

KM SYDNEY (HAL11400180) 80,638 30,634 14.41 7.48 7.48

MYRTO (HAL11400214) 82,131 30,834 14.43 7.53 7.53

SUNRISE SERENITY (HAL11400277) 76,544 30,351 14.10 7.52 7.52

VISHVA CHETNA (HAL11400349) 81,734 31,899 14.50 7.90 7.85

VISHVA UDAY (HAL11400358) 82,000 31,790 14.20 7.90 7.90

STELLA DAWN (HAL11400373) 81,700 30,807 14.40 7.80 7.80

SAITA I (HAL11400593) 81,922 30,738 7.50 7.50

AENEAS (HAL11400610) 81,586 30,455 7.60 7.60

VISHVA ANAND (HAL11400725) 80,655 30,050 14.50 7.70 7.70

YASA FORTUNE (HAL11400680) 82,849 32,128 14.43 7.50 7.50

MARIA (HAL11400722) 76,015 32,846 8.00 8.00

IRON FUZEYYA (HAL11400776) 82,209 30,097 7.40 7.40

MAIA (HAL11400804) 82,193 31,925 7.50 7.50

BRIGHT WIND (HAL11400812) 82,119 34,123 8.10 8.10

OMIROS L (HAL11400863) 81,450 31,283 7.68 7.68

CAPTAIN ANTONIS (HAL11400864) 82,177 30,285 7.37 7.33

KONSTANTINOS II (HAL11400906) 81,697 30,959 7.80 7.80

PRABHU MOHINI (HAL11400927) 81,168 31,515 14.52 7.85 7.80

AGIA VALENTINI (HAL11400995) 80,388 31,721 7.75 7.64

GOLDEN KIJI (HAL11401115) 76,596 30,600 7.50 7.50

ASIA GRAECA (HAL11401123) 73,902 30,273 13.94 7.70 7.70

SRI PREM VEENA (HAL11401276) 82,792 30,752 14.40 7.40 7.30

LADY GIOVI (HAL11401553) 81,791 30,801 14.38 7.59 7.42

DA TONG (HAL11401554) 81,104 30,094 14.00 7.80 7.80

TIANJIN PIONEER (HAL11401677) 75,744 30,354 13.99 7.50 7.53

DONGHAE STAR (HAL11401696) 82,861 31,244 14.80 7.60 7.60

TRANS OCEANIC (HAL11301955) 58,186 40,650 12.83 6.60 6.60

ANNI SELMER (HAL11400003) 56,000 38,765 12.55 6.20 6.20

AZUR (HAL11401307) 76,500 32,000 7.53 7.48

MARIELENA (HAL11401349) 81,354 30,092 7.40 7.40

CHENNAI SELVAM (HAL11401486) 52,489 46,304 12.02 7.18 7.18

ULTRA LION (HAL11401772) 81,588 31,453 7.60 7.60

DWT Parcel size Full DraftSailing Draft

NAME OF VESSEL

Taking all these into considerations, the design vessel size is taken as Panamax bulk carrier

of the following dimensions:

DWT 83,000 ; LOA 240 M; Beam 45 M ; Loaded draft: 14.5 M; Parcel size 35,000 Te for

7.5 M draft at Haldia for structural design. However, taking into consideration the average

parcel sizes over the past couple of years, the capacities of the berth as well as the stockyard

will be worked out taking a parcel size of 24,000 tonnes only.


3.3 Siting of the Berth

KoPT had entrusted Central Water & Power Research Station (CWPRS), Pune to carry out requisite

model studies and suggest a suitable location and alignment for the proposed jetty upstream of the

existing 3rd Oil Jetty. CWPRS, in their Technical Report No. 4375 of September 2006 had suggested

the following:

The jetty will have length of 308 m and width of 40 m. The location of the jetty will be 50 m

upstream of the northern mooring dolphin of the existing 3rd Oil Jetty.

The face of the jetty would be aligned at an orientation of 630 N considering the velocity and

direction of current flow

Recommended scour depth would be 27.8 m from the Chart Datum.

The draft report submitted by CES during January, 2009 was discussed by HDC in a meeting

on 1st August, 2009 and the following modifications were made on the layout.

The jetty length was reduced to 270 m to accommodate one panamax vessel or two smaller

vessels of 110 m length. The width of 40 m was retained.

The suggested scour depth was reduced to 23 m from the Chart Datum.

The location of the jetty was revised to 30 m from the mooring dolphin MD4 of the 3rd Oil

Jetty and was aligned along the line joining MD3 and MD4 making an angle of 630 east of

north. This 30 m clearance from 3rd Oil Jetty had been approved by the Chief Controller of

Explosives, Nagpur.

3.4 Locating the Stockyard

Ideally the stockyard should be located as close to the berthing structure as possible to ensure

efficiency of operation. On examination it is noted that the backup land behind 3rd Oil Jetty as well

as behind the proposed location of the Outer Terminal I accommodates 3 plots leased to the Navy

having areas of 4.05; 4.62; 14.16 hectares respectively and a plot leased to Govt. of West Bengal

(housing Haldia Bhavan). It is understood that KoPT had requested Indian Navy to relinquish the

land concerned and in exchange KoPT would provide them with an equivalent extent of land at an

alternative location. This proposal is understood to be awaiting the approval of the Ministry of

Defense for more than a year. However, there is an uncertainty about the actual timing of the release


of the land. In view of this situation, it has been decided to leave this area and locate the stockyard

away from these plots.

This alternate location was discussed in detail between IPA & HDC and the location was finalised

without affecting Haldia Bhavan and also avoiding certain areas with encroachments. This location

is west of Tata Yard. The advantage of this option is that the stockyard can be expanded in a linear

fashion and the railway yard will be close to the stockyard. However the disadvantage is that it will

be at quite some distance from the berth and an overhead covered conveyor has to be laid from the

berth to stockyard and the conveyor orientation will require it passing close to the present dock basin

and at the edge of the Navy Land. The layout and location of this option are presented in the following

Figure 3.1.

FIGURE 3.1 – STACKYARD WEST OF TATA YARD

These locations have been superimposed on satellite picture to show the relative locations of salient

other physical structures. These are presented in the following Figure 3.2.


figure 3.2 – Satellite picture of proposed stockyard location

As regards the railway yard, after reviewing the proposed alignment of the Ranichak ROB, it has

been decided to connect the wagon loading yard by a rail link that would take off from the existing

rail link to TMILL siding after the GC Berth road crossing. The arrangement of railway system will

be more or less identical in both the options. The proposed site of the rake loading yard comprising

wagon loading silo, an engine escape line and a brake van holding line is proposed to be connected

to this single line. The main line is long enough to accommodate the full rake with the silo at the

centre so that the rake can be moved forward while being loaded. Incidentally, the next siding could

also be used for taking in another rake in case of bunching of trains.

The general arrangement of the railway siding with the take off point is shown in the following Figure

3.3

Figure 3.3 : Layout of railway yard


3.5 Handling System

The material handling system has been designed as ship-shore transfer through Harbour Mobile

Cranes and berth-yard transfer through a conveyor system and handling at yard through stackers and

reclaimers to avoid pollution to the environment.

3.6 Handling Rates

3.6.1 Ship - Shore Transfer

Considering the capital cost, operational flexibility and proven performance, it is proposed to equip

the berths with two mobile harbour cranes with grab attachment. Each of the cranes will have a rated

capacity of 1000 TPH. The total rated capacity will be 2000 TPH

It has to be noted that the ship comes to HDC not fully loaded but partially loaded, having discharged

the top portion of the hatches at another deep draught port. Hence the quantity of coal available for

the cream bite of the grab will be limited. As the hatch gets emptied, the remaining coal is to be

heaped at one place by a baby dozer which is lowered into the hatch. The baby dozer moves around

shifting the scattered coal into a heap sufficient for the grab to bite into and lift. This takes time and

the grab content is largely reduced as compared to a cream bite.

Such a sequence of operations are presented in the following Figures 3.4, 3.5 and 3.6.

Figure 3.4 – Baby dozer heaping the scattered coal


Figure 3.5 – Baby dozer facilitating grab bite

Figure 3.6 – Baby dozer & grab working in tandem


When a fully loaded ship is being discharged, for getting the average productivity the initial grab bite

at the top of hatch with full grab content and less lifting height is taken as also the above mentioned

process of clearing the last portion of the hatch. Thus the average is reasonably high. But when

considering a partially loaded ship, the initial lift is itself more because the hatch content is already

reduced. For clearing the last portion, the lifting height is more and the grab content is also less. All

these cumulatively reduce the average productivity.

As can be seen from Table 3.4, the average productivity for coking coal and non-coking coal has

been 19,126 TPD & 22,829 TPD for 2016-17 and 16,981 TPD & 17,116 TPD for 2015-16 giving an

overall average of 19,013 TPD.

Hence, taking into consideration all the aforesaid issues, it is recommended an average productivity

of 20,000 TPD could be considered.

3.6.2 Berth - Stockyard Transfer

Keeping in mind the level of pollution that could be created by fleet of dumpers shuttling between

the berth and the stockyard, it has been proposed to have a conveyor system with mobile hoppers

placed on the deck to transfer the material from the berth to the stockyard. The conveyor will have

a matching rated capacity of 2000 TPH.

3.6.3 Stockyard Evacuation

It is proposed that about 4 MTPA will be evacuated by rail and 1 MTPA will be evacuated through

road.. Thus on an average daily about 4 rakes per day and about 200 truck movements (15Te trucks)

will move out of the yard. This gives an evacuation rate of 15,000 TPD.


3.7 Optimum Capacity of Stockyard (as per TAMP Guidelines)

For a coal terminal TAMP guide line stipulates that the optimum yard capacity is 70% of maximum

coal that could pass through the yard and is derived from the following formula.

Optimum Yard Capacity = 0.7 X A X Q X T tons

where A = is the stockpile area in sq.m

Q = Quantity that could be stacked per sq.m

T = Turnover ratio of the plot in a year

Total area of stockpiles = 15 x 100 x 50 = 75,000 m2

Quantity that could be stacked per m2 = 5.2 Te

Dwell time = 0.7 x 75,000 x 5.2 / 15,000

= 18.2 days

Plot turn over ratio in a year = 20

Yard capacity (0.7 x 75.000 x 5.2 x 20) = 5.46 MTPA

3.8 Optimum Capacity of Berth (as per TAMP Guidelines)

It has been observed earlier in this section that the average handling rate is 20,000 tonnes per day.

Following TAMP Guidelines, the optimal capacity of the terminal is calculated using the following

formula:

Optimal capacity

= 0.7 S1 X P1 + S2 X P2 + S3 X P3 + …. X 365

100 100 100

S1 - Percentage share of capacity of Cargo type 1

P1 - Handling rate of the vessel carrying Cargo type 1

S2 - Percentage share of capacity of Cargo type 2

P2 - Handling rate of the vessel carrying Cargo type 2


S1, P1, S2, P2 and so on depending on the number of different types of Cargo to be handled at the

berth of the particular port.In the present proposal, the share of Panamax vessels and Handymax

vessels are considered as 70% and 30% respectively based on the current trend.

According to the formula, the optimum capacity of the new berth (where only coal will be handled),

works out to

365 x 0.7 x 20,000 ≈ 5.11 MTPA say 5.00 MTPA

Optimum Capacity of the Terminal: 5.00 MTPA (lower of the two)


SECTION 4

SITE INFORMATION

[A] Environmental Data

4.1 Rainfall Data

This region is mainly exposed to southwest monsoon from June to September and an average monthly

rainfall of over 250mm is experienced (July and August are the wettest months having monthly

rainfall as high as 400mm). During northwest monsoon from November to February, monthly

average rainfall of less than 50mm is experienced. The average annual rainfall is around 1500mm

and the average number of rainy days in a year with rainfall of 25mm or more is about 20.

4.2 Temperature

At Haldia, there is a seasonal variation in the temperature. April and May are hotter month, whereas

December and January are colder months. The highest temperature so far recorded is 44.90 C during

the month of May in 1975 and the lowest temperature is 6.90 C recorded during the month of

December 1975. Design range of effective temperature is ± 250 C

4.3 Visibility

It is learnt that visibility at Haldia is better compared to that at Kolkata, as the area is free from

industrial smoke. At times due to heavy rainfall poor visibility is reported during the southwest

monsoon. On an average, fog is reported on 5-7 days in each month from November to February

during mornings.

4.4 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


4.5 Earthquake

Seismic loads are estimated according to modified clause for the interim measures for seismic

provisions clause 222 of IRC:6-2000. Horizontal seismic forces to be resisted shall be computed as

follows:

Feq = A n x (Dead Load ± Appropriate Live Load)

A n = {(Z / 2) x (Sa / g)} / (R / I)

Horizontal Seismic Co-efficient = 0.18

Z = Zone Factor = 0.24 (Table 5)

Sa / g = Average response acceleration coefficient = 2.50

R = Response Reduction Factor = 2.50

I = Importance Factor = 1.50

4.6 Tidal Data

The tide levels of river Hugli at Haldia are as follows:

Highest High Water (HHW) : (+) 7.26 m CD

Mean High Water Spring (MHWS) : (+) 5.70 m CD

Mean High Water (MHW) : (+) 5.01 m CD

Mean High Water Neaps (MHWN) : (+) 4.26 m CD

Local Mean Water Level (LMWL) : (+) 3.23 m CD

Mean Low Water Neaps (MLWN) : (+) 2.10 m CD

Mean Low Water (MLW) : (+) 1.34 m CD

Mean Low Water Springs (MLWS) : (+) 0.80 m CD

Lowest Low Water (LLW) : (-) 0.07 m CD


[B] Geo-Technical Information

4.7 Offshore

Geotechnical data for the berth structure is based on the sub-soil investigation report available with

the port which was earlier issued to the consultant. The generalised soil profile from this report is

presented hereunder.


4.8 Onshore

Five numbers of boreholes were carried out by the earlier consultant in the back up area to ascertain

the sub-soil characteristics. The location of the boreholes are shown in the figure given herunder.

The summary of the soil profile of the aforesaid boreholes are presented in the subsequent table as

also the details of layers and strength parameters.


From these tables, it is seen that the initial 7 m deposit is grey clayey silt/ silty clay with traces of

mica of N value of about 5. This is followed by about 8 m deposit of greyey silty sand / fine sand

with traces of mica with N value varying from 14 to 36. Thereafter, about 15 m is dark grey silty

clay of N value varying from 4 to 12. The strata after that upto RL (-) 33 m is grey fine sand of N

value 50.

These are only for guidance and general information. For detailed engineering, site specific

investigations have to be carried out.


SECTION 5

BERTHING FACILITIES

5.1 Setting of the Berth

As indicated in the Section 3 – Planning Parameters, the berth will be located 30 m from the mooring

dolphin MD 4 of the 3rd Oil Jetty and will be aligned along the line joining MD 3 and MD 4 making

an angle of 630 east of north. This 30 m clearance from the 3rd Oil Jetty has also the approval of the

Chief Controller of Explosives, Nagpur.

5.2 Length of Berth

The design vessel size is taken as Panamax bulk carrier of the following dimensions:

DWT 83,000 ; LOA 240 M; Beam 45 M ; Parcel size 35,000 Te for 7.5 M draft at Haldia.

Considering the overall length of the design vessel, ie. 240m and allowing 20m on either side for

mooring, the length of berth works out to 280 m.

5.3 Width of the Berth

The width of the berth is reduced to 25 m from the earlier 40 m since there will be only operation of

the Harbour Mobile Cranes with hopper and conveyors. There will not be any movement of dumpers

or trucks for movement of cargo.

5.4 Deck Elevation

The deck elevation is kept at + 8.75 m (CD)

5.5 Water Depth at the Berth

Considering the loaded draft of 7.5 m for the panamax carriers at Haldia, a water depth of 8.25 m

will be required allowing an under-keel clearance of 0.75 m. Even though the design draft is

considered as 7.5 m, it is seen from the Table given in Section 3 – Planning parameters pertaining to

the variation in parcel sizes with the draft, that occasionally the ships berth will draft greater than 7.5

m and upto 8.0 m, it is recommended that the maneuvering and berthing area in front of the berth

shall be dredged to 8.75 m below CD to facilitate ships to be at the berth with full load even during

low tides.


5.6 Berth Structure

The structure of the berths is proposed to be in the form of open piled jetty. There are 4 rows of piles.

The pile bents are at a spacing of 5.5m c/c along the length and 7.5 m c/c across the berth. The piles

are concrete bored cast-in-situ. The first two rows of piles are sized at 1400 mm diameter while the

third and fourth rows of piles are sized at 1300 mm. and 1200 mm respectively. These piles are

founded at (-) 45 m CD. The cross section of the berth showing the general arrangements proposed

on the deck is shown in the figure hereunder.

Cross section of berth structure

5.7 Approach to the Berth

The approach to the berth will be through an approach trestle from the river bank and reaching the

northeastern end of the berth. The trestle will follow the alignment of the conveyor from the berth to

the stockyard. Moreover, this alignment will facilitate the movement of the harbour mobile cranes

from the shore to the berth with less maneuverability. The approach trestle will be 18m wide which


will accommodate the conveyor as well as a roadway. The length of the approach trestle will be 120

m. These alignment and length are shown in the following figure.

Alignment & Length of Approach Trestle

The trestle substructure will be of bored cast-in-situ concrete piles. The piles will be of 1000 mm

diameter and will be founded at (-) 30 m CD. There will be four piles across and in the longitudinal

direction, the pile bents will be spaced at 9 m centres. The cross section of the approach trestle is

shown in the figure hereunder.

Cross section of approach trestle


SECTION 6

STOCKYARD, STACKING & EVACUATION

6.1 General

The stockyard in a bulk unloading port is required for transit storage of bulk materials before

evacuation for end user. The proposed facility in OT1 is planned for importing, transit storage and

evacuation of coal (and its variants) and other dry bulk import cargoes. The volume and the number

of stock piles should be commensurate with the grades of these materials handled, their throughput

requirements for each grade and type of material, the rate of stacking, the rate of evacuation, vessel

parcel size etc.,

The required volumetric capacity of stack yard will depend on the bulk density and the angle of

repose, the length, width and height of stock pile. If the height and width of stock pile are restricted,

then the length has to be increased to maintain the same capacity. However, it is not always prudent

to have a lengthy stack yard as that will entail too frequent travel of yard machines over long

distances. The width of stockyard has to be limited as too wide a stack will demand a long boom

length for the yard machines which will increase their size and hence the costs much more than such

arithmetic increase. The best way to optimise the capacity of a stack yard, therefore, is to optimise

the height and width. The three aspects that impose limitation in stack height are

Load bearing capacity of the soil: This can be overcome by soil improvement methods.

Limitation due to angle of Repose: With increase in height of stockpile, the repose angle will

increase and if increased beyond specified angle, it will cause sliding of material and will form a

natural slope on its own. Thus due to the limitation imposed by the angle of repose, the increase in

capacity of a stockpile will not be directly proportional to increase in height.

Pollution and Combustion due to Auto ignition: Coal has the property of combustion due to auto

ignition on account of burden of coal due to high stacking. This is more pronounced if the coal stays

in the stockyard for too long. Also too much increase in stock pile height in an open stack yard may

cause pollution due to windage.

The problems on account of points 2 and 3 above can be pronounced during hot and dry summer

months. To limit the problem of auto ignition in case of coal and to contain pollution of dry bulk

cargoes due to windage and optimise on the cost of improving soil for increasing the load bearing

capacity of stockyard area, it is proposed to limit the height of coal stack yard to an optimal height of


10 meters. On a similar analysis the width of stock pile is planned is optimised to be 50 m. In the case

of limestone since its bulk density is 1.3 (as against 0.8 for coal) it is proposed to limit the stock pile

height to 6 metres and achieve the same capacity in terms of weight of material stacked. Similarly,

the height of stacking of other bulk cargoes will be commensurate with their bulk density.

It is proposed to plan for layout of stockyard with three parallel rows of stacks. The three rows will

consist of two outer rows of stock piles for which there will be access for one of the two stacker cum

reclaimers, while the central row of stack yard will have access by both the machines. Since the stack

yard planned is open to elements, an effective pollution control by way of yard sprinkling system and

firefighting measures are planned.

6.2 Stockyard Capacity Assessment

The capacity of stack yard planned depends on the annual throughput requirements, number of grades

of materials, number of users, maximum vessel parcel size and rate of evacuation. The above factors

are stochastic and thus have no deterministic solution. In the section on Planning Parameters, the

turnover ratio of stack yard per annum is taken as 20. This will work out to an average dwell time of

18.2 days in the transit stack yard. Thus the stockyard capacity will be 5 % of annual throughput.

6.3 Coal Stockyard Planning

Based on the capacity considerations as detailed above, the planning of stockyard is tabulated as

below in Table 6.1


TABLE 6.1 - STACKYARD PLANNING

Sl No Description Value

1 Annual Traffic 5.0 million tonnes

2 Norm for storage proposed

as a Percentage of Annual Throughput

5 %

3 Capacity of stock pile required as per norm 2,50,000 Te

4 Density of coal /Limestone 0.8 /1.3 Te/m3

5 Angle of Repose 37⁰ 6 Height of stock pile 10 m for coal and 6 m for

limestone and other cargoes

7 Width of stock pile at the bottom 50 m

8 Width of stock pile at the top for coal 23.50 m

9 Length of each stack proposed 100 m

9 Length of the same stockpile at the top for coal 73.50 m

10 Volume of prismoid of each pile 32,442 m3

11 Quantity stacked per pile having a length of 100

m at the bottom, a width of 50 m, a height of

10m for coal and/or a height of 6 m for

limestone and with both with an angle of repose

of 37⁰

25,954 Te

≈ 26,000 Te

12 Number of piles proposed 15

13 Total Length of stock pile proposed 1500 m

14 No of Rows of stock piles proposed 3

15 No of stock piles proposed in each row with

each stock pile of 100 m length

5

16 Total No of stock piles proposed 15

18 Capacity of stock pile planned 3,90,000 Tonnes

The above arrangement of stockyard also takes into account the number of users to be catered to as

understood from HDC authorities. The capacity of stock pile planned therefore works out to 7.8 % of

annual throughput planned.

It may be specifically noted that the stack yard planning is done for coal and other dry bulk cargoes

and the overall capacity of stack yard will remain the same irrespective of the whether it is coal or

limestone or any other dry bulk cargo which is on account of different bulk densities and

corresponding stack heights. In the case of coal which has a bulk density of 0.8, the stock pile height

will be 10 m and in the case of limestone which has a bulk density of 1.3, the stock pile height will

be limited to 6 m.


It may be further noted that the stack yard capacity planned takes into consideration multiple cargoes

like coal and other dry bulk. The coal consists of many variants like coking coal, thermal coal of

different grades and multiple importers. The basket of other dry bulk consists of a range of cargoes

like Limestone, iron ore, manganese ore, clinker and dolomite.

6.4 Locating the Stockyard

It has been proposed to locate the stockyard in the open space west of the existing Tata yard beyond

Navy land. The reasons thereof have been already brought out in Section 3 – Planning Parameters.

It is a virgin land immediately adjoining port boundary wall which is presently somewhat low lying

area and would require improvement by landfill and consolidation. The location of the land area for

siting the preferred option is shown in the following Figure 6.1

Figure 6.1: OPEN AREA OUTSIDE THE COMPOUND WALL

6.5 Stack Yard Layout

The stockyard will be rectangular of overall size 750 m x 240 m which includes a 20 m width provided

all around for green belt, provision of wind barrier etc. There will be 15 stockpiles each of size 100

m x 50 m in a layout of 3 rows. There will be two tracks for stackers cum reclaimers each of 16 m

width running in between the rows of stacks. There will be a 5 m wide service road running all

around the yard for movement of cranes, lorries etc., for maintenance requirements.

The layout of stack yard planned is depicted in the Figure 6.2 hereunder.


Figure 6.2: LAYOUT OF STACK YARD

It can be noticed that while the total area earmarked for the entire stack yard is 750 M x 240 M, the

same is laid out with stock piles in three rows with two yard conveyors in between on which stacker

cum reclaimers are installed. Each row of stack yard consists of 5 stock piles with each stock pile

having a length of 100 m and a width of 50 m (at the bottom). Each stock pile is separated from next

by a gap of 10 m to avoid admixture. Thus after accounting for 540 m of length for actual stacking,

170 m (85 m on either side length-wise) required for accommodating the drive/transfer house and for

the transition of conveyor from stack yard to the transfer house area which are essentially operational

requirements.

From the layout drawing it may also be noticed that out of the total 15 stock piles, 13 stock piles are

suggested for coal (and its variants) and 2 stock piles for other dry bulk cargoes. The two stock piles

for other dry bulk are proposed to be located in the central row of stack yard to facilitate that it is

accessible by both the stacker cum reclaimers. This arrangement is based on the present

understanding of traffic forecast and in future it can vary depending upon the change in composition

of cargoes from time to time.

Each of the 15 stock piles have a length of 100 m and a width of 50 m. In the case of coal stock piles,

the height is optimised as 10 m and for Limestone it will be 6 meters. The stock pile height other dry

bulks will vary commensurate with their densities, but their height is not expected to more than 10 m

in any case as all other compatible dry bulks have densities more than coal. Thus for planning

purposes all the stock piles will have a stacking capacity of 26,000 tonnes each. Since two dedicated

stock pile are initially planned for other dry bulk cargoes, these particular stock pile areas are

proposed to be laid with concrete paving stones. The purpose of such concrete paving stacking area

for other dry bulk is planned for the following reasons.


The basket of other dry bulks is expected to contain many and varied cargoes like limestone, gypsum,

dolomite, clinker etc and each of these cannot be allowed to get mixed with others and their annual

throughput volumes may be comparatively small, once such temporary usage ceases, the area shall

be thoroughly cleared of previously stacked cargo for which a concreted surface facilitates perfect

cleaning.

Concrete paving further facilitates that other dry bulk cargoes (some which are expensive cargoes)

does not get embedded in the ground and permanently lost or get contaminated.

In view of this the cost estimate provides for cost of paving twos stock pile areas.

6.6 Evacuation

The coal and other dry bulk from stockyard will be evacuated through both rail and road. The

evacuation by railway mode is planned to the extent of about 80% of the throughput i.e. 4.0 Million

tonnes and the remaining 20% i.e. 1.0 Million tonnes will be planned for evacuation by road through

dumpers. The mechanized evacuation facilities by rail and road are planned on the basis of these

parameters.

6.6.1 Evacuation by Rail

For speedy evacuation of coal and limestone by rail there are two types of proven systems. The first

and the older one is by means of a mobile wagon loader in which wagons are stationary and the loader

will be mobile. In the second system which is called rapid wagon loading system or in-motion wagon

loading system, the loading of coal/limestone into open wagons is effected by means of flood loading

of bulk material from a stationary silo as wagons are in motion. In this project it is planned for a rapid

wagon loading system as it will ensure faster evacuation between the two. Presently the Indian

Railways permit a loading time of 5 hours for mechanized wagon loading of bulk materials. It is

widely expected that the Indian railways are planning for a turnaround time of 3 hours instead of the

present 5 hours, which is not possible with a mobile wagon loader. On the other hand, the in-motion

wagon loading system can load a rake in about 1.5 hours at the maximum, leaving adequate time for

peripheral activities required for pre and post loading such as placement of empty rake, and

marshalling of loaded rake from and to the exchange yard.

6.6.2 Evacuation by Road

As indicated above, a part of evacuation to the extent of 20% of annual throughput will be by road.

For this purpose, the coal/limestone have to be loaded into dumpers for which there are two possible


systems viz., the traditional system loading dumpers by means of front end loaders and the second by

loading through a lorry loading silo.

The first is a semi mechanized method and would require deployment of multiple number of front

end loaders. In this method, the empty dumpers have to be pass through a weigh bridge inside the

port area and thereafter they are positioned at the respective stock pile. The required material is then

picked by front end loaders and loaded into dumpers. The dumpers thereafter pass through a

weighbridge for weighment of actual loaded quantity before it leaves the port area. This system has

the following shortcomings.

The bulk material is loaded from the stock piles through the access roads provided on the outer

periphery of the stack yard. In the proposed layout the middle row of stock piles cannot be accessed

by dumpers. The movement of dumpers and front end loaders on the service roads of the stack yard

will result in dust pollution which is not environmentally acceptable. In fact, one of the reasons for

mechanization of bulk material handling systems in ports is to contain pollution and one of the causes

of pollution in the port area is movement of dumpers. Further, in the process of loading bulk material

with front end loaders into dumpers, it will often result in either overloading or under loading, as

loading is based on the judgement of the operator of the front end loader. This judgement can go

wrong due to varying bulk densities of different material and their moisture content.

The second and more acceptable method is by loading dumpers through a lorry loading silo. In this,

the coal/limestone of required grade is initially loaded into a lorry loading silo by means of a conveyor

and the material is then loaded into dumpers by gravity through a pre-weigh bin and flap gate

arrangement.

6.7 Railway Yard

For evacuation, the planned annual throughput of about 4 MTPA through in-motion wagon loading

system, a railway yard is proposed around the wagon loading silo. For this purpose, it is proposed to

have a railway lines containing a loading line and one loop line having the double Clear Available

Length (CAL) for holding two full rakes parallel to loading line, centrally connected with two cross-

over on reverse direction for engine escape and accommodation of one additional rake etc. The

loading line will be 720 m on either side of the loading silo of 2000 tons capacity. This will enable a

full rake to be placed in position at the front (north) side of silo and then hauled back as the wagons

are loaded in-motion. The total length of track will be approximately 4.0 km.


It is proposed to develop the wagon loading lines on the west side of Tata yard, taking off from the

existing rail line to TMILL siding after the GC Berth road crossing. The overall layout of the railway

yard is shown in the Figure 6.3 hereunder.

Figure 6.3: OVERALL LAYOUT OF THE RAILWAY YARD

There will be a conveyor running from the stockyard up to the wagon loading silo. The rake will be

in motion at a controlled speed. While, one main line of about 1400 m long will be required for in-

motion wagon loading the other line is required for engine escape after placement of empty rake. and

for receipt of an additional empty rake kept ready for loading. All the railway operations from

exchange yard to the rapid wagon loading station and within the yard proposed will be done by diesel

locomotives.

6.8 Truck Loading Yard

It is planned to install a truck loading station which essentially consists of a truck loading silo under

which the dumpers are positioned for loading. The dumpers get loaded by gravity with articulation

of a loading chute which directs pre weighed quantity from the silo through a bin. The cycle time for

loading a dumper of 20 tons payload will be about 6 minutes which includes time for positioning of

the dumper, loading and removal and the start of next cycle for the next dumper. The area required

for installing a lorry loading silo is about 30 m X 30 m to accommodate two loading points to load

two dumpers simultaneously from the same silo through dual chutes.

6.8.1 Location for Lorry Loading Silo

The lorry loading silo will be located adjacent to the wagon loading silo at a distance of about

30 m or silo as shown in the following layout drawing.


Figure 6.4: Location of Truck Loading Silo

6.9 Facilities for Liquid Handling

The port authority has informed IPA that the Ministry wanted to have provision in OT1 for handling

liquid cargo as well. It is therefore proposed to have a provision in OT1 berth and its approach trestle

for laying pipelines for handling liquid cargoes. Such cargoes would include Class B&C products

and the discharge from ship will be through flexible hoses.

Since HOJ III is very close and adjacent to the proposed OT1 location, it will not involve any major

expenditure to the users. It will only require laying of pipeline along the approach trestle of OT1. In

any case, laying of such pipelines will be by private user agencies as is traditionally being done in

Haldia. In view of this the capital cost estimates under this report does not contain any provision for

pipelines. Further this is only an enabling provision and is not the main purpose of OT1.

6.10 Measures for Avoidance of Admixture

The cargoes considered for unloading, conveyance, stacking and evacuation are Coal and Limestone.

Since they different and non-compatible materials, the mechanized system requires cleaning after

completion of handling of one material and before start of another. Such cleaning would involve


cleaning of all conveyor transfer chutes which these days is done very rapidly by means of

compressed air.

Since vessels that carry coal and limestone will be different, there will be enough time between such

shipments for carrying out the required pneumatic cleaning which normally take no more than 2

hours. The same procedure is adopted for evacuation conveyors and silos.

6.11 Compound Wall

The entire area of the terminal from the jetty upto the exit point by road and rail has to be enclosed

by a compound wall to make the terminal custom-bound. It is proposed that the area from the edge

of the approach trestle at the waterfront upto the stockyard will be constructed by the port after

ascertaining the various areas under its possession and to encompass all such areas. Hence this

portion of the compound wall is not included in this project scope. However, the compound wall

around the stockpile area and also enclosing the truck loading silo and the approach road is included

in this project scope. The extent of such a compound wall is shown in the Figure 6.5 hereunder.

Figure 6.5 : Location & Alignment of New Compound Wall

6.12 Approach & Service Road

A service road of 5 m width will run from the edge of the approach trestle up to the stockyard and

will be parallel to the elevated conveyor. Once it enters the stockyard, it will go all around the

stockpiles. Thereafter it will exit the stackyard after the truck loading silo and run up to the main road

leading to the township. The terminal will have an entry security gate at this point.


SECTION 7

MATERIAL HANDLING SYSTEM

7.1 Ship - Shore Transfer

As indicated in the earlier sections, it is proposed to have two ship to shore unloading equipment each

with a capacity of 1000 TPH thus ensuring uninterrupted unloading operations. Thus even when there

is a breakdown in one of the two unloading equipment the unloading operations can continue without

interruption.

The arrangement of two unloading equipment, instead one, will further make it flexible, when the

system is required to operate on barges instead of bulk carriers. In such a case, one unloading

equipment of about 1000 TPH capacity can be deployed on a barge thus allowing optimal

deployment. It will also facilitate simultaneous handling of two barges with two equipment.

The available options for mechanized unloading of bulk cargoes from ship to shore are

Gantry grab type unloader

Continuous type unloader

Screw type unloader

Harbour Mobile Cranes

Of the above, screw type unloader is not suitable for handling limestone. Of the remaining three types

it is planned to have two Harbour Mobile Cranes with grab attachment as they offer the most optimal

solution for ship to shore unloading in terms of cost and throughput required.

Harbour Mobile Crane:

The Harbour Mobile Crane proposed will be a tyre mounted, travelling, slewing, luffing machine

designed to operate on the berth taking into account the ship sizes and tidal conditions. Though the

purpose of the proposed cranes is to unload the coal from the bulk cargo ships, it will be specified to

suit for both loading / discharging of barges and vessels ranging from 5,000 DWT to 80,000 DWT at

all load/ballast and tide conditions. The Crane will comprise of a self-driven undercarriage supporting

a slewing superstructure with a counterweighted jib incorporating rope reeving arrangement. Though

it will be normally required to operate with a grab for the subject project, it will be specified to be

suitable for operation with a hook or a lifting beam or other suitable attachment for multipurpose

cargo handling. The design will be such as to enable all such devices to have quick

attaching/detaching arrangements with the cranes.


The Crane will be designed to operate on shore power supply. In this arrangement, the electric drives

used to operate crane movements are fed directly from the shore supply. For the external power feed,

the crane shall be equipped with an additional cable reel and connected to an appropriate power outlet

which is located on the jetty of e terminal. The harbor mobile crane will however have a diesel engine

driven generator integral with it to have enough power for travel without external power, thus

enabling its mobility from one berth to another or to a yard. Otherwise the proposed cranes will be

dedicated to ship to shore unloading operations and run on shore power supply.


The overall parameters of the Harbour Mobile cranes shall be as follows

Type

Tyre mounted travelling, slewing and Luffing

type Mobile Harbour cranes – 4 rope type

fitted with grabs

No of Equipment proposed 2 (Two)

Cargo to be handled Coal of various grades and densities and

Limestone

Hoist Capacity

Four Rope Grab Operation

Safe Working Load on hook

100t up to 22 m radius

40t up to 32 m radius

Operating vessel Size 5,000 DWT to 80,000 DWT

Travel Speed (Long Travel) 4.8 km/hr

Hoisting speed with 40 t, Grab

Hoisting speed with 100 t hook

72 m/min

28 m/min

Load on tyres Around 5 MT / sq. m

Load per outrigger pad Around 2 MT / sq. m

Slewing Speed (min) 1.7 - 2.0 rpm

Slewing Range 360 deg.

Luffing Speed Max. luffing speed – Approx. 80 m/min

Outreach Maximum 45 m

Lift height over Top of Berth Min. 42 m

Lift height Below Top of Berth 12 m (min hoisting height on hook)

These are overall suggestive parameters which will ensure grab unloading operations with cycle time

required to have a design capacity of 1200 TPH and a rated capacity of 1000 TPH for each crane.

Basic Features

The proposed Harbour mobile cranes will be tyre mounted and constructed as a welded steel structure

in a stiff box design. The steel structure of the chassis will have two head beams for accommodation

of the stabilizer beams, which are extended and retracted by means of hydraulic cylinders inside the

head beams. By means of hydraulic cylinders the stabilizer pads shall be lowered, to prop the crane,

and raised. The stabilizers should be operated in automatic or manual modes. The stabilizer pads shall

be pivotally mounted on the jack cylinders and shall be easily removable. The crane will be 360

degrees rotatable. The crane will be designed to operate on electrical shore power supply for all ship

to shore operations. The crane will have an electric drive system fed by 11kV power supply with


diesel engine driven generator for emergency operations and mainly for travel from berth to

elsewhere. This will provide maximum efficiency and lowest operating costs.

7.2 Berth - Stockyard Transfer

The cargo unloaded by the two Harbour Mobile cranes will be transferred to a single dock conveyor

through hoppers integral with the cranes. The dock conveyor will be at an elevation on the jetty and

located on the rear side. It will have a rated capacity of 2000 TPH and a designed capacity of 2400

TPH. This dock conveyor will run for the entire length of the berth. At the end of the berth there will

be a transfer tower to transfer the coal to the next conveyor. The conveyor on the berth will be closed

on three sides with only opening on the front side to let the short conveyors from the mobile Harbour

cranes to transfer into the dock conveyor

The coal from the berth conveyor will be conveyed up to the stockyard area. In the yard area the

stockyard conveyors are laid to receive and stock pile the coal as per yard configuration. The capacity

of yard conveyors will be in line with the preceding conveyors viz. 2000 TPH rated and 2400 TPH

designed. The conveyor will run inside a closed gallery.

A typical elevated closed gallery conveyor


7.3 Stockyard Equipment

The equipment in a coal stockyard normally consists of stacker, reclaimer or Stacker cum reclaimer.

In the present configuration it is proposed to have a stacker cum reclaimer. It is a specialized machine

mounted on rail tracks on each side of the stacking conveyor with a travelling boom. A tripper

discharges on to a boom conveyor capable of being slewed through 270⁰ and derricked from below

horizontal to an incline of about 12⁰. The stacker cum reclaimer travels, under the control of an

operator, and places the coal in windrows which are ultimately formed in geometric shaped

stockpiles.

The Stacker cum reclaimer being a combination machine is proposed for stacking and/or reclaiming

coal to/from the stock piles. During the stacking mode the coal received from the harbour mobile

cranes through the conveyors is stacked through the boom conveyor on to the stock pile. In the

reclaiming mode the bucket wheel of the machine reclaims coal which puts the same through the

boom conveyor and central chute of the machine onto the yard conveyor which is directed onto to the

wagon loading conveyor line for loading into the wagons.

A typical Stacker cum Reclaimer


The Stacker cum Reclaimer will conform to the following overall requirements.

Rated Capacity - 2000 TPH (In stacking mode)

Rated Capacity - 1500 TPH (In Reclaiming mode)

Designed Capacity in stacking mode – 2400 TPH

Designed capacity in Reclaiming mode – 1800 TPH

Height of stock pile – 10 m

Width of stock pile on either side – 50 m

Rail gauge – 8 m

Max slewing range - ± 160°

Boom luffing operating angles - ± 8⁰

Traveling speed – 0 to 30 m /min (variable speed).

Type of drive for Bucket wheel during reclaiming- Variable speed drive

The layout of stackyard is planned to have two stacker- cum- reclaimers with capacity as above such

that at any given point of time during ship unloading and stockpiling operations one stacker cum

reclaimer will be deployed for stockpiling and the second will be available for reclaiming and wagon

loading. During non-shipping periods, both the stacker- cum- recalimers will be available for wagon

loading although only one will be required for such operation at any given point in time.

7.4 Evacuation by Rail

The system requires installation of a wagon loading system to load, on an average, about 4 to 5 rakes

per day. Technically it is feasible to achieve this by any of the following two methods.

By means of a mobile wagon loader with the rake being stationary.

By a rapid wagon loading system in which the cargo is pre-loaded into a silo from which it is

fed into wagons in-motion.

While the former would take about 3 hours to load one rake the same can be achieved within less

than 1.25 hours through the rapid loading system. Presently the Indian Railways permit a free time

of 5 hours for turning around a rake while the port wants to achieve the same within 3 hours as the

Railways are actively contemplating to reduce the present 5 hours to 3 hours. In such an eventuality

the actual loading time should be less than 1.5 hours as about 1.5 hours or more will be required for


peripheral activities like placement empty rake from the exchange yard, hauling it to the loading

station and for hauling back the loaded rake to the exchange yard.

The proposed system will consist of a concrete silo of about 2000 tons holding capacity and fitted

with a rapid loading chute with electronic pre-weigh bins, sensors and a cascade chute. Prior to the

placement of the rake below the silo, the silo will be preloaded to its capacity so that at least half a

rake of material is already available. Once the loading from silo starts, the conveyor system feeding

the silo is started and filling carried out to ensure uninterrupted loading full rake.

As the first wagon of the rake in-motion is positioned under the silo, the flood loading starts and each

wagon gets filled in less than a minute. The only consideration is that the locomotive that propels the

full rake has to move in a controlled speed.

In the proposed system the user will take-over the rake from the exchange yard and carryout hauling

operations with own locomotive brings the empty rake to the wagon loading silo station and move

the rake for in-motion loading through the silo.


7.4.1 Capacity of Rapid Wagon Loading System

The wagon loading silo is fed from the stacker cum reclaimer operating in reclaiming mode. The

capacity of stacker cum reclaimer when working in reclaiming mode is specified as 1500 TPH. Its

operational efficiency is taken as 0.65. This factor includes machine efficiency, operator efficiency,

time required for travel of machine from one grade to another, time required for reaching its full rated

capacity and time required after completion of loading.

Hence the average rate of reclaiming will be 1500 X 0.65 = 975 TPH .

Normally one standard railway rake will have 59 or 60 wagons now a days, for coal the railways

charge for Carrying capacity + 4 tons or + 6 Tons (CC + 4 Tons or CC + 6 Tons) depending upon the

load bearing capacity of the railway route. Thus taking the average payload of a wagon as 64 tons

(CC +6 tons) the total carrying capacity of one rake will be 3776 tons (for a 59 wagon rake. The

sequence of timing of a rake will be as follows.


o Placement of rake from exchange yard to in-motion loading station – 45 minutes

o Maximum loading time of one wagon – 1.5 minutes

o Maximum loading time of one full rake is taken as 90 minutes. (For a 58 wagon rake)

o Time for hauling back the loaded rake to the exchange yard – 45 minutes

Thus the total turn round time for one rake will be 3 hours. In fact, the time of 90 minutes for loading

taken is on a pessimistic note and normally a rake can be loaded in about 60 minutes to 75 minutes.

In the system planned the silo has a holding capacity of 2000 tons which initially will be preloaded

hence will be ready for starting of loading a rake even before a rake is placed. As such a capacity of

in-motion wagon loading system can be viewed as follows.

Based on the rate of loading by the reclaiming machine – 20 Hours per day X average rate of

975 TPH = 19500 Tons

o Capacity of a rake = 3776 tons

o No of rakes that can be handled in a day = 19500/3776 = 5.16 rakes per day

In a year of 330 weather working days (WWD) the minimum capacity of the system will be

o 5.16 Rakes per day X 3776 Tons per rake X 330 Days = 6.435 million tons per annum

Hence one rapid wagon loading system will be able to meet the evacuation requirement which can at

its maximum will be 5 MTPA. In fact, the rapid wagon loading system can handle even more if the

hauling time is reduced which is possible as an empty rake can be hauled and kept ready in the line

in the yard next to loading line. Similarly, if the reclaiming rate is designed to be higher, the number

of rakes that can be handled can be easily increased further.


Estimated capacity of Rapid wagon loading system Planed for OT1

Sl

No Description of activity Details Remarks

1 Quantity of coal/limestone

loaded per rake

58 Wagons per rake

X 64 tons payload

per wagon = 3712

Tons

Sometimes 59 wagons per rake are

formed

2 Turnaround time per rake

a Time required for

placement from exchange

yard to Rapid loading

station

45 min

b Time for loading a rake

(maximum)

90 min (at the rate of

1.5 per wagon

maximum)

c Time required for

marshalling of a rake from

wagon loading line to the

exchange yard.

45 min

d Therefore Turnaround

time per rake

2a + 2b + 2c = 45

min + 90 min+ 45

min = 180 min

Since placement of empty rake and

removal of loaded rake are in

opposite directions on the same line,

these times are fair. If the activity is

carried out on EOL concept then this

time can come down further.

3 No of rakes that can be

handled per day of 20

hours

5.13 Rakes per day In other places where unidirectional

movement of rakes is possible the

maximum handling per day is found

to be 10 rakes per day and average is

8 rakes per day.

4 No of operating days

considered per year for

wagon loading

330 days

5 Hence total quantity of

coal that can be

despatched by rail with

One Rapid wagon loading

system

330 days X 5.13

rakes per day X

3712 Tons per rake

= 6.25 Million tons

per annum.

The capacity of one Rapid in-

motion wagon loading system for

OT1 is estimated as 6.25 Million

Tons per annum


7.5 Evacuation by Road

The evacuation by road is proposed to be through a silo with a flood loading arrangement into

dumpers. For this purpose, it is proposed to have a lorry loading silo with a holding capacity of 500

tons. The silo will be preloaded with the grade and quantity for which dumpers are planned for

loading. The system will consist of a steel silo of about 500/600 tonnes capacity, with a hydraulic

swing chute for loading into dumpers. The system includes pre-weighed loading bin which can be

programmed to load the specified quantity (depending upon the capacity of dumpers). There will be

a road weigh bridge in the approach ramp to record the tare weight prior to loading and after loading.

Estimated capacity of Rapid Truck loading system planned for OT1

Sl

No Description of activity Details Remarks

1 No of Truck loading points for one

Truck loading station

2 Truck loading point

2 Pay load per truck 20 tons 20 tons is taken as average

pay load per truck

3 Time taken for loading a truck

a Time required for placing a truck

below the truck loading point

3 min

b Actual time of loading a truck 1min

c Time for departure / moving out

after loading

3 min

d Total turnaround time per Truck 3a + 3b+ 3c = 3 + 1 +

3 = 7 min

3a and 3c would include

weighment of empty and

loaded truck and generation

of computer print out

4 No of Trucks that can be loaded

per hour in one truck loading point

60 min / 7 min = 8

Truck per hour

5 Rate of loading for 2 truck loading

point per hour

8 trucks per hour X 2

points X 20 tons = 320

Tons per hour

6 Despatch rate of coal considering

10 hours of operation per day

320 X 10 = 3200Tons

/Day

7 Total coal that can be despatched

per annum considering 330 days

operation per annum

3200 tons X 330 Days

= 1.056 Million tons

per annum

The capacity of rapid truck

loading system planned will

be not less than 1.0 Million

tons per annum or 20% of

terminal capacity


7.6 Other Equipment

During final stages ship unloading operation when the leftover cargo in each hatch is not adequate

for a Harbour Mobile Crane to operate for picking up the material, baby dozers (front end loaders)

are deployed to accumulate the material. It is proposed to plan for four such baby dozers for the

purpose and during other times they can be deployed in stockyard area.

Also in most coal handling facilities such activities are carried out by the importers/users with the

Port authority/Port service provider confining to their core activity of unloading, conveying, stacking,

and reclaiming for evacuation and wagon loading/lorry loading and such peripheral activities like

deployment of baby dozers is done by outsourcing the equipment on as and when required basis.

Following is the summary of equipment planning for the proposed facilities.

Main Equipment: Quantity

Mobile Harbour Cranes 2 Nos.

Stacker cum Reclaimer 2 Nos.

Rapid Wagon loading system with Silo 1 No.

Lorry loading Silo 1 No

Conveyors:

Elevated Conveyor from Berth to Stack yard 1372 m

Ground level Conveyors in the stack yard area 1470 m

Elevated Conveyors from Stack yard to Wagon loader silo 127 m

Elevated conveyor to lorry loading silo about 30 m

Other Equipment:

Front end loaders (Baby loaders) 4 Nos.

Other Equipment & Works

In-motion Rail weigh bridge 1 No

Lorry Weigh Bridge 1 No

Illumination including High mast lighting 1 Lot

Workshop Facilities 1 Lot

Water supply and distribution system 1 Lot

Dust suppression and Firefighting facilities 1 Lot


Summary of Mechanized Handling Process

Wagon

loader

7.6 Illumination, Fire-Fighting and Dust Control

The Stockyards will be illuminated by High Mast Lights (30 mtr high) to provide the required

illumination levels. Sprinklers will be installed not only to control dust pollution but also to guard

against self-ignition. Basic fire-fighting arrangements consisting of fire hydrants and fire pump will

be provided for fire control. The system will be planned to have water sprinklers with nozzles

provided in the conveyor transfer points in addition to coal stockyard area for dust suppression.

MHC

• Ship to shore unloading by 2 Nos Harbour mobile cranes each of 1000 TPH rated capacity

Stacking Conveyors

•Conveying coal from dock side to stackyard by Belt conveyor system of 2000 TPH rated/ 2400 TPH designed capacity

Stacker cum

reclaimer

•2 No. Stacker cum Reclaimer for coal stacking each of 2000 TPH rated /2400 TPH designed- 1 machine will be deployed for stacking during vessel unloading.

Evacuation

•2 Nos Stacker cum reclaimer operating in reclaiming mode-each of 1500 TPH rated / 1800 TPH designed - For wagon loading/lorry loading through respective silos.

Wagon loading

Conveyers

•Conveying coal from stockyard to the wagon loader Silo by Belt conveying system of 1500 TPH rated /1800 TPH designed

Rapid Wagon loading &Silo

• Loading coal into Silo and from which coal is loaded into wagons in-motion and/or for Loading into Lorry loading silo.


7.7 Electrical Power Supply and Distribution System

Power will be drawn from WBSEDCL/WBSETCL, at the available HT voltage, through overhead

transmission line and/or underground cable, up to an exclusive sub-station, to be erected for the

system. The substation will be located at near the stockyard area where HT power transformers

will be installed for stepping down the power to 11KV. There will be HT distribution Panels for

supply of power feeders to individual equipment like Harbour mobile cranes, conveyor drives,

stacker cum reclaimers and wagon loader. The substation will be planned to have a capacity of

about 4 MVA. The substation will have HT/LT transformers for further stepping down power

from 11 KV to 440 V for LT needs of illumination, yard lighting, office, control room etc.

7.8 Measures for Environmental Safeguard

The proposed project facilities for unloading, conveying, stacking, evacuating of bulk cargoes would

have the attendant problems of generation of dust consequent to transfer of materials at various points

like during grabbing from ship’s holds, transferring of material from one conveyor to another, during

stockpiling and during wagon/lorry loading.

One of the purposes of mechanized handling systems is to avoid pollution of environment associated

with manual operations. However, when large volumes are handled in a speedy manner it would

result in generation of dust for which mitigating measures have to be taken. The measures proposed

to contain/mitigate these problems the following are proposed.

1. The conveyors that transfer the material from the jetty to the stack yard and from stack yard

to silos shall be fully of covered type viz., all the conveyors except those in stack yard and the

berth shall be covered on top and on sides. This will reduce any effect due to wind.

2. The stacking of materials in the open will have tendency to generate dust due to windage. To

minimise the effect of such windage, the stack yard area is provided with sprinkling guns

through which water is periodically sprayed to keep the surface wet.

3. All the transfer points of the conveyors are provided with sprinkling system through which

fine atomised water spray/mist is generated thus ensuring that any air borne dust gets

agglomerated to form into heavy particles and immediately settle down thus avoiding their

escape into atmosphere.

4. The wagon loading/lorry loading silo station area will be fully covered on all sides and top

except for opening for passing of wagons/lorries. The wagon loading/lorry loading points will

have sprinklers to wet the material.


5. A typical boundary walls with a total height of 3 m including a 600 mm dia concertina coil is

proposed on three sides of the stockpile area.

6. It has been proposed to provide a 20 m wide green belt all around the stockyard as shown in

the stockyard drawing.

7. A ring drain will be provided around the stockyard to collect the dirty water which will be

directed to the settling tank provided as shown in the drawing.

8. For safeguarding the roads, it is proposed to have a system for washing truck tyres before they

leave the silo after getting loaded with coal. This wash water will also be directed to the

settling tank.

9. During times of heavy winds, dust form stock piled material have a tendency to be airborne.

It is therefore proposed that the stack yard area will be provided with a wind barrier of about

12 m height to contain cross winds blowing over the stock piled material. Since the height of

stacks proposed is 10 m, the wind barrier will have a height of 12 m.

Green belt, tyre washing bay, settling tank etc.


Close Up View of a Typical Wind Barrier

Long Shot View of the Wind Barrier


SECTION 8

CAPITAL COAST ESTIMATE AND IMPLEMENTATION SCHEDULE

8.1 Capital Cost

The total capital cost of the project is estimated at Rs. 481.47 Crores. The detailed estimate is attached

as Annexure 8.1. The summary break-up of the estimate is given as under:

(Rs. in crores)

Particulars Costs

I. Civil Works 191.09

II. Mechanical Works 195.32

III. Electrical Works 15.90

TOTAL 402.31

A Detailed Engineering & Project Supervision @ 2% 8.05

b. Contingencies @ 3% 12.07

C GST @ 18% on civil works 36.11

D GST @ 18% on mechanical & electrical works (ITC)

TOTAL CAPITAL COST 458.54

E Miscellaneous Cost @ 5% of project cost as per TAMP 22.93

GRAND TOTAL

481.47

Note: Input Tax Credit can be availed on GST paid on Mechanical / Electrical costs. Hence

not considered as Cap-ex and consequent Fixed assets.

8.2 Implementation Schedule

The project implementation period including detailed engineering for the above two options from the

date of grant of concession is estimated at 27 months. The phasing of expenditure is given as under:

(Rs. In Crores)

Year Percent of Expenditure Amount

2018-19 25 % 120.37

2019-20 65 % 312.95

2020-21 10 % 48.15

TOTAL 100 % 481.47


Annexure 8.1

Detailed Capital Expenditure of the Project

Sl.

No

.

Description Amount

(Rs. Crore)

A. Civil Works

1 Construction of berth structure 270 m x 25 m with border

cast-in-situ concrete piles, including all fittings like tenders

bollards, etc.

57.40

2 Construction of one approach trestles at centre of 120m long

and 18 m wide, accommodating one conveyor and a

carriageway.

13.00

3 Construction of 5 transfer towers drive houses @ 0.15 Cr per

drive house

0.75

4 Hardening of stack yard 180,000sq.m. (750mx240m) +

10,000sq.m triangular area for truck parking etc @ Rs.3800/-

per Sq.M)#

72.20

5 Concrete paving of two stockpile areas for limestone each

(120m x 70m) @ Rs. 3000/= per sqM.

5.05

5 Separate 2 nos of Stacker and reclaimer tracks (each of 650

m length ) @ Rs 6.0 Cr per KM

7.80

6 Service Road from berth to stockyard, alround the stockyard

and upto to the rail loading yard (4165m x 5m) @ 4000 per

sqm

8.33

7 Miscellaneous buildings including sub-stations, control

room, work shop with stores gate house and berth offices

5.80

8 Railway line taking off from existing TMILL siding after GC

berth road crossing upto wagon loading yard cross overs (450

m + 1446m +1446m + 50 m + 500 m) @ Rs.5.00 crore per

K.M.

19.46

9 Compound wall 2600 m long @ Rs. 5,000 per RM 1.30

10 Civil Works Cost (Total A) 191.09

B. Mechanical Works

1 2 No. Mobile Harbour Cranes 51.00

2 Elevated Conveyors 1260 m @ Rs. 1.6 lakhs/m 20.16

3 Ground level conveyors 1470 m @ Rs. 1.2 lakhs/m 17.64

4 Stacker cum Reclaimer 43.06

5 Shunting Loco – Diesel 20.00

6 Wagon Loading Silo ( 2000 T ) 15.00

7. Lorry Loading Silo (600 T) 8.00

7 Baby dozers to work on ships’ holds 1.16


8 In-motion Rail weigh bridge 1.00

9 Road Weigh Bridge 0.30

10 Workshop Facilities 6.00

11 Water supply and distribution system 2.00

12 Dust suppression and Firefighting facilities 10.00

Mechanical Works Cost (Total B) 195.32

C. Electrical Works

1 Electrical Power supply and distribution System including 33

KV/11KV substation

15.00

2 Illumination including High mast lighting 0.90

Electrical Works Cost ( Total C) 15.90

Total Capital Cost (A + B + C) 402.31

# Rate includes cost of filling the site to bring to the normal level


SECTION 9

OPERATION AND MAINTENANCE COST

9.1 Capital Cost Estimate of the Project given in Section-8 (without GST on Mechanical and

Electrical portion in view of Input Tax Credit available to the operator) is considered as the basis

for calculating the annual operation and maintenance cost.

9.2 The annual operation and maintenance cost of the proposal is estimated at Rs. 83.19 Crores based

on TAMP Guidelines for fixation of up-front tariff. The broad break-up of estimate is given in

the table below.

Sl. No. Particulars Amount

(Rs. In lakhs)

1. Repairs & Maintenance Cost 1878.69

a) Civil Works (1% of capital cost – Rs 24859.85 lakhs) 248.60

b) Mechanical Works (7% of capital cost – Rs.21534.03 lakhs) 1507.38

c) Electrical Works (7% of capital cost – Rs. 1752.98 lakhs) 122.71

2. Power and Fuel cost 673.30

a) Power for Operation of HMCs and illumination of terminal

(1.4 units per ton x 51.1 lakh tons x Rs. 8.20 per unit)

586.63

b) Fuel cost for operation of Front End Loaders/Baby dozers – 4 Nos

(12 ltrs ph x Rs. 59.13 per litre x 8 hrs of operation per vessel and idle

time/mobilisation)

12.09

c) Fuel cost for operation of Loco – 1 No

(30 litres ph x Rs. 59.13 per litre x 4205 hrs of operation

74.59

3. Other Expenses

( Towards salaries and overheads @ 5% of Gross value of assets of

Cargo handling Activity – Rs.40679.41 lakhs)

2033.97

4. Insurance

( @ 1% of Gross value of assets – Rs.48146.86 lakhs) 481.47

5. Lease rentals 933.79

a) Land area of 269953 m2 x Rs. 27.35 per sq mtr p.m x 12 months

b) Water front area of 33210 m2 x Rs. 13.67 per m2 x 12 months

6. Depreciation 2528.46

a) Civil structures - (3.17% of capital cost – Rs.24859.85 lakhs) 788.06

b) Mechanical Works (6.33% of capital cost –Rs.21534.03 lakhs) 1363.10

c) Electrical Works (9.50% of capital cost – Rs. 1752.98 lakhs) 166.53

7 Total Operating Cost 8318.91


9.2 The key assumptions for estimation of annual Operation and Maintenance expenditure are as

follows.

9.2.1 Optimal Capacity Terminal:

The Optimal Capacity of the proposed OT-1 Terminal is determined at 5.11 MTPA based on the

norms prescribed in Upfront Tariff Guidelines 2008/ Tariff Orders considering the circumstances at

Haldia Dock complex. The optimal quay capacity is working out to 5.11 MTPA at ship day output

of 20000 tons for Panamax and Handymax vessels respectively considering 70% and 30% share.

The Optimal Yard capacity is considered at 5.46 MTPA as explained in para 3.7. Hence the least of

the two i.e. 5.11 MTPA is considered to be the optimal capacity of the terminal. Although the

Capacity for all practical purposes shall be 5 MTPA it is taken as 5.11 for the purpose of TAMP

calculations.

9.2.2 Repairs & Maintenance Cost:

As per norms specified in Upfront Tariff guidelines 2008, the Repairs & Maintenance cost is

estimated at 1% of Civil assets and 7% of all Mechanical and Electrical equipment.

9.2.3 Power cost for Operation and Illumination:

a) Power Cost:

As per norms specified in Upfront Tariff guidelines, the power consumption for operation and

illumination is taken at 1.4 units per tonne of cargo handled for the optimal capacity of 5.11 MTPA.

The unit rate of power is considered at Rs. 8.20 as per WBSEDCL applicable for HT consumers for

industrial purpose.

b) Fuel Cost:

i. Baby dozers :

The fuel cost for front end loaders is calculated at 12 litres per hour with the prevailing cost per litre

of Rs. 59.13 at Haldia as on 2nd Sept 17 as per the website of oil companies. Baby dozers shall work

at an average of 6 hours per ship for pooling the cargo for Grab bite. Allowing 2 hours more for idle

operations and mobilisation, the actual hours of work are considered to be 8 hours per ship.

Considering the average parcel size of 24000 MTs, the number of ships for handling the cargo of

optimal capacity works out to 213 p.a. which has been considered for calculating fuel consumption

of front end loaders.


ii. Loco :

The fuel cost for Loco is calculated at 30 litres per hour with the prevailing cost per litre of Rs. 59.13

at Haldia as on 2nd Sept 2017. For handling 80% of the 5.11 MTPA by rail, at the rake capacity of

3500 tons (avg) with the time of 3 hrs taken for handling each rake and adding 20% for positioning

of the rake, the number of hours required for loco to be used works out to 4205 hours which has been

considered for calculating fuel consumption of Loco.

9.2.4 Other Expenses

As per norms specified in Upfront Tariff guidelines, other expenses are estimated at the rate of 5%

of original capital cost of assets of Cargo Handling activity which include the following:

a) Salaries and wages of operating and maintenance staff including welfare and other expenses

towards them.

b) Management and general overheads and other miscellaneous cost.

9.2.5. Insurance

As per Upfront Tariff guidelines, Insurance cost is estimated @ 1% of the total gross capital cost.

9.2.6 License Fee

License Fee payable for the land area and waterfront area of the project is estimated as per applicable

lease rental rates of HDC @ Rs.26.81 per sqm per month and @ Rs. 13.67 per sqm per month

respectively as on 7/4/2017 escalated at 2% p.a. The area of land is taken from the technical sections

for the Stock yard, Railway yard and the area required for the conveyor trestle, service roads, truck

loading area etc. The water front area is calculated as berth surface and the frontage required for

handling the vessel.

9.2.7 Depreciation

As per Upfront Tariff guidelines, Depreciation is estimated at 3.17% on Civil Assets, 6.33% of the

capital cost of the Mechanical equipment and at 9.50% of Electrical and Communication systems on

Straight line method as per the Companies Act 2013. However, the same is not considered in the cash

flows being non cash expenditure for calculating IRR.


SECTION 10

ANNUAL REVENUE ESTIMATES

10.1 The revenue earnings from the project to the Port is basically the Berth hire charges, Handling

charges from cargoes. The Project is planned to be taken up through DBFOT. The tariff shall be

determined under Revised Reference Tariff guidelines 2013 or under Upfront Tariff guidelines 2008

in case no reference tariff is available for the given cargo profile in the port concerned or in any other

Major Port. The said guidelines will also apply to Port’s own Project. As such, the financial analysis

has been carried out considering the entire project is taken up through DBFOT and accordingly, the

revenue from handling charges and berth hire charges during a period of 30 years will accrue to

Private operator and the Port will be entitled to a revenue share offered by the operator.

10.2 The estimated annual revenue based on tariff assessed as per the upfront tariff guidelines 2008

/ Tariff orders is given below:

(Rs. In Lakhs)

S.No Particulars As Per TAMP

1. Estimated Throughput (Lakh tonnes) 51.10

2. Cargo Handling Rate (Rs. per Ton) 282.61

3. Revenue on Cargo Handling (Rs. In lakhs) 14441.55

4. Estimated GRT ( Lakh GRT hours ) 2074

5. Berth hire (Rs./ GRT hour) 0.76

6. Revenue on Berth hire (Rs. In lakhs) 1580.86

Total Estimated Income 16022.41

10.3 The broad assumptions for the estimating the revenue are as follows.

10.3.1. The anticipated Handling charges and berth hire charges are worked out based on the

preliminary calculations of annual revenue requirement and capacity as per the TAMP Guidelines

for determination of upfront tariff (2008.) / Tariff orders.

10.3.2. The port will also earn revenue from Port Dues and Pilotage as per the General scale of rates

besides the revenue share offered by the Operator.


SECTION 11

FINANCIAL VIABILITY AND SENSITIVITY ANALYSIS

11.1 The Financial viability of the project, considering the 30 years’ life period from the date of

award of the construction of the project and considering the Tariff worked out in accordance with

TAMP guidelines, works out to 16.05%. For arriving at FIRR, the Tariff is increased by 3% every

year and all the O&M expenses are escalated at 2% except Fuel which is escalated at 3%. The

Operating income and the variable O&M expenditure are calculated based on the Cargo handled in

the respective years ranging from 1.25 MTPA during the first 6 months of 2020-21 and 2.5 MTPA

during 2021.22 with growth of 10% per annum till it reaches the optimal capacity of 5.11 MTPA.

Replacement of major portion of Electrical assets is considered at the end of every 10 years and that

of Mechanical equipment at the end of 15 years. The present day costs are escalated at 3% to arrive

at the replacement cost of asset at that period.

11.2 Sensitivity analysis has also been carried out to gauge the impact of increase in cost and

reduction of revenue earnings on the viability of the proposal. The results of the analysis are

presented below. The detailed Cash flow statement is given at Annexure-11.01.

Table 11.01 ( Not considering IDC)

Sl. No. Pre-Tax Project IRR at

Constant prices

IRR (%) NPV @ 12%

(in Rs cr)

1 Base case 15.17% 167.71


3 Revenue down by 10% 13.24% 62.96



From the above, it is evident that the FIRR of the Project at Base case is 15.17% and even in the least

case of sensitivity gives 11.53% and hence the Project is Financially viable for taking up through

PPP. The Payback in absolute net revenues works out to be between 10 to 11 years and at NPV of

12% is between 16 to 17 years.

11.3. TAMP recognizes IDC by permitting 5% as Miscellaneous cost irrespective of the

implementation schedule and the market rate of interest. The above IRR calculations are accordingly


worked out. However, Ministry of Shipping vide their letter dated 1st Feb 2017 issued directions to

provide second set of numbers calculating the IDC as per prevalent interest rate, implementation

schedule etc while arriving at the cost of project along with IRR and project cost in case of PPP

projects. Accordingly, the IDC calculated at 10% (prevailing market rate including processing

charges etc) works out to Rs. 58.89 crores based on the implementation schedule given in section

8.3. Hence the total project cost including IDC works out to Rs. 540.36 crores (excluding GST on

Mech/Elect assets as is stated in para 9.1.

With the same assumptions given at para 11.1 above, the Financial viability and Sensitivity analysis

is as under. The detailed Cash flow statement is given at Annexure-11.02.

Table 11.2 (Considering IDC)

Sl. No. Pre-Tax Project IRR at

Constant prices

IRR (%) NPV @ 12%

(in Rs cr)

1 Base case 14.17% 122.28


3 Revenue down by 10% 12.32% 17.54



From the above, it is evident that the FIRR of the Project at Base case is 14.17% and even in the least

case of sensitivity gives 10.69% and hence the Project is Financially viable for taking up through

PPP. The Payback in absolute net revenues works out to be between 10 to 11 years and at NPV of

12% is between 20 to 21 years.

11.4. The viability of the project will be further prospective, in the event the operator achieves the

productivity norms and eligible for 15% productivity increase in tariff over the notified tariff.


Annexure- 11.01

Rs Lakhs 15.17% 14.23% 13.24% 14.31% 11.53%

Year of Cap-ex Total O&M Net

Opn Revenue Exps Operation Cap-ex Revenue O&M Combined

Excl depn Cashflows +10% -10% +10% Effect

1 2 3 4 5 6 7 8 9 10

1 2018 - 19 12,036.71 933.79 -12,970.50 -14,174.18 -12,970.50 -13,063.88 -14,267.55

2 2019 - 20 31,295.46 952.47 -32,247.92 -35,377.47 -32,247.92 -32,343.17 -35,472.72

3 2020 - 21 4,814.69 4,157.41 5,537.43 -6,194.71 -6,676.18 -6,610.45 -6,748.45 -7,645.66

4 2021 - 22 8,564.27 5,823.86 2,740.41 2,740.41 1,883.98 2,158.02 1,301.59

5 2022 - 23 9,708.33 5,976.64 3,731.69 3,731.69 2,760.86 3,134.03 2,163.19

6 2023 - 24 10,995.23 6,136.96 4,858.27 4,858.27 3,758.75 4,244.58 3,145.05

7 2024 - 25 12,461.14 6,305.53 6,155.61 6,155.61 4,909.50 5,525.06 4,278.95

8 2025 - 26 14,119.39 6,483.13 7,636.25 7,636.25 6,224.32 6,987.94 5,576.00

9 2026 - 27 15,994.44 6,670.66 9,323.79 9,323.79 7,724.34 8,656.72 7,057.28

10 2027 - 28 18,123.64 6,869.08 11,254.56 11,254.56 9,442.19 10,567.65 8,755.29

11 2028 - 29 20,529.10 7,079.52 13,449.58 13,449.58 11,396.67 12,741.63 10,688.72

12 2029 - 30 22,179.62 7,261.82 14,917.81 14,917.81 12,699.84 14,191.62 11,973.66

13 2030 - 31 1,068.41 22,845.01 7,408.25 14,368.34 14,261.50 12,083.84 13,627.52 11,236.18

14 2031 - 32 23,530.36 7,557.65 15,972.71 15,972.71 13,619.67 15,216.94 12,863.91

15 2032 - 33 24,236.27 7,710.08 16,526.19 16,526.19 14,102.57 15,755.18 13,331.56

16 2033 - 34 24,963.36 7,865.59 17,097.77 17,097.77 14,601.43 16,311.21 13,814.87

17 2034 - 35 25,712.26 8,024.25 17,688.01 17,688.01 15,116.78 16,885.58 14,314.36

18 2035 - 36 25,226.61 26,483.63 8,186.13 -6,929.11 -9,451.77 -9,577.47 -7,747.72 -12,918.75

19 2036 - 37 27,278.14 8,351.29 18,926.85 18,926.85 16,199.04 18,091.72 15,363.91

20 2037 - 38 28,096.48 8,519.79 19,576.69 19,576.69 16,767.05 18,724.72 15,915.07

21 2038 - 39 28,939.38 8,691.70 20,247.67 20,247.67 17,353.74 19,378.50 16,484.57

22 2039 - 40 29,807.56 8,867.10 20,940.46 20,940.46 17,959.70 20,053.75 17,072.99

23 2040 - 41 1,435.86 30,701.78 9,046.06 20,219.87 20,076.28 17,149.69 19,315.26 16,101.50

24 2041 - 42 31,622.84 9,228.64 22,394.20 22,394.20 19,231.92 21,471.34 18,309.05

25 2042 - 43 32,571.52 9,414.92 23,156.60 23,156.60 19,899.45 22,215.11 18,957.96

26 2043 - 44 33,548.67 9,604.98 23,943.69 23,943.69 20,588.82 22,983.19 19,628.32

27 2044 - 45 34,555.13 9,798.90 24,756.23 24,756.23 21,300.72 23,776.34 20,320.83

28 2045 - 46 35,591.78 9,996.74 25,595.04 25,595.04 22,035.86 24,595.36 21,036.19

29 2046 - 47 36,659.54 10,198.60 26,460.93 26,460.93 22,794.98 25,441.07 21,775.12

30 2047 - 48 37,759.32 10,404.56 27,354.76 27,354.76 23,578.83 26,314.31 22,538.38

Total 75,877.74 6,71,735.59 2,24,906.11 3,70,951.73 3,63,363.96 3,03,778.18 3,48,461.12 2,73,699.79

Note: 6 months operation in the year 2020-21

FIRR 15.17% 14.23% 13.24% 14.31% 11.53%

NPV@12% ₹ 16,770.58 ₹ 12,495.20 ₹ 6,295.86 ₹ 12,248.31 ₹ -2,501.80

OT-1 at Haldia Dock Complex of Kolkata Port Trust

FINANCIAL FEASIBILITY - PROJECT IRR (not considering IDC)

F Y Sensitivity Analysis


Annexure- 11.02

Rs Lakhs 14.17% 13.25% 12.32% 13.36% 10.69%

Year of Cap-ex Total O&M Net

Opn Revenue Exps Operation Cap-ex Revenue O&M Combined

Excl depn Cashflows +10% -10% +10% Effect

1 2 3 4 5 6 7 8 9 10

1 2018 - 19 12,638.55 933.79 -13,572.34 -14,836.20 -13,572.34 -13,665.72 -14,929.57

2 2019 - 20 34,124.09 952.47 -35,076.55 -38,488.96 -35,076.55 -35,171.80 -38,584.21

3 2020 - 21 7,273.18 4,157.41 5,537.43 -8,653.21 -9,380.53 -9,068.95 -9,206.95 -10,350.01

4 2021 - 22 8,564.27 5,823.86 2,740.41 2,740.41 1,883.98 2,158.02 1,301.59

5 2022 - 23 9,708.33 5,976.64 3,731.69 3,731.69 2,760.86 3,134.03 2,163.19

6 2023 - 24 10,995.23 6,136.96 4,858.27 4,858.27 3,758.75 4,244.58 3,145.05

7 2024 - 25 12,461.14 6,305.53 6,155.61 6,155.61 4,909.50 5,525.06 4,278.95

8 2025 - 26 14,119.39 6,483.13 7,636.25 7,636.25 6,224.32 6,987.94 5,576.00

9 2026 - 27 15,994.44 6,670.66 9,323.79 9,323.79 7,724.34 8,656.72 7,057.28

10 2027 - 28 18,123.64 6,869.08 11,254.56 11,254.56 9,442.19 10,567.65 8,755.29

11 2028 - 29 20,529.10 7,079.52 13,449.58 13,449.58 11,396.67 12,741.63 10,688.72

12 2029 - 30 22,179.62 7,261.82 14,917.81 14,917.81 12,699.84 14,191.62 11,973.66

13 2030 - 31 1,068.41 22,845.01 7,408.25 14,368.34 14,261.50 12,083.84 13,627.52 11,236.18

14 2031 - 32 23,530.36 7,557.65 15,972.71 15,972.71 13,619.67 15,216.94 12,863.91

15 2032 - 33 24,236.27 7,710.08 16,526.19 16,526.19 14,102.57 15,755.18 13,331.56

16 2033 - 34 24,963.36 7,865.59 17,097.77 17,097.77 14,601.43 16,311.21 13,814.87

17 2034 - 35 25,712.26 8,024.25 17,688.01 17,688.01 15,116.78 16,885.58 14,314.36

18 2035 - 36 25,226.61 26,483.63 8,186.13 -6,929.11 -9,451.77 -9,577.47 -7,747.72 -12,918.75

19 2036 - 37 27,278.14 8,351.29 18,926.85 18,926.85 16,199.04 18,091.72 15,363.91

20 2037 - 38 28,096.48 8,519.79 19,576.69 19,576.69 16,767.05 18,724.72 15,915.07

21 2038 - 39 28,939.38 8,691.70 20,247.67 20,247.67 17,353.74 19,378.50 16,484.57

22 2039 - 40 29,807.56 8,867.10 20,940.46 20,940.46 17,959.70 20,053.75 17,072.99

23 2040 - 41 1,435.86 30,701.78 9,046.06 20,219.87 20,076.28 17,149.69 19,315.26 16,101.50

24 2041 - 42 31,622.84 9,228.64 22,394.20 22,394.20 19,231.92 21,471.34 18,309.05

25 2042 - 43 32,571.52 9,414.92 23,156.60 23,156.60 19,899.45 22,215.11 18,957.96

26 2043 - 44 33,548.67 9,604.98 23,943.69 23,943.69 20,588.82 22,983.19 19,628.32

27 2044 - 45 34,555.13 9,798.90 24,756.23 24,756.23 21,300.72 23,776.34 20,320.83

28 2045 - 46 35,591.78 9,996.74 25,595.04 25,595.04 22,035.86 24,595.36 21,036.19

29 2046 - 47 36,659.54 10,198.60 26,460.93 26,460.93 22,794.98 25,441.07 21,775.12

30 2047 - 48 37,759.32 10,404.56 27,354.76 27,354.76 23,578.83 26,314.31 22,538.38

Total 81,766.70 6,71,735.59 2,24,906.11 3,65,062.77 3,56,886.10 2,97,889.21 3,42,572.16 2,67,221.93

Note: 6 months operation in the year 2020-21

FIRR 14.17% 13.25% 12.32% 13.36% 10.69%

NPV@12% ₹ 12,228.35 ₹ 7,498.74 ₹ 1,753.63 ₹ 7,706.08 ₹ -7,498.25

OT-1 at Haldia Dock Complex of Kolkata Port Trust

FINANCIAL FEASIBILITY - PROJECT IRR considering IDC

F Y Sensitivity Analysis

kolkata port trust form 1 setting up of a riverine...

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