Final Note - Planning For Gopalpur 180120

Harbour layout and back-up
planning for Gopalpur Port
Final Note
January 2017
This document contains information that is proprietary to Shapoorji Pallonji Group and BMT Consultants India,
which is to be held in confidence. No disclosure or other use of this information is permitted without the express
authorization of Shapoorji Pallonji Group or BMT Consultants India.
Shapoorji Pallonji Group Gopalpur Port
Harbour layout and back-up planning
Final Note
Harbour layout and back-up

planning for Gopalpur Port
Final Note
Prepared for
Shapoorji Pallonji Group
Prepared by:
Name: Anvi Maniar

Position: Manager
Reviewed and approved by:
Name: Darpan Jethi

Position: Associate Director
Revision: A1
Date: 18.01.2017
BMT Consultants India

BMTI-1330-GPL-RP-01-Rev.A0
Final Note
Contents
1 Introduction ......................................................................................... 1
1.1 Project Background .......................................................................................... 1
1.2 Purpose of note ................................................................................................ 2
2 Operating Considerations and Functional Requirements ............... 3

2.1 Traffic forecast summary ................................................................................. 3
2.2 Vessel types and sizes .................................................................................... 3
2.3 Operating considerations ................................................................................. 4
2.3.1 Location of berths ............................................................................... 4
2.3.2 Key parameters for planning ............................................................... 7
2.4 Principal harbour dimensions........................................................................... 7
2.4.1 Entrance channel ................................................................................ 7
2.4.2 Turning circle....................................................................................... 8
2.4.3 Minimum stopping distance ................................................................ 8
2.5 Berth requirements .......................................................................................... 9
2.6 Storage requirements .................................................................................... 10
2.7 Material Handling system ............................................................................... 13
2.7.1 Import coal cargo .............................................................................. 13
2.7.2 Export coal cargo .............................................................................. 14
2.7.3 General cargo ................................................................................... 14
2.7.4 Summary of proposed MHS components ......................................... 15
2.8 Evacuation ..................................................................................................... 16
2.8.1 Road .................................................................................................. 16
2.8.2 Rail .................................................................................................... 17
3 Back-up Planning and System Description .................................... 18

3.1 Planning ......................................................................................................... 18
3.1.1 Land availability ................................................................................ 18
3.1.2 Berths ................................................................................................ 18
3.1.3 Evacuation ........................................................................................ 19
3.2 Concept layout and system description ......................................................... 19
3.2.1 Coal import operations ...................................................................... 19
3.2.2 Coal export operations ...................................................................... 20
3.2.3 General cargo operations ................................................................. 21
3.2.4 Rail and road corridor ....................................................................... 23
3.2.5 Services and Utilities ......................................................................... 24
4 Cost Estimation................................................................................. 26
BMT Consultants India Page i

Final Note
Tables
Table 2-1: Traffic forecast summary ........................................................................... 3
Table 2-2: Typical bulk carrier dimensions ................................................................. 4
Table 2-3: Berth requirements .................................................................................. 10
Table 2-4: Storage area requirements for coal ......................................................... 11
Table 2-5: Storage area requirements for bulk fertilizer ........................................... 12
Table 2-6: Storage area requirements for bagged fertilizer ...................................... 13
Table 2-7: MHS capacities ........................................................................................ 15
Table 2-8: Modal split for evacuation ........................................................................ 16
Table 4-1: Cost assessment for MHS ....................................................................... 27
Figures
Figure 1-1: Google image of existing harbour basin .................................................... 2
Figure 2-1: Berth location options ................................................................................ 6
Figure 3-1: Land availability ....................................................................................... 18
Figure 3-2: Arrangement of berths and back-up areas .............................................. 19
Figure 3-3: Rail corridor and loading/unloading stations ........................................... 23
Figure 4-1: MHS capital cost composition- Cargo wise ............................................ 28
Figure 4-2: MHS capital cost composition- Equipment wise...................................... 28
Drawings
Drawing no. BMT-1330-SP-SK-MP-001: Overall layout of Gopalpur port
Drawing no. BMT-1330-SP-SK-MP-004: Harbour layout
Drawing no. BMT-1330-SP-SK-MP-005: Schematic layout of back-up yard and MHS
BMT Consultants India Page ii

Final Note
SYMBOLS AND ABBREVIATIONS

Symbols and abbreviations used are generally in accordance with the following list.
1 Proper names and organisations - India
BIS ................... Bureau of Indian Standards
BMT CI ............. BMT Consultants (India) Private Limited
GPL .................. Gopalpur Ports Limited
SP Group ......... Shapoorji Pallonji Group
OECPL ............. M/s Ocean Engineering and Consultancy Private Limited
2 Proper names and organisations – Other
BA .................... British Admiralty
BS .................... British Standard
IMO .................. International Maritime Organization
ISPS ................. International Ship and Port facility Security code
UTM ................. Universal Transverse Mercator (map projection)
WGS ................ World Geodetic System (ellipsoid for map projection)
PIANC .............. Permanent International Association of Navigation Congress
3 Other abbreviations
approx .............. approximately
CD .................... Chart Datum
dia .................... diameter
E ...................... East
Hs .................... Significant wave height
LoA .................. Length overall (of a ship)
M ...................... “mega” or one million (106)
max .................. maximum
BMT Consultants India Page v

Final Note
MHC ................. Mobile Harbour Crane
MHS ................. Material Handling System
min ................... minimum
MSL ................. Mean Sea Level
N ...................... North
No .................... number (order) as in No 6
nr ...................... number (units) as in 6 nr
Panamax.......... ship of max permissible beam of 32.2m for transiting the Panama Canal
RLS .................. rapid loading system
ToR .................. Terms of Reference
4 Units of measurement
Length, area and volume
mm ................... millimetre(s)
m ...................... metre(s)
km .................... kilometre(s)
n. mile .............. nautical mile(s)
mm2.................. square millimetre(s)
m2..................... square metre(s)
km2 ................... square kilometre(s)
ha ..................... hectare(s)
m3..................... cubic metre(s)
Time and time derived units
s ....................... second(s)
min ................... minute(s)
h ....................... hour(s)
d ....................... day(s)
wk .................... week(s)
mth ................... month(s)
BMT Consultants India Page vi

Final Note
yr ...................... year(s)
mm/s ................ millimetres per second
km/h ................. kilometres per hour
m/s ................... metres per second
knot .................. nautical mile per hour
tph .................... tonnes per hour
Mass, force and derived units
kg ..................... kilogram(s)
g ....................... gram = kg x 10-3
t ........................ tonne = kg x 103
displacement.... the total mass of the vessel and its contents. (This is equal to the volume
of water displaced by the vessel multiplied by the density of the water.)
DWT................. dead weight tonne, the total mass of cargo, stores, fuels, crew and
reserves with which a vessel is laden when submerged to the summer
loading line. (Although this represents the load carrying capacity of the
vessel it is not an exact measure of the cargo load).
Mt ..................... million tonnes = t x 106
Other units
°C ..................... degrees Celsius (temperature)
Mtpa ................. million tonnes per annum
BMT Consultants India Page vii

Final Note
1 Introduction
1.1 Project Background
Gopalpur Port is an all-weather deep draught commercial port located at latitude

19°18´8´´N, longitude 84°57´56´´E in the Bay of Bengal, approx. 15 km south of the
Rushikulya River estuary in Ganjam District of Odisha. The port is being developed by
Gopalpur Ports Ltd (GPL), which is a special purpose vehicle of M/s Orissa Stevedores
Limited and M/s Sara International Limited.
The port is being developed in phases. Phase 1 started in 1987 and primarily consisted of
fair weather berthing facilities for handling barges of 2.5 m and 7.0 m draught. Phase 2 of
the all-weather commercial port was commissioned in March 2013. A 150 m length of
multipurpose berth was constructed in this phase out of total 300 m designed length. Two
extremely severe cyclones “Phailin” and “Hudhud” hit the port in October 2013 and October
2014 respectively causing extensive damage in the port making port inoperable. The
approach channel, basin, berth pocket and areas behind multipurpose berth were filled with
sand. Although few fender frontal frames, chains, hooks and mooring rings suffered
damages, no major structural failure in multipurpose berth is reported. Rehabilitation
measures have been taken up by the port management which includes removal of sand
filling and further dredging. Length of multipurpose berth was increased to 225 m and berth
pocket was dredged to -12.0 m CD1. Construction of remaining 75 m length of the berth is
under progress. This existing berth was designed to handle Panamax bulk carriers of
80,000 DWT.
Shapoorji Pallonji Group (SP Group) is planning to set up a partnership with Gopalpur Ports
Ltd for the expansion of existing all weather port. As part of their expansion programme,
SP group management intends to enhance port capacity to handle Capesize bulk carriers
up to 120,000 DWT.
Following figure shows google earth image of the existing harbour basin:
1
Technical due diligence report for Gopalpur Port prepared by BMTI
BMT Consultants India Page 1

Final Note
Figure 1-1: Google image of existing harbour basin
Existing berth
1.2 Purpose of note
This note covers the overall planning scheme of the facility, considering handling of
Capesize vessels in the ultimate phase. Based on the operating considerations, the
functional requirements have been assessed and a general layout of the harbour along
with schematic backup area plan, as well as a conceptual level design of the Material
Handling System have been prepared.

Final Note
2 Operating Considerations and Functional

Requirements
This chapter examines the operating considerations and assesses the functional
requirements for the port facility for evolving the terminal plan, marine infrastructure layout
and developing the scheme of operation.
2.1 Traffic forecast summary
The potential traffic forecasted to be handled at Gopalpur is as shown in Table 2-1:
Table 2-1: Traffic forecast summary
Sr. No. Cargo type Volume (Mtpa)
1 Coal 16
Export 5
Import 11
2 Iron ore 1
3 Fertilizers 2
4 Others 0.5
Total 19.5
2.2 Vessel types and sizes
The global dry bulk carrier fleet is spread across the following tonnage groups:
• Handysize: 15,000 to 35,000 DWT
• Handymax: 35,000 to 58,000 DWT
• Panamax: 60,000 to 80,000 DWT
• Capesize: 110,000 DWT and larger
International charter fixtures are clustered in the ranges 45,000 t to 70,000 t (Handymax to
Panamax) and 120,000 to 150,000 t (Capesize).
Table 2-2 shows the range of principal bulk carrier dimensions for 50% and 75% confidence
limits2.
2
The “confidence limit” implies that the stated percentage of ships in the world fleet would have dimensions not exceeding those shown.

Final Note
Table 2-2: Typical bulk carrier dimensions
Ship DWT Typical LOA (m) Beam (m) Max draught (m)
Type
Type Range DWT
50% 75% 50% 75% 50% 75%
Dry Bulk Handysize 20k- 35k 30,000 176 181 26.1 27.0 10.3 10.6
Carrier
Handymax 35k- 50k 50,000 204 209 32.3 32.3 12.0 12.4
Panamax 50k- 80k 70,000 224 231 32.3 32.3 13.3 13.7
Capesize 100k-180k 150,000 279 287 37.9 44.5 16.7 17.1
VLBC >180k 200,000 303 311 47.0 48.7 18.2 18.6
General Cargo 10,000 128 137 19.5 20.5 7.6 8.3
20,000 159 170 23.6 24.9 9.6 10.4
30,000 181 193 26.4 27.8 10.9 11.9
40,000 197 213 28.6 30.2 12.0 13.0
Source: (Confidence level 50% & 75%: Permanent International Association of Navigation Congresses (PIANC) Report
of Working Group 33)
The design vessel size under consideration for operations at the Gopalpur port is Capesize.
The design vessel dimensions are as follows:
Range (DWT) Typical parcel size (DWT) LoA (m) Beam (m) Draught (m)
150,000- 180,000 150,000 287 44.5 17.1
2.3 Operating considerations
2.3.1 Location of berths
If the berths are to be constructed alongside the shore, a quay of total 600 m length i.e. two
berths of 300 m length each, will be developed in continuation with the existing
multipurpose berth. This will allow berthing of two Panamax vessels or one Capesize and
another smaller vessel.
The alternative of locating the berths along the lee side of the breakwater has also been
broadly examined. It will be necessary to locate the quayline approx. 200 m from the shore
to allow sufficient area for the movement of tugs required for manoeuvring the vessel during
berthing/unberthing operations. If the berths on the lee side of the breakwater were to be
constructed onshore without maintaining the 200 m clearance, it would result in an acute
angled corner at the junction considering the alignment of the existing multipurpose berth.
In such a scenario, the operations at both the berths would be severely restricted.
A 600 m long quay can be constructed at this location, which would allow berthing of one
Capesize and one smaller vessel or two Panamax vessels. Only import operations will be
possible at these berths. A 200 m trestle connecting the berths to the shore will be required
to be constructed for the conveyors carrying the cargo to the back-up area. A catwalk
structure connecting the berth and the breakwater will be provided for personnel access.
The berths may not have any vehicular access, but the same could be provided via a

Final Note
common access trestle from shore for road and conveyors if required. Access for
maintenance works at the berths will be from the marine side.

Final Note
Figure 2-1: Berth location options

Final Note
Based on discussions with SP officials, convenience of construction and cost

considerations, it has been concluded that the berths will be developed along the shore
side instead of on lee side of the breakwater.
2.3.2 Key parameters for planning
The operating scheme and the planning for the facility will be governed by the decision to
locate the berths along the shore. Taking into consideration this location and the availability
of land, the key considerations for assessing the functional requirements and planning for
the facility are as follows:
• Key cargo types to be handled at the facility are coal (import and export) and general
cargo, including fertilizers. Taking into cognizance the forecasted cargo volumes, it is
proposed that one berth be provided each for coal export volumes, coal import
volumes and multipurpose cargo. Since there is an existing berth along the shoreline,
two additional berths can be developed in continuation. This is considering that it has
been finalised to develop the berths along the shore line.
• Two ship unloaders for coal import, two ship loaders for coal export and two mobile
harbour cranes (MHCs) for multipurpose cargo are being considered to be deployed.
The adequacy of the three berth scheme considering the equipment proposed to be
deployed, will be examined in the subsequent section.
• The land behind the shore line is available for development of the back-up area. It is
made up of three plots of land. Depending on the cargo-wise allocation of berths, the
cargo conveyance, back-up planning and evacuation will be planned.
• Given the coal volumes, a fully mechanized material handling system is proposed.
Coal will be evacuated by road as well as rail.
• Fertilizers will also be handled through mechanized system. Bulk fertilizer handled at
the berth will be conveyed to the storage shed. It will be stored in bulk form and then
bagged at the automatic bagging –cum – stitching plant. Cargo will be evacuated
from the storage yard in bagged form.
2.4 Principal harbour dimensions
The layout of the existing harbour is being reviewed in terms of the dimensions and
orientation to assess the feasibility of handling the Capesize vessels at the facility.
Accordingly, the principal harbour dimension requirements are assessed as follows:
2.4.1 Entrance channel
2.4.1.1 Width
The channel width requirement for a one-way channel works out to 5.2B i.e. 230 m since
Capesize vessels have maximum beam of 44.5 m, considering a cross wind of 15 m/s,
which is the normal operating condition. As such, the final design vessel size that will be
manoeuvrable in the harbour will be confirmed on basis of the navigation simulation study.
Accordingly, the channel width and turning circle diameter required for the vessel will be
finalised subsequent to the study.

Final Note
2.4.1.2 Depth
“Approach Channels – A Guide for Design”, PIANC, Supplement to Bulletin Number 95,
1997 provides guidance for the determination of the under keel clearance (UKC)
requirements for safe navigation. This suggests that for preliminary purposes the estimated
minimum UKC required for ships in an area exposed to long period swell waves (1 m <Hs
< 3 m) may be taken to be 30% of the ship’s draught. In more sheltered areas (long period
swell waves Hs < 1 m) the estimated minimum UKC required would be 10% of the ship’s
draught.
Considering that the vessel draught will be in the range of 17 m, an outer channel (open
sea) depth of -22.1 m CD would be required to allow access to the 150,000 DWT bulk
carriers at all states of the tide, and inner channel and turning basin depth of – 18.5 m CD
would be necessary for the design vessels.
However, the UKC requirement will be firmed up on basis of the ship manoeuvring study.
2.4.2 Turning circle
For safe manoeuvring of the vessels within the harbour, a turning circle of 600 m diameter
is required. This is considering the estimated requirement of the diameter of turning basin
as 2.1* maximum ship length (2.1* 287 m), which is acceptable if tug assistance is
available, as would be the case here.
Please note that in the existing master plan, proposed berm width (distance between the
toe of the intermediate breakwater and the upper dredging line) varies from 10 m at the CH
0 m to 70 m at CH 320 m of the intermediate breakwater. The slope stability of the IBW
section at CH 100 has been checked with the berm width of 10m (critical condition) and
found safe under the static and seismic conditions.
Hence, it there is no necessity of shifting the turning circle or reducing the diameter. As
such, the final design vessel size that will be manoeuvrable in the harbour will be confirmed
on basis of the navigation simulation study. Accordingly, the channel width and turning
circle diameter required for the vessel will be finalised subsequent to the study.
2.4.3 Minimum stopping distance
Our experience of navigation simulations indicates a need for 3 to 5 ship lengths between
the main breakwater roundhead and the start of the turning basin. This implies a minimum
stopping distance (measured from the roundhead up to the centre of the turning basin)
requirement of 900 m for the design ships.
Considering the above requirements, it will be feasible to handle Capesize vessels (upto
287 m LoA and 17 m draught) at Gopalpur. The proposed harbour dimensions are as
follows:
• 200 m channel width

• 600 m dia turning circle
• 1120 m stopping distance
• -18.5 m dredged depth in the harbour and berth pockets

Final Note
2.5 Berth requirements
The berth requirements are a function of ship calls, discharge rate at berths, available
working days at jetty and berth occupancy rates. The berth occupancy rates need to be
maintained in order to minimize the ship waiting time. Based upon the daily throughput
volumes to be discharged at the jetty and the number of barges needed for transport of
cargo from the anchorage location on daily basis, the berth requirements have been
computed.
The maximum berth occupancy level recommended for a single berth operation in
accordance with Indian practices is 70-75%. Higher occupancy rate implies long queuing
of ships with instances of high demurrage penalties.
Berth requirements are being assessed with the following considerations:
• 11 Mtpa coal imports

Two ship unloaders with capacity of 2250 tph considered
• 5 Mtpa coal exports

Two ship loaders with capacity of 1500 tph considered
• 3.5 Mtpa multipurpose cargo

Two mobile harbour cranes (MHCs) with capacity of 750 tph considered
Considering 360 working days a year, the annual capacities of both the berths are as shown
in Table 2-3.

Final Note
Table 2-3: Berth requirements
Coal Coal
Multipurpose
Import Export
Annual Throughput (t) 1,10,00,000 50,00,000 35,00,000
Average Parcel Size (t) 1,40,000 50,000 50,000
Number of Ships per annum 79 100 70
No. of Cranes Deployed / Berth 2 2 2.00
Crane working hour 21.00 21 21.00
Rated capacity of Crane (t/hr) 2,250.00 1,500 750.00
Effective Capacity of Crane (t/hr) 1,462.50 1,125.00 487.50
Efficiency Factor 0.80 0.80 0.80
Handling Rate per day (t) / berth 49,140 37,800 16,380
Handling time per shipment (days) 2.85 1.32 3.05
Berthing / unberthing / waiting time (days) 0.25 0.25 0.25
Total days per ship 3.10 1.57 3.30
Berth days per annum 243 157 231
No of Berths provided 1 1 1
Available working days at Port 360 360 360
Individual berth occupancy rates 68% 44% 64%
With berth occupancy of 70%, which is in line with the prevailing operational practices, upto
11 Mtpa coal can be handled efficiently on a single berth. The berth occupancies for coal
export and multipurpose cargo berths are also within the acceptable occupancy limits.
Thus, a three berth scheme with the proposed equipment will be adequate to handle the
forecasted volumes.
2.6 Storage requirements
The back- up yard requirements are assessed as follows:
2.6.1.1 Coal
The back-up area will be provided in the area adjoining the marine facility. The coal is
proposed to be stacked in an open storage yard. The requirement has been calculated
considering average dwell time of 28 days for import and 21 days for export. 20% is
considered as the peaking factor and the average stack height is considered as 10 m.

Final Note
Table 2-4: Storage area requirements for coal
Coal Import Export
Annual Cargo in Tonnes 1,10,00,000 50,00,000
Avg Dwell Time (in Days) 28 21
Avg Storage at any time 8,55,556 2,91,667
Peak Factor 1.20 1.20
Peak Storage Req 10,26,667 3,50,000
Stowage Factor 1.20 1.20
Stock Pile Base Width 45 45
Stock Pile Length 600 600
Avg height of stock pile 10 10
Angle of Repose 37 37
Qty per Stock Pile 1,58,648 1,58,648
No. of Stock Piles Req 6 2
Total Stocking Area including circulation 2,44,617 83,392
Total Stocking area in ha 24.46 8.34
An area of 25 ha for import volumes and 8.5 ha for export volumes is required, including
space for circulation considering 360 operational days.
2.6.1.2 Fertilizers
As per the proposed throughput of 2 Mt, the storage requirements have been worked out
as shown in Table 2-5. The area assessment considers both bulk and bagged fertilizer
storage requirement.
The storage requirement assessment considers a peaking factor of 15% and dwell time of
14 days for bulk cargo and 5 days for bagged cargo.

Final Note
Table 2-5: Storage area requirements for bulk fertilizer
Fertilizers (bulk)
Annual Cargo in tonnes 20,00,000
Average Dwell time in days 14
Avg Storage at any time 77,778
Peak Factor 1.15
Peak Storage Req 89,444
Stowage Factor 1.00
Stock Pile Base Width 35
Stock Pile Length 350
Avg height of stock pile 6
Angle of Repose 30
Qty per Stock Pile 51,676
No. of Stock Piles Req 1.73
Total Stocking Area including circulation 27,564
Total Stocking area in ha 2.76

Final Note
Table 2-6: Storage area requirements for bagged fertilizer
Fertilizers (bagged)
Projected throughput 20,00,000
Average storage period (days) 5
Days of operation 360
Turnover of stock per year 72
Holding capacity required 27,778
Density (t/m3) 0.95
Net holding volume required (m3) 29,240
Allowance towards broken stowage, etc. 1.15
Gross holding volume required (m3) 33,626
Weight of bag (kg) 50
density of bag (t/m3) 1.02
Volume of bag (m3) 0.05
Total bags required (nos) 685,965
Ground area occupied per stack(bag) (m2) 0.4
No of bags per stack 15
Total area required (including circulation) (m2) 20,808
Total area required (ha) 2.08
It is inferred from the above that the storage requirement for both bagged and bulk fertilizers
works out to a total area of 4.84 ha.
2.7 Material Handling system
A mechanized system is proposed for handling the cargo, considering the forecasted
throughput and operational requirements in the ultimate phase. The material handling
system for different cargoes will be as follows:
2.7.1 Import coal cargo

• Ship unloaders- berth conveyors- yard conveyors- stackers- cum- reclaimers- wagon
loading system
The coal import berth will be equipped with two ship unloaders having a rated capacity of
2,250 tph. This will result in a total capacity of 49,140 tpd considering 21 working hrs.
Upon receipt of the import cargo, it will be unloaded using the ship unloaders and
transferred to the berth conveyors through hoppers. The cargo will be conveyed from the
berth conveyors for onward movement towards the stacking area through the series of yard
conveyors. It is proposed that the stacking and reclaiming of coal be carried out using
stackers-cum-reclaimers. One stacker-cum-reclaimer will be deployed between two coal
stacks and will be used for creating the stockpiles. For the import operations, the rates of

Final Note
stacking and reclaiming will be 4,500 tph. The carrying capacity of yard and intermediate
conveyors will be 4,500 tph in line with the proposed capacities of handling equipment.
For cargo evacuation by rail, it is proposed that the coal from the stackyard will be reclaimed
using the stacker-cum-reclaimer and conveyed via the yard conveyor and discharged into
the silo based wagon loading system, behind the stackyard. This system will load the coal
into the wagons for evacuation.
2.7.2 Export coal cargo

• Wagon tippler system- yard conveyors- stackers- cum- reclaimers- berth conveyors-
ship loaders
The incoming coal to the facility will be transported by rail and unloaded by means of the
wagon tippler system deployed at the port, behind the coal stackyard. The unloaded
cargo will be transferred to the underground conveyors connecting to the yard conveyors
moving towards the yard. The coal will be transported through this series of yard
conveyors and stacked using stackers- cum- reclaimers (one stacker- cum- reclaimer
between two stacks). For the export operations, the rate of stacking will be 3,600 tph and
reclaiming will be 3,000 tph. The rate of conveying of yard and intermediate conveyors
will be 3,600 tph in line with the proposed capacities of handling equipment.
For the export operations, it is proposed to deploy two ship loaders at the berth, with a
rated capacity of 1,500 tph. This will result in a total capacity of 37,800 tpd considering 21
working hrs. The cargo from the yard will be conveyed to the loaders for loading into the
vessels. The stacker- cum- reclaimer will reclaim the coal from the stacks and this cargo
will be conveyed via the yard conveyors onto the berth conveyors. The berth conveyors
(1,500 tph) will discharge the cargo into the ship loaders at the berth through hoppers.
The ship loaders will discharge the coal into the vessels at a controlled rate.
2.7.3 General cargo
2.7.3.1 Fertilizers
• Mobile harbour cranes (MHCs)- berth conveyors- yard conveyors- shed conveyor-
bagging and stitching plant
The general cargo berth will be equipped with two MHCs having a rated capacity of 750
tph. This will result in a total capacity of 16,380 tpd considering 21 working hrs.
The fertilizer cargo will be transferred from the MHCs to the berth conveyors (750 tph each)
through hoppers and transferred to the storage sheds by a single stream of conveyors
(1,500 tph). Thereafter, the cargo will be conveyed to the overhead conveyor at the storage
shed installed with overhead travelling trippers. It will be stacked by overhead traveling
trippers and reclaimed by means of pay loaders and mobile hoppers.
For the process of bagging, the coal will be conveyed via conveyor connected with the
bagging conveyor running into the bagging platform cum storage shed. The bagging
conveyor will convey the cargo and feed it into the bins, which will feed the fertilizer to the
bagging and stitching machine. The bags will then be collected at the collection point and
stacked manually or with the help of forklifts. The bags will then be transported by means
portable conveyors to the covered wagon rakes and stacked manually in the wagons.

Final Note
2.7.3.2 Other cargo
• Break bulk/unitized cargo

The break bulk/ unit cargo will be unloaded from the vessel using slings/ hooks. The cargo
will then be placed on tractor trailers to be carried to the open storage yard for stacking.
• Steel products
The steel products like CRC, galvanized coils etc. will be unloaded by the MHCs using
hooks. The cargo will be unloaded onto tractor trailers, which will carry the cargo to the
general storage area/ shed. A crane of 25 t capacity will be used for unloading the coils/
steel products for storage.
• Iron ore, minerals etc.

The bulk cargo like mineral ores will be unloaded from the vessels by the MHCs using
grabs. The cargo will then be discharged onto dumpers via hopper units. These dumpers
will then carry the cargo to the general cargo storage/ allocated shed. Stacking of the
cargo will be carried out by means of payloaders.
• Foodgrains
will then carry the cargo to the general cargo storage/ allocated shed. After bagging the
foodgrains brought in bulk form, the bags will be stacked using forklifts.
Equipment like tractor trailers, payloaders, forklifts, dumpers etc. will be outsourced and
procured as per the requirement.
2.7.4 Summary of proposed MHS components
In the development plan, the following major equipment and conveyors are proposed:
Table 2-7: MHS capacities
Sr. No. Equipment Nos. Rated capacity
Ship unloader
1 2 2,250 tph
Rail mounted, travelling gantry type grab unloader
Ship loader
2 2 1,500 tph
Rail mounted, long travelling with luffing and
telescopic boom
Mobile harbour crane
3 2 750 tph
Pneumatic tyre mounted portal slewing, luffing &
travelling crane (with grab and hook attachment)
Stacker-cum-reclaimer (for import) 3 Stacking and reclaiming @4,500 tph
4 Stacking @3,600 tph
Stacker-cum-reclaimer (for export) 1
Reclaiming @3,000 tph
6 Rapid loading silo for wagon loading 1 3,600- 4,500 tph

Final Note
Sr. No. Equipment Nos. Rated capacity
7 Wagon Tippler (side discharge) 1 30 tips/hr
8 Bagging- cum- stitching plants 1 4,800 tpd
Conveyors
Import coal • Berth conveyor: 2,250 tph each

• Yard/ intermediate conveyor: 4,500 tph
• Yard to loading station: 4,500 tph
9 Export coal • Berth conveyor: 1,500 tph each
• Yard/ intermediate conveyor: 3,000 tph
• Tippler to yard: 3,600 tph
General cargo • Berth conveyor: 750 tph each

• Intermediate conveyor: 1,500 tph
2.8 Evacuation
The rail vs. road modal split for cargo is as shown below. The major cargo volumes will be
evacuated via rail.
Table 2-8: Modal split for evacuation
Cargo type Volume By rail By road
Coal (export and 16 Mtpa 80% 20%

import)
12.8 Mtpa 3.2 Mtpa
Fertilizers 2 Mtpa 100% -
2 Mtpa -
Other cargo 1.5 Mtpa - 100%
- 1.5 Mtpa
2.8.1 Road
2.8.1.1 Coal
For 360 operating days per year, annual volume of 3.2 Mt equates to 8,900 t to be handled
on an average day via the road mode. Allowing for 20% peaking, the volume to be handled
is 10,700 t/day. Considering trucks of 20 t capacity, it translates to 533 trucks per day and
24 trucks per hr i.e. 0.4 movements every minute.
2.8.1.2 General cargo
An annual volume of 1.5 Mtpa being handled over 360 operating days per year, equates to
4,160 t to be handled on an average day via the road mode. Allowing for 20% peaking, the
volume to be handled is 5,000 t/day. Considering trucks of 20 t capacity, it translates to 250
trucks per day and 11 trucks per hr i.e. 0.2 movements every minute.
The total truck movements work out 0.5 every minute and 29 trucks per hour. Accordingly,
a two- way two lane road is more than adequate.

Final Note
2.8.2 Rail
2.8.2.1 Coal
For 360 operating days per year, annual volume of 12.8 Mt roughly equates to 35,500 t to
be handled on an average day via the rail mode. Allowing for 20% peaking, the volume to
be handled is 42,700 t per day.
Considering 3,364 t rake capacity, 13 rakes will be required to handle the daily volume. For
the import cargo, total time taken for loading a rake using the wagon loading system is 4
hrs. For the export cargo, it will take approx. similar duration i.e. 4 hrs to evacuate the rake.
Combined operations of unloading followed by loading can be completed within a total
duration of about 6 hrs. But considering the difference in import and export volumes, full
payload may not be available each time. Hence, separate loading and unloading operations
are considered for calculation purposes.
Considering 4 hrs for loading/unloading per rake, 6 rakes can be handled per siding. Hence,
2 sidings can handle 12 rakes and 1 balance rake can be handled on the 3rd siding (being
utilised for fertilizer cargo).
2.8.2.2 Fertilizers
To realise the throughput of 2 Mt annually (360 days), daily evacuation of 6,700 t will be
required, considering 20% peaking. Capacity of one rake for evacuation of bagged fertilizer
cargo is 2,214 t. Accordingly, 3 rakes will be required for handling of fertilizers.
Considering 5 hrs for loading of a rake, it will take approx. 15 hrs to handle the total volume.
In accordance to the above requirements, 3 sidings and 1 escape line are proposed to be
provided at the terminal.

Final Note
3 Back-up Planning and System Description

3.1 Planning
3.1.1 Land availability
The land available behind the shoreline broadly comprises three land parcels i.e. Plot A,
Plot B and Plot C, shown in Figure 3-1 .
• Plot A: 1,400 m x 520 m

• Plot B: 1,175 m x 655 m
• Plot C: 1,025 m x 655 m
Figure 3-1: Land availability
Plot A Plot B
1,400 m x 520 m 1,175 m x 655 m
Plot C
1,025 m x 655 m
The section in the northwest corner of Plot C (shown in blue) is not yet under the ownership
of Gopalpur Port Authority, hence is not available for development at present. However, it
is expected that this land parcel will be acquired in the near future so it can be considered
for planning in the ultimate stage.
3.1.2 Berths
For development of the berths, two alternative locations were studied i.e. along the shore
side and on the lee side of the breakwater. Taking into cognizance the (i) convenience of
construction (ii) cost considerations (iii) ease of operations, it has been concluded that the
berths will be developed along the shore side instead of on leeside of the breakwater.
For construction of the berths alongside the shore, a quay of total 600 m length i.e. two
berths of 300 m length each, will be developed in continuation with the existing
multipurpose berth. This will allow berthing of two Panamax vessels or one Capesize and
another smaller vessel. The alternative types of berth structures under consideration are (i)
front sheet pile wall or (ii) revetment type. These are being studied and the type of structure
to be proposed for development will be finalised shortly.
Considering the volumes and vessel size envisaged to call at the port, the existing berth is
found suitable for handling the export coal cargo without major modifications. Taking into
consideration the volume of import coal and accordingly the equipment required at the berth
to handle it and the expected vessel size calling at the port, either of the proposed berths
will be used for handling the import coal. Since the stockyard area for both import and
export coal will be developed adjacent to each other, for ease of overall operations it is
proposed that proposed berth no. 1 will allocated for handling the import coal volumes. The
proposed berth no. 2 will be utilised for handling general cargo, including fertilizers.

Final Note
The area behind existing berth and proposed berth no.1 (portion of Plot B) will be developed
as the coal stockyard. The back-up and storage for the general cargo will be provided
behind the multipurpose cargo i.e. proposed berth no.2.
Figure 3-2: Arrangement of berths and back-up areas
Plot A Plot B
1,400 m x 520 m 1,175 m x 655 m
Plot C
1,025 m x 655 m
3.1.3 Evacuation
Appropriate provisions for rail and road corridor will be provided for the receipt/dispatch of
cargo being handled at the port. A railway corridor accommodating 3 sidings and 1 escape
line, along with additional space for future expansion will be provided along the northern
boundary of the back-up land, aligned parallel to the shoreline. A 10 m wide road corridor
will be provided parallel to the rail corridor along its northern side.
3.2 Concept layout and system description
The principal functional zones suggested by the requirements relative to mechanical

handling, storage and evacuation of the cargoes are:
• Berths
• Conveyance corridor
• Handling and storage yard
• Road and rail corridor
• Services & utilities
The system description for cargo handling is as explained below, with supporting sketches:
3.2.1 Coal import operations
Proposed berth no.1 will be dedicated for coal import operations. Upto Capesize vessels
are envisaged to call at the port carrying the import coal volumes. Two ship unloaders of
rated capacities 2,250 tph are proposed to be deployed for unloading of cargo from the

Final Note
ship. Each of the two unloaders will be connected to one berth conveyor each. The
unloaders will discharge the cargo through hopper units on the berth conveyors IBC-1 and
IBC-2.
A 15 m wide apron area will be provided behind the berths. The corridor for conveyors and
vehicles circulating the storage yard will be provided behind the apron. The size of the
import coal stackyard is 665 m x 346 m. It is located in the section of Plot B behind the
berths. The two berth conveyors IBC-1 and IBC-2 will be connected to the yard conveyor
IC-2 via IC-1, running along the western boundary of the import coal storage yard. IC-2 will
connect to the yard conveyors IC-3, IC-4 and IC-5. These conveyors will carry the coal and
form coal stockpiles, one on either side of each conveyor. One stacker-cum-reclaimer will
run along each of the conveyors IC-2, IC-3 and IC-4, utilised for stacking the cargo. Totally
6 stockpiles of size 600 m x 45 m and 10 m height will be formed.
For evacuation of the cargo by rail, the stackers-cum-reclaimers will reclaim the cargo and
load it on the conveyors between the stockpiles. The rates of stacking and reclaiming will
be 4,500 tph. These conveyors will connect to the yard conveyor IC-6 running along the
eastern boundary of the import yard. IC-6 will convey the cargo towards the rail corridor
and discharge it into the RLS silo for loading of wagons. The carrying capacity of yard and
intermediate conveyors will be 4,500 tph in line with the proposed capacities of handling
equipment.
The width of the conveyor corridor between the stockpiles is 15 m. A corridor of 15 m wide
behind the berth and 20 m on sides on the stacking area will be allowed to house the
conveyor corridors and for internal truck movements within the yard.
A 25 m wide road corridor, connecting to the main road will be provided north of the import
stockyard for movement of trucks carrying the cargo in/out of the port. Refer Drawing no.
BMT-1330-SP-SK-MP-005 for the schematic layout of back-up yard and MHS.
3.2.2 Coal export operations
The existing berth will be dedicated for the coal export operations. It is envisaged that
Handymax vessels will call at the port for the export coal volumes.
The coal export volumes received at the port via rail will be unloaded by the wagon tippler
system. The unloaded coal will be discharged onto the underground export conveyor EC-
1 leading towards the export coal stockyard. It is connected to the on-ground conveyor EC-
2, which runs between the export coal stockpiles. A stacker-cum-reclaimer will be provided
for stacking and reclaiming the cargo. The export coal yard is of size 665 m x 135 m. In line
with the storage area requirements considering the coal volumes including peaking, the
export coal yard can accommodate the two stockpiles of 600 m x 45 m and 10 m high. The
width of the conveyor corridor between the stockpiles is 15 m.
For exporting the coal, the reclaimed cargo is conveyed to the berth via yard and
intermediate conveyors EC-3, EC-4 and EC-5. EC-5 branches into two berth conveyors
EBC-1 and EBC-2 at the coal export berth. Each of the two conveyors runs to one ship
loader each, of 1,500 tph rated capacity. The coal from the berth conveyors is discharged
into the loader, which loads in into the waiting vessels. For the export operations, the rate
of stacking will be 3,600 tph and reclaiming will be 3,000 tph. The rate of conveying of
yard and intermediate conveyors will be 3,600 tph in line with the proposed capacities of
handling equipment.

Final Note
A corridor of 15 m width will be provided to house the conveyor corridors and for internal
truck movements within the yard. A 15 m wide apron area will be provided between the
berths and the corridor for conveyors and vehicles circulating the storage yard.
For cargo received at the port by road, road corridor of 25 m will be provided to allow
internal movement of trucks within the storage yard. The 25 m wide road corridor, as
explained in the previous section, connecting to the main road, is located south of the export
stockyard.
To operate in a controlled- dust environment, sufficient number of adequately designed

dedusting points with dust extraction/suppression system will be provided, wherever
needed, with provisions for adjustment and fine tuning in the coal import and export yards.
Refer Drawing no. BMT-1330-SP-SK-MP-005 for the schematic layout of back-up yard and
MHS.
3.2.3 General cargo operations
Proposed berth no.2 will be allocated for handling the multipurpose cargo. The vessel size
carrying the general cargo is envisaged to be Handymax. Two MHCs of rated capacities
750 tph are proposed to be deployed for unloading of cargo from the ship.
Each of the two MHCs will be connected to one berth conveyor each. The MHCs will
discharge the cargo through hopper units on the berth conveyors MBC-1 and MBC-2.
3.2.3.1 Fertilizer operations
The cargo unloaded from ship will be transferred to the storage sheds by a single stream
intermediate conveyors—MC1-MC2 and thereafter overhead conveyor at the storage shed.
This conveyor will be installed with an overhead travelling tripper. The carrying capacity of
conveyors will be 1,500 tph.
The fertilizer storage shed will be aligned so that the loading onto the railway can be carried
out along the length of the shed. The size of the shed will be 400 m X 135 m i.e. 5.4 ha.
The shed will be segregated by a partition into two areas: storage of bulk and bags. The
The section of the shed along the railway i.e. 2.65 ha will house the storage area for bags
as well as the bagging-cum-stitching plant. The bulk cargo will be stored in the adjacent
section in an area of 2.76 ha. The area will be sufficient to store in excess of two parcel
loads, which is higher than the daily evacuation volume.
The export cargo unloaded from the vessel and conveyed to the shed will be stacked by
overhead traveling trippers along the 400 m long bulk storage shed and reclaimed by
means of pay loaders and mobile hoppers. The conveyor MC-4 will be connected with the
bagging conveyor MC-5 running into the bagging platform cum storage shed. The bagging
conveyor will convey the cargo and feed it into the bins, which will feed the fertilizer to the
bagging and stitching machine.
The automatic bagging and stitching plant will be mounted suitably on the floor and fed
through suitable slat conveyors into the conveyors leading to stitching machines for open
mouth filled up bag for stitching. After stitching, the bags will move on the conveyors for
onward transmission to the platform for stacking on the platform for loading into railway
wagons. Bags will be of 50 kg each and each automatic bagging & stitching machine will

Final Note
have capacity of 1850 bags of 50 kg weight each or 90 tph each after allowing for efficiency
factor.
The bags will then be collected at the collection point and stacked manually or with the help
of forklifts.
3.2.3.2 Other general cargo operations
The general cargo will be inclusive of cargoes like iron ore, ilmenite, break bulk, steel
products, foodgrains etc.
For the general cargo, storage area and sheds for the general cargo will be provided behind
the general cargo berth, with a 15 m wide apron between them. Covered sheds for the
following cargo storage will be provided on the northern boundary of the open storage yard-
− Ilmenite (50 m x 100 m)
− CP coke (60 m x 100 m)
− Steel products (50 m x 100 m)
− Foodgrains (50 m x 100 m)
The cargo unloaded from ship will be transferred to the storage sheds by a single stream
intermediate conveyors—MC1-MC2 and transported to the open storage shed provided
behind the berth. Depending on the type of cargo, separate areas will be allocated for the
storage in the general cargo storage yard.
• Break bulk/unitized cargo

The break bulk/ unit cargo will be unloaded from the vessel using slings/ hooks. The cargo
will then be placed on tractor trailers to be carried to the open storage yard for stacking.
• Steel products
The steel products like CRC, galvanized coils etc. will be unloaded by the MHCs using
hooks. The cargo will be unloaded onto tractor trailers, which will carry the cargo to the
covered shed. A crane of 25 t capacity will be used for unloading the coils/ steel products
for storage.
• Iron ore, minerals etc.

will then carry the cargo to the general cargo storage/ allocated shed. Stacking of the
cargo will be carried out by means of payloaders.
• Foodgrains
will then carry the cargo to the allocated shed. After bagging, the foodgrains brought in bulk
form, the bags will be stacked using forklifts.

Final Note
For the other general cargo, the open storage will be utilized. Appropriate area allocation
and circulation space will be provided in the yard. Refer Drawing no. BMT-1330-SP-SK-
MP-005 for the schematic layout of back-up yard and MHS.
3.2.4 Rail and road corridor
A 35 m wide rail corridor housing 3 sidings and 1 escape line is proposed to the north of
the back up area. The wagon tippler system will be located along the western end of the
coal stackyard and the loading station will be positioned towards the eastern side of the
coal stackyard, such that two full rake lengths i.e. 1,400 m is maintained between them.
As the loaded coal rake reaches the port towards the western side of the coal storage yard,
the tippler will empty the wagons and the coal will be conveyed to the yard via tunnel
conveyor moving from the tippler to the yard. Thereafter, the rake will move forward
eastwards through pull operations. The wagon loading system will be stationed such that
the empty rake can be loaded as it reaches from the eastern end of the port towards the
western side. The wagon loader will be fed coal from the stock yard through stacker- cum-
reclaimers and the connected conveyors. Once the rake is loaded, it will be pulled out back
towards the eastern side.
Figure 3-3: Rail corridor and loading/unloading stations
Wagon loading
station
Entry
Wagon tippler
station Exit
A 25 m road corridor connecting to the main road is proposed. It will be aligned parallel to
the length of the coal yards and will run between the coal import and export yards as well
as the fertilizer and general cargo storage. The internal roads in the yards on both sides of
this road corridor will be connected to it to allow smooth movement of cargo carrying trucks.
A 10 m wide road corridor will be provided parallel to the railway corridor towards the
northern side of the rail corridor.

Final Note
3.2.5 Services and Utilities
3.2.5.1 Offices and utilities zone
The zone housing the administration offices, equipment workshop, utilities, car parking area
will be located on the western side of Plot B, adjacent to the open storage area for general
cargo.
• Administration offices
The administration building complex will be provided near the south entrance to the of this
zone. It will house the staff offices, canteen, meeting rooms, server room and pantry.
• Car parking
Car parking area will be provided adjacent to the admin building.
• Workshop for equipment repair

A workshop will be provided for maintenance and repairs services for the equipment
deployed at the facility.
• Utilities
An area will be allocated for the firefighting system and potable water system
building, adjacent to the substation building, close to the boundary of the utilities
zone. A substation will also be provided adjacent to the firefighting system and
potable water system building, along the boundary of the services and utilities zone.
3.2.5.2 Truck parking and amenities
A truck parking area along with supporting amenities for the drivers will be provided in plot
A, on the western side of the coal export yard. The size of this area will be approx. 1.25 ha.
All parking bays will be of 10 m x 3.5 m. On either side of the parking lot, 12 m roads
will be provided for circulation. The truckers’ amenities will include a canteen, washrooms
and a rest area.
It is located adjacent to the road corridor connecting the main road and passing between
the import and export coal yards for ease of truck movement and parking.
3.2.5.3 Workshop
A workshop of 75 m2 will be provided in the truck parking zone. The workshop will provide
maintenance and repairs services to the trucks.
3.2.5.4 Signal tower and navigation
• Signal station- The signal station/ control station is as shown in the drawings. It
should comply with ISPS requirements. The reason for positioning the control station
towards the North break water are:
− Can get the complete view of the port and its approaches

Final Note
− Away from the leading lights, as the brightness of the lights will have a back flash/
glare of the lights on the control station. Hence it may be difficult to see from the
control station.
− The control station will be fitted with Radar’s, AIS, VHF etc.
• Light buoys
Light buoys in the channel to be confirmed after a navigation simulation. Generally, at a
distance of 500 m from the start of the channel 1 fairway buoy, 2 buoys to mark the start of
the channel and thereafter buoys at 1 N.mile range are provided so that the luminosity of
the buoys are 1 n mile range (the exact number of buoys will depend on the length of the
channel). These buoys will be be fitted with GPS.
• Beacon
2 fixed lights at the break water are proposed.
• Leading lights
2 towers placed one behind the other having a fixed light. The visibility is required to
be such that the light is visible to the vessel and the vessel can align itself with the
channel. Also, it is necessary that its visibility must be clear in the day light hours as
well. The leading light should be so aligned to the centre of the channel and have
Racons.
• Pilot launch will be required and a provision for berthing such vessel
• Tugs will also be required and provision for berthing.
• Mooring boats not required
• Oil spill equipment as per MARPOL.
Refer Drawing no. BMT-1330-SP-SK-MP-001 for the overall layout of the port, Drawing no.
BMT-1330-SP-SK-MP-004 for the harbour layout and Drawing no. BMT-1330-SP-SK-MP-
005 for the schematic layout of back-up yard and MHS.

Final Note
4 Cost Estimation
The material handling systems proposed to be deployed at the Gopalpur port is priced in
this section. Unit rates are based on 2016 price levels. Due consideration was given to the
site conditions to cover Contractor’s risk, use of marine plant and equipment, etc. Costs for
the material handling system and equipment have been provided in consultation with
industry references and suppliers. However, due to volatility in the market and considering
the demand supply scenarios in the global market these prices may differ at the time of
actual procurement.
The capital cost has been assessed for cargo-wise operations in terms of:
• Equipment at berth
• Equipment at yard
• Conveyors
− At the berth
− In the yard
− Between point of loading/unloading
• Equipment for rail loading/unloading

The cost estimation for the MHS is as shown below:

Final Note
Table 4-1: Cost assessment for MHS

Sr. Unit rate (INR Amount (INR
Description Unit Qty.
No. Crores) Crores)
A Coal Imports
1 Equipment at berth
Ship unloaders nos. 2 55,00,00,000 110.0
2 Equipment at yard
Stackers-cum-reclaimers nos. 3 30,00,00,000 90.0
3 Conveyors
Berth rm 438 1,49,000 6.5
Yard rm 2552 1,49,000 38.0
Yard to loading station rm 470 1,49,000 7.0
Transfer towers nos. 6 28,00,000 1.7
4 Wagon loading station nos. 1 15,00,00,000 15.0
Subtotal (A) 268.2
B Coal Exports
Ship loaders nos. 2 25,00,00,000 50.0
2 Equipment at yard
Stackers-cum-reclaimers nos. 1 30,00,00,000 30.0
3 Conveyors
Berth rm 438 1,49,000 6.5
Yard rm 1771 1,49,000 26.4
Tippler station to yard rm 700 1,49,000 10.4
4 Wagon tippler
Mechanical components nos. 1 15,00,00,000 15.0
Civil works nos. 1 14,00,00,000 14.0
Subtotal (B) 153.0
C General cargo (fertilizer)
Ship loaders nos. 2 25,00,00,000 50.0
2 Conveyors
Berth rm 388 1,49,000 5.8
Yard rm 445 1,49,000 6.6
Yard to shed rm 105 1,49,000 1.6
Shed rm 700 1,49,000 10.4
Bagging and stitching
3 plant nos. 1 2,00,00,000 2.0
Subtotal (C) 77.8
Total 499
The capex for the MHS is estimated at INR 499 Cr.
Please note that the following equipment have been considered outsourced and hence
are not included as a part of the capex estimation exercise:
• Trailers/tippers
• Payloaders
• Forklifts

Final Note
• 25 t crane in open storage yard

The cost composition with respect to type of cargo being handled and type of equipment
deployed is shown below:
Figure 4-1: MHS capital cost composition- Cargo wise
17%
26% 57%
Coal imports
Coal exports
General cargo
Figure 4-2: MHS capital cost composition- Equipment wise
0.5%
3%
6%
24% Equipment at berth

43%
Equipment at yard
Conveyors
Wagon loading station
24%
Wagon tippler station
Bagging and stitching plant

Final Note - Planning For Gopalpur 180120

Caricato da

Informazioni sul documento

Descrizione originale:

Titolo originale

Copyright

Formati disponibili

Condividi questo documento

Condividi o incorpora il documento

Opzioni di condivisione

Hai trovato utile questo documento?

Questo contenuto è inappropriato?

Copyright:

Formati disponibili

Final Note - Planning For Gopalpur 180120

Caricato da

Copyright:

Formati disponibili

Harbour layout and back-up

planning for Gopalpur Port

Harbour layout and back-up

Name: Anvi Maniar

Reviewed and approved by:

Name: Darpan Jethi

BMT Consultants India

2 Operating Considerations and Functional Requirements ............... 3

3 Back-up Planning and System Description .................................... 18

BMT Consultants India Page i

Table 2-2: Typical bulk carrier dimensions ................................................................. 4

Table 2-3: Berth requirements .................................................................................. 10

Table 2-4: Storage area requirements for coal ......................................................... 11

Table 2-5: Storage area requirements for bulk fertilizer ........................................... 12

Table 2-6: Storage area requirements for bagged fertilizer ...................................... 13

Table 2-7: MHS capacities ........................................................................................ 15

Table 2-8: Modal split for evacuation ........................................................................ 16

Table 4-1: Cost assessment for MHS ....................................................................... 27

Figure 2-1: Berth location options ................................................................................ 6

Figure 3-1: Land availability ....................................................................................... 18

Figure 3-2: Arrangement of berths and back-up areas .............................................. 19

Figure 3-3: Rail corridor and loading/unloading stations ........................................... 23

Figure 4-1: MHS capital cost composition- Cargo wise ............................................ 28

Figure 4-2: MHS capital cost composition- Equipment wise...................................... 28

Drawing no. BMT-1330-SP-SK-MP-004: Harbour layout

Drawing no. BMT-1330-SP-SK-MP-005: Schematic layout of back-up yard and MHS

BMT Consultants India Page ii

SYMBOLS AND ABBREVIATIONS

1 Proper names and organisations - India

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

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

GPL .................. Gopalpur Ports Limited

SP Group ......... Shapoorji Pallonji Group

OECPL ............. M/s Ocean Engineering and Consultancy Private Limited

2 Proper names and organisations – Other

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

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

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

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

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

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

PIANC .............. Permanent International Association of Navigation Congress

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

CD .................... Chart Datum

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

Hs .................... Significant wave height

LoA .................. Length overall (of a ship)

M ...................... “mega” or one million (106)

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

BMT Consultants India Page v

MHC ................. Mobile Harbour Crane

MHS ................. Material Handling System

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

MSL ................. Mean Sea Level

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

nr ...................... number (units) as in 6 nr

RLS .................. rapid loading system

ToR .................. Terms of Reference

Length, area and volume

n. mile .............. nautical mile(s)

mm2.................. square millimetre(s)

m2..................... square metre(s)