Draft Note - Planning For Gopalpur Port 0 PDF
Draft Note - Planning For Gopalpur Port 0 PDF
Draft Note - Planning For Gopalpur Port 0 PDF
Draft Note
November 2016
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
Draft Note
Draft Note
Prepared for
Shapoorji Pallonji Group
Prepared by:
Revision: A0
Date: 02.12.2016
Contents
1 Introduction ......................................................................................... 1
1.1 Project Background .......................................................................................... 1
1.2 Purpose of note ................................................................................................ 2
4 Cost Estimation................................................................................. 23
Tables
Table 2-1: Traffic forecast summary ........................................................................... 3
Figures
Figure 1-1: Google image of existing harbour basin .................................................... 2
Drawings
Drawing no. BMT-1330-SP-SK-MP-001: Overall layout of Gopalpur port
3 Other abbreviations
E ...................... East
N ...................... North
Panamax.......... ship of max permissible beam of 32.2m for transiting the Panama Canal
4 Units of measurement
mm ................... millimetre(s)
m ...................... metre(s)
km .................... kilometre(s)
ha ..................... hectare(s)
s ....................... second(s)
h ....................... hour(s)
d ....................... day(s)
wk .................... week(s)
yr ...................... year(s)
kg ..................... kilogram(s)
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).
Other units
1 Introduction
1.1 Project Background
Gopalpur Port is an all-weather deep draft 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
Existing berth
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.
1 Coal 16
Export 5
Import 11
2 Iron ore 1
3 Fertilizers 2
4 Others 0.5
Total 19.5
The global dry bulk carrier fleet is spread across the following tonnage groups:
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.
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
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)
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
common access trestle from shore for road and conveyors if required. Access for
maintenance works at the berths will be from the marine side.
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.
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:
2.4.1.1 Width
A one-way channel width of 4.5*maximum ship beam as a general rule can be adopted for
concept design of the channel. Since Capesize vessels have maximum beam of 44.5 m,
the existing 200 m wide approach channel seems adequate.
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.
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.
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:
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. Considering the different barge sizes, the no. of berths and the total length of
jetty are shown in Table 2-3.
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.
Considering 350 working days a year, the annual capacities of both the berths are as shown
in Table 2-3.
Coal Coal
Multipurpose
Import Export
No of Berths provided 1 1 1
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.
2.6.1.1 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.
Angle of Repose 37 37
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
assuming dwell time of 21 days for the peak period. Table 2-5 indicates the storage
requirements for the bulk fertilizer.
Fertilizers
Angle of Repose 30
It is inferred from the above that the minimum storage requirement is 8.35 ha for bulk
storage.
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:
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 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.
2.7.3.1 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 through
hoppers and transferred to the storage sheds by a single stream of conveyors. 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 shall convey the cargo and feed it into the bins, which will feed the fertilizer to the
bagging and stitching machine. The bags shall 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.
• 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.
• Foodgrains
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. 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.
2.8 Evacuation
The rail vs. road modal split for cargo is as shown below. The major cargo volumes will be
evacuated via rail.
2 Mtpa -
- 1.5 Mtpa
2.8.1 Road
2.8.1.1 Coal
For 360 operating days per year, annual volume of 2.2 Mt equates to 6,110 t to be handled
on an average day via the road mode. Allowing for 20% peaking, the volume to be handled
is 7,330 t/day. Considering trucks of 20 t capacity, it translates to 367 trucks per day and
18 trucks per hr i.e. 0.3 movements every minute.
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.
2.8.2 Rail
2.8.2.1 Coal
For 360 operating days per year, annual volume of 8.8 Mt roughly equates to 24,500 t to
be handled on an average day via the rail mode. Allowing for 30% peaking, the volume to
be handled is 31,800 t per day.
Considering 3,364 t rake capacity, 10 rakes will be required to handle the daily volume of
31,800 t. 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,
for 10 rakes, 2 sidings are required.
2.8.2.2 Fertilizers
To realise the throughput of 1.5 Mt annually (360 days), daily evacuation of 5,400 t will be
required, considering 30% 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 6 hrs for loading of a rake, it will take approx. 18 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.
The land available behind the shoreline broadly comprises three land parcels i.e. Plot A,
Plot B and Plot C, shown in Figure 6-1.
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.
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.
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.
• 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:
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
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. 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
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 15 m wide
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.
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.
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.
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.
The cargo unloaded from ship shall 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 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. The shed
will be segregated by a partition into two areas: storage of bulk and bags. Along the 400 m
long bulk storage shed, the bulk cargo shall be stacked by overhead traveling trippers 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 shall convey the cargo and
feed it into the bins, which shall feed the fertilizer to the bagging and stitching machine.
The automatic bagging and stitching plant shall 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 shall
have capacity of 1850 bags of 50 kg weight each or 90 tph each after allowing for efficiency
factor.
The bags shall then be collected at the collection point and stacked manually or with the
help of forklifts.
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-
The cargo unloaded from ship shall 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.
• 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.
• Foodgrains
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 allocated shed. After bagging, the foodgrains brought in bulk
form, the bags will be stacked using forklifts.
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.
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 one full rake length i.e. 800 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.
Wagon tipper
station Wagon loading
station
Entry
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.
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.
• Utilities
An area shall 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.
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 shall be provided in the truck parking zone. The workshop shall
provide maintenance and repairs services to the trucks.
• 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
− 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
4 Cost Estimation
The material handling systems proposed to be deployed at the Gopalpur port is priced in
this section. Unit rates 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
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
17%
26% 57%
Coal imports
Coal exports
General cargo
0.5%
3%
6%