Coal Sourcing Handling and Transportation Report - Volume - V
Coal Sourcing Handling and Transportation Report - Volume - V
Coal Sourcing Handling and Transportation Report - Volume - V
Final Report
On
Consulting Services on Coal Sourcing,
Transportation and Handling of (2x660) MW
Coal Based Thermal Power Plants Each at
Chittagong and Khulna, and 8320 MW LNG and
Coal Based at Maheshkhali
Final Report
on
Dhaka
November 2012
Executive Summary
Government of Bangladesh has adopted Millennium Development Goal (MDG) and set a target to
reach the level of middle-income group country by 2021. To attain such goal energy security of the
country is decisive.
Sustainable power supply is a major precondition for the socio-economic development as well as
livelihood improvement. The Government has given top priority to the development of power sector
considering its importance in overall development of the country. To this end, the Bangladesh
Government has set the goal of providing electricity to all citizens of the country by 2020. At present
about 50% of the total population of Bangladesh has access to electricity and per capita Electricity
generation is only 272 KWh.But reliable and quality supply of power is still a faraway. In financial
year 2012, total installed electricity generation capacity is 8,100 MW including 3,771 MW from
private sector.The electricity demand growth of the country is 10% per annum. Country's maximum
electricity demand will be 13,000 MW in 2017 and 34,000 MW in year 2030. To meet up these, the
Government of Bangladesh has formulated a Power System Master Plan (PSMP).
Presently, 79% of total electricity is generated by using natural gas. This high dependency on waning
natural gas reserves threats sustainability of the power generation system. Power System Master Plan
(2010) emphasizes on diversification of fuel use for power generation and recommends, by 2030,
50% of power generation by using coal (considering waning natural gas reserves of Bangladesh). The
coal based power generation is a least cost option at present economy. Accordingly, Bangladesh
Power Development Board (BPDB) has planned to install three mega coal based thermal power plants
in Bangladesh. BPDB has entrusted CEGIS with the responsibility of carrying out detail and
comprehensive study on sourcing, transportation and handling of coal for the proposed three mega
power plants (1320 MW Coal Based Thermal Power Plant each at Khulna and Chittagong, and 5320
Coal Based Thermal Power Plant at Maheshkhali). The purpose of this coal sourcing, transportation
and handling report is to facilitate the feasibility study of the said power plants.
Approach and methodology
The principle objective of this study is to suggest sustainable options of possible coal sourcing,
transportation, and handling facilities to the port and the proposed power plant sites. The study has
been executing by a team of multidisciplinary professionals of specialized fields as mentioned in the
ToR. The overall study has been carried out to identify possible sources of coal with required quality
and sustainable quantity evaluating present standard and practices in the world. For understanding
global coal business, coal sourcing mechanism, transportation and handling system, and exploring
coal sourcing and transportation opportunity, the study team have made visits to South Africa,
Australia, Indonesia and Singapore. In addition, the foreign experts have made visits to Mozambique
with the same objectives. Expert judgment, site specific information, river morphology, bathymetry,
exploratory study on coal transportation options, coal requirement, environmental investigation and
cost assessment have also been carried out. The study also attempted to identify national laws,
conventions, policies relevant to coal sourcing, transportation, and handling, those have been
presented in the report.
Stakeholder consultations
A series of stakeholder consultation meetings has been carried out with different government and nongovernment organizations including Bangladesh Power Development Board, Barapukuria Coal Mine
Company Ltd., Mongla Port Authority, Chittagong Port Authority, Mongla Cement Industry,
Bangladesh Cement Manufacturers Association, Shipyards, Shipping agents, Bangladesh Navy,
Bangladesh Inland Water Transport Authority, and Key Informants. The perception and expert
opinion of the stakeholders have been followed in executing the overall study and formulating the
final recommendation.
International coal market
Coal is still a major primary energy used for electricity generation. The global trading volume of coal
was 916 million ton in 2009 and is still growing rapidly. Among this, seaborne trade covers 94%. The
seaborne coal market is traditionally divided into two sub-markets: the Atlantic market, and the
Pacific market. Asian region falls under Pacific market. Asia is the largest importer and exporter of
the international coal trade. The biggest importing countries are China, India, Southeastern Asia, e.g.
Japan and Korea and the main exporting countries are Indonesia, Australia, Russia,
Colombia/Venezuela and South Africa, respectively. Due to association with different socio-political
issues, energy prices are always volatile. However, coal price used to be relatively stable. Recently,
there was a sharp price hike in 2008. The market is now again reaching toward the equilibrium.
In South Africa, Indonesia and Australia, production cost of coal generally ranges from 40 47
USD/ton and the export price (FOB) including, local transportation (mine to port of export), trading
surcharge, insurance, etc stands in between 100 to 120 USD/ton (adjusted to 5500 kcal/kg CV coal,
GAR basis).
Indigenous coal deposits
Northwest part of the country is well known for a good reserve of coal. So far, five coal deposits have
been discovered with in-situ coal deposits of about 2.5 billion ton. Besides, there is a good probability
of discovering new Coal Deposits in and around the previously discovered Coal Deposits of
Bangladesh. Presently, Barapukuria is the only mine with limited production. The possibility of new
mine development before commissioning of the proposed power plants is also limited. At present
situation, sourcing of coal from indigenous sources may not be possible initially. Nevertheless, at least
for the Khulna Power Plant, considering the cost of coal, transportation, etc of the imported coal, all
out effort may be made to develop the indigenous coal mine and related infrastructures. As such,
government should look into the hindrances of mine development e.g. the water management of
public acceptance issues and mine.
International visits
With the aim of understanding global coal trading system, coal sourcing, transportation and handling
system, and collecting necessary information and data on coal reserve, production, export policy,
international visits were made to South Africa, Australia, Indonesia and Singapore. The team consists
of officials from the Ministry of Power, Energy and Mineral Resources (MoPEMR), Bangladesh
Power Development Board (BPDB) and experts from CEGIS. At the same time, the foreign experts
have also visited Mozambique, a new entrant in world coal market with the same objectives. During
the visits a wide range of consultation and discussion meetings were made with different coal traders,
coal suppliers, coal producers, mine operators, coal terminal operators, shipping agents, ship brokers,
solicitors, quality control and inspection agents, etc. In addition to earning knowledge, and collection
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of necessary data and information, these meetings were helpful to establish communication between
GOB and different stakeholder playing important role in coal trading system.
Suitable coal sources
South Africa, Australia and Indonesia are the countries within the reachable distances from
Bangladesh, which have accredited coal export history.
The resource situation in South Africa can be summarized as followed:
Country with traditional coal mining (30.15 billion tone of proved reserve with
Reserve to Production (RP) ratio of 119)
The coal quality suits well the demand of the Client (96% bituminous coal, Sulfur
content less than 1%).
Additional slots for high volume (like coal) rail transport in South Africa are difficult
to get.
The coal quality suits well the demand of the Client (51% anthracite and bituminous
coal, and 49% sub-bituminous, Sulfur content less than 1%).
The Big Four,(BHP-Billiton and Mitsubishi, Rio Tinto, Xstrata and Rio Tinto)
creates an in-transparent market controlling major coal export share and coal
transportation infrastructures.
The quality might be suitable but lower calorific values and higher moisture content
increases the absolute supply and transportation costs.
Other sources
India, is the nearest neighbor country having close relation with Bangladesh, is third
largest coal producer but exports very little low-grade coal. It is the fourth major coal
importing country.
China is the third largest coal producing country but at the same time it is the second
largest coal importing country.
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Maheshkhali TPP project site is nearer to deep sea. At present, the seashore area is very shallow and
consists of numerous mud flats, shoals, and islands. The deep sea is only 7 km from the shoreline.
Hence, an approach channel has to be developed by dredging.
Dredging assessment
Analyzing existing hydrographic maps showing riverbed bathymetry and draught required for
suggested vessel, dredging requirements have been assessed with identifying tentative alignment of
dredging. Dredging at Outer Bar and Base Creek to project site would be very critical and important
for both the project as well as Mongla Port. Dredging of 30 million m3 at Outer Bar (Length 20km,
channel width 160m and design depth 12 m C.D) and 2.1 million m3 from Base Creek to Mongla Port
Jetty and Project site (channel width 100m, length 16 km and design depth 5.5 m) have been
suggested for effective coal transportation. The total capital dredging would cost 115 million USD
and yearly maintenance dredging would cost 30 million USD. IF the allowable draught for 80,000
DWT mother vessel can be maintained at Outer Bar through dredging (capital and maintenance
dredging), it would save transportation cost about 40 to 45 million USD (varies with coal
requirement) each year.
No capital dredging will be required for Chittagong Power Plant. At present Chittagong Port
Authority is planning for dredging at outer bar of the Karnaphuli River, which would also be
beneficial for the power plant project.
Massive dredging will be required for developing an approach channel from the deep sea to the shore
area of the Maheshkhali Project. The approach channel might be of 7km long, 400m wide
(considering PIANC guideline for 80,000 DWT vessels) and 15m CD design depth. As such, 37.8
million m3 dredging will be required and will cost around 132 million USD. The dredging
requirement as well as the cost might be reduced considering the proposed channel a single lane i.e.
200m wide. In such case, maintenance of the channel will also be easier but only one vessel will be
able to ply through the channel at a time. However, decision has to be taken considering the future
expansion of the project, volume of the traffic, scope of the proposed coal terminal. If the coal
terminal is to be considered as a national coal center, in such case traffic volume will be high and it
would require double lane i.e. 400m wide channel.
Sea state
Attempts were made to collect all available data on sea calmness, wind environment, wave
environment, and hind casted wave characteristics. Wind speed varies from 9km/hr to 12 km/hr. In
general strong wind prevails during March to September of a year while the predominant, wind
direction is south to north. Rest of the year, it flows from north.
On an average, the high water level (HWL) varies from +4.5 to + 5 m and the low water level (LWL)
varies from 2m to +0.5 m. In general, the chart datum (LAT) is considered as -2.69 (in reference to
mean sea level) in Bangladesh coast.
Wave rose diagrams show that both shallow and deep-water waves are dominant from the south
direction. Besides, deep water and shallow water wave height and wave period of 25year, 50year and
100-year return period were collected. However, it is recommended to carry out a detail
oceanographic study including data collection on sea state of the project site for a complete
hydrologic year to assimilate data required for transportation function.
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Coal transportation
The study evaluated different alternatives for transportation of coal up to proposed site for each of the
three power plants. Finally, the most suitable transportation plan for each of three power plants
suggested is follows:
Transportation of coal for Khulna Power Plant from source country to Akram Point by vessel of
80,000 DWT (subject to beam width and length of the vessel) and then further transshipment by
purpose built shallower draught coal carrier of 5000 to10,000 DWT having draught of 5.5 m.About 59
voyages will be required each year to transport annual coal requirement by vessel of 80,000DWT
from source to Akram Point anchorage. Accordingly, considering round trip time (including loading,
unloading, bad weather, etc), minimum number of mother vessel (80,000 DWT) would be five (5),
Seven (7) and eight (8) for transportation of coal from Indonesia, South Africa and Australia
respectively. Beside, minimum lighter vessel (purpose built coal carrier) requirements will be nine
(9), five (5) and four (4) for vessels of 3000, 5000 and 10,000 DWT respectively. Under this plan, the
transportation cost will be 21.3 USD/ton for Kalimantan, Indonesia, 36.0 USD/Ton for Richard Bay,
South Africa and for Newcastle, Australia.
The study also noted an opportunity of using Sibsa Chunkuri River System for transshipping coal up
to Khulna project site from Akram Point as an alternate route. However, a detail study might be
carried out with detail hydrographical survey, river cross section survey, morphological analysis and
environmental analysis on Sibsa-Chunkuri River System.
For Chittagong Power Plant, suggestion goes to transportation of the coal by 50,000DWT vessel from
source to Alfa Anchorage of the Chittagong Port with further transshipment by lighterage operation.
With this arrangement, about 95 voyages of mother vessels will be required to supply the required
amount of the coal up to the project site. To unload a 50,000 DWT vessel and discharge the coal at
project site, ten (10) voyages will be required for 5000 DWT lighter or five (5) voyages will be
required for 10,000 DWT lighter. To ensure supply of required amount of coal, coal carried in a
mother vessel of 50,000 DWT at Alfa Anchorage has to be transshipped up to the project site within
3.8 day. Finally, the coal transportation cost will stand 25.6 USD/ton for Indonesian sources, 43.9
USD/ton for South African Sources and 44.5 USD/ton for Australian sources. These costs are higher
compared to Khulna Thermal Power Plant (TPP) as the lighterage cost in Chittagong is higher and
vessel proposed for Chittagong considering existing river condition is smaller than Khulna TPP. For
Khulna TPP, the transportation plan has been proposed considering capital dredging and maintenance
dredging and the dredging cost has not been included in the freight rates.
For Maheshkhali TPP, it is proposed to build a coal terminal targeting 80,000 DWT vessels. Hence,
the vessel of 80,000 DWT will directly discharge coal at project site coal terminal. Accordingly, the
transportation cost will be only 14.4 USD/ton for Indonesian source, 29.6 USD/ton for South African
source and 28.8 for Australian source. In compare to Chittagong and Mongla, Maheshkhali is closer
to Australia but more far away from South Africa. As a result, transportation cost from Australia to
Maheshkhali is less than the cost of South Africa to Maheshkhali.
Force majeure
Each year, lighterage operation might be suspended for a short periods due to bad weather such as
heavy rain, depression and cyclone. It is estimated, bad weather might suspend shipping activities in
Mongla Port area for maximum of 40 days in a year. A single spell of bad weather condition might be
maximum five (5) consecutive days in Khulna region, and six (6) consecutive days in Chittagong and
Maheshkhali region respectively. Taking consideration of this force majeure, coal should be stocked
at stockyard.
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Coal transportation under long-term agreement with Coal Transportation Agent might be the easiest
and sustainable mode of coal transportation. Similar agreement might also consider lighterage
operation (barging and ship-to-ship transfer) to transship coal from mother vessel to project site (for
Khulna and Chittagong Project).
Aids to navigation
For smooth shipping and barging activities, the approach channels (Approach to Karnaphuli,
Approach to Passur, Approach to proposed coal terminal at Maheshkhali), rivers (Karnaphuli up to
Chittagong TPP project site, and Passur up to Khulna TPP Project site) need to properly marked by
lighted buoy and beacons for continuous day and night navigation. The estimated cost for aids to
navigation would be 489 thousand USD for Khulna TPP, 307 thousand million USD for Chittagong
TPP and 175 thousand USD for Maheshkhali TPP.
Coal terminal
The study explores scope of coal terminal construction. The study finds, coal terminal at project site
would be much more effective in terms of coal transportation saving time and cost compared to the
terminal at Mongla Port Site. The study suggests construction of coal terminal at project site for
Khulna Power Plant considering existing river condition and cost effectiveness of coal transportation.
However, a detail study has to be carried out to forecast future change of the Passur River channel and
sustainability of the dredging of the river for long term. After that, the decision has to be made on
location of coal terminal.
Coal terminal at project site has been
suggested for Chittagong and Maheshkhali Power Plant. The
Jetty dimension of Khulna Power Plant coal terminal and Chittagong Power Plant coal terminal has
been proposed as 540 m x 30 m while the deck level at + 6.0 m C.D is recommended. In each case,
unloading system has been suggested for two rail mounted grab unloader with rated capacity of
1000TPH each. For Chittagong, an approach jetty of 30m long needs to be constructed to connect the
berth with the shoreline.
For Maheshkhali Power Plant, jetty dimension of 720 m x 30m has been proposed. The coal terminal
has to be developed and provided with calm harbour basin and approach channel. For unloading the
coal, four (4) rail mounted grab unloaders with 1000 TPH rated capacity each have been proposed. It
is to be noted that, a calm harbor basin and approach channel have to be build constructing breakwater
for Maheshkhali Power Plant.
For each power plant, shoreline facilities, and bank protection works will be needed. The tentative
cost of coal terminal construction has also been indicated in the report. It is estimated, for Khulna, the
cost will be around 35.2 million USD, for Chittagong, the cost will be around 37.8 million USD and
for Maheshkhali the cost will be around 58.4 million USD. The cost includes, jetty construction,
shoreline facilities and revetment. This figure excludes cost of breakwater structure construction that
might be done by the separate study during detail design.
Ash utilization
Possible annual ash production from the proposed power plant will be annually around 0.5 million ton
from each of Chittagong and Khulna and around 1.85 million ton from Maheshkhali (considering
max. 15% ash generation, and coal inflow at 85% plant load, 40% plant efficiency and 290 days
operation). Among the total generated ash, 20% would be bottom ash and 80% would be dry fly ash.
At present only cement industries in Bangladesh require 2.1 million tons fly ash per annum and the
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demand is growing with rising demand of cement. Besides, some other possible market of the ash
(both fly ash and bottom ash) has been identified. There will be vast scope of utilizing the generated
ash in embankment construction, arsenic-removing technology for drinking water and in agricultural
field as fertilizer. The transportation of the generated ash would easily be transported to any part of
the country by rivers and roads, which would be much easier and cost effective for users compared to
import from any foreign country.
Coal and ash handling
The study adopted the coal handling system and ash handling system suggested in the draft feasibility
study report by NTPC. The same can also be adopted for Chittagong. The conceptual system will also
be same for Maheshkhali but the capacity will be different. Suggestions have been made for better
management.
Cost of Coal
The price of energy including coal is rapidly fluctuating and very tricky to predict. However, for
consideration of coal price in the Feasibility Study (FS), it is suggested to consider coal price (CIF) as
140 USD/per ton up to proposed Khulna TPP, 145 USD/ton for Chittagong TPP and 132 USD/ton
for Maheshkhali TPP.
Abstract of the investment cost for coal transportation
The capital dredging cost for Khulna TPP at Outer Bar and Base Creek to project site for suggested
coal transportation system has been estimated at 115million USD and maintenance-dredging cost
would be 30 million USD for first year. For Maheshkhali, the dredging cost will be around 132.13
USD if the channel width is considered as 400m. On the other hand, cost will stand 69. 12 million
USD if the width is considered as 200m. However, standard practice is 400m. No dredging will be
required for Chittagong TPP.
The indicative total cost for coal terminal construction at project site stands 35.2million USD for
Khulna TPP, 37.8 million USD for Chittagong TPP and 58.4 million USD for Maheshkhali TPP.
The aid to navigational cost would be 0.49 million USD for Khulna, 0.31 million USD for
Chittagong and 0.175 million USD for Maheshkhali power plant.
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Conclusion
The study finally concluded that, at present, South Africa, Australia and Indonesia are the potential
sources for the proposed power plants. Preferences might be given to South Africa and Australia
considering sustainability of supply. In future Mozambique would be a suitable source also. In
parallel to coal import, initiative has to be taken to develop indigenous coalmines.
It is suggested to construct coal terminal at each plant site for smooth coal transportation and
handling. To attain at least cost coal transportation, the channel from outer bar to Akram Point and
Base creek to project site has to be improved by dredging. Similarly, dredging would also be required
for Maheshkhali TPP for developing an approach channel from deep sea to project site. The following
are the suggested coal transportation plan;
Khulna TPP: Transportation of coal by Handymax vessel (80,000DWT). As such, the mother
vessel shall anchor at Akram point then further transportation by purpose built shallower
draught coal carrier/barge (5,000 to 10,000 DWT). Ship-to-ship transfer shall be made by
floating transfer vessel.
Chittagong TPP: Transportation of coal by Handymax vessel (50,000 DWT). As such, the
mother shall anchor at Alfa Anchorage of the Chittagong Port. Then further transshipment by
lighter. Own gear of the mother vessel may be preferred for ship-to-ship transfer.
Maheshkhali TPP: Direct discharge of coal at plant site coal terminal by Handymax vessel
(80,000 DWT).
Recommendation
From the experience of the study, international visits, and examination of different cross cutting
issues, as well as experience of the consultant, the Coal Sourcing and Transportation Study
recommends the following:
Contracting
o The Coal Strategy should consider the coal production of the national coal producing
organizations as well. A long-term time schedule has to be generated integrating the national
and the international coal sources.
o It is recommended to have direct contracts to the mining companies for the acquisition of
import coal. Off-take agreements may be an alternative as well. The mining scene should be
monitored to find suitable JV opportunities.
o Two or three coal supply contracts directly signed with mining companies are recommended.
Sometimes traders cannot be avoided (e.g. Richards Bay). Two or three shipping contracts
according to the supply agreements have to be signed as well.
o The government should support the project during the phase of contract establishment.
Support of the Embassy of Bangladesh at Jakarta, Indonesia and High Commission of
Bangladesh at Canberra, Australia and South Africa to establish the first contact to the major
mining companies would be very much appreciated.
o Establish contact to the marketing departments of up to ten mining companies with the target
to select three companies for further contract negotiations (e.g. three Australian, three South
African, two Indonesian, and two Mozambican companies).
discounts for coal qualities below RB standards (6,000 kcal/kg) long term delivery
commitments
discounts on shipping rates for high volatile contents of the coal and processing costs.
o Hedging and swapping should not be excluded but additional risk due to the contracting
should be avoided. Optimal use of options should be considered.
Coal supply chain
o The coal supply price and the charter rates are subject to fluctuations due to macro- and
microeconomic changes. For the reason a very thorough evaluation of the particular country
and company situation is recommended in order to achieve an optimal result for the Client.
o Continuous and serious monitoring of the individual cost centers, of the time schedule and on
the fulfillment of the technical specifications is necessary.
o For this reason it is further recommended to the Client to establish an internal professional
team focusing on these contract issues on a permanent basis. The Client should invest in the
development of such internal Core Team for two reasons, cost reasons and for overall
convenience.
o As an alternative to this approach, the Client could decide to involve a trading company.
However, considering the additional costs due to the involvement of a trading company will
not be a viable alternative.
Contract monitoring
o The Core Team should be developed and prepared to monitor during the entire contract
period
Equipment availability
o Since barges of the required size and with the appropriate structural features are not readily
available in Bangladesh, it is recommended to inform the locally active shipping companies
early enough that such business opportunity is coming up. This will give them the chance to
ramp up their equipment to qualify for this future work.
o When constructing the barges, efficient design for shallower draught coal barges should be
considered.
Dredging and coal terminal facilities
o The required works for dredging and installation of the coal terminal facilities should be
considered critical and made as early as possible to have the possibility for delivery of large
parts of the power station equipment directly to the site by ocean going vessels or large barges
Follow up studies should be carried out covering
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o Set up and capacity building of a professional team in BPDB (Core Team) for the
management of the coal supply activities and the contract monitoring by external consultant
o Institutional arrangement for coal sourcing and transportation (Core Team in BPDB)
o Implementation of coal procurement and transportation and preparation of Coal Supply and
Transportation Agreement Documents (Core Team in BPDB)
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Acknowledgement
The Center for Environmental and Geographic Information Services (CEGIS), a Public Trust under
the Ministry of Water Resources is grateful to Bangladesh Power Development Board (BPDB) for
awarding the contract for the consulting services on Coal Sourcing, Transportation and Handling of 2
x 660 MW Coal Based Thermal Power Plants each at Chittagong and Khulna and 8320 MW LNG &
Coal Based at Maheshkhali.
Grateful thanks also go to Dr. Towfiq-e-Elahi Chowdhury, BB, Honorable Advisor to the Honorable
Prime Minister, Peoples Republic of Bangladesh and Mr. Muhammad Enamul Huq, MP, Honorable
State Minister, Ministry of Power, Energy and Mineral Resources for their guidance and constructive
comments on the study plan and approach. CEGIS is also grateful to Mr. Md Abul Kalam Azad,
Secretary, Power Division, the Ministry of Power, Energy and Mineral Resources (MoPEMR) and
Mr. Tapos Kumar Roy, Additional Secretary, Power Division, MoPEMR and Mr. Mohammad
Hossain, Director (Management), Power Cell, MoPEMR for their continuous guidance, especially
their participation, and facilitation in organization international visits.
CEGIS is also grateful to Mr. A S M Alamgir Kabir, Chairman, BPDB for his instructions and
guidance in different stages of the study. CEGIS is gratefully indebted to Mr. Md. Abdul Quasem,
Member (Company Affairs), BPDB for his continuous support and suggestions. CEGIS is also
thankful to Mr. Md. Naimul Hossain, Additional Chief Engineer and the Project Director, Chittagong
and Khulna 2x 1320 MW coal based thermal power plant construction project of BPDB for his
guidance.
CEGIS also highly admires the support and cooperation received from Mr. Abdul Latif Khan P. Eng.,
Superintending Engineer, BPDB and Mr. Md Mustafizur Rahman, Superintending Engineer, BPDB
and Mr. Minhaj Uddin Ahmed, Superintending Engineer, BPDB. The study team is also grateful to
Mr. Khandaker Azizur Rahman, Consultant, Chittagong and Khulna Coal Based Thermal Power Plant
Construction Project for his continuous guidance. CEGIS gratefully acknowledges Mr. Goutam
Kumar Paul, Executive Engineer, BPDB, Mr. Mohammad Ilyeas Rahman, Executive Engineer,
BPDB, Md. Rukan Uddin, Sub-divisional Engineer, and other Assistant Engineers of their offices for
their kind association in this study.
CEGIS expresses gratitude to India State Run National Thermal Power Plant Company Ltd (NTPC)
for their suggestion and guidance. Especial thanks go to Mr G. Ravindra, GM (PE), M. Anand, AGM
(PE), Mr. Vineet Jain, Dy. General Manager (Engg. Services-NPG), Zubaidur Rahman Khan, DGM
(Cost Engg.),Dr. P R Rao, Sr. Manager (Environmental Engineering) Finally, CEGIS is grateful to the
stakeholders, participated in different discussions in preparing this report.
CEGIS shows gratitude to Carbon Mining Company, Bangladesh, SASOL Mining Pty Limited, South
Africa, Sojitz Australia Ltd, Sydney, PT. Indo Dharama Transport (IDT), Indonesia, and Sapphire
Pacific PTE LTD., Singapore for their cooperation and providing valuable information during
international visits. CEGIS also acknowledges cooperation of Bangladesh High commission,
Johannesburg in organizing the meeting with SASOL.
Last but not the least, CEGIS is indebted to the valued professionals of Bangladesh Navy, Bangladesh
Inland Water Transport Authority, Mongla Port Authority, Chittagong Port Authority, Khulna
Shipyard, Mongla Cement Industry, Cement Manufacturer Association, and Trust Shipping for
constructive suggestions and valuable time for sharing their knowledge and experience during
stakeholder consultation meetings.
xvii
Air Dried
AFRA
AFT
AIRS
AR
As received
BA
Bottom Ash
BACT
BG
Broad Gauge
BIWTA
BMD
BPDB
Btu
CD
Chart Datum
CEGIS
CF
Capital Factor
CIF
CHP
CHPP
COADS
CPA
CSR
CSD
CV
Calorific Values
DFS
DG
Director General
DoE
Department of Environment
DSP
DWT
EA
Environmental Assessment
ECA
ECA
ECR
EIA
EMP
xix
EP
Equator Principle
ESMF
ESP
FC
Fixed Carbon
FGD
FOB
Free on Board
FTV
FR
Final Report
GAR
Gross As Received
GCV
GIIP
GIS
GSB
GSI
HCSD
HGI
HHV
HVCCC
ICMA
IEA
IM
Inherent Moisture
IMCO
IMO
INMRSAT
ITC
Instructions to Consultants
JICA
KII
LLWL
LNG
MEAs
MoPEMR
MPA
MPFWB
MSC
Mtpa
MW
Mega Watt
NAR
Net As Received
xx
NCIG
NOx
Nitrogen Oxides
NPLCT
NPV
OD
Operation Directives
OP
Operation Policy
PC
Pulverized Coal
PDS
PLC
PSMP
RBCT
RP
Reserve to Production
ROM
Run of Mine
SA
South Africa
SC
Supercritical
SOLAS
SOx
Sulfur Oxides
TFS
ToR
Terms of Reference
TM
Total Moisture
ToP
Take or Pay
TPH
TPP
TSHD
ULCC
UNCAT
VM
Volatile Mater
VLCC
WCI
xxi
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Unit Conversion
General Unit
1 meter = 3.28 foot
1 kilometer = 0.621371192 mile
1 nautical mile = 1.852 kilometer
1 kilogram = 2.20 pound
Imperial or Long ton (It) =1016.05 kg = 2240 lb
Short (US) ton (st) = 907.19 kg = 2000Ib
1 square mile = 640 acres = 2.590 km2
1 hectare = 10-2 km2 = 2.471 acres
1 metric ton = 0.9842 long ton = 1.102 short ton = 2204.6 pound (lb)
10C = 274.15K=33.80F
1 km/hr = 0.6214 mile/hr
1 kg/m3=0.0624 Ib/ft3 = 0.001 ton/m3
1 mg/m3 = 1 g /l
1mg/L=1g/m31ppm(w/w)
1g/L = 1 mg/ m31 ppb (w/w)
Energy Units
1 Cal = 4.19 J
1 Btu = 1055.87J
1 Btu = 251.9958 cal
1 J = 0.239 cal
1 J = 1 WS
1 kWh = 3412 Btu.
1MW=1000KW=106 W
1 kWh = 3.6 x 106 J
1 kWh = 859.85 kcal
1 horsepower = 746 W
1 GWyr = 8.76 x 109 kWh.
1MJ/kg = 1 GJ/t
1 kcal = 4,187 J
1 kWh = 1.36 hp-h (horsepower hours)
1 hp-h = 2,510 Btu
1kW = 20.64 ton cal/day
1kcal/kg = 0.004187MJ/kg
1 kcal/kg = 1.8 Btu/Ib
1 MJ/kg = 238.8 kcal/kg
1 MJ/kg = 429.9MJ/kg
1 Btu/Ib = 0.5556 kcal/kg
1 Btu/Ib = 0.002326 MJ/kg
xxiii
AD
DB
AR
AD
DB
xxiv
Table of Contents
Executive Summary .............................................................................................................................. v
Acknowledgement ............................................................................................................................ xvii
Acronyms and Abbreviations ...........................................................................................................xix
Unit Conversion .............................................................................................................................. xxiii
Table of Contents .............................................................................................................................. xxv
Chapter 1 : Introduction ...................................................................................................................... 1
1.1
Background .................................................................................................................... 1
1.2
1.3
Rational .......................................................................................................................... 2
1.4
1.4.1
1.4.2
1.4.3
1.4.4
1.4.5
1.4.6
1.4.7
1.5
1.6
1.7
Structure of the report ..................................................................................................... 7
Chapter 2 : Project Location and Description ................................................................................... 9
2.1
2.1.1
2.1.2
2.2
2.2.1
2.2.2
2.3
Maheshkhali Coal and LNG Based Thermal Power Plant ........................................... 16
Chapter 3 : Policy and Legislative Framework ................................................................................ 19
3.1
3.1.1
3.1.2
3.1.3
3.1.4
3.1.5
3.1.6
3.1.7
3.1.8
3.1.9
3.1.10
xxv
3.1.11
3.1.12
3.1.13
3.1.14
3.1.15
3.1.16
3.1.17
3.1.18
3.1.19
3.1.20
3.1.21
3.1.22
3.1.23
The Prevention of the Interference with Aids to Navigable Water Ways Ordinance,
1962 .............................................................................................................................. 22
Mongla Port Authority Ordinance, 1976 ...................................................................... 22
Chittagong Port Authority (CPA) Ordinance, 1976 ...................................................... 23
The Forests Act, 1927 ................................................................................................... 24
Environmental Conservation Act (1995, Amended in 2000 & 2002)........................... 24
The Environment Conservation Rules, 1997 ................................................................ 25
The Environment Court Act, 2000 ................................................................................ 25
The Fatal Accidents Act, 1855 ...................................................................................... 25
The Dock Labourers Act, 1934 ..................................................................................... 26
The Dangerous Cargoes Act, 1953 ............................................................................... 26
The Fire Services Ordinance 1959 ................................................................................ 26
The Railway Act, 1890 ................................................................................................. 26
The Bangladesh Petroleum Act, 1974 ........................................................................... 27
3.2
3.3
3.3.1
3.3.2
3.3.3
3.3.4
3.3.5
3.4
Development Agencys Health and Safety Guidelines ................................................ 34
3.4.1
Social Safeguard Policy of ADB and World Bank ....................................................... 34
3.4.2
Compliance with World Bank Environmental Assessment (EA) Process .................... 35
Chapter 4 : Approach and Methodology .......................................................................................... 37
4.1
4.2
Approach and Methodology ......................................................................................... 37
4.2.1
Overall approach and methodology .............................................................................. 37
4.2.2
Methodology for coal sourcing study ........................................................................... 38
4.2.3
Maritime coal transportation ......................................................................................... 38
4.2.4
Inland water transportation ........................................................................................... 40
4.2.5
River and coastal morphology, and hydrodynamic processes ...................................... 41
4.2.6
Dredging requirement estimation .................................................................................. 41
4.2.7
Study on logistics for coal unloading and handling at port and project site ................. 41
4.2.8
Evaluation of scopes of rail transportation of coal from port to project site ................. 43
4.2.9
Ash handling system for utilization .............................................................................. 43
4.2.10 Environmental and ecological Issues ............................................................................ 43
Chapter 5 : Stakeholder Consultation .............................................................................................. 45
5.1
5.2
5.3
Discussion with JICA, NTPC and BPDB ..................................................................... 51
Chapter 6 : Introduction to Coal Market ......................................................................................... 55
6.1
6.2
xxvi
6.3
6.4
International sources of coal ......................................................................................... 59
6.4.1
World coal reserves and production.............................................................................. 59
6.4.2
Coal exporting and importing countries ........................................................................ 61
Chapter 7 : Indigenous Coal Sources ................................................................................................ 63
7.1
7.1.1
7.1.2
7.1.3
7.2
7.3
7.4
Summary of the Indigenous Coal Resources ................................................................ 70
Chapter 8 : International Visits ......................................................................................................... 71
8.1
Introduction .................................................................................................................. 71
8.2
8.3
8.4
8.5
8.5.1
8.5.2
Visit to Australia........................................................................................................... 76
Consultation Meeting in Australia ................................................................................ 76
Learning from Australia visit ........................................................................................ 86
8.6
8.7
8.7.1
8.7.2
8.7.3
8.7.4
8.7.5
8.8
Summary ...................................................................................................................... 97
8.9
Recommendation .......................................................................................................... 98
Chapter 9 : Suitable International Coal Sources ........................................................................... 105
9.1
9.1.1
9.1.2
9.1.3
9.2
9.3
9.3.1
9.3.2
9.3.3
9.3.4
9.3.5
9.3.6
xxvii
9.3.7
9.4
9.4.1
9.4.2
9.4.3
9.4.4
9.4.5
9.4.6
9.4.7
9.5
9.5.1
9.5.2
9.5.3
9.5.4
9.5.5
9.5.6
9.5.7
9.6
9.6.1
9.6.2
9.6.3
9.6.4
9.6.5
9.6.6
9.6.7
9.7
9.7.1
9.7.2
9.8
9.8.1
9.8.2
9.9
9.10
9.11
9.12
9.13
Summary .................................................................................................................... 135
Chapter 10 : River and Costal Bathymetry .................................................................................... 137
10.1
Bathymetry of Passur and Sibsa System, and Khulna Sundarbans Coast .................. 137
10.2
10.3
10.3.1
10.3.2
xxviii
10.3.3
10.3.4
10.3.5
Dredging from Mongla Port to Project site for proceeding lighter vessel of 10,000
DWT ........................................................................................................................... 150
Dredging from Base Creek to Mongla Port for allowing navigation of mother vessel of
25,000 DWT ............................................................................................................... 151
Dredging from Mongla Port to project site for allowing navigation by mother vessel of
25,000 DWT ............................................................................................................... 152
10.4
Suggested Dredging plan for Khulna Thermal Power Plant ...................................... 152
10.5
10.5.1
10.5.2
10.6
10.7
10.7.1
10.7.2
10.8
10.9
10.10
Extreme Water Level by High Tide and Cyclone Storm Surge ................................. 167
10.11
10.12
Current conditions ...................................................................................................... 171
Chapter 11 : Coal Transportation ................................................................................................... 173
11.1
11.2
11.2.1
11.2.2
11.2.3
11.3
11.3.1
11.3.2
11.3.3
11.3.4
11.3.5
11.4
11.4.1
11.4.2
11.5
11.5.1
11.5.2
11.5.3
11.5.4
11.5.5
11.5.6
Coal Transportation Plans for Khulna Thermal Power Plant ..................................... 183
Alternative I: Mongla Port Fairway Buoy anchorage ................................................. 183
Alternative II: Akram point anchorage ....................................................................... 184
Alternative III: Harbaria Anchorage ........................................................................... 185
Alternative IV: Berthing at Coal Terminal at Mongla Port Jetty no-11...................... 186
Alternative V: Berthing at Coal Terminal at plant site ............................................... 186
Screening of alternative plans ..................................................................................... 187
11.6
xxix
11.6.1
11.6.2
11.6.3
11.6.4
11.7
Coal Transportation plan for Maheshkhali thermal Power Plant ............................... 188
11.8
11.8.1
11.9
11.9.1
11.9.2
11.9.3
11.10
11.10.1
11.10.2
11.10.3
11.11
11.11.1
11.11.2
11.11.3
11.12
11.12.1
11.12.2
11.12.3
11.12.4
11.13
11.13.1
11.13.2
11.13.3
11.14
11.14.1
11.14.2
11.14.3
11.15
Force Majeure............................................................................................................. 220
11.15.1 For Khulna power plant .............................................................................................. 220
11.15.2 For Chittagong and Maheshkhali power plant ............................................................ 220
11.16
11.16.1
11.16.2
11.16.3
11.17
11.17.1
11.17.2
11.17.3
xxx
11.18
11.18.1
11.18.2
11.18.3
11.18.4
11.18.5
11.18.6
11.19
11.20
Alternative coal transshipment by Conveyor Belt ...................................................... 233
Chapter 12 : Coal Terminal ............................................................................................................. 235
12.1
12.1.1
12.1.2
12.1.3
12.1.4
12.1.5
12.1.6
12.1.7
12.2
12.2.1
12.2.2
12.2.3
12.3
12.3.1
12.3.2
12.3.3
12.3.4
12.3.5
12.4
12.4.1
12.4.2
12.4.3
12.5
Indicative cost estimation ........................................................................................... 248
12.5.1 Cost estimation for Khulna power plant ..................................................................... 248
12.5.2 Cost estimation for Chittagong power plant ............................................................... 248
12.5.3 Cost estimation for Maheshkhali power plant ............................................................ 250
Chapter 13 : Coal Handling Systems .............................................................................................. 251
13.1
13.2
13.3
13.4
13.5
13.6
13.7
13.8
13.9
13.10
13.11
13.12
Control room .............................................................................................................. 256
Chapter 14 : Ash Handling and Utilization .................................................................................... 257
14.1.2
14.2
14.2.1
14.2.2
14.2.3
14.2.4
14.2.5
14.2.6
14.2.7
14.3
14.3.1
14.3.2
14.4
14.4.1
14.5
14.6
14.1
14.1.1
14.7
Selling of fly ash ......................................................................................................... 261
14.7.1 Draft policy for disposal of dry fly ash from coal fired power plant: ......................... 261
Chapter 15 : Abstract Cost .............................................................................................................. 263
15.1
15.2
15.3
Construction of coal terminal at project site ............................................................... 265
Chapter 16 : Environmental Issues of Coal Transportation, Unloading and Handling............. 269
16.1
16.2
16.3
16.4
16.5
16.6
16.7
16.7.1
16.7.2
16.7.3
16.7.4
16.8
Impacts on Sea Shore Ecosystem of Maheshkhali and Chittagong ............................ 272
Chapter 17 : Environmental Management Plan ............................................................................ 275
17.1
17.2
Environmental Management Plan .............................................................................. 279
17.2.1 Dust Suppression System ............................................................................................ 279
17.2.2 Air Pollution Management .......................................................................................... 279
17.2.3 Transportation and handling of Coal........................................................................... 279
17.2.4 Waste Water Management .......................................................................................... 280
17.2.5 Noise Management ..................................................................................................... 280
17.2.6 Solid Waste Management ........................................................................................... 280
17.2.7 Fly ash utilization ........................................................................................................ 280
17.2.8 Water resources management ..................................................................................... 280
17.2.9 House Keeping ............................................................................................................ 281
17.2.10 Greenbelt Development .............................................................................................. 281
17.2.11 Coal Yard Management .............................................................................................. 281
17.2.12 Ecosystem Management Plan ..................................................................................... 281
17.2.13 Dolphin conservation .................................................................................................. 283
17.2.14 Standard Operational Principle ................................................................................... 283
17.2.15 Monitoring plan .......................................................................................................... 284
Chapter 18 : Conclusion ................................................................................................................... 287
18.1
18.2
Recommendation ........................................................................................................ 291
Chapter 19 : Reference ..................................................................................................................... 293
Annexure 1: Terms of References .............................................................................................. ccxcvi
Annexure 1I: List of Potential Coal Suppliers .............................................................................. ccci
Annex III: Cost Estimation for maritime Coal Transportation ................................................ cccxi
Annex IV: Road Map for Coal Sourcing and Transportation ............................................... cccxxxi
Annex V: Organization of the Coal Supply Team ................................................................ cccxxxiii
Annex VI: Development of a Mining Concept for the Coal Resources in Bangladesh ...... cccxxxix
Annex VII: Presentation on Coal Mining Activity, Moolarben Coal Mine Company Ltd. . cccxliii
Annex VIII: Presentation on NCIG Coal Terminal Operation ............................................... lxxxiii
Annex IX: List of the Agencies Consulted during International Visits ...................................... cxix
Annex X: Tentative Layout of Coal Terminal with Different Fleet Composition for Khulna
Thermal Power Plant ....................................................................................................................... cxxi
Annex XI: Tentative Layout of Coal Terminal with Different Fleet Composition for Chittagong
Thermal Power Plant .....................................................................................................................cxxiii
Annex XII: Tentative Layout of Coal Terminal with Different Fleet Composition for
Maheshkhali Thermal Power Plant............................................................................................... cxxv
Annex XIII: Comments and Response Matrix .............................................................................. cliii
Annex XIV: Anticipated Permission Draughts Published by Mongla Port Authority and
Chittagong Port Authority .............................................................................................................. cliii
xxxiii
List of Tables
Table 1.1: Team composition........................................................................................................................ 6
Table 2.1: Aerial distance of different point of interest from the proposed project location ........................ 9
Table 2.2: Basic plant information of the proposed coal based thermal power plant at Khulna. ............... 12
Table 2.3: Aerial distance of different point of interest from the proposed project location. ..................... 13
Table 2.4: Conceptual plant information and design condition .................................................................. 14
Table 2.5: Basic plant information of Maheshkhali Coal and LNG Based Thermal Power Plant .............. 16
Table 2.6: Aerial distance from site ............................................................................................................ 16
Table 3.1: Applicable Regulations and Standards . .................................................................................... 19
Table 3.2: International maritime conventions, protocols and agreements of different issues ................... 29
Table 5.1: Opinion and suggestions of Mongla Port Authority .................................................................. 45
Table 5.2: Key Informants Consultation Matrix ......................................................................................... 50
Table 6.1: Country ranking according to FOB cash cost ............................................................................ 58
Table 6.2: Estimation of coal price (FOB) .................................................................................................. 59
Table 6.3: Global proved coal reserves at the end of 2010 ......................................................................... 60
Table 7.1: Estimated coal resources in different coal deposits in Bangladesh. .......................................... 63
Table 7.2: Quality of coal available in different indigenous coal deposits ................................................. 65
Table 7.3: Production potential of the discovered coal deposits of Bangladesh ......................................... 68
Table 8.1: Meeting details on Coal sourcing with SASOL, South Africa ................................................. 73
Table 8.2: Opinion and suggestions of different stakeholders in Australia ................................................ 77
Table 8.3: General specification of Australian coal .................................................................................... 86
Table 8.4: Information, opinions and suggestions of the stakeholders consulted in Singapore.................. 87
Table 8.5: Information, opinions and suggestions of the stakeholders consulted in Indonesia .................. 91
Table 8.6: Coal quality and price of the product of Redox Coal ................................................................ 94
Table 9.1: Number of black coalmines in Australia. ................................................................................ 109
Table 9.2: General specification of Australian exportable thermal coal ................................................... 109
Table 9.3: FOB price of thermal coal at Newcastle from December 2010 to May 2011.......................... 110
Table 9.4: Distribution of Coal Resources and reserves as per estimation of 2009 .................................. 113
Table 9.5: Indonesia coal reserves by coal rank ....................................................................................... 113
Table 9.6: General specification of Indonesian exportable thermal coal .................................................. 114
Table 9.7: Indonesian coal indices incorporating assessments by Argus Media and PT Coalindo. ......... 114
Table 9.8: Production Share of the Big Six producers of Indonesia ......................................................... 115
Table 9.9: Indonesias coal exports 2007 vs 2009 by destination............................................................. 116
Table 9.10: General specification of South African exportable thermal coal ........................................... 120
Table 9.11: Average FOB price of South African coal ............................................................................. 120
Table 9.12: Reserves and analysis at Minas Moatize Mine ...................................................................... 123
Table 9.13: Quality parameters for coking coal and thermal coal for export from Minas Moatize Mine 123
Table 9.14: JORC classification and tonnages of the South, North and West Blocks .............................. 125
Table 9.15: Probable quality of coal and required quantity ...................................................................... 134
Table 9.16: Estimation of Coal Price (FOB)............................................................................................. 134
Table 10.1a: dredging requirement and cost for Khulna Power Plant ...................................................... 149
Table 10.1b: Suggested dredging plan for Khulna Power Plant ............................................................... 153
Table 10.2: Dredging requirement and cost estimation ............................................................................ 157
Table 10.3: Mean monthly wind speed and direction ............................................................................... 160
Table 10.4: Wind speed and duration time for 20, 30, 50 and 100 years return period ............................ 160
Table 10.5: A Typical Tide level of Chittagong-Maheshkhali cost .......................................................... 163
Table 10.6: Annual maximum wave height and period for last 20 years.................................................. 166
Table 10.7 Summary of the statistical distribution of the annual maximum wave height ........................ 167
xxxiv
xxxvi
List of Figure
Figure 4.1: Schematic diagram of the study ............................................................................................... 37
Figure 6.1: Global World coal market, 2009 .............................................................................................. 55
Figure 6.2: Seaborne Trade of Steam Coal in 2009 .................................................................................... 56
Figure 6.3: Coal Price Developments, API 2 and API4 in USD/ton .......................................................... 57
Figure 6.4: International cost structure for coal (FOB basis) on lowest level, pricing base 2009 .............. 58
Figure 6.5: World Coal Reserve ................................................................................................................. 60
Figure 6.6: World coal production .............................................................................................................. 61
Figure 6.7: Major coal exporting countries. ................................................................................................ 62
Figure 6.8: Highest coal importing countries.............................................................................................. 62
Figure 7.1: Production of Coal in Barapukuria Coal Mine ......................................................................... 67
Figure 8.1: Export capacity of RBCT ......................................................................................................... 75
Figure 9.1: Black and brown coal operating mine in Australia ................................................................ 107
Figure 9.2: Australian black coal resources .............................................................................................. 108
Figure 9.3: Coal basins of eastern Australia ............................................................................................. 108
Figure 9.4: Indonesian coal map, resources and reserves as estimated in 2007 ....................................... 113
Figure 9.5: Present and forecasted coal production, domestic sales and export of Indonesia .................. 116
Figure 9.6: South African coal deposits and ports .................................................................................... 119
Figure 9.7: South African coal field and mines ........................................................................................ 119
Figure 9.8: Maputo dry bulk terminal ....................................................................................................... 127
Figure 9.9: Sea route from Maputo to Mongla ......................................................................................... 128
Figure 9.10: Long-term coal transport options from Tete province.......................................................... 129
Figure 10.1a Long profile of Passur River from Outer Bar to Akram Point 2011.................................... 150
Figure 10.1b Long profile of Passur River from Base Creek to Project site 2011.................................... 151
Figure 10.2: Long profile of the Maheshkhali Coast along the proposed approach channel .................... 156
Figure 10.3a: Average windrose diagram of Coxs Bazar coast (January to June) .................................. 160
Figure 10.3b: Windrose diagram of Coxs Bazar coast (July to December) ............................................ 161
Figure 10.4: Windrose diagram of Khulna ............................................................................................... 161
Figure 10.5a: Comparison between predicted and observed tide level of Bangladesh coast .................... 162
Figure 10.6: 24hr anticipated tidal cycle of Karnaphuli River for 3 July 2012. ....................................... 163
Figure 10.6: 24hr anticipated tidal cycle of Passur River for 1 July 2012 ................................................ 164
Figure 10.7a: Annual wave rose showing deep and shallow water wave height ...................................... 164
Figure 10.7.b: Annual wave rose showing deep and shallow water wave height ..................................... 165
Figure 10.8.a: Statistical analysis of deep-water wave height .................................................................. 165
Figure 10.8.b: Statistical analysis of shallow water wave height ............................................................. 166
Figure 10.9: Predicted storm surge level at 100-year return period .......................................................... 171
Figure 11.1: Maritime sea route From New Castle CT, Australia to Mongla port, Bangladesh............... 180
Figure 11.2: Maritime sea route From North Pulau Laut (NPLCT), Indonesia to chittagong ................. 181
Figure 11.3: Maritime sea route From Richard Bay, South Africa to Mongla port, Bangladesh ............. 181
Figure 11.4: Historical yearly average of daily charterage rate from 2001-2011 ..................................... 208
Figure 12.1: Bathymetry of the Passur River from Chalna to Mongla port .............................................. 236
Figure 12.2: Proposed Jetty at Mongla Port. ............................................................................................. 237
Figure 12.3: Typical Details of Grab Type Ship Unloader ....................................................................... 242
Figure 12.4: Typical Details of Continuous Ship Unloader ...................................................................... 242
Figure 13.1: Pictures of typical portal scraper .......................................................................................... 254
xxxvii
List of Plate
Plate 2.1: Proposed site of Khulna Coal Based Thermal Power Plant ................................................... 9
Plate 2.2: Proposed site of Chittagong Thermal Power Plant ............................................................... 14
Plates 5.4: Meeting with Mongla Port Authority .................................................................................. 51
Plates 5.5: Progress report meeting with BPDB and JICA, the PSMP study team ............................. 51
Plates 5.6: Meeting and Discussion with BPDB and NTPC-India ....................................................... 51
Plates 5.7: Meeting and Discussion with BPDB and NTPC ................................................................. 52
Plates 5.8: Consultation Meeting with Khan Brothers Ship Building Ltd. ........................................... 52
Plates 5.9: The team visiting Shipbuilding facilities of Khan Brothers Ship Building Ltd .................. 52
Plates 5.10: Few ongoing shipbuilding projects of Khan Brothers Ship Building Ltd ........................ 53
Plates 5.11: Consultation Meeting with Western Marine Shipyard Ltd ............................................... 53
Plates 5.12: The team visiting Shipbuilding facilities of Western Marine Shipyard Ltd...................... 53
Plates 5.13: Few ongoing shipbuilding projects of Western Marine Shipyard Ltd .............................. 53
Plates 5.14: Meeting with Wahid Salam, Carbon Mining Company Ltd, Bangladesh ......................... 54
Plate 8.1: Richards Bay Coal Terminal (RBCT)................................................................................... 75
Plate 11.1: A typical mini bulk carrier ................................................................................................ 175
Plate 11.2: A typical modern Handymax bulk carrier......................................................................... 175
Plate 11.3: A typical Panamax bulk carrier......................................................................................... 175
Plate 11.4: A typical gearless carrier .................................................................................................. 176
Plate 11.5: A typical geared bulk carrier............................................................................................. 176
Plate 11.6: Self propelled purpose built shallower draught barge ...................................................... 189
Plate 11.7: Purpose built flexi float shallower draught barge ............................................................. 189
Plate 11.8: Pictures of typical floating transfer vessel ........................................................................ 190
xxxviii
List of Map
Map 1.1: Locations of the proposed three coal based TPPs ......................................................................... 3
Map 2.1: Location of the proposed Khulna Coal Based Thermal Power Plant. ......................................... 10
Map 2.2: Map showing distance of surrounding important features from the proposed Khulna................ 11
Map 2.3: Site layout plan of the proposed coal based power plant project................................................. 15
Map 2.4: Location map of proposed power plant site in Maheshkhali ...................................................... 17
Map 7.1: Coal Deposits of Bangladesh ....................................................................................................... 64
Map 8.1: Location of the visited coal mine- Moolarben Coal Mine ........................................................... 82
Map 8.2: Coal deposits of New South Wales ............................................................................................. 83
Map 8.3a: Location of PWCS and NCIG coal terminals in Newcastle ...................................................... 84
Map 8.3 b: Location and Facilities of NCIG Coal Export Terminal........................................................... 85
Map 8. 4: Indonesian mining area map ....................................................................................................... 95
Map 10.1: Bathymetric map of Bangladesh Coast.................................................................................... 139
Map 10.2: Bathymetric map of Sibsa-Passur River System ..................................................................... 141
Map 10.3: Bathymetric map of Passur and Chunkuri ............................................................................... 143
Map 10.4: Bathymetric map of Chittagong Cost ...................................................................................... 145
Map 10.5: Bathymetric map of Maheshkhali Coast.................................................................................. 147
Map 10.6: Tentative dredging plan at Outer bar ....................................................................................... 154
Map 10.7: Tentative dredging plan from Base Creek to Project............................................................... 155
Map 10.8: Location of the Approach Channel to be dredged ................................................................... 158
Map 10.9: Dredging Plan and Bathymetry of Maheshkhali Coast ........................................................... 159
Map 10.10: Tract of Major cyclones struck Bangladesh cost ................................................................... 168
Map 11.1: Coal terminal location of Khulna thermal power plant ........................................................... 192
Map 11.2: Location of coal terminal and approach area for Chittagong Thermal Power Plant ............... 193
Map 11.3: Location of coal terminal and associated navigational information Chittagong .................... 194
Map 11.4: Coal terminal location and approach channel proposed for Maheshkhali Power Plant .......... 195
Map 11.5: Proposed Approach channel and associated navigational information for Maheshkhali ....... 196
Map 11.6: Suggested Coal Transportation Plan for Khulna TPP ............................................................. 217
Map 11.7: Suggested Coal transportation Plan for Chittagong TPP ......................................................... 218
Map 11.8: Suggested coal transportation plan for Maheshkhali TPP ....................................................... 219
Map 11.9: Proposed railway track Khulna to Mongla Port .................................................................... 228
Map 11.10: Proposed Railway Track of Maheshkhali Deep Sea Port ...................................................... 232
Map 16.1: Coal transportation route across the Sundarbans ..................................................................... 271
Map 16.2: Occurrence of Dolphin colony near tentative coal transportation route .................................. 272
xxxix
xl
Chapter 1: Introduction
1.1
Background
The Government of Bangladesh has adopted the Millennium Development Goal. Moreover, the
present government sets a vision to elevate the economy of the country to a mid-income group by
2021.
Sustainable power supply is a major precondition for the socio-economic development of Bangladesh.
Adequate and uninterrupted supply of electricity attracts both domestic and foreign investments. The
Government therefore, has given top priority to the development of power sector considering its
importance in overall development of the country to achieve the Millennium Development Goal as
well as vision 2021. To this end, the government has set the goal of providing electricity to all citizens
by 2020.
At present, 50% of the total population of Bangladesh has access to electricity but reliable and quality
supply of power is still a faraway. Moreover, the demand of electricity has been increasing
overwhelmingly over the years. The Government assigns top priority to the development of power
sector realizing its importance in economy, industrial and social development of the country. To this
end, the government has set the goal of providing electricity to all citizens by 2020. In FY 2012, total
electricity generation capacity is 8,100 MW including 3,771 MW from private sector and electricity
demand growth 10% per annum. Government forecasts that the maximum electricity demand would
be 13,000MW in 2017 and 34,000 MW in 2030. To meet up this, the Government of Bangladesh has
formulated a Power System Master Plan (2010).
Taking consideration of high dependency on natural gas (79% of power generation comes from
natural gas based units), and its limited supply, Power System Master Plan (PSMP 2010) recommends
diversification of fuel used for electricity generation and opt coal as a prime energy for electricity
generation. The national energy policy (1995) has also recommended to limit the utilization of natural
gas for electricity generation up to maximum 45% and to look for alternative fuel e.g. coal,
hydropower. The recommended limit has already been exceeded by using 55% of the total produced
national gas for electricity generation. As such, the PSMP targets composition of power supply as of
2030 is set at 50% for domestic and imported coal, 25% for domestic and imported (in the form of
LNG) natural gas and 25% for other sources such oil, nuclear power and renewable energy. The coal
based generation is the least cost option in consideration to present economy.
Accordingly, BPDB plans installation of three mega coal based thermal power plants. This consulting
service has been awarded to CEGIS to suggest suitable coal sources and transportation system along
with coal handling system for the three proposed thermal power plants of BPDB. The first two of the
three in Chittagong and Khulna, 2 x 1320 MW thermal power plant will be completely based on
coal as primary fuel and the third one- Maheshkhali 8320 MW plant will be as well as Coal and
Liquefied Natural Gas (LNG) based (5,320 MW coal based and 3000 MW LNG based). In this
regard, huge quantity of coal will be required for producing 7,960 MW electricity under these three
projects. The success of these three mega projects completely relies on the sustainable and available
coal source and smooth supply, transportation and handling system. In addition, meeting up of
environmental and safety legislation in this regard is necessary for obtaining environmental clearance
certificate from Department of Environment (DoE) of Bangladesh and for maintaining safe
environmental condition.
Comprehending the emergency of the work and complexity of the study, BPDB has entrusted the
Center for Environmental and Geographic Information Services (CEGIS), a public trust under the
Ministry of Water Resources for carrying out this comprehensive study on coal sourcing, maritime
transportation, inland transshipment and handling at port and plant site. Accordingly, a contract has
been signed between BPDB and CEGIS on 19 September 2011.
1.2
The principal objective of the consulting service is to suggest an optimal option of possible coal
sourcing, transportation, and handling facilities at port and plant sites for the envisaged power plants
in Chittagong, Khulna and Maheshkhali (locations shown in Map 1.1). The eventual objective is to
develop the projects through interested investors including private participants on Tariff Based
Competitive Tendering.
With the aim of providing advisory services envisaged in the ToR the following specific objectives
have been identified that shall have to be achieved under this study:
i.
To arrive at an optimal option of possible coal sourcing, in consideration to coal quality, coal
availability, and unit cost;
ii.
To plan a most suitable, cheapest and easiest coal transportation system including maritime
transportation, inland transshipment, mode of coal transportation and transshipment
agreement, and unit cost of coal transportation;
iii.
To plan and describe logistics to be required for coal unloading, and handling at ports of
landing or project sites; and
iv.
To find scope of ash utilization and plan tentative ash handling system
v.
To evaluate environmental and ecological concerns and issues connected with coal sourcing,
transportation and handling.
1.3
Rational
With the aim of ensuring reliable electricity generation, BPDB has contemplatively planned to
construct and commission three coal-based mega thermal power plants. BPDB has opted coal as
primary fuel over other fuels due to its availability and cost effectiveness. Issue of environmental
pollution will be addressed by choosing efficient technology. BPDB estimates around 76,000 MT
coal will be required a day for the operation of these three power plants. Implementation of these three
envisaged project depend on the reliable source of coal. Without sustainable coal supply, efficient coal
transportation and efficient handling system, operation of these three projects shall not be possible.
With the aim of feeding feasibility studies and environmental studies of these three projects, this study
attempts to identify an optimal option of coal sourcing, transportation and its handling at port as well
as plant sites. It is envisaged that the outcome of this study will help the planning engineers and
decision makers to finalize the plan of constructing the said three-mega power plants.
1.4
Comprehending the activities detailed in the Terms of Reference (ToR), the following scopes have
been identified:
1.4.1
i.
ii.
iii.
iv.
v.
Market analysis for coal purchasing i.e. short or long-term lease with mine owners, open
market purchase, etc.
1.4.2
i.
Identifying shortest possible route of maritime transportation of coal from source/mine mouth
to Project site;
ii.
Planning best transportation system including required logistic required for transportation;
iii.
Identifying transport option considering deadweight capacity and fleet size of bulk carrier for
maritime transportation for each proposed power plant;
iv.
Identifying the best mode of coal transportation agreement including chartering terms and
conditions;
v.
vi.
vii.
1.4.3
i.
ii.
Planning transshipment system including lighterage operation and logistics required for
transportation;
iii.
Identifying best inland river transshipment option from mother vessel to port and project site
considering vessel capacity, fleet size, inland navigational aids and logistics, mode of
transshipment agreement including chartering terms and condition;
iv.
v.
Identifying force majeure that may hinder inland water transshipment operation;
vi.
1.4.4
i.
ii.
iii.
iv.
v.
Analyzing sea state and present numerical data on wave, current, tide and storm surge
1.4.5
Logistics for coal unloading and handling at port and project site
i.
Exploration of existing logistics available in Mongla Port and Chittagong Port for bulk cargo
handling;
ii.
iii.
iv.
Identifying and describing necessary logistics including berthing facilities, jetties, unloading
system, coal stockyard, coal transfer system, stock yard management system, etc required for
coal unloading and handling;
v.
Selection of optimal unloading system considering number of days for unloading, type and
specification of cranes, capacity of the associated conveyor belt and cost;
vi.
Working out the dimension and layout of marine facilities such as trestle, offshore berths and
their cost of construction
1.4.6
i.
ii.
iii.
Identifying and describing logistics required for ash export including handling system at ports
and plan sites.
1.4.7
i.
ii.
Evaluating coal specification of different sources with the aim of suggesting best suitable
coal;
iii.
iv.
1.5
Duration of this study, which is only three months, is the major limitation of the study. Establishing
contact with coal exporters and mine owners of different international countries through proper
channel requires long span of time. Besides, analysis of different cross cutting issues, numerical
modeling and environmental analysis are time-consuming tasks. The study period as per the ToR, is
very short, which might limit in-depth analysis of some important issues and components. Hence, it is
suggested to extend the duration of the study up to at least four months.
The coal price considered under this study is based on yearly average price of 2011. Coal price in
world trade market is very volatile. Competitive market condition and global political environment
make the coal price unpredictable. Besides, price forecast for next 30years was not possible under the
scope of the study. Thence, the coal price suggested is only for feasibility study purpose. But in real
field, when the coal procurement is to be initiated, the suggested price might not be applicable.
Unavailability of information on coal conveyor belt (length, numbers of transfer points, route, etc)
from Mongla Port to Project site is also a major limitation that limits comparison between river
transportation and land transportation of coal.
Another major limitation of the study is to find out adequate engineering information regarding the
proposed Chittagong and Maheshkhali power plants as the feasibility study has not been completed
yet. Project locations of Chittagong and Maheshkhali might be possible to shift.
1.6
As per guidance of the ToR, the multidisciplinary team approved by the Proposal Evaluation
Committee has been mob ilized with suitable allocation of the time. For the overall interest of the
study, CEGIS has engaged few more professionals in addition to the provided person-months to
facilitate the core team. Table 1.1 presents the team members with their designation.
Table 1.1: Team composition
Sl.
No.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
Designation
National
Team Leader/ Policy Expert
Coal Sourcing Expert/ Deputy Team Leader
Maritime Transportation Expert
Local Transportation Expert
Numerical Modeler
Morphologist/Dredging Specialist
Coastal Engineer/Water Resources Engineer
Railway Engineer
Port Engineer
Mechanical Engineer
Electrical Engineer
Environment Expert
Sociologist
Fishery Biologist
Ecologist
Economist
GIS/RS Expert
6
18
19
20
21
22
23
Autocad Expert
Junior Engineer 1
Junior Engineer 2
Junior Environmental Specialist
Field Researcher and Surveyor 1
Field Researcher and Surveyor 2
International
1
Dr. rer.nat Brend Vels
Coal Sourcing Expert
2
Jurgen Heinrich
Coal Handling and Maritime Transportation Expert
In addition to the above core team, the professionals listed below have also been engaged for
completing the study smoothly within the given timeframe.
Sl.
No.
M. Habibur Rahman
Most. Nazneen Aktar
Jakia Akter
Md. Shibly Sadik
Jahid Hassan Dhali
Shahadat Hossain
Designation
Sabria Afreen
Junior Engineer
1.7
The report contains fifteen chapters and the chapter details are discussed below:
Chapter 1 describes the introduction containing background, objectives, rational, and scope of the
study.
Chapter 2 presents the project location and description of project.
Chapter 3 is on the policy and legislative framework describing the relevant national and
international policies, legislation and international conventions, treaties and protocols (ICTPs).
Chapter 4 contains detail of approach and methodology followed in this study.
Chapter 5 comprises stakeholder consultation while carrying out the study.
Chapter 6 briefs international coal markets, cost of coal, global coal deposits, coal producing,
importing and exporting countries. It also reviews the international coal markets
Chapter 7 outlines national coal reserves and deposits. The chapter describes details of present status
of national coal mines and their potential development.
Chapter 8 shares experience of international visits along with suggestion and opinions of different
coal producers, coal traders, coal suppliers, coal terminal operators, shipping agents, etc.
Chapter 9 presents best suitable sources containing unit coal cost of potential sources, unit cost of
coal transportation, best suitable sources, coal resources and reserves of best suitable sources, coal
resources and quality, coal reserve and production, coal suppliers of suitable coal source. At the end it
suggests best suitable sources that might be considered for feasibility study purpose.
2.1.1
Project location
The proposed Khulna 1320 MW Coal Based Thermal Power Plant is to be constructed in Rampal
Upazila of Bagerhat district (Map 2.1). The project is located in between latitude 220 37 0N to
2203430N and longitude 0890320E to 0890345E and at about 23km south from the Khulna
City, 11.5 km North-east from Rampal Upazila Headquarter, 14 km North-east from Mongla port, 12
km South-West from Khan Jahan Ali Air Port and 14km north-westward from the Sundarbans (Map
2.2). The location is 4km away from the declared Ecological Critical Area (ECA) of Sundarbans1.
Table 2.1 shows aerial distances of the surrounding important locations and structures from the
proposed project site (center point of the project site).
Table 2.1: Aerial distance of different point of interest from the proposed project location
Sl no.
1
2
3
4
5
6
7
9
10
11
12
13
14
15
Point of interest
Proposed Khan Jahan Ali Air Port
Zero point of Khulna City
Rampal Upazila Head quarter
Mongla Port
Naval pilot station
Chalna
Khan Jahan Ali Bridge on Rupsha river
Road distance: Kaigar Daskati Boat point Bagha Bazar
Sundarbans Reserve Forest boundary
ECA boundary of Sundarbans
Akram point of Sundarbans
Proposed Deep sea anchorage near Akram point
World Heritage site of Sundarbans
Hiron Point of Sundarbans
Distance in Km
12.12
23.33
11
14.16
9.76
3.18
19.92
14.46
14
4
67
70
69.6
97
Plate 2.1: Proposed site of Khulna Coal Based Thermal Power Plant
1 1
The entire Sundarbans and its adjoining areas of 10 Km buffer outside the forest boundary has been declared
as ECA through a notification issued under ECR, 1997 on 1999
Map 2.1: Location of the proposed Khulna Coal Based Thermal Power Plant.
10
Map 2.2: Map showing distance of surrounding important features from the proposed Khulna
Coal Based Thermal Power Plant.
11
2.1.2
Project description
Basically, the project consists of a coal fired thermal power plant with two units of 660MW each and
induced draft cooling tower stations of the wet type, circulating cooling water station including
proper intake piping and discharge channel, and stacks of 275 m each. The Power Plant will be
designed in such a way so that the construction of another additional unit of 1320MW can be made
possible.
The main project facilities comprise of a power house and auxiliary facilities that include a switch
yard, raw water reservoir, water pre-treatment system, demineralization plant, desalinization plant
(Surface Water Reverse Osmosis), circulating cooling water pump house, coal handling system
(Conveyor belt and stockpiles), ash handling and disposal system, effluent treatment plant and
residential township for project staff. Other project facilities that will be constructed by BPDB include
embankment along the river, 12 m wide two lane approach road, 6.75m wide single lane access roads,
3.5 km wide patrol roads and water supply pipeline from the nearest river to the project site. In
addition, space for FGD has been kept for provision of future use if required.
The proposed 2x660 MW (net power output) supercritical bituminous pulverized coal (PC) plant will
be constructed at a Greenfield site. This plant is designed to meet Best Available Control Technology
(BACT) emission limits. The plant is a single-train design.
The step up voltage level has been considered as 400KV as the capacity of the project has been
considered as 1320 MW. The 400 KV power transmission lines for evacuation of power from the
Project will be built by PGCB, Bangladesh.
The primary fuel will be bituminous coal with a Gross Calorific Value (GCV) of 5800 to 6100
Kcal/kg. The capacity factor (CF) for the plant is 85 percent without sparing of major train
components. A summary of plant performance data for the supercritical Pulverized Coal (PC) plant is
presented in Table 2.2 below:
Table 2.2: Basic plant information of the proposed coal based thermal power plant at Khulna.
Component
Plant type
Net power output
Primary fuel (type)
Design condition
Supercritical PC
1320 MW
Bituminous and Sub-bituminous Coal having GCV of 6100
Kcal/Kg (after mixing) and low Sulfur content (0.6%)
Coal flow (at 100% plant load factor) 12,920 T/Day
Annual coal requirement (as received 4.72 MT/year (considering 100% load factor, 30% plant
in FS Repor)
efficiency)
Ash production
15%
Temperature of flue gas at stack
125OC
Flue Gas Flow
4.47x106 Nm3/hr
Maximum emission of SOx
819g/s
Maximum emission of NO
490g/s
Particulate matter
150 mg/Nm3
Stack height
275 m
Water Intake
9,150 m3/hr (less than 0.5% of net tidal flow of lowest flow
condition)
Water discharge after treatment
5,150 m3/hr
Source: Feasibility study report, NTPC, 2011
12
2.2
2.2.1
Project Location
The proposed Chittagong 1320 MW Coal Based Thermal Power Plant will be constructed in the
Anwara Upazila of Chittagong district (Map 2.3). The project is located in between latitude
22111N to 221412N and longitude 091 4755E to 091515E and is situated at about 12.25
km south-east from the Chittagong City Corporation Area, 11.37 km south-east from the Chittagong
Port, 8.4 km north-west from Anwara Upazila Headquarter. Table 2.3 shows the areal distance of
different point of interest from the proposed project site.
Table 2.3: Aerial distance of different point of interest from the proposed project location.
Sl no.
1
2
3
4
5
6
7
Point of interest
Chittagong City Corporation area
Chittagong Sea Port
Naval Station
Anwara Upazila Headquarter
Shah Amanat International Airport
Stack (of 275m height) location
Chittagong-Coxs Bazar High way
Distance
12.25 km
10.73 km
13.46 km
8.39 km
4.16 km (Center to Center)
7.10 km
10.35 km
2.2.2
Project Description
The project consists of a coal-fired power plant with two units of 500-660 MW each and two forced
draft wet type cooling tower stations with stack height of 275 m each. The power plant will be
designed in such a way so that the construction of further 1300 MW Units will be possible.
The main project facilities Comprise of a power house and auxiliary facilities that include a switch
yard, raw water reservoir, water pre-treatment system, demineralization plant, circulating cooling
water pump house, coal handling system (stockpiles and unloading system), ash handling and disposal
system and residential township for project staff. Other project facilities that will be constructed by
BPDB include some km long water supply pipeline from the nearest river to the project site
The proposed (2 x 660) MW (net power output) super-critical bituminous pulverized coal (PC) plant
will be constructed at a Greenfield site. This plant is designed to meet Best Available Control
Technology (BACT) emission limits. The plant is a single-train design. Power transmission lines for
the evacuation of power from the Project will be built PGCB, Bangladesh.
The primary fuel will be bituminous coal with a Gross Calorific Value (GCV) of 5800 to 6100
Kcal/kg. The capacity factor (CF) for the plant is 85 percent without sparing of major train
components. A summary of plant performance data for the super-critical PC plant is presented in
Table 2.4.
13
Design condition
Ultra-supercritical/Supercritical PC
No
1300 MW
39.1
Coal having GCV of 6100 Kcal/Kg (after mixing) and low
Sulfur content (0.6%)
13000 MT/Day
11.1%
4.47 x 106Nm3/hr
1400 C
80 mg/Nm3
450 mg/Nm3
150 mg/Nm3
275 m
120,000 m3/day
4,800 m3/day
9,600 m3/day
1,800 m3/day
14
Map 2.3: Site layout plan of the proposed coal based power plant project
15
2.3
The proposed Maheshkhali 8320 MW Coal and LNG Based Thermal Power Plant will be constructed
near the proposed deep-sea port area in Coxs Bazar District. The proposed power plant area is
situated within Amabassaya, Hoanok, and Panir Chara Mauza of Hoanok Union and Gharibhanga
Mauza of Kutubjhom union under Maheshkhali Upazila (Map 2.4). The proposed power plant will
cover an area of about 5000 acres. The land acquisition processes is ongoing.
The proposed power plant will be of 8320 MW rated capacity comprising of 10 plant units. Among
the 8320 MW, 5320 MW will be producing from imported coal and the rest 3000 MW will be
producing from imported Liquefied Natural Gas (LNG). The basin plant information are given in
following table
Table 2.5: Basic plant information of Maheshkhali Coal and LNG Based Thermal Power Plant
Sl No
1
2
3
4
5
6
Components
Basic information
Four (4) coal based units of 1000 MW: 4 x 1000 MW = 4000 MW
Plant
Units
and
Two (2) coal based units of 660 MW: 2 x 660 MW = 1320 MW
Capacities
Four (4) LNG based units of 750 MW: 4 x 750 MW = 3000 MW
Total Capacity
8320 MW
Primary Fuel
Coal and LNG
Land area
5000 acre
Power evacuation
Through 800 KV sub-station
Other
plant
Coal Terminal, LNG Terminal, and Township,
infrastructures
Source: BPDB
The proposed location is nearer to the proposed Deep Sea Port to be developed in Sonadia Island.
Table 1.2 shows aerial distances of nearby important cities and locations from the center of the
proposed project area.
Table 2.6: Aerial distance from site
Area
Chittagong City
Coxs Bazar City
Maheshkhali Upazila Sadar HQ
Maheshkhali Jetty end (Gorakghata)
Deep sea (water depth +13m CD) to western shoreline of
the project
Coxs Bazar Airport
Sonadia Island
Proposed Deep Sea Port Jetties
Kutubdia Island
BPDB also considers another candidate site located in Anowara Upazila of Chittagong as an
alternative (Map 2.4).
16
18
3.1
Attempts were made to identify national laws, policy relevant to coal sourcing, transportation, and
handling. These rules are being reviewed to identify statutory requirement to be complied. The
following Policies, Acts and Rules have been reviewed for this study:
Table 3.1: Applicable Regulations and Standards for Coal Sourcing, Handling and
Transportation.
Issue
Governance of Power
Generation and
Management System
Coal Sourcing
Coal Transportation
Prevention of
pollution, and
Protection of
Environment,
Sundarbans and
Protected Areas
19
Issue
Procurement in
Bangladesh
Transport, Handling
and Storage of
Dangerous Goods
3.1.1
Bangladesh Energy Regulatory Commission Act was enacted in 2003. The aim of the act is to make
provisions for the establishment of an independent and impartial regulatory commission for the
energy sector in Bangladesh. The objective is to create an atmosphere conducive to private investment
in the generation of electricity and transmission, transportation and marketing of gas resources and
petroleum products, to ensure transparency in the management, operation and tariff determination in
these sectors; to protect consumers interest and to promote the creation of a competitive market.
The commission has started its operation shortly after enactment of the Act and now it is functioning
full-fledged implement its objective.
3.1.2
The main objective of this study is to formulate a Master Plan for the attainment of stable power
supply in the People's Republic of Bangladesh up to year 2030 in consideration of the diversification
of fuel resources, including an optimum power development plan, power system plan, and
identification of the potential power plant sites based on the fuel diversification study. Therefore, this
study includes a comprehensive power development master plan where the study of the fundamental
conditions of the development (demand forecast, procurement of primary energy resources, optimum
power development plan, future optimum power supply structure including the positioning of gasfired power plants, and so on) are added.
The power sector was heavily dependent on gas. Even two/three years back almost 90% of the
electricity used to be generated from the natural gas of the country and rest by hydro electricity and
coal. The power sector master plan 2010 has stressed on diversification of the fuel such as natural gas,
coal, furnace oil, diesel etc as well as non-renewable energy sources.
In this Master Plan, the target composition of power supply as of 2030 is set at 50% for domestic and
imported coal, 25% for domestic and imported (in the form of LNG) natural gas and 25% for other
sources such as oil, nuclear power and renewable energy.
3.1.3
National Energy Policy of Bangladesh approved in 1995 and gazette in 1996. This is a comprehensive
energy policy which contents renewable energy, non-renewable energy and power sector.
The Policy, estimated total energy requirement of the country with time and per capita income. From
the energy balance of the Policy report, a guide was given for the possible contribution of different
energy sources. Both public and private initiative was emphasized for the energy sector development
in Bangladesh. Incentives were declared for the private investment in the energy sector. In this policy,
coal is considered under non-renewable energy. Private initiatives have been encouraged for
20
exploration and development of coal. Until now, the energy sector activities are being carried out
under this policy guideline.
Initiative was taken to prepare individual policy for coal since 2005, but not yet finalizes and
approved by the appropriate authority. Still, a committee has been working for drafting a coal policy
for Bangladesh for last three months. It is expected, the committee will submit their recommendations
to the government within next two to three months.
3.1.4
The Draft Coal Policy (version 1) was published on 1st December 2005 by the Energy and Mineral
Resources Division of Ministry of the Power, Energy and Mineral Resources. After that, it was
revised for several times. The latest one is the Bangladesh Draft Coal Policy, 2010. The latest Draft
Coal Policy (2010) outlines gas shortage, power generation, coal development, investment for coal
sector, import coal, environment etc in Bangladesh. Therefore, this policy will become useful data in
relating the domestic coal supply. This policy states that coal will be used for power generation
instead of gas as an alternative fuel to maintain national energy stability.
3.1.5
The Government may prohibit, restrict or otherwise control the import or export of goods of any
specified description, or regulate generally all practices (including trade practices) and procedures
connected with the import or export of such goods. No goods of the specified description shall be
imported or exported except in accordance with the condition of a license to be issued by the Chief
Controller.
3.1.6
It is mentioned in s.3(1) the Government may, by notification in the official Gazette, declare the limits
of the sea beyond the land territory and internal waters of Bangladesh which shall be the territorial
waters of Bangladesh specifying in the notification the baselinea) From which such limits shall be measured; and
b) The waters on the landward side of which shall form part of the internal waters of Bangladesh
In s.3 (4), No foreign ship shall, unless it enjoys the right of innocent passage, pass through the
territorial waters. In s.3 (5), foreign ship having the right of innocent passage through the territorial
waters shall, while exercising such right, observe the laws and rules in force in Bangladesh. In s.3(6),
the Government may, by notification in the official Gazette, suspend, in the specified areas of the
territorial waters, the innocent passage of any ship if it is of opinion that such suspension is necessary
for the security of the Republic. It also mentioned in s.3 (7), No foreign warship shall pass through the
territorial waters except with the previous permission of the Government.
3.1.7
Under S.3(1) Passage of foreign ships through the territorial waters shall be considered prejudicial to
the security or interest of Bangladesh if it engages in embarking or disembarking any person or
loading or unloading of any commodity or currency in violation of any laws or rules in force in
Bangladesh relating to customs, fiscal matters, immigration, health or sanitation; any act of willful or
serious marine pollution; fishing; carry out any search or survey activities.
21
3.1.8
It is mentioned in S27, every person who, after being warned by any toll-collector, lessee or assistant
not to do so, goes, or takes any animals, vehicles or other things, into any ferry boat, or upon any
bridge at such a ferry, which is in such a state or so loaded as to endanger human life or property, or
who refuses or neglects to leave, or remove any animals, vehicles or goods from any such ferry-boat
or bridge or being requested by such toll collector, lessee or assistant to do so, or who moors any boat,
raft or other substance to, or in any way obstructs, any part of a public ferry, shall be punished with
fine which may extend to fifty taka.
3.1.9
The Ports Act 1908 was adopted to consolidate the enactments relating to Ports and port charges. The
administering authority is the Ministry of Shipping. Subject to this Act, a Conservator is appointed to
each port. Now, the Mongla Ports Harbour Master is acting as Conservator of Mongla Port and
administers the provisions of the Act for the Port.
Specific environmental management provisions of the Act are given under s.21 (1) which prohibits
the discharge of ballast, rubbish and oil into any port or adjacent areas. Under s.31 of the Act, the
movement of vessels of 200 tons or more cannot enter, leave or be moved within any port without
having a pilot on board. In addition, no vessel of more than 100 tons is to enter, leave or be moved
within any port without having a pilot, unless authority to do so has been given in writing. The lawful
use of infrastructure such as piers and moorings, and ensuring navigable waters are not obstructed is
detailed under s.10, whereas s.21 prohibits interference with buoys, beacons and moorings. Unless the
Conservator has granted permission, any action that causes or may cause injury to the bank or shore is
prohibited under s.30 (1).
3.1.10 Bangladesh Merchant Shipping Ordinance 1983
Under the Bangladesh Merchant Shipping Ordinance 1983, it is prohibited for any foreign ship to load
or unload cargo within the territorial waters of Bangladesh without written permission from the
Shipping Authority. This Ordinance sets standards for the construction of vessels. If the vessel has not
been surveyed within Bangladesh, the Ordinance will require the ship to hold evidence of equivalent
inspection such as a valid Safety Convention Certificate. A valid International Load Line Certificate
(or proof of exemption) is also required under s.297 and s.339 for port clearance and to avoid undue
delay in loading and unloading.
3.1.11 The Prevention of the Interference with Aids to Navigable Water Ways Ordinance, 1962
Under the Prevention of the Interference with Aids to Navigable Water Ways Ordinance, 1962;
whoever commits mischief by damaging, removing, tampering with or handling any of the aids to
navigation, or by doing any act which renders any of the aids to navigation less useful as such, and
whoever abets such mischief, shall be punished with imprisonment which may extend to three years,
or with fine, or with both.
3.1.12 Mongla Port Authority Ordinance, 1976
The Mongla Port Authority (MPA) Ordinance 1976, under the Ministry of Shipping, Government
Peoples Republic of Bangladesh established the MPA. The Ordinance provides the MPA with the
authority, function and jurisdiction over docks (wharves, warehouses, railways, piers, bridges, and
other works) and vessels (including any ship, barge, boat, or raft designed or used for the transport by
22
water of passengers or goods) within the port limits. The MPA also has authority to reclaim or
excavate any part of the bank or bed of the river, to construct, maintain and operate dredgers and
appliances for clearing, deepening and improving the bed of the river, and to construct, maintain and
operate all means and appliances for berthing, loading and discharging vessels. The MPAs authority
also extends to improvements made to the land and riverbank of its existing Port at Khulna (Roosevelt
Jetty).
Under s.18 of the Act, the MPA may permit any person to make, erect or fix below high water-mark
within the Port any dock, pier, erection or mooring. This provision may apply at Akram Point if
moorings are established for securing barges or the floating transfer vessel (FTV).
The MPA also has the authority to issue fines for the pollution of water or environment by throwing
or allowing into the water, bank or land, any goods, ballast, ashes or any other material that leads to
pollution.
3.1.13 Chittagong Port Authority (CPA) Ordinance, 1976
It is mentioned in s.10(1) Subject to the provisions of this Ordinance, the Authority may take such
measures and exercise such powers as may be necessary for carrying out the purposes of this
Ordinance.
(2) Without prejudice to the generality of the powers conferred by sub-section (1), the Authority shall,
in particular, have powera) To construct, maintain and operate docks, moorings, piers and bridges within the Port, with
all necessary and convenient drains, arches, culverts, roads, railways, fences and approaches;
b) To undertake any work of or in connection with the loading, unloading and storing of goods
in the port;
c) To construct, maintain and operate ferry vessels to carry passengers, vehicles and goods
within the port;
d) To construct, maintain and operate railways, warehouses, sheds, engines, cranes, scales and
other appliances for conveying, receiving, handling and storing goods to be landed or shipped
or otherwise dealt with by the Authority;
e) To reclaim, excavate, enclose or raise any part of the bank or bed of the river;
f) To construct, maintain and operate dredgers and appliances for clearing, deepening and
improving the bed of the river;
g) To construct, maintain and operate all means and appliances for berthing, loading and
discharging vessels;
h) to construct, maintain and operate vessels, saving life and property or recovering any property
lost, sunk or stranded;
i) To supply fuel or water to vessels;
j) To provide fire and security services within the port;
k) To acquire, hire, procure, construct, erect, manufacture, provide, operate, maintain or repair
anything whatsoever required by the Authority for the purposes of this Ordinance.
In s.42(1) in the -case of any damage or mischief is done to any dock, pier or work of the Authority by
any vessel, through the negligence of the master thereof or of any of the mariners or persons
employed therein, not being in the service of the Authority, any Magistrate of the first class having
jurisdiction in the port area may, on the application of the Authority and on declaration by it that
payment for such damage or mischief has been refused or has not been made on demand, issue a
summons to the master or owner of such vessel, requiring him to attend on a day and at an hour
named in the summons to answer touching such damage or mischief.
23
ii)
iii)
Prohibit acquisition rights over land described in the notification except in accordance with
rules defined by the government.
iv)
v)
vi)
vii)
Allow acts done by permission in writing of the Forest Officer or under any rule made by the
government.
3.1.15 Environmental Conservation Act (1995, Amended in 2000 & 2002)
The Bangladesh Environment Conservation Act of 1995 (ECA 95) is currently the main legislation in
relation to environment protection in Bangladesh. This Act is promulgated for environment
conservation, environmental standards development and environment pollution control and
abatement. It has repealed the Environment Pollution Control Ordinance of 1977.
The main objectives of ECA 95 are:
Declaration of ecologically critical areas and restriction on the operations and processes, which
can or cannot be carried/initiated in the ecologically critical areas;
Regulations in respect of vehicles emitting smoke harmful for the environment;
Environmental clearance;
Regulation of the industries and other development activities discharge permits;
Promulgation of standards for quality of air, water, noise and soil for different areas for different
purposes;
Promulgation of a standard limit for discharging and emitting waste; and
Formulation and declaration of environmental guidelines
24
Before any new project can go ahead, as stipulated under the rules, the project promoter must obtain
Environmental Clearance from the Director General. An appeal procedure does exist for those
promoters who fail to obtain clearance. Failure to comply with any part of this Act may result in
punishment to a maximum of 3 years imprisonment or a maximum fine of Tk. 300,000 or both. The
Department of Environment (DOE) executes the Act under the leadership of the Director General
(DG).
Bangladesh Environmental Conservation Act (Amendment 2000)
This amendment of the Act focuses on: (1) ascertaining responsibility for Compensation in cases of
damage to ecosystems, (2) increased provision of punitive measures both for fines and imprisonment
and (3) fixing authority on cognizance of offences
Bangladesh Environmental Conservation Act (Amendment 2002)
This amendment of the Act elaborates on: (1) restriction on polluting automobiles, (2) restriction on
the sale and production of environmentally harmful items like those that polythene bags, (3)
assistance from law enforcement agencies for environmental actions, (4) break up of punitive
measures and (5) authority to try environmental cases.
3.1.16 The Environment Conservation Rules, 1997
These are the first set of rules, promulgated under the Environment Conservation Act of 1995 (so far
there have been three amendments to this set of rules - February and August 2002 and April 2003).
The Environment Conservation Rules of 1997 has provided categorization of industries and projects
and identified types of environmental assessments needed against respective categories of industries
or projects.
Among other things, these rules set (i) the National Environmental Quality Standards for ambient air,
various types of water, industrial effluent, emission, noise, vehicular exhaust etc., (ii) the requirement
for and procedures to obtain environmental clearance, and (iii) the requirement for IEE and EIAs
according to categories of industrial and other development interventions.
3.1.17 The Environment Court Act, 2000
The Environmental Court Act, 2000 provide for the establishment of environment courts and matters
incidental thereto. This act also provides the jurisdictions of environment court, penalty for violating
courts order, trial procedure in special magistrates court, power of entry and search, procedure for
investigation, procedure and power of environment court, authority of environment court to inspect,
appeal procedure and formation of environment appeal court.
3.1.18 The Fatal Accidents Act, 1855
An Act to provide compensation to families for loss occasioned by the death of a person caused by
actionable wrong. It is mentioned in s.1, whenever the death of a person shall be caused by wrongful
act, neglect or default, and the act, neglect or default is such as would (if death had not ensued) have
entitled the party injured to maintain an action and recover damages in respect thereof, the party who
would have been liable if death had not ensued shall be liable to an action or suit for damages,
notwithstanding the death of the person injured, and although the death shall have been caused under
such circumstances as amount in law to felony or other crime.
25
26
The Railway Act 1890 is further supported by the Railway (Transport of Goods) Ordinance of 1963,
1969 and 1976 and the Bangladesh Railways (Transport of Goods) Order 1972. Currently, the
Ordinance and Order have not allowed particular provisions for the transport of coal.
In addition to reviewing the national acts, rules and policies; relevant international conventions,
treaties, protocols and agreements will also be reviewed related to the coal sourcing, handling and
transportation activities and will be discussed later on.
3.1.23 The Bangladesh Petroleum Act, 1974
The Bangladesh Petroleum Act is enabling legislation that allows the Government of Bangladesh to
enter into all aspects of petroleum exploration, development, exploitation, production, processing,
refining and marketing. In addition, the Government is authorized to enter into Petroleum
Agreement(s) with any person(s) for the purpose of petroleum operations. The duties of such
person(s) are:
- To ensure that petroleum operation is carried out in a proper and worker like manner and in
accordance with good oil field practice.
-
To carry out petroleum operation in any area in a manner that does not interfere with
navigation, fishing and conservation of resources.
Clause 6(2) of the Act sets out certain details related to environment and safety:
In particular, and without prejudice to the generality of the foregoing provision, a person engaged in
any petroleum operations shall, in carrying out such operations in any area:
Control the flow and prevent the waste or escape in the area, of petroleum or water;
Prevent the escape in that area of any mixture of water or drilling fluid with petroleum or any
other matter;
Prevent damage to petroleum-bearing strata in any area, whether adjacent to that area or not;
and
Apart from the above, the law provides the following obligations:
(a) prescribing places where petroleum may be imported and prohibiting its import elsewhere;
regulating the import of petroleum;
(b) prescribing the periods within which licenses for the import of [class I] petroleum shall be
applied for, and providing for the disposal, by confiscation or otherwise, of any [class I]
petroleum in respect of which a license has not been applied for within the prescribed period
or has been refused and which has not been exported;
(c) regulating the transport of petroleum;
(d) specifying the nature and condition of all receptacles and pipe-lines in which petroleum may
be transported;
(e) regulating the places at which and prescribing the conditions subject to which petroleum may
be stored;
27
(f) specifying the nature, situation and condition of all receptacles in which petroleum may be
stored;
(g) prescribing the form and conditions of licenses for the import of dangerous petroleum, and for
the transport or storage of any petroleum, the manner in which applications for such licenses
shall be made, the authorities which may grant such licenses and the fees which may be
charged for such licenses; (i) determining in any class of cases whether a license for the
transport of petroleum shall be obtained by the consignor. consignee or carrier;
(h) providing for the granting of combined licenses for the import, transport 18[ , storage and
distribution] of petroleum, or for any two of such purposes;
i.
prescribing the proportion in which any specified poisonous substance may be added to
petroleum, and prohibiting the import, transport or storage of petroleum in which the
proportion of any specified poisonous substance exceeds the prescribed proportion;
ii.
iii.
prescribing the conditions for the appointment of, and the granting of the licenses to,
agents, dealers and stockist;
iv.
prescribing the form and conditions of agreement between and agent, dealer or stockist
and an oil marketing company;
v.
vi.
generally, providing for any matter which in its opinion, in expedient for proper control
over the import, transport, storage and distribution of petroleum.
3.2
Bangladesh is signatory of the International Maritime Organization (IMO). Therefore, all activities
relating to shipment of coal through the Port shall have to be done strictly in compliance with the
standards set by the IMO, particularly the conventions, protocols and agreements.
The GoB-has agreed the following Conventions / Protocols of IMO
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
IMO Convention 48
IMO amendments 91
IMO amendments 93
SOLAS Convention 74
SOLAS Protocol 88
LOAD LINES Convention 66
LOAD LINES Protocol 88
TONNAGE Convention 69
COLREG Convention 72
STCW Convention 78
SAR Convention 79
STP Agreement 71
STP Protocol 73
IMSO Convention 76
INMARSAT OA 76
FACILITATION Convention 65
MARPOL 73/78 (Annex I/II)
MARPOL 73/78 (Annex III)
28
19.
20.
21.
22.
23.
24.
25.
Some of the Conventions/Protocols acceded by GoB are highlighted belowTable 3.2: International maritime conventions, protocols and agreements of different issues
Issues
International
Maritime
Remarks
The Convention establishing the IMO
was adopted in 1948 but the
Organization started life as the InterGovernmental Maritime Consultative
Organization (IMCO) until it was
changed to the IMO in 1982.
The Aims of the IMO include a range
of objectives:
-
To
provide
for
the
consideration
by
the
Organization of any matters
concerning shipping that may
be referred to it by any organ or
specialized agency of the
United Nations;
29
Issues
Remarks
are
1975
amendments,
1977
amendments, 1991 amendments. This
Convention came into force in
Bangladesh on May 27, 1976. The
amendment
1993
acceded
on
November 7, 2002.
Maritime safety
Measurement of
ships
Preventing
collisions at sea
Convention
on
International The 1972 Convention was designed to
Regulations for Preventing Collisions update and replace the Collision
Regulations of 1960, which were
at Sea (COLREG), 1972
adopted at the same time as the 1960
SOLAS Convention.
One of the most important innovations
in the 1972 COLREGs was the
recognition given to traffic separation
schemes - Rule 10 gives guidance in
determining safe speed, the risk of
collision and the conduct of vessels
30
Issues
Remarks
operating in or near traffic separation
schemes. The Convention was acceded
by Bangladesh on May 10, 1978.
International
Maritime
Satellite System
Prevention of
Pollution from
Ships
Safety of
31
Issues
maritime
navigation
STCW- 2010
Bunker Convention
Anti-fouling Convention
Hong Kong Convention for Ship Recycling
Ballast Water Management Convention
International Environmental Conventions, Protocols and Agreements
Rio Declaration
The 1992 United Nations Conference on Environment and Development (UNCED) adopted the
global action program for sustainable development called Rio Declaration and Agenda 21.
Principle 4 of the Rio Declaration, 1992, to which Bangladesh is a signatory along with 178 countries,
states, In order to achieve sustainable development, environmental protection should constitute an
integral part of the development process and cannot be considered in isolation from it.
32
3.3.2
The Convention on Biological Diversity, Rio de Janeiro, 1992 was adopted on 5 June 1992 and
entered into force on 29 December 1993. Bangladesh ratified the Convention on 20 March 1994.
The Contracting Parties of the Convention have committed to:
y
Introducing appropriate arrangements to ensure that environmental consequences of its programs and
policies, that are likely to have significant adverse impacts on biodiversity, are duly taken into
account.
Obligation has been placed on State parties to provide for environmental impact assessments of
projects that are likely to have significant adverse effects on biological diversity (art. 4).
3.3.3 Convention on Wetlands of International Importance Especially as Waterfowl Habitat,
Ramsar, 1971
This convention is also known as the Ramsar Convention. It was adopted 2 February 1971 and
entered into force on 21 December 1975. Bangladesh has ratified the Convention 20 April 2002. This
provides a framework for national action and international cooperation for the conservation and wise
use of wetlands and their resources. There are 127 Parties with 1085 wetland sites designated as
Wetlands of International Importance.
This is an intergovernmental treaty, which provides the framework for international co-operation for
the conservation of wetlands habitats. Obligations for Contracting Parties include the designation of
wetlands to the List of Wetlands of International Importance, the provision of wetland
considerations within their national land use planning, and the creation of Natural Reserves. A part of
Sundarbans Reserved Forest (Southwest of Bangladesh) is one of the Ramsar Site.
3.3.4
United Nations Convention on the Law of the Sea, Montego Bay, 1982
This Convention was adopted on 10 December 1982 at Montego Bay, Jamaica. Bangladesh has
ratified this Convention.
Main objectives of the convention are:
To set up a comprehensive new legal regime for the sea and oceans, as far as environmental
provisions are concerned, to establish material rules concerning environmental standards as well as
enforcement provisions dealing with pollution of the marine environment; and
To establish basic environmental protection principals and rules on global and regional cooperation,
technical assistance, monitoring, and environmental assessment, and adoption and enforcement of
international rules and standards and national legislation with respect to alternate sources of marine
pollution.
3.3.5
Convention concerning the Protection of the World Cultural and Natural Heritage, Paris, 1972: This
convection has been ratified by 175 states. This defines and conserves the worlds heritage by
drawing up a list of natural and cultural sites whose outstanding values should be preserved for all
humanity. Of the 730 total sites, there are currently 144 natural, 23 mixed and 563 cultural sites that
33
have been inscribed on the World Heritage List (distributed in 125 State parties). These are the
Jewels in the Crown of conservation.
The Sundarbans is declared as the World Heritage Site. Therefore, the provision of this convention
regarding protection of World Heritage Site is very much relevant for the proposed intervention.
The proposed project intervention should be carried out in such a manner that the above-mentioned
provisions of the multilateral environmental agreements are not violated and many not cause adverse
impact on the natural resources.
3.4
Under the study health and safety guidelines of few development agencies has been reviewed. This
included ADB is Social Safeguard Policy and the World Banks Environmental Process.
3.4.1
ADB has had environment assessment requirements for more than 20 years and own safeguard policy
framework, which is currently taken to consist of three operational policies, namely the Environment
Policy (2002), the Policy on Indigenous Peoples (1998), and the Policy on Involuntary Resettlement
(1995), together with their respective operations manual sections and guidelines. In 1989 the World
Bank adopted Operational Directive (OD) 4.00, Annex A: Environmental Assessment. EA became
standard procedure for Bank financed investment project. In 1991 the directive was as OD 4.01,
which has subsequently been changed to operational policy OP 4.01 in January 1999 and the
operational policy statement has been updated in March, 2007. EA is designed to be a flexible process
that part of project preparation allows environmental issues to be addressed in a timely and costeffective way during project preparation and implementation.
ADB's safeguard policies are central to achieving sustained development impact and poverty
reduction. The objective of these policies is to avoid, minimize or mitigate adverse environmental
impacts, social costs to third parties or marginalization of vulnerable groups that may result from
development projects. Safeguard policies prescribe; "do no harm" requirements that must be met for
all ADB projects. Regarding the resettlement plan of a project ADB provides that A satisfactory
resettlement plan must include all eleven essential elements. The safeguard policies are at the front
line of ADBs accountability mechanism and compliance review process, since these policies, if
properly implemented, help ensure that third parties do not incur material damages, either directly or
through environmental media, and thus have no basis for complaint.
All three-safeguard policies involve a structured process of impact assessment, planning and
mitigation to address the adverse effects of projects and programs throughout the project cycle. The
safeguard policies require that: (i) impacts are identified and assessed early in the project cycle; (ii)
adverse impacts are avoided, minimized, or mitigated; and (iii) affected people are consu lted.
In July 2009, ADB's Board of Directors approved the new Safeguard Policy Statement (SPS)
governing the environmental and social safeguards of ADB's operations. The SPS aims to avoid,
minimize, or mitigate harmful environmental impacts, social costs, and to help borrowers/clients
strengthen their safeguard systems. The SPS builds upon ADB's previous safeguard policies on the
environment, involuntary resettlement, and Indigenous Peoples, and brings them into one
consolidated policy framework with enhanced consistency and coherence, and that more
comprehensively addresses environmental and social impacts and risks. The SPS also provides a
platform for participation by affected people and other stakeholders in project design and
implementation.
34
3.4.2
The primary responsibility for the Environmental Assessment process lies with the borrower. The
Banks role is to advise borrower throughout the process, to confirm that practice and quality are
consistent with Environmental Assessment requirements and to ensure that the process feeds
effectively into project preparation and implementation.
The 2001 Environment Strategy for the World Bank emphasizes the importance of integratingor
mainstreamingenvironment into country development programs, sector strategies, and investments
and underpinning sustainable development. We introduced environmental policies and procedures to
integrate good environmental management into our operations, and we have also developed
environmental assistance programs to help client countries integrate environmental issues into their
development process, to address their pressing environmental challenges.
In addition to efforts identified in the 2001 Strategy, the Bank has adopted a set of operational policies
and procedures that deal with the Bank's core development objectives and goals, the instruments for
pursuing them, and specific requirements for Bank financed operations.
World Bank seeks to ensure that -supported infrastructure and other development projects take into
account the conservation of biodiversity, as well as the numerous environmental services and products
which natural habitats provide to human society. The policy strictly limits the circumstances under
which any Bank-supported project can damage natural habitats (land and water areas where most of
the native plant and animal species are still present).
Specifically, the policy prohibits Bank support for projects which would lead to the significant loss or
degradation of any Critical Natural Habitats, whose definition includes those natural habitats which
are either:
legally protected,
officially proposed for protection, or
Unprotected but of known high conservation value.
In other (non-critical) natural habitats, Bank supported projects can cause significant loss or
degradation only when
i.
there are no feasible alternatives to achieve the project's substantial overall net benefits; and
ii.
Acceptable mitigation measures, such as compensatory protected areas, are included within
the project.
(Operational Policy 4.04)
The Bank's current forests policy aims to reduce deforestation, enhance the environmental
contribution of forested areas, promote afforestation, reduce poverty, and encourage economic
development.
Combating deforestation and promoting sustainable forest conservation and management have been
high on the international agenda for two decades. However, little has been achieved so far and the
world's forests and forest dependent people continue to experience unacceptably high rates of forest
loss and degradation. The Bank is therefore currently finalizing a revised approach to forestry issues,
in recognition of the fact that forests play an increasingly important role in poverty alleviation,
economic development, and for providing local as well as global environmental services.
Success in establishing sustainable forest conservation and management practices depends not only on
changing the behavior of all critical stakeholders, but also on a wide range of partnerships to
accomplish what no country, government agency, donor, or interest group can do alone.
The new proposed forest strategy suggests three equally important and interdependent pillars to guide
future Bank involvement with forests:
35
36
The aim of this study is for identification of an optimal option of sourcing, transportation, and
handling of coal for each of the three proposed coal based thermal power plants. The assignment as
specified in the ToR might be comprehended as an interdisciplinary study that could be planned out as
following schematic diagram:
4.2
4.2.1
37
4.2.2
The best possible coal sources evaluating national and international coal markets have been identified
through multi-criteria analysis. The criterion is being considered by expert judgment, stakeholder
consultation and discussion with BPDB professionals. The criteria are as follows:
i.
Coal quality
ii.
iii.
iv.
Mode of agreement
v.
In the beginning, international coal market has been analyzed based on available data collected
through reviewing literature and searching a range of international coal organizations websites
including World Coal Institute (WCI) and International Energy Agency (IEA). Accordingly, different
prospective countries, namely Australia, South Africa, Indonesia, China and India were preliminary
selected. Later the suggestion has been made in consideration with cost-effectiveness and
sustainability of coal supply. Initiatives have also been taken to establish communication with
potential coal suppliers and to collect coal export-import related information of these three countries.
As part of this, a sound communication is being maintained through email with a number of coal
suppliers (Annex-1) having ability of large amount of coal export. Furthermore, three international
field visits have been envisaged to observe physically the coal availability, to know the coal quality
and to consult with coal miners/managers about possible mode of coal purchase, coal price,
transportation facilities, and market policy. In this connection, a field visit has been made in South
Africa to have a meeting with SASOL Mining to discuss about world coal market, Coal Market of
SA, production and export capacity of SA as well as SASOL, possible mode of agreement, etc.
4.2.3
Shipping routes reflect world trade flows. Sailings are most numerous and most frequent on routes
where trade volumes are largest and demand is therefore greatest. In-bulk trade routes these reflect the
places of origin and consumption of the commodities being carried. There will usually be a number of
routes by which cargo can reach its destination. It is worth exploring that all the options available are
needed to find out the best one that suites the needs in terms of price, speed, safety and contractual
requisites. This can be done directly by contacting those shipping companies that advertise sailings to
the destination or by engaging freight forwarders to arrange for the party.
Transport option
Attempts have been made to identify the best option in sphere of transportation on the basis of
availability of vessels, maximum allowable draught and requirements of coal. The vessel types vary
with deadweight tonnage (DWT). Handy, Handymax, Panamax, Capesize, Aframax, Suezmax,
Chinamax, Qmax, VLCC and ULCC etc. are the vessels with different DWT available in world trade
market at present. The best vessel type has been suggested considering coal requirement, maximum
allowable draught in Bangladesh coast and cost effectiveness. In this line, numbers of consultation
meetings were made with Mongla Port Authority, Bangladesh Navy, BIWTA, Ship Building
Industries, Shipping Agent, Maritime Transportation Experts and Inland Transportation Experts.
38
39
4.2.4
Waterways are operated and maintained by the BIWTA. At present BIWTA operates 3,876 km
waterways in dry season and 6000 km in wet season of different classes. The inland transportation
route for lighterage operation would be identified from BIWTA navigation map and considering
navigability of the waterways, shortest distance, and minimum economic cost. At present attempts
have been taken to analyze navigability and bathymetry of inland rivers to suggest a best suitable
route.
Lighterage option
A best suitable lighterage option has been suggested evaluating lighters available in local and
international market and maximum allowable draught in inland waterways. A market survey has been
carried out along with consultation with local lighter owners and operators, Bangladesh Shipping
Corporation, Port Authorities, BIWTA, Ship builders companies, etc. The loading equipment has been
planned in similar way. Different alternative plans of Lighterage operation considering different
Lighterage location, vessel options and navigability of rivers have been identified and are discussed.
Mode of operation
The operational plan also include different options for obtaining lighter and all equipment such as
direct ownership of the lighterage operation or engaging outsourced party for operation through
hiring. Time charter and trip charter are the two most common mode of hiring lighterage has been
taken into consideration. Different alternative plans including mode of operation, Lighterage location,
vessel option, navigability of rivers and force majeure have been developed and evaluated to attain a
best suitable mode of operation:Estmation of cycletime and lighter quantity
The cycle time for different type of lighter has been estimated considering average speeds
(considering tidal impacts), distance between lighterage location and discharge location, time for
berthing and maneuvering at load and discharge port, preparation for departure, draught survey, and
10% contingency factor.
Considering this cycle time, lighter capacity, daily coal requirement, loading and unloading facilities
in mother vessel and discharge points, and capacity of the water way, required numbers of lighter to
be operating in the lighterage at a time has been estimated.
Freight calculation
Cost of freight has been considered to estimate for different type of lighter. In addition, freight
calculation has been considered to take the draught, vessel quantity, fuel consumption, fuel price,
distance, average speed of voyage, port tariff, BIWTA tariff, custom charges, etc. in account.
Identifying force majeure
Number of days in a year for which lighterage operation might not be possible will be forecasted
considering yearly records of BIWTA, Port Authority and Bangladesh Meteorological Department
who issue warning signals for inland navigation during cyclone and storm. In addition, experience and
perception of inland masters, officer cadets, lighter owners, and deck cadets has been taken into
account, commencing sufficient number of consultations and interviews.
40
Available data on sea state including wave, wind, tide, current, etc has been collected from available
sources. Model generated sea state data including sea calm ness has been collected from tranquility
analysis carried out by feasibility study team of Deep Sea Port.
4.2.6
Most of the ports have an immediate problem of navigation though the channel and need their
dredging, or are expecting to have to deal with that problem in the near future. In some ports, the
problem is acute and a channel is reducing access to the port for larger vessels. In others, the vessels
can reach the dock unloaded or partially loaded, but cannot pass through the exit channel when loaded
to full capacity due to navigation problem. The other difficulty is the need for additional channels to
allow vessels to pass on their way into, or out of, the port.
Dredging requirement has been estimated analyzing recent hydrographic chart and long profile of the
River. Beside, location of shoals, required depth and width of the channel has been identified.
Dredging cost has been estimated considering present rate of dredging cost collected from BIWTA,
Chittagong Port Authority and Mongla Port Authority.
Dredging is common approach for solving navigation problem. Since the connecting channel between
the Karnaphuli and Passur doesnt have navigability in all reaches, it is crucial to identify the location
of sand deposited in this channel. Time series satellite images were helpful to identify locations where
sand deposition is a continuous process. Remote Sensing and GIS technology available at CEGIS
would be a good approach for this component. Analysis of time series satellite images could easily
determine the locations of deposition where dredging could be proposed.
4.2.7
Study on logistics for coal unloading and handling at port and project site
Exploration of existing logistics
For coal based thermal power plants, the existing facilities at the Mongla and Chittagong ports have
been evaluated in consultation with concern port authorities and be based on available historical cargo
handling information. Based on the above information, forward planning for the logistics has been
made to handle bulk cargo in both ports.
41
42
4.2.8
Both the proposed plant site jetty/coal terminal and power plant site are located almost at the same
area. As such, transportation of coal by railway does nt need. On the other hand, there is, at present,
no railway, even considering the overall aspects, it may be concluded that there is no scope to
construct railway in future also. In this situation, transportation of coal from port site to plant site
doesnt come in consideration.
Proposed power plant site at Maheshkhali
Maheshkhali is an isolated place from the countryside and situated nearby the proposed Deep Sea Port
at Sonadia Island. This proposed port, being the Deep Sea Port, consisting of a good numbers of
additional facilities for operation of coal carrying vessels throughout the year as there will not crop up
any Draught problem. On the other hand, there is no existence of railway facility at present but in near
future it could be available. Hence, transportation of coal by Rail does not come in any consideration.
Proposed Power Plant site at Khulna
This site is located at Rampal Upazila, Bagerhat. The location is at a distance of about 14 km from the
probable coal jetty at Mongla. As it is understood, a project of Bangladesh Railway for Construction
of about 53 km long Railway starting from Mongla port to Khulna is under process scheduled to be
completed by 2013. On the other hand, Installation works of proposed Thermal Power Plant at
Rampal Upazila; Bagerhat is scheduled to be completed by 2015. As the project site is only at a
distance of about 14 km from the Mongla port area. In the circumstances, there prevails nice scope to
undertake a project for construction of railway from Mongla Port to Plant site. However, it requires
cooperation and all out assistance from Railway Authority and Bangladesh Government as well.
Within the scope of this study, the following aspects would be evaluated to work out the alternative
plan of coal transportation by rail:
4.2.9
The study has explored economic way of ash handling and its utilization in development process of
the country or of export. Accordingly, the study recommends appropriate ash disposal system
including ash disposal facilities at site and jetty, ash-processing plants and diversified use of fly ash
and bottom ash.
4.2.10 Environmental and ecological Issues
The environmental and ecological issues have been considered to evaluate with the purpose of
providing feedback to the Environmental Impact Assessment (EIA) of the proposed thermal power
plants. Environmental issues and concerns related to coal sourcing, coal transportation and coal
handling have been identified and evaluated with expert judgment, experience and world standard. All
regulatory measures related to the environmental and ecological safety are to be maintained during
coal sourcing, transportation and handling have been be identified and evaluated. The coal quality has
been determined considering all national and international environmental regulatory measures and
43
possible impacts of coal firing in the power plant. Special attention has been given to Sundarbans,
riverine fisheries resources and other environmental sensitive area occurring in and around the
proposed location of power plant and the route of coal transportation within Bangladesh. In line with
the identified potential environmental impacts, measures have been suggested to control pollution
causing activities, to mitigate the impacts and to limit the consequences of the impacts. A
comprehensive Environmental Management Plan shall also be developed. The studies on
environmental issues are to be started after finalization of coal sources, plan of coal transportation and
handling system.
44
5.1
In connection with the study, a wide range of consultation meeting has been conducted with relevant
government and non-government department and organization. The opinion and suggestions of the
relevant stakeholders are given in the following table (5.1).
Table 5.1: Opinion and suggestions of Mongla Port Authority
Person / Organization
Mr. Abdul Mannan,
Member Finance
Commander Anam
Ahmed, Harbour Master
Md. Helaluddin Bhuiyan,
Secretary
Md. Masud Ullah, Senior
Security Officer
Khan Altaf Hossain,
Chief Engineer, Marine
Md. Kaosar Ali, Chief
Engineer, Civil
Discussing Issues
Coal
Transportation and
Handling
Port Facilities
Coal Terminal
Development
45
Person / Organization
Discussing Issues
Coal
Transportation and
Handling
Port Facilities
Coal Terminal
Development
Coal
Transportation and
Handling
Navigational
Facilities
Coal Terminal
Development
46
Person / Organization
Discussing Issues
Coal
Transportation
Lighterage
operation
Lighter availability
Cost of
transportation
Commander M G N
Siddquey, (c), psc, BN,
Executive Director,
Mongla Cement Factory
Ash utilization
Mode of
Engr. Md.
Quamruzzaman
Managing Director,
transportation and
lighterage operation
for clinker import
Potential of
Indigenous coal
resources
47
Person / Organization
Barapukuria Coal Mining
Company Limited
Coal Sourcing
Discussing Issues
Person / Organization
Discussing Issues
Development
Commodore Riazuddin,
MD, Khulna Shipyard
Navigability of
Inland rivers
Type and design
for purpose build coal
carrier
Construction of
vessels
Capt. M. Wahidur
Rahman, General
Manager (Insurance and
Capacity of BSC
for handling large
numbers of ships and
49
Person / Organization
Claims Department),
Bangladesh Shipping
Corporation
5.2
Discussing Issues
transporting coal
from foreign country
The following table provides the details of consultation with different key informants that has been
conducted so far.
Table 5.2: Key Informants Consultation Matrix
Key Informant
Rear Admiral Md Khurshed
Alam (C) ndc, psc BN (Rtd),
Additional
Secretary
(UNCLOS), Ministry of
Foreign Affairs
(interviewed on 24 Oct.
2011)
Mr.
Wahid
Salam,
Chairman, Carbon Mining
Company, Bangladesh
And Investor, Coal Mine
Development in Philippines,
Indonesia and Australia
(interviewed on 10 Jan.
2012)
50
5.3
Communication and discussion on different issues with BPDB were very common and time to time.
The inception report, brief progress report were presented in meeting. BPDB also arranged a meeting
with JICA team of Power System Master Plan on 14 December 2011 where CEGIS also presented the
progress of the study to gain valuable comments of JICA experts. Similarly three consecutive meeting
were held (on 25, 26, 27 December, 2011) with NTPC, the feasibility study team of Khulna Thermal
Power Plant to gather their comments, suggestion and guidance and to exchange different ideas,
knowledge and data so far generated through the study. After completion of the international visits by
the study team, a meeting was held at MoPEMR on 3 May 2012 to share the experience of the
international visits and the major findings of the Draft Final Report. Afterwards, on 19 June, a
discussion meeting was held with BPDB to share the conclusion and recommendation of the study
team and to have comments and responses of the experts of BPDB. The the meeting the foreign
experts presented the details findings of the study and the recommendations of the study team for coal
sourcing and transportation.
Plates 5.5: Progress report meeting with BPDB and JICA, the PSMP study team
51
Plates 5.8: Consultation Meeting with Khan Brothers Ship Building Ltd.
Plates 5.9: The team visiting Shipbuilding facilities of Khan Brothers Ship Building Ltd
52
Plates 5.10: Few ongoing shipbuilding projects of Khan Brothers Ship Building Ltd
Plates 5.12: The team visiting Shipbuilding facilities of Western Marine Shipyard Ltd
Plates 5.13: Few ongoing shipbuilding projects of Western Marine Shipyard Ltd
53
Plates 5.14: Meeting with Wahid Salam, Carbon Mining Company Ltd, Bangladesh
54
Coal Market
The world coal market is a global industry, with coal produced in more than 50 countries and
consumed in over 70 countries. The large number of coal suppliers that are active on the coal market
and the ease of transportation by rail or by sea ensure efficient and competitive functioning of the
global coal market.
55
6.2
The historical view of the coal market shows that coal prices have remained relatively stable and
affordable than the prices of oil or gas. After the recent price hikes in summer 2008 (partly China
driven and peak of world economy), coal prices have recovered and the market has returned closer to
its equilibrium. Coal price projections indicate that coal will remain an affordable resource in the
following decades but volatility will likely increase. These features are shown on Figure 6.3.
56
6.3
Coal Cost
The supply cost has to be seen in relation to the macro-economic perspective, thus relating to each
specific producing country and its free-on-board (FOB) cash cost. This comparison is provided in
Figure 6.4, showing the competitiveness of producing countries in 2009, indicating the lowest level of
FOB pricing (not considering different heating value).
57
Export Mt
5.7
65.4
49.2
59.5
145.7
121.9
0.2
27.07
27.20
28.59
32.15
33.37
38.32
40.58
Kamandanu, B. 2011
58
Rank
1
2
3
4
5
6
7
Country
Russia
USA
Canada
Total /Average
Export Mt
10.7
5.0
4.7
468.0
48.12
50.64
57.03
33.81
Rank
8
9
10
As Figure .4 shows the competitiveness prices, the lowest possible price levels, it is important to
know what a wide range of negotiation surcharges has to be expected. Currently the mining costs
surcharges (such as amortization, cost of capital, etc.) are approximately 20%. This adds up to coal
costs at the mine of:
approx. 40 US$/ton for South African coal,
This estimation is based on Figure 6.4 and does neither include any profit for the mining company and
any trader, nor any insurance, surcharges for marketing, etc.
Table 6.2: Estimation of coal price (FOB)
Calorific value
Production costs (coal statistics)
Sales price (coal statistics)
Local transportation to harbour (rail and barges)
Other charges (insurance, storage)
Trading surcharge
Coal FOB (calculated)
Coal FOB (coal statistics)
Adjusted to 6,000 kcal/kg
Adjusted to 5,500 kcal/kg
Units
South-Africa
Richards Bay
Indonesia
Australia
kcal/kg
US$/ton
US$/ton
US$/ton
US$/ton
US$/ton
US$/ton
US$/ton
US$/ton
US$/ton
6,000
40
69
8 - 11
3-4
15
99 - 107
110
110
101
5,000
41
68
5 - 11
6
20
103 - 115
108
130
119
6,000
47
65
7 -11
8
20
108 - 113
126
126
116
Source: International Energy Agency (2012) and World Energy Council (2012)
6.4
6.4.1
Despite worldwide growing environmental concern, coal still provides 29.6 % of global primary
energy needs. At present coal generates around 42 % of world electricity (World Coal Association,
2011). After recent tsunami and thereafter nuclear accident in Japan, many countries are opting coal
based mega thermal power plant for future. World Coal Association estimates present world coal
reserve would be 860.9 billion tons of which 35.4 % is deposited in Europe and Eurasia and 30.9% is
deposited in Asia Pacific region. With individual country, US have the largest coal reserve in the
world (see Figure 6.5). On the other hand, China produces highest amount of coal at present (Figure
6.6).
59
Anthracite and
bituminous
108501
3474
860
112835
6366
479
45
6890
2
192
99
13
21500
4338
10
49088
200
529
15351
228
1440
92990
30156
502
860
1203
32721
37100
62200
56100
1520
340
Sub-bituminous
and lignite
128794
3108
351
132253
4559
380
679
5618
2364
908
40600
3020
1647
12100
1371
281
107922
330
1814
18522
20735
211614
174
174
39300
52300
4500
4009
10
60
Total
Share of Total
237295
6582
1211
245088
4559
6746
479
724
12508
2366
1100
40699
3020
1660
33600
5709
291
157010
530
2343
33873
228
22175
304604
30156
502
1034
1203
32895
76400
114500
60600
5529
350
27.6%
0.8%
0.1%
28.5%
0.5%
0.8%
0.1%
0.1%
1.5%
0.3%
0.1%
4.7%
0.4%
0.2%
3.9%
0.7%
#
18.2%
0.1%
0.3%
3.9%
#
2.6%
35.4%
3.5%
0.1%
0.1%
0.1%
3.8%
8.9%
13.3%
7.0%
0.6%
#
R/P ratio
241
97
130
231
*
91
120
*
148
82
22
223
44
183
303
43
9
495
73
27
462
13
317
257
119
301
*
*
127
180
35
106
18
382
Anthracite and
bituminous
33
300
150
1582
159326
404762
155926
248836
5101
86725
Sub-bituminous
and lignite
538
300
2070
126
1239
2125
106517
456176
222603
233573
51047
141309
Total
Share of Total
R/P ratio
New Zealand
571
0.1%
107
North Korea
600
0.1%
16
Pakistan
2070
0.2%
*
South Korea
126
#
60
Thailand
1239
0.1%
69
Vietnam
150
#
3
Other Asia Pacific
3707
0.4%
114
Total Asia Pacific
265843
30.9%
57
Total World
860938
100.0%
118
of which: OECD
378529
44.0%
184
Non-OECD
482409
56.0%
92
European Union
56148
6.5%
105
Former Soviet Union
228034
26.5%
452
* More than 500 years.
# Less than 0.05%.
Notes: Proved reserves of coal - Generally taken to be those quantities that geological and engineering information indicates with
reasonable certainty can be recovered in the future from known deposits under existing economic and operating conditions.
Reserves-to-production (R/P) ratio - If the reserves remaining at the end of the year are divided by the production in that year, the result is
the length of time that those remaining reserves would last if production were to continue at that rate.
Source of reserves data: Survey of Energy Resources, World Energy Council 2010.
China is the single biggest coal producing country in the world and produces almost 50% (48.3% in
2010) of global coal production. India, Australia, Indonesia and South Africa are the other major coal
producing countries that are also relatively closer to Bangladesh.
6.4.2
Australia exports highest amount of coal in total including coking coal and steam coal. On the other
hand, Indonesia is the largest exporter of steam coal (Figure 6.7). China and India are also producing
largest amount of coal, but they are exporting little. China and India comprise largest share as coal
importing countries (Figure 6.8). Japan is the highest coal importer.
61
On the other hand, China and India are also in the group of top most countries importing coal (Figure
6.7).
This chapter has provided various sources and options of coal at national and international level. It is
therefore needed to be explored the potential international coal markets for importing the required
quantity and quality of coal for the proposed power plants. Some potential international coal sources
including their reserves, quality, market price etc. is provided in Chapter 9.
62
North West part of the Bangladesh is well known for deposition of good quality Gondwana coal. This
coal can be the best alternate indigenous source of energy for Bangladesh. So far, five Coal (besides
Kuchma and Singra, deep-seated deposits) have been discovered having in- situ Coal Deposit of about
2.5 Billion metric tons (Table 7.1). Among these, only Barapukuria coalfield has been developed.
The other coal deposits await governments decision and appropriate guideline for mine development.
If developed, these coal deposits have the capability to feed at least proposed Khulna and Chittagong
coal fired power plants and beyond. The Coal bearing area of NW Bangladesh is very well to
reasonably connect by rail and road to the proposed Khulna coal fired power plant. The abovementioned coal deposits should be taken up for earliest development to meet the urgent need of
energy for implementation of millennium development goal of Bangladesh.
7.1.1
Geological Survey of Bangladesh (GSB) and BHP discovered five coal deposits with potential of
about 2.5 billion metric ton in place (Table 7.1 and Map 7.1). It has been estimated that the proved insitu reserves of four deposits (Jamalgonj coal deposits has not been considered, due to its higher depth
of occurrence) amount 884 million metric ton (Table 7.1).
Table 7.1: Estimated coal resources in different coal deposits in Bangladesh.
Location/
Field
Barapukuria
Dinajpur
Khalashpir
Rangpur
Phulbari
Dinajpur
Jamalgonj,
Joypurhat
Dighipara,
Dinajpur
Year of
Discovery
Drilled
Well
1985-87
31
1989-90
14
257-483
685
685
143
1997
108
150-240
572
572
288
1962
10
1053
1994-95
6401158
328-407
600
600
150
Total
3300
2247
884
Source: Barapukuria Coal Mine Ltd, Asia Energy Corporation, Bangladesh, and
Bangladesh.
63
Proved in-situ
reserves
(million ton)
303
Geological Survey of
Coal quality
Sub-Bituminous to Bituminous coal is available in our discovered coal deposits. (Bituminous coals:
are dense black solids, frequently containing bands with a brilliant luster. The carbon content of these
coals range from 78-91 percent and the water content from 1.5 to 7 percent; Sub-bituminous coals:
usually appear dull black and waxy. These coals have carbon content of up to 48 percent and are used
for electricity generation. At present Barapukuria produces coal of having average heating value of
10980 BTU/lb and very low sulfur content (less than 0.6%). Same quality coal also present in other
coal deposits. Table 7.2 presents specification of coal deposited in different coalfield.
64
Barapukuria
1.3-1.4
10.0
Khalashpir
1.3-2.6
---
Phulbari
1.38-1.52
2.-2.9
Jamalgonj
---3.58
Dighipara
1.18-1.44
2.87-4.32
11 -20
29.2
44.9-54.7
0.52-1.33
17.5-27.3
17-40
48.6-60.5
0.51-0.96
6.5-19
33
--0.8-1.0
22.4-25.7
30 -40.6
47
0.6
2.53-20.05
25.29-37.59
43.10-65.63
0.49-1.29
5800 - 7100
5900-6500
Min 6800
6600-6700
5700-8200
Source: Master Plan on Coal Power Development (JICA, 2010), Elahi, M. M., 1995
7.1.2
Barapukuria Coal Field is located at Parbatipur Upazila of Dinajpur District, was discovered by
Geological Survey of Bangladesh (GSB) during 1985. It contains Sub-Bituminous to Bituminous
Gondwana coal. The Proved in situ coal reserve of the field is about 300 million MT. This is the only
developed coal field in Bangladesh. The coalfield has been developed to produce one million ton/year
coal by underground method from the central and southern part of the field. The mine produced 0.5 to
0.8 m MT of coal from 2006/7 to 2010/11. This Coal Field has also a very good potentiality to
produce coal by open cut method from the Northern part. It may be noted that the depth of coal to the
north part is shallower i.e. about 100 meters below the surface. From this area, coal cannot be
extracted by underground mining method due to absence of effective seal between water bearing sand
and coal. To enhance production and better recovery of coal from this field, the concerned authority
and GOB may like to take up a feasibility study at earliest. In case of open cut mine to the Northern
part the field has a potentiality to produce two to 5 m MT of Coal per year. Most of the coal in this
field would match the specification of proposed Khulna Coal fired power plant. The field is connected
by Broad gauge rail line and very good road. There is a scope of improving existing railway line to
transport Barapukuria coal from source to Proposed Khulna Power plant site. Asia Energy
Corporation has carried out a detail study to transport Phulbari (neighboring Barapukuria) coal from
mine mouth to Mongla Port. This study might be helpful for transportation of imported coal through
Mongla port as well as transportation of Indigenous coal from Northern part of the country.
Khalashpir Coal Deposit
Geological Survey of Bangladesh discovered Khalashpir coal deposit located at Pirgonj Upazila under
Rangpur District. It contains Sub-Bituminous to Bituminous coal. Most of the coal of the field would
match quality required for Proposed Khulna Power Plant. Now the field is under exploration license
to a joint venture private company of Bangladesh and China. The joint venture company has
submitted a feasibility study report. The report has been reviewed by IMCL appointed by
EMRD/HCU. The consultant made some suggestion to improve the feasibility study report before
guaranteeing mining lease. Based on the acceptable revised feasibility report, BMD /Government may
take appropriate action to expedite development of the coal deposit. The deposit has a potentiality to
produce 2 to 3 million tons of coal per year. The Lessee and consultant (IMCL) has suggested for
open cut mining in this deposit. This coal deposit has a potentiality to produce one to 3 million tons of
coal per year.
65
66
Possible discoveries
There is good probability of discovering new Coal Deposits in the surrounding area of the previously
discovered Coal Deposits of Bangladesh. All out attempt may be made to encourage private parties
(National/Expatriate) to invest for Coal Exploration in the area by declaring investment friendly Coal
policy.
7.1.3
Coal production
Present production
At present, among the five discovered Coal Fields, only Barapukaria Coal Mine has been developed
which produce around one Million MT of coal a year. The field commenced commercial production
from 2005/6. Since its development, the mine has been faced various underground mining problems
including spontaneous combustion, hot water and high temperature. Figure 7.1 shows coal production
of the mine during 2001/2 -2010/11 collected from Barapukuria Coal Mine Company Ltd.. Most of
the produced coal of the field is consumed by Barapukaria Coal fired power plant and the rest by
brick fields and other industries.
67
--
884
Khalashpir
Phulbari
Dighipara
Jamalgonj
Total
3.
4.
5.
0.8 to1.0
Nil
Nil
Nil
Nil
0.8 to 1.0
Present
production
(million
tons/ year)
10 to 19.0
Nil
1 to 3
5.0 to 10.0
2.0 to 3
Open
2.0 to 3.0
5.8
12.0
Nil
to
1.0 to 3.0
2.0 to 5.0
2.0 - 3.0
UG
0.8 to 1.0
Forecasted Production
based on mining
methods (million
tons/year)
Source: Modified after Master Plan on Coal power Development (JICA, 2010)
150
288
143
303
Barapukuria
1.
Proved
in-situ
reserves
(million
tons)
Coal
Deposit
Sl.
No
68
6 to 7 years
4 to -6 years
4 to 5 years
5to 6 years
Mine
development
Time
Remarks
7.2
From the above tables (Table 7.3) it may be seen that in case of field based applicable (open/
Underground) mining methods are employed the production potentiality of coal of the discovered
coal deposits per year would be about 10 to 19 million tons which may be achieved in 5 to 7 years
under a congenial coal exploration and development environment. One of the major barriers to
exploitation and exploration of indigenous coal is the lack of public awareness. Commitment of
ensuring improvement of livelihood of the locals (in and around the mining area) has not been
properly addressed/disclosed by the relevant agencies. The most important water source of the area is
the Dupitila formation, which is above the coal deposits. As such, the concerned and stakeholders
apprehend significant impacts on water management of the area in case of open cut mine
development.
For proposed Khulna and Chittagong coal fired power plants, total requirement of coal would be
maximum 9.44 million metric tons (4.72 x 2) in a year. The deposits have the potentiality to supply
this amount of coal up to the considered plant life time. However, at present, it is not possible to
feed these proposed power plants from these indigenous sources. To ensure energy security and
economy of the country all out effort should be made to develop the discovered coal deposit to supply
coal from the indigenous source. Even further exploration and development of coal in Bangladesh
may even allow indigenous sources to feed Maheshkhali proposed power plant.
However, the proposed power plants may come up before the development of the potential indigenous
coal sources. Considering this fact, BPDB has to look for external reliable, sustainable and economic
sources to feed the plants for a considerable time. The same has also been realized in power system
master plan (PSMP, 2010).
7.3
The Government should consider the exploitation and exploration of the coal in the
Northern part of the country as a prime issue for the energy policy.
For the Northern portion of the Barapukuria deposit an open-pit mining concept should be
elaborated under consideration of:
o
the utilization of the overburden volumes of the first mining period - until in-pit
disposal can be applied.
For the underground mines, the backfilling of the mined out sections should be
considered in order to optimize the extraction of the available coal resources.
In a long run a coal strategy integrating all coal occurrences qualifying for mining should
be prepared and transferred into a time schedule.
69
7.4
In Bangladesh Geological Coal Resources of approximately 884 million metric tons are known to
occur. Not all the prospective ground (mainly in the Gondwana basin) has been explored yet. Further
exploration work certainly will discover additional Resources.
Of the known occurrences only a smaller portion can be extracted by open-pit mining. This applies for
approximately 135 million ton of coal in the Northern part of the Barapukuria deposit, the only active
coal mine of Bangladesh producing coal by underground technology in the Southern portion of the
deposit.
Since the coal, deposits in water-saturated younger sedimentary units the water management becomes
a major activity in preparation of the property for the mining activity overlie Bangladesh. This is a
technical issue and a challenge in terms of public acceptance since most of the population in the flat
farming districts depend on ground water for irrigation.
This conflict of interest can only be avoided or solved by an intensive communication and public
relation campaigning. Nevertheless, this will be a tedious process lasting for some years. The mining
industry in other parts of the world had to face similar problems mainly when the public
involvement activities started not early enough. All involved companies realized that it is rather
difficult to regain public confidence and support after the social consensus has been violated.
For the proposed power plants, coal from the indigenous sources may not be available at the initially.
Nevertheless, at least for the Khulna Power Plant, considering the cost of coal, transportation, etc of
the imported coal, all out effort may be made to develop the indigenous coal.
70
Introduction
Two teams consisting members from the Ministry of Power, Energy and Mineral Resources
(MoPEMR), Power Cell of MoPEMR, BPDB and CEGIS (Consulting organization involved in Coal
sourcing, transportation and handling study) visited South Africa, Australia, Singapore and Indonesia
to have meeting with different coal producers, coal suppliers, coal traders, coal terminal operators,
shippers, shipping agents, ship brokers, ship survey and inspection agents and solicitors in connection
with the study. The team-visited coalmines, coal terminal, barge loading points and coal crushing,
washing and processing plant in Australia and Indonesia.
A wide range of consultation meeting was carried out with different stakeholders playing important
role in coal sourcing, transportation and handling in South Africa, Australia, Singapore and Indonesia.
The opinions, suggestions and concerns of the stakeholders are briefly discussed in the following
sections.
8.2
71
8.3
Tour Program
Day
30 November,
2011 to 9
December
2011
26 March,
2012, Monday
27 March,
2012 Tuesday
Local Time
Activities
Visit South Africa and Meeting with
SASOL mining Company,
Johannesburg
0120 hr
0705hr
0900hr
1950 hr
0700 to 1200 hr
1400 hr
Remarks
Flight MH 197
Flight MH141
Shangri-La Hotel
1045 hr
Shangri-La Hotel
28 March 2012
Wednesday
1000 hr
Shangri-La Hotel
29 March 2012
Thursday
Shangri-La Hotel
Flight MH 122
30 March 2012
Friday
31 March 2012
Saturday
01 April 2012
Sunday
1500hr
2030hr
2245hr
2340 hr
0900 hr to 1700 hr
1105hr
1205 hr
1355 hr
1455 hr
02 April 2012
Monday
0900 hr to 1700 hr
03 April 2012
Tuesday
0900 hr to 1300 hr
1500 hr
72
Flight MH 609
Assisted by
Sapphire Pacific Pte
ltd
Flight MH 614
Flight MH 721
Assisted by
Sapphire Pacific Pte
ltd
Day
04 April 2012
Wednesday
05 April 2012
Thursday
8.4
Local Time
1800 hr
Activities
Meeting with Coal and Shipping
agent
0900hr - 1100 hr
1545 hr
1845 hr
2220 hr
0010 hr
Remarks
Flight MH 720
Flight MH 196
As part of the study on coal sourcing, transportation and handling for a sustainable coal supply to
three coal-based thermal power plant, GEGIS study team comprising of Team Leader and two
members of the study team conducted a meeting with SASOL Mining (Pty) Limited on 6 December,
2011. GEGIS team accompanying with the honorable secretary of Power Division, Ministry of
Power, Energy and Mineral Resources, and three representative from the Embassy of Bangladesh,
South Africa met with three high level officials of SASOL Mining (Pty) Limited at their
Johannesburg office. The participants of the meeting as below:
Table 8.1: Meeting details on Coal sourcing with SASOL, South Africa
Organization
SASOL Mining (Pty) Limited
Participants
Mr. Nasir Sheik Hassan
Global Sales Manager
Mr. Gerome Marrian
General Manager Marketing
Mr. Peter Digby
Manager marketing Services
Mr. Abul Kalam Azad
Secretary, Power Division
Mr. Giasuddin Ahmed Choudhury Team Leader of
the Study & Executive Director of CEGIS
Meeting Place
SASOL Mining
(Pty) Limited
Johannesburg
South Africa
With the aim of assessing the possibility of coal sourcing from SASOL, South Africa an intensive and
informative discussion was held which largely served the aim of the tour. The discussion not only
limited to the probability of coal import, transportation and handling facilities from SASOL and other
South African companies but also share the experiences of international coal market situation too. The
following issues were discussed:
73
74
Caphanco
80.0
Phase 3
60.0
Phase 2
50.0
Phase 1
40.0
30.0
20.0
P rojected
10.0
75
2010
2009
2008
2007
2006
2005
2004
2003
2002
2001
2000
1999
1998
1997
1996
1995
1994
1993
1992
1991
1990
1989
1988
1987
1986
1985
1984
1983
1982
1981
1980
1979
1978
1977
0.0
1976
70.0
Pha se V
Brownfields
E xports (M t/a)
90.0
Richards Bay Coal Terminal is a hub of strategic economic importance in the South African coal
industry. It is the primary source of export coal leaving South Africa, accounting for 69.2 million tons
in 2005, or 97.5 % of the coal exported from SA. The terminal has a bulk handling facility which,
together with its strategic business partners provides a reliable and uninterrupted flow of coal from the
mines through to its clients customers, making South Africa a preferred source of coal for the
international markets.
Focal point in SASOL
As mentioned, the meeting with SASOL representatives was very informative and fruitful. Mr. Nasir
Sheik Hassan, Global Sales Manager of SASOL Mining, will be the key contact person to developing
further communication in order to make a deal with SASOL for coal importing. He expressed cordial
interest to visit Bangladesh for a detail discussion with regard to coal supply for the proposed thermal
power plant, if needed. It is therefore required to develop a close communication with Mr. Nasir to
import coal from SASOL Mining
8.5
Visit to Australia
The Joint team visited Australia from 25 March 2012 to 30 March 2012. Additional Secretary of the
Power Division, MoPEMR was the Team Leader of the Joint Team. The composition of the team is
given below:
Ministry of Power, Energy and Mineral Resources, Bangladesh
1 Mr. Tapos Kumar Roy, Additional Secretary, Power Division
2 Mr. Mohammad Hossain, Director (Management), Power Cell, Ministry of Power, Energy
and Mineral Resources
Bangladesh Power Development Board
3 Mr. Minhaj Uddin Ahmed, Director (Civil), Bangladesh Power Development Board
4 Mr. Mohammad Ilyeas Rahman, Executive Engineer, Coal Project, BPDB
Consultants from Center for Environmental and Geographic Information Services (CEGIS)
5 Mr. Giasuddin Ahmed Choudhury, Executive Director, CEGIS and Team Leader of the Study
6 Mr. Md. Waji Ullah, Deputy Executive Director, CEGIS and team member of the study
7 Mr. Md. Sarfaraz Wahed, Director, CEGIS and team member of the study
8 Mr. Md. Shibly Sadik, Water Resources Professional, CEGIS, Jr. Environmental Expert of
the Study
In Australia the team visited a coal mine, two coal terminals and meetings with coal mine operator,
coal terminal operator, and a coal trading companies. A detail list of the agencies consulted during the
international visits has been attached in Annex IX.
8.5.1
An eight (08) member team four each from MoPEMR and CEGIS visited Australia from 26.3.12 to
30.04.12. The team carried out wide ranges of consultation meeting during their visit in Australia. The
objectives of the consultation meeting were to have detail knowledge on coal business (coal mining
activities, coal procurement, and transportation of system) in Australia with the target of sourcing coal
from Australia. The attached Table 8.2 is briefs on the opinions and suggestions of the
stakeholders/agencies consulted during the visits are narrated below:
76
Organization
Sojitz Australia
Limited
Category
Coal
Trader
2. Taru (Terry)
Shindo,
General
Manager,
Coal &
Energy Dept.
Representatives
discussed
1. Tadahiro
(Tad)
Kinoshita,
Managing
Director
Process of coal
procurement from
Australia
Role of Sojitz in
coal business
Coal Resources
and Reserve in
Australia
Coal Trading
system of Australia
77
Coal Business in
Australia
company.
Sojitz operates business through its four divisions- Machinery,
Energy and Metal, Chemical and Functional Materials, and
Consumer Lifestyle Business.
Sojitz runs its coal business through coal department aegis under
Energy and Metal Division.
Activities of Coal Dept. of Sojitz :
o Investment in Coal Mine, Coal Center, IPP, Coal processing
Plant, etc
o Sojitz Australia has investment in 11 coal mines in Australia and
performs exploration, development and operation
o Sources coal for JCOAL and provides technical support to
JCOAL
o Flexible coal supply, and
o Coal trading around the globe
Sojitz has more than 30years of experience in international coal
trading
At present from these 11 mines in Australia, 6.77 Mtpa coal is
attributable to Sojitz. It also sources coal from non invested mines
around the world.
Globally, Sojitz traded 12.33 Mt coal in 2010 where 17% was from
invested mines (equity share) and the rest 83% was from noninvested mines.
Sojitz supplies this coal to its buyers contracted under long term
agreement. As per new demand, they will further invest in mine to
source required quantity of coal.
Sojitz shows interest to involve with BPDB in coal sourcing,
transportation and handling
Coal price is always changing. In common practice, only the index
discussed Issues
Organization
Moolarben
Coal
Operations Pty
Ltd (MCOPL)
Category
Coal
Producers
Frank Fulham,
General
manager
Representatives
discussed
78
Coal
Future
Development Plan
Scope of
Procurement
Coal
Mining
Activities,
Coal
Reserve,
Productions, Sell.
Overview of the
Moolarben coal mine
discussed Issues
Organization
Newcastle
Coal
Infrastructure
Group (NCIG)
Category
Coal
Terminal
Operator
Tour Officer
Representatives
discussed
Loading
Coal
System
79
(the
presentation
showed by the NCIG
is appended in the
Annex VIII
and
Handling
Coal
System
Stacking
Stockyard
Management
Terminal
Coal
Facilities
discussed Issues
Organization
Port Waratah
Coal Services
(PWCS)
Limited
Category
Coal
Terminal
Operator
Representatives
discussed
Handling
Coal
System
80
Terminal
Coal
Facilities
discussed Issues
o Two yard conveyors
Stockyard Management:
o Mixture of dedicated stockpiles and cargo assembled
stockpiles
o Regular high volume shippers will have dedicated
areas
o Other shippers will have cargo assembled areas
o Blending by combining stack out patterns with
reclaim patterns
9 Outbound system rated at:
o Reclaim capacity 8,500tph
o Ship loading capacity 10,500tph
9 Ship loading system consists of:
o Four conveyor belts
o One buffer bin
o Sample station
o One ship loader
o Two wharves
9 Future Plan:
o Minimize the effect of deballasting and tidal
departures
o Keep reclaiming during hatch changes
9 Channel Depth: 15.2m
9 Berth Position: 16.5m
9 Tidal range: 1-2 m
9 Strong Environmental Management and Occupational health
and Safety System
9 Transportation loss: less than 1%
PWCS operates two coal terminals in Newcastle (Map 7.3)
9 Kooragang Island and
9 Carrigton Island or Carrinton
Coal Supply: Hunter Valley Coal Chain Coordinator
Infrastructures in Kooragang Island
Coal Receiver
9
Category
Organization
Representatives
discussed
and
Loading
81
(the
presentation
showed
by
the
PWCS is appended
in the Annex VIII
Stacking
Stockyard
Management
Coal
System
discussed Issues
Map 8.1: Location of the visited coal mine- Moolarben Coal Mine
82
83
84
8.5.2
Australia has considerable reserves of metallurgical and thermal coals. It has more than 76 billion
metric tons of efficiently recoverable reserves of black coal (BP, 2011). Significant resources occur
throughout the country, but production for export markets are currently based on deposits in the
eastern states of Queensland and New South Wales. The Australian coal industry has over more
than100 numbers of privately owned coal mines located mainly in the coal exporting states of New
South Wales and Queensland and employs over 21,000 people through Australia. About 60 of these
mines have open cut operations while 50 have underground operations. These include around 10
mines with both open cut and underground operations.
In Australia, most of the coal miners explores, develops and operates mine with financial investment
of shareholders. As such, the shareholders market the product coal. The productions are attributed to
shareholders on equity basis.
Coal suppliers source coal from their invested mines as well as from non-invested mines (from
shareholders). Potential buyers have to contact with coal traders, coal suppliers on directly with the
shareholders of the mines for coal procurement. Long-term supply agreements with index linked price
of benchmark price are the common practice of coal procurement contract with coal
traders/suppliers/mine shareholders.
Australia generally exports coal of higher GCV value (above 6000 kcal/kg). Among its 76 billion tons
of proved reserve, 51 percent coal is Anthracite and Bituminous, and rest 49% is sub-bituminous (BP,
2011). General specification of the exported coal is given below:
Table 8.3: General specification of Australian coal
GCV (Kcal/kg)
AR
5732 6900
AD
6100 7250
TM
(%
Max)
AR
6.0 18.5
IM
(%
Max)
AD
1.013.5
Ash
(%
Max)
AD
8.7 21.0
VM
(%)
AD
19.050.0
FC
(%)
by diff.
TS
(%
Max)
AD
0.2 1.0
HGI
37 82
AFT
Sizing
Deg. C
(mm)
(Max)
50
1300 1600
Newcastle Port Corporation is the largest coal terminal. There are three coal terminals at Newcastle
Port Corporations. Two terminal are at Kooragang Island operated by NCIG and PWCS and while the
other is in Carrigton Island operated by PWCS.
The coal transportation system from mine mouth to export port is very efficient and sustainable.
Hunter Valley Coal Chain Coordinator (HVCCC) is one of the largest Coal Supply Chain in New
South Wales. About 90% of coal from this supply chain is exported through Newcastle coal terminals.
The HVCC includes 40 mines operated by 14 producers, three train haulage operators, two track
infrastructure operators and three export coal terminals. Annually the three export terminals handle
1200 vessels. The supply chain is operated with the target of 365 operation days (24hr a days, and 365
days a year). The entire system is monitored and controlled through an automatic monitoring system.
8.6
Visit to Singapore
After successful completion of the activities in Australia the above mentioned team visited Singapore
from 30 to 31 March 2012. Mr. Md. Maqbul-E-Elahi, Coal Expert, CEGIS and Deputy Team leader
of this Study Project also joined the team.
Though Singapore is not a coal or other mineral producer but it plays an important role in coal and
other mineral business in Asia
To understand the Coal business, its modality etc. in Singapore the team had meeting with a
numbers of coal traders, shippers, ship brokers, solicitor, etc. A detail list of the agencies consulted
during the international visit has been attached in Annex IX.
The points of discussions of the meetings along with the opinions and suggestions obtained may be
seen in details in Table 8.4:
Table 8.4: Information, opinions and suggestions of the stakeholders consulted in Singapore
Category
Organiz
ation
Sapphire
Coal
Trader and Pacific
Pte Ltd
Shipping
Agent
Represen
tative (s)
Capt.
Arun Dua
Issues of
Discussion
Role of
the
Coal
Traders and
Shipping
agents.
Coal
trading
system
Options
of
coal
procureme
nt
in
Indonesia
Coal
transportati
on system
87
Category
Organiz
ation
Represen
tative (s)
Issues of
Discussion
88
Category
Lawyer/
Solicitor
Organiz
ation
Joseph
Lopez
and Co
Represen
tative (s)
Joseph
Lopez
Issues of
Discussion
Coal
sourcing
process
Coal
Sourcing/S
upplying,
and
Transportat
ion
Agreement
Shipper
Vivek
Datar
TATA
NYK
Ship
Brokers
ADITYA
NUGRA
HA
PCN
(PT.PROL
IDO
CIPTR
NUSANT
ARA)
89
Category
Organiz
ation
Represen
tative (s)
Issues of
Discussion
Visit to Indonesia
8.7.1
The same team visited Singapore also visited Indonesia after completion of activities in Singapore.
During visit in Indonesia, the team had a wide range of meetings with coal producers, suppliers,
shippers, inspection, testing, survey and certifying company. The team also visited an open cut
coalmine and barge loading point in Jambi Province. A detail list of the agencies consulted during the
international visit has been attached in Annex IX. The important findings of the meeting are briefed in
following table:
90
Coal Producer
Category
Coal Suppliers
91
Coal management
Organization
Representative Persons
Discussing Issues
P.T
BORNEO Capt. Masood Farooque,
Coal export Policy
RESOURCES
(Former
student
of of
Indonesian
INTERNATIONAL
Bangladesh
Marine Government.
Academy).
Potential suppliers
of Coal for Bangladesh
Table 8.5: Information, opinions and suggestions of the stakeholders consulted in Indonesia
Information, Opinion and suggestions
PT. Boneo Resources is a trading company dedicated to supply coal from
Indonesia to the end users. Currently it is buying coal for a Pakistani
Cement factory form Nippon Oil and Energy Corporation.
Indonesian government in coming days may impose some restriction on
the export of Coal. The present Indonesian Govt. priority is to supply
energy to the domestic sector and has imposed regulation on the export of
unprocessed minerals including coal. Business communities are not happy
with the present policy. To have an over view on the debate The Jakarta
Globe, Tuesday, March 6, 2012 and Indonesian Coal web pages may be
seen. As such Indonesia may not be considered as lone source of coal for a
plant life.
Buy coal from the producer, those have good logistic for handling and
transportation of coal from the mine to the mother vessel. Among other
may be Middle East Coal Mining Company who is going to start
production from 2015 at the rate of 10 Million M tons of coal years.
Second option to buy coal may be from major coal traders those have good
track record to supply large quantity of coal for reasonable time like
Nippon Oil Company in Indonesia. There are also very good German Coal
Traders in Indonesia carrying out business with reputation in Indonesia.
Considering transportation cost and quality of coal it would better to buy
coal from Sumatra for Bangladesh.
Stressed the need to learn Coal Stockpile Management for the people
engaged in coal business and at plant site coal handling system.
Open pit Mining, depth Max. 20m, number of seams 2 (1m and 4-5m),
stripping ratio 1:4.
Age of coal: Tertiary (Plio-Pleistocene).
Reserve (Indicated); 7 million tons.
Production : 60-80 Thousands tons /months
Coal quality : Sub-bituminous, GCV 5300 Kcl/Kg (Air dried), Moisture
45%, Sulfur 0.2%, Ash content 5-8% Volatile matter 43-46%, HGI 60-70
Transported by truck to the nearby river site to load into 1000 tons to 3000
tons (depending on water depth) barge to ship it to mother vessels. Coal
from this mine is being exported to India.
Discussing Issues
Mining
PCN,
Kalimantan
92
Coal quality
Equipment
Stevedoring
Shipping document
Representative Persons
Organization
Testing
and Sucofindo, a state
certifying
owned
mineral
including coal quality
testing/inspection and
quantity
certifying
agency.
It has about 63
laboratory throughout
Indonesia.
Category
PT. Lestari
Persada
Coal Producer
Representative Persons
PT.
Baratama Mohammad Veroniko,
International,
Jl. Director Utama
Danau Sunter, Ruku
Terrace, Block A, No.
16, Jakarta Utara
Organization
Coal Producer
Category
Discussing Issues
93
Availability
Heavy Equipment
Quality of coal
of
Place of mine
No.
mine
operation
of
Mode
transportation
Place of Mining
Type
of
sale
/purchase contract
Present production
capacity
Type of contract
8.7.2
Over the past two decades, Indonesias coal industry has transformed itself from being an unknown,
minor player in Asias coal markets to the worlds largest exporter of steam coal. When compared to
the coal industries of Australia, the United States, the UK, South Africa, China, and India, Indonesias
coal industry is very young. Except for government-owned PT Bukit Asam (PTBA), Indonesias
major coal producers only started serious exploration work from the early 1980, with commercial
production at their mines commencing after 1988.
Estimation of the Indonesian Government shows that at the end of 2009 the Indonesian Coal
Resources has been increased to 104.94 billion tons while the proven reserves are 5.5 billion and
probable reserves are around 13.5 billion (Indonesian Coal Book, 2010/2011).
Nearly 80% of the Indonesian coal production is ranked as sub bituminous coal with the calorific
values of between 5,100 and 6,100 kcal/kg. In general, Indonesian coals have lower Sulfur (0.1% to
0.8%) and ash content (2% to 12%) but the moisture contents are relatively high (10% to 40%).
Due to low GCV, value and high moisture content Indonesian coals are sold at apparently lower price.
During the field visit, coal quality and related price of a particular coal producer (Redox Coal) were
collected from their office (Table 8.6).
Table 8.6: Coal quality and price of the product of Redox Coal
Analysis Basis
Energy
ADB
(Kcal/Kg)
TM (%)
AR
68006900
9-10%
53005100
38%
IM (%)
ADB
8-12%
8-12%
14%
13%
13%
15%
16%
ASH (%)
ADB
9-14%
10-12%
12-14%
10-12%
10-14%
10-14%
12-15%
VM (%)
FC (%)
S (%)
HGI
ADB
ADB
ADB
ADB
40-45% 40-45%
40-45%
40%Apprx 36-40%
36-40%
35-40%
By Diff By Diff
By Diff.
By Diff.
By Diff.
By Diff.
By Diff
0.8-1% 0.8-1%
0.8-1%
0.8-1%
0.8-1%
0.8-1%
0.8-1%
43-45
45-50
40-45
45-50
45-55
50-55
50-60
Price (USD/Ton) of REDOX coal as of March, 2012
FOB
Barge 107
95
81
73
44
42
FOB
MV
122
110
96
88
59
57
Source: Redox Coal, Indonesia
Note: The mentioned coal prices are the price of the products of Redox Coal as of March 2012. This
is only for reference, may not be applicable for estimation general coal price of Indonesia.
Note: AD: Air Dried; AR: As received; GCV: Gross Calorific Value; TM: Total Moisture; IM:
Inherent Moisture; VM: Volatile Matter; FC: Fixed Carbon; TS: Total Sulfur; HGI: Hardgrove
Grindability Index
94
8.7.3
8.7.4
With relatively lower GCV Value (5,100 to 6,100 Kcal/kg) with low Sulfur and Ash but
high moisture content Coal with relatively lower price are available in Indonesia. PDB
7and NTPC may look in the issue closely. If acceptable, the Bangladesh entities may save
a huge amount of money for importing of Coal.
Infrastructures for coal transportation are not well developed in Indonesia. Still greatly
dependent on nature i.e. wait for the rain to improve river navigability.
Indonesia has different business risk including failure in supply commitment (time,
quality, price, etc).
It would be advisable to go for long-term contract with coal producer who has long record
of accomplishment to supply coal with reputation and would be responsible to supply
coal on FOB (mother vessel) basis.
Alternately, to contract coal traders who has long record of accomplishment to supply
coal with reputation on FOB basis (mother vessel).
Price of coal may be adjusted with an acceptable benchmark to both the parties.
Considering sustainability of the coal supply, it is advisable to contract more than one
supplier.
FOB mother vessel price of coal varies in different locations of Indonesia. Coals from
Sumarta origins are cheaper in terms of FOB mother vessel than central and eastern
Kalimantan origins. Similarly, maritime transportation cost may also vary.
Reliable information on coal reserve, coal quality and ownership of mine in case of mine
leasing/JV operation
96
8.7.5
In case of offtake agreement and long term agreement with coal traders/suppliers
8.8
BPDB should tie with reliable coal producer/suppliers having strong investment in
multiple coal mine
Mining operation
Summary
As per requirement of the study on coal sourcing, transportation and handling, the international visits
and open discussion with stakeholders playing important roles in coal business were necessary.
Accordingly, the visits were successful in gathering relevant information, understanding global coal
trading system, process of coal procurement, identifying important stakeholders and establishing
communication with established coal suppliers.
In general, South Africa and Australia are sustainable source for coal having GCV of above 6000
kcal/kg. On the other hand, coal having GCV 5000 to 5800 are easily available in Indonesia but there
are some challenges that have to be overcome before sourcing coal from Indonesia. To ensure
sustainability of the coal supply, GOB should source coal from multiple countries, multiple suppliers
and engaging multiple shipping agents. In terms of cost, sourcing from Indonesia would be cheaper
due to low transportation cost and low cost of coal (GCV 5000-5800). Besides, transportation cost
would be higher in case of South Africa and Australia. However, actual cost of the coal completely
depend on size of the vessel to be used, and loading and unloading facilities at loading and unloading
port.
On the other hand, Mozambique is a new entrant in the world coal trade. A huge investment in
exploration, exploitation of coal, as well as development of infrastructure (roads, railway, ports, etc) is
going on there in Mozambique. It is expected that, in next five to seven years time it would be one of
the major coal exporting country in world. It would be prudent for Bangladesh to contract the relevant
stakeholders of Mozambique coal business at this stage for sourcing coal.
Considering the competitive market, it would be convenient for BPDB to make necessary
arrangement for coal sourcing (e.g. offtake agreement with producers) from these countries under the
active support of the government.
97
8.9
Recommendation
From the experience of the visit in South Africa, Australia, Indonesia, and Singapore the following
suggestions may be made:
Coal should be procured from multiple sources (multiple suppliers and multiple countries) for
ensuring continuous and sustainable supply
Australia would be a sustainable source for coal of higher GCV value (above 6000 kcal/kg)
Indonesia would be suitable source for coal of 5000 to 5800 GCV subject to above mentioned
challenges are successfully handled
Long term agreement with coal trader/suppliers would be suitable mode of coal sourcing
(considering present knowledge of mine operation and investment)
Offtake agreement (FOB Mother Vessel basis) with coal producer may be the suitable mode
of coal sourcing. However, investment in mine under JV agreement may be the future option
after earning enough experience and knowledge in coal business including mine operation.
If government opts to lease mine in Indonesia, a JV consultant group (local and Indonesian)
should be engaged for estimation of resource and reserve of potential mine
Long term agreement needs to be made with multiple coal transportation agents/shippers for
continuous supply of coal
BPDB will need to engage a survey and inspection agent for proper inspection and
monitoring of coal supply system, coal quality and coal quantity
The establishment of the contract with the mining companies proved to be very difficult. We
experienced that this contract should be prepared via companies with established relationship
to the mining companies or via governmental agencies.
Govt. should form a dedicated team comprising Ministry, BPDB, and other stakeholders at
the earliest possible time with the responsibility of initiating coal sourcing and transportation
Government should also assign responsible officers in the Embassy of Bangladesh at Jakarta,
Indonesia and High Commission of Bangladesh at Canberra, Sydney and South Africa for
coordinating the coal supply to Bangladesh.
98
99
100
101
102
103
104
The potential coal sources for the supply of the Client can be divided into three different categories:
past coal exporters, current and future.
9.1.1
Current producers
Under this category, only countries with an accredited coal export history will be considered. These
enclose South Africa, Australia and Indonesia.
The resource situation in South Africa can be summarized as followed:
Country with traditional coal mining.
The concentration of the coal producers on the Big Four, (BHP-Billiton and
Mitsubishi, Rio Tinto, Xstrata and Rio Tinto) creates an obscure market.
The Big Four concentrate strongly on the Asian market (India, China, Korea,
Japan, etc.). This is a fundamental keystone to take into consideration.
9.1.2
The quality might be suitable but lower calorific values and higher moisture content
increases the absolute supply and transportation costs.
Future producers
The current development of new markets represents an issue to be observed, especially under
consideration of long-term coal supply scenarios. Mozambique is considered to fulfill these
requirements.
The resource situation in Mozambique can be summarized as followed:
Appropriate coal resources are known in Mozambique. The quality is suitable as well.
The development of the coal resources started and is making good progress.
Mozambique is for the time being not a partner to be considered (only few mines are
currently under development, harbor facilities require upgrading) but this may change
over the next years.
105
New Zealand is a small coal producing country with only a limited export potential. Nevertheless,
coalmines in New Zealand will be contacted in order to evaluate the additional export potential.
9.1.3
Past Exporters
India and China are former coal exporting countries. Due to their industrial development and
corresponding increase in coal demand, these nations became presently the biggest importing
countries in the Asian region. For this reason, these countries do not represent an attractive alternative
for the Clients requirements.
Even the logistic situation is not designed for coal exports anymore.
9.2
To select one or more countries for importing coal for proposed coal fired power plants of
Bangladesh. The following factor are been considered;
9.3
Australia
9.3.1
Australia is one of the major coals exporting country of the world and it has long history of smooth
and uninterrupted supply. The Australian government has a very open policy towards the export of
coal. The present policy of the government is as follows:
Australia has a three-tiered federal system of government-Commonwealth, State/Territory and Local.
Local governments have significant responsibility for planning matters (including buildings on mine
sites), zoning and local environmental issues. Conditions for mineral exploration and development in
Australia are generally set out in State/Territory Mining Acts and related regulations, which specify
the procedures to be followed for, coal exploration and exploitation. Other State/Territory legislation
covers a broad range of issues including safety, employment, environment protection, royalties, and
transport within Australia. State governments also put levy taxes and charges for rail transport and in
some cases for coal loading.
Areas of Commonwealth Government responsibility relevant to the coal industry include the
economy, international trade, commerce, and industrial relations. In recent years, the Commonwealth
Government has relaxed or abolished many regulations affecting the coal industry. It has de-regulated
financial and foreign exchange markets, reduced taxes and charges, relaxed foreign investment
guidelines and removed export control powers on coal.
From the point of export policy of the Government, Australia may be chosen as one of the best
country to import of uninterrupted supply of coal to Bangladesh.
106
9.3.2
The Australian governments official estimates of coal resources and reserves are published annually
by Geoscience Australia. It provides estimates of demonstrated resources (both economic and subeconomic) as well as JORC reserves for all mineral resources, including black and brown coal.
These resources are considered recoverable resources. Other figures include the huge basins of Surat,
Galilee and others where exploration just started.
Australia has considerable reserves of metallurgical and thermal coals. It has more than 76 billion
metric tons of efficiently recoverable reserves of black coal (BP, 2011). Significant resources occur
throughout the country, but production for export markets is currently based on deposits in the eastern
states of Queensland and New South Wales. The Australian coal industry has over the100 privately
owned coal mines located mainly in the coal exporting states of New South Wales and Queensland
and employs over 21,000 people through Australia. Around 60 of these mines have open cut
operations and around 50 have underground operations. These include around 10 mines with both
open cut and underground operations. Figure 9.1, 9.2 and 9.3 show the coal resources in Australia.
107
108
The industry has the capacity to expand to meet increasing world demand. New mines, covering a
range of thermal and metallurgical coals, are currently under development. In 2009, there were 123
operating black coalmines in Australia, which included 78 open-cut mines and 45 underground mines.
Table 9.1 shows the number of black coalmines in Australia.
Table 9.1: Number of black coalmines in Australia.
State
Underground
Open-cut
Total
NSW
29
31
60
QLD
15
43
58
SA
WA
0
1
1
0
2
2
Tas
1
1
2
Australia
45
78
123
Australia is a good source of thermal coal. Among its 76 billion tons of proved reserve, 51 percent
coal is Anthracite and Bituminous, and rest 49% is sub-bituminous (BP, 2011). Their Reserve-toProduction ratio is 180 (BP, 2011), which is also very high in compare to other coal exporting
countries. Presently the country exports about 134 million tons of thermal coal and 157 million ton of
metallurgical coal (Australian Commodity Statistics, ABREAS, 2011). Among the Australian States,
New South Wales and Queens Land produce thermal and metallurgical coal for export. However, the
producers have their fixed buyer under long term agreements. But there is also scope of future
development. A projection of Australian Government (Geosciences Australia and ABARE, 2010)
shows that coal production in Australia will be increasing with an annual rate of 1.8% to about 202930. At the same time, export will also be increasing at an annual rate of 2.4%. However, it is very
likely that export of thermal coal will increase by 6.7% each year between 2011 to 2020 (Australian
Coal Association, 2011). Recently, private investment in mineral exploration has been increased that
indicates opportunity of future coalmine development. Future development depends on global
economic growth, carbon reduction policies, coal prices, adequacy of coal handling infrastructure, and
local water and environmental issues. Government level negotiation with mine owner, investors and
regulatory bodies may open the door of importing coal from Australia.
9.3.3
Coal quality
Australia produces both black and brown coal while they export the high quality coal of metallurgical
and thermal, and consume medium to low grade coal. Australian thermal coal is typically high in
calorific value (energy content), has moderate ash level and is low in sulfur and heavy metal contents.
Typical characteristics of different major coal brands of Australia are given in the Table 9.2.
Table 9.2: General specification of Australian exportable thermal coal
GCV (Kcal/kg)
AR
5732 6900
AD
6100 7250
TM
(%
Max)
AR
6.0 18.5
IM
(%
Max)
AD
1.013.5
Ash
(%
Max)
AD
8.7 21.0
VM
(%)
AD
19.050.0
FC
(%)
by diff.
TS
(%
Max)
AD
0.2 1.0
HGI
37 82
AFT
Sizing
Deg. C
(mm)
(Max)
50
1300 1600
109
9.3.4
Coal price
Energy price is most unreliable. Coal price is also fluctuating over the last decade. Strong demand for
coal over the past five years has resulted in substantial increases in coal prices. Moreover, presently,
coals are extracted from deeper seams that results higher production cost. In response to price
fluctuation, long term contract with yearly pricing negotiation based on benchmark price is most
common in world coal trade of coal. Table 8.3 gives changes of FOB coal price at New Caste for last
five year.
Table 9.3: FOB price of thermal coal at Newcastle from December 2010 to May 2011
Month
Dec-06
Jan-07
Feb-07
Mar-07
Apr-07
May-07
Jun-07
Jul-07
Aug-07
Sep-07
Oct-07
Nov-07
Dec-07
Jan-08
Feb-08
Mar-08
Apr-08
May-08
Jun-08
Jul-08
Aug-08
Sep-08
Oct-08
Nov-08
Dec-08
Jan-09
Feb-09
Mar-09
Apr-09
May-09
Price
(USD/Ton)
53.3
54.95
56.68
59.34
60.13
60
66
72.12
74.3
73.33
80.15
90.64
97.5
98.3
141.43
126.7
131.79
142.71
171.16
192.86
169.71
160.71
115.71
98.84
84.27
85.71
80.76
65.36
68.1
69.11
Change
Month
3.10%
3.15%
4.69%
1.33%
-0.22%
10.00%
9.27%
3.02%
-1.31%
9.30%
13.09%
7.57%
0.82%
43.88%
-10.42%
4.02%
8.29%
19.94%
12.68%
-12.00%
-5.30%
-28.00%
-14.58%
-14.74%
1.71%
-5.78%
-19.07%
4.19%
1.48%
Jun-09
Jul-09
Aug-09
Sep-09
Oct-09
Nov-09
Dec-09
Jan-10
Feb-10
Mar-10
Apr-10
May-10
Jun-10
Jul-10
Aug-10
Sep-10
Oct-10
Nov-10
Dec-10
Jan-11
Feb-11
Mar-11
Apr-11
May-11
Jun-11
Jul-11
Aug-11
Sep-11
Oct-11
Nov-11
Price
(USD/Ton)
76.48
79.07
77.68
72.47
76.15
84.43
89.04
103.93
100.92
101.12
107.3
107.28
105.2
102.84
96.19
101.66
104.41
114.81
126.74
141.94
137.53
135.14
131.25
126.84
127.8
128.57
127.79
131.3
127.49
121.93
Change
10.66%
3.39%
-1.76%
-6.71%
5.08%
10.87%
5.46%
16.72%
-2.90%
0.20%
6.11%
-0.02%
-1.94%
-2.24%
-6.47%
5.69%
2.71%
9.96%
10.39%
11.99%
-3.11%
-1.74%
-2.88%
-3.36%
0.76%
0.60%
-0.61%
2.75%
-2.90%
-4.36%
Note: Coal Specification: GCV: 6667 Kcal/kg (GAR), Sulfur: less than 1% sulfur, Ash: 14% ash,
FOB price at Port Kembla, New Castle. Prices are in US$ per metric tonne
Source: Index Mundi and Global Coal
110
The present market price of coal is much higher that the price forecasted by the JICA team under in
Power System Master Plan (PSMP, 2010). The average FOB price of 2011 at Newcastle and
Gladstone, are about 122 USD/ton (GCV 6300 Kcal/kg, GAR basis) and 126 USD/ton (GCV 6500
Kcal/kg, GAR Basis) respectively (Platts 2011). Coal price is volatile. Section 6.3 and Table 6.2
discuss details of the cost of coal and indicative market price that may be followed for feasibility
study purpose. The coal price (FOB) of Australia provided in Table 6.2 is 116 USD/ton (adjusted to
5,500 kcal/kg). This figure includes trading surcharge and other additional cost as mentioned in the
table.
9.3.5
The approximate distance between the Australian and Bangladesh is 5600 Nautical Mile (New Castle
Coal Terminal to Mongla Port Fairway buoy. The time of sailing and cost of transportation would be
higher for Australia compare to Indonesia, South Africa and India. However, internal transportation
facilities between Australian Coal mines and ports are good and seaport facilities for export of coal is
very well developed and handling facilities are very efficient. Coal ports are capable to handle any
capacity of ships presently carrying.
Details of transportation mode, transportation cost and landing cost coal from different source
countries to Bangladesh have been discussed in Chapter 11 of this report. However, considering longterm reliable supply, Australia may be considered as a Potential source of coal for proposed thermal
power plants of Bangladesh.
Figure 11.1 shows the sea route from the coal terminals in New Castle to the port of Mongla. The total
distance amounts to approx. 5,523 nautical miles. It would take 17 days and 17 hours for a vessel with
an average speed of 13 nm to cover the distance between the two ports.
9.3.6
Risks
Risk:
The Big Four (Rio Tinto, Xstrata, BHP Billiton Mitsubishi and Anglo) companies control the
Australian mining scene, the logistic chain and the port facilities.
Comment:
There are only restricted possibilities to avoid the Big Four. FOB prices for hard coal reflect the
business plans of the Big Four.
Risk:
Dependency on weather conditions of railway and port facilities in Australia.
Comment:
Severe flooding events are known to occur.
9.3.7
Summary
Australian Government has very open policy for coal export with long history of smooth and
sustainable supply. On the world coal market Australia is firstly an exporter of coking coal and
secondly of steam coal. The majority of coal is produced by only four mining houses in Queensland
111
and New South Wales. All coal is washed and the ash content reduced to marketable values and of
constant quality. There are four efficient ports accessible for any vessel size and rail connection from
the mines are well established, though at their capacity limits.
The general situation in Australia can be summarized as followed:
Open policy for coal export
The concentration of the coal producers on the Big Four creates an intransparent
market.
The Big Four concentrate strongly on the Asian market, less on Europe and not at
all on the Africa market.
The Australian coal market focuses in South Eastern Asia. The possible offtake
volumes of the Bangladesh and the geographical location would be very favourable
for Bangladesh.
9.4
Indonesia
9.4.1
Indonesias history of coal export is also very good. Present energy policy of Indonesia is as follows:
Vision: Guaranteeing the sustainable energy supply to support national interest.
Mission: To guarantee a domestic energy supply.
To increase the added values of energy sources
To manage energy sources in an ethical and sustainable manner
To provide an affordable energy for low income people and develop domestic capacities in the field
of energy management.
Considering Indonesian coal and mineral resources as an essential for national development, and to
guarantee sufficient supplies to fulfill national needs, the Government considers, it is important to
limit national coal production where necessary.
However, considering the present Indonesian Energy policy and recent embargo on further LNG
export from Indonesia made the long-term coal traders apprehensive that similar policy may also be
adopted for coal export by Indonesia. As such, Indonesia may not be considered as a long-term coal
supply source for coal for Bangladesh. Since Indonesia is a trusted friend of Bangladesh and has a
long friendly relation, small requirement of coal compare to the export quantity of Indonesia, there is
a good opportunity to import coal from Indonesia.
Coal reserve, yearly production and export
As per the recent estimation (2009) of the Ministry of Energy and Mineral Resources, Indonesia, the
coal resources has increased to 104.94 billion tons from the previous estimation of 90 billion ton
(Figure 8.4). According to the government agency, 75.62 billion tons of the coal resources are suitable
for exploitation using open pit mining method and the rest 29.14 billion tons require underground
mining method. The agency also estimates the probable reserves as 13.48 billion tons. Figure 9.4
112
shows the previous estimated resources and reserves of coal of the different region of Indonesia
(estimation of 2007 and the Table 9.4 provides the recent estimations.
Figure 9.4: Indonesian coal map, resources and reserves as estimated in 2007
(Source: Jeffrey Mulyono, 2009 based on estimation of 2007)
Table 9.4: Distribution of Coal Resources and reserves as per estimation of 2009
Resources
Reserves
Indicated Measured
Total
Probable Proven
10634.37
7699.18 52,436.57 10644.45
904.8
0
2.09
14.21
0
0
5136.66
14535.9 52,100.79
2833.14 4624.57
33.09
53.09
233.10
0.06
0.06
0
0
2.13
0
0
0
0
153.42
0
0
15804.12
22290.26 104,940.22 13477.65 5529.43
Coal Rank
Lignite
Subbituminous
Bituminous
GCV
(Kcal/kg)
AD
Resources (billion
tons)
Total
% of total
<5,100
5,100 -6,100
21.18
69.74
20.18
66.45
6.7
5.87
1.36
2.71
8.06
8.59
% of
total
42.41
45.19
6,100 7,000
12.97
12.36
0.83
1.33
2.16
11.34
113
Probable
Proven
Total
GCV
Resources (billion
(Kcal/kg)
tons)
Metallurgical
> 7,100
1.05
1.00
Total
104.94
100
Source: Indonesian Coal Mining Association, 2011
0.125
5,461
0.2
19.01
1.05
100
The historical trends of Indonesias coal production shows that the production has been increased in
2008 almost five times than the production in 1996. Although they are increasing amount of coal
exporting, but the exportable amount will be stabled in future due to its current policy for increasing
the amount of domestic use. Figure 8.3 and 8.4 show the production, export and domestic sales from
1996 to 2025 with future estimation. There is a projection based on Indonesian Governments target
that shows the production will continue to rise and the domestic consumption will be booming, on the
other hand export will be stable at present rate due to policy implication (ICMA, 2011).
9.4.2
Coal quality
Indonesia mostly exports coal of medium to high calorific value and having widely varying ash,
moisture, Sulfur and volatile matter characteristics. Table 9.6 shows general specification of
Indonesian coal.
Table 9.6: General specification of Indonesian exportable thermal coal
TM
(%
Max)
AR
IM
(%
Max)
AD
Ash
(%
Max)
AD
AD
5000 5800
26-42
15-20
5-10
38-44
6000-6500
12-28
7-15
12-15
38-45
6700-7000
3-10
2-3
10-15
40-45
GCV
(Kcal/kg
AD
VM (%)
FC (%)
By
Difference
By
Difference
By
Difference
TS
(%
Max)
AD
0.5 <1
<1 <1.5
<1.5
HGI
Sizing
(mm)
42-60
50
45-55
50
38-58
50-100
AFT
Deg. C
(Max)
11001250
12801300
1400150
Price of coal
Indonesias advantages in coal quality, transportation distance and cost structure continue to be
attractive to the producers and consumers alike. Table 9.7 shows the coal indices incorporating
assessments by Argus Media and PT Coalindo.
Table 9.7: Indonesian coal indices incorporating assessments by Argus Media and PT Coalindo.
Grade (kcal)
6500 GAR (6200 NAR)
5800 GAR (5500 NAR)
5000 GAR (4700 NAR)
4200 GAR (3900 NAR)
Price (US$/Ton)
126.70
99.74
80.59
50.89
114
The prices mentioned above are index price. But the actual market price may be different. Section 6.3
and Table 6.2 discuss details of the cost of coal and indicative market price, which, may be followed
for feasibility study purpose. The coal price (FOB) of Indonesia provided in Table 6.2 is 119 USD/ton
(adjusted to 5,500 kcal/kg). This figure includes trading surcharge and other additional cost as
mentioned in the table.
9.4.4
Coal export
Over the past decade, coal producers located on Kalimantan have accounted for more than 90% of
Indonesias coal production and exports. The concentration of coal production capacity on
Kalimantan is also due to its proximity to the large power markets of Japan, Korea, Taiwan, China
and India (Ewart, D, and ET. Al, 2009). These countries have been the fastest-growing coal markets
in Asia for the past 30 years. Kalimantans coal reserves have higher typical calorific values (CVs)
and are located closer to either the coast or navigable rivers.
Indonesias coal industry, in addition to being geographically concentrated on the island of
Kalimantan, is also concentrated by producer. Indonesias top six producers, which are all located on
Kalimantan, accounted for more than 75% of Indonesias coal production between 2002 and 2009.
The share of production accounted for by the Big Six (Bumi, Adaro, Kideco, Berau, Banpu, and
PTBA) is expected to increase over the next decade (see Table 9.8)
Table 9.8: Production Share of the Big Six producers of Indonesia
Name of the Producers
2005
Production
2006
2007
44.6
51.6
27
18.1
9.2
2008
2009
54.9
52
57.5
33.5
18.9
10.8
36
20.6
11.8
38.5
21.9
12.9
40.6
24.7
14.3
12.2
18.2
18
18.8
21.5
8.7
119.8
31.1
150.9
79%
8.7
141.7
38.4
180.1
79%
8.6
149.9
40.7
190.6
79%
10.1
154.2
48.6
202.8
76%
10.8
169.4
45.2
214.6
79%
Source: Indonesian Coal and Power Report, July 2010 for 2009 estimates, February 2004 through February
2009 for 2002 through 2008 estimates (Lucarelli, B., 2010a).
115
Indonesia increased its exports of steam coal by 13% per year over the localization period from 58.30
Mt in 2000 to 176.39 Mt in 2009 (Lucarelli, B. 2010b).
of 2007
Exports
ton)
Japan
30.3
India
22.6
China
22.0
Taiwan
21.6
South Korea
21.2
Hong Kong
12.9
Malaysia
7.0
Thailand
6.6
Philippines
2.5
Europe
14.5
USA
3.9
Statistical
- 5.5
Discrepancy and
Others
Total
163.5
Source: Lucarelli, B. 2010b
Coal % of Total
(million
19 %
14 %
14%
13%
12%
8%
4%
4%
2%
9%
2%
n/a
2009
Coal % of Total
Exports
(in
million tons)
21.0
12%
25.9
15%
32.2
18%
19.1
11%
19.7
11%
10.2
6%
7.5
4%
6.3
4%
2.1
1%
10.7
6%
0.6
<1%
+21.4
12%
100%
176.4
100%
The outlook for the next decade is for significant growth in steam coal demand coming from China,
Korea, and India with moderate growth coming from the Philippines, Malaysia, and Thailand
(Sjoholm and Tongzon, 2005). The volumes the Asian market is requiring and the transportation
distances speak in favor of the Asian clients.
116
9.4.5
Indonesia is the nearest coal exporting country. Distances between Bangladesh to Indonesian ports are
approximately 2521 Nautical miles (North Pulau Laut Coal Terminal to Mongla Port Fair Way Buoy).
It has also a good history of coal export. Coal handling facilities are fair to good. Transportation time
and cost would be reasonable. Detail study on coal transportation to project site may be seen in
Chapter 11. Figure 11.2 shows the port-to-port distance between Indonesia and Bangladesh.
Indonesias coal suppliers rely heavily on floating transshipment facilities, instead of fixed land ports,
for the following reasons:
Shorter construction and installation periods: Transshippers and floating cranes take
around one to one and a half years to bring into operation, from date of order to start of
operation, while a land-based port can take 7 to 10 years to bring into operation due to the
long lead times needed for acquiring land, obtaining necessary permits, and carrying out
the construction
Low initial costs: Transshipment facilities cost between US$7m and US$20m per facility
to purchase and move into position, ranging from US$7m for a 3 Mtpa (10 k ton/d)
floating crane facility to US$20m for a 10 Mtpa floating loading facility (35 k ton /d) with
storage capacity. A fixed port facility with a capacity of 30 to 40 Mtpa would cost
US$100m plus. Although the fixed port will be of larger total capacity and have
substantial coal storage capacity and a longer operating life, the capital costs per ton of
capacity for transshippers and floating cranes are so much lower than those of a fixed port
that they are the preferred transshipment technology in Indonesia.
Modular additions to ship loading capacity: Transshippers and floating cranes offer the ability to add
small increments of new ship loading capacity (as low as 3 Mtpa per facility) and to more closely
match growth in coal demand with new transport infrastructure. The reliance on floating
transshipment facilities also allows coal suppliers to locate ship-loading facilities closer to the sources
of supply.
The Kalimantan floating facilities are located at 10 offshore anchorages while Sumatran coal
producers have access to two offshore anchorage areas. The floating crane and transshipment facilities
have maximum throughput capacities that range from 4 - 15 Mtpa. Most can load up to Cape size
vessels. More transshippers and floating cranes are being added as required each year, which enables
Indonesian coal suppliers to meet their coal demands without the infrastructure-related shipping
delays being experienced in Australia.
9.4.6
Risks
Risk:
Political Risk in Indonesia to access coal after nationalization and indigenization of the
coal suppliers.
Comment:
A privatization and nationalization process of the big coal producing companies is
ongoing. The international companies will retreat or have to retreat from Indonesia
fully or partly.
117
Risk:
Weather dependency of barging in Indonesia.
Comments:
The influence of extreme weather conditions can interfere with on-time delivery
schedules.
Risk:
In-sufficient infrastructure related to coal transportation and handling as well as to power
supply.
Comment:
Most of the mines sites had to develop with multiphase logistic chain (barging, conveyor
belt system, truck transport, etc) between mine and loading facilities to mother vessel.
The transportation from the mine to the port facilities does not bear unaccountable risks since there
are a number of mines and a number of competing barging enterprises.
9.4.7
Summary
Indonesia has emerged as major factor in the world coal market in the past decade and has grown to
the leading coal exporter. Currently export coal is nearly exclusively from the Kalimantan Island and
produced by a few mines (The Big Six), which were developed by foreign capital and engineers and
have now been transferred to domestic ownership and management.
The coal from Kalimantan is a sub-bituminous coal of low heat value and high moisture, but of low
ash and extremely low sulfur content (envirocoal). In Asia, it is marketed based on Australian prices
with discount for the lower heat value.
In future, the coal reserves of South Sumatra will come to the market. This coal is comparable with
the coal of Wyoming/USA. This lignite coal is of lower heat value and higher moisture than the
Kalimantan coal, but large reserves, mining conditions and proximity to the ports are favourable
enough to compete on the world market.
Problematic is only the political environment with regard to mining right and taxation, which is hardly
foreseeable. This refers to both existing operations, new mines projects and the development of
transport means and ports.
The general situation in Indonesia can be summarized as followed:
Coal resources are available, and in a developed situation.
The quality of coal is below the coal quality of the coal producers of the other
countries discussed in this study. But the quality still fulfils the expectation.
The supply companies strongly direct their interest to clients in Asia (China, India,
Japan, Korea, etc.). This client orientation will dominate the Indonesian sales strategy
in the future.
118
9.5
South Africa
9.5.1
Policy
South Africa is one of the major coals exporting country of the world. It is exporting coal since
decades with reputation. Its policy is to respond more purposefully and successfully to coal export
opportunities in the East. For coal exports, it is looking for number of interventions for more efficient
allocation of prospecting and mineral resource rights and mobilization of capital and public-private
partnerships that would support major expansion of coal mining and rail infrastructure. South Africa
does have a default coal policy; it could be summarized crudely as export the best and burn the rest.
From the Government policy point of view towards export of coal South Africa can be considered as
one of the best country for coal source of Bangladesh.
9.5.2
South Africa is one of the top ten countries having significant coal reserve. As of 2010, South Africa
has 30.15 billion tons of proved reserved and the Reserve to Production (RP) ratio is 119 (BP, 2011.
There is also a vast scope of coalmine development as well as export growth. Economically
recoverable coal reserves in South Africa are estimated between 15 and 55 billion tons (Eberhard,
2011). In terms of production, the country ranks sixth in world coal producing countries. According to
Statistical Review of World Energy (BP, 2011), during 2010, total coal production of South Africa
was 253.8 million tons. A large portion of this coal is produced by only eight mega-mines and seven
of them are in central basin. The others are in Waterberg. Only five companies- Anglo-American,
Exxaro, SASOL, BHP Billiton and Xstrata produce 80% of total production.
South Africa is exporting coal to Europe, Asia, Middle East, Africa and South America. South Africa
mostly export coal of higher calorific value while the coals of medium heating value are mostly used
in domestic purpose. Export coal of having heating value of 6400-6500 Kcal/kg (Gross as Received
119
basis) were very common. Recently, the demand of lower calorific value coal (6100 6200 Kcal/kg)
is increasing.
In overall, there is an enormous opportunity of future development in mining industry. Infrastructural
constraints hinder export growth. However, government is focusing on infrastructural development
and mining development.
9.5.3
Coal quality
South African producers have seen a permutation, of what has always been known as standard export
specification. About 96% of reserves are bituminous coal; metallurgic coal is approx. 2% and
anthracite 2%. Table 9.10 shows the typical export specification for South African thermal coal.
Table 9.10: General specification of South African exportable thermal coal
TM
GCV
(%
(Kcal/kg)
Max)
AD
AR
61008 -12
6500
IM (%
Max)
Ash (%
Max)
VM (%)
AD
AD
AD
3-5
15
20 22
FC (%)
By diff.
TS
(%
Max)
AD
0-1.0
HGI
45-70
Sizing
(mm)
50
AFT
Deg. C
(Max)
12001300
Price of Coal
Although coal mining productivity in South Africa is comparatively poor compare with other world
exporters, the cost per MT are relatively low, mainly due to low wages. Table 8.8 shows the South
African coal production and local and export sales 2009.
Table 9.11: Average FOB price of South African coal
Average price (FOB), USD
Year
1/1/2001
1/1/2002
1/1/2003
1/1/2004
1/1/2005
1/1/2006
1/1/2007
1/1/2008
1/1/2009
Bituminous
Nominal Price
Real Price
30.3
45.8
34.6
47.9
23.3
30.5
25.1
32.4
36.7
45.8
38.5
46.0
44.5
49.6
91.2
91.2
64.2
58.8
Anthracite
Nominal Price
Real Price
36.3
54.9
46.9
65.0
36.6
47.9
32.4
41.8
39.5
49.4
51.5
61.6
55.2
61.5
74.7
74.7
110.3
101.0
The average FOB price of 2011 at Richard Bay Coal terminal, are about 124.3 USD/ton (GCV 6300
Kcal/kg, GAR basis) (Platts 2011). The prices mentioned above are index price. However, the actual
market price may be different. Section 6.3 and Table 6.2 discuss details of the cost of coal and
120
indicative market price which, may be followed for feasibility study purpose. The coal price (FOB)
provided in Table 6.2 has been adjusted to 5,500 kcal/kg. This figure includes trading surcharge and
other additional cost as mentioned in the table.
9.5.5
The distances between South Africa and Bangladesh ports are approximately 4620 Nautical Miles.
Figure 11.3 shows transportation route with distance from Richard Bay Port of South Africa to the
Project site. However, actual distance would depend on the selection of mine for importing coal for
the proposed power plants of Bangladesh. Internal transportation facilities between the mines and port
are reasonable to good. Seaport and coal handling facilities are good. However, coal transportation
time and cost from South African to Bangladesh ports would be highest among the possible source
countries. From the transportation cost and time, consideration South Africa would be competitive
with Australia. The details of the coal transportation have been discussed in Chapter 11.
9.5.6
Risks
Risk:
Rail transport efficiency of Transnet, South Africa is bottleneck for coal
export
Comments:
The general situation improved in the last years due to decreasing freight
volumes from the coalmines. However, this is expected to increase again.
Risk:
Additional slots for high volume (like coal) rail transport in South Africa are
difficult to get
Comments:
The railway network of South Africa is quite busy and new slots are difficult
to get.
9.5.7
Summary
Coal exports have huge macro-economic benefits in terms of South Africas balance of payments and
current account. The potential for substantial expansion of coal exports (especially to India) is
constrained by the absence of an integrated coal development policy, more distant and more difficult
to mine coal fields, water shortages and insufficient infrastructure, especially rail capacity to the ports.
The need for strong coordination between coal producers, Transnet, and RBCT, to strengthen SAs
reputation as a well-organized and reliable coal supplier, would seem obvious.
Growth in exports could come from both the Central Basin and the Waterberg field. There will have
to be consolidation and optimization of mines in the Central Basin, while in the Waterberg field, the
requirements of opencast mining and multiple washing processes imply large-scale development and
investment, and adequate access to technology, favoring the involvement of coal majors (Eberhard, A.
2011).
121
9.6
Mozambique
9.6.1
Introduction
Mozambique is home to one of the world's largest known and nearly untapped coal resources. Mining
companies from Brazil, Australia, Kazakhstan and India try to get a good initial position on the coal
market in Mozambique.
Coal bearing strata in Mozambique are mainly concentrated in an east-west trending grabencontrolled basin, the Zambezi Basin, which is further divided into a number of sub-basins. The
Zambezi Energy Corporation (ZEC) licenses are located in the most eastern part of this Minjova SubBasin, adjacent to the Malawi border. Three main stratigraphic units are recognized, from top to
bottom (youngest to oldest) being Post-Karoo formations (Cretaceous to Quaternary), Karoo Super
group (Carboniferous-Cretaceous) and Pre-Karoo formations (Precambrian basement).
Most of coal-bearing strata are located within erosion remnants of the Ecca Group of rocks, of the
Karoo Super group, in the Zambezi Graben of the Tete Province of Mozambique.
The Karoo Super group (Karoo) overlies the basement rocks with a significant unconformity and
comprises a series of detrital sedimentary lithologies and coal bearing horizons, intruded at a late
stage by dolerite dykes and sills. Coal seams are present throughout the Karoo, but the main
productive series are found in the middle or intermediate unit of the Ecca group towards the base of
the Karoo. It seems likely that tectonic activity during the deposition of the coal bearing strata has
resulted in the complex sedimentological history and this has typically resulted in seam structures
with cumulative thicknesses of inter-banded coals and mudstone partings, collectively designated as
coal zones. These zones are recognizable over wide areas within an individual coal basin
9.6.2
Coal Reserves
In the following the most important coal projects in Mozambique are presented. Some of these coal
projects are under early production but the most of them are still in the development phase.
Moatize Mine (Vale S.A.)
Vale S.A. of Brazil planned to produce 8.5 Mtpa of coking coal and 2.5 Mtpa of thermal coal at the
Moatize Mine in Tete Province started in 2011 finally resulting in an 11.0 Mtpa production (USGS
2009). The coking coal was likely to be consumed by steel plants in Brazil; a new coal-fired power
plant built by Vale at Moatize with a capacity of more than 1,500 Megawatts (MW) would consume
thermal coal. Reserves at Moatize were estimated to be 1.4 Bt in May 2011 (Mozambi Coal Ltd,
2011). Development of the Moatize Mine depended upon the reopening of the railway from Moatize
to Beria, which had been severely damaged during the civil war of the 1980ies. The railway was
expected to be reopened in January 2010 (USGS 2009) but is still under repair. The first coal was to
be shipped from Vales new US$1.66-billion Moatize coal operation, in Tete province (Campbell, K.,
2011).
After a drilling programme of Beacon Hill, a large number of cores were extensively tested. The
results enabled the gross resource at Minas Moatize to be increased to around 80 million metric tons
(from 50 million metric ton) and the minable resource to be increased to around 57 million metric tons
122
(from 25 million tons). This increased the former estimated mine life of 12-14 years (Green,
M.,2011). Table 9.12 gives an overview of the reserves and analysis at Minas Moatize Mine (Green,
M.,2011).
Table 9.12: Reserves and analysis at Minas Moatize Mine
Measured
Indicated
Unclassified
Total
Source: Green, M.,2011
Coking test results have confirmed that Minas Moatize Coking Coal will be classified as a Hard
Coking Coal. The Coke Strength after Reaction (CSR) range of 68 to 71% is similar to the hard
coking coal produced from Queensland, Australia. Hard Coking Coal trades at a premium to other
coking coals due to its limited resources and its importance in the production of steel (Beacon Hill
Resources, 2011).
Table 9.13 gives an overview about the quality parameters for coking coal and thermal coal for export
from Minas Moatize Mine (Green, M.,2011).
Table 9.13: Quality parameters for coking coal and thermal coal for export from Minas Moatize
Mine
Likely Coking Coal
Moisture (wt. %)
Ash (wt. %)
Volatiles (wt. %)
Fixed Carbon (wt. %)
Sulfur (wt. %)
Calorific Value (CV)
Kcal/kg (MJ/kg)
Minas Moatize
1.3
10.5
17.1
71.9
0.9
7,689 (32.2)
Minas Moatize
68
26
15
58
0.9
6,200
80-100
123
124
Table 9.14: JORC classification and tonnages of the South, North and West Blocks
Block
Measured
(million ton)
South
24
North
0
West
0
Total
24
Note; * number is rounded
Indicated
(million ton)
447
174
0
620
Measured and
Indicated
(million ton)
471
174
0
644
Inferred
(million ton)
Total (million
ton)
127
503
534
1,164
597
677
534
1,809*
From the drilling work 1.81Bt, with 1.16 billion tons of this being in the Inferred category, 0.62
billion tons in the Indicated category and 0.02Bt in the measured category were identified (Ncondezi
Coal Company Limited, 2011).
Songo Project (Mozambi Coal)
The Songo Project (2738L) is located 115 km west of the city of Tete and extends over 224 km.
Tenement lies 40km to the south of the Jindal Steel and Power (Jindal) tenement 1218L where a 700
million tons coal reserve has been identified. The Songo Project is under development.
The Company has the rights to earn an 80% interest in this tenement, with the remainder held with
local partner Xiluva Minerals Resources Lda. Geological mapping and ground verification indicates
the potential for coal-bearing Lower Karoo sediments in the south east of the license area.
The Company recently completed a capital rising that has ensured sufficient funding to undertake the
initial exploration programme. The planned drilling programme will involve an estimated 3,000 m of
core drilling. Initially, the programme will centre on five wide-spaced deep drill holes. Systematic
wide spaced drilling to determine the extent of the coal-bearing stratigraphy will follow this. All drill
holes will be logged. The programme will be followed by resource definition drilling in areas of
mineralisation (Mozambican Coal Development Association, 2011).
Tete West Project (Mozambique Coal)
Tete West is located 12 km west of the city of Tete and extends over 182 km. The tenement lies
immediately to the southwest of the Riversdale Mining Limited tenement 946L where an indicated
and inferred coal resource of 9.0 Bt was recently reported to occur. Some 20km to the east is the 4.0
Bt Benga coal deposits where Riversdale has commenced mining. A geologic mapping and ground
verification is being done (Mozambican Coal Development Association, 2011). This project is still
under development.
Other significant projects with given JORC resources are the Ncondezi Coal Project, the ENRC
Coal Project and the Jindal Coal Project.
ENRC Mozambique
The Kazakh miner holds several exploration licenses for areas in the Tete province. The company
initiated a feasibility study for one of the assets, which is expected to be completed in the first half of
2012 (Business Report: Mozambique's major coal projects 2011).
ENRC Mozambique has 12 prospecting licenses in Tete province, three of which are located in the
district of Cahora Bassa, two in the Zumbo district, another two in Mutarara district, one in Marvia
district and another in Mago district (ENRC 2011)
Coal India
The state-owned company and the world's biggest coal producer secured exploration rights at two
blocks in Mozambique's Moatize region and hope to start mining coal at the site within five years.
The miner plans to export 10 Mt of coal from the two blocks to India in the next 10 years. The blocks
125
are estimated to hold reserves of a billion tons of coking and thermal coal. It will invest US$400m in
the project (Business Report: Mozambique's major coal projects 2011)
Jindal Steel & Power
The Indian company holds a 25-year license to explore and mine for coal in the Tete province, home
to some of the world's largest untapped coal reserves (Business Report: Mozambique's major coal
projects 2011).
Mozambique gave the green light in the beginning of October 2011 to Jindal Steel & Power to build a
2,640 MW coal-fired power plant in the northern province of Tete. The energy ministry said the plant,
estimated to cost US$3 billion, would start operating in 2015. The power will be sold domestically
and to the rest of southern Africa. Mozambique already exports power to neighbours Zimbabwe and
South Africa, which are struggling to meet fast-rising demand. Tete is attracting vast amounts of
foreign investment, with miners such as Vale and Rio Tinto developing coalfields left untouched
during the 1977-92 Civil War. Mozambique is also developing a 1,500 MW hydropower project
involving a consortium consisting of Brazilian conglomerate Camargo Correa, Mozambican
Investment Company Insitec Group and state electricity firm EDM (Business Standard 2011).
9.6.3
Mozambique currently produces only a minor amount of coal. However, major global mining
companies such as Vale and Rio Tinto are developing major coking coal export projects which would
make Mozambique one of the world's major coal exporters. Some of the proposed new coalmines
would have mine-mouth power stations at their primary markets. In May 2011 the Brazilian company,
Vale began coal production at Moatize, and Rio Tinto completed its takeover of Riversdale Mining,
which commenced the development of the Benga Coal Mine and has the title for the Zambezi Project
(Source Watch, 2011).
9.6.4
Coal Transportation
The existing Sena rail line from Moatize to the port of Beira (570 km) is expected to have a capacity
of 6 Mtpa by the end of 2012 (Taylor, J. 2011), although the allocation of this capacity has not yet
been finalized. Vale and Riversdale are also believed to be aiming to secure capacity on the line to
match the capacity of their refurbished Quay 8 facilities at Beira. There is considerable uncertainty
regarding the timing and level of rail capacity that will be available on the Sena line. The company
believes that under a worst-case scenario, it could export a minimum of 0.5 Mtpa on the Sena line and
a further 0.5 Mtpa by trucking to the port at Beira. Assuming a unit cost of 0.10 to 0.12 US$/tom-km,
road transport to Beira could cost in the range of 57 to 68 USD/ton (Taylor, J. 2011). Although not an
ideal solution, this would provide access to the market for all of the planned coking coal production
and a small proportion of the planned export thermal coal. In addition, an expanded route from Tete to
Beira along an upgraded Sena line may provide transport for a further 20 Mtpa of coal (Fred, J.,
2011).
Rail and port capacity is a constraint on not only Beacon Hills production plans but also those of
Vale and Riversdale (now controlled by Rio Tinto), which have significant mine developments under
way. Now there is an assumed rail capacity limited to one Mtpa between 2012 and 2014 (Taylor, J.
2011). Plans under consideration include developing a new coal terminal at Beira with a capacity of
18 24 Mtpa and associated rail upgrading, which could be in place from 2015 (Taylor, J. 2011)
onwards.
Due to the shallowness of the Port of Beira, there exist also plans for the development of an expanded
rail link from Moatize to the natural deepwater port of Nacala in northern Mozambique. This rail line
126
would amount to 1,000 km (Ref. 31) crossing through Malawi, which could handle 25 Mtpa, with a
subsequent potential expansion to 50 Mtpa (Taylor, J. 2011).
Maputo
Maputos Matola port (Figure 9.8) is currently able to handle up to 4 Mtpa (Eberhard, A. 2011).
Grindrod Freight Services operating the Maputo Port concession as well as the coal terminal subconcession is exploring plans to expand capacity to between 16 and 25 Mtpa by 2013. A part of this
capacity may be used by Mozambique coalmines, which are in the early stage of development. Export
of South African coal through the port of Maputo will only be meaningful if rail capacity is expanded
in parallel.
The railway connection allows as of 2012 up to 42 trains per week (actually only 27 trains per week).
By now, 50 wagons with max. 2300 t/train are in use. The crossing of the border is uncomplicated,
only driver changes could generate a problem. Transnet is serving up to the border port of
Komatipoort. The harbour facilities at Maputo were improved and seem to be very competent. The
loading facilities allow loading 25,000 ton of coal per day.
127
128
Nacala
As shown on Figure 9.10 (Fred, J., 2011), Riversdale considers that this route could provide a route to
the market for 25 to 50 Mtpa. Currently there exists a rail line of 800 km with a capacity of one Mtpa.
In November 2009 an investment of the rail and port capacities amounting to US$1.6 billion
(Mozambi Coal Ltd, 2011) was announced by Vale and the Government. This would increase the coal
capacity to 20 Mtpa with an upgrade potential up to +40 Mtpa. Another benefit of this port is the
possibility to handle Panamax vessels.
Chinde
Riversdale has an own plan to barge material down the Zambezi River to Chinde, which could
provide 20 Mtpa (Mozambi Coal Ltd, 2011) or more of capacity. This comes up to a distance of 525
km from Tete area to Chinde. Considering the construction of transshipment facilities at sea, an
upgrade potential amounting +20 Mtpa would be feasible (Mozambi Coal Ltd, 2011).
Coal Price
Beacon Hill announced on April 2011 the signing of a Heads of Agreement (HoA) with Basil Read
(Pty) (Southern Africas fifth largest construction firm) to appoint its subsidiary, TWP Australia, to
complete a DFS for mine design and a CHPP with a capacity of four Mtpa of RoM coal, with a view
of beginning expanded operations in January 2011.
129
At the planned expanded capacity and with the coal yields indicated, the project is expected to be
capable of producing 0.92 Mtpa of hard coking coal, 0.85 Mtpa of thermal coal for export markets
and 0.58 Mtpa of thermal coal for domestic markets. Assuming a waste/coal ratio of 1.5, and unit
costs of 2.50 US$/t (Ref. 29) of material moved and coal washing costs of 5.00 US$/t of material
processed, onsite operating costs are forecast to be US$45m per annum the equivalent of 11 US$/t
RoM coal, or 25 US$/t of expected coking and export thermal coal production.
9.6.6
Risks
Risk:
Coal delivery limitation (for the next 5 to 8 years)
Comment:
Since most of the coal projects are in the late development or early
production stage, a larger delivery risk exists over the next 5 to 8 years.
Risk:
The Mozambican rail lines represent a constraint for the planning of new
producing coal fields.
Comments:
Coal producers and Government are willing to develop new infrastructure
over the next few years, but there is no certainty for planning at present.
9.6.7
Summary
International mining companies are developing the coal export market with great financial power,
mainly because of the coking coal quality but also high thermal coal quality. The development
embraces mining and infrastructure at mining sites, but also railway transport and ports. Thus,
Mozambique will emerge shortly as a major coal export country and will become an interesting coal
supplier for future years. During the development phase, the risks are too high for a single project to
become dependent on such a supply situation.
9.7
The development of the coal resources started and is making good progress.
Mozambique is for the time being not a partner to be considered (only few mines
under development, harbor facilities require upgrading) but this may change over the
next years.
India
India is the third largest producer of coal in the world. As of April 2010, the geological resource of
Indian coal was 276.81 billion tons (Source: Geological Survey of India, GoI (GSI, GoI). At the end
of 2010, the proved reserve of coal was around 60 billion tons in India. Among this reserve, 92.57% is
130
Anthracite and Bituminous, and 7.43% is Sub-Bituminous and lignite. During 2010 their production
was around 7% of the total world production of coal. The Reserve to Production (RP) ratio is 106,
which is very high. There is a scope of further coalfield development.
India is the nearest major coal producing country of the world but export a very little low-grade coal
to its neighbor Bangladesh, Bhutan, and Nepal. On the other hand, it is noticed that India is importing
coal in an increasing rate to meet its internal demand. Last year it imported about 35 m MT coal. Its
internal demand is growing day by day. Most of its coalmines are operated by public sector. Only
very recently, private sector has been allowed to mine on captive basis. No firm export policy of coal
by the Indian Government could be found yet. So under free economic business, India cannot be
considered as a potential source of coal for Bangladesh. However, India is the nearest neighboring and
good friendly country of Bangladesh, inter governmental dialogue may be made to arrive a special
coal supply contract with India before concluding decision on import of coal for Proposed Khulna
power plant.
9.7.1
Risks
Risk:
Long-term supply.
Comments:
Due to the increasing domestic consumption, India is not a reliable partner
for a long-term supply of coal.
9.7.2
9.8
Summary
The economy of India requires coal in steadily increasing volumes. India became
over the last years a coal importing country.
India is in a long term not a reliable coal supplier since the internal demand is rapidly
growing.
China
All the coalmines and coal business in China is controlled by the Government. In general the Chinese
policy is to make them self sufficient in respect of primary energy. No policy outline on coal policy of
the Chinese govt. could be found /collected yet. However, fact remains that China is the biggest coal
producer in the world at the same time the second largest importer (about 135 million MT/ year) of
the world. It does not show in the list of major coal exporting countries in the world.
At the end of 2010, the proved reserve of coal was around 115 billion tons in China. Among this
reserve, 54.32% is Anthracite and Bituminous, and 45.68% is Sub-Bituminous and lignite (BP 2011).
According to the report of BP, during 2010 their production was around 13% of the total world
production of coal. The Reserve to Production (RP) ratio is 35which is very low. Recently the
production has been decreased due to imposing of new environmental and safety regulation. On the
other hand, domestic demand has been rising very rapidly. Accordingly, Chine increases their export
131
of coal. Under the above circumstances and from the free market economic point of view, China
cannot be chosen as the potential source for Bangladesh. However, China has a strong business
relation with Bangladesh. So an attempt may be made to explore to import coal from China under
special arrangement. A bilateral dialogue may be made in Government level on the issue.
9.8.1
Risks
Risk:
Long-term supply.
Comments:
Due to the increasing domestic consumption, China is not a reliable partner
for a long-term supply of coal.
Risk:
Efficiency of transportation lines in China.
Comments:
The transportation of coal from the Chinese deposits to the Chinese export
harbours can interfere with on-time delivery schedules.
9.8.2
9.9
Summary
The Chinese coal deposits could well qualify as a source of coal for Bangladesh.
Since the Chinese are one of the biggest importing nations, it cannot be expected that
China is interested to sign any long-term delivery contract.
The tendency of the coal quality for long-term international contracts moves worldwide downwards to
coal with a range in calorific values from 5,200 to 5,800 kcal/kg. This is due to
the depletion of deposits with high calorific coal at the surface,
decreasing shipment rates and
improved efficiency of the TPPs.
Taking consideration of these facts in mind, for the proposed three projects calorific value of the coal
may be considered from 5,200 to 5,800 kcal/kg. The Power System Master Plan of Bangladesh
(PSMP 2012) also recommends the same. Coal in between this range with low Sulfur content (<
0.6%) is available in international coal market. In case of high Sulfur content, Flue-gas desulfurization
should be installed with plant for satisfying international standards of emissions (e.g. World Bank
groups standard) With the calorific values between 5200 to 5800 k cal/kg, the buyers might get
discounts in coal price. The negotiation strategy should consider this from the beginning. Thence, the
negotiations of any long-term contract should target at:
132
9.10
discounts for coal qualities below RB standards (6,000 kcal/kg) long term delivery
commitments
discounts on shipping rates for high volatile contents of the coal and processing costs.
hedging and swapping should not be excluded but additional risk due to the contracting
should be avoided.
optimal use of options should be considered.
Comments on Potential Coal Sources
Considering competitive market condition and rising domestic demand of coal in Indonesia, China
and India, a single source might not be suitable for sustainable coal supply chain to the proposed
power plants in Bangladesh.
Scope to import of Bituminous coal from Indonesia is limited as the country exports mostly of its
bituminous coal (11% of its total reserve) having high GCV value (plus 5800 kcal/kg, GAR basis) to
fixed buyers under long term agreement. Very limited Bituminous coal may be available in spot
market, which might not serve the projects demand. On the other hand sub-bituminous coal (60 % of
total Indonesian reserve) having medium GCV (4500 to 5800 kcal/kg, GAR basis) might be available
under long term agreement of coal supply. To ensure availability of high-grade sub-bituminous coal,
agreement may be made at the earliest. The domestic demand of coal at Indonesia is growing very fast
and the priority of the government is to ensure national energy security. Recently, the government of
Indonesia has set regulation to control coal export to ensure coal supply to domestic sectors.
Reliability of coal producers, traders, suppliers and shippers is the main limiting factor that has to be
properly considered during sourcing coal from Indonesia. Besides, poor infrastructural development
for coal transportation from mine mouth to mother vessel may hinder continuous supply of coal.
South Africa would be a reliable coal source for medium to high heating value coal. South Africa
mostly exports coal of heating value more than 6400 kcal/kg (GAR basis). Recently, as per market
demand they are also exporting coal of 5800 to 6300 kcal/kg (GAR basis) heating value. Low and
medium graded coals are mostly used for their domestic purpose. South Africa would be most reliable
coal source for the proposed power plant where coals of the required quality are easily available.
Considering reserve, quality and reliability to supply coal Australia is undoubtedly a good country to
import coal. Coal of medium GCV (5600 to 6100 kcal/kg, GAR basis) is readily available in
Australia, those would mostly require for Bangladesh thermal power plants. For coal of required
quantity, government level negotiation with coal producer, investor and regulatory bodies of Australia
will be required.
Considering availability, cost of coal, and cost of transportation to supply coal it would be judicious to
import coal from South Africa, Indonesia, and Australia. However, preference might be given to
South Africa considering reserves, and recent improvement of coal infrastructure. Second preference
might be given to Australia as the coal market of the country is controlled by the Big Four and is
oriented towards China, India, Japan and South Korea. Considering all the cost components and the
lower calorific value, Indonesia is similar in costs as others but reliability of coal producers/suppliers
is the major risk. For future, Mozambique would also be a suitable source as a huge investment has
been made in its coal infrastructure and mine development. In summary, the following
recommendations might be made:
Currently: South Africa (most probably together with Indonesia).
Australia receives second priority due to their strong commitment with India and China. (The
Big Four dominates the market)
in the future: additionally Mozambique (and probably New Zealand)
133
1320.0
1320
5,500
5,500
Annual Coal Requirement In million tons
Coal Req. (million Tons/ year) at
85% Plant Load Factor and 290
3.1
3.1
12.3
days operation time
Coal Req. (million Tons/ year) at
100% Plant Load Factor and 365
4.5
4.5
18.2
days operation time*
Note: Coal requirement has been estimated considering 40 % efficiency of the power plant
9.11
5320
5,500
In reference to sub-section 6.3 (coal cost), following baseline coal prices (FOB) might be considered
for feasibility purposes of the three power plants
Table 9.16: Estimation of Coal Price (FOB)
Calorific value
Production costs (coal statistics)
Average sales price (coal statistics)
Local transportation to harbour (rail and barges)
Other charges (insurance, storage)
Trading surcharge
Coal FOB (calculated)
Coal FOB (coal statistics)
Adjusted to 6,000 kcal/kg
Adjusted to 5,500 Kcal/kg
Units
South-Africa
Richards Bay
Indonesia
Australia
kcal/kg
US$/t
US$/t
US$/t
US$/t
US$/t
US$/t
US$/t
US$/t
US$/t
6,000
40
69
8 - 11
3-4
15
99 - 107
110
110
101
5,000
41
68
5 - 11
6
20
103 - 115
108
130
119
6,000
47
65
7 -11
8
20
108 - 113
126
126
116
Source: International Energy Agency (2012) and World Energy Council (2012)
9.12
A road map indicating all necessary engineering and preparatory works for the coal supply of the
TPPs has been attached in Annex IV. It has to be noted that the figures used are adjusted according to
the knowledge of the consultant and practicality. They are little dissimilar to the figures provided by
the BPDB earlier. The table has to be adjusted as soon as the precise figures are available.
134
The road maps shows future coal based generation, future coal demand, present and indigenous coal
production, planning for coal sourcing, planning for institutional development for coal sourcing, etc.
For the organization of the BPDB internal professional engineering team managing the coal supply
chain (The Core Team) and for conceptual mine development work technical specification have been
prepared (Annex V and VI).
9.13
Summary
There are enough coal resources in reachable distance to Bangladesh. Price per kcal,
reliability of the source and the convenience of the transportation chain will be the criteria
influencing the decision making process.
BPDB should thoroughly define their advantages in this process. The long-term demand and
the support of the Government are major assist in these negotiations.
Generally, the mining companies prefer this long-term thinking as well, traders like the
quick money.
The development of the domestic resources should become a part of this strategy. It well
might be that the mining companies providing the import coal are of assistance to develop the
domestic resources.
135
Bathymetric map and cross sections are prepared based on latest hydrographic charts, which are
collected from Bangladesh Navy, BIWTA and Mongla Port Authority. A surface is generated with the
help of ArcMap 9.3 to observe the bed profile and to find out the suitable paths for navigation of coal
carrying vessel as well as project sites. Hydrographic chart of two rivers Passur and Sibsa are
collected from BIWTA and Mongla Port Authority to analyze two alternative routes for project site of
Khulna 1320 MW coal based thermal power plant.
In Passur River, Mongla Port Authority conducted survey from 2007 to 2009. BIWTA conducted
bathymetric survey up to 1 km downstream of Nalian Hat (village market) in Sibsa River in 2010.
Hydrographic chart of rest portion (red marked line in map 10.1 and 10.2) of Sibsa River is not
available. For better understanding of the bathymetry of two rivers cross-section of different location
are given in map 10.2 as section 1-1, 2-2, 3-3, 4-4, 5-5, 6-6, 7-7, 8-8 and 9-9.
In existing condition, Akram point shows depth of 15 m to 20 m but there are some shoals in outer bar
that limit approaching of vessel having draught over 8m. The same vessel can proceed up to near
Harbaria (12 nautical miles downstream of Mongla Port Jetty). Presently, vessel of maximum 5 m 6
m draught can proceed up to port jetty with taking tidal advantage. Further upstream of Mongla port
the draught is improving. Up to south end to the project, area draught varies 4 m to 7 m. But in some
places, shoals restrict draught. Further upstream of the south end of the project the draught decreases
due to some shoals and submergible sandbars.
About 35 km of the Sibsa River (North of Akram Point) and 25 km of the Chunkuri Rivers
bathymetric maps are not available. This bathymetric information is very important in respect of
studying alternative route the project site from Akram Point. BPDB may request Bangladesh Navy to
carry out the survey at the earliest.
10.2
Proposed site for Chittagong 2x (500-600) MW Coal Based Thermal Power Plant will be Anwara
Upazila. The bathymetry of Karnaphuli River, its confluence and adjacent sea are analyzed with the
data of bathymetric survey of January 2010 (Map 10.4). Depths are in meters and are reduced to Chart
Datum (CD), which is approximately the level of lowest astronomical tide. In Karnaphuli River and
confluence, average depth is around 6 meter. For better understanding of the bathymetry of
Karnaphuli channel and the Seashore cross-sections of different locations are given in map 10.2 as
section 1-1, 2-2, 3-3, 4-4, 5-5 and 6-6.
In Maheshkhali channel confluence and Adjacent Sea Bangladesh Navy conducted bathymetric
survey on January 2010. Depths are in meters and are reduced to CD, which is approximately the
level of lowest Astronomical Tide. Map 10.3 shows the bed profile of Maheshkhali channel
confluence and adjacent Sea. The minimum available depth is around zero in the area of Kobatar char,
Motir char and Sonadia Island. For better understanding of the bathymetry of Maheshkhali channel
and the Seashore cross-sections of different locations are given in map 10.3 as section 1-1, 2-2, 3-3, 44, 5-5, 6-6, 7-7, 8-8.
137
139
140
Harbaria
Akrampoint
141
142
143
144
145
146
148
10.3
Dredging requirement has been assessed for different alternative plans described in Chapter 11 for
coal transportation from source to project site. The assessment has been made analyzing bathymetry
of the river.
10.3.1 Dredging at Outer Bar for proceeding 80,000 DWT mother vessel up to Akram point
The Alternative II- Anchorage at Akram Point would require dredging at outer bar (Map 10.2). The
distance between Akram Point anchorage areas to Outer Bar of the Bay of Bengal is approximately 60
km of which 20 km has a draught restriction of 12 m. considering a single lane channel; 160 m
channel width is required to enable a safe ship movement. Based on analysis of long profile (Fig
10.1a) which is generated from hydrographic chart of Mongla Port Authority, the volumes to be
dredged at the initial stage to create the preferred channel is approximately 30 million m3. A similar
study (DEMAS 2005) was carried by the Asia Energy to export Phulbari coal through Mongla Port by
similar type of vessels. The dredging requirement of that study also matches with this assessment.
The yearly volumes to be dredged to maintain an artificial channel in river outlet varies greatly. The
volumes of maintenance dredging are 6.0, 5.5, 5.0, 4.0, and 3.5 million m3 for the 1st, 2nd, 3rd, 4th, 5th
and 6th year respectively. Considering the remoteness of the dredging section, the distance of the
disposal site and the prevailing wave conditions, a Trailing Suction Hopper Dredger (TSHD) is the
most suitable type of dredge to carry out the work.
The unit price for TSHD type dredger to dredge is 3.5 USD per cubic meter. So the total cost for
capital dredging is estimated at 105 million USD.
Table 10.1a: dredging requirement and cost for Khulna Power Plant
Sl. No.
1
1st year
2nd year
3rd year
4th year
5th year
Dredging location
Dredging Vol.
Capital Dredging
Outer Bar
30 Million m3
Maintenance Dredging
Outer Bar and the channel
6 Million m3
Outer Bar and the channel
5.5 Million m3
Outer Bar and the channel
5 Million m3
Outer Bar and the channel
4 Million m3
Outer Bar and the channel
3.5 Million m3
149
Dredging Cost.
105 million USD
21 million USD
19.2 million USD
17.5 million USD
14 million USD
12.25 million USD
Figure 10.1a Long profile of Passur River from Outer Bar to Akram Point 2011
10.3.2 Dredging from Base Creek to Mongla Port for accommodating lighter vessel of 10,000 DWT
If coal terminal is constructed near Mongla Port jetty, dredging from Base Creek to Jetty area would
be required to enable shallow draught lighter vessel of 10,000 m DWT. However, a draught of less
than 5.5 meter is perhaps not feasible. The distance between Mongla Port and Base Creek is
approximately 12.5 km of which 10 km has a draught restriction of 5.5 m. considering a single lane
channel; 100 m channel width is required to ensure safe movement of ships. Based on analysis of long
profile (Fig 10.1b) which is generated from hydrographic chart of Mongla Port Authority, the
volumes to be dredged at the initial stage to create the preferred channel is approximately 1.3 million
m3.
According dredging will be required every year for maintaining the channel. The estimated volumes
to be dredged annually to maintain an artificial channel in river outlet varies greatly. However, an
estimate of 1.2 million m3 per year may be considered as prudent.
Considering the remoteness of the dredging section, the distance of the disposal site and prevailing the
wave conditions, a Cutter Suction Dredger" might be suitable type of dredge to carry out the work.
However, dredging method should be determined after detail investigation and analysis that has to be
carried out during detail design.
The unit price for CSD type dredger to dredge is 4.5 USD/m3 for capital dredging and 5 USD/m3 for
maintenance dredging. Maintenance dredging cost will be higher due to problem of disposal of
dredged materials for which additional land might be required. So the total cost for capital dredging is
5.85 million USD (6 million USD can be assumed as LS including the cost of disposal of dredged
material). The yearly maintenance dredging cost will be of 6 million USD.
10.3.3 Dredging from Mongla Port to Project site for proceeding lighter vessel of 10,000 DWT
If coal terminal is built at project site as it is proposed by this study in chapter 11 and 12 then in
addition to dredging from Base Creek to Mongla Port site, dredging will be required from Port Jetty to
project site as well.
150
The distance between Mongla Port and middle of the project site is approximately 12.5 km, of which
only 6 km has a draught restriction of 5.5 m considering a single lane channel of 100 m width is
required to ensure safe movement of ships. Based on analysis of long profile (Fig 10.1b) which is
generated from hydrographic chart of Mongla Port Authority, the volumes to be dredged at the initial
stage to create the preferred channel is approximately 0.8 Million m3. This estimation also match
with the dredging feasibility study (DEMAS 2005) carried out by Asia Energy to export Phulbari coal
through Passur River.
For estimates for maintenance dredging, the yearly volume to be dredged to maintain the channel in
river outlet varies significantly. However, an estimate of 0.6 Million m3 per year may be considered
as prudent.
Considering the remoteness of the dredging section, the distance of the disposal site and prevailing the
wave conditions, a Cutter Suction Dredger (CSD)" might be suitable type of dredge to carry out
the work.
The unit price for dredging by cutter suction dredger is 4.5 USD/m3 for capital dredging and 5
USD/m3 for maintenance dredging. Maintenance dredging cost will be higher due to problem of
disposal of dredged materials for which additional land might be required. Hence, the total cost for
capital dredging is 3.6 million USD (it can be assumed as 4 million USD as LS including cost of
disposal) will be required to dredge from Mongla Port to Project site. Similarly, the yearly
maintenance dredging would be of about 3 million USD.
Mongla Port
Base Creek
Figure 10.1b Long profile of Passur River from Base Creek to Project site 2011
10.3.4 Dredging from Base Creek to Mongla Port for allowing navigation of mother vessel of 25,000
DWT
Under, alternative IV, if the mother vessel of 25,000 DWT were to proceed for the project, dredging
would be required to maintain water depth of 8.0 m for a channel of 100m width. In this case, the
distance between Mongla Port and Base Creek is approximately 12.5 km of which 12 km has a
draught restriction of 8 meter. This is a typical draught for a ship of 25000 DWT. The length and
breadth of the vessel are also to be taken into account for examining navigability. Considering a single
lane channel, 100 m channel width is required to maintain safe movement of ships.. Based on analysis
151
of long profile (Fig 10.2) which is generated from hydrographic chart of Mongla Port Authority, the
volumes to be dredged at the initial stage to create the preferred channel is approximately 4.3 Million
m3. Dredging of this volume might not be feasible on a long term. The yearly maintenance dredging
would be also very large. Considering present rate of siltation, it is very hard to maintain the existing
draught of 4.5 -5.5. Hence, it would not be feasible to maintain a draught of 8.0 m to the Port area.
However, a detailed feasibility study should be carried out for taking the most prudent decision.
Considering the remoteness of the dredging section, the distance of the disposal site and prevailing the
wave conditions, a Cutter Suction Dredger" is the most suitable type of dredge to carry out the work.
The unit price for dredging with CSD dredger is 4.5 USD/m3 for capital dredging and 5 USD/m3 for
maintenance dredging. Maintenance dredging cost will be higher due to problem of disposal of
dredged materials for which additional land might be required. Hence, the total cost for capital
dredging is 19.3 million USD. Yearly maintenance dredging would be approximately 4 million m3 for
which the cost will be approximately 20 million USD.
10.3.5 Dredging from Mongla Port to project site for allowing navigation by mother vessel of 25,000
DWT
If coal terminal is constructed at project site as it is proposed by this study in Chapter 11 and 12 then
in addition to dredging from Base Creek to Mongla Port site, dredging will be required from Port Jetty
to project site.
The distance between Mongla Port and middle of the project site is approximately 12.5 km, of which
around 10 km has a draught restriction of 8 m. considering a single lane channel; a width of 100 m is
required to ensure safe movement of ships. Based on analysis of long profile, which is generated from
hydrographic chart of Mongla Port Authority, the volumes, to be dredged at the initial stage to create
the preferred channel is approximately 3.6 million m3.
For maintenance dredging, the yearly estimated dredging to maintain the channel in river outlet varies
greatly. A prudent figure would be 3.3 million m3 per year.
Considering the remoteness of the dredging section, the distance of the disposal site and prevailing the
wave conditions, a Cutter Suction Dredger (CSD)" is the most suitable type of dredge to carry out
the work.
The unit price for dredging with CSD is estimated at 4.5 USD/m3 for capital dredging and 5 USD/m3
for maintenance dredging. Maintenance dredging cost will be higher due to problem of disposal of
dredged materials for which additional land might be required. Hence, the total cost for capital
dredging is 16.2 million USD will be required to dredge from Mongla Port to project site. Similarly,
the yearly maintenance dredging cost will be 16.5 million USD. The maintenance coast rises, as an
extra cost will be required for management of dredged material.
10.4
Considering cost of dredging, and suggested coal transportation plan (in Chapter 11) it is suggested to
dredge at Outer bar to enable navigation of vessel of 80,000 DWT to anchor at Akram Point (Map
10.3) and in channel between Base Creek to project site (Map 10.4). Transshipment up to the project
site would be with lighter vessel. The final dredging plan is given in the following table:
152
1st year
2nd year
3rd year
4th year
5th year
1
Dredging location
Dredging Vol.
Capital Dredging
Outer Bar (Length 20km, Channel 30 million m3
width-160m, depth 12 m CD)
Base Creek to Mongla Port 1.3 million m3
(Length-10 km, Channel width100m, Depth-5.5m CD)
Mongla Port to Project site 0.8 million m3
(Length-6 km, Channel width100m, Depth-5.5m CD)
Dredging Cost.
105 million USD
6 million USD
4 million USD
Note: Either the GOB or the BPDB may bear this cost of the dredging. Cost of the coal transportation
as described in Chapter 12 does not include this dredging cost.
153
10.5
Section: 1
Section: 2
Section: 3
300m - 2250m
2250m 4000m
4000m 7000m
Coal Berth
Figure 10.2: Long profile of the Maheshkhali Coast along the proposed approach channel
156
Considering, 7 km length, and 15m CD design depth, the total volume of the dredging comes at
around 37.8 million m3 for 400m wide channel and million 20 million m3 for 200m wide channel.
Accordingly, costs come at around 132 million USD and 69 million USD. Table 10.2 gives details of
the indicative cost of the dredging for different sections of the channel. The dredging work might be
done under capital dredging program. Dredging method might be varied at different section of the
channel. Near deep-sea port, Trailing Suction Hopper (TSH) type Dredger might be used. In the area
nearer to shore, Cutter Suction Dredger (CSD) might be useful considering utilization of dredged
material in land filling.
The unit price for TSHD type dredger to dredge is 3.5 USD per cubic meter and 4.5 USD per cubic
meter for CSD type. However, further study should be carried out for investigating long shore
sediment transport, sea state and environment to determine breakwater structure and training work for
sediment management and for achieving harbor calmness.
Table 10.2: Dredging requirement and cost estimation
Required Dredging
Cost of Dredging
Type of Dredger
( Million m3)
(Million USD)
Dredging requirement for Option-1: approach channel of 400m
Section 1 (Chainage
300m to 2250m)
14.5
TSHD
50.75
Dredging Section
Section 2 (Chainage
21.5
CSD
75.25
2250m to 4000m)
Section 3 (Chainage
1.75
CSD
6.13
4000m to 7000m)
37.75
Total
132.13
Dredging requirement for Option-2: approach channel of 200m
Section 1 (Chainage
300m to 2250m)
7.25
TSHD
25.38
Section 2 (Chainage
2250m to 4000m)
Section 3 (Chainage
4000m to 7000m)
Total
10.75
CSD
37.62
1.75
CSD
6.12
19.75
69.12
Note: 1USD = 80 BDT assumed; TSHD: Trailing Suction Hopper Dredger; CSD: Cutter Suction
Dredger
157
10.6
Bangladesh has a small footprint in the global map. The coastline is 500 km in the East-West
direction. As a result, phenomenon like wind, tides do not vary significantly between places. Some
representative parameters are presented in the following. This is expected to give a broad indication of
the sea state so as to understand the complexities that will be encountered in navigation as well as
harbor operations.
Table 10.3: Mean monthly wind speed and direction
Wind
Jan
Feb
Mar
Apr
May
Jun
Jul
Aug
Sep
Oct
Nov
Dec
Speed
(Km/h)
9.7
10.8
11.3
11.4
12.0
12.2
11.7
11.6
10.6
9.6
9.5
9.6
Predominant
Direction
100 Years
97.6
180.8
25.5
Source: Feasibility Study of Deep Sea Port (PCI, 2009) based on data of BMD
Figure 10.3a: Average windrose diagram of Coxs Bazar coast (January to June)
160
Source: Feasibility Study of Deep Sea Port (PCI, 2009) based on data of BMD
Figure 10.3b: Windrose diagram of Coxs Bazar coast (July to December)
November to February
March to October
161
10.7
Tidal Level
Tides in Bangladesh coast originate in the Indian Ocean. It enters the Bay of Bengal through the two
submarine canyons, the Swatch of No Ground and the Burma Trench. Tide arrives with semi
diurnal features all over the coastal zone of Bangladesh. The periods of oscillations are 12 hours 25
minutes or 12 hours respectively.
The coastal area of Bangladesh has three tidal zones. These are:
Macro Tidal Zone: isotidal fluctuation > 4 m
Meso Tidan Zone: isotidal fluctuation 2 4 m
Micro Tidal Zone: isotidal fluctuation < 2 m
Each of the proposed power plants falls under the meso tidal zone.
10.7.1 Tidal Behaviour in Chittagong-Maheshkhali Coast
Chittagong and-Maheshkhali cost falls under Meso tidal zone where yearly average tidal fluctuation.
The yearly average tidal fluctuation is around 2 m. The Figure 10.5 shows observes and predicted
tidal level of Chittagong Maheshkhali Coast. The tide level is routinely predicted published by
BIWTA.
Source: BIWTA
Figure 10.5a: Comparison between predicted and observed tide level of Bangladesh coast
For investigation of waves in a proposed or existing port area, it is recommended that the Lowest Data
of Sounding be considered. For specific site, it is important to set to a specified LAT.
It has been worked out that with the theoretically predicted annual lowest level under any average
meteorological conditions and under any combination of astronomical conditions, the Lowest Water
Level (LAT is around 2.4 meter. The exact calculations for the selected site will have to be assessed
for the exact location, which may be performed in due course of time.
162
163
10.8
Wave Conditions
In the Bangladesh waters, the deep-water waves are forecasted as the wave height and wave period
generated by monsoon wind and low pressure passing in the Bay of Bengal. The ships of Bangladesh
Navy navigating different parts of the coastline record data. Wind data are available from the
observatories of the Bangladesh Meteorological Department. The following is a typical Wave Rose is
the forecasted for a typical location. Once the site for the port is finally selected, a forecasting may be
performed for the specific site.
Source: Feasibility Study Report of Deep Sea Port (PCI, 2009) prepared based on BMD data
Figure 10.7a: Annual wave rose showing deep and shallow water wave height
164
Source: Feasibility Study Report of Deep Sea Port (PCI, 2009) prepared based on BN data
Figure 10.7.b: Annual wave rose showing deep and shallow water wave height
From the annual wave roses, it is evident that both shallow and deep-water waves are dominant from
the south direction. From April to September, deep-water waves mostly come from the southward
direction. In October, they start to change their direction and from November to February, waves from
north direction are dominant.
10.9
A brief study was carried out by deep-sea port project authority for design deep-water wave. The
feasibility study report of the Deep Sea Port mentioned the following prediction of the annual
maximum deep and shallow water wave heights and periods presented as lognormal distribution
curves of 25, 50 and 100 year return periods. However, for determining the design deep-water wave a
detail study with at least one year observed data should be carried out.
Source: Source: Feasibility Study Report of Deep Sea Port (PCI, 2009) prepared based on BMD data (left
figure) and BN data (right figure)
165
Source: Source: Feasibility Study Report of Deep Sea Port (PCI, 2009) prepared based on BMD data (left
figure) and BN data (right figure)
166
Table 10.7 Summary of the statistical distribution of the annual maximum wave height
Deep Water Wave
Shallow Water Wave
Return
Wave Height
Wave Period To
Wave Height
Wave Period To
Period
Ho (m)
(Sec)
Ho (m)
(Sec)
25 years
7.48
12.4
7.48
12.4
50 years
7.95
13.1
7.98
13.1
100 years
8.38
13.7
8.46
13.7
Source: Source: Feasibility Study Report of Deep Sea Port (PCI, 2009) and BN
10.10
Cyclone is a natural phenomenon which in unpredictable in terms of timing, intensity and the actual
track. Obviously, no measure of design consideration can influence any of the three factors. The only
option is to try to predict, as early as possible, the track and intensity of the cyclone storm. During the
last 125 years more than 42 cyclones have hit the coastal areas (Map 10.10) and 16 cyclones (Table
10.) have occurred in the last 25 years.
Table 10.8: Major cyclones hitting the Bangladesh coast
Date
30 October
1960
211
30 May
1961
160
28 May
1963
203
11 May
1965
160
15 December
1965
211
1 November
1966
146
23 October
1970
163
12 November
1970
224
25 May
1985
154
29 November
1988
160
29 April
1991
225
2 May
1994
210
25 November
1995
140
19 May
1997
220
15 November (Sidr)
2007
240
25 May (Aila)
2009
120
Source: MCSP, 1993 and Bangladesh Meteorological Department
167
As such, there is no prediction method available, which can rather accurately predict any of the
factors. The intricacies in the prediction vary widely with the geographical location. Thus, until now,
no single model can claim to be equally efficient in all seas. In context of the intended coal fired
power plant, a strategy is to be adopted for predicting not only the intensity but also track of a
cyclones storm as soon as the depression initiates, or perhaps even earlier.
Incomplete atmospheric data makes it difficult for regional forecasters to forecast track and intensity
of a tropical cyclonic storm. The usual approach in wave and wind hind casting is data integration and
mathematical modeling. Cyclones in the Bay of Bengal stretching from the southern tip
of India to Thailand are particularly difficult to analyze because of "blind spots" in available
atmospheric data for individual storms, as well as the small dimensions of the Bay, which ensure that
storms do not have much time to develop or circulate. In most instances, regionally strong wind shear
suppresses cyclone development.
But when tropical cyclones do form in the Bay of Bengal area, flooding waves and storm surges can
quickly reach the narrow basins shores. And that unusual wind shear, which is fueled by large
temperature contrasts between sea and land, can lead to erratic storm tracks. Forecasting is also made
particularly difficult by the "blind spots. Land-based weather stations monitor the edges of the bay,
but they cannot see much when a storm is brewing several hundred miles from the coastline.
Accurate forecasting requires access to the fleet of "hurricane hunting" airplanes that fly through
Atlantic storms. However in most places including the Bay of Bengal, the forecasters have to rely on
remote satellite measurements that can only assess atmospheric and ocean temperatures under "clearsky," or cloudless, conditions - not exactly common in the midst of a cyclone.
An effective alternative would be to employ 3-dimensional satellite imagery and atmospheric profiles
from the Atmospheric Infrared Sounder (AIRS) from satellite to see into the heart of the storm. AIRS
has become increasingly important to weather forecasting because of its ability to show changes in
atmospheric temperature and moisture at varying altitudes. Until recently, many weather modelers
were only using AIRS data from cloud-free skies. Accurate atmospheric temperatures can be obtained
using real AIRS partly cloudy data.
AIRS cloudy-sky data can now be integrated into what are called shared data assimilation systems,
which combine millions of data points from Earth-observing satellites, instrumented ocean buoys,
ground-based sensors, aircraft-based instruments, and man-on-the-scene observations. Data
assimilation transforms the data into digital local maps that models can read to produce either hind
casts or advance projections of future weather conditions.
Regional forecasting agencies can now readily access AIRS data daily and optimize forecasts for
cyclones in the Indian Ocean. The same technique can be useful to forecasts of hurricanes in the other
parts of the world when the storm is formed over open oceans out of flight range of hurricane-hunting
airplanes. With this approach, it is now possible to more efficiently define cyclones at the early stages
and track them and thus can assist maritime operations.
Wind observations from the Comprehensive Ocean Atmosphere Data Set (COADS) can also be used
for hind casting of ocean waves, particularly in severe storms. However, such data sets for the Bay of
Bengal is not available.
The wave hind casting may also be performed using the SWAN Model. The SWAN model is a third
generation spectral model, suitable for the simulation of wind generated waves from the near shore to
the surf-zone. The spectrum that is considered in SWAN is the action density spectrum rather than the
energy density spectrum. The action density is equal to the energy density divided by the relative
frequency. The independent variables are the relative frequency and the wave direction. In the SWAN
wave model the evolution of the wave spectrum is described by the spectral action balance equation.
169
The parameters in the model are the local rate of change of action, propagation of action in
geographical space, shifting of the relative frequency due to variations in depths and currents and the
depth-induced and current-induced refraction, energy density representing the effects of generation,
dissipation and nonlinear wave-wave interactions, linear and exponential growth by wind, dissipation
due to white capping, bottom friction and depth-induced wave breaking and energy transfer due to
quadruplet and triad wave-wave interaction.
Data Assimilation and Forecasting System known as GEOS-5 developed by NASA and its
NASA/NOAA- is now able to create analysis technique using data from the days leading up to a
cyclonic storm in the Bay of Bengal area. The method was developed by after the severe cyclonic
storm that hot Nargis in 2008. The track of the storm was erratic when compared with the traditional
prediction approaches. The path of the cyclonic storm was quite different from what was predicted
using the conventional approaches. This model was later developed and was applied to records
available from Nargis. It appeared that the prediction of the available data at any stage was very close
to the actual track and intensity.
The current version of the model is Goddard Earth Observing System Model, Version 5 (GEOS-5).
This is a system of models integrated using the Earth System Modeling Framework (ESMF). The
GEOS-5 DAS integrates the GEOS-5 AGCM with the Grid point Statistical Interpolation (GSI)
atmospheric analysis developed jointly with NOAA/NCEP/EMC. The GEOS-5 systems are being
developed in the GMAO to support NASA's earth science research in data analysis, observing system
modeling and design, climate and weather prediction, and basic research.
Plan for operation of the port may adopt the method for prediction of any cyclonic storm once a
depression is identified.
10.11
Storm Surges
The coastal areas of Bangladesh are one of the most vulnerable areas that experience very high
cyclonic storm surge attack. The tracks of different cyclonic storm have been shown in the figures
above. The figures clearly illustrates that the areas in the intended port for coal handling is vulnerable
to cyclone and surge attack.
The intensity of the coastal surge largely depends upon the pressure fall in the sea level. The most
severe pressure fall was recorded in the cyclone of 1991, which was 74 mb with a radius strength of
74 km. The cyclone hit the eastern coast of the Bay of Bengal around Chittagong. The consequent
maximum surge was 4.73 m MSL that was a result of combination of astronomical tide and the storm
surge. It is advisable to assume a similar figure in design of the coat transportation port under the
project. Some safety margin should also be added. However, a more precise calculation should be
performed in the process of design of the port. The worst condition is the combination of the
astronomical tide and the storm surge.
Under a coastal embankment rehabilitation project, highest simulated water levels of 17 cyclones
were fitted to an exponential frequency distribution. Considering the frequency distribution, a map of
100-year return period of surge level was developed as shown in the Figure (10.9) below.
170
10.12
Current conditions
No data is available for the current condition in the intended port areas. However, in other places of
the Bay, the highest recorded depth average velocity is around 145 m/sec with the predominant
direction NNE, SSW, flood, and Ebb tide. Attempts were made by the Feasibility Study Team of
Proposed Deep Sea Port to investigate current condition of the Maheshkhali coast. The Table 10.9
presents some observed current data
171
Table 10.9: Maximum current velocity at the Sonadia Island in the Chittagong area
5/25/2008 (spring tide condition)
Time
Direction
Speed (m/sec)
Time
Direction
Speed (m/sec)
L.W.L. (6
am)
SSW
0.8
L.W.L. (6
am)
SSW
0.5
+1.0 hour
SSW
0.2
+1.0 hour
SSW
0.2
+2.0 hour
NNE
0.6
+2.0 hour
NNE
0.5
+3.0 hour
NNE
1.3
+3.0 hour
NNE
1.1
+3.5 hour
NNE
1.45
+3.5 hour
NNE
1.1
+4.0 hour
NNE
1.2
+4.0 hour
NNE
1.1
+5.0 hour
NNE
1.0
+5.0 hour
NNE
0.8
H.W.L. (+6
hour)
NNE
0.6
H.W.L. (+6
hour)
NNE
0.55
+7.0 hour
NNE
0.2
+7.0 hour
NNE
0.2
Source: Feasibility Study Report of Deep Sea Port (PCI, 2009) and BN
172
Introduction
Coal is a global industry, with coal mined commercially in over 50 countries and used in over 70
countries. Coal is readily available from a wide variety of sources in a well-supplied worldwide
market. From the discussion of the previous chapter, it may be assumed that the required coal for
operation of the proposed thermal power plant will be imported. Coal can be transported to demand
centers quickly, safely and easily by ship or by rail from source country to end user. A large number
of suppliers are active in the international coal market, ensuring a competitive and efficient market. In
case of proposed thermal power plants of Bangladesh, maritime transportation would be the best and
may be the only way to transport coal from the source country. In the proposed thermal power plant,
coal transportation will involve maritime transportation from source to Bangladesh coast then inland
water or rail or road transshipment up to plant sites. The aim of this chapter is to suggest a suitable
and coal transportation system for the proposed power plant evaluating different alternatives plans,
their merits, demerits, cost and effectiveness in supplying required amount of coal up to the project
sites.
11.2
Maritime Transport
The Atlantic market, made up of importing countries in Western Europe, notably the UK,
Germany and Spain.
The Pacific market, which consists of developing and OECD (Organization of Economic
Cooperation and Development) Asian importers, notably Japan, Korea and Chinese Taipei.
The Pacific market currently accounts for about 57% of world seaborne steam coal trade.
173
Table 11.1: World seaborne trade in 2006-2009, by type of cargo and country group
Country
group
Year
Goods loaded
Total
Crude
Products
Goods unloaded
Dry
cargo
Total
Millions of tons
2006 7682.3 1783.4 914.8
4984.1 7885.9
2007 7983.5 1813.4 933.5
5236.6 8136.1
World
2008 8210.1 1785.2 946.9
5478.0 8272.7
2009 7842.8 1724.5 924.6
5193.6 7908.4
2006 3073.1 921.2
357.0
1794.8 2906.8
Asia
2007 3187.1 938.1
358.1
1890.8 3263.6
2008 3211.8 902.7
339.3
1969.9 3361.9
2009 3061.7 898.7
355.5
1807.5 3582.4
Source: Review of Maritime Transport, 2010, UNCTAD, 2011
Crude
Products
Dry
cargo
1931.0
1995.5
1942.1
1877.8
552.7
620.7
565.6
604.1
894.2
904.3
964.1
957.3
248.8
260.8
318.3
313.1
5060.8
5236.3
5366.5
5073.3
2105.3
2382.1
2477.9
2665.2
174
Handysize and Handymax (Plate 11.2) ships are general purpose in nature. These two segments
represent 71% of all bulk carriers over 10,000 DWT and have the highest rate of growth. This is
partly due to new regulations coming into effect, which put greater constraints on the building of
larger vessels. Handymax ships are typically 150-200 m in length and 52,000-58,000 DWT with five
cargo holds and four cranes. The Handy and more recent Handymax types remain popular ships with
less than 60,000 DWT. The Handymax sector operates in a large number of geographically dispersed
global trades, mainly carrying grains, coal and minor bulks including steel products, forest products
and fertilizers. The vessels are well suited for small ports with length and draught restrictions and also
lacking transshipment infrastructure.
Panamax carrier: Represents the largest acceptable size to transit the Panama Canal, which can be
applied to both bulker and tankers; lengths are restricted to a maximum of 275 meters, and widths to
slightly more than 32 meter. The average size of such a ship is about 65,000 DWT. They mainly carry
coal, grain and to a lesser extent, minor bulks, including steel products, forest products and fertilizers.
175
Suezmax: This standard, which represents the limitations of the Suez Canal, has evolved. Before
1967, the Suez Canal could only accommodate tanker ships with a maximum of 80,000 DWT. The
canal was closed between 1967 and 1975 because of the Israel - Arab conflict. Once it reopened in
1975, the Suezmax capacity went to 150,000 DWT. An enlargement to enable the canal to
accommodate 200,000 DWT tankers is being considered.
VLCC: Very Large Crude Carriers, 150,000 to 320,000 DWT in size. They offer a good flexibility for
using terminals since many can accommodate their draught. They are used in ports that have depth
limitations, mainly around the Mediterranean, West Africa and the North Sea. They can be ballasted
through the Suez Canal.
ULCC: Ultra Large Crude Carriers, 320,000 to 550,000 DWT in size. Used for carrying crude oil on
long haul routes from the Persian Gulf to Europe, America and East Asia, via the Cape of Good Hope
or the Strait of Malacca. The enormous size of these vessels requires custom-built terminals.
Chinamax is a standard of ship measurement that allows confirming ships to the multiple harbours at
maximum capacity with the 380,000DWT tons. Inversely, harbours and other infrastructure that are
Chinamax-compatible can receive such ship economically, i.e. all harbours accept the same maximum
measurement: Length overall 360m/1180ft, beam 65m/213ft and max draught 24m/79ft.
Gearless carriers (Plate 11.4) are bulkers without cranes or conveyors. These ships depend on shorebased equipment at their ports of call for loading and discharging. They range across all sizes, the
larger bulk carriers (VLOCs) can only dock at the largest ports; some of these are designed with a
single port-to-port trade in mind. The use of gearless bulkers avoids the costs of installing, operating,
and maintaining cranes.
Geared bulk carriers (Plate 11.5) are typically in the handysize to handymax size range although there
are a small number of geared panama vessels, like all bulkers they feature a series of holds covered by
prominent hatch covers. They have cranes, derricks or conveyors that allow them to load or discharge
cargo in ports without shore-based equipment. This gives geared bulkers flexibility in the cargoes they
can carry and the routes they can travel.
176
Length
Beam
Draught
ballast
Draught
loaded
Holds
Handy size
10,000 to 35,000
180 m
26 m
5.5m
10.6 m
4-5
Handy max
35,000 to 59,000
200 m
30 m
5.5m
11.5 m
Pana max
60,000 to 80,000
275 m
32 m
6-7m
13.5 m
Cape size
80,000 to over
290m
32.3m
9-10m
18-20m
China max
3,80,000 tons
360m
65m
Not
specified
24m
Not
specified
Availability of vessel is also an important issue that governs decision making of transport option. At
present Handysize and Handymax are very common in world market that covers around 70% of world
fleet. Table 11.3 shows percentage distribution of different vessel available in world fleet.
Table 11.3: Percentage of bulk cargo vessel in world fleet
Sl. no
Types of vessel
Handysize
Handymax
37%
Panamax
19%
Cape size
10%
11.3
Maritime Routes
Shipping routes reflect world coal trade flows. Sailings are most numerous and most frequent on
routes where trade volumes are largest and demand is therefore greatest. In-bulk trade routes reflect
the places of origin and consumption of the commodities carried. The way that coal is transported to
where it will be used depends on the distance to be covered. Port that handles coal has to have special
arrangement and logistic to handle the bulk and as well as the carrier. Coal exporting and importing
countries have coal terminal provided with coal handling facilities.
11.3.1 Major sea ports and coal terminal in Australia
Australia is number one country in coal export. The country has well developed logistics and facilities
for coal export at their ports. In general, they load/ discharge most of the bulk cargos of Handymax,
Panamax, and Capesize vessels. There are around two hundred ports in Australia of which Port of
Townsville, Abbote point, Dalrymple Bay, Hay point, Gladstone, Port of Brisbane, Port Stephens,
Newcastle, Port Botany, Port Kembla, Melbourne, Geelong, Portland, Victoria, Adelaide, Port
Bonython, Whyalla, Ship Hill, Port of Lincoln, Fremantle etc. are major. Among these ports, Abbote
point, Dalrymple Bay, Hay point, Gladstone, Port of Brisbane, New Castle, and Port Kembla handle
coal. Table 11.4 shows annual handling capacity of major ports of Australia having coal terminal
facility.
177
Table 11.4: Annual handling capacity of major coal handling ports of Australia
State/Port
Annual
Capacity
2009-2010 (million
Ton)
Queensland
Abbot Point
25
Brisbane
07
Dalrymple Bay
68
Gladstone
75
Hay Point
44
Total Qld
219
New South Wales
New Castle
113
Port Kembla
16
Total NSW
129
Australia
metallurgical coal
Na
thermal coal
Na
Total AUS
348
Source: www.australiancoal.com.au
2009-10
14
06
47
56
35
158
17
7
63
60
36
183
84
13
97
96
14
110
125
136
262
157
135
292
Name of
Port
Location
Loading Rate (metric ton per day)
Loading Facility
Apar Bay
Kalimantan about 8,000-10,000 metric ton per day Ships gear / Floating
Island
by ships gear
Crane on subject
Adang Bay
Banjar masin, Kalimantan about 10,000-15,000 metric ton per Ships gear / available
Taboneo
Island
day by ships gear
one unit Floating Crane
(various shippers)
178
SI
no.
Name of
Port
Location
Loading Rate (metric ton per day)
Loading Facility
Jorong
Satui
Kalimantan about 8,000-10,000 metric ton per day Ships gear / Floating
Island
by ships gear
Crane on subject )
Samarinda
Kalimantan about 8,000-10,000 metric ton per day Ships gear / Floating
Island
by ships gear
Crane
about 15,000-20,000 metric ton per
day per Floating Crane
Muara,
Pantai, Berau
North Pulau
Loading rate: about 35,000-40,000
Loading
facility:
Laut
Kalimantan metric ton per day
Traveling loader
(Kalimantan).
179
Table 11.6: Sea route distance from different major coal ports to Bangladesh ports
Sl No.
Discharging port
Distance (nm)
Indonesia
Chittagong
2747
Mongla
2825
Chittagong
1964
Mongla
2041
Chittagong
3042
Mongla
3119
laut Chittagong
2460
Mongla
2521
South Africa
Chittagong
4681
Mongla
4620
Chittagong
4765
Mongla
4705
Chittagong
5529
Mongla
5469
Australia
Chittagong
5240
Mongla
4906
Chittagong
4963
Mongla
5656
Chittagong
5710
Mongla
5240
Chittagong
5523
Mongla
5599
Duration of time
1
2
Samarinda
Kalimantan
Merak java
Bitung
North
Pulau
(Kalimantan).
08 days 19 hrs
09 days 01hrs
06 days 07 hrs
06 days 13 hrs
09 days 18 hrs
10 days 00 hrs
07 days 21 hrs
08 days 19 hrs
Richard bay
Durban
Cape Town
Brisbane
Gladstone
Kembla
10
New Castle
15 days 00 hrs
14 days 19 hrs
15 days 07 hrs
15 days 02 hrs
17 days 17 hrs
17 days 13 hrs
16 days19 hrs
15 days17 hrs
15 days 23 hrs
18 days 03 hrs
18 days 07 hrs
16 days19 hrs
17 days 17 hrs
17 days 23 hrs
Figure 11.1: Maritime sea route From New Castle CT, Australia to Mongla port, Bangladesh
180
Figure 11.2: Maritime sea route From North Pulau Laut (NPLCT), Indonesia to chittagong
port, Bangladesh
Figure 11.3: Maritime sea route From Richard Bay, South Africa to Mongla port, Bangladesh
11.3.5 Seaports in Bangladesh
There are two seaports in Bangladesh, one is the Chittagong port Authority and another is the Mongla
port authority. In addition, there are two proposed seaport one is deep-sea port in Sonadia Island in
Chittagong and another is third sea port in Patuakhali.
Chittagong Port
It is the major port of Bangladesh. It is situated on the bank of Karnaphuli River; nine miles upstream
from the Bay of Bengal and connected with the hinterland by Rail, Road, River, Air and Sea.
Normally, ocean going vessel having deep draught dropped anchor in outer anchorage area and then
after literage come inside the port with the assistance of CP pilot and discharge rest of the cargo in
the jetty. The Port usually handles containers and bulk materials other than coal. The Port has well
developed facilities for cargo and ship handling but at present no facilities for coal handling.
However, for coal handling, a coal terminal shall have to be developed at plant site.
181
Mongla Port
Mongla is the second seaport in Bangladesh. It is situated at the confluence of the river Passur and
Mongla Nullah at a distance of 47 nm (85.5km) of Bay of Bengal and connected with the hinterland
with the river, road and sea. It is anchorage port. To approach in Mongla port, ocean going vessel
drops anchor near fairway buoy marked by MP and then with the high tide and guidance by the Hiran
Point Pilot Station crosses the outer bar area along with about 22 nm (40km) up to the pilot station.
Then MP pilot brings the vessel inside the port about 47n.mile (85.5km) as per the instruction by the
concern authority. The Port does not have facilities for coal handling at present. However, a new coal
terminal shall have to be developed at suitable location for handling the coal and coal carriers.
Proposed Deep Sea Port of Maheshkhali
Government of Bangladesh has a plan of developing a new deep-sea port in Maheshkhali near
Sonadia Island. The proposed deep-sea port is located in Kutubjhom and Hoanok Union of
Maheshkhali Upazila. The Maheshkhali power plant project falls under the proposed port limit of the
proposed deep-sea port. The proposed berth area is only 10 km south from the power plant project
area (center-to-center distance). As per feasibility study report (PCI, 2009), the first phase of the
project (i.e. short term) will come up with 5 berths (300m each) for container cargo and 4 berths
(250m each) for general cargo in 2020. Full scale of the deep sea port project will be completed by
2055. It has been planned targeting vessel of 50,000 DWT with 13.0m load draught. However, the
project is still in planning process.
11.4
Ownership of vessel
Either BPDB may own vessel by buying or chartering for coal transportation, or may engage
outsource agency under a Coal Transportation Agreement for coal transportation. As BPDB does not
have any experience of shipping business, it is recommended engage third party under Contract of
Affreightment to handle coal transportation from source country to project site. However, there are
different alternatives to own ship and the recommended (Contract of Affreightment) option has been
made evaluating all of these options. The following sections briefly discuss different options of
owning vessels.
11.4.1 Chartering of vessel
There will also be scope of chartering vessel for transportation. The contract between shipper (and
charterer) and the ship-owner called the charter party. Chartering is an activity within the shipping
industry. In some cases, a charterer may own cargo and employ a shipbroker to find a ship to deliver
the cargo for a certain price, called freight rate. Freight rates may be on a per-ton basis over a certain
route (e.g. for coal between Australia and Bangladesh) or alternatively may be expressed in terms of a
total sum - normally in U.S. dollars - per day for the agreed duration of the charter. There are three
basic types of vessel charters: voyage charter, time charter and bareboat charter.
Voyage charter
A voyage charter is the hiring of a vessel and crew for a voyage between a load port and a discharge
port. The charterer pays the vessel owner on a per-ton or lump sum basis. The owner pays the port
costs (excluding stevedoring), fuel costs and crew costs. The payment for the use of the vessel is
known as freight. A voyage charter specifies a period, known as lay time, for unloading the cargo. If
182
lay time is exceeded, the charterer must pay demurrage. If lay time is saved, the charter party may
require the ship-owner to pay dispatch to the charterer.
Time charter
Time charter is the hiring of a vessel for a specific period; the owner still manages the vessel but the
charterer selects the ports and directs the vessel where to go. The charterer pays for all fuel the vessel
consumes, port charges, and a daily hire to the owner of the vessel.
Bareboat charter
A bareboat charter or demise charter is an arrangement for the hiring of a vessel whereby no
administration or technical maintenance is included as part of the agreement. The charterer obtains
possession and full control of the vessel along with the legal and financial responsibility for it. The
charterer pays for all operating expenses, including fuel, crew, port expenses, PI and hull insurance. In
commercial demise chartering, the charter period may last for many years; and may end with the
charterer acquiring title (ownership) of the ship. In this case, a demise charter is a form of hire
purchase from the owners, who may well have been the shipbuilders. Demise chartering is common
for tankers and bulk-carriers.
11.4.2 Contract of Affreightment
Contract of Affreightment (from freight) is a legal term used in shipping. Contract of Affreightment is
the expression usually employed to describe the contract between a ship-owner and another person
called the charterer, by which the ship-owner agrees to carry goods of the charterer in his ship, or to
give to the charterer the use of the whole or part of the cargo-carrying space of the ship for the
carriage of his goods on a specified voyage or voyages or for a specified time. The charterer on his
part agrees to pay a specified price, called freight, for the carriage of the goods or the use of the ship.
11.5
Different alternatives have been developed for coal transportation considering different vessel type,
inland waterways and mode of transshipment. The alternatives are discussed below
11.5.1 Alternative I: Mongla Port Fairway Buoy anchorage
Vessel up to 3,80,000 tons DWT so called Chinamax type with the draught of 24m (78.7feet) can
arrive near Mongla Port Fairway Buoy (MPFWB) and discharge cargo safely. In this anchorage,
lighterage operation of cargo may be carried out safely from November to February subject to
clearance of customs authority. About 15 nos of different size ships may be anchored in the anchorage
area. At anchorage coal discharge operation may be done by own gear of the mother vessel. In case of
gearless vessel, gear vessel or floating crane might be used. After discharging from mother vessel at
MPFWB coal may be transshipped to the coal terminal (either at project site or Mongla Port area),
through Mongla Ports exciting channel i.e. through Passur River directly with the 5.0m-5.5m
(16.4feet-18feet) draught vessel of 10,000DWT. At present, minimum draught of 4.0 m during LLW
exists. With tidal advantage vessel having 5.5 m draught can easily proceed to the south end of the
project site. However, capital dredging and maintenance dredging would be required to ensure
continuous supply of coal up to the project site considering no waiting time for tide. If coal discharged
at Mongla Port Jetty area, then it would be further transshipped up to Project site through either coal
183
conveyor corridor or rail way. In this case both capital and maintenance dredging also will be
required.
Merits
a) Huge quantity of coal may be carried at a time and maritime transportation will be cheaper.
Demerits
a) Discharging of coal is possible only for four months. Rest of the months of the year,
discharging is not possible due to rough weather and sea condition.
b) Due deep draught and length restriction vessel cannot proceed to Akram point.
c) At present Chinamax type vessel is not always available in the world trade volume.
d) This type of vessel may not have own gear for discharging of coal.
e) Distance from project site to MPFWB is also too long (78 nm) for lighterage.
f) Coal transshipment from this type of mother vessel to small type lighterage vessel will be
difficult.
11.5.2 Alternative II: Akram point anchorage
It is the area of the adjoining of the Sibsa and Passur River which is 34 nautical mile (approx. 61km)
upstream of MPFWB. Vessel up to 80,000tons DWT with the draught of 13.5m (44.3feet) can
proceed to Akram point to the adjoining of Sibsa and Passur River if dredging at outer bar and in
channel is carried out. Discharge of cargo operation can be done safely to the mouth of Sibasha River,
subject to the clearance of the custom authority. With this alternative plan, dredging at outer bar might
be required to maintain 13.5m draught. An indicative estimation of dredging requirement has been
provided in Chapter 10. Under this plan, there are two options of further coal transshipment up to
project site or coal terminal:
Option IIA: Transshipment of coal may be done by the shallow water draught vessel up to the project
area through Passur river channel from Akram point anchorage. The shallow water draught vessel
would discharge coal at coal terminal to be constructed at plant site or near Mongla Port. If coal
discharged at Mongla Port Jetty area, then it would be further transshipped up to Project site through
either coal conveyor corridor or rail way. In both case capital dredging and maintenance, dredging
will be required to carry coal using innovative lighters of 5.5 m draught.
Option IIB: Transshipment of coal may be done by shallow water draught vessel from Akram point
through Sibsa River-Chunkuri River system to the project site. This route is not completely covered
by the existing BIWTAs inland waterways at present. With this option, dredging would be required
in Chunkuri River at different sections. Finally, the shallow water draught vessel would discharge
coal at coal terminal to be constructed at plant site. This option requires further investigation and
evaluation.
In both case option IIA and IIB, innovative lighters of 3000 DWT 10000 DWT having draught of
3.5 m to 5.5 m should be engaged.
Merits
a) Handymax/Panamax type of vessel may proceed to Akram point with coal having 13.5m
draught
b) Water depth in Akram point are in available (20m-25m) and suitable for anchorage of
Handymax/Panamax type vessel.
184
Distance from project site to Akram point is about 43 nm, which is 35n.mile less than
MPFWB.
f) In future, Passur River may be a busy route. In such case, Sibsha River under Alternative IIB
plan might be adopted.
g) Maritime transportation cost will be cheaper than small handy size vessel.
h) Handymax/Panamax types of vessel are available in world trade volume.
Demerits
a) Capital dredging will be required at outer bar channel up to Hiron point. Large investment
will require.
b) In case of Passur River: high traffic may disrupt continuous supply of coal.
c) With Sibsha River (under Alternative-II plan), vessel will have to face draught and length
limitation. Sharp bents existing in several places of Chunkuri river (need to be used for
approaching up to the project site) permits vessels of having maximum 80 m length. At
present survey data are also limited. Dredging will be required with proper survey for
increasing depth and width of the channel and land cutting for removing the sharp bents.
Permission from DoE and Forest Department might also be required for using this route.
11.5.3 Alternative III: Harbaria Anchorage
Vessel up to 25,000 tons DWT with the draught 8.0m (26.3feet) (subject to wide beam and length of
the vessel) can enter into the port and discharge cargo at Harbaria anchorage safely for the whole year.
The distance from MPFWB to Harbaria is about 59 nm (107.4km). Mother vessels might discharge
coal to Lighter for transshipment up to coal terminal at project site or Port site Coal Terminal. If coal
discharged at Mongla Port Jetty area, then it would be further transshipped up to Project site through
either coal conveyor corridor or rail way. For transshipment from Harbaria to project site or Mongla
Port Jetty, innovative lighters of shallower draught should be engaged.
Merits
a) Small Handy type of 25000DWT Ocean going vessel may proceed with 8 m draught (subject
to wide beam and length of the vessel) to Harbaria, which is only18 nm downstream from the
project site. These types of vessel with own cargo gears are easily available in world trade
market.
b) Lightering operation is easier with this type of vessel.
c) No capital dredging will be required, only maintenance dredging might be required for
maintaining the channel of 8 m depth from outer bar to Harbaria.
d) Transshipment of coal from Harbaria to project site is easier, cheaper and shorter.
e) Innovative lighters of 10000 DWT can easily proceed to Mongla Port Jetty with 5.5 m
draught if the channel is maintained by capital and maintenance dredging
185
f) Same lighter vessel can also proceed to the project site if the channel is maintained with 5.5 m
draught.
Demerits
a) At present, activities of Mongla port are being operated at Harbaria Anchorage. In most time
available anchorage areas remain occupied. Sometime, vessels have to wait for a long times.
b) For lighterage operation dredging will be required from Base creek to Mongla Port Jetty and
also up to the project site to maintain depth of 5.5 m CD (for innovative lighter of 10,000
DWT).
11.5.4 Alternative IV: Berthing at Coal Terminal at Mongla Port Jetty no-11
Ocean going vessel of 25,000 DWT with the draught 8.0m (26.3feet) subject to the wide beam and
length of the vessel may arrive to the port jetty (Jetty no 10 and 11), and discharge cargo. After
discharging cargo in the jetty coal may transport to the project site by conveyor belt. In this respect
also require dredging from southern anchorage to the jetty side up to 8.0 m (26.3 feet) CD. If coal
discharged at Mongla Port Jetty area, then it would be further transshipped up to Project site through
either coal conveyor corridor or rail way.
Merits
a) Coal terminal might be constructed at proposed jetty of Mongla Port. In that case, coal
can be easily transferred to the project site through conveyor belt.
b) Bangladesh railway has a development project of constructing new rail line from Khulna
to Mongla port. In future, this rail way can also be used for coal transportation from port
to project site.
Demerits
a) Huge capital dredging and as well as yearly maintenance dredging will be required from Base
creek to port site for maintaining the channel depth up to 8 m CD. Main obstruction is at port
jetty mouth.
b) A new coal terminal has to be constructed since; the Port has no bulk cargo handling
facilities.
c) Regular port operation might be disturbed due to coal unloading and handling activities.
d) There is a risk of environmental damage in Port area and in nearby Sundarbans if dust
suppression system is not properly operated. Leached water from coal stockyard might cause
environmental damage if no treatment process is adopted.
e) Construction of conveyor belt (around 15 km long and 20m wide) will require land
acquisition, canal crossing and road crossing which involves huge expenditure.
11.5.5 Alternative V: Berthing at Coal Terminal at plant site
Ocean going vessel of 25,000 DWT with the draught of 8.0m subject to the wide beams and length of
the vessel may arrive to the project site directly to discharge cargo. But, dredging would be required
from port jetty to the project area for this plan. An already developed channel with shoaling and
shallower area at some location exists from port to project site.
Merits
186
a) Vessel that can proceed up to Mongla port Jetty-11, which can also easily proceed up to
project site.
b) Small Handy type vessel having 8 m draught (subject to beam wide and length) may proceed
up to project site.
c) No transshipment/lighterage operation will be required.
d) Cost will be cheaper than the alternative IV.
e) Future expansion will be possible as sufficient land is available in project site.
Demerits
a) Huge capital dredging and maintenance dredging will be required (similar to alternative IV)
from base creek to Mongla port Jetty and up to project site.
b) Maintaining depth of 8 m CD in the channel will be the major difficult. Yearly maintenance
dredging cost will be very high. However, a detail study has to be carried out for feasibility of
dredging activities.
11.5.6 Screening of alternative plans
Through analyzing merits and demerits of each alternative plans, the study screens out alternative I
anchorage at MPFWB. To arrive at a feasible plan further analysis including voyage planning, cost
estimation will be required. The following sections describe coal terminal locations, voyage plans and
cost estimations.
11.6
11.6.1 Alternative- I: Coal discharge at Chittagong port outer anchorage and transported by
lighterage
Vessel up to 50,000 tons DWT with the draught of 11.5m (37.7feet) can discharge coal in Chittagong
port outer anchorage and transport by lighterage to project site. Under this plan a coal terminal has to
be constructed at project site at left Bank of Karnaphuli River. Dredging might be required to develop
navigability of the Karnaphuli River and a maneuvering area at coal terminal.
Merits:
a) Handymax/Panamax type mother vessel may proceed to outer anchorage (A-anchorage, ctg.
with about 50000 tons of coal having 11.5m draught.
b) Coal discharging operation is possible for whole year.
c) Water depths at Alfa Anchorage are available about 15m and suitable for Anchorage of
mother vessels.
d) Distance from Alfa Anchorage to project site only 10 n.m.
e) Lighterage transportation cost will be cheaper
f) Handymax and Panamax type of vessels are available in world trade volume.
Demerits:
1. Most of the deep draught vessels anchorage position for unloading of cargo and for which this
area is found always busy.
187
Demerits:
a) Lighterage operation might not be possible round the year due to unfavorable weather and sea
state condition
b) Lighterage cost will be higher.
11.6.4 Screening of alternative plans
Through analyzing merits and demerits of each alternative plans, the study screens out alternative III
anchorage at Kutubdia. To arrive at a feasible plan further analysis including voyage planning, cost
estimation will be required. The following sections describe coal terminal locations, voyage plans and
cost estimations.
11.7
A deep draught coal terminal might be constructed at project site provided with safe berthing and
maneuvering area. Vessel up to 80,000 tons with the draught of 13.5 m may berth at the deep draught
188
coal terminal to be constructed on green shore at project site. The distance from proposed Deep Sea
Port to the project is about 5.5 nm.
11.8
Lighterage option
At present lighterage, vessels are available in Bangladesh having carrying capacity 1000-1200 tons
only which are not suitable/ feasible for lightering/carrying of this huge coal for the Power Plant.
Purpose build coal carrier should be build for lighterage operation. Shallow draught special type of
lighterage Barge (Self Propelled) suitable for coal carrying can be constructed in Bangladesh. Some
innovative approach might be followed in designing new lighterage vessel with shallower draught.
Innovative design approach allows lighterage to carry more goods with shallower draught. Under
different alternative plans discussed above, lighterage vessel of 8.000 -10,000 tons DWT with the
draught of 5m-5.5m (16.4feet-18feet) may be innovated and engaged for transshipment of coal from
mother vessel to the project area. Shallow draught type barges may be engaged for coal transportation
in waterways. This type of shallower Barge (Plate 11.6) is already available in international market.
Table 11.7 gives some parameters of this available purpose built coal carrier of shallower draught.
The following type of barges may carry from 8,000 to 10,000 tons of coal throughout the year, from
the mother vessel to the project site directly.
Plate 11.6: Self propelled purpose built Plate 11.7: Purpose built
shallower draught barge
shallower draught barge
flexi
float
189
Specifications
101.08mx26m
10,187 mt DWT
5.5m
2 x 1,195 bhp diesel engines
8.5 knots (maximum operational speed of 7 knots)
12-13
At present, Western Marine Shipyard, Khan Brothers Shipyard, Ananda Ship Yards, etc are capable
of building such ships. Initially, one year is required to build such purpose build coal carrier.
11.8.1 Ship to Ship transfer
Coal may be unloaded from mother vessel to lighterage vessel by own gear of mother vessel at every
anchorage point. If mother vessel is Handy type with 4 hatches than at a time four numbers lighterage vessels may be placed and coal may be discharged about 1000 to 1200 Tons per day per hook. If
mother vessel is Handymax type than at a time six numbers lighterage may be placed and coal may
be discharged about 1000-1200 tons per day per hook. If mother vessel is Panamax type than eight
numbers lighterage may be placed at a time and coal may be discharged about 1200 -1500 tons per
day per hook. If vessel having own gears is not available, floating crane might be used. The floating
transfer vessel would be anchored/positioned at anchorage area. For Khulna Thermal Power Plant
floating transfer vessel would be more suitable. As such, a twin-hull transshipper equipped with three
grab cranes combined with two loader conveyor systems into barges might be an option.
11.9
190
rather than discharge at Port Jetty that would require further transshipment. In both case of coal
terminal location dredging will be required. However, dredging to be required in case of coal terminal
at project site would be little higher than the case of coal terminal at Mongla Port Jetty. However,
decision should be made comparing the cost of coal transshipment directly up to the project site with
transshipment through Mongla Port Jetty and Coal conveyor belt. In addition, comparison should be
made between cost of dredging and cost of conveyor belt construction and maintenance.
11.9.2 Coal terminal location for Chittagong Thermal Power Plant
A coal thermal might be constructed at project site, at left bank of Karnaphuli River. At present, no
dredging might be required to develop navigability of the Karnaphuli River. However, dredging may
require constructing coal thermal, inside the Karnaphuli channel provided with a maneuvering area at
project site. The approach to the coal terminal would be thorough Karnaphuli river.
11.9.3 Coal terminal location for Maheshkhali Thermal Power Plant
In case of Maheshkhali a coal terminal might be constructed at sea shore side of the project area. The
site falls under port limits of the proposed deep-sea port to be constructed in Sonadia. For navigability
an approach channel need to be developed by dredging from deep sea to project site (Map-11.5 and
11.6). The approach channel for the Maheshkhali coal terminal has been planned in line with
approach channel planned for proposed Sonadia Deep Sea Port. It has been assumed that sea state
(wave, tide, wind and current) considered for Sonadia Deep Sea Port would be similar in case of this
coal terminal. On this basis, alignment of the approach channel has been considered as same as deep
sea port. Channel length would be 7 km, wide would be 400m and design depth would be 15 m CD.
At jetty front, channel width would be 650m considering berthing, de-berthing and maneuvering of
the vessel with tug facilities.
191
Map 11.2: Location of coal terminal and approach area for Chittagong Thermal Power Plant
193
Map 11.3: Location of coal terminal and associated navigational information Chittagong
thermal power plant
194
Map 11.4: Coal terminal location and approach channel proposed for Maheshkhali Power Plant
195
Map 11.5: Proposed Approach channel and associated navigational information for
Maheshkhali Power Plant
196
11.10
For planning purpose, three countries- Indonesia, South Africa and Australia have been considered as
the source countries as per the assumptions and considerations made in Chapter 9. Major coal
handling port of each country has been selected as loading port. In Indonesia, major portion of coal
are exported through Kalimantan where numbers of coal terminal with different capacities exist.
North Pulau Laut Coal Terminal, which is for this planning. Richard Bay Coal Terminal, which is also
one of the major coal handling ports in the world, has been considered as loading port in case of
import from South Africa. With Australia, New Castle Coal Terminal which is one of the major coals
handling port has been selected. Vessel parameters have been considered taking account of world
standards. Berthing, un-berthing, loading and unloading time, ship-to-ship transfer time vary with
capacity of port and capacity of vessel (cargo capacity and unloading capacity). It is assumed, vessel
might be delayed due to bad weather condition for a day in a round trip.
11.10.1 For Khulna 1320MW Coal Based Thermal Power Plant
From the Table 11.9 and Table 11.10 it is seen that numbers of vessel increases with decrease of
capacity of vessel. Minimum numbers of vessel will be required for vessel of 80,000 DWT considered
under Alternative Plan-II (Akram Point Anchorage and Further transshipment thorough lighters).
Indonesia would be the nearest source that requires 20 to 25 days (varies with vessel capacity due to
loading unloading time) for each round trip. On the other hand, round trip from Australia requires 39
to 44 days (varies with vessel capacity due to loading unloading time). Number of vessel to be
engaged in a year depends on number of voyage, vessel capacity and time for a round trip. With
80000DWT, only 5 (five) vessels will be required to carry coal from Indonesia while each vessel will
make 13 round trips. On the other hand, 12 vessels will need to be engaged for carrying coal with
25000 DWT vessels. Number of the vessels is higher in case of carrying coal from South Africa and
Australia. From this comparative analysis of voyage planning it is clear, that vessel of 80,000DWT is
most feasible to carry coal for this power plant. However, final suggestion might be made after detail
cost estimation including lighterage operation planning and cost that has been described in the
following sections.
197
Averag
e speed,
knot/hr
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
2
3.8
6
36.4
35.7
35.9
35.9
30.1
29.5
29.6
29.6
16.7
16.0
16.2
16.2
1
2
3.8
6
1
2
3.8
6
Round
Trip Sea
time in
days
Unloadin
g time,
days
198
Note:
Vessel will use jetty facilities (two grab unloaders of 1000 TPH rated and 750 TPH average capacity each) for unloading coal at coal terminal
Ship-to-Ship transfer shall be carried out by Floating Transfer Vessel
4,700
4,595
4,620
4,620
Richard Bay, SA
13
13
13
13
Port to Port
Distance,
nm
Berthing/Deberthing and
Bad
Alternative Plans
Loading time, weather
days
North Pulau Laut Coal Terminal (NPLCT), Indonesia
Alt V: Berthing at Project Site by 25,000 DWT Vessel
2,600
13
1
1
Alt III: Harbaria Anchorage by 25,000 DWT Vessel
2,496
13
1
1
Alt II: Akram Point Anchorage by 50,000 DWT Vessel
2,521
13
2
1
Alt II: Akram Point Anchorage by 80,000 DWT Vessel
2,521
13
2
1
Table 11.9: Voyage Time Talculation for Mother Vessel for Khulna TPP
39
40
42
44
33
34
36
38
20
20
23
25
Round
Trip in
days
80,000
44
25,000
25,000
50,000
80,000
328
328
328
328
328
328
328
328
8
8
8
7
10
10
9
9
4,745,000
4,745,000
4,745,000
4,745,000
4,745,000
4,745,000
4,745,000
4,745,000
23
23
12
8
19
19
11
7
12
12
7
5
Nos of
vessels
in a
year
190
190
95
59
190
190
95
59
190
190
95
59
Nos of
voyage in
a year*
199
Note:
Coal requirement has been estimated considering extreme case scenario (100 % load factor, 365days operation time, 6000 kcal/kg GCV of coal and 30% plant
efficiency as provided by NTPC India). Voyage numbers and numbers of Vessel to be engaged will be varied as per requirement of coal.
*adjusted rounding off the estimated figure
Richard Bay, SA
33
34
36
38
No of available
Size of a
Time for days in an year
No of
Coal
Alternatives
cargo
a round (excluding 10%
Round Requireme
contingency)
(DWT)
trip
trips *
nt in a year
North Pulau Laut Coal Terminal (NPLCT), Indonesia
20
328
16
4,745,000
Alt V: Berthing at Project Site by 25,000 DWT Vessel
25,000
20
328
16
4,745,000
Alt III: Harbaria Anchorage by 25,000 DWT Vessel
25,000
23
328
14
4,745,000
Alt II: Akram Point Anchorage by 50,000 DWT Vessel
50,000
25
328
13
4,745,000
Alt II: Akram Point Anchorage by 80,000 DWT Vessel
80,000
Table 11.10: Voyage planning for mother vessel For Khulna TPP
200
Berthing/ De-berthing
and Loading time, days
Bad
weather
13
13
13
5,533
5,523
13
4,681
5,483
13
4,691
13
2,460
13
13
2,470
4,721
13
Richard Bay, SA
Average speed,
knot/hr
2,420
Port to
Anchorage/CT
Distance, nm
2.5
2.5
2.5
Berthing,
Unloading, Unberthing, days
201
Notes:
a. Alternative III: Discharge of coal at Kutubdia by 80,000 DWT and transshipment to the project site by lighterage
b. Alternative II: Direct Discharge of Coal at Project Site by 25,000 DWT Vessel
c. Alternative I: Discharge of coal at Alfa Anchorage by 50,000 DWT Vessel and transshipment to the project site by lighterage.
* adjusted rounding off the estimated figure
Alternative III
(80000 DWT)
Alternative II
(25000 DWT)
Alternative I
(50000 DWT)
Alternative III
(80000 DWT)
Alternative II
(25000 DWT)
Alternative I
(50000 DWT)
Alternative III
(80000 DWT)
Alternative II
(25000 DWT)
Alternative I
(50000 DWT)
Alternative Plans
35.5
35.5
35.1
30.1
30.1
30.3
15.8
15.83
15.5
Round Trip
Sea time in
days
40.00
39.0
39.1
35.0
33.0
34.3
21.0
19.0
20.5
Round Trip
time in days *
40.0
50,000
328
328
328
328
328
328
Richard Bay, SA
328
328
328
10
15
17
15
4,745,000
4,745,000
4,745,000
4,745,000
4,745,000
4,745,000
4,745,000
4,745,000
4,745,000
12
22
10
19
11
No. of vessels
in an year
95
190
59
95
190
59
95
190
59
No. of voyage
in a year
202
Note:
a. 2500DWT vessel will use jetty facilities (two grab unloaders of 1000 TPH rated and 750 TPH average capacity) for unloading
b. Ship to Ship Transfer/unloading:
Method: by Ship's Gear and Grab Unloader, Working hour: 20 hr; Grabber: Four Grab unloader with capacity of 250 TPH each (25 ton at each grab),
For lighter of 5000 DWT, eight lighters should be unloaded within 2 - 2.5 days (at a time 4 lighters should be unloaded)
For lighter of 10000 DWT, two lighters should be unloaded within 2 - 2.5 days (at a time 2 lighters should be engaged)
c. Coal requirement has been estimated considering extreme case scenario (100 % load factor, 365days operation time, 6,000 kcal/kg GCV of coal and 30% plant
efficiency as provided by NTPC India). Voyage numbers and numbers of Vessel to be engaged will be varied as per requirement of coal.
39.0
25,000
39.15
35.0
50,000
80,000
33.0
25,000
21.0
50,000
34.3
19.0
25,000
80,000
20.51
80,000
Volume of Coal
in a MV (ton)
Alternative III
(80000 DWT)
Alternative II
(25000 DWT)
Alternative I
(50000 DWT)
Alternative III
(80000 DWT)
Alternative II
(25000 DWT)
Alternative I
(50000 DWT)
Alternative III
(80000 DWT)
Alternative II
(25000 DWT)
Alternative I
(50000 DWT)
Alternative Plans
11.10.3 For Maheshkhali 8320MW LNG and Coal Based Thermal Power Plant
For Maheshkhali thermal power plant, two vessel options (i.e. 80,000 DWT and 50,000DWT) have
been considered for calculation. With 80,000DWT vessel, round trip time for each voyage would be
21 day, 34 days and 40 days for Indonesia, South Africa and Australia respectively. In such case
number of vessel would be 15, 24, and 28 in case of Indonesian sources, South African Sources and
Australian sources respectively. Similarly, voyage time has also been estimated for 50,000DFWT
vessel. Details are given in Table 11.13 and 11.14 below:
203
13
13
4721
4721
5483
5483
50,000
80,000
50,000
80,000
19.51
Time for a
round trip
(days)
1
2
1
2
1
2
No of available days in an
Coal
No of Round
year (excluding 10%
Requirement in
trips
contingency)
an year
North Pulau Laut Coal Terminal (NPLCT), Indonesia
328.00
17.00
18,700,000.00
1
1
Richard Bay, SA
1
1
1
1
New Castle, Australia
1
1
1
1
2
2
Nos of vessels in an
year
35.1
35.1
30.3
30.3
15.5
15.5
38.1
39.1
33.3
34.3
19.5
20.5
Round Trip
in days
Nos of voyage in a
year
Round Trip
Sea time in
days
20.51
328.00
204
22.00
374
16.00
18,700,000.00
15.00
234
Richard Bay, SA
328.00
10.00
18,700,000.00
50,000
33.3
37.00
274
80,000
34.3
328.00
10.00
18,700,000.00
23.00
234
New Castle, Australia
50,000
38.15
328.00
9.00
18,700,000.00
42.00
374
39.15
328.00
8.00
18,700,000.00
80,000
29.00
234
Note: Coal requirement has been estimated considering extreme case scenario (100 % load factor, 365days operation time, 6000 kcal/kg GCV of coal and
30% plant efficiency as provided by NTPC India). Voyage numbers and numbers of Vessel to be engaged will be varied as per requirement of coal.
50,000
80,000
Vessel as per
DWT
13
13
13
13
2420
2420
50,000
80,000
Average
Berthing/
Bad
Berthing, Unloading
speed,
Deberthing and
weather
time, Un-berthing, days
knot/hr
Loading time, days
North Pulau Laut Coal Terminal (NPLCT), Indonesia
Port to
Anchorage/CT
Distance, nm
Vessel type
(DWT)
11.11
Berthing/Deberthing and
Loading time, days*
RT
Steaming
time in
days
Average
speed,
knot
Unloading time,
days**
Lighter
type
(DWT)
Contingency
Mother
Vessel
Mother Vessel
anchorage to
Project site
Distance, NM
205
27
16
8
Amount of Coal in a
Mother Vessel
Nos. of voyage
required to unload a
mother vessel
Nos. of Vessel
required to unload a
mother vessel
80,000
Amount of Coal in a
Mother Vessel
206
with 5m to 5.5m draught, have been considered for this planning purpose. Ship-to-Ship transfer rate
and time of lighter loading vary with unloading capacity of mother vessel and size of the lighter
vessel. In general, vessel of 50,000DWT has 4 to 6 holds provided with crane facilities. Four cranes of
having 250 TPH rated capacity each can unload the cargo. The details of the voyage calculations are
given in Table 11.17 and 11.18.
Lighter
type
(DWT)
Distance
between
anchorage
point to project
site , nm
Average
speed,
knot/hr
Berthing/Deberthing time
(Days)
Unloading
time, days
Mother
Vessel
(DWT)
Contingency
Table 11.17: Calculation of voyage time for lighterage operation for Chittagong Power Plant
RT
Steaming
time in
days
Roun
d Trip
in
days
0.5
0.25
0.1
0.5
0.50
0.1
1.9
3.1
0.5
0.5
0.25
0.5
0.1
0.1
1.9
3.1
10
5,000
10,000
80,000
24
5,000
10,000
7
1
7
2
Kutubdia to Project site
7
7
1
2
1.9
3.1
80,000
5,000
10,000
1.9
3.1
Amount of Coal in a
MV Vessel
No of Round trips
Nos. of voyage
required to unload a
mother vessel
5,000
10,000
Nos. of Vessel
required to unload a
mother vessel
50,000
Mother Vessel
(DWT)
Table 11.18: Voyage planning for lighterage operation for Chittagong Power Plant
5
5
10
5
8
8
16
8
11.11.3 For Maheshkhali 8320MW LNG and Coal Based Thermal Power Plant
No lighterage operation will required as the mother vessel will directly discharge coal at coal terminal
11.12
Cost Estimation
207
208
523,434
539,296
833,210
989,416
3,029,00
12,979.0
13,943
294,375.0
12,978.7
13,942.8
407,462.1
21,464.0
21,464.0
536,543.9
30,259.4
30,259.4
Richard Bay Coal Terminal to Mongla Port Limit
60,000
60,000
60,000
60,000
60,000
60,000
60,000
60,000
Insurance,
Broker
and Misc.
(USD)
209
317,232.7
317,233
532,329
650,932
Loading
Unloading
North Pulau Laut Coal Terminal to Mongla Port Limit
Charter cost
(USD)
Table 11.19: Maritime Transportation Cost of Coal for Khulna thermal power plant
1,384,384.8
1,391,493.5
1,996,555.7
2,482,091.4
1,282,102.2
1,289,324.9
1,920,470.7
2,476,461.9
707,054.2
698,529.2
1,042,718.8
1,307,994.6
Total Cost, Tc
(USD)
55.4
55.7
39.9
31.0
51.3
51.6
38.4
31.0
28.3
27.9
20.9
16.3
Unit
cost of
cargo,
($/ton)
Cost Item
Transshipment Cost for a ton (BDT)
280
300
Harbaria to
Port Jetty
Project site
180
100
200
70
380
400
250
270
4.8
5.0
3.1
3.4
The estimation shows that per unit transportation cost would be 3 to 5 USD for a ton that varies with
location of anchorage area. Cost difference from mother vessel to Mongla port jetty and project site
does not vary significantly.
Total cost of coal transportation from source to Khulna power plant project site
The total cost of transportation including maritime transportation cost, insurance, lighterage cost, port
cost, and the final cost stands as given in Table 11.21. It has been found that Alternative II
transportation using vessel of 80000 DWT up to Akram Point and then further transshipment through
lighters, stands least cost. Cost due to location of coal terminal (either at Mongla Port Jetty or at
project site) varies insignificantly. Similarly, cost difference between Alternative V (direct berthing of
vessel of 25000 DWT at project site) and Alternative III (Anchorage of 25000 DWT vessel at
Harbaria then transshipment through lighters) is 3 to 4 USD/ton (varies with coal sources). It is seen
that, the alternative II (transportation using vessel of 80000 DWT up to Akram Point and then further
transshipment through lighters) that requires dredging, would save 7 to 19.4 USD/ton (varies with
coal sources) than the alternative III (which is based on existing channel situation). This cost would be
lower than the maintenance dredging cost.
However, sustainability of the long-term dredging work and morphological behavior of the Passur
River need to be studied.
210
16.3
by
by
31.0
38.4
39.9
55.7
55.4
4.8
4.8
3.1
N/A
5.0
5.0
3.4
N/A
Lighterage
up to Plant
site coal
terminal
25.6
31.1
N/A
35.7
43.2
54.7
N/A
RBCT, SA
35.8
44.7
58.8
N/A
211
Note: Alternative V- Berthing at project site, Alternative III-anchorage at Harbaria, Alternative II- Anchorage at Akram Point
20.9
51.6
27.9
Alternative III
Akram Point Anchorage
50000 DWT transshipped
lighters (alternative II)
Akram Point Anchorage
80000 DWT transshipped
lighters (Alternative II)
by
by
51.3
RBCT, SA
Alternative V
Transportation Plan
Lighterage
up to Port
Jetty
21.3
25.9
31.3
28.3
Maritime Transportation
Cost per unit ton
36.0
43.4
54.9
51.3
RBCT, SA
Table 11.21: Total cost to coal transportation from source to Project site
36.0
44.9
59.0
55.4
11.12.3 Cost Estimation for Chittagong 1320MW Coal Based Thermal Power Plant
Maritime transportation cost
For Chittagong project maritime transportation cost stands as 26.9, 51 USD/ton and 54.5 USD/ton
with the option of direct discharge of coal at project site by 25,000DWT vessel for the sources of
Indonesia, South Africa and Australia respectively. On the other hand, with another alternativedischarge of coal at Alfa anchorage by 50,000DWT vessel, maritime transportation costs of coal come
at 19.5, 37.8 and 38.4 USD/ton for the sources of Indonesia, South Africa and Australia respectively.
Table 11.22 shows detail cost estimation.
Cost of transshipment thorough lighterage operation
Lighterage operation cost will be required if coal is to be discharged at Alfa Anchorage. The
lighterage cost includes carrying cost, stevedore cost, agent commission, and other miscellaneous
cost. The cost information for the estimation has been collected for Inland Water Transport Owner
Association, Chittagong and Stevedore Association, Chittagong Detail are presented in Table 11.23
below.
Cost of coal transportation from source to project site
Finally, total transportation costs of coal for Chittagong power plant come at 25.6, 43.9 and 44.5
USD/ton for the sources of Indonesia, South Africa and Australia respectively with alternative I
(discharge of coal at Alfa anchorage then transshipped by lighter up to the site). On the other hand,
transportation cost stands as 26.9, 51.0 and 54.5 USD/ton with the option of direct discharge of coal at
project site by 25,000DWT vessel for the sources of Indonesia, South Africa and Australia
respectively. In case of alternative-III, (discharge coal at Kutubdia then transshipped by lighter up the
project site) about 22.4, 37.5 and 36.7 USD/ton are the total transportation cost from Indonesia, South
Africa and Australia. Details are given in Table 11.24 below.
212
534,098
30,1371
48,4894
892110
52,3434
80,8156
1019292
61,8604
92,3607
Alternative I (50,000DWT)
Alternative I (50,000DWT)
Alternative I (50,000DWT)
281,229.6
142,546.5
449901.5
25,957.4
12,978.7
39,531.9
9,292.4
8,872.0
9023.9
9,292.4
8,872.0
9023.9
Loading
Unloading
NPCT, Indonesia
Port cost
859,210.6
637,092.8
1098548.4
68,772.2
37,995.9
105703.9
9,292.4
8,872.0
9023.9
730,481.7
541,153.4
947,858.0
394,725.0
288,087.5
497,570.51
Fuel Cost
60,000
60,000
60,000
60,000
60,000
60,000
60,000
60,000
60,000
Insurance,
Broker and
Misc
1,920,882.5
1,362,564.5
2,292,568.2
1,889,160.1
1,276,005.9
2,358,893
974,868.7
671,309.3
1140224.4
Total Cost, Tc
(USD)
38.4
54.5
28.7
37.8
51.0
29.5
19.5
26.9
14.4
Unit cost of
cargo, Uc
($/ton)
213
Note: costs are in USD for each metric ton; Alternative I: Up to Alfa anchorage by 50,000 DWT vessel then upto project site by lighters; Alternative II: Berthing
at coal terminal by 25000DWT vessel and Alternative III: Up to Kutubdia anchorage by 80,000DWT then transported up to project site by lighterage
Charterage cost
686
50
637
7.96
438
50
488
6.1
29.5
Note: all costs are in USD/ton and it is assumes, 1 USD equivalent to 80 taka
37.8
19.5
RBCT, SA
51.0
Port Cost at
NPLCT,
Indonesia
214
28.7
38.4
54.5
New Castle
Coal
Terminal,
Australia
Table 11.24: Total transportation cost of coal from source to Chittagong power plant site
7.96
6.1
N/A
Lighterage cost
80
80
22.4
25.6
26.9
Indonesia
37.5
43.9
51.0
South Africa
36.7
44.5
54.5
Australia
Kutubdia to Project
site
606
Cost Item
Alfa Anchorage to
Project site
358
11.12.4 Cost Estimation for Maheshkhali 8320MW LNG and Coal Based Thermal Power Plant
For Maheshkhali power plant two alternatives have been considered for cost estimation (Table 10.25).
Use of 80,000 DWT vessels for coal transportation will be cheaper. In Maheshkhali, direct discharge
of coal at project site has been considered.
Table 11.25: Transportation cost of coal from source to Maheshkhali power plant site
Source to Project Site
New Castle Coal
Vessel as per DWT
NPLCT,
RBCT,
Terminal,
Indonesia
SA
Australia
18.6
36.7
37.4
Berthing at coal terminal by 50000 DWT vessel
14.4
29.6
28.8
Berthing at coal terminal by 80000 DWT vessel
Note: cost are in USD/metric ton. I USD = 80 BDT has been considered
11.13
215
11.14
11.14.1 Maintenance of inland water way by dredging for Khulna power plant
Inland water way from fairway buoy to project site via Passur river and alternative route via Sibsa
river to be maintained properly for smooth navigation of small size, sea going/Maritime vessel and all
kind of lighterage vessel. At present vessel, having 4.0 m. depth only may proceed up to project site
with tidal advantage. The channel near project site is also very narrow which is not feasible for
maneuvering of huge lighterage vessel/Barge with Tug etc. Moreover, river trend gradually
decreasing the depth of water in every place. As such, once in a year the channel from MPFWB to
project site (via Passur or via Sibsa) to be surveyed and according to survey charts capital dredging
(every after 2/3 years) and necessary maintenance dredging to be carried out every year for smooth
lighterage operation.
Channel survey work and dredging works may be done by BIWTA/Mongla
Authority/BWDB/Bangladesh Navy /Open Tender method by project cost/BPDBs own cost.
Port
11.14.2 Maintenance of inland water way by dredging for Chittagong power plant
Inland waterway from A- Anchorage , CPA to project site via Karnaphuli River to be maintained
properly for smooth navigation of small size, sea going/Maritime vessel and all kind of lighterage
vessel. At present vessel, having 9.1 m. depth only may proceed up to project site with tidal
advantage. The channel near project site is also narrow which is not feasible for maneuvering of huge
lighterage vessel/Maritime vessels. Moreover, river trend gradually decreasing the depth of water
every year. As such, once in a year the channel from Karnaphuli mouth to project site to be surveyed
and according to survey charts capital dredging (every after 2/3 years) and necessary maintenance
dredging to be carried out every year for smooth lighterage operation by coastal/Maritime vessels.
Channel survey work and dredging works may be done by Chittagong Port Authority/Bangladesh
Navy /Open Tender method by project cost/BPDBs own cost.
11.14.3 Maintenance of inland water way by dredging for Maheshkhali power plant
Maintenance dredging will be required for maintaining the design draught of 15m CD in the proposed
approach channel and harbor basin area with proper survey regularly.
216
217
219
11.15
Force Majeure
Sl No
Month
January - March
April
May
June
July
August
September
October
November
10
December
36
33
32
38
31
9.9
9.0
8.8
10.4
8.5
2007
2008
2009
2010
2011
11.27) compiles summaries the collected information on number of days for which shipping activities
and lighterage operations were completely closed in Chittagong Port area due to bad weather and
depression in Bay of Bengal during last 5 (five) years.
Table 11.27: Numbers of days when shipping activities were closed in Chittagong area
Sl No
Month
2008
2009
2010
2011
January - March
April
May
June
July
August
September
October
November
10
December
36
33
40
38
31
9.9
9.0
10.7
10.4
8.5
11.16
of
Lighted
Detail components
Buoy
Lantern
Battery
Solar Panel
Chain (180 ft)
Sinker
Mooring Buoy
Units
Light
of
Beacon
Beacon Body
Still Structure
stand
Battery
Solar Panel
Lantern
Requirements
35,000.00
10 units
350,000.00
5,500.00
10 units
55,000.00
7,000.00
12 units
84,000.00
489,000.00
222
Detail components
Buoy
Lantern
Battery
Solar Panel
Chain (180 ft)
Sinker
Beacon Body
Battery
Solar Panel
Lantern
Still Structure
Mooring Buoy
Units of Beacon Light
Requirements
35,000.00
6 (six) units
210,000.00
5,500.00
10 units
55,000.00
7,000.00
6 (six) units
42,000.00
Total Cost
307,000.00
Detail components
Buoy
Lantern
Battery
35,000.00
Solar Panel
Chain (180 ft)
Sinker
Beacon Body
Battery
7,000.00
Solar Panel
Lantern
Still Structure
Total Cost (USD)
223
Requirements
4 (six) units
1,40,000
5 (six) units
35,000
175,000.00
11.17
Pilotage Service
11.18
The means of rail transportation of coal apply for coal from indigenous and nearby Indian sources,
which may not be available during the initial period of the proposed projects. The indigenous sources
may be suitable (for future) only for Khulna TPP considering existing railway transportation system.
For Chittagong and Maheshkhali TPPs, international sources and seaborne transportation is the
feasible option.
One Broad Gauge rail line is in operation from Barapukuria/Phulbari area to Khulna & India and there
exist infrastructure for double track broad gauge rail line. The Barapukuria Coal Mine is hooked up
with broad gauge (BG) rail line with good loading facilities. But to meet up the quantities of the coal
supplies to Khulna Power Plant, loading facilities to be upgraded.
Coal could be transported form Phulbari and other coal deposits (if developed) to project site at
Rampal, Bagerhat by rail or a combination of rail and ship. As such, transport will require the
establishment of rail loading facilities at the Mine, rail track from Khulna to Project site, railunloading facilities at project site of Rampal, Bagerhat. The rail corridor all has a rail gauge (1,676
mm or broad gauge (BG) line.
Identification of the best suitable Transportation Route, for implementation of any project, is a
significant factor in terms of Cost-Benefit and Easiness as well. In our case transportation of coal, as
fuel, for the proposed project-Installation of Coal-Based Thermal Power Plants each at Chittagong,
Khulna and Maheshkhali is under consideration. It is needless to note that the Coal will be an
imported item and transportation means from the suitable source to the port in Bangladesh will be
Water Transport like Ship. This coal is supposed to be unloaded and stored, if necessary, at different
ports/jetties warehouse. As such, from these probable ports, transportation of coal to the project sites,
224
from the different ports, is under consideration in terms of this Report. One of the project sites is
situated at the estuary of the Karnaphuli River. This site is at the opposite of the Chittagong Port side.
Both the probable coal jetty and power plant site are located almost at the same site. Out of the
proposed, now, 03(three) Plants, 01(one) is located at Rampal Upazila, dist. Bagerhat. For this plant,
Mongla port or jetty at Mongla is concerned. This site is located at about 14 Km apart from the
probable jetty point-for coal Terminal. Remaining proposed Power Plant site is situated at
Maheshkhali on the bank of the Bay of Bengal.
Attempts were taken to evaluate scopes and option of transportation, to collect information on existing
and proposed Railway in and around the proposed area, to identify and describe of the facilities
necessary for transportation of coal from port to project sites by rail.
11.18.1 Existing Rail Network
Bangladesh Railway has 2835 route kilometers at the end of the year 2009-2010. East Zone has 1266
route kilometers of MG track only and West Zone has 535 route kilometers of MG 659 route
kilometers of BG and 375 route kilometers of DG track. The total length of running track inc3luding
track on double line, in the yard and sidings in 3974 kilometers. Unlike most other railways, where all
tracks are constructed to the same gauge (spacing between rails), for historical reasons, the
Bangladesh Railway network consists of two gauges. Whenever rail operations are being considered
in Bangladesh, the issue of track gauge must be taken into account. Bangladesh Railway consists of
Broad gauge (BG), Meter gauge (MG) and Dual gauge (DG) sections.
Gauge
BG
MG
DG
West
933
677
484
East
0
1,879
0
Total
933
2,556
484
Note (1) Includes approximately 88 km of DG rail line east of the Jamuna River.
Zone
Total
2,094
1,879
3,973
On the Jamuna Bridge restrict the Full loading of BG wagons. On the Jamuna Bridge, the maximum
axle load for wagons is 16 tons, and maximum distributed, or trailing load is 4.46 tons per meter. For
the Phulbari Coal Mine Project the continuous DG track form Phulbari to Joydebpur, East of the
Jamuna Bridge, will allow the shipment of coal by rail using trains of either gauge to a point near
Joydepur in the case of BG trains, and to any destination in the East Zone, if MG trains are used.
11.18.2 Physical Characteristics of Existing BR Network
The main physical characteristic of the BR coal transportation network is the nature of rail lines.
These are BG or DG and single track (ST) or double track (DT). For railway operations analysis
purposes, the BR coal transportation network has been divided into various types.
225
Gauge
BG
MG
if the Drum Truck is used in both loading from the ship and unloaded into the goods wagon. In this
respect, here it may be mentioned that there are different types of goods wagons. Considering the
relevant aspects, Open to Sky type Hopper Wagon will be suitable to use. However, as an alternative
to this, BKS type wagon may also be used. Plant Authority will be responsible for arrangement for
both loading and unloading of the coal. Bangladesh Railway Department may be given responsibility,
in terms of probable agreement, for transportation service from Mongla Port area to the Storage point
near Plant site. Road transportation may be required for transportation of coal from the storage yard to
the using point of the Plant.
227
- 81.0 Tons
- 25.6 Tons
- 55.4 Tons
- 11.7 Tons
229
Height
- 3.74 Tons
Width
- 3.50 Tons
- 6.79 Tons
The wagons will be fitted with AAR `E high tensile couplers with high capacity draught gear, and
CASNUB 22 NLB cast steel bogies, air brakes and parking brakes. They will be rated at 60 km/h.
Specifications for brake vans
The requirement of brake vans stems from Bangladesh Railway operating regulation, which requires
that every train be fitted with a brake van at the rear of the train. In the case of those trains traveling
from Ishurdi to Gazipur across the Jamuna Bridge, Bangladesh Railway regulations stipulate that a
second brake van be used between the locomotive and the first loaded wagon of the train, in addition
to the usual brake van at the tail end of the train.
The purpose of the brake van is to allow the train to be supervised from the rear and ensure that cars
from the train cannot separate without the crews knowledge. Should the train part in the middle; the
guard in the brake van can apply the brakes on the trailing portion and signal for assistance. This
allows the locomotive crew to concentrate on events ahead.
The brake van is also used to monitor the cars and load making up the train, making sure there are no
problems-load shifting dangerously, overheating axle boxes on the wagons (hot boxes) that could
cause fire, and suchlike. A brake van is also fitted with red lights to enable the rear of the train to be
seen at night.
The use of brake vans in the proposed coal trains can only be terminated if the operating regulations
of Bangladesh Railway are changed to dispense with the use of brake vans. While this will be a
medium term goal for the phulbari coal haulage task; in the interim, it will be assumed that the brake
vans will be still be required, and allowance has been made for them in this Railways Works.
The brake vans will have the following specifications.
Gross mass of brake van
- 21.75 tons
- 15.0 meters
It is to be recommended per kilometer new track of BG line will cost 7-8 core so that of 20 kilometer
track ( main line + siding line inside the project site) 7x20 = 140-160 core taka will cost to perform of
the above project work. It may be less cost after detail field survey and connecting point from the
main Railway line from Mongla port to Khulna project line.
Cost estimation of railway for Khulna power plant
This to further inform that one hopper wagon carrying capacity 55 tons 60 wagon in a rake 320 taka
per ton carrying fright comes = 1056000 taka per rake carrying cost from Mongla port site to
Rumpal Bagerhat project site. For 8 thousand tons coal per day should required about 2.5 full rakes.
For 10 thousand tons coal per day 3 nos. full rake 55 ton 60 nos. open hopper wagon will carry 9900
tons coal will be carried from Mongla port to Rampal Bagerhat project site. For 12 thousand tons
capacity about 4 full rake of above capacity will required. For carrying coals Hitachi, Alco series
6061, Bombadian series 6300 of Diesel Electric Locomotive may be used from Mongla port site to
Rampal Bagerhat project site. For carrying coals from Mongla, port site to Rampal Bagerhat project
site the Bangladesh Railway operational system can be followed.
230
11.18.5 Railway transshipment plan for Proposed Power Plant Site at Chittagong
Both the probable coal terminal site and power plant site are located almost at the same area. As such,
transportation of coal by railway does not need. On the other hand, there is, at present, no railway,
Even considering the over all aspects, it may be concluded that there is no scope to construct railway
there in future also. In the situation, transportation of coal from port site to plant site doesnt come in
consideration.
11.18.6 Railway transshipment plan for Proposed Power Plant Site at Maheshkhali
Maheshkhali is an isolated place from the countryside and situated nearby proposed Deep Sea Port at
Sonadia Island. This proposed port, being the Deep Sea Port, consisting of a good numbers of
additional facilities for operation of coal carrying vessel throughout the year as there will not crop up
any Draught problem. On the other hand, there is a possibility to use railway for internal coal handling
process, because there will be large amount of coal to be handled which is might not be enough by
using conveyor belt.
There is a railway line development proposal in line with proposed Deep Sea Port. The proposal
includes development of 40 km railway line from last railhead of Dohazari towards Coxs Bazar. In
this connection, a combine rail line cum road alignment measuring about 45 km has been surveyed
(reconnaissance) to connect the deep-sea port with the presumptive main line on the main land. In
future this rail might be used to transport coal from Coal terminal to different parts of the country to
feed other proposed coal based thermal power plant.
231
232
11.19
Bangladesh Railway to undertake such projects for implementation as Deposit Works. Such some
projects of Bangladesh Railway are as follows:
1. Construction of Railway Siding line for 50 MW power plants at Dhulchi, Bhanga of district
Faridpur.
2. Do- of 50 MW Khatakhali power plants at Rajshahi from Horiana railway station.
3. Do- of 50 MW Amnura Power plant at Chapai Nababgponj.
4. Do- for Thakurgaon 50 MW Rental power plant.
5. Do- for Hathazari 50 MW power plant at Chittagong.
Bangladesh Railway undertook all the above projects as Deposit Works for BPDB. Hence future rail
way transportation infrastructure for Bagerhat Thermal Power Plant project at Khulna, may, also be
constructed by Bangladesh Railway as Deposit Work.
A request letter from the suitable authority of the Power Plant may be submitted to Bangladesh
Railway Department stating as well as highlighting the national importance of installation of this
power plant. Support, in this regard, from Bangladesh Power Development Board may be taken. It is a
usual case for Bangladesh Railway to undertake such work as Deposit Work.
However, sufficient persuasion may be required to achieve it.
11.20
Conveyor belt might also be opted for coal transshipment. With Khulna Project, if coal terminal is to
be constructed at Mongla Port Jetty, then the received coal might be transported to project site by
conveyor belt. However, considering present condition, river transportation of coal is more suitable
than conveyor belt. In such case, a coal terminal might be constructed at project site. However, final
decision has to be made analyzing trend of morphological changes of the Passur River from Chalna to
Mongla. Future navigability of the Passur River should be explored through a detail morphological
study.
In case of Chittagong and Maheshkhali, conveyor belt needs to be constructed from coal stockyard of
the project site coal terminal to plant site.
This transportation system depends on the consistent functioning of conveyer components. Complete
conveyor includes components with an emphasis on performance and reliability for medium and
heavy-duty application. The effective running of rollers and pulleys should be constant objective. The
integrated transfer point may lead to material spillage, impact damage on conveyor belts, dust
emission and poor belt tracking.
Transport by aerial ropeway/conveyor belt has an important role in coal handling due to its easy
operation, maintenance, long service life and low cost per ton. The ropeway is normally aligned as
the crow files (smaller investment cost), overcoming most topographical obstacles, because of its
height more than 3m above the ground; also, it does not interfere with animals and persons nor
requires the splitting up of properties and the acquisition of extensive rights of way. However for this
system electricity associated facility shaft required.
233
235
4 m to 10 m
Figure 12.1: Bathymetry of the Passur River from Chalna to Mongla port
236
b) Orientation of the berth along with terminal facilities may be developed within the port area
of Mongla Port. It will be easy for development of terminal facilities along with the berth,
because all information/data are readily available in the existing berthing facilities engaged
for other cargo. This coal terminal may have all relevant and available supports from Mongla
Port. But the coal unloaded at the berth needs to be transported/conveyed by conveyor
corridor up to the power plant site covering distance 14 km. With this option, area for
proposed Jetty 10 and Jetty 11 of Mongla Port and adjacent 25 acre area might be developed
for coal terminal (Figure 12.1 and 12.2).
Proposed Coal
Corridor
25 acre land to be
lease from MPA
for Coal unloading
facilities and
stackyard
Dhaka-Mongla
Highway
Moreover, this project site as a whole needs land development by dredging. This can be done by
dredging/excavating the berthing area along with minimum maneuvering area for the vessels and
filling the terminal area with the same dredged material. However, in all the cases of development of
terminal facilities, maneuvering area for the vessels should be protected from oceanic wave, tide,
strong current, and extreme environmental events by erection of strong ruble mound breakwater at
least 1 km long across the channel in the downstream.
12.1.4 Approach jetty or bridge
Requirement of approach jetty or bridge linking between berth structure/jetty and the shore area
depends generally on the width of the berth structure and the whole berth structure is away from
shoreline particularly at the time of lowest water level (LLWL).
It is assumed that the width of the coal berth will be 30m accommodating all functional facilities such
as rail mounted crane unloader, carriage way and clearance between berth line and crane rail at the
edge of the of structure.
This requirement for approach jetty can be best evaluated through study of the detail bathymetric
survey for each site in the next stage of final report.
It is identified that approach jetty or bridge will not be required as the stack yard and plant site are
attached and adjacent to the coal terminal.
12.1.5 Revetment Line
Revetment structure is generally placed along the revetment line. Revetment structure is the interface
structure retaining soil mass on one side and water on the other side. It should be robust and strong to
withstand all loads (vertical and horizontal) accommodating the critical condition. It connects the jetty
or approach jetty with shore area for coal stacking and other facilities on the shore structure are
required for all the sites- Mongla, Chittagong and Maheshkhali.
12.1.6 Requirement of berths
The number of berths or the total length of the berth at any terminal is dependent upon the following
parameters.
I.
II.
III.
IV.
V.
b. Generous falls to flat deck surfaces to shed water or permit hosing down.
c. Designing in material and with details that reduce or avoid future maintenance problems.
12.2
12.2.1 General
To make the terminal functional and subsequently making the terminal capable of running with
increasing efficiency and conveying from terminal site to power plant site, location of each facility
should be such that it becomes as a whole highly interactive making the terminal performance most
efficient. These facilities are enumerated as follows:
I.
II.
III.
IV.
V.
VI.
VII.
VIII.
IX.
X.
XI.
239
Of these, as indicated earlier, the bucket wheel type continuous unloader has proved to be a
functionally reliable system. The digging element of the continuous unloader is a large bucket wheel
similar to the wheel of a stockyard reclaimer. The wheel discharges through a grid (removing oversize
lumps and tramp iron) on to a vertical conveyor. This elevator moves the coal up to the boom
conveyor, which then leads it to a surge-bin between the pegs of the unloader. From here, the coal is
discharged on to one of the belt conveyors along the berth.
Comparison of the two systems
Loads on the berth: Continuous unloaders are only slightly lighter than grab unloaders. However, the
corner loads of a continuous unloader are considerably smaller. This is due to the reduced forces from
the continuous coal unloading as compared to the accelerating forces caused by discontinuous grab
unloading process. As a result berth construction for using a continuous unloader can be lighter than
what is required for a grab unloader.
Investment Cost: Investment costs for a continuous unloader are about 10% lower than for a grab
unloader of comparable capacity. When using a continuous unloader, the belt conveyors towards the
stockpile will have a lower capacity (since cream-digging rate is reduced), so investment cost for the
belt conveyor are also lower. The reduction of loads on the berth through provision of a continuous
unloader will reduce the berth construction costs.
Pollution control: a clear advantage of a continuous unloader is its excellent environmental control.
The coal transportation from the hold to the quay conveyor is completely enclosed, minimizing dust
generation. Whereas grab loader operation is more likely to generate some pollution by coal,
especially though leakage from grab and during discharge into the receiving hopper. However, for
modern grab unloaders pollution could be reduced to a minimal level through a number of
environmental measures. Most notably, this involves windshields and anti dust skirts around and
inside the unloading hopper.
Clean-up Operation: In compassion with a grab unlaoder, the continuous unlaoder needs less cleanup work by front-end loaders. The good accessibility of the bucket wheel unloader to overhang and
corners enable a high percentage of the coal to be unloaded unassisted. Practical experience has
shown the amount of front-end loader hours needed for a continuous unloader to be half of what is
needed with a grab unloader.
Reliability: Both the grab unloader and continuous unloader have proved to be reliably machines.
Reliability is estimated at 93% to 99% depending upon the quality of maintenance and operating
skills. However, in case of a major breakdown, repair of a continuous unloader will require more
time, resulting in long downtime.
Maintenance and repair: The maintenance requirements of a high capacity continuous unloader are
substantially higher than the requirements for grab unloader. Also for continuous unloader,
maintenance will be more complex and time consuming activity. For either unloaded type major
breakdowns that have direct contact with the coal (i.e. grab bucket wheel) in case of such a
breakdown, changing the bucket wheel/ elevator section or in-site repairing it, is much more
complicated and may result in a very long downtime of the continuous unloader.
Concluding remarks
This comparison covers aspects in favor of continuous unloaders as well as those in favor of grab
unloader. As a result, the choice is, either unloader type will be highly dependent on the weight factor
that is applied to each aspect. Under the present conditions of Bangladesh, emphasis should be put on
the following aspect particularly on coal extraction technology along with the operation of coal-based
power plant now being practiced in Barapukuria:
241
Proven design
Considering all aspects, it is recommended that grab type unloaders should be used.
Typical details of grab unloaders and continuous unloaders are shown in figure 12.3 and 12.4
respectively.
preferable to have more unloaders of smaller capacity so that they can simultaneously operate in
different holds.
Assuming 15-18 hours working per day, the average hourly productivity of the unloaders should be
1500 tons. The rated capacity of the unloaders should, therefore, be at least 2000 tons per hour. Hence
2 (two) unloaders of rated capacity of 1000 TPH each are recommended per berth for Khulna And
Chittagong Thermal power Plant. Similarly considering coal requirement, 4 (four) unloaders of rated
capacity of 1000 TPH each are recommended for Maheshkhali LNG & Coal Based Thermal Power
Plant.
12.3
Manual: the operator can control all the crane functions with the exception of boom hoisting,
from operation cabin. Boom hoisting will be manually controlled from a separate local cabin
situated near the engine room. Tower travelling can be controlled from the operators cabin as
well as the local cabin.
Semi-automatic: in this mode, the grab hoisting and grab travelling will be controlled by
means of a program logic controller (PLC), in such way that grab will travel along a trajectory
resulting in the shortest grab travelling time. The semi-automatic mode will be engaged and
disengaged by the operator from the operator cabin.
The loader will receive instruction through appropriate communication devises from quay control
room attendant. Interlocks and safeties will be provided, among other to ensure that starting the
unloader takes place only when the receiving system is operational. The operational system situation
of the unload and any failures there will be signaled to the central control room through appropriate
control cables.
12.3.4 Norms and standard
The unlaoder will be designed and constructed in accordance with the latest state of the art and the
applicable standard such as BS, DIN & FEM (federation Europeen de la manutention) & JIS etc.
244
of the deck. Thus, in general, each unloader will operate on one vessel. Thus the travel length of each
unloader should be sufficient to each and all holds of the coal vessel.
Each unloader will mainly consist of the following parts:
A steel portal structure, supported on four (4) wheel bogie arrangements located under the
corners of the crane.
Shutter boom, boom conveyor, tripper car, mast structure.
An operators cabin with required controls providing an ample view on the operating areas
inside and outside of the vessel holds.
Electrical house: travelling, luffing and shuttle boom mechanism.
Deflector chute with drive.
The electrical power feed and power distribution equipment and lighting.
The required weighting devices.
The required safety devices.
12.4
12.4.1
The most preferred option for modal system of transportation of coal from origin (mine mouth) to
destination (power plant site) has been considered as follows:
a) Mother vessel from origin (coal exporting country) to any anchorage area like fairway buoy
or Akram point or herbaria of Khulna (Bangladesh).
b) Transshipment of coal from mother vessels to lighter vessels.
c) Lighter vessels carrying coal to the berths/jetty at power plant site.
Therefore, under any circumstances berthing facilities should be developed for lighter vessels at
power plant site and to make the berthing facilities operational in all respects other facilities should be
developed on the shore nearby the berthing facility/quay structure as shore facilities.
In the event of the mother vessels with carrying capacity 25,000 ton coal, required 8m draught
(minimum) should be provided along the Passur or the Sibsa river from Mongla to power plant site at
Rampal Upazila by undertaking capital dredging and routine dredging as required.
As described in the previous articles, that it is difficult for mother vessels as well as lighter vessels for
transshipment or loading/unloading in the rainy season (45 days disruption of supply line as declared)
and during that period there is potential danger due to extremely rough & hot sea resulting disruption
of supply line. Therefore, dry season is obviously preferred for many times more transportation than
usual & average.
More over there is possibility of delay/mechanical breakdown of the vessels (mother & lighterage
vessels) in the voyage due to unfavorable conditions of wave, tide and current as well as tidal surge
etc.
Considering all aspects, optimum size of the berth facilities/quay structure has been recommended.
It may be mentioned that revetment line/ structure, equipment of berths and jetty configuration as well
as facilities on the shore have been reflected/illustrated reasonably in terminal layout plan with
definite dimensions.
245
General layout plan of Khulna thermal power plant project at Sapmari, Katakhali along with complete
terminal facilities has been illustrated in Annex X. Five option of terminal layout plan with coal berth
have been shown in figure 1,2,3,4 & 5 in the Annex X providing maximum fleet utilization. These are
expected to occur in certain period of dry season favored by wave, tide etc, which may compensate
for coal unloading in the event of disruption of supply line for 45 days in the monsoon. In all option,
berthing facilities for ash handling / loading for export or local consumption have been provided.
So, the terminal layout plan has been depicted in view of the following major parameters affecting
coal transportation/ handling.
a) Seasonal conditions: dry season is favorable and rain season is disruptive.
b) Capital dredging of the Passur and the Sibsa River.
c) Delay due to unfavorable conditions of wave, wind, tide and current in the advent and
departure of rainy season or extreme monsoon.
d) Mechanical breakdown of the vessels ( mother and lighterage)
e) Lack of coordination of the terminal operating officials.
f) Ash utilization/ handling and disposal. Major portion of coal-fired ash should be disposed off
through waterway. Therefore, it needs berthing facilities.
Quay structure has been configured making 6 blocks, each 90 m long in view of easy
dimensioning/spacing of piles ranging from 5.5 m to 6.5 m as well as constrains of R.C.C deck slab
because of temperature and shrinkage exposed to the environment. Proposed jetty configuration is
also favorable for structural analysis, design and detailing as R.C.C structure.
12.4.2 Chittagong Thermal power plant project
Grab unloader is recommended for installation in the jetty.
Specifications and number of grab unloader are the same as in the Khulna thermal power plant.
The most preferred option for modal system of transportation of coal from origin (mine mouth of coal
exporting countries) to destination (power plant site at Anwara) has been considered as follows:
a) Mother vessels from origin (mine mouth of coal exporting countries) to the anchorage area of
Chittagong port which is only 8km from the estuary of the Karnaphuli River with Bay of Bengal.
b) Transshipment of coal from mother vessels to lighter vessels
c) Lighter vessels carrying coal to the berths/jetty at power plant site.
So, under any circumstances, berthing facilities should be developed for lighter vessels at power plant
site and to make the berthing facilities operational in all respects, other facilities should be developed
on the shore land nearby berthing facility/quay structure as shore facilities.
Since the location of the power plant at Anwara is almost at estuary of Karnaphuli River with Bay of
Bengal and the outer anchorage area is only 8.0 km from the estuary, minimum time will be required
as well as number of lighter vessels to be engaged may be minimum particularly during dry season.
Moreover, there is an added advantage for access of 25,000 DWT capacity mother vessels to the coal
terminal. In the extreme cases, this mother vessel has to wait at best 6 hours at the anchorage area
during extreme low tide.
There is possibility of delay/ mechanical breakdown of the vessel (mother and lighterage vessels) in
the voyage due to unfavorable condition of wave, wind, tide and current as well as tidal surge etc.
Another problem of unloading of coal in the jetty and loading in the lighterage vessels may be arising
out of the strike/ gherao etc. by operators/labors, which is very normal in Bangladesh.
246
Considering all aspects, optimum size of the berth facilities/quay structure has been recommended.
It may be mentioned that the revetment line/ structure and jetty configuration as well as facilities on
the shore have been reflected/illustrated reasonably in the terminal layout plan with definite
dimensions.
General layout plan of Chittagong Thermal Power Plant at Anwara along with the complete terminal
facilities has been illustrated in Annex XI. Five options of terminal layout plan with coal berth have
been shown in figure 1,2,3,4 and 5 in the Annex XI providing maximum fleet utilization. These are
expected to occur in certain period of dry season favored by wind, wave, tide etc., which may
compensate for coal unloading in the event of disturbance/ disruption of supply line. In all options of
berthing facilities, ash handling/loading facilities for export or local consumption have been provided.
12.4.3 Maheshkhali Thermal Power Plant
Grab unloader is recommended for installation in the jetty.
Specifications are the same as described in Khulna Thermal Power Plant.
Number of grab unloader to be installed is 4 (four).
The most preferred option for modal system of transportation coal from origin (mine mouth of coal
exporting country) to destination (Power Plant Site at Hoanak) has been considered as follows:
a) Mother vessels from origin (mine mouth of coal exporting countries) directly to power plant
site at Hoanak having carrying capacity 80,000 (Panamax) ton. As the power plant site is
open to sea i.e. Bay of Bengal in the West, there should not be any problem of draught for
18m or more, if the massive capital dredging operation is carried out across the approach
channel of power plant site at Hoanak, before commissioning of 5,320 MW capacity thermal
power plants.
b) If the massive capital dredging operation goes slow, mother vessels of 80,000 DWT may not
have access to the plant site. In that case, 50,000 DWT of mother vessels may have access to
the coal terminal at the plant site.
c) In addition, lighterage vessels may be engaged through transshipment of coal from mother
vessels at anchorage area for Chittagong port or at the nearest area of power plant site at
Hoanak.
So, berthing facilities should be developed for both mother vessels and lighter vessels at power
plant site at Hoanak and to make the berthing facilities operational in all respects, other facilities
should be developed on the shore land nearby berthing facility/quay structure as shore facilities.
There is possibility of delay/mechanical breakdown of vessels (mother and lighter vessels) in the
voyage due to unfavorable conditions of wind, wave, tide and current as well as tidal surge etc.
Another problem of unloading of coal in the jetty and loading in the lighterage vessels, may be
arising out of the strike/ gherao etc. by the operators/labors which is very normal in Bangladesh.
Considering all aspects, optimum size of the berthing facilities/quay structure has been
recommended.
It may be mentioned that the revetment line/ structure and Jetty configuration as well as facilities
on the shore have been reflected/illustrated reasonably in the terminal layout plan with definite
dimensions.
General layout plan of Maheshkhali Thermal Power Plant at Hoanak along with the complete
terminal facilities has been illustrated in the Annex XII. One option of terminal layout with coal
247
berth has been shown in figure 1, providing maximum fleet utilization. This is expected to occur
in certain period of dry season favored by wind, wave, tide etc., which may compensate for coal
unloading in the event of disturbance/disruption of supply line. In all options of berthing facilities,
ash handling/ loading facilities for export or local consumption have been provided.
12.5
2 set
57 crore
(FOB)
Each
set
114
Total
Amount
(Million
USD)
14.25
Revert structure/robust
R.C.C retaining wall
900m
2.7 lac
meter
24.3
3.04
16,200
sqm
0.88 lac
sqm
142.56
17.82
Total
280.86
35.11
Sl.
No.
Description of Item
Quantity
Rate
(Tk.)
Unit
Total
Amount
(Crore Tk.)
Table 12.1 (b): Shore facilities: plan area basis not each floor
Sl.
No.
1
2
3
4
5
6
7
Description of Item
Quantity
Operating Building
Control Room
Overhead Tank
Pump House
Underground Water Reservoir
Substation Building
Gate House
162
234
56.25
36
126
337.5
40.5
Rate
(million Tk.)
0.5
0.5
0.5
0.5
0.5
0.5
0.5
248
Unit
sqm
sqm
sqm
sqm
sqm
sqm
sqm
Total
Total in USD
Total Amount
(million Tk.)
0.81
1.17
0.45
0.18
0.5
0.20
0.142
5.28
0.07 million USD
Table 12.2 (a): Indicative cost estimate for Chittagong Thermal Power Plant Project
Sl.
No.
Description of Item
Rate
(Tk.)
Quantity
2 set
57 crore
Each
(FOB)
set
Revert structure/R.C.C
retaining wall
2.7 lac
Approach jetty/Bridge
14.25
meter
29.70
3.71
0.88 lac
sqm
5.28
0.66
0.88 lac
sqm
142.56
17.82
1100m
600 sqm
(L = 30m)
16,200 sqm
(L= 540m)
Total
Amount
(million
USD)
114
trestle
2
Unit
Total
Amount
(crore Tk.)
Total 291.54
36.44
Table 12.2 (b): Shore Facilities: plan area basis not each floor
Sl.
No.
Description of Item
Quantity
Rate
(sqm)
(lac Tk)
Unit
Total Amount
(lac Tk)
Operating Building
162
0.5
sqm
81
Control Room
234
0.5
sqm
117
56.25
0.5
sqm
28.125
Canteen Building
360
0.5
sqm
180
Maintenance Building
135
0.5
sqm
67.5
Maintenance Workshop
585
0.5
sqm
292.5
Fire Station
56.25
0.5
sqm
28.125
Overhead Tank
56.25
0.5
sqm
28.125
Pump House
36
0.5
sqm
18
10
126
0.5
sqm
63
11
Substation Building
337.5
0.5
sqm
168.75
249
1072.125
Sl.
No.
Description of Item
Revert structure/R.C.C
retaining wall
1100.00
2.70
meter
2,970
3.7125
0.88
sqm
880
1.1
0.88
sqm
19,008
23.76
Total
45,658.00
57.07
1000.00
(L=50m)
28.5
5700.00
Approach Jetty/Bridge
Berth/quay structure, pile
22,800
4.00
Unit
Each
set
Total
Amount
(million
USD)
Quantity
Total
Amount
(lac Tk.)
Rate
(lac
Tk.)
21,600.00
(L=720m)
Table 12.3 (b): Shore Facilities: Plan area basis not each floor
Sl.
No.
Description of Item
Quantity
(sqm)
Rate
(lac Tk)
Unit
Total Amount
(lac Tk.)
Operating Building
162
0.5
sqm
81
Control Room
234
0.5
sqm
117
56.25
0.5
sqm
28.125
Canteen Building
360
0.5
sqm
180
Maintenance Building
135
0.5
sqm
67.5
Maintenance Workshop
585
0.5
sqm
292.5
Fire Station
56.25
0.5
sqm
28.125
Overhead Tank
56.25
0.5
sqm
28.125
Pump House
36
0.5
sqm
18
10
126
0.5
sqm
63
11
Substation Building
337.5
0.5
sqm
168.75
1072.125
1.34
250
Introduction
Under this study, the coal handling system comprises coal handling at coal terminal and plant sites.
This chapter focuses on coal handling from feeding to bunkering process. In general, a coal based
thermal power plant has coal storage and handling facilities, the coal preparation system, the handling
system completely depends on amount of coal to be handled.
Khulna Coal Based Thermal Power Plant daily coal requirement considering maximum plant load
factor (100%), 365 operation days and 30% efficiency would be 12920 tons (for coal of 6000 kcal/kg
GCV). To feed this bulk amount of coal, a bulk and efficient handling system will be required. Coal
handling during transportation and unloading shall be based on the power plant capacity of 2 X
660MW.
For external handling, the raw coal from the jetty to the coal storage area shall be transported by
single line conveyor belt system. The coal as received by waterway shall be unloaded through rail
mounted grab bucket type un-loaders and shall be conveyed to plant end by single stream high
capacity conveyor of 2000 THP through series of transfer points. For internal handling the
transportation of the crushed coal from the coal storage area up to the coal bunkers a double line belt
conveyor system shall be provided. The coal handling plant is proposed to consist of 1200 THP coal
conveying system (with 100% standby parallel stream) along with re-claimers, trippers etc.
The installed capacity of Chittagong coal based thermal power plant being same with the Khulna coal
based thermal power plant, the coal transportation and conveying system of the Chittagong power
plant will be conventionally identical with the difference of the length of the conveyor belt and the
related accessories.
Till now no feasibility study has been conducted for Chittagong 1320MW and Maheshkhali 8320MW
coal based thermal power plants, the project site of the power plants as a whole has been selected but
layouts of the same has not been confirmed.
The project site of Maheshkhali 8320MW LNG & Coal Based power plant has been envisaged but the
location and layout of the power plant has not yet been decided. Out of total capacity of 8320MW,
5320MW will be coal based thermal power plant and LNG will run the rest. With this capacity a total
quantity of 19 million ton (Approx.) coal will be required per year (considering 100% plant load
factor, 365 operation days, 30% plant efficiency and 6000 kcal/kg GCV coal) for Maheshkhali power
plant. The dimensions of the conveyor belt, stockyard and related accessories for handling coal to feed
the boiler of the power plant will vary
The coal handling system mentioned below is conceptually based on the feasibility report of (2X660)
MW Khulna coal based thermal power plant prepared by NTPC, India. Since the Coal consumption
of both Khulna and Chittagong thermal power plant is same, the coal handling system will also be
same for both plants. On the other hand, in case of Maheshkhali Power Plant, the conventional design
and construction of the conveyor belt will also be identical to those of the Khulna and Chittagong coal
based thermal power plants. However, the detail design would be subject to configuration and layout
of the plant, and the fuel consumption. A general coal handling system applicable to proposed
Chittagong and Khulna power plant is described below. The same might be applicable to Maheshkhali
Power Plant adopting necessary changes in equipment and accessories subject to project site, layout of
the plan, capacity and numbers of units.
13.2
Coal handling system within the power plant essentially comprises of the following components and
functions:
251
13.3
Feed hopper (at coal receiving point) including grid, steel structure/ supports and all relevant
equipment.
Magnetic metal separator and tramp iron detector.
Elevated coal belt conveyor from the coal yard via the junction tower to the ground level belt
conveyor.
Ground level belt conveyor up to the coal crusher.
Two coal crushers complete with feed hopper, electric drive, necessary supports, explosion
and fire protection measure, dust proof housing, classifier, inertisation devices, screening
system.
Traversing and reversible distribution belt conveyors for coal transportation from the crusher
to the coal storage area (open and covered storage area).
Underground hoper (located in the covered coal storage area), slide gate, chutes to the behind
belt conveyor system.
Two coal supply belt conveyors from the coal storage area up to and including two
coalbunker tripping conveyors each serving unit.
Ventilation and dust collecting equipment for all transfer points.
Steel structure, stair, ladders, walkways, conveyor bridges, necessary supports, discharge
hoods.
All associated equipment such as belt drives, idlers, pulley, belt and pulley scrapers, hold
barks.
Auxiliary equipment such as belt weighting scale, coal sampling devices, all necessary belt
safety and protection devices.
Wash down system to clear the conveyor systems and walkways.
Dust extraction and suppression system including water spray system, piping, valves, etc.
Passive safety measure to protect the stored crushed coal against self-ignition
Coalbunker ventilation system.
Scaling system
PLC safety interlocking system.
Special technical requirements
The coal handling system shall be in accordance with the capacity of the power plant 2 X 660MW.
The following factors shall be taken in to account on system design and equipment selection:
Safety
Reliability
Maintainability
Minimize indoor and outdoor environment pollution
Standardization of components
The scope design and supply of the coal handling systems include all the processes from conveyor,
which receives coal at coal storage point near jetty to boiler coal bunker.
For Khulna and Chittagong Coal Based Thermal Power Plant the total length of the coal conveyor
system which has to be provided to transport the coal from the jetty to the coal storage area is
approximately 0.5 km. Between the coal at jetty point and the coal storage area a 1200 THP capacity
single line conveyor belt system shall be installed. For the coal transportation from the coal storage
area up to the coalbunkers a double line belt conveyor system having capacity of 4000 THP each and
the system consisting of the tripper conveyors shall be provided.
The special technical requirements and the capacity of the conveyor belts for Maheshkhali 5320 MW
Coal Based Thermal Power Plant will vary upon the basic layout plan and the plant site.
252
The total coal storage capacity of each of these three power plants will be for 3 months.
13.4
Belt conveyors
Wherever applicable, the belt conveyors shall be lodged in close conveyor bridges. An unilateral
walkway with open grid flooring shall be provided parallel to all conveyors. Idler sets shall be
provided with labyrinth seals and shall run true. Bearing shall be of the maintenance free type
lubrication shall be required not more frequent than once per year. Driver pulleys, tail and take-up
pulleys shall be of close design. Pedestal bearing shall be provided with labyrinth scales. Belt scrapper
shall be arranged at the discharge pulley and if necessary, for tail pulleys.
Material and construction of covering plates and product guides shall be chosen in view of optimum
sliding behavior of the product, avoidance of clogging and limitation of noise. Material shall be
stainless steel, reinforce fiberglass or equivalent. Rubber aprons for guidance shall be provided. Gears
shall be of the slip-on type. Flexible or hydraulic start-up coupling (depending on size and
requirements) shall be used. In order to reduce the volume of spare parts, the number of different
types of driving units shall be kept to a minimum.
Retention assemblies such as limit switches, true-run switches, belt monitor, etc shall form part of the
mechanical equipment of the conveyor belt system. Conveyors of longer length tension carriage or
equivalent self-regulation tension devices to be used. Junction tower shall consist of steel framework
and outside cladding. Intermediate stair and steps shall be provided with grid floorings. Above the
conveyor heads or take-up stations, respectively trolley beams for a payload of 5 tons shall be
provided. Distribution of coal to the individual coalbunkers shall be done preferably by a horizontal
tripper conveying system. Special care shall be given to selection of the sealing system
bunker0tripper conveyor.
13.5
One inline magnetic separator in junction with two tramp metal detectors shall be installed in the
conveyors feeding to the coal crusher. One of the tramp iron detectors shall be installed upstream of
the magnetic separator and shall activate the magnet, while the other one shall be installed
downstream of the magnetic separator and shall stop the conveyor system in case that iron is detected.
Electric magnet shall be used in the magnetic separator provided with its own rectifier. A magnetic
separator of the belt drum type may be used. Removal of tramp iron may be made manually by
using a trolley. This trolley shall be supplied with the system.
13.6
Electrical type belt scale shall be integrated in the conveyor system leading to the boiler. The scale
shall have an accuracy of not less than 1%. Indication of instantaneous conveyance, totalizing and
tripping shall be recorded.
13.7
Reclaiming system
Conveyor to the crusher / screen house shall handle the raw coal. The crushed coal shall be conveyed
directly to the boiler coalbunkers. In case coal is not needed in the boiler bunkers, the crushed coal
shall be sent to coal storage areas. Traversing and reversible belt conveyors shall do the transfer of the
crushed coal to the coal storage area and the distribution. Crushed coal storage area shall have a
253
capacity of 180 days based on plant- maximum rating requirement considering the worst quality coal
involved. If the coal has high volatile matter, then storage may be made for maximum 30days plus
one shipload. The storage area will be operated only for a period when coal is not received from
outside.
Suitable traveling type of stacker shall be provided to stack the crushed coal to a height relevant to the
availability of space. Necessary platform with drainage facility shall be considered. Soil improvement
to improve bearing strength and other requirement shall be considered as required. Reclaiming from
both coal storage areas (covered and open storage area) shall be done by portal scraper (considering
less fuel oil and less labor requirement of the scraper and large volume of coal) and loaded to
underground hoppers for further feeding to downstream conveyors of in plant coal handling. Required
number of front-end loader shall also be supplied. Number of front-end loaders shall be adequate to
feed the conveyors at 100% maximum rating of boilers.
The overall operating hour of the coal handling plant shall be 16-hour spread over two shifts per day
leaving third shift exclusively for routine inspection and maintenance.
The coal storage areas shall be provided with necessary fire water system and compacting/dust
suppression system.
Covered/uncovered storage to cater about 90 days requirement shall be provided as part of the total
coal storage area of 180 days. The covered storage shall be constructed with structural steel supports
and metallic sheet covering. Size and arrangement of the covered storage shall be such that it shall not
hamper stacker movement/operation.
13.8
Coal received shall be screened and crushed to the required size of the mill system in the crusher prior
to boiler bunkers.
Adequately sized surge hopper, with feeder chutes/flap gate, shall be provided to have maximum
flexibility in the flow of coal.
Two crushers shall be provided (one as standby). Coal handling plant shall have crushers for
ultimately sizing the coal to (-) 20mm.
254
Crusher shall be of suitable heavy-duty impact type. Crusher and screens shall be supported suitable
and isolated from other foundation work. Necessary ant-vibration dampers shall be provided for
crushers and screen foundations.
Screens shall be provided to screen the fines in the coal in order to minimize loading of crusher. The
screening and crushing system shall be designed for 2 X 100% to meet the requirement and retain
flexibility in operation. Screens shall be of heavy-duty rotary screen or electromechanical screen with
a motor. The capacity of the screens and crusher shall be suitable for adequate recirculation design
margin. The screened coal shall be sent to boiler coalbunkers directly.
13.9
The capacity of the conveyor system up to bunker feeding conveyors shall be adequate to meet daily
requirement in two shifts of 16-hour operation. For Khulna and Chittagong power plants, the
proposed Coal handling system shall cater separately individual pick daily requirement of coal for two
units in two bunker filling cycle in 16 hours effective operation.
Bunker filling shall be done by a traveling tripper conveyor arrangement. The bunker floor shall be
sealed to have effective ventilation system and tripper arrangement shall be given for bunker filling.
This system shall also include sealing arrangement, ventilation system and traveling tripper conveyor.
Necessary bunker flooring shall be included.
13.10
Dust extraction system shall be provided in the all the junction towers and crusher house to minimize
the air pollution problems. Process water shall be sued for dust suppression system. Dust suppression
system shall also be provided to the coal storage area. Necessary spray system and arrangement shall
be provided in both coal storage areas. Bunker ventilation shall be provided to extract the dust due to
bunker filling operation. The system shall be designed for air quality in which particulate matter shall
not exceed 5-10 mg/m3.
13.11
A PC based PLC safety interlocking system for coal-handling system shall be such that sequential
starting/ shut-down of the downstream conveying equipment is ensured due to trip condition. The tripoff of the minimum equipment in the safety sequence during abnormal operating conditions shall be
ensured also.
The function of the safety interlocking system is as follows:
Annunciate/indicate signals caused for the equipment that has tripped.
Prevent restarting of equipment until safe conditions restored.
Retain flexibility of operation as long as is consisting with safety.
The interlock provided shall permit one stream operation retaining the flexibility in operation.
Making conveyor safer is a matter of process and design. In addition, these are basic principles that no
operation where conveyor is utilized should ignore:
Not to perform service on conveyor until motor is switched off.
Service conveyor with only authorized personnel.
Keep clothing, hair, finger and other parts away of the conveyor.
Dont climb, sit, step or ride on conveyor belt any time.
Dont remove of alter conveyor guards or safety devices.
255
All unnecessary things that may obstruct safe operation should be removed before starting of
the conveyor belt.
13.12
Control room
The in-plant coal handling system starting from the crusher up to the boiler bunker feeding tipplers
operation including other equipment and components shall be controlled from in-plant coal handling
control room.
256
14.1.1 Ash production out of the coal consumption for Khulna and Chittagong Thermal Power Plant
Based on the specified coal (refer to chapter 9, table 9.15) it is estimated that an amount of 3.1 million
tons of coal shall be consumed (considering GCV of 5500 Kcal/kg, AR basis, and coal inflow at 85%
plant load, 40% plant efficiency and 290 days operation) by each of the proposed coal based thermal
power plants. As per this boundary condition, the annual production of ash in each plant shall be 0.46
million ton (ash content of coal estimated at 15%). Out of this 0.46 million ton 20% shall be bottom
ash and 80% shall be dry fly ash, that is approximately 0.1 million ton bottom ash and 0.36 million
ton dry fly ashes per year respectively.
14.1.2 Ash production out of the coal consumption for Maheshkhali Thermal Power Plant
In reference to Table 9.15 (chapter 9), it is estimated that an amount of 12.3 million tons of coal shall
be consumed (considering GCV of 5500 Kcal/kg, AR basis, and coal inflow at 85% plant load, 40%
plant efficiency and 290 days operation) by Maheshkhali coal based Thermal Power plant. As per this
boundary condition, the annual production of ash in this plant shall be 1.84 million ton (ash content of
coal estimated at 15%). Out of this 1.84 million ton 20% shall be bottom ash and 80% shall be dry fly
ash, which are approximately 0.37 million ton bottom ash and 1.5 million ton dry fly ashes per year
respectively.
14.2
Ash utilization
The dry ash is taken to buffer hoppers for its onward transportation in dry form to storage silo near
plant boundary for utilization. The residue ash can be used in Brick manufacturing, clinker industries,
cement industries, compaction purposes, etc. There will be also scope for ash export. At initial stage,
the generated ash will be used in and for development of the project area.
Many Cement plants exist in the vicinity, hence, 100% fly ash utilization might be considered.
Hundred percent bottom ash utilization might also been considered. However, ash dyke of 100 acres
has been planned in case of non-utilization of ash for Khulna Thermal Power Plant and the equivalent
of land will be required for Chittagong Thermal Power Plant. Similarly, for Maheshkhali Power Plant,
ash dyke area of 300 acre might be considered.
For the purposes, the ash may be utilized:
Concrete production, as a substitute material for Portland cement and sand
Embankments and other structural fills (usually for road construction)
Grout and Flowable fill production
Waste stabilization and solidification
Cement clinkers production - (as a substitute material for clay)
Mine reclamation
Stabilization of soft soils
Road sub-base construction
As Aggregate substitute material (e.g. for brick production)
Mineral filler in asphaltic concrete
257
Agricultural uses: soil amendment, fertilizer, cattle feeders, soil stabilization in stock feed
yards, and agricultural stakes
Loose application on rivers to melt ice
Loose application on roads and parking lots for ice control
Among these 13 uses of ash, few uses have high potential and have present market in case of Khulna
Thermal power plant. The following sections 12.2.1-12.2.7 discusses potential sectors of ash
utilization in case of Khulna Thermal Power Plant.
14.2.1 Ash Demand in Cement production
Fly ash is used as a partial replacement for Portland cement. It can replace up to 30% by mass of
Portland cement, and can add to the concretes final strength and increase its chemical resistance and
durability. Recently concrete mix design for partial cement replacement with High Volume Fly Ash
(50 % cement replacement) has been developed. For Roller Compacted Concrete (RCC) [used in dam
construction] replacement values of 70% have been achieved with processed. Due to the spherical
shape of fly ash particles, it can also increase workability of cement while reducing water demand.
The replacement of Portland cement with fly ash is considered by its promoters to reduce the
greenhouse gas "footprint" of concrete, as the production of one ton of Portland cement produces
approximately one ton as compared to zero CO2 being produced using existing fly ash. New fly ash
production, i.e., the burning of coal, produces approximately twenty to thirty tons of CO2 per ton of
fly ash. Since the worldwide production of Portland cement is expected to reach nearly 2 billion tons
by 2010, replacement of any large portion of this cement by fly ash could significantly reduce carbon
emissions associated with construction.
There is a huge demand of ash in Bangladesh. At present, there are 81 cement industries. Among
these around 37 - 40 cement industries are always in production. Grossly, countrys annual cement
production is around 14 15 million ton. Table 13.1 gives present and forecasted cement production
and as well as possible ash demands.
Table 13.1: Present and forecasted cement production and ash demand in Bangladesh
Year
Cement Production and future projection (million Required amount of Ash (million
metric ton)
metric ton)
2011
14
2.1
2015
18
2.7
2020
25
3.75
affordable to low-income villagers while allowing the factory and local distributors to make a small
profit.
In Bangladesh where Arsenic problem is very severe, introduction of this technology would be very
practical. In such case, Department of Public Health Engineering (DPHE) might come forward. And
BPBD may work together to supply the generated ash to the DPHE or directly to the local people
from production end.
14.2.3 Embankment construction
Fly ash properties are unique as an engineering material. Unlike typical soils used for embankment
construction, fly ash has a large uniformity coefficient consisting of clay-sized particles. Engineering
properties that will affect fly ashs use in embankments include grain size distribution, compaction
characteristics, shear strength, compressibility, permeability, and frost susceptibility. Bangladesh
Water Development Board construct embankment in along the river side in different region of the
country. In coastal region, BWDB constructs thousands kilometers of coastal embankment.
Bangladesh Water Development Board might be an important client having scope of using large
volume of the generated ash. BPDB may establish relationship with BWDB by signing a MOU to
introduce and encourage ash use in embankment construction.
14.2.4 Pre-stressed Railway Concrete Sleepers
Use of Fly Ash might be used in the manufacture of pre-stressed Concrete Sleepers. Over the years
Bangladesh Railway Authority manufactures Concrete Sleepers. BPDB may negotiate with
Bangladesh rail way and demonstrate scope of ash utilization in concrete sleeper manufacturing.
14.2.5 Utilization in agricultural field
Ash might be used as fertilizer. Ash acts as soil modifier and source of micro and macro nutrients.
There are different studies around the world especially in India shows that, using ash in agricultural
field might result better crop yields. Khulna region is famous for leaf vegetables and edible crop
production where ash can be used. There is a vast scope of selling the generated ash to the local
farmers. However, in that case, farmers should be given proper training on how to use ash in
agricultural field.
14.2.6
Most modern manufacturing processes use a greater proportion of fly ash, and a high-pressure
manufacturing technique, which produce high strength brick with environmental benefits. They are
widely sued for the inner skin of cavity walls. They are naturally more thermally insulating than
normal bricks made with other aggregates. Recently in Bangladesh private brick manufacturing
organizations are using these kinds of bricks products because it is more cost effective and good
quality of brick. This makes ash utilization in this sector more essential.
14.2.7
The geo-technical and pozzolanic properties of ash enables its use in coal pavement construction in
many ways. Compacted pond ash and bottom ash possess adequate bearing strength and meet
gradation requirements can be used as a granular sub-base material. Fly ash can be utilized for
construction of semi-rigid pavement using lime fly ash concrete and learn cement fly ash concrete.
These compositions posses more flexural strength than flexible pavements and can be adopted for
high traffic density roads. In the concrete roads and runways, fly ash can be utilized as part
replacement of ordinary Portland cement (up to 35%) and sand (5-15%). This would result in
lowering the cost of concrete without affecting strength and increase durability.
259
As such, Bangladesh Roads,& Highway, and LGED could be giant users of ash to be generated from
the power plant. BPDB may establish communication with Roads and Highway Department and
LGED.
14.3
The boiler shall be of dry bottom type. The bottom ash extracted in dry form shall be transported
through conveyor to intermediate silo (common for both units), and pneumatically transported to BA
silo and mixed with fly ash for final disposal in HCSD slurry form to ash dyke. The fly ash shall be
conveyed in dry form from the electrostatic precipitator hoppers. This dry ash is taken to buffer
hoppers for its onward transportation in dry form to storage silos near plant boundary for utilization.
In case of non- utilization, fly ash shall be taken to HCSD system, wherein it shall be mixed in
agitator tanks for its ultimate disposal in high concentration slurry form to ash disposal area.
14.3.1 Bottom ash handling system
Bottom ash (BA) is extracted by using a continuously operating dry bottom ash evacuation system.
The bottom ash extracted in dry form from each unit shall be crushed in primary and secondary
crusher to granular size of less than 6mm and shall be collected in an intermediate silo (IM silo). BA
can be unloaded and transported through trucks from this IM silo. In case of non-utilization of BA ash
or disposal through trucks, Ash from IM silo shall be transported to a BA silo near HCSD pump
house. This shall be further mixed with fly ash and disposed off in form of HCSD slurry.
Economizer ash shall be handled in dry form through vacuum system. One common buffer hopper
and 2 nos (1 working + 1 standby) vacuum pumps are envisaged for 2X660MW units for eco ash
conveying.
The BA extraction air compressor for conveying BA shall be used for conveying Eco ash also to BA
silo near HCSD pump house. This shall be further disposed off in form of slurry.
14.3.2 Fly ash handling system
Pneumatic conveying system (either vacuum system or pressure system) shall be employed for
conveying of fly ash from the electrostatic precipitator hoppers and APH hoppers in dry form. This
dry ash shall be taken to buffer hoppers of each unit. The dry ash buffer hoppers shall be located
abjection to the ESP. Dry ash from buffer hoppers shall be transported either to HCSD silos to be
located near the chimney or to storage silos near the plant boundary. The transportation system shall
be provided for each unit for transportation from buffer hoppers to the silos. The user industries shall
take the dry fly ash from these storage silos in purpose built closed tankers ensuring environmental
standards.
Space provision shall be kept near storage silos for installation of dry fly ash classification system, in
future, for users for classified fly ash.
14.4
The ash slurry disposal system has been adopted from FR of Khulna power plant.
14.4.1 Fly ash, BA, and economizer ash slurry disposal
The fly ash collected in High Concentrated Slurry Disposal (HCSD) silos near chimney and ECO &
BA ash from BA silo shall be mixed with water in an agitator tank at controlled rate to obtain the
desired high concentration. HCSD pumps shall further pump the high concentration slurry to ash
260
dyke. One HCSD pump house is envisaged for 2 x 660 MW units. There will be two working streams
(one for each unit) and one stand by stream for HCSD pumps. All the pumping streams shall be
provided with its individual disposal pipes. No crossover is being envisaged in the disposal piping.
About 100 acres of land has been designed for ash disposal area, which is located adjacent to plant
boundary. The ash disposal area is planned with a total usable area of about 60 acres for ash storage
and 40 acres for starter dyke storage lagoons, maintenance road all along the periphery of the dyke
and recirculation system facilities.
14.5
There will be no recirculation from dyke as the disposal of BA and FA system will be only by HCSD.
Thus the plant make up shall be used for water requirement of ash handling system throughout the
plant life.
14.6
HCSD system is supposed to have no excess water. However, a recirculation system is envisaged for
pumping any excess decanted water from the dyke. Decanted water from ash pond of HCSD pond
will be led to the plant area by using 2x100% (30cum/hr) capacity pumps and the same will be
conveyed through one number carbon steel pipe from ash dyke to plant area. This water will be
further used in the ash handling system.
14.7
From the market analysis both nationally and internationally, it is evident that dry fly ash has
enormous commercial use in all over the world. A draft Policy for utilization of ash generation has
been suggested for Coal Fired Thermal Power Plant. Hence, to dispose and utilize the dry fly ash in a
commercial and Environment friendly manner, the owner may like to adopt the following Draft policy
for disposal of dry fly ash from coal-fired power plant.
14.7.1 Draft policy for disposal of dry fly ash from coal fired power plant:
There shall be a provision for selection of bidder through competitive price by calling open
tender for disposal dry fly ash. The contract period for the dry fly ash will be decided by the
BPDB (Owner) during preparation of bid document. The unit price of dry fly ash will be
subject to enhancement in respect to the prevailing market price of dry fly ash at that time.
However, this enhanced price shall not be less than 5% of the immediate unit price.
The dry ash shall be received by the contractor and shall be pneumatically conveyed through
a proven dense-phase system to a location outside the battery limit of the power station, where
the bidder shall have its own plant installation for handling, storage, processing of dry fly ash
to achieve 100% eco-friendly utilization followed by facilities for automatic weighing /
bagging/ stitching and delivering to the receiver of dry fly ash at its own cost and risk.
The power plant authority shall provide necessary place to install compressor, motor & pipe
line within the power plant boundary by the bidder for receiving the dry fly ash pneumatically
to their ash processing plant procurement of land for installation of ash processing plant shall
be the responsibility of the bidder for receiving dry fly ash.
261
The dry ash shall be weighted by a calibrated weight gauge and will be recorded in presence
of the representative of the power plant and that of the receiver of the dry fly ash. No charge
shall be imposed upon the ash receiver by the power plant authority for weighting the dry fly
ash.
The cost of dry fly ash shall be in Bangladeshi taka. The earning from selling of dry fly ash
shall be treated as the revenue income of the power plant. Necessary VAT/TAX on the price
of the dry fly ash shall be borne by the ash receiver.
Local and international companies/ consortium (individual/ joint venture organization who is
willing to install an ash processing plant and experienced in the same field) shall be entitled to
participate in the bid for disposal of dry fly ash.
262
It is expected that the Proposed Power Plant would come in to operation sometime in 2015 to 2020.
Prediction of energy price in last few decades proved illogical. Thermal Coal price (FOB) in 2003 was
approximately $35 per ton. The same coal price (FOB) in January 2011 became $142 per ton. Again
in November 2011, the FOB price of per ton of thermal coal comes down to $122.
However, to prepare the Feasibility Study (FS) a landing cost of coal having a GCV value 5500 Kcal
/Kg required to be quoted. As such Table 15.1, summary of the coal price up to Bangladesh has been
considered as the base. The required type of coal for Khulna thermal Power plant may collect from a
single source or a mixture of multiple sources having different GCV to achieve the optimum CGV of
the designed plant. As per study on coal transportation (in Chapter 11), it is suggested to adopt
Alternative Plan II that is transportation of coal by vessel of 80,000DWT and transshipped up to
project site by lighters for Khulna Thermal Power Plant. For Chittagong Thermal Power Plant the
alternative I states discharge of coal at Alfa Anchorage of Chittagong port by 50,000 DWT vessel
then further transshipment up to project site through lighterage operation and for Maheshkhali
Thermal Power Plant a new coal terminal should be construct at green shore of the project site, hence
it is suggested to that 80,000 DWT provided with 14 m CD design draught.
Table 15.1: Coal price under suggested coal transportation plan
Coal Type
5500 Kcal/kg
5500 Kcal/kg
5500 Kcal/kg
5500 Kcal/kg
5500 Kcal/kg
5500 Kcal/kg
5500 Kcal/kg
5500 kcal/kg
5500 Kcal/kg
CIF/million
kcal
25.51
24.91
27.64
26.9
26.27
29.18
24.18
23.64
26.34
Note: FOB prices are based on prices estimated in Table 6.2. all prices are in USD/ton
Considering coal from multiple sources having different GCV values to arrive the average value of
5800-6100 Kcal/kg, the CIF price up to Khulna Power Plant site might be considered approximately
USD 140 /ton (estimated by weighted average method, preference was given to South Africa). The
price estimation of FOB has been made adjusting the prices of different coals (different GCV) to
5,500 kcal/kg.
In similar way, CIF price up to Chittagong Power Plant site would be about USD145/ton (estimated
by weighted average method, preference was given to South Africa) and for Maheshkhali Power Plant
site, it would be USD130/ton (estimated by weighted average method, preference was given to South
Africa).
263
It seems, CIF price for Chittagong is highest among the three. Because, lighterage cost is higher in
Chittagong than Khulna, While, in case of Maheshkhali no lighterage would be required. Besides,
vessel size is also smaller in case of Chittagong due to draught restriction that increases transportation
cost. It is to be noted that transportation plan for Khulna Power Plant has been framed considering
development of river navigability by capital dredging including dredging at outer bar and maintenance
dredging. This dredging cost has not been considered in coal price. On the other hand, no dredging
would be required for Chittagong Power Plant. In case of Maheshkhali, massive dredging would be
required for developing the approach channel from deep-sea port to project site coal terminal.
Table 15.2: Cost for Aids to Navigation
Khulna Coal Based Thermal Power Plant
Unit cost (USD)
Requirements
Total cost (USD)
35,000.00
10 units
350,000.00
5,500.00
10 units
55,000.00
7,000.00
12 units
84,000.00
Total Cost
489,000.00
Chittagong Coal Based Thermal Power Plant
Units of Lighted Buoy
35,000.00
6 (six) units
210000.00
Mooring Buoy
5,500.00
10 units
55,000.00
Units of Beacon Light
7,000.00
6 (six) units
42,000.00
Total Cost
307,000.00
Maheshkhali LNG & Coal Based Thermal Power Plant
Units of Lighted Buoy
35,000.00
4 (six) units
1,40,000.00
Units of Beacon Light
7,000.00
5 (six) units
35,000.00
Total Cost
1,75,000.00
Navigational Aids
Units of Lighted Buoy
Mooring Buoy
Units of Beacon Light
15.2
Dredging Cost
The details of the dredging requirement and cost have been discussed in Section 10.2 of Chapter 10.
The summary dredging cost for the suggested coal transportation system has been provided in Table
15.2. The dredging cost would be investment cost that to be borne either by the project authority or
GOB. The estimated transportation costs do not include dredging cost
Table 15.3: Dredging cost
Khulna Coal Based Thermal Power Plant
Dredging Plan
Cost ( million USD)
Capital Dredging
At Outer Bar
105
Base Creek to Mongla Port
6.0
Base Creek to Project site
4.0
Total
115
2
Yearly Maintenance Dredging
At Outer Bar (1st year)
21.0
Base Creek to Mongla Port
6.0
Base Creek to Project site
3.0
Annual Maintenance Dredging Cost
30
Chittagong Coal Based Thermal Power Plant
There is no need of Dredging for this site
Sl. No
1
264
Sl. No
3
15.3
The study suggests construction of coal terminal at project site considering existing condition of river
and cost of transportation. However, another study might be carried out to examine the sustainability
of the Passur River Channel. However, the indicative cost for coal terminal construction at project site
has been given in Table 15.3 and 15.4 below. Construction costs of coal terminal stand at 35.18
million USD, 37.8 million USD and 58.4million USD for Khulna, Chittagong and Maheshkhali TPPc
respectively. These costs would be a part of the investment cost of the power plants.
Table 15.4 (a): Cost of Berthing facilities and Unloading facilities for Khulna Thermal Power
Plant
Sl.
No.
Description of Item
Quantity
Rate
(Tk.)
Unit
Total Amount
(crore Tk.)
2 set
57 crore
(FOB)
Each
set
114
Total
Amount
(million
USD)
14.25
900m
2.7 lac
meter
24.3
3.04
16,200
sqm
0.88 lac
sqm
142.56
17.82
Total
280.86
35.11
2
3
Table 15.4 (b): Cost of shoreline facilities for Khulna power plant
Sl.
No.
1
2
3
4
5
6
7
Description of Item
Quantity
Operating Building
Control Room
Overhead Tank
Pump House
Underground Water Reservoir
Substation Building
Gate House
162
234
56.25
36
126
337.5
40.5
Rate
(million Tk.)
0.5
0.5
0.5
0.5
0.5
0.5
0.5
Unit
sqm
sqm
sqm
sqm
sqm
sqm
sqm
Total
Total in USD
265
Total Amount
(million Tk.)
0.81
1.17
0.45
0.18
0.5
0.20
0.142
5.28
0.07 million USD
Table 15.5 (a): Cost of Berthing facilities and Unloading facilities for Chittagong Thermal
Power Plant Project
Sl.
No.
1
2
3
4
Description of Item
Grab unloader as specified
in art 10.3 in/c surge bin &
trestle
Revert structure/R.C.C
retaining wall
Approach jetty/Bridge
connecting shore & Jetty
Berth/quay structure, pile
length 45m maximum (in/c
fender system), 6 Blocks
Rate
(Tk.)
Quantity
Total
Amount
(crore Tk.)
Unit
Total
Amount
(million
USD)
2 set
57 crore
(FOB)
Each
set
114
14.25
1100m
2.7 lac
meter
29.70
3.71
600 sqm
(L = 30m)
0.88 lac
sqm
5.28
0.66
16,200 sqm
(L= 540m)
0.88 lac
sqm
142.56
17.82
Total 291.54
36.44
Description of Item
No.
Quantity
Rate
(sqm)
(lac Tk)
Unit
Total Amount
(lac Tk.)
Operating Building
162
0.5
sqm
81
Control Room
234
0.5
sqm
117
56.25
0.5
sqm
28.125
Canteen Building
360
0.5
sqm
180
Maintenance Building
135
0.5
sqm
67.5
Maintenance Workshop
585
0.5
sqm
292.5
Fire Station
56.25
0.5
sqm
28.125
Overhead Tank
56.25
0.5
sqm
28.125
Pump House
36
0.5
sqm
18
10
126
0.5
sqm
63
11
Substation Building
337.5
0.5
sqm
168.75
266
1072.125
Table 15.6 (a): Cost of Berthing facilities and Unloading facilities for Maheshkhali Thermal
Power Plant
Sl.
No.
1
2
3
Description of Item
Grab unloader as specified
in the relevant article in/c
surge bin & trestle
Revert structure/R.C.C
retaining wall
Approach Jetty/Bridge
connecting shore & Jetty
Berth/quay structure, pile
length 45m maximum
(in/c Fender System), 8
Blocks
Quantity
Rate
(lac Tk.)
4.00
5700.00
1100.00
Unit
Total
Amount
(lac Tk.)
Total Amount
(million USD)
Each
set
22,800
28.5
2.70
meter
2,970
3.7125
1000.00
(L=50m)
0.88
sqm
880
1.1
21,600.00
(L=720m)
0.88
sqm
19,008
23.76
Total
45,658.00
57.07
Table 15.6 (b): Cost of shoreline facilities for Maheshkhali thermal power plant
Sl.
No.
Description of Item
Quantity
(sqm)
Rate
(lac Tk.)
Unit
Total Amount
(lac Tk.)
Operating Building
162
0.5
sqm
81
Control Room
234
0.5
sqm
117
56.25
0.5
sqm
28.125
Canteen Building
360
0.5
sqm
180
Maintenance Building
135
0.5
sqm
67.5
Maintenance Workshop
585
0.5
sqm
292.5
Fire Station
56.25
0.5
sqm
28.125
Overhead Tank
56.25
0.5
sqm
28.125
Pump House
36
0.5
sqm
18
10
126
0.5
sqm
63
11
Substation Building
337.5
0.5
sqm
168.75
1072.125
1.34
267
Air pollution
Coal transportation, transshipment, unloading, handling, and stocking activities may generate coal
dust and ash that might be dispersed to the surrounding environment if no mitigation measures are
adopted. However, as the coal will be imported through ships, it will have sufficient moisture that will
scale down propensity of dust generation. All the coal-carrying vessels, FC, FTV shall be equipped
with dust suppression system. Hence, dust generation from the ships holds during shipping and
barging activities within the territory of Bangladesh may be minimum. Furthermore, the proposed
project plans efficient dust suppression systems, coal stockyard management and air quality
management system to limit generation and dispersion of dust particle
16.2
Noise
Noise may be generated from operation of these vessels. Similarly, coal unloading system and
handling system may also generate noise. Coal transportation agency shall limit generation within the
MoEFs standard of noise adopting noise management plan.
16.3
Generally, different types of wastes are produces from ships. The waste includes residue of the bulk
(coal in this case), ballast water, bilge water, oil, lubricant, garbage, domestic waste, food and kitchen
waste, slurry of sea water, sewage, etc. Discharge of any waste directly to the environment especially
within the territory (Exclusive Economic zone) of any Country is strongly prohibited by different
IMO Conventions on protecting marine environment. If the regulations mentioned in Chapter 3 are
properly enforced by the relevant authorities (MPA, BIWTA and DG Shipping) and followed by the
coal transportation agencies, discharge of waste from ships may be minimum.
BPDB should mention enforcement of these conventions in the Coal Supply and Transportation
Agreement so that the coal transportation agent feels obligatory to follow these conventions with the
aim of preventing pollution from ships. The responsible authorities (MPA, BIWTA and DG Shipping)
shall monitor and spot-check the shipping and barging activities.
16.4
Wave erosion
Movement of large number of large bulk carrier, barge and lighter may generate wave on sea and river
that might cause erosion along seashore and riverbank. It might also increase the rate of erosion at
existing erosion vulnerable areas. Hence, detail study need to be carried out to identify area vulnerable
to river and beach erosion within the territory of Bangladesh due to shipping activities for coal
transportation. In general, restriction on vessel speed limits risk of erosion. The EIA on Khulna
Thermal Power Plant suggests 8 to 7 Knots speed for coal carrying vessel in Passur River. Similar
suggestions need to be come out from the EIA of the other two projects.
269
16.5
Water pollution
Water column may be polluted due to oil spillage, coal spillage and other malpractice like waste
discharge, discharge of ballast and bilge water, etc which are prohibited by IMO conventions and
ECR 1997. Thence, the responsible authorities should properly enforce these regulations for ensuring
minimum water pollution due to shipping and barging activities. Nevertheless, comprehensive
environmental management plan should be planned and adopted after carrying out detail study on
Environmental Impact Assessment.
16.6
Impact on Fisheries
Movement of large number of vessels and unloading operation may cause disturbance on fish
migratory channel and hence on migration. Fish habitat of Passur river, Karnaphuli river, and
Maheshkhali Channel and Marine area of Maheshkhali may be affected due to deterioration of water
quality (if occur). Fish mortality may increase if the coal carrying vessels practice oil spillage, spillage
of hazardous waste material, waste water and discharge of ballast water and bilge water. The high
river traffic might also affect fishing activities in the river. Hence, these issues should be taken into
consideration in EIA and accordingly relevant mitigation measures and EMP should be suggested.
16.7
Impact on Sundarbans
One of the proposed thermal power plants Khulna 1320 MW Coal Based Thermal Power Plant is
located 14 km away from the Sundarbans. Coal carrying vessels would come to project site across the
Sundarbans. As per the proposed plan, ship-to-ship transfer would be going in Akram Point
Anchorage.
Coal transportation shall be carried out using existing navigational route of MPA and BIWTA. Map
16.1 shows the tentative coal transportation route crossing the Sundarbans. ECR 1997, IMO
Conventions, and other relevant regulation as described in Chapter 3 should oblige Coal
Transportation Agency. If the responsible authorities properly enforce the rules, no malpractice like
discharge of ballast water, bilge water, oily water discharge, waste and wastewater shall take place
within the territory of Bangladesh. Thence, the impact might be minimum. However, the responsible
agencies should properly enforce the laws and inspect shipping and barging activities.
16.7.1
Terrestrial fauna
At Akram point, ship-to-ship transfer activities, shipping and barging activities shall be carried out
keeping a safe distance from the shoreline of the Sundarbans. Standard operational practice shall be
followed by the transportation agency. Thence, disturbance to wildlife due to shipping, barging and
ship-to-ship transfer activities may be minimum. Noise generation, beaming of light, etc from
shipping and barging activities shall be limited; hence, the impact due to noise and light beaming may
also be minor.
16.7.2 Aquatic flora
Ballast water, oil spillage and coal dropping might affect pneumatophore of Mangrove plants. The
excess traffic loads also possesses risk of intrusion of invasive species. Enforcing IMO conventions
especially MARPOL Annexes, HNS Convention and BWM conventions, malpractices of the ships
and barges shall be limited. Hence, the impact of such activities on habitat of aquatic flora may be
limited also.
270
271
Map 16.2: Occurrence of Dolphin colony near tentative coal transportation route
Due to limiting the pollution causing activities, disturbance to migratory bird habitat occurring
shallow tidal bars, tidal flood plain and shallow areas of the rivers may be limited. Noise from water
vessel may disturb the feeding activities of activities of migratory birds.
16.7.4
Invasive Species
The transportation of imported coal possesses risk of invasion of alien species. Alien species might
come through ballast water and by contract of vessel body. The responsible authority to limit the risk
of invasion of foreign species shall enforce related IMO conventions and ECR 1997. These invasive
species might intrude to Sundarbans ecosystem and/or Passur river ecosystem.
16.8
Sea shore of Maheshkhali, especially near Sonadia Islands and Islands of Hoanak are highly rich in
biodiversity. The near-shore waters provide important habitat for breeding, growth and development
of many inshore and near shore fishes and invertebrate species of the north-eastern part of the Bay of
Bengal. Around 70 species of migratory birds visits near shore area of Maheshkhali for resting,
roosting, feeding and wintering, and as a staging ground during migration. These include four bird
species that are listed as globally threatened - the Spoon-billed Sandpiper (Eurynorhynchus pygmeus),
Asian Dowitcher (Limnodromus semipalmatus), Nordmanns Greenshank (Tringa guttifer) and River
Lapwing (Vanellus duvaucelii). Apart from sea turtles, the presence of two fresh-water turtles is
reported: the Bengal-eyed turtle (Morenia peterci) and the Indian flap shell turtle (Lissemys puctata).
The site als the breeding ground of globally threaded marine turtle Olive Ridely.
272
Oil spillage, ballast ware and other waste from vessels might significantly damage the habitat quality
of the seashore ecosystem. Hence, hence coal carrying vessel should be maintaining following IMO
conventions, MARPOL Annexes, HNS Conventions, BWM conventions.
273
Impact Mitigation
The environmental issues and impacts discussed in the previous chapter should be taken in to
consideration during planning. The environmental issues demands detail environmental assessment
prior to project implementation. In the scope of Environmental Impact Assessment these issue have to
be examined. The IEE and EIA should suggest measures for pollution avoidance, prevention and
mitigation and accordingly recommendation should be made whether it is necessary to reconciliation
of the project design and what to modify to ensure environmental protection. Thereafter, all of the
identified impacts were further evaluated with and without mitigation measure adoption.
During operation, all the activities should be executed following standard of DoE. The standard is
given in Table 17.1.
Table 17.1: Environmental Standard defined in ECR, 1997
Sl. no
Category
Standard
Remarks
As measured at a distance of 7.5 meters from
the vessel which is not in motion, not loaded
and is at two thirds of its maximum rotating
speed
100 dB
Ambient
level
of 100 PPM
Suspended Particulate
Matter (SPM)
200 PPM
Black some
65
HSU As measured at two third of maximum rotating
(Hartidge
speed
Smoke Unit)
Within this scope of the study, attempts were made to provide a brief guideline on identifying
mitigation measures and formulating environmental management plan. Table 17.2 identifies some
mitigation measures that have to be considered during IEE&EIA as well as project design of the
proposed power plants.
275
Wave erosion
Deterioration
water quality
of
Noise generation
river
Increase of Particulate
Matter in local air
quality
Impact
276
BPDB/
sponsor M
company/
EPC
contractor,
Port
Authority/BIWTA/BWD
B
BPDB/
sponsor Mr
company/
EPC
contractor,
Port
Authority/BIWTA/DoE
BPDB/
sponsor Mr
company/
EPC
contractor,
Port
Authority/BIWTA/DoE
Consequence with
mitigation measures
adopted
BPDB/
sponsor Mr
company/
EPC
contractor,
Port
Authority/BIWTA
Responsible
Institution(s)
river
traffic
Impact on Sundarbans
Ecosystem and wildlife,
Sea Shore Ecosystem
and Wild life of
Maheshkhali
Increase
accident
Impact
277
Consequence with
mitigation measures
adopted
BPDB/
sponsor M
company/
EPC
contractor/
Port
Authority/BIWTA/Forest
Department/DOE/ Coast
Guard
BPDB/
sponsor Mr
company/
EPC
contractor/BIWTA/DoF/
DoE
BPDB/
sponsor M
company/
EPC
contractor,
Port
Authority/BIWTA/Coast
Guard/Bangladesh Navy
Responsible
Institution(s)
Insignificant
Minor
Moderate
Significant
Catastrophic
In
Mr
Sg
Ct
Responsible
Institution(s)
Consequence with
mitigation measures
adopted
278
Widespread, long term and reversible loss of environmental quality or Local Long term, irreversible loss of
environment
Localized long term/ short term, widespread and reversible loss of environmental quality
Consequence
Impact
17.2
279
The unloading system and conveyor system should be enclosed typed that would reduce generation of
fugitive dust particle from coal.
17.2.4 Waste Water Management
The water management plan provided with recycling, reuse and treatment of water designed for
operating the project shall be inspected regularly. The treatment plants shall have to be maintained as
per manufacturers guideline. Effluent quality shall have to be monitored at different stage of
discharge and intake. Before discharging the treated effluent from the central monitoring sump the
effluent standard shall have to be complied with ECR, 1997 defined standard for effluent.
17.2.5 Noise Management
All the equipments and mechanical parts shall have to be maintained in good working order to ensure
maximum noise generation within limit of DoEs standard. Noise level should be monitoring at
different selected location within power plant and nearest community. The greenbelt shall be planted
with the aim of dampening the noise level. The boundary wall will also dampen the noise level
further. Whether possible, mechanical parts of high noise potential shall be operating provided with
acoustic hood. Noise from other non point source like project vehicle, vessel, etc shall be controlled
adopting mitigation measures. An Environment Manager shall be given responsibility of monitoring
efficiency of the management plan and regular monitoring of noise level.
17.2.6 Solid Waste Management
Waste to be generated from different point sources like office, household, workshops, construction
yards, etc shall be efficiently collected, disposed and managed. Waste shall be collected and managed
separately as per type. Hazardous waste should be managed separately. Initiatives might be taken for
recycling and re-use of waste. On site waste disposal system should be constructed.
In terminal and stockyard, major waste includes coal dust, sand and some organic matter like paper,
dry leaves, etc. In addition to waste collection and disposal system, provision should be made for
collection of garbage from the ships also. This provision might be achieved by deploying the mobile
vans into which the garbage from ships will be loaded by means of a suitable device.
17.2.7 Fly ash utilization
The ash to be generated from the power plant might be used in other developing sectors. There is also
local demand of fly ash in cement industries. The fly ash and pond ash might also be utilized in
agricultural field. Appropriate utilization of fly ash and pond ash increase crop production.
17.2.8 Water resources management
Water resources should be conserved and prevented from any pollution and hydrological alteration.
The internal canals, nearby rivers, tidal creeks should be kept away from any obstruction and waste
dumping. No tidal creeks outside the project area should be obstructed for project activities. If any
tidal creeks flowing through the project area drains water from outside the project area should be
flowing freely without any obstruction. Proper guidelines should be developed for Operation &
Maintenance of drains, internal canals, and tidal creeks.
280
At transfer points
At stockpile
Care should be taken to control aerosol formation after water spraying. The runoff and wash off from
the stockpile and coal unloading system should be treated properly before discharging it to open
environment. However, wash off and runoff from stockpile should be limited. The water addition
approach should be to moist the coal not to wet the coal. The recommended practice is to fog spray or
mist the stockpile surface as frequently as necessary to maintain the surface of the coal in moist
condition not in wet condition. This will minimize propensity of self-combustion and dust generation
and accordingly no runoff water will be produced.
For regular monitoring and inspection, proper pathway with entry and exit should be provided in
stockpile area and conveyor belt.
17.2.12 Ecosystem Management Plan
Ecosystem Management Plan in an integral part of the EMP. Different management plans mentioned
in this chapter has been developed with the aim of protecting ecosystem. Implementation of these
management plans is essential for safeguarding the ecosystem. The principle should be set that the
plant shall be operated ensuring all pollution abatement measures are in order. The following
measures should be implementing during different stage of the power plant
281
282
The Equator Principle (EP) is a credit risk management framework for determining, assessing and managing
environmental and social risk. The EPs are adopted by financial institutions and are applied where total project
capital costs exceed US$10 million. The details of the EPs can be found at http://www.equatorprinciples.com/index.php/about-the-equator-principles
283
Benthos
Frequency of data
collection
Quarterly
For Khulna
Coal terminal, Stock Yard,
township area, nearby village
Sundarbans near
Karamjal
Akram Point
Heron Point
For Chittagong
Coal terminal, stock yard,
plant site, township area
Mouth of Karnaphuli,
Alfa anchorage
Chittagong port area
For Maheshkhali
Coal terminal, stock yard,
plant site, township area
Sonadia Island
Sea Shore
Maheshkhali
Upazila
Complex
Quarterly
For Khulna
Coal terminal,
Karamjal
Akram Point
Heron Point
For Chittagong
Coal terminal,
Mouth of Karnaphuli,
Alfa anchorage
Chittagong port area
For Maheshkhali
Coal terminal,
Sonadia Island
Sea Shore
Approach channel
Quarterly
Within 10km buffer of the project
Sea shore area, Akram Point (for
Khulna project), Sonadia Island and
nearby sea shore area (for
Maheshkhali project), Parki beach,
Mouth of Karnaphuli (for Chittagong
Project)
2 km upstream and 2 km Monthly
Downstream from the thermal plume
discharge point sample should be
taken at 500 m interval
284
Institution(s)
BPDB/DoE
BPDB/DoE
BPDB/DoE
BPDB/DoE
Indicator
Ecosystem health of the
surrounding:
Fly ash/coal dust
deposition
on
plant leaves
Plant health
Productivity
of
fruiting plants
Frequency of data
collection
5 sample from Homestead ecosystem Quarterly
(at least 2 at down wind direction)
within 5km buffer zone
5 Sample from Road side plantation
including 2 at downwind direction
within 5km buffer zone
Akram Point area, and Hiron Point
Area (only of Khulna Project)
Sonadia Island, sea shore Mangrove
(only for Maheshkhali)
Hiron point, Akram Point, Monkey Regular monitoring
point, Karamjal, Mongla port, Jetty
location of Project site
Institution(s)
BPDB/DoE
Coast Guard,
Monitoring activities of
Port
Water vessel (Ballast
Authority,
water
dumping,
oil
Department
spillage, waste dumping,
of Forest
Beaming of Searchlight,
noise generation etc) to be
engaged
in
coal
transportation
Quarterly
DoE, BPDBWater quality of river For Khulna
EPC
Coal terminal,
and sea
contractor,
Karamjal
Oil
Sponsor
Akram Point
Heavy metal
Company
Heron Point
Sulfur content
For Chittagong
pH
Coal terminal,
Mouth of Karnaphuli,
Alfa anchorage
Chittagong port area
For Maheshkhali
Coal terminal,
Sonadia Island
Sea Shore
Approach channel
Twice in a year (wet BIWTA/
Erosion/ Sedimentation
For Khulna:
and dry season)
BWDB/
Akram point site
Sponsor
Mongla port site
Company
Project site
For Chittagong: Parki Beach, Bank
of Karnaphuli up to Chittagong Port
For Maheshkhali:
Sonadia Island, Matarbari, Sea shore
of Hoanok and Kutubjhom
285
Conclusion
Coal sourcing
Considering present world coal market condition, coal availability, coal requirement, and coal quality,
coal sourcing from multiple sources has been suggested. The study founds Indonesia is suitable for
sub-bituminous coal (GCV 5200 to 5800 Kcal/kg, GAR basis), and South Africa and Australia is
suitable for Bituminous coal having GCV of 5800 to 6300 Kcal/kg (GAR basis). Nevertheless,
preferences might be given to South African sources considering availability, reliability of the coal
traders, suppliers, and producers, coal export friendly government policy and efficient coal supply
chain. Though Indonesia is a cheapest (in terms of transportation cost) coal source, reliability of coal
suppliers, traders, shippers, local political and social issues, influences of local elites, new Energy
Policy of Indonesia, and governments strategy on coal exports are the major challenges that need to
be properly handled during sourcing of coal. Australia is also a reliable and sustainable source but the
coal market is controlled by the Big Four (Rio Tinto, Xstrata, BHP Billiton Mitsubishi and
Anglo), which shows risk of being a monopoly market in future. However, support of the GOB in
coal sourcing may overcome these challenges.
In future, Mozambique may be another suitable source for coal considering the present trend of
investment in coal exploration and exploitation and infrastructural development in Mozambique.
In parallel to the coal import, initiatives have to be taken to develop indigenous source taking
appropriate consideration to mine water management and local issues.
Coal Quality
Due to depletion of coal deposits, decreasing shipping freight, and improved efficiency of the power
plants, buyers are now inclined to opt sub-bituminous coal (5,200 5,800 kcal/kg). Buyers may get
discount in coal price from producer for purchasing coal of this below RB standard (6,000 kcal/kg)
and high volatile content, and for high transshipment cost and processing cost. Sourcing of coal below
RB standard is also easier at present competitive coal market.
Dredging Requirement for Coal Transportation
For inland transportation of coal for Khulna power plant dredging at Outer Bar and Base creek to
project site would be critical. To minimize the coal transportation cost dredging at Outer Bar (Length
20km, channel width 160m and design depth 12 m C.D and Base Creek to Project site will be
required (channel width 100m, length 16 km and design depth 5.5 m) for the suggested coal
transportation plan. This will not only facilitate coal transportation but greatly improve the overall
business of the Mongla port also. The capital dredging at outer bar and Base creek to project site
would cost 115 million USD and the maintenance dredging cost would be around 30 million USD in
first year. Later, for the subsequent year, the dredging cost would be reducing and in the fifth year the
cost would be around 21million USD.
In parallel to the Passur River, the Sibsa - Chunkuri River route (which is being used by the Indian
cargo vessel of 700 to 1200 DWT for decades) can be explored as an alternate route to the project
site from Akram point. As such, a further study should be carried out on evaluating hydrological,
morphological and environmental aspects of the Sibsa route.
For Chittagong TPP no dredging will be required.
287
For Maheshkhali, an approach channel of 7km with 15m CD design draught shall have to be
developed by dredging. Channel width might be 400m as per PIANC guideline. However, considering
single channel, it could be reduced up to 200m. However, the width shall have to be decided
considering scope of future extension of the project, utilization of coal terminal and traffic volume. If
Maheshkhali coal terminal is considered as coal center as prescribed in PSMP (2010), then the width
should be 400m. If the channel width is considered as 400 m then the capital dredging cost would be
132.12 million USD on the other hand for 200m width channel the cost would be 69.12 million USD.
Coal Transportation
For Khulna TPP the study has evaluated five alternative plans as follows to arrive at a feasible plan:
Alternative I: Mother vessel up to 80,000 DWT arriving at Mongla Port Fairway Buoy then
further transshipment by barges. (Screened out).
Alternative II: Mother vessel up to 80,000 DWT arriving to Akram point anchorage.
Dredging of river will be required.
o
Option IIA: purpose built shallower draught coal carrier (3,000 - 10,000 DTW) would
discharge coal at coal terminal at plant site or near Mongla Port through the Passur
River. For last case, coal has to be transported further by belt conveyor or railway
(suggested with some modification).
Option IIB: Transport of coal by purpose built shallower draught coal carrier (3,000 10,000 DTW) to project site through Sibsa Chunkuri River. Dredging of river will
be required (screened out).
Alternative III: Mother vessel up to 25,000 DWT arriving at Harbaria anchorage then further
transshipment by purpose built shallower draught coal carrier up to project site coal terminal
or coal terminal at Mongla Port. For last case, coal has to be transported further by belt
conveyor or railway (Screened out).
Alternative IV: Mother vessel up to 25,000 DWT arriving to Mongla Port Jetty no. 10 and 11.
Transport of coal via belt conveyor or railway to project site (Screened out).
Alternative V: Direct discharge of coal by Mother Vessel up to 25,000 DWT at project site.
Dredging will be required (Screened out).
Finally, evaluating all of these alternatives, the study suggests the following plan for coal
transportation that gives lowest transportation cost and sustainable supply chain:
Source country to Akram Point by vessel of 80,000 DWT (subject to beam width and length
of the vessel) and then further transshipment by purpose built shallower draught coal carrier
of 5000 to10,000 DWT having draught of 5.5 m. The transportation cost will be 21.3
USD/ton for Kalimantan, Indonesia, 36.0 USD/Ton for Richard Bay, and Newcastle,
Australia. The suggested transportation system considered dredging at outer bar and in the
channel between Base creeks to project site.
For Chittagong TPP the study evaluates three alternative plans as follows to arrive at a feasible
plan:
Alternative I: Mother vessel up to 50,000 DWT discharge coal in Chittagong outer anchorage
and coal will be transported by lighterage to site. A coal terminal has to be built at project site
(suggested).
Alternative II: Mother vessel up to 25,000 DWT discharge coal at project site. A coal terminal
has to be built at project site (screened out).
288
Alternative III: Mother vessel up to 80,000 DWT discharge coal at Kutubdia anchorage. Then
transport to project site by lighter vessels. It will highly difficult to conduct this
transportation process round the year due to severe rough sea events. (Screened out).
Finally, evaluating all of these alternatives, the study suggests the following plan for coal
transportation that gives lowest transportation cost and sustainable supply chain:
From source country to Alfa Anchorage by 50,000 DWT vessel (subject to beam width and
length of the vessel), then transshipped up to the project site through lighterage operation. The
transportation total cost will be 25.6 USD/ton for Indonesian sources, 43.9 USD/ton for South
African sources, and 44.5 USD/ton for Australian sources. Higher lighterage cost of
Chittagong Port region and smaller vessel size increase the cost compared to Khulna TPP. It
is to be noted that, no dredging will be required for the considered transportation plan.
Ship-to-ship transfer may be carried out by own gear of the mother vessel of floating transfer
vessel. Considering the sea state of the open sea, own gear of the mother vessel is preferable.
For Maheshkhali TPP the study evaluates two alternative plans as follows to arrive at a feasible plan:
Direct discharge of coal at project site coal terminal by 50,000 DWT mother vessel (screened
out)
Direct discharge of coal at project site coal terminal by 80,000 DWT mother vessel
(suggested)
Finally, the study suggests the following plan for coal transportation that gives lowest transportation
cost and sustainable supply chain
Direct discharge of coal at project site coal terminal by 80,000 DWT (subject to beam width
and length of the vessel) mother vessel.
As such, transportation cost will be 14.4 USD/ton for Indonesian sources, 29.6 USD/ton for
South African sources and 28.8 Australian sources.
Force majeure
Lighterage operation might be suspended for short period due to bad weather like heavy rain,
depression and cyclone. It is estimated, bad weather might suspend shipping activities in Port area for
maximum 40 days in a year. This bad weather condition might longer for maximum five (5)
consecutive days in Khulna and six (6) consecutive days in Chittagong and Maheshkhali respectively.
It is to be noted that, calm sea state shall have to be developed in Approach channel and Harbor basin
of the proposed Maheshkhali Coal terminal by constructing breakwater.
Cost of Coal
Estimation of coal price based on published and collected data shows coal price at mine mouth is
lowest in Indonesia but after incorporating the other costs (transportation, insurance, storage, trading
surcharge, etc), FOB price becomes lowest in case of South African Sources. The adjusted FOB
prices (for 5,500 kcal/kg calorific value, NAR basis) of South African, Australian and Indonesian
sources are 101 USD/ton, 116 USD/ton and 119 USD/ton respectively.
Finally incorporating the transportation cost from source to project site, the CIF price estimation of
coal stands at 137 USD/ton, 140.3 USD/ton and 152 USD/ton for South African, Indonesia and
Australian sources respectively for Khulna TPP.
Similarly, with Chittagong TPP, CIF price for South African, Indonesian and Australian sources come
at 144.6 USD/ton, 144.9 USD/ton and 160.5 USD/ton respectively.
289
In case of Maheshkhali TPP, CIF prices stand at 130 USD/ton, 133 USD/ton and 145 USD/ton for
South African, Indonesian and Australian sources.
For feasibility purpose, average coal price (CIF) might be considered as 140 USD/ton for Khulna
TPP, 145 USD/ton for Chittagong TPP and 132 USD/ton for Maheshkhali TPP. These prices have
been estimated by weighted average method giving preference to South African sources. In case of
Chittagong TPP, coal cost becomes highest due to high lighterage cost, and mode of maritime
transportation (based on existing draught of the anchorage area and the Karnaphuli River).
It is to be mentioned here that, these estimated prices are only for feasibility study purpose and for
reference purpose but might not be applicable for preparation of offtake agreement.
Coal Terminal
Construction of project site coal terminal has been suggested for each power plant. Unloading system
might be rail mounted grab unloader. For Khulna and Chittagong two grab unloaders of 1000TPH
each have been suggested for each project. On the other hand, four unloaders of same specification
have been suggested for Maheshkhali Power Plant. Jetty of 540 m x 30 m has been suggested for
Khulna and Chittagong targeting 25,000DWT vessel. For Maheshkhali Coal Terminal, jetty of 720m
x 30m has been suggested targeting 80,000DWT vessel. Deck level of each coal terminal has been
recommended as + 6.0m C.D.
Ash Utilization
There will be a good scope of ash utilization. At present, ash has a good market demand for cement
production. Moreover, it can be used in embankment construction, arsenic-removing technology for
drinking water and in agricultural field as fertilizer. The ash to be generated from these proposed
power plants can easily be transported to any part of the country. The generated ash of these power
plants would be very easily consumed by the cement factories. It may be noted that, in locality of the
Khulna TPP and Chittagong TPP project site, there are several cement industries who are importing
ash from India.
Environmental Issues
Likely impacts on ecosystem may arise due to noise, oil spillage; discharge of ballast water, coal dust,
coal pollution during transshipment etc can easily be avoided and/or mitigated by proper
implementation of the suggested Environmental Management plan. Standard Operation Practice
should be maintained in shipping, ship-to-ship transferring and barging activities.
Road Map for Coal Sourcing
A road map indicating all necessary engineering and preparatory works for the coal supply of the
TPPs has been attached in Annex IV. It has to be noted that the figures used are adjusted according to
the knowledge of the consultant and practicality. They are little dissimilar to the figures provided by
the BPDB earlier. The table has to be adjusted as soon as the precise figures are available.
For the organization of the BPDB internal professional engineering team managing the coal supply
chain (The Core Team) and for conceptual mine development work technical specification have been
prepared (Annex V and VI).
290
18.2
Recommendation
The risks and the detailed recommendations for the individual components are placed at the end of the
relevant chapters. The following recommendations are the summary of those chapters. From the
experience of the study, international visits, and examination of different cross cutting issues, as well
as experience of the consultant, the Coal Sourcing and Transportation Study recommends the
following:
Contracting
o The Coal Strategy should consider the coal production of the national coal producing
organizations as well. A long-term time schedule has to be generated integrating the national
and the international coal sources.
o It is recommended to have direct contracts to the mining companies for the acquisition of
import coal. Off-take agreements may be an alternative as well. The mining scene should be
monitored to find suitable JV opportunities.
o Two or three coal supply contracts directly signed with mining companies are recommended.
Sometimes traders cannot be avoided (e.g. Richards Bay). Two or three shipping contracts
according to the supply agreements have to be signed as well.
o The government should support the project during the phase of contract establishment.
Support of the Embassy of Bangladesh at Jakarta, Indonesia and High Commission of
Bangladesh at Canberra, Australia and South Africa to establish the first contact to the major
mining companies would be very much appreciated.
o Establish contact to the marketing departments of up to ten mining companies with the target
to select three companies for further contract negotiations (e.g three Australian, three South
African, two Indonesian, and two Mozambican companies).
discounts for coal qualities below RB standards (6,000 kcal/kg) long term delivery
commitments
discounts on shipping rates for high volatile contents of the coal and processing costs.
o Hedging and swapping should not be excluded but additional risk due to the contracting
should be avoided. Optimal use of options should be considered.
Coal supply chain
o The coal supply price and the charter rates are subject to fluctuations due to macro- and
microeconomic changes. All cost figures provided reflect for this reason only a subjective
estimation of the situation at beginning of year 2012.
o For the reason a very thorough evaluation of the particular country and company situation is
recommended in order to achieve an optimal result for the Client.
o The cost evaluations carried out in this study were made for coal resources from Australia,
South Africa and Indonesia. The results show that considering the coal quality the final costs
for the total supply chain are rather similar. This again stipulates a continuous and serious
monitoring of the individual cost centers, of the time schedule and on the fulfillment of the
technical specifications.
291
o For this reason it is further recommended to the Client to establish an internal professional
team focusing on these contract issues on a permanent basis. We as Consultants believe that
the Client should invest in the development of such internal Core Team for two reasons,
cost reasons and for overall convenience.
o As an alternative to this approach, the Client could decide to involve a trading company.
However, considering the additional costs involved we believe that the involvement of a
trading company will not be a viable alternative.
Contract monitoring
o The Core Team should be developed and prepared to monitor during the entire contract
period
Equipment availability
o Since barges of the required size and with the appropriate structural features are not readily
available in Bangladesh, it is recommended to inform the locally active shipping companies
early enough that such business opportunity is coming up. This will give them the chance to
ramp up their equipment to qualify for this future work.
Dredging and coal terminal facilities
o The required works for dredging and installation of the coal terminal facilities should be
considered critical and made as early as possible to have the possibility for delivery of large
parts of the power station equipment directly to the site by ocean going vessels or large
barges.
o When constructing the barges, efficient design for shallower draught coal barges should be
considered.
o Institutional arrangement for coal sourcing and transportation (Core Team in BPDB)
o Implementation of coal procurement and transportation and preparation of Coal Supply and
Transportation Agreement Documents (Core Team in BPDB)
292
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ccxcvi
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TERMS OF REFERENCE
FOR
CONSULTING SERVICES 0N COAL SOURCING, HANDLING AND TRANSPORTATION OF
2x(500-660) MW EACH COAL BASED THERMAL POWER PLANTS AT CHITTAGONG &
KHULNA AND 8320 MW LNG & COAL BASED AT MAHESHKHALI IN BANGLADESH
A. Background Information:
The Power System Master Plan (PSMP) of June 2006 (update) developed least cost generation addition plan up
to 2025. This plan includes an optimum mix of base load and peak load plants, corresponding to the electricity
demand characteristics of Bangladesh. The PSMP recommended installing 4,000 MW new power plants
capacity using coal as fuel by 2025 due to projections of limited gas scenarios. As part of the plan, GOB/ BPDB
has decided to add two coal-fired steam power generating units each between 2x(500 660) MW at locations of
Chittagong and Khulna based on imported coal and 8320MW [Coal based 5,320MW and LNG based 3000MW]
imported LNG & Coal based Power plant at Maheshkhali. The proposed power plants will meet electricity
demand of the country, which will also address the improved system reliability and reduce load shedding. With
a view to implement these projects, BPDB has decided to engage a reputed international Consulting Firms to
provide services on best possible coal sourcing, transportation and handling upto proposed locations. It is
expected that the international expatriate consultant work effort required to carry out the services described
below should be about 2.5 Person Months (PM). The expatriate consultant is expected to require the support of
a local consultant with an input of about 62 PM.
B. Objective:
The objective is to provide consulting services for study on best possible coal sourcing, handling and
transportation of proposed locations at Chittagong, Khulna and Maheshkhali. The eventual objective is to
develop the projects through interested investors including private participants on Tariff Based Competitive
Tendering. The Study reports and recommendations of the consultants will form an integral part of the Request
for Proposals distributed by BPDB to interested developers for these Projects.
C. Scope of Services:
The scope of Consulting Services shall include studying of best possible coal sourcing, handling and
transportation of same up to proposed locations at Chittagong & Khulna assuming development of the full
project scope of 2600 MW at each site and 8320MW [Coal based 5,320MW and LNG based 3000MW] at
Maheshkhali having supercritical steam parameters.
D. Implementation Arrangements:
It is expected that the consultants' input to carry out the services described below should be about 2.5 PersonMonths for foreign consultants and 62 Person-Months for local consultants. The work of the local consultants
shall be coordinated by, and they shall work under the direction of, the Team Leader, which shall be the
designated leader of the expatriate consultants. The tenure of Consulting services shall be 3(three) months from
the Commencement Date, by which date the Consultants will be expected to have completed the assignment and
delivered to BPDB the final Study Report.
The Person-Months and field of expertise of foreign & local experts proposed are shown in Staffing schedule.
Note: local/ International Expert (Coal Sourcing Expert) shall be the Team Leader, and shall coordinate and
manage and be responsible for the work of all of the consultants and the International/ Local Consulting Firm
shall be responsible for the content of the Study.
ccxcvii
The Consultant will render Services under and in accordance with these Terms of Reference, the final product of
which shall be the delivery to BPDB of a detailed and complete Study report for the development of the
aforementioned imported coal power generation projects, which study shall include but not limited to the
following:
(i) Best possible sources of coal for the ultimate capacity of the stations (2500-660 MW at each location
with future expansion of each facility of 2500-660 MW, with 2600 MW) at Chittagong & Khulna site
and 8320MW [Coal based 5,320MW and LNG based 3000MW] LNG & Coal based at Maheshkhali.
(ii) Suitability for the delivery of imported coal through an effective and efficient fuel (imported coal)
delivery and supply system.
(iii) Ability to dispose efficiently and in a manner that complies with all legal and regulatory requirements
of ash generated by the power generation facilities (and the development of a recommended plan for
doing so).
2.
The Consultant will examine and propose a detailed Coal Handling System at each site that will satisfy the
coal delivery requirements of two or more Independent Power Producers and handle adequate deliveries of
imported coal for the said generation capacity, which examination and recommendation shall including but
not limited to:
(i)
(ii)
(iii)
(iv)
(v)
(vi)
(vii)
(viii)
(ix)
(x)
Daily requirement of Coal for each plant, including future requirement when capacity will
increase. (to be provided by BPDB)
Identify sources of coal suitable for the proposed machines to be procured.
Coal specification of available sources including indicative cost at mine mouth and cost of
transportation upto proposed sites.
Options for coal purchasing ie short or long term lease with miner, open market purchase etc.
Capacity of vessel to transport coal from source upto (a) proposed power plants jetty; (b)
existing seaports at Chittagong and Mongla and (c) proposed deep-sea port at Chittagong/
Khulna. (Attachment 1 & 2)
Capacity of feeder vessel, if necessary, or conveyor system to transport coal from port to each
power generation plants.
Identification of land area required for open coal stock yard and dry coal shed area in power
plant site and sea port.
Detailed description of the coal unloading system for each location of plants, including jetty.
Coal storage facility and handling from stack yard to coal processing system of power plant
complying safety regulation.
Identify in detail (a) the coal handling/delivery system that should be within the scope of the
first power generation project and (b) the additions/ expansions that would/should be required
to the coal handling system by the subsequent projects, with the view that operation of the
coal handling/delivery system should not be disrupted or impaired.
ccxcviii
ix.
x.
xi.
Forecasting the numbers of days for which lighterage operation is possible in a year and the continuous
periods when the operation is likely to be affected due to unfavorable weather
xii.
Working out the dimension and layout of marine facilities such as trestle, offshore berths and their cost
of construction
xiii.
Selection of optimal unloading system considering numbers of days for unloading, type and
specification of the crane, capacity of the associated conveyor belt and cost
xiv.
Optimal utilization of existing facilities and possibility of modernization of port required for proposed
project
3.2
i.
ii.
iii.
iv.
v.
vi.
vii.
3.
The Consultant shall also examine and propose a suitable ash handling system and
etc., which shall be evaluated and recommendations made
on an individual
appropriate, on a collective basis
management,
project and, if
4.
The Study shall be to level of detail necessary for tendering purposes of (a) the coal handling facility;
and (b) the ash disposal facility (if it is to be collectively used by the IPP's).
F. Reporting/Deliverables
The following reports and deliverables are required to be delivered by the Consultants to BPDB hereunder not
later than the date specified in relation to each report/deliverable:
1.
2.
3.
Draft Study report shall be submitted within 10 weeks from Commencement Date.
4.
The final Study report shall be submitted within one week of approval of the draft Study report by
BPDB, which final Study report shall incorporate to BPDB's satisfaction all comments on the draft
Study Report made by BPDB.
5.
All reports shall be submitted in 5 (five) copies including soft copy in CD.
ccxcix
G.
Staffing
International:
Sl. No
Position
Person
Month/Person
Person month(s)
1.25
1.25
1.25
1.25
Total
2.5
National/Local:
Position
Person
Month/
person
Person month(s)
Numerical Modeller
Morphologist/Dredging Specialist
Railway Engineer
Port Engineer
Mechanical Engineer
Electrical Engineer
Environment Expert
Sociologist
2.5
2.5
Fishery Biologist
2.5
2.5
Ecologist
2.5
2.5
Economist
2.5
2.5
GIS/RS Expert
2.5
2.5
AutoCAD Expert
2.5
2.5
Junior Engineer
Total
22
ccc
62
ccci
cccii
Kangra Coal
(The company produces around 3
MT per year.)
10
Wescoal
(Currently produces 1.2 million
tonnes of coal per year from its
Khanyisa colliery in South Africa's
Mpumalanga province.)
CIC Corporation
11
ccciii
Sl.No
12
Rio Tinto
13
Umthombo Resources/Coal
Company
Anglo American
2
3
4
5
6
B.1:
Comment
Scope of investment in mine and
making offtake agreement as
well
as above
Limited reserves
Scope of offtake agreement
Scope of offtake agreement
Scope of offtake agreement
Scope of investment in mine and
making offtake agreement as
well
Sl. No.
1
Contact Information
Anglo American - Australia
Anglo American Metallurgical Coal Pty Ltd
Level 11, 201 Charlotte Street
Brisbane QLD 4000
GPO Box 1410
Brisbane QLD 4001
Tel: +61 7 3834 1333
Fax: +61 7 3834 1390 marketing@anglocoal.com.au
Australia
BHP Billiton Centre
180 Lonsdale Street,Melbourne Victoria 3000
Phone: (61) 1300 55 47 57
Fax: (61 3) 9609 3015
United Kingdom
Corporate Centres, BHP Billiton Plc
Neathouse Place
London SW1V 1BH, UK
Phone: (44 20) 7802 4000
Fax: (44 20) 7802 4111
Singapur
BHP Billiton Marketing Asia Pte Ltd
10 Marina Boulevard, #50-01
Marina Bay Financial Centre, Tower 2, Singapore 018983
Phone: (65) 6421 6000
Fax: (65) 6421 7000
ccciv
Xstrata Coal
Several companies
Surat Basin
cccv
Comment
Under development
Under development
26 June 2012
-33,0977541
-33,3491572
-34,20785
-32,46667
-32,866855
-33,026358
-33,2668539
-32,2715
-34,4651533
-32,7921887
-30,5904112
-32,6868398
-32,4838394
-33,1630557
-32,896406
-33,4564791
-33,2692882
-32,4030437
-34,3768505
-32,8081078
-32,3472815
-32,2913602
-32,451192
-32,4688395
-32,5104
-33,3268542
-33,3568544
-32,3916007
-33,1268409
-32,2968436
-33,2078225
-34,1849117
-32,29
-32,337022
-32,3868398
-32,6374098
-32,2449882
-33,060111
-34,3468494
-34,4749209
-30,52
-33,297
-32,395542
-32,4568403
-32,4365624
NSW
NSW
NSW
NSW
NSW
NSW
NSW
NSW
NSW
NSW
NSW
NSW
NSW
NSW
NSW
NSW
NSW
NSW
NSW
NSW
NSW
NSW
NSW
NSW
NSW
NSW
NSW
NSW
NSW
NSW
NSW
NSW
NSW
NSW
NSW
NSW
NSW
NSW
NSW
NSW
NSW
NSW
NSW
NSW
NSW
Airly
Angus Place
Appin
Ashton
Austar
Awaba
Baal Bone
Bengalla
Berrima
Bloomfield
Boggabri
Bulga
Camberwell
Chain Valley
Charbon
Clarence
Cullen Valley
Cumnock
Dendrobium
Donaldson
Drayton
Duralie
Glendell
Glennies Creek
Hunter Valley Complex
Invincible
Ivanhoe North
Liddell
Mandalong
Mangoola
Mannering
Metropolitan
Moolarben
Mount Arthur
Mt Owen
Mt Thorley
Muswellbrook No2
Myuna
NRE No1
NRE Wongawilli
Narrabri
Pine Dale
Ravensworth East
Ravensworth Narama
Ravensworth UG
150,01477
150,199019
150,791789
151,06667
151,304621
151,549183
150,050002
150,846
150,265694
151,566962
150,163344
151,109984
151,144981
151,550004
149,977664
150,24393
150,016163
150,998616
150,759992
151,607351
150,911253
151,9491
151,077551
151,134981
150,992
150,030003
150,010004
150,999883
151,449976
150,669987
151,534183
150,996569
149,785
150,856144
151,099981
151,108624
150,941392
151,568738
150,869989
150,735664
149,85
150,065
151,071668
151,039983
151,037482
NAME
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
COAL TYPE
http://www.centennialcoal.com.au
http://www.xstrata.com
http://www.riotinto.com
http://www.illawarracoal.com
http://www.xstrata.com
http://www.centennialcoal.com.au
http://www.centennialcoal.com.au
http://www.xstrata.com
http://www.bhpbilliton.com
http://www.anglocoal.com.au/
http://www.gloucestercoal.com.au
http://www.xstrata.com
http://www.ame.com.au/mines/co/Glennies-Creek.htm
http://www.riotinto.com
http://www.centennialcoal.com.au
http://www.xstrata.com/
http://www.centennialcoal.com.au
http://www.xstrata.com
http://www.centennialcoal.com.au
http://www.illawarracoal.com
http://www.felixresources.com.au
http://www.coalop.com.au/MAN/index.htm
http://www.xstrata.com
http://www.riotinto.com
http://www.centennialcoal.com.au
http://www.illawarracoal.com
http://www.illawarracoal.com
http://www.xstrata.com
http://www.xstrata.com
http://www.xstrata.com/
Xstrata
Xstrata
Xstrata
Xstrata plc
Page 1 of 3
http://www.centennialcoal.com.au
http://www.centennialcoal.com.au
http://www.illawarracoal.com
http://www.felixresources.com.au
URL
DESCRIPTION
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
STATUS
26 June 2012
-32,5268396
-30,72
-33,4005997
-32,11607
-30,99
-34,2508
-30,638
-32,886825
-32,2468629
-32,5781508
-32,6070099
-31,40698
-34,2175497
-32,9479107
-32,9468247
-32,332
-24,164856
-23,6855848
-22,6905
-24,199444
-21,588585
-24,310921
-26,5786217
-21,9502
-22,6892164
-20,5676081
-27,9302691
-23,709213
-21,844554
-23,210105
-23,466218
-23,379904
-24,6168259
-24,876583
-21,2076957
-23,4544638
-22,9977778
-22,9025714
-22,918035
-21,7923206
-23,172246
-21,505383
-21,992
-27,6230172
-23,406874
-23,2419722
NSW
NSW
NSW
NSW
NSW
NSW
NSW
NSW
NSW
NSW
NSW
NSW
NSW
NSW
NSW
NSW
QLD
QLD
QLD
QLD
QLD
QLD
QLD
QLD
QLD
QLD
QLD
QLD
QLD
QLD
QLD
QLD
QLD
QLD
QLD
QLD
QLD
QLD
QLD
QLD
QLD
QLD
QLD
QLD
QLD
QLD
Rixs Creek
Rocglen
Springvale
Stratford
Sunnyside
Tahmoor
Tarrawonga
Tasman
Ulan
Wambo
Warkworth
Werris Creek
West Cliff
West Wallsend
Westside
Wilpinjong
Baralaba
Blackwater
Blair Athol
Boundary Hill
Burton
Callide
Cameby Downs
Carborough Downs
Clermont
Collinsville
Commodore
Cook
Coppabella
Crinum
Curragh
Curragh North
Dawson
Dawson South
Eastern Creek
Ensham
Foxleigh
German Creek
German Creek East
Goonyella
Gregory
Hail Creek
Isaac Plains
Jeebropilly
Jellinbah East
Kestrel
151,129982
150,19
150,105627
151,974708
150,09
150,5795
150,163
151,540002
149,749983
150,998075
151,090164
150,6395
150,824388
151,604811
151,570003
149,885
149,803238
148,807361
147,527
150,494057
148,172558
150,622173
150,287178
148,2094
147,630768
147,768557
151,279051
148,914684
148,427187
148,371006
148,854144
148,873806
150,059238
150,030716
148,015551
148,497455
148,803889
148,551017
148,650065
147,962045
148,356348
148,406805
148,108
152,659355
148,950644
148,370306
NAME
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
COAL TYPE
http://www.centennialcoal.com.au
http://www.gloucestercoal.com.au
http://www.xstrata.com
http://www.xstrata.com
http://www.riotinto.com
http://www.illawarracoal.com
http://www.xstrata.com
http://www.xstrata.com
http://www.bmacoal.com
http://www.riotinto.com
http://www.anglocoal.com.au/
http://www.anglocoal.com.au/
http://www.riotinto.com
http://www.xstrata.com
http://www.hpi.com.cn
http://www.macarthurcoal.com.au
http://www.bmacoal.com
http://www1.westfarmers.com.au
http://www.anglocoal.com.au/
http://www.anglocoal.com.au/
http://www.ensham.com.au/
http://www.anglocoal.com.au
http://www.anglocoal.com.au/
http://www.anglocoal.com.au/
http://www.bmacoal.com
http://www.bmacoal.com
http://www.riotinto.com
http://www.aquilaresources.com.au
http://www.newhopecoal.com.au
http://www.jellinbah.com.au
http://www.riotinto.com
Xstrata
Xstrata
Rio Tinto
Illawarra Coal
Xstrata
Xstrata
BMA
Rio Tinto
Anglo Coal Australia Pty Ltd
Anglo Coal Australia Pty Ltd
Rio Tinto
Xstrata
Huaneng Power International
Macarthur Coal Ltd
BMA
Wesfarmers
Anglo Coal Australia Pty Ltd
Anglo Coal Australia Pty Ltd
Ensham Resources
Anglo Coal Australia
Anglo Coal Australia Pty Ltd
Anglo Coal Australia Pty Ltd
BMA
BMA
Rio Tinto
Aquila Resources Ltd
New Hope Coal
Jellinbah Resources
Rio Tinto
URL
DESCRIPTION
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
STATUS
Page 2 of 3
26 June 2012
-23,0343575
-22,399002
-26,813543
-22,848131
-22,025
-23,921376
-21,9955172
-21,8713306
-27,2696278
-27,6116942
-21,2544
-21,64755
-22,615826
-23,0415843
-22,2199145
-22,0412158
-24,4440586
-22,3693791
-20,62
-21,7709416
-21,3798955
-27,0422694
-23,317678
-30,4803594
-41,617804
-41,5551525
-42,5341135
-38,3917509
-38,2689642
-38,2347
-37,7042889
-38,1950642
-33,3624
-33,4205283
-33,3917282
QLD
QLD
QLD
QLD
QLD
QLD
QLD
QLD
QLD
QLD
QLD
QLD
QLD
QLD
QLD
QLD
QLD
QLD
QLD
QLD
QLD
QLD
QLD
SA
TAS
TAS
TAS
VIC
VIC
VIC
VIC
VIC
WA
WA
WA
Lake Lindsay
Lake Vermont
Meandu
Middlemount
Millenium
Minerva
Moorvale
Moranbah North
New Acland
New Oakleigh
Newlands
North Goonyella
Norwich Park
Oaky Creek
Peak Downs
Poitrel
Rolleston
Saraji
Sonoma
South Walker Creek
Suttor Creek
Wilkie Creek
Yarrabee
Leigh Creek
Cullenswood
Duncan
Kimbolton
Anglesea
Hazelwood Mine
Loy Yang
Maddingley
Yallourn
Ewington
Muja
Premier
148,75306
148,438513
151,911523
148,631626
148,213
148,047135
148,35358
147,956742
151,707831
152,574788
147,901
147,976615
148,429355
148,49321
148,173066
148,234381
148,410596
148,291051
147,86
148,442713
147,936756
150,960769
149,026371
138,416588
148,152291
148,110498
146,81026
144,169962
146,391003
146,564
144,440161
146,360402
116,25
116,30951
116,286509
NAME
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - black
Coal - brown
Coal - brown
Coal - brown
Coal - brown
Coal - brown
Coal - black
Coal - black
Coal - black
COAL TYPE
http://www.anglocoal.com.au/
http://www.tarongenergy.com.au
http://www.macarthurcoal.com.au
http://www.felixresources.com.au
http://www.macarthurcoal.com.au
http://www.anglocoal.com.au/
http://www.newhopecoal.com.au
http://www.newhopecoal.com.au
http://www.xstrata.com
http://www.bmacoal.com
http://www.xstrata.com
http://www.bmacoal.com
http://www.bmacoal.com
http://www.xstrata.com
http://www.bmacoal.com
http://www.bmacoal.com
http://www.felixresources.com.au
http://www.babcockbrown.com.au
http://www.tasminerals.com.au
http://www.tasminerals.com.au
http://www.dpi.vic.gov.au
http://www.hazelwoodpower.com.au
http://www.powerworks.com.au
http://www.dpi.vic.gov.au
http://www.clpgroup.com
http://www.griffincoal.com.au
http://www.griffincoal.com.au
http://www.doir.wa.gov.au
Tarong Energy
Macarthur Coal Ltd
Felix Resources
Macarthur Coal Ltd
Anglo Coal Australia Pty Ltd
New Hope Coal
New Hope Coal
Xstrata
BMA
Xstrata
BMA
BMA
Xstrata
BMA
BMA
Felix Resources
Babcock&Brown (Aust)
Tasmanian Minerals Council
Tasmanian Minerals Council
Department of Primary Industries
Hazelwood Power Corporation
PowerWorks
Department of Primary Industries
CLP Holdings
Griffin Coal
Griffin Coal
Department of Industry and Resources
URL
DESCRIPTION
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
operating mine
STATUS
Page 3 of 3
Name of Company
La-Choga Enterprise Co Ltd.
PT. Kalimantan
Holding
PBR Coal
PT.BORNEO
COAL
INTERNATIONAL INDONESIA
Ferry Tan
Prima
Coal
Contact Information
Mr. I M Piliang
Batam Centre Street, Batam
State:Kepulauan Riau, Indonesia
Zip: 29432
Phone: 62-770-612008
Mobile Phone: 81270012048
Ms. Maemunah Suriaatmaja
138 Jl. S. Parman Street, Jakarta
State: Jakarta Raya, Indonesia
Zip: 11045
Phone: 62-21-8192192
Mr. Solusi Energi
Jln. Perintis Street, Tapin, Binuang, Banjarmasin
State: South Kalimantah, Indonesia
Phone: 62-24-70080077
Mr. eko koenjjoro
28, JL. DELTA FORTUNA, Surabaya
State: Propinsi Jawa Timur, Indonesia
Zip: 60142
Phone: 62-031-8538837
Mobile Phone: 081934605637
Fax:62-031-8538837
Mr. S.R. Tjandra
Raya Margorejo Indah 115 Rk 2&3Street, Surabaya
State: Propinsi Jawa Timur, Indonesia
Zip: 60237
Telephone:62-81-6510006
Mr. Ferry tan
24, Tawakal Ujung Raya Street, Jakarta
State: DKI Jakarta, Indonesia
Zip: 11440
Phone:62-818-06307207
Mr Hery Kuncoro
34, JI. Basuki Rahmad Street, Samarinda
State: East Kalimanta, Indonesia
Zip: 75128
Phone:62-541-749751
Mobile Phone: 6281233224459
Fax: 62-541-749751
Mr David PH
Perkantoran Tiara Buncit Streer, Blok D / 11, Jakarta
State: Jakarta Raya, Indonesia
Zip:12740
Telephone:62-21-99588328
Mobile Phone: 62811823967
cccvi
Sl. No.
Name of Company
10
11
12
Adaro Indonesia,
Second-largest coal producer in
Indonesia, operates a major coal
mine in the Tanjung district of
South Kalimantan Province in
Indonesia.
Production reaching 34 MT in
2006. The company aimed to
produce 52 MTin 2012.
PT. Arutmin Indonesia
It is a major Indonesian coal
mining company managing five
mines an international coal export
terminal in South Kalimantan.
In 2009 it produced 22.42 million
tons of coal.
PT. Berau Coal
It produced 13 million tones of
coal in 2006.
13
14
15
Bukit Asam
It produced 19 million tones of
coal in 2006.
16
17
Contact Information
Fax: 62-22-85970435
Mr. Paku Alam
Palma One Building 3rd Floor Suite, jakarta selatan
State: Jakarta Raya, Indonesia
Zip: 12950
Phone: 62-21-2521065
Mobile phone: 6285888120858
Fax: 62-21-2521064
Web: http://www.totalindomining.com
Mr. Putra Anggara
Street Address: Kusumanegara Street, Jogjakarta
State: Daerah Istimewa Yogyakarta, Indonesia
Zip: 55165
Phone: 62-8180-4190696
Mobile phone: 081804190696
Menara Karya, 23rd Floor
Jalan H.R. Rasuna Said Block X-5, Kav 1-2
Jakarta 12950, Indonesia
Phone: +6221-521-1265
E_mail: cameron.tough@ptadaro.com
Web: http://www.adaro.com/
http://www.kaltimprimacoal.co.id/
18
Kideco
cccvii
Sl. No.
19
Name of Company
Production Capacity: In year 2011,
they produced 32 million tones of
coal, transporting to China, India,
Korea and Japan.
Banpu (IMJTK)
20
21
22
Borneo Indobara
23
24
Indexim Coalindo
25
26
Kartika Selabumi
27
Mandiri Intiperkasa
28
Marunda Grahamineral
29
Riau Baraharum
Trubaindo
Contact Information
Tanah Grogot, Kab. Paser
Zip: 49, East Kalimantan, Indonesia
Tel:+62 543 22522
http://www.kideco.com/
26th-28th Floor, Thanapoom Tower,
1550 New Petchburi Road, Makkasan, Ratchathewi, Bangkok10400, Thailand
Tel:+ 66 2694 6600
101, Jl. Achmad Yani Km Street
Suatotatakan, Kabupaten Tapin
Banjarmasin, South Kalimantan, Indonesia
Tel:+62 517 31612
KEM TOWER 17th FLOOR Jl.Landasan Pacu Barat Blok B.10
Kav.2 Kotabaru Bandar Kemayoran
10610 - Jakarta Pusat, Indonesia
Tel:+62 21 29987900
Plaza BII Tower II 7th Floor
51, Jl M.H Thamrin Street
Jakarta 10350, Indonesia
Graha Irama, 12th Floor
Jl. HR. Rasuna Said, Blok X-1, Kav. 1-2
12950 - Jakarta Selatan, Indonesia
Tel:+ 62 21 526 9868
Jl Hayam Wuruk 27 A Ged Galva
Jakarta 10120, Indonesia
Ventura Building, 2nd Floor
26, Jl. RA. Kartini No. 26, Auter Ring Road, Cilandak
12430 - Jakarta Selatan, Indonesia
Tel:(021) 7591 2259
Kartika 1 Camp, Kota Bangun
Kutai Kertanegara Regency
East Kalimantan Province, Indonesia
Tel:+62 542 594768
Pro Mandiri Building Komp. Sentra Latumenten
50, Jl. Prof. Dr. Latumenten Street
11460 - Jakarta Barat, Indonesia
Tel:+62-21 567 0037
l. H. Agus Salim
65, Gondangdia Menteng Street
10350 - Jakarta Pusat, Indonesia
Tel:+62 21 3916990
6th Floor, Mayapada Tower
28, Jl. Jendral Sudirman Kav Street
12920 Jakarta, Indonesia
Tel.:(021) 522 5434
26, Jl. R A Kartini (Outer Ring Road- Cilandak)
Ventura Building
12430 Jakarta, Indonesia
cccviii
Comment
Several projects are on
the market
Sl. No
1
Rio Tinto
Mozambi Coal
Contact Information
Av. Graa Aranha, 26 - 12th floor
Rio de Janeiro, Brazil
2 Eastbourne Terrace
London,W2 6LG, UK
Tel:
+44 (0) 20 7781 1178
Bairro da Sommerschield
Rua da Frente de Libertacao de Mozambique, No. 324
Maputo, Mozambique
Tel:+258 21 493 899
Ncondezi Services (UK) Ltd
1 Albemarle Street, London
WI5 4HA, UK
Tel:+44 20 7183 5404
Level 2, 640 Murray Street
West Perth WA 6005
PO Box 1571, Australia
Phone: +61 (0)8 9321 0774
cccix
Comment
Under development
Under development
Under development
Under development
Under development
Under development - good partner
Under development good partner
Under development good partner
Under development
Under development
Under development
cccx
cccxi
cccxii
Maritime Transportation Cost Estimation of Coal for Khulna Thermal Power Plant
Table A.1: Calculation of vessel Charterage cost (USD $) from Port of Kalimantan, Indonesia to Port of Mongla,
Bangladesh
Charterage rate (USD
Total round
Vessel charterage
Ship Size as per Alternative Plans
$)/day
trip (days)
cost (USD)
Alt V: Berthing at Project Site by 25000 DWT Vessel
15861.6
20
317233
Alt III: Harbaria Anchorage by 25000 DWT Vessel
15861.6
20
317233
23144.7
23
532329
26037.3
25
650932
Charter rates were estimated based on annual average of last 11 years (2001-2011). Source: Mitsui OSK Line, 2011, Market
Information of November 2011
Table A.2: Calculation of Bunker/Fuel cost for Indonesia for mother vessel
Consumption
(ton)/day
Total Days
Fuel price
(USD $)/ton
Fuel cost
22
16.7
700
256666.7
22
16.0
700
246400.0
30
16.2
700
339365.4
40
16.2
700
452487.2
2.5
16.7
950
39583.3
2.5
16.0
950
38000.00
16.2
950
46056.73
16.2
950
46056.73
3.5
950
6650
3.5
950
9975
5.8
950
22040
950
38000
302900.00
Fuel oil cost Diesel oil cost during sea time
and diesel oil cost during port stay
294375.00
407462.12
536543.91
cccxiii
34042.6
21276.6
34042.6
50000
80000
25000
50000
80000
Ship size
(tons)
8204.26
5127.66
2563.83
25000 (up to
project site)
25404.9
15878.1
7939.0
NRT (GRT/1.34)
Alternative Plans
10638.3
25000
2927.7
1829.8
1157.4
723.4
30000
20000
10000
1524.3
952.7
476.3
1584
1584
1584
8000
5000
2500
650932
532329
317233
317232.7
302900.0
cccxiv
536543.9
407462.1
294375.0
30259.4
21464.0
12978.7
12979.0
Loading
30259.4
21464.0
13942.8
13943.0
Unloading
5000.0
4000.0
3000.0
26312.55
18664.34
60000
60000
60000
60000
Insurance,
Broker and Misc
2000
2000
2000
1307994.6
1042718.8
698529.2
707054.2
Total Cost, Tc
(USD)
30259.4
21464.0
0.38
0.43
0.56
16.3
20.9
27.9
28.3
Unit cost of
cargo, Uc
($/ton)
0.49
0.52
0.52
13942.8
39531.91
25957.45
12978.72
12124.17
Pilotage charge
Table A.4: Calculation of port cost per ton during unloading at Mongla, Bangladesh
5446.81
80000
3404.26
Pilotage (inward
and outward)
21276.6
361.7
914.9
50000
1702.13
10638.3
GRT (DWT/2.35)
GRT (DWT/2.35)
Agent
Commission
25000
DWT
Port
Sub-Total
Cost
DWT
Total including
15%
Table A.3: Calculation of port cost per ton during loading at North Pulau Laut Coal Terminal (NPLCT), Indonesia Port Cost at NPLCT, Indonesia
Table A.6: Calculation of vessel charterage cost (USD $) from Port of Richard Bay, South Africa to Port of Mongla,
Bangladesh
Ship Size as per Alternative Plans
Charterage rate
Total round
Vessel charterage
(USD $)/day
trip (days)
cost (USD)
Alt V: Berthing at Project Site by 25000 DWT Vessel
15861.63636
33
523434
Alt III: Harbaria Anchorage by 25000 DWT Vessel
15861.63636
34
539296
23144.72727
36
833210
26037.27273
38
989416
Charter rates estimated based on annual average of last 11 years (2001-2011). Source: Mitsui OSK Line, 2011, Market
Information of November 2011
Table A.7: Calculation of Bunker/Fuel cost for Port of Richard Bay, South Africa
Consumption
Total
Fuel price F.O.
Ship Size as per Alternative Plans
(m ton)/day
Days
(USD $)/ton
Fuel cost
700
463974.36
22
29.5
700
453608.97
30
29.6
700
621923.08
40
29.6
700
829230.77
950
71554.487
2.5
29.5
950
69955.929
29.6
950
84403.846
29.6
950
84403.846
3.5
950
6650
3.5
4
5
3
4.8
7
950
950
950
9975
18240
33250
542178.85
Fuel oil cost Diesel oil cost during sea time and
diesel oil cost during port stay
533539.9
724566.92
946884.62
cccxv
10638.3
21276.6
34042.6
DWT
50000
80000
25404.9
15878.1
7939.0
NRT
(GRT/1.34)
Port dues
(GRTx USD
0.241)
5000.0
4000.0
3000.0
Light dues
(NRT x USD
0.06)
1524.3
952.7
476.3
Tug Charges
(4hr x USD
396)
1584
1584
1584
Dock Levy
(USD 0.1 x
DWT)
8000
5000
2500
2000
2000
2000
Agent
Commission
cccxvi
989416
833210
539296
523434
946884.6
724566.9
533539.9
542178.8
449901.5
281229.6
142546.5
142546.5
30259.4
21464.0
13942.8
13942.8
60000
60000
60000
60000
Insurance,
Broker and
Misc
26312.55
18664.34
12124.17
Table A.9: Calculation of Unit cost of cargo for port of Richard Bay, South Africa
Port cost (Source port /
Charterage
Mongla)
Fuel Cost
Ship size (tons)
cost
Loading
Unloading
8204.26
5127.66
2563.83
Pilotage
(inward and
outward)
GRT
(DWT/2.35)
25000
Sub-Total
Port Cost
Table A.8: Calculation of port cost per ton during loading at Port of Richard Bay, South Africa
Total
including 15%
2476461.9
1920470.7
1289324.9
1282102.2
Total
Cost, Tc
(USD)
30259.4
21464.0
13942.8
31.0
38.4
51.6
51.3
Unit cost of
cargo, Uc
($/ton)
0.38
0.43
0.56
Table A.10: Calculation of vessel charterage cost (USD $) Port of New Castle, Australia to Port of Mongla,
Bangladesh
Charterage rate
(USD $)/day
Vessel
charterage cost
(USD)
15861.63636
39
618604
15861.63636
40
634465
23144.72727
42
972079
26037.27273
44
1145640
Charter rates estimated based on annual average of last 11 years (2001-2011). Source: Mitsui OSK Line, 2011, Market
Information of November 2011
Table A.11: Calculation of Bunker/Fuel cost for Port of New Castle, Australia
Ship Size as per Alternative Plans
Consumption
(m ton)/day
Total Days
Fuel price
F.O. (USD
$)/ton
Fuel cost
700
560717.9487
22
35.7
700
550253.8462
30
35.9
700
753711.5385
40
35.9
700
1004948.718
950
86474.35897
2.5
35.7
950
84860.57692
35.9
950
102289.4231
35.9
950
102289.4231
950
6650
3.5
950
9975
4.8
950
18240
950
33250
653842.3
645089.4
874241.0
1140488.1
cccxvii
24750.0
882.5
497.00
1288.30
644.1
37401.18
37995.86
50000
21276.6
9174.5
4752.00
49500.0
882.5
497.00
1926.60
963.3
67695.86
68772.23
80000
34042.6
14679.1
4752.00
79200.0
882.5
497.00
2692.55
1346.3
104049.48
105703.9
4752.00
Pilotage (650AUD +
0.606xGRT)
4587.2
10638.3
GRT (DWT/2.35)
25000
DWT
Table A.12: Calculation of port cost per ton during loading at Port of New Castle Coal Terminal, Australia
Agent Commission
476.3
1584
2500
2000
12124.17
13942.8
0.56
50000
21276.6
15878.1
5127.66
4000.0
952.7
1584
5000
2000
18664.34
21464.0
0.43
80000
34042.6
25404.9
8204.26
5000.0
1524.3
1584
8000
2000
26312.55
30259.4
0.38
Table A.14: Calculation of Unit cost of cargo from Port of New Castle, Australia
Alternative Plan
Charterage
Fuel Cost
Port Cost
Insurance,
cost
NCCT
Mongla Broker and Misc
3000.0
2563.83
7939.0
NRT (GRT/1.34)
10638.3
GRT (DWT/2.35)
25000
DWT
Table A.13: Calculation of port cost per ton during unloading at Mongla, Bangladesh
Total Cost,
TC (USD)
Unit cost
($/ton)
618604
653842.3
37995.9
13942.8
60000
1384384.8
55.4
634465
645089.4
37995.9
13942.8
60000
1391493.5
55.7
972079
874241.0
68772.2
21464.0
60000
1996555.7
39.9
1145640
1140488.1
105703.9
30259.4
60000
2482091.4
31.0
cccxviii
B.
Alternative Plans
Vessel charterage
cost (USD)
80,000
34742.8
20.5
712673
25,000
15861.6
19.0
301371
50,000
23090.2
21.0
484894
Charter rates estimated based on annual average of last 11 years (2001-2011). Source: Mitsui OSK Line, 2011, Market
Information of November 2011
Table B.2: Calculation of Bunker/Fuel cost for Indonesia
Alternative Plans
Ship size
(DWT)
Consumption (m
ton)/day
Total
Days
Fuel cost
80,000
40
15.5
700
434358.97
25,000
22
15.8
700
243833.33
50,000
30
15.8
700
332500
80,000
15.5
950
44211.54
25,000
2.5
15.8
950
37604.16667
50,000
15.8
950
45125
80,000
950
19000
25,000
3.5
950
6650
50,000
4.5
950
17100
80,000
Fuel oil cost Diesel oil cost during sea time and
diesel oil cost during port stay
cccxix
497570.51
25000
288087.50
50000
394725.00
Table B.3: Calculation of port cost per ton during loading at North Pulau Laut Coal Terminal (NPLCT), Indonesia
Port Cost at NPLCT, Indonesia
DWT
GRT
(DWT/2.35)
Harbour dues
(GRTx USD 0.08
+ 10%VAT)
Quay dues
(GRT x USD
0.086)
Light dues
(GRT x USD
0.034)
Pilotage
charge
Total Port
Cost
Port Cost
for a ton
80,000
34042.6
5446.81
2927.7
1157.4
30000
39531.91
0.49
25,000
10638.3
1702.13
914.9
361.7
10000
12978.72
0.52
50,000
21276.6
3404.26
1829.8
723.4
20000
25957.45
0.52
254048.9
61225.79
N/A
15242.9
N/A
2000
N/A
78468.72
90239.0
0.11
25,000
10638.3
7939.0
2563.83
760.6
476.3
1264
2000
650.00
7714.81
8872.0
0.35
50,000
21276.6
15878.1
5127.66
N/A
952.7
N/A
2000
N/A
8080.34
9292.4
0.19
NRT (GRT/1.34)
Berth Occupancy
340425.5
GRT (DWT/2.35)
80,000
DWT
Agent Commission
Table B.4: Calculation of Port cost per ton during unloading at Chittagong, Bangladesh
Charterage
cost
Fuel
Cost
80,000
534098
25,000
50,000
Port cost
Loading
Unloading
Insurance,
Broker and
Misc
Total Cost,
TC(USD)
Unit cost of
cargo, UC
($/ton)
497570.5
39531.9
9023.9
60000
1140224.3
14.3
301371
288087.5
12978.7
8872.0
60000
671309.3
26.9
484894
394725.0
25957.4
9292.4
60000
974868.7
19.5
Table B.6: Calculation of vessel charterage cost (USD $) from Port of Richard Bay, South Africa to Port of
Chittagong, Bangladesh
Alternative Plans
Ship size
Charterage rate (USD
Total round trip Vessel charterage
(tons)
$)/day
(days)
cost (USD)
Alt. III: Discharge at Kutubdia by
80,000 DWT Vessel and transshipment
80,000
26037.3
34.3
892110
by Lighterage
Alt. II: Direct Discharge of Coal at
25,000
15861.63636
33.0
523434
Project Site by 25000 DWT Vessel
Alt. I: Discharge at Outer Anchorage by
50000 DWT Vessel and transshipment
by Lighterage
50,000
23090.18182
35.0
808156
Charter rates were estimated based on annual average of last 11 years (2001-2011). Source: Mitsui OSK Line, 2011, Market
Information of November 2011
cccxx
Table B.7: Calculation of Bunker/Fuel cost for port of Richard Bay, South Africa
Fuel price
Consumption Total
Ship size
F.O. (USD
Alternative Plans
(DWT)
(m ton)/day
Days
$)/ton
Fuel Oil Cost during Sea time
Alt. III: Discharge at Kutubdia by 80,000 DWT
80,000
40
Vessel and transshipment by Lighterage
Fuel cost
30.3
700
847359.0
25,000
22
30.1
700
463085.9
50,000
30
30.1
700
631480.77
80,000
30.3
950
86249.1
25,000
2.5
30.1
950
71417.468
50,000
30.1
950
85700.962
950
14250
25000
3.5
950
6650
50000
3.5
950
13300
80,000
25000
50000
947858.01
Fuel oil cost Diesel oil cost during sea
time and diesel oil cost during port
stay
541153.37
730481.73
8204.26
N/A
1524.3
25,000
10638.3
7939.0
2563.83
760.6
476.3
50,000
21276.6
15878.1
5127.66
N/A
952.7
cccxxi
N/A
1264
N/A
2000
N/A
11728.55
13487.8
0.17
2000
650.0
7714.81
8872.0
0.35
2000
N/A
8080.34
9292.4
0.19
25404.9
Berth Occupancy
34042.6
Agent Commission
80,000
NRT (GRT/1.34)
GRT (DWT/2.35)
DWT
Table B.8: Calculation of Port cost per ton during unloading at Chittagong, Bangladesh
162978.7
21276.6
50000
Alternative Plans
81489.4
10638.3
25000
DWT
260766.0
GRT (DWT/2.35)
34042.6
80000
5319.1
2659.6
808156
523434
25,000
50,000
892110
Charterage cost
80,000
Ship size
(tons)
17431
42558
8446.89
23659.66
20352.1
32054.3
5531.9
2766.0
8851.1
cccxxii
730481.7
541153.4
947858.0
Fuel Cost
281229.6
142546.5
449901.5
Port cost
9292.4
8872.0
9023.9
Table B.10: Calculation of Unit cost of cargo for Port of Richard Bay, South Africa
2059787.23
1029893.62
3295659.57
60000
60000
60000
Insurance,
Broker
and Misc
606.00
606.00
606.00
Security/day
Table B.9: Calculation of Port cost per ton during loading at port of Richard Bay, South Africa
1276005.9
2358893
Total Cost,
Tc (USD)
2295752.1
1163645.2
3672665.2
37.8
51.0
29.5
Unit cost of
cargo, Uc
($/ton)
281229.63
142546.53
449901.48
Table B.11: Calculation of vessel charterage cost (USD $) from Port of New Castle, Australia to Port of
Chittagong, Bangladesh
Alternative Plans
Alt. III: Discharge at Kutubdia by
80,000 DWT Vessel and
transshipment by Lighterage
Alt. II: Direct Discharge of Coal at
Project Site by 25000 DWT Vessel
Alt. I: Discharge at Outer Anchorage
by 50000 DWT Vessel and
transshipment by Lighterage
Ship size
(tons)
Charterage
rate (USD
$)/day
Vessel
charterage cost
(USD)
80,000
26037.27
39.1
1019292
25,000
15861.63636
39.0
618604
50,000
23090.18182
40.0
923607
Charter rates were estimated on the basis of annual average of last 11 years (2001-2011). Source: Mitsui OSK Line, 2011,
Market Information of November 2011
Table B.12: Calculation of Bunker/Fuel cost for Port of New Castle, Australia
Alternative Plans
Ship size
(tons)
Consumption
(m ton)/day
Total
Days
Fuel cost
80,000
40
35.1
700
984128.2
25,000
22
35.5
700
546206.4
50,000
30
35.5
700
744826.9
80,000
35.1
950
100170.2
25,000
2.5
35.5
950
84236.4
50,000
35.5
950
101083.7
80,000
950
14,250.0
25,000
3.5
950
6650.0
50,000
3.5
950
13300.0
80,000
25,000
50,000
cccxxiii
1098548.4
Fuel oil cost Diesel oil cost during sea
time and diesel oil cost during port stay
637092.79
859210.58
80000
34042.6
14679.1
4752.00
79200.0
882.5
497.00
2692.55
1346.3
104049.48
105703.9
25000
10638.3
4587.2
4752.00
24750.0
882.5
497.00
1288.30
644.1
37401.18
37995.86
50000
21276.6
9174.5
4752.00
49500.0
882.5
497.00
1926.60
963.3
67695.86
68772.23
DWT
GRT (DWT/2.35)
Table B.13: Calculation of Port cost per ton during loading at Port of New Castle Coal Terminal, Australia
DWT
GRT (DWT/2.35)
NRT (GRT/1.34)
Agent Commission
Berth Occupancy
Table B.14: Calculation of Port cost per ton during unloading at Chittagong, Bangladesh
80000
34042.6
25404.9
8204.26
N/A
1524.3
N/A
2000
N/A
11728.55
13487.8
0.17
25000
10638.3
7939.0
2563.83
760.6
476.3
1264
2000
650.00
7714.81
8872.0
0.35
50000
21276.6
15878.1
5127.66
N/A
952.7
N/A
2000
N/A
8080.34
9292.4
0.19
Table B.15: Calculation of Unit cost of cargo for Port of New Castle, Australia
Alternative Plans
Ship
size
(tons)
Port cost
Insurance, Total
Unit cost of
Broker
Cost, Tc cargo, Uc
($/ton)
and Misc (USD)
Loading Unloading
Alt. III: Discharge at
Kutubdia by 80,000 DWT
80,000
Vessel and transshipment
by Lighterage
1019292
1098548.4 105703.9
9023.9
60000
2292568.2
28.7
618604
637092.8
37995.9
8872.0
60000
1362564.5
54.5
923607
859210.6
68772.2
9292.4
60000
1920882.5
38.4
50,000
cccxxiv
C.
Total round
trip (days)
50000
30249.8
19.5
590259
80000
34742.8
20.5
712673
Vessel
charterage
cost (USD)
Total Days
Fuel cost
700
700
325769.23
434358.97
50000
80000
15.5
950
44211.54
80000
15.5
950
44211.54
950
11400
80000
950
19000
Fuel oil cost Diesel oil cost during sea time and diesel oil cost during port
stay
80000
381380.77
497570.51
Table C.3: Calculation of port cost per ton during loading at North Pulau Laut Coal Terminal (NPLCT), Indonesia
Port Cost at NPLCT, Indonesia
GRT
(DWT/2.35)
Harbour dues
(GRTx USD
0.08 +
10%VAT)
Light dues
(GRT x
USD 0.034)
Pilotage
charge
Total Port
Cost
Port Cost
for a ton
50000
21276.6
3404.26
1829.8
723.4
20000
25957.45
0.52
80000
34042.6
5446.81
2927.7
1157.4
30000
39531.91
0.49
DWT
650
11515.62
13243.0
0.26
80000
340.42.6
25404.9
8204.26
2434.0
1524.3
1264
2000
650.0
16076.59
18488.1
0.23
cccxxv
2000
1264
952.7
Berth Occupancy
1521.3
Agent Commission
5127.66
15878.1
NRT (GRT/1.34)
21276.6
GRT (DWT/2.35)
50000
DWT
Table C.4: Calculation of Port cost per ton during unloading at Maheshkhali, Bangladesh
Charterage cost
Fuel Cost
50000
590259
80000
712673
Port cost
Insurance,
Broker and
Misc
Total
Cost, Tc
(USD)
Unit cost of
cargo,
Uc
($/ton)
Loading
Unloading
381380.77
25957.4
13243.0
60000
1070840.1
21.4
497570.5
39531.9
18488.1
60000
1328263.3
16.6
Table C.6: Calculation of vessel charterage cost (USD $) from Port of Richard Bay,
South Africa to Port of Maheshkhali, Bangladesh
Ship size
(tons)
50000
23090.2
33.3
768045
80000
26037.3
34.3
892110
Charter rates were estimated on the basis of annual average of last 11 years (2001-2011). Source: Mitsui OSK Line, 2011,
Market Information of November 2011
Table C.7: Calculation of Bunker/Fuel cost for Port of Richard Bay, South Africa
Ship size
(tons)
Consumption (m ton)/day
Total Days
Fuel cost
30
80000
40
50000
80000
30.3
700
635519.2308
30.3
700
847358.9744
950
86249.03846
950
86249.03846
950
7600
80000
950
14250
50000
80000
cccxxvi
729368.2692
947858.01
768045
892110
50000
80000
80000
Charterage cost
25404.9
Ship size
(tons)
15878.1
34042.6
80000
34042.6
260766.0
21276.6
DWT
DWT
21276.6
162978.7
GRT (DWT/2.35)
GRT (DWT/2.35)
50000
50000
Barth Dues
(R0.25xGRT)
8510.6
5319.1
42558.0
Barthing Staff (R
1532 + (GRT x 0.65))
23659.66
15361.79
Pilotage (R 15033+R
0.5 x GRT)
32054.28
25671.30
8851.1
5531.9
1521.3
952.7
1264
1264
2000
2000
650.00
650.00
947858.0
729368.3
Fuel Cost
cccxxvii
449901.5
18488.1
13243.0
Port cost
Unloading
281229.6
Loading
60000
60000
Insurance, Broker
and Misc
Table C.10: Calculation of Unit cost of cargo for Port of Richard Bay, South Africa
8204.26
5127.66
283932.2
449901.5
2317814.1
3672665.2
606.00
606.00
16076.59
11515.62
2368358.0
1851885.4
Total Cost,
TC (USD)
Vessel Traffic
Service (GRTxR
0.26)
Table C.9: Calculation of Port cost per ton during unloading at Maheshkhali, Bangladesh
3295659.57
2059787.23
Agent Commission
Security/day
Table C.8: Calculation of Port cost per ton during loading at port of Richard Bay, South Africa
Berth Occupancy
0.23
0.26
29.6
37.0
18488.1
13243.0
Table C.11: Calculation of vessel charterage cost (USD $) from Port of New Castle, Australia to Port of
Maheshkhali, Bangladesh
80000
23090.18
38.1
880831
26037.27
39.1
1019292
Charter rates were estimated on the basis of annual average of last 11 years (2001-2011). Source: Mitsui OSK Line, 2011,
Market Information of November 2011
Table C.12: Calculation of Bunker/Fuel cost for Port of New Castle, Australia
Consumption
(mton)/day
50000
30
80000
40
50000
80000
50000
80000
700
738,096.15
35.1
700
Diesel Oil Cost during round trip sea time
984,128.21
35.1
950
100,170.2
35.1
950
100,170.2
4
5
950
950
7,600.00
14,250.00
50000
80000
Fuel cost
845,866.35
1,098,548.4
49500.0
882.5
497.00
1926.60
963.3
67695.86
68772.23
79200.0
882.5
497.00
2692.55
1346.3
104049.48
105703.9
cccxxviii
4752.00
4752.00
80000
14679.1
9174.5
34042.6
21276.6
GRT (DWT/2.35)
50000
DWT
Table C.13: Calculation of Port cost per ton during loading at Port of New Castle Coal Terminal, Australia
DWT
GRT (DWT/2.35)
NRT (GRT/1.34)
Agent Commission
Berth Occupancy
Table C.14: Calculation of Port cost per ton during unloading at Maheshkhali, Bangladesh
50000
21276.6
15878.1
5127.66
1521.3
952.7
1264
2000
650.00
11515.62
13243.0
0.26
25404.9
80000 34042.6
Source: Port Schedule, New Castle
8204.26
2434.0
1524.3
1264
2000
650.00
16076.59
18488.1
0.23
Table C.15: Calculation of Unit cost of cargo for Port of New Castle, Australia
Ship
size
(tons)
Charterage cost
Fuel Cost
1
50000
880831
80000
1019292
845,866.35
1098548.4
Port cost
Loading
Unloading
68772.2
13243.0
105703.9
18488.1
cccxxix
Insurance,
Broker
and Misc
6
60000
60000
Total
Cost, Tc
(USD)
Unit cost of
cargo, Uc
($/ton)
7
Col7/Col1
1868712.8
37.4
2302032.8
28.8
cccxxx
cccxxxi
cccxxxii
Slno.
0
0
0
0
CoalDemandforKhulnaTPP(millionTons)*
CoaldemandforMaheshkhaliTPP(millionTons)*
CoalDemandforChittagongTPP(millionTons)*
TotalCoalDemand(millionTons)
0
0
0.8
0
0
0
0
BarapukuriaOCProduction(millionTons)
2ndMineinProduction(millionTons)
TotalIndigeniousCoalProduction(millionTons)
IndigenousCoalProductionFortheproposedTPPs(millionTons)
TotalCoalDemandfortheProposedTPP
AvailabeIndigeniousCoalProductionforTPPS(millionTons)**
TotalImportedCoalDemand(estimated)(millionTons)
Trainingofthe"CoreTeam"
Settingupof"CoreTeam"forCoalSourcing
PublicRelationCampaign(minesitesTPPs)
EngineeringWorkRequired
0.8
BarapukuriaUGProduction(millionTons)
IndigeniousCoalProductionPlan
TotalCoalPowerGeneration(MW)(100%Capacity)
O
ti
f2 d h
(
th 1320 MW)
Operationof2ndphase(another1320MW)
Constructionof2ndPhase(another1320MW)
Operationof1stphase(1320MW)
Constructionof1stPhase(1320MW)
ChittagongTPP
Operationof2ndPhse(3000MW)
Constructionof2ndphase(3000MW)
Operationof1stPhse(2320MW)
Constructionof1stphase(2320MW)
MaheshkhaliTPP(532MW)
Operationof2ndphase(another1320MW)
Construction
of 2nd Phase (another 1320 MW)
Constructionof2ndPhase(another1320MW)
Operationof1stphase(1320MW)
Constructionof1stPhase(1320MW)
KhulnaTPP
CoalPowerGenerationMasterPlan(AdjustedTimePlanandLoadCapacity)
Activities
0.8
0.8
0.5
0.5
1.5
0.5
3
3.1
1.7***
6.1
6.1
6.1
2640
3.1
3.1
3.1
1320
6.5
11.5
11.5
5.4
6.1
2640
13.4
18.4
18.4
12.3
6.1
4960
15.5
21.5
21.5
3.1
12.3
6.1
7960
10
17.5
24.5
24.5
6.1
12.3
6.1
9280
11
TimeLine(Year)
18.5
24.5
24.5
6.1
12.3
6.1
10600
12
18.5
24.5
24.5
6.1
12.3
6.1
10600
13
18.5
24.5
24.5
6.1
12.3
6.1
10600
14
18.5
24.5
24.5
6.1
12.3
6.1
10600
15
18.5
24.5
24.5
6.1
12.3
6.1
10600
16
18.5
24.5
24.5
6.1
12.3
6.1
10600
17
18.5
24.5
24.5
6.1
12.3
6.1
10600
18
18.5
24.5
24.5
6.1
12.3
6.1
10600
19
18.5
24.5
24.5
6.1
12.3
6.1
10600
20
Advisetothe"CoreTeam"
CoreTeaminFullFunction
Dutiesofthe"CoreTeam"
Managementofcoalsupply
Contractmonitoring
MiningconceptforIndigineouscoalresources
ImplementationofMiningConcept
DredgingWorksforShippingandBarging****
CapitalDredgingWorksforKhulnaTPP
MaintainenceDredgingWorksforKhulnaTPP
CapitalDredgingWorksforMaheshkhaliTPP
MaintainenceDredgingWorksforMaheshkhaliTPP
*Adjustedloadcapacity(to85%)and290dayofoperationand40%plantefficiency
**IndigeneouscoalcanmakesupplytoKTPPonly,andtheresttobeusedatminemouthpowerplant
***consideringstockingoftheindigenousproductionofthelastyearatplantsitestockyard
****NodredgingisrequiredforChittagongTPP
cccxxxiii
cccxxxiv
Note: Task 1 should start immediately after finalization of decision-making process. Work in Task 5
will be carried out in parallel to Tasks 2, 3 and 4, resulting in an iterative process.
1. Status evaluation for the existing coal in BPDB for the management of the logistics in
charge of the entire coal supply chain.
Required information: Clear descriptions of the duties and responsibilities of this Core Team and
clear identification of the position in the organigram (Project Management Function)
Individual duties:
Identification of the individual team members. Preparation of brief job descriptions for the
most important key positions (e.g. senior mining engineer/geologist, logistic specialist, port
and shipment expert, conveying specialist, monitoring expert, contract/legal expert).
All other organizational issues re left to the internal organization of BPDB.
Establish a working relationship between Consultant and the Core Team enabling the
knowledge transfer (initial phase of cooperation).
Provide support to the Core Team after the initial phase.
Target: Establish a high performance team to manage after a setting-up period (initial phase) the
entire logistic coal supply chain
Individual duties:
Investigate any valid opportunity for an farm-in possibility in any of the major coal
producing countries allowing off-take agreements and providing supply security.
Establish contact to the most suitable mining companies in South Africa (3 companies),
Australia (3 companies), Indonesia (3 companies), Mozambique (2 companies) ad New
Zealand (1 company)
Preparation of Technical Specifications
Prepare evaluation matrix for the identification of the mining companies best prepared for
this duty
Establish a short list of the companies qualifying for further negotiations (max. 5 companies)
Start negotiating the supply and delivery details
Assistance to the Board during the tender evaluation.
Prepare recommendations for the Board for final contract negotiations
cccxxxv
Target: Prepare 3 coal delivery contracts with mining companies from 2 countries, ready to sign.
Get the Core Team of BPDB involved in all the above-mentioned issues
Individual duties:
Establish contact to the most suitable shipping companies
Prepare evaluation matrix for the identification of the shipping companies best prepared for
this duty
Preparation of tender documentation, Technical Specifications and evaluation matrix.
Establish a short list of the companies qualifying for further negotiations (max. 5 companies)
Start negotiating all logistic details necessary
Establish contact between coal supply and shipping company
Assistance to the Board during the tender evaluation.
Prepare recommendations for the Board for final contract negotiations
Establish a contract monitoring and environmental awareness plan
Target: Prepare 3 sea-freight contracts with selected shipping companies, ready to sign
Get the Core Team of BPDB involved in all the above-mentioned issues
Individual duties:
Prepare environmental awareness plan
Establish contact to the most suitable shipping companies (mainly national companies will be
eligible)
Explain the technical duties, the environmental awareness plan and the overall expectations
during workshops to the local shipping companies
Preparation of tender documentation, Technical Specifications and evaluation matrix.
Prepare evaluation matrix for the identification of the shipping companies best prepared for
this duty
Establish a short list of the companies qualifying for further negotiations (max. 5 companies)
Start negotiating all logistic details necessary
cccxxxvi
Establish contact between sea transport companies and barging shipping company
Assistance to the Board during the tender evaluation.
Prepare recommendations for the Board for final contract negotiations
Target: Prepare 3 barging contracts with selected shipping companies, ready to sign
Get the Core Team of BPDB involved in all the above-mentioned issues
5. Contract preparation considering specifics of coal supply contracts, national legislation and
tax particularities
Required information: The technical details and organizational issues have been resolved.
Individual duties:
Establish contacts to law companies in Bangladesh capable to assist with this duty.
Establish contact to a lawyer formerly working for an internationally active coal mining
company involved in the preparation of coal supply contracts.
Preparation of coal supply, sea transport and barging contracts.
Evaluate the tax implementation of the contracts by an tax consultants from Bangladesh.
Assist in the negotiation process.
Target: Prepare the basic contracts for the coal sourcing, the sea-shipment and the barging
duties.
Get the Core Team of BPDB involved in all the above-mentioned issues
cccxxxvii
cccxxxviii
cccxxxix
cccxl
Required information:
Long-term coal demand Master Plan.
Available mining concepts
Feasibility Studies
Environmental Impact Assessments
Individual duties:
Prioritize the projects according to their mineability and coal availability
Establish a realistic coal supply plan based on the coal deposits in Bangladesh
Integrate the volumes of the national coal supply plan in the overall coal supply plan for
Bangladesh
Evaluate the social and environmental ramifications under which mining will find acceptance
Cary out resource and reserve evaluation studies for the known occurrences
Target:
Optimize the input of the national coal resources
Optimize the infrastructural input for the areas of future mining
Establish an environmental friendly mining operation
7. Public relation campaigning
Required information:
Results from previous awareness campaigns
Individual duties:
Contact the NGOs in the region.
Prepare information material, simple and with self-explaining drawings
Establish information meetings and a permanent information centre
Present the positive input of the project on te infrastructure
Define the expectations on an Environmental Impact Assessments
Keep in permanent contact with the population affected
Target:
Establish a consensus between the local population and the targets of the mining operation on
a permanent asis
Prepare the base for an environmentally friendly mining operation
8. Preparation of an open-pit mining concept for Barapukuria
cccxli
Required information:
Summary reports of the status of the underground mining.
Summary of the considerations for an open-pit mining operation
Status of the public awareness campaigning
Receive the total coal acquisition cost (per t of coal) as a benchmark for the upper cost limit
of a mining operation in Bangladesh (not considering the indirect benefits of an industrial
operation in the region)
Individual duties:
Prioritize the projects according to their mineability and coal availability
Establish a realistic coal supply plan based on the coal deposits in Bangladesh
Integrate the volumes of the national coal supply plan in the overall coal supply plan for
Bangladesh
Develop a mine concept based on an detailed resource evaluation
Develop a detailed mine plan
Planning of the mine ing infrastructure, equipment and other investments
Evaluate the social and environmental ramifications under which mining will find acceptance
Development of a concept utilizing the pumped out mine waters for the watering of the crops
in the surrounding of the mine.
Preparation of a Cash-Flow analyses covering all cash items over the entire mine lifetime
Target:
Start an open-pit mining operation in order to optimize the coal recovery and to reduce the
production costs per t of coal mined.
To contribute to the national coal supply strategy with a domestic production.
9. Transfer experience made at Barapukuria to the other coal occurrences
Required information:
Evaluate the experiences made at Barapukuria.
Technical information from other coal occurrences in Bangladesh
Individual duties:
Development of mining concepts, based on technical experiences made at Barapukuria
Benefit from the public relation work implemented at Barapukuria
Preparing of detailed mining concepts based on resource evaluations
Carry out simplified Cash-Flow analyses for the individual mine sites
Target:
Develop other mines based on the experience gathered at Barapukuria
Optimizing the mining experience in order to develop as much a economically feasible of the
national coal deposits.
cccxlii
cccxliii
cccxliv
MARCH 2012
Moolarben Site
Presentation
7 May 2012
Overview
Ulan
Coal Mine
Project
Area
Wilpinjong
Coal Mine
7 May 2012
Geology
7 May 2012
A1
A2
B1
B2
C1
C2
CL
DTP
DWS
ETP
EBT
ELW
Total Resources (100% basis)
Mt
Resources
Open cut 1
Open cut 2
Open cut 3 West
Open cut 4
Underground 1
Underground 2
Underground 4
Total Reserves (100% basis)
Mt
Reserves
10.7
65.3
23.1
24.8
20.2
36.8
27.1
8.8
90.4
30.7
24.5
14.0
376.4
Measured
20.5
24.6
14.4
0.1
23.2
82.8
Proved
17.3
97.8
39.0
41.2
36.9
63.8
33.6
13.7
131.7
54.9
43.7
24.8
598.4
Indicated
2.9
15.4
11.5
165.6
9.5
8.2
19.1
232.2
Probable
10.7
36.1
12.8
15.4
10.4
17.8
11.3
4.6
41.9
18.7
17.4
11.3
208.4
Inferred
23.4
15.4
11.5
190.2
23.9
8.3
42.3
315.0
Total
38.7
199.2
74.9
81.4
67.5
118.4
72.0
27.1
264.0
104.3
85.6
50.1
1,183.2
Inferred
7 May 2012
7 May 2012
6
y Subject to mining leases and other requisite approvals being granted, which requires the purchase of the
Stage 2 development lands not owned by Yancoal (or the entering into of a commercial arrangement with
the relevant landholders), the Stage 2 development area will encompass mining of the areas marked OC4,
UG1 and UG2 on the map of Moolarben operations (slide 6)
y Yancoal is currently considering a further planning application to increase ROM production from the
underground areas by using either a high reach longwall machine or Longwall Top Coal Caving (LTCC), in
excess of these proposed Stage 2 applications
y Yancoal has now re-submitted its Stage 2 planning application to increase open-cut ROM production
capacity to 13Mtpa and the underground mine to reach ROM production of 4.2Mtpa
y Since commencing mining operations in May 2010, Moolarben has achieved its initial Stage 1 approved
capacity of 7.0Mtpa ROM production yielding total saleable production of 5.0Mt (100% equity basis) in 2011
y Moolarben currently has approval to produce up to 10Mtpa of product coal (with an 8Mtpa ROM restriction
on its open-cut operations and a 4.2Mtpa ROM restriction on its underground operations)
Approvals Overview
7 May 2012
C Marker
Mining Section
WS2
Liebherr 996
Liebherr 9350
Komatsu WA1200
Komatsu 830E
Sandvik
Komatsu 475
Komatsu 375
Komatsu WD900
Komatsu 785
Komatsu GD825
WS1
2
1
1
12
2
5
3
1
2
2
Equipment
Overburden
No.
Fleet
Mining Process
Type
7 May 2012
y
y
y
y
CHPP Operations
7 May 2012
10
7 May 2012
10
Environmental Monitoring
Environmental Management
11
kbcm OB
2010 Budget OB
7 May 2012
200
400
600
800
1,000
2010 Actual OB
YTD Budget
YTD Actual
2,000
4,000
6,000
8,000
10,000
12,000
14,000
16,000
1,400
1,200
18,000
1,600
kbcm OB
2011 Performance
2000
1000
200
100
11
3000
300
YTD Budget
4000
400
5000
500
6000
600
YTD Actual
7000
700
8000
800
kt Coal
kt Coal
12
7 May 2012
y Expected mine life of ~25 years for both the opencut and underground operations
2012
2013
2014
Moolarben OC
2015
2012
Moolarben OC
2013
2014
2016
Moolarben UG
2015
12
Note: these estimates relate to future expectations and therefore involve known and unknown risks and uncertainties.
The actual production is likely to vary on an annual basis as a function of supply, demand and other market conditions.
0.0
5.0
10.0
15.0
20.0
2016
Moolarben UG
0.0
5.0
10.0
15.0
20.0
13
7 May 2012
13
lxxxiii
February2012
NCIGPRESENTATION
MusterLocation
100 -200Mt
1 - 2Bt
<10Mt
50 - 100Mt
10 - 50Mt
500Mt - 1000Mt
200 - 500Mt
>4Bt
2 - 4Bt
Indonesia,Australia&
ChinadominatethePacific
seabornethermalcoaltrade
Pacific Trade
2025
834 Mt
2010 478 Mt
GlobalThermalCoalTrade
SouthAfrica,Colombiaand
RussiadominatetheAtlantic
trade
Atlantic Trade
2025
248 Mt
2010
179 Mt
Coalfields
Newcastle
Hunter
Gunnedah
Gloucester
Western (Northern end)
Mines
40 Coal mines
13 Producers
27 Load points
Rail
2 Track network owners
4 Above rail operators
Terminals
2 Terminal owners
3 Coal export terminals
Port
Newcastle
HunterValleyCoalChain(HVCC)
20
40
60
80
100
120
Average
annual
Average
annual thermal
thermal
coal growth
rate
coal growth rate
1999 to 2009
is is
1984 to 2010
8.8%p.a. >7%p.a.
Total
Thermal
So urce Wo o d M ackenzie
HistoricalNewcastleCoalExports
1970
1971
1972
1973
1974
1975
1976
1977
1978
1979
1980
1981
1982
1983
1984
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010 (est)
Expansions
Newcastle Port Services
Extra pilots being trained
Increased tug fleet to 8 (dual movements)
Trains
8 new trains set in 2010 with 10 new train sets in 2011
Rail network
ARTC Master plan to >200Mt
$1B to be spent 2009 to 2012
Terminals
PWCS expanding Master Plan Completion & Stage 4
NCIG expanding Stage 2AA and 2F
LongTermAgreementsinPlaceforFuture(NPC/PWCS/NCIG)
LongTermGrowthforNewcastle
Carrington
Kooragang
NCIG
Terminal4
PWCS
PWCS
NCIG
PWCS
TOTAL
Terminal
Owner
138
30
83
25
Current
Capacity
70(208)
36
34
Committed
Capacity
NewcastlePortCapacity(Mtpa)
120
Approx. 120
Potential
Capacity
328
120
66
117
25
TOTAL
NCIG Facilities
NewcastlePort
PWCS Facilities
PeabodyEnergy
FelixResources
DonaldsonCoal
WhitehavenCoal
CentennialCoal
Peabody
YanzhouCoalMining
GloucesterCoal
Whitehaven
Banpu
HunterValleyEnergyCoal
BHPBilliton
Shareholder
Parent
Established in 2004
NewcastleCoalInfrastructureGroup
10
NCIGSourceMines
11
Stage1 Layout
12
Engineeringworkcompleted
DredgingcommencedQ42007
ConstructioncommencedQ22008
>5000constructionpeopleinducted(peak850)
4.4millionmanhoursworked,(2000manyearsworked)oneLTI
S/R1commencedoperationFebruary10
S/R2commencedoperationinMay2010
S/L1commencedoperationMarch2010
At30Mtpa2011
FinancialcloseFebruary2008
Stage1 ProgressConstruction
13
FirstExportCoalonGround March2010
14
FirstShip March2010
15
FirstPanamaxVessel May2010
16
TwoBerthOperation August2010
17
FirstCapeVessel September2011
18
ExpansionStage2AA 53Mtpa
19
Engineeringworkcompleted
ConstructioncommencedQ32010
>3000constructionpeopleinducted(peak600)
0.8millionmanhoursworked,zeroLTI
Construction70%complete
S/R3componentsonsiteandbeingassembled
S/L2duetoarriveonheavyliftvesselNovember11
NewshuttlesinstalledCV01,CV08andCV09
FinancialcloseAugust2010
Stage2AA ConstructionProgress
20
Firstshipmentplanned2nd Half2012
At53Mtpa2013
StartcommissioninginMid2012
Rio Tinto
Idemitsu
Twonewshippers
Stage2AA OperationsProgress
21
ExpansionStage2F66Mtpa
22
Engineeringdesignworkalreadycommenced
OrderplacedforS/R4
ConstructioncommencedQ32011
FirstshipmentplannedMid2013
At66Mtpacapacity2014
FinancialcloseachievedAugust2011
Stage2F Progress
23
airoperateddoors
mechanicaloperateddoors
Dischargetimes<1hour
Automaticopen/closewagondoors
Trainpayloadvaries3ktto8.5kt
QRN 7.2kt
PN 8.5kt,6.1kt,5.4ktand3.1kt
SSR 3.1kt
Trainsup1.6klmsinlength
ThreeAboveRailOperatorsusingNCIG(QRN,PN,SSR)
RailOperators
24
WagonsunloadedinDumpstationintodumphopper
Trainstravelthroughthedumpstationwithoutstoppingwhiledischarging
thecoal
Various types of wagons with each wagon containing between 75t and 95t
with the number of wagons in a train varying from 42 to 91 wagons
Trainsunloadat8,500tph
DumpStationOperation
25
Machinebetweeneachstockyardpad
EachMachinefullyautomated
Caneitherbeinstackmodeorreclaimmode
Sandvikdesign 8500tph
YardMachines Stacker/Reclaimer
26
Widestockpilesinthemiddleareas
Coalstackedto21metreshigh
80%areaallocatedtodedicatedstockpiles
Eachcontractedshipperisallocatedadedicatedarea
Narrowstockpilesatnorthernandsouthernend
StockyardOperations
27
Stockyard
28
OutloadingOperation
29
Coalisfedfromthebufferbins
Abletoaccommodatevesselsupto300mLOA
Abletoloadvesselsupto50mbeam
Loadplansallowamaximumoftwopoursperhatch
Maximumoftwotrimpours
Shiploadingsystemratedat10,500tph
ShiploadingOperation
30
Aspareberthisavailableforstage1
andstage2F
Spareberthminimisestheeffectsof
deballastingandwaitingontidesfor
departingcapes
Berthpocketdepth16.5m
Shippingchanneldepth15.2m
Sailingdraftontidebetween15m
and15.6m
EachberthcapableoftakingCape
sizedvessels
WharfOperation
31
CoalfromNewcastletotheWorld
32
THANKYOU
cxix
cxx
Toru
Shindo
Tadahiro
Kinoshita
Coal Producer
Position
Australia
(Tad) Sojitz
Australia Managing
Limited
Director
Companys
Name
Frank Fulhan
Paul Beale
Tour Officer
Newcastle
Coal General
infrastructure
Manager
Group
Moolarbencoal
General
PORT
WARATAH
COAL
SERVICES
LIMITED
(Terry) Sojitz
Australia General
Limited
Manager
Name
Coal Trader
Stakeholder
Group
cxx
ffulhan@moolarben
.au
rod.dove@pwcs.com
m.au
reception@pwcs.co
shindo.toru@sea.soji
tz.com
Kinoshita.tadahiro@
sea.sojitz.com
Address
Remarks
Cameron Fennell
Capt.Arun Dua
Joseph Lopez
Vivek Datar
ADITYA
NUGRAHA
Coal Suppliers
Advocates
&Solicitors
Shipper
Ship Brokers
Name
Mine Investor
Stakeholder
Group
Manager
Position
Director
Assist.
General
Manager
(Chartering)
Lopez Barrister
PTE
PCN
(PT.PROLIDO
TATA NYK
Joseph
&Co
SAPPHIRE
PACIFIC
LTD
Companys
Name
cxxi
aditya@lcpcoal.com
vivek@tatanykshipp
ing.com
jl@josephlopez.com
com
dua_aman@hotmail.
coal.com.au
E-mail
about the
coal mine
Moolarben
Remarks
Address
PT.INDO
DHARMA
TRANSPORT
Companys
Name
CIPTR
NUSANTARA)
ADITYA
NUGRAHA
Coal Producers
PCN
(PT.PROLIDO
CIPTR
NUSANTARA)
PT.LESTARI
CIPTA
PERSADA (Coal
Mining
Heavy
Equipment )
Y.Paul PT.INDO
DHARMA
TRANSPORT
HENRY
SOETIO
Capt.
Barkey
Dandang Sonda
Name
Coal Producers
Shipper
Stakeholder
Group
Director
Indonesia
Position
cxxii
aditya@lcpcoal.com
henry@borneoprima
.com
Capt.yohanpaulbark
ey@idtshipping.co.id
dandangsonda@idtshipping.co.id
JI.Berlian No.10
Bidara Cina,Jatinegara
Jakarta Timur 13330
Indonesia
Tel:+62 21 8591 4358
Fax:+622185914356
Mobile:+628128012 996
JI.Berlian No.10
Bidara Cina,Jatinegara
Jakarta Timur 13330
Indonesia
Tel:+62 21 8591 4356
Fax:+622185914360
Mobile:+62811583514
43rd floor ,Menara BCA
JI,M.H.Thamrin Kav.1
Jakarta Pusat 10310
Tel.(+62-21)23586068-69
Fax. (+62-21)23586070
Hp.+6281358868888
43rd floor ,Menara BCA
JI,M.H.Thamrin Kav.1
Jakarta Pusat 10310
Tel.(+62-21)23586068-69
Address
Briefed
about
mining activities
coal
Remarks
Mohammad
Veroniko,ST
Capt.Massod
Farooqui
Coal Producers
Coal Producers
Inspector
and
Auditor of coal
carrier,
Coal
Quality
Assurance
Agent
Name
Stakeholder
Group
SUCOFINDO
P.T
BORNEO
RESOURCES
INTERNATIONA
L
PT.BARATAMA
INTI GEMILANG
Companys
Name
Position
cxxiii
masood@
borneoresources.co
m
E-mail
Fax. (+62-21)23586070
Hp.+628118601531
JI.Danau Sunter
Ruko Terrace
Bolk A No.16
Jakarta Utara
Menara Kain ,30th Floor,JI.H.R.
Rasuna Said
Block
X-5,Kav
2-3,Jakarta
Selatan 12950,Indenesia
Phone:+62-21-5289-1902
Fax:+62-21-5299-4599
Address
Briefed
about
coal
mining
and
coal
exporting activities
Remarks
cxxv
cxxiv
Figure 1: General layout of the power plant with coal terminal facilities
cxxvi
cxxvii
cxxviii
cxxix
cxxx
cxxxi
cxxxiii
cxxxii
Figure 1: General conceptual layout of the power plant with coal terminal facilities
cxxxiv
cxxxv
cxxxvi
cxli
cxl
cxliii
cxxii
cliii
cxxiv
2.
1.
Serial
No
b)
Comments
cxlv
Section/description as
enumerated in the final report
Response
Serial
No
Chapter
3:
Framework
At sheet (iii),
Legislative
Section/description as
enumerated in the final report
Response
cxlvi
2. Coal Terminal
The report indicates size of Jetty as 540 m
x 30 m and have considered two numbers
grab unloaders of 1000 MTPH capacity.
The basis of jetty size is not clear, it may
be clarified what shall be the size &
number of vessel that will be handled by
Jetty to establish the size. Also the basis of
capacity of grab unloader of 1000 TPH is
not clear. For finalizing the capacity of
grab unloader, the unloading time &
receipt conveyor capacity needs to be
established. Also in the report the capacity
of receipt conveyor to plant end have been
indicated as 4000 TPH. This may be
corrected.
Comments
Serial
No
Comments
Response
cxlvii
Section/description as
enumerated in the final report
Coal
Potential
Chapter
Sources
6:
Section/description as
enumerated in the final report
Serial
No
(conclusion and recommendations).
Response
cxlviii
Comments
Serial
No
Chapter
9:
Transportation
cxlix
Response
Comments
Section/description as
enumerated in the final report
Serial
No
Section/description as
enumerated in the final report
cl
5.
4. CEGIS
may
also
elaborate
the
transshipment method for unloading coal 4.
onto shallow water draught vessel.
Comments
Response
Serial
No
Section/description as
enumerated in the final report
cli
Response
Comments
10
Serial
No
Comments
Response
clii
Section/description as
enumerated in the final report
14
13
12
11
Serial
No
handed over to BPDB, same may be
incorporated
Comments
cliii
Other observations
Section/description as
enumerated in the final report
Response
15
Serial
No
Comments
Response
cliv
Section/description as
enumerated in the final report
Mentioned in the FR
by MPA.
Response
clv
16
Comments
Section/description as
enumerated in the final report
Serial
No
clvi
Corrected in the FR
Correction in the FR
Corrected in the FR
Corrected in the FR
17
kcal.
Response
Comments
Section/description as
enumerated in the final report
Serial
No
Serial
No
Section/description as
enumerated in the final report
Response
Corrected in the FR
Corrected in the FR
Corrected in the FR
clvii
Comments
cliii
clviii
cliii
16
15
14
13
12
11
10
DATE
R
A
JANUARY
TIME
METRE
0004
7.89
1300
7.77
0054
7.72
1408
7.72
0204
7.56
1531
7.73
0331
7.50
1650
7.83
0500
7.54
1744
7.95
0557
7.65
1824
8.08
0636
7.75
1859
8.17
0711
7.84
1932
8.24
0745
7.91
2004
8.29
0817
7.96
2035
8.31
0850
8.00
2105
8.30
0925
8.01
2137
8.26
1003
8.01
2214
8.19
1046
7.98
2254
8.08
1133
7.92
2338
7.93
--------------1230
7.84
U
FEBRUARY
TIME
METRE
0043
7.39
1417
7.48
0219
7.24
1559
7.52
0417
7.26
1716
7.68
0534
7.41
1802
7.85
0617
7.58
1839
8.01
0654
7.75
1913
8.13
0728
7.89
1945
8.22
0801
8.00
2015
8.27
0833
8.08
2045
8.28
0907
8.12
2118
8.24
0944
8.11
2155
8.15
1025
8.04
2234
8.00
1110
7.93
2317
7.81
-------------1205
7.78
0009
7.59
1325
7.64
0147
7.39
1514
7.63
G
MARCH
TIME
METRE
-----------1258
7.48
0053
7.24
1450
7.45
0318
7.21
1623
7.59
0452
7.39
1721
7.79
0544
7.62
1803
7.98
0624
7.85
1840
8.14
0700
8.06
1914
8.26
0734
8.22
1946
8.33
0808
8.33
2019
8.36
0844
8.38
2057
8.31
0923
8.34
2137
8.20
1006
8.23
2220
8.03
1053
8.06
2306
7.81
1150
7.87
-----------0007
7.58
1311
7.72
0151
7.42
1453
7.69
H
APRIL
TIME
METRE
0211
7.42
1513
7.73
0356
7.59
1622
7.89
0459
7.84
1715
8.07
0546
8.11
1758
8.24
0627
8.34
1838
8.36
0704
8.52
1915
8.45
0741
8.64
1955
8.48
0821
8.67
2037
8.44
0904
8.61
2123
8.32
0951
8.48
2211
8.14
1041
8.30
2304
7.94
1139
8.11
-------------0011
7.75
1252
7.96
0141
7.65
1417
7.90
0320
7.70
1540
7.94
0438
7.87
1648
8.04
TIME
0258
1519
0409
1622
0505
1716
0553
1804
0636
1849
0718
1935
0802
2022
0848
2111
0937
2203
1028
2258
1122
2359
-----1222
0111
1329
0232
1440
0349
1551
0449
1653
T
S
MAY
METRE
7.66
7.84
7.89
7.96
8.13
8.09
8.34
8.20
8.51
8.28
8.61
8.32
8.63
8.30
8.58
8.20
8.46
8.06
8.30
7.90
8.14
7.77
-----7.99
7.69
7.89
7.70
7.84
7.81
7.85
7.96
7.90
TIME
0428
1640
0525
1739
0615
1832
0702
1921
0747
2010
0834
2100
0921
2149
1008
2239
1054
2331
1141
-------0026
1232
0128
1330
0238
1437
0349
1548
0449
1655
0535
1744
Contd........2
JUNE
METRE
8.29
8.12
8.46
8.21
8.60
8.30
8.69
8.35
8.72
8.36
8.69
8.31
8.61
8.23
8.49
8.12
8.35
8.02
8.21
-----7.95
8.07
7.92
7.95
7.93
7.87
8.01
7.86
8.12
7.92
8.25
8.00
( IN METRES)
16
15
14
13
12
11
10
DATE
U
FEBRUARY
TIME
METRE
0356
7.38
1648
7.77
0526
7.54
1753
7.95
0622
7.73
1839
8.09
0703
7.87
1916
8.18
0737
7.98
1948
8.23
0808
8.05
2017
8.24
0836
8.09
2043
8.22
0902
8.11
2109
8.17
0929
8.10
2137
8.09
0959
8.05
2208
7.97
1034
7.94
2240
7.81
1111
7.80
2311
7.62
1154
7.63
2348
7.42
G
MARCH
TIME
METRE
0349
7.47
1623
7.81
0510
7.66
1728
7.97
0602
7.86
1815
8.10
0642
8.02
1852
8.19
0714
8.14
1923
8.24
0742
8.23
1949
8.26
0806
8.29
2012
8.25
0828
8.31
2037
8.22
0855
8.31
2106
8.16
0926
8.25
2137
8.06
0959
8.15
2208
7.93
1033
8.02
2240
7.77
1112
7.87
2320
7.61
-----------1205
7.74
0021
7.47
1330
7.66
H
APRIL
TIME
METRE
0532
8.06
1740
8.14
0612
8.22
1820
8.22
0645
8.35
1852
8.28
0712
8.44
1918
8.31
0735
8.50
1942
8.33
0758
8.53
2009
8.32
0826
8.52
2039
8.28
0858
8.48
2110
8.21
0930
8.40
2142
8.11
1005
8.31
2218
8.00
1045
8.20
2303
7.89
1134
8.10
-----------0002
7.80
1238
8.03
0123
7.79
1400
8.02
TIME
0535
1741
0611
1818
0641
1848
0707
1915
0734
1945
0804
2016
0835
2048
0908
2122
0942
2201
1022
2247
1109
2342
------1202
0047
1306
0205
1421
0323
1535
T
S
MAY
METRE
8.10
7.97
8.23
8.04
8.33
8.10
8.39
8.14
8.43
8.15
8.43
8.14
8.41
8.11
8.37
8.05
8.31
7.99
8.25
7.94
8.18
7.90
------8.10
7.90
8.04
7.97
8.01
8.12
8.05
TIME
0612
1821
0644
1854
0714
1926
0746
1957
0816
2030
0847
2104
0921
2143
0959
2227
1042
2317
1130
------0013
1224
0121
1333
0243
1458
0400
1617
JUNE
METRE
8.36
8.09
8.44
8.16
8.50
8.21
8.53
8.24
8.54
8.25
8.53
8.24
8.50
8.22
8.45
8.20
8.38
8.18
8.29
-----8.16
8.19
8.16
8.08
8.20
8.03
8.31
8.07
( IN METRES)
M ENAMUL HAQUE
COMMANDER BN
HARBOUR MASTER
31
30
29
28
27
26
25
24
23
22
21
20
19
18
17
DATE
NOTE : 1) ALL INCOMING AND OUTGOING VESSELS WILL NEED TO REACH FAIRWAY BUOY AND HIRAN POINT RESPECTIVELY ON OR BEFORE THE TIME SHOWN ABOVE.
2) THE PERMISSIBLE DRAUGHTS FOR P P JETTIES AND OTHER JETTIES (FACTORIES) WILL BE CONSIDERED AS PER THE DECLARED DRAUGHT FROM TIME TO TIME.
3) THE DECLARED DRAUGHTS MAY BE REDUCED OR INCREASED IF SITUATION COMPEL.
31
30
29
28
27
26
25
24
23
22
21
20
19
18
17
DATE
R
A
JANUARY
TIME
METRE
0032
7.74
1349
7.77
0158
7.56
1527
7.78
0349
7.51
1656
7.91
0525
7.61
1802
8.06
0627
7.76
1851
8.19
0713
7.87
1931
8.27
0752
7.96
2006
8.31
0827
8.00
2040
8.31
0901
8.02
2112
8.28
0934
8.02
2142
8.21
1006
7.99
2212
8.11
1039
7.93
2243
7.97
1116
7.84
2317
7.80
1159
7.71
2355
7.59
----------1253
7.57
-2PART - 1
16
15
14
13
12
11
10
DATE
R
A
JANUARY
TIME
METRE
0550
7.24
1841
7.26
0641
7.08
1937
7.20
0756
6.91
2044
7.19
0915
6.83
2153
7.23
1024
6.84
2259
7.32
1127
6.93
2356
7.41
---------1219
7.04
0040
7.46
1300
7.16
0113
7.49
1336
7.27
0143
7.52
1412
7.39
0215
7.56
1453
7.47
0255
7.56
1537
7.51
0338
7.52
1621
7.49
0421
7.44
1706
7.44
0505
7.33
1751
7.40
0553
7.20
1843
7.36
U
FEBRUARY
TIME
METRE
0618
6.84
1927
7.03
0748
6.58
2116
6.99
0952
6.57
2237
7.10
1111
6.72
2342
7.25
----------1210
6.93
0029
7.36
1252
7.11
0104
7.43
1327
7.28
0134
7.49
1402
7.42
0205
7.55
1441
7.53
0243
7.57
1523
7.58
0325
7.53
1606
7.57
0407
7.43
1647
7.51
0449
7.30
1730
7.44
0535
7.14
1818
7.35
0634
6.94
1920
7.23
0754
6.73
2047
7.14
G
MARCH
TIME
METRE
0533
6.87
1818
7.06
0635
6.59
2021
6.90
0908
6.47
2201
7.00
1038
6.68
2308
7.19
1142
6.96
2357
7.36
1228
7.20
0035
7.47
1306
7.40
0108
7.54
1342
7.55
0141
7.60
1419
7.66
0220
7.61
----------1500
7.71
0303
7.57
1542
7.70
0347
7.47
1621
7.65
0430
7.35
1702
7.57
0516
7.18
1750
7.46
0614
6.98
1852
7.30
0731
6.76
2020
7.17
H
APRIL
TIME
METRE
0801
6.65
2105
7.08
0944
6.83
2217
7.26
1055
7.12
2311
7.43
1148
7.39
2354
7.55
----------1230
7.59
0031
7.63
1308
7.74
0107
7.68
1345
7.84
0149
7.68
1425
7.88
0236
7.64
1507
7.87
0323
7.57
1549
7.82
0409
7.46
1632
7.75
0458
7.33
1721
7.63
0554
7.16
1824
7.48
0706
6.98
1946
7.33
0850
6.92
2123
7.30
1031
7.09
2235
7.38
TIME
0841
2116
0955
2219
1055
2309
1143
2352
------1222
0034
1258
0119
1339
0210
1426
0300
1514
0349
1602
0439
1655
0534
1757
0639
1910
0757
2030
0927
2141
1041
2235
T
S
MAY
METRE
7.17
7.44
7.40
7.58
7.63
7.68
7.81
7.74
----7.93
7.77
8.01
7.78
8.03
7.75
8.01
7.69
7.96
7.61
7.88
7.52
7.79
7.41
7.66
7.29
7.53
7.23
7.46
7.27
7.45
7.40
7.46
TIME
1007
2233
1101
2324
1145
-----0012
1224
0059
1305
0149
1353
0241
1446
0331
1539
0421
1633
0512
1729
0608
1831
0709
1937
0814
2041
0917
2138
1015
2228
1102
2312
Contd........2
JUNE
METRE
7.84
7.77
7.96
7.81
8.04
-----7.83
8.09
7.85
8.10
7.84
8.07
7.81
8.02
7.76
7.95
7.69
7.88
7.62
7.80
7.55
7.70
7.49
7.60
7.46
7.52
7.48
7.48
7.54
7.48
7.64
7.51
( IN METRES)
16
15
14
13
12
11
10
DATE
R
A
JANUARY
TIME
METRE
0656
7.04
1946
7.31
0817
6.89
2104
7.28
0946
6.83
2232
7.31
1110
6.89
2342
7.39
---------1214
7.01
0033
7.46
1303
7.14
0115
7.51
1344
7.25
0151
7.53
1423
7.34
0227
7.54
1501
7.39
0304
7.51
1539
7.39
0337
7.45
1614
7.36
0405
7.38
1644
7.33
0429
7.31
1711
7.30
0456
7.21
1741
7.25
0532
7.06
1821
7.16
U
FEBRUARY
TIME
METRE
0943
6.66
2228
7.18
1116
6.81
2336
7.30
---------1215
7.00
0024
7.40
1259
7.17
0102
7.47
1334
7.30
0135
7.52
1408
7.41
0207
7.54
1441
7.47
0240
7.52
1515
7.48
0310
7.46
1544
7.44
0333
7.38
1607
7.40
0353
7.29
1626
7.36
0418
7.21
1651
7.33
0451
7.08
1727
7.23
G
MARCH
TIME
METRE
0931
6.71
2205
7.20
1104
6.91
2312
7.32
----------1201
7.14
0000
7.41
1241
7.30
0036
7.48
1313
7.43
0106
7.53
1342
7.53
0135
7.56
1411
7.60
0205
7.55
1440
7.61
0233
7.49
1503
7.58
0258
7.41
1522
7.54
0322
7.33
1543
7.52
0350
7.26
1610
7.48
0424
7.15
1646
7.40
0506
6.98
1734
7.24
0608
6.77
1855
7.06
H
APRIL
TIME
METRE
1130
7.29
2324
7.44
----------1211
7.44
0000
7.48
1242
7.54
0028
7.53
1307
7.64
0056
7.56
1329
7.71
0125
7.57
1351
7.74
0155
7.54
1414
7.73
0225
7.50
1438
7.72
0256
7.45
1506
7.70
0330
7.40
1538
7.67
0407
7.32
1615
7.61
0452
7.22
1702
7.51
0553
7.10
1814
7.38
0714
7.06
1952
7.34
NOTE : .
31
30
29
28
27
26
25
24
23
22
21
20
19
18
17
DATE
-2PART 11
TIME
1128
2315
1158
2347
-----1219
0018
1241
0050
1306
0123
1333
0157
1403
0233
1437
0312
1513
0355
1553
0441
1639
0536
1742
0640
1900
0750
2021
0902
2133
T
S
MAY
METRE
7.51
7.48
7.61
7.52
----7.70
7.56
7.78
7.60
7.82
7.62
7.85
7.63
7.87
7.64
7.87
7.62
7.85
7.58
7.81
7.52
7.76
7.49
7.69
7.49
7.65
7.56
7.66
7.69
7.71
JUNE
METRE
7.72
7.57
-----7.79
7.63
7.85
7.71
7.91
7.79
7.97
7.85
8.00
7.86
8.00
7.83
7.97
7.79
7.93
7.76
7.89
7.77
7.83
7.78
7.76
7.81
7.73
7.88
7.74
31
30
29
28
27
26
25
24
23
22
21
20
19
18
17
DATE
M ENAMUL HAQUE
COMMANDER BN
HARBOUR MASTE
TIME
1140
2351
----1212
0026
1241
0100
1309
0135
1341
0214
1417
0256
1457
0341
1538
0427
1620
0515
1712
0609
1819
0712
1939
0824
2102
0939
2213
( IN METRES)
16
15
14
13
12
11
10
DATE
R
A
JANUARY
TIME
METRE
0550
6.04
1841
6.06
0641
5.88
1937
6.00
0756
5.71
2044
5.99
0915
5.63
2153
6.03
1024
5.64
2259
6.12
1127
5.73
2356
6.21
----------1219
5.84
0040
6.26
1300
5.96
0113
6.29
1336
6.07
0143
6.32
1412
6.19
0215
6.36
1453
6.27
0255
6.36
1537
6.31
0338
6.32
1621
6.29
0421
6.24
1706
6.24
0505
6.13
1751
6.20
0553
6.00
1843
6.16
U
FEBRUARY
TIME
METRE
0618
5.64
1927
5.83
0748
5.38
2116
5.79
0952
5.37
2237
5.90
1111
5.52
2342
6.05
----------1210
5.73
0029
6.16
1252
5.91
0104
6.23
1327
6.08
0134
6.29
1402
6.22
0205
6.35
1441
6.33
0243
6.37
1523
6.38
0325
6.33
1606
6.37
0407
6.23
1647
6.31
0449
6.10
1730
6.24
0535
5.94
1818
6.15
0634
5.74
1920
6.03
0754
5.53
2047
5.94
G
MARCH
TIME
METRE
0533
5.67
1818
5.86
0635
5.39
2021
5.70
0908
5.27
2201
5.80
1038
5.48
2308
5.99
1142
5.76
2357
6.16
1228
6.00
0035
6.27
1306
6.20
0108
6.34
1342
6.35
0141
6.40
1419
6.46
0220
6.41
-----------1500
6.51
0303
6.37
1542
6.50
0347
6.27
1621
6.45
0430
6.15
1702
6.37
0516
5.98
1750
6.26
0614
5.78
1852
6.10
0731
5.56
2020
5.97
H
APRIL
TIME
METRE
0801
5.45
2105
5.88
0944
5.63
2217
6.06
1055
5.92
2311
6.23
1148
6.19
2354
6.35
----------1230
6.39
0031
6.43
1308
6.54
0107
6.48
1345
6.64
0149
6.48
1425
6.68
0236
6.44
1507
6.67
0323
6.37
1549
6.62
0409
6.26
1632
6.55
0458
6.13
1721
6.43
0554
5.96
1824
6.28
0706
5.78
1946
6.13
0850
5.72
2123
6.10
1031
5.89
2235
6.18
TIME
0841
2116
0955
2219
1055
2309
1143
2352
-----1222
0034
1258
0119
1339
0210
1426
0300
1514
0349
1602
0439
1655
0534
1757
0639
1910
0757
2030
0927
2141
1041
2235
T
S
MAY
METRE
5.97
6.24
6.20
6.38
6.43
6.48
6.61
6.54
-----6.73
6.57
6.81
6.58
6.83
6.55
6.81
6.49
6.76
6.41
6.68
6.32
6.59
6.21
6.46
6.09
6.33
6.03
6.26
6.07
6.25
6.20
6.26
TIME
1007
2233
1101
2324
1145
------0012
1224
0059
1305
0149
1353
0241
1446
0331
1539
0421
1633
0512
1729
0608
1831
0709
1937
0814
2041
0917
2138
1015
2228
1102
2312
Contd........2
JUNE
METRE
6.64
6.57
6.76
6.61
6.84
-----6.63
6.89
6.65
6.90
6.64
6.87
6.61
6.82
6.56
6.75
6.49
6.68
6.42
6.60
6.35
6.50
6.29
6.40
6.26
6.32
6.28
6.28
6.34
6.28
6.44
6.31
( IN METRES)
16
15
14
13
12
11
10
DATE
R
A
JANUARY
TIME
METRE
0656
5.84
1946
6.11
0817
5.69
2104
6.08
0946
5.63
2232
6.11
1110
5.69
2342
6.19
-----------1214
5.81
0033
6.26
1303
5.94
0115
6.31
1344
6.05
0151
6.33
1423
6.14
0227
6.34
1501
6.19
0304
6.31
1539
6.19
0337
6.25
1614
6.16
0405
6.18
1644
6.13
0429
6.11
1711
6.10
0456
6.01
1741
6.05
0532
5.86
1821
5.96
U
FEBRUARY
TIME
METRE
0943
5.46
2228
5.98
1116
5.61
2336
6.10
------------1215
5.80
0024
6.20
1259
5.97
0102
6.27
1334
6.10
0135
6.32
1408
6.21
0207
6.34
1441
6.27
0240
6.32
1515
6.28
0310
6.26
1544
6.24
0333
6.18
1607
6.20
0353
6.09
1626
6.16
0418
6.01
1651
6.13
0451
5.88
1727
6.03
G
MARCH
TIME
METRE
0931
5.51
2205
6.00
1104
5.71
2312
6.12
-------------1201
5.94
0000
6.21
1241
6.10
0036
6.28
1313
6.23
0106
6.33
1342
6.33
0135
6.36
1411
6.40
0205
6.35
1440
6.41
0233
6.29
1503
6.38
0258
6.21
1522
6.34
0322
6.13
1543
6.32
0350
6.06
1610
6.28
0424
5.95
1646
6.20
0506
5.78
1734
6.04
0608
5.57
1855
5.86
H
APRIL
TIME
METRE
1130
6.09
2324
6.24
------------1211
6.24
0000
6.28
1242
6.34
0028
6.33
1307
6.44
0056
6.36
1329
6.51
0125
6.37
1351
6.54
0155
6.34
1414
6.53
0225
6.30
1438
6.52
0256
6.25
1506
6.50
0330
6.20
1538
6.47
0407
6.12
1615
6.41
0452
6.02
1702
6.31
0553
5.90
1814
6.18
0714
5.86
1952
6.14
NOTE : .
31
30
29
28
27
26
25
24
23
22
21
20
19
18
17
DATE
-2PART 111
TIME
1128
2315
1158
2347
-----1219
0018
1241
0050
1306
0123
1333
0157
1403
0233
1437
0312
1513
0355
1553
0441
1639
0536
1742
0640
1900
0750
2021
0902
2133
T
S
MAY
METRE
6.31
6.28
6.41
6.32
------6.50
6.36
6.58
6.40
6.62
6.42
6.65
6.43
6.67
6.44
6.67
6.42
6.65
6.38
6.61
6.32
6.56
6.29
6.49
6.29
6.45
6.36
6.46
6.49
6.51
JUNE
METRE
6.52
6.37
-----6.59
6.43
6.65
6.51
6.71
6.59
6.77
6.65
6.80
6.66
6.80
6.63
6.77
6.59
6.73
6.56
6.69
6.57
6.63
6.58
6.56
6.61
6.53
6.68
6.54
31
30
29
28
27
26
25
24
23
22
21
20
19
18
17
DATE
M ENAMUL HAQUE
COMMANDER BN
HARBOUR MASTER
TIME
1140
2351
-------1212
0026
1241
0100
1309
0135
1341
0214
1417
0256
1457
0341
1538
0427
1620
0515
1712
0609
1819
0712
1939
0824
2102
0939
2213
( IN METRES)
16
15
14
13
12
11
10
DATE
TIME
0036
1247
0111
1317
0149
1355
0234
1439
0323
1528
0416
1622
0510
1722
0606
1827
0708
1938
0815
2050
0928
2203
1047
2313
1152
------0010
1238
0055
1314
0134
1346
R
A
JULY
METRE
7.75
7.95
7.86
8.03
7.95
8.08
7.98
8.09
7.96
8.06
7.92
8.00
7.87
7.94
7.85
7.86
7.83
7.78
7.83
7.70
7.83
7.67
7.87
7.68
7.92
----7.72
7.95
7.77
7.97
7.80
7.97
U
AUGUST
TIME
METRE
0130
8.06
1339
8.16
0212
8.10
1421
8.17
0302
8.08
1513
8.12
0358
8.03
1609
8.05
0450
7.97
1705
7.96
0543
7.92
1804
7.85
0642
7.85
1913
7.71
0753
7.77
2033
7.58
0927
7.73
2213
7.55
1100
7.81
2329
7.64
1157
7.89
----------0019
7.73
1237
7.95
0056
7.80
1309
7.98
0126
7.85
1335
8.02
0154
7.89
1402
8.03
0223
7.90
1429
8.03
G
SEPTEMBER
TIME
METRE
0229
8.14
1457
8.10
0329
8.07
1554
8.01
0421
8.00
1645
7.91
0512
7.92
1740
7.77
0612
7.81
1847
7.60
0728
7.68
2014
7.45
0922
7.63
2217
7.49
1048
7.75
2325
7.65
1141
7.86
----------0010
7.77
1218
7.93
0043
7.84
1247
7.97
0107
7.91
1310
8.02
0129
7.98
1335
8.05
0153
8.01
1403
8.04
0218
8.00
1430
8.00
0241
7.96
1456
7.94
H
OCTOBER
TIME
METRE
0240
8.08
1539
7.89
0340
7.98
1628
7.79
0437
7.89
1720
7.67
0539
7.76
1822
7.51
0655
7.60
1945
7.38
0840
7.52
2150
7.42
1014
7.61
2300
7.60
1108
7.72
2345
7.73
1146
7.78
-----------0016
7.82
1214
7.83
0037
7.91
1238
7.89
0056
7.99
1306
7.92
0120
8.03
1336
7.91
0146
8.02
1408
7.86
0212
7.97
1439
7.80
0239
7.91
1512
7.73
T
S
NOVEMBER
TIME
METRE
0409
7.79
1704
7.56
0510
7.67
1801
7.45
0621
7.53
1910
7.36
0745
7.41
2038
7.34
0911
7.40
2207
7.45
1016
7.45
2300
7.58
1100
7.50
2333
7.70
1135
7.56
2358
7.80
---------1207
7.60
0024
7.88
1241
7.64
0052
7.91
1315
7.64
0121
7.90
1350
7.63
0151
7.86
1427
7.62
0224
7.81
1506
7.58
0259
7.73
1547
7.52
0337
7.65
1632
7.46
Contd........2
DECEMBER
TIME
METRE
0448
7.55
1739
7.40
0546
7.44
1834
7.34
0652
7.31
1937
7.30
0803
7.21
2043
7.32
0909
7.16
2144
7.39
1006
7.16
2237
7.49
1057
7.20
2323
7.59
1143
7.25
---------0003
7.65
1225
7.30
0039
7.68
1303
7.35
0111
7.67
1340
7.41
0142
7.67
1419
7.46
0217
7.66
1500
7.49
0257
7.62
1545
7.48
0340
7.56
1631
7.45
0425
7.47
1718
7.41
( IN METRES)
16
15
14
13
12
11
10
DATE
TIME
0210
1417
0246
1447
0319
1514
0349
1543
0418
1616
0452
1653
0531
1736
0618
1828
0722
1950
0929
2157
1042
2300
1136
2348
-----1215
0025
1242
0056
1307
R
A
JULY
METRE
7.80
7.95
7.78
7.93
7.74
7.91
7.72
7.90
7.72
7.89
7.72
7.85
7.71
7.77
7.67
7.62
7.59
7.45
7.60
7.47
7.72
7.58
7.83
7.70
----7.91
7.83
7.99
7.95
8.08
AUGUST
TIME
METRE
0251
7.89
1454
8.00
0315
7.86
1516
7.97
0336
7.85
1541
7.95
0402
7.85
1613
7.91
0439
7.83
1653
7.82
0525
7.75
1742
7.65
0625
7.59
1852
7.42
0903
7.50
2131
7.38
1024
7.66
2242
7.56
1121
7.83
2334
7.74
-----------1202
7.95
0013
7.89
1232
8.04
0042
8.02
1255
8.12
0109
8.12
1323
8.17
0143
8.17
1403
8.17
G
SEPTEMBER
TIME
METRE
0302
7.92
1522
7.88
0327
7.89
1553
7.81
0401
7.83
1630
7.71
0445
7.73
1718
7.55
0544
7.55
1834
7.34
0810
7.42
2052
7.33
0950
7.58
2212
7.54
1048
7.78
2308
7.77
1132
7.92
2350
7.94
----------1206
8.00
0020
8.07
1234
8.06
0041
8.16
1306
8.09
0110
8.19
1350
8.06
0150
8.15
1446
7.99
H
OCTOBER
TIME
METRE
0308
7.84
1547
7.64
0341
7.76
1627
7.55
0423
7.65
1718
7.43
0521
7.50
1834
7.33
0713
7.39
2009
7.36
0858
7.48
2128
7.55
1003
7.63
2229
7.76
1054
7.76
2317
7.93
1136
7.83
2351
8.04
---------1213
7.87
0016
8.11
1254
7.87
0048
8.13
1344
7.85
0129
8.08
1437
7.79
0218
7.99
1527
7.72
0312
7.89
1614
7.64
NOTE : .
31
30
29
28
27
26
25
24
23
22
21
20
19
18
17
DATE
-2PART 11
T
S
NOVEMBER
TIME
METRE
0420
7.55
1724
7.39
0517
7.45
1825
7.37
0640
7.37
1934
7.42
0805
7.37
2045
7.54
0918
7.43
2150
7.68
1019
7.49
2246
7.81
1113
7.53
2332
7.89
-----------1202
7.55
0009
7.92
1251
7.57
0045
7.92
1342
7.58
0128
7.88
1432
7.57
0218
7.80
1519
7.54
0308
7.72
1604
7.49
0356
7.63
1650
7.45
31
30
29
28
27
26
25
24
23
22
21
20
19
18
17
DATE
M ENAMUL HAQUE
COMMANDER BN
HARBOUR MASTER
DECEMBER
TIME
METRE
0515
7.39
1810
7.40
0615
7.30
1907
7.41
0726
7.21
2012
7.44
0843
7.16
2122
7.50
0957
7.15
2231
7.57
1104
7.17
2334
7.62
----------1204
7.22
0026
7.65
1257
7.28
0110
7.66
1344
7.35
0151
7.65
1429
7.39
0232
7.61
1512
7.41
0313
7.56
1554
7.40
0352
7.50
1634
7.37
0430
7.44
1714
7.35
0508
7.36
1755
7.31
( IN METRES)
16
15
14
13
12
11
10
DATE
TIME
0036
1247
0111
1317
0149
1355
0234
1439
0323
1528
0416
1622
0510
1722
0606
1827
0708
1938
0815
2050
0928
2203
1047
2313
1152
------0010
1238
0055
1314
0134
1346
R
A
JULY
METRE
6.55
6.75
6.66
6.83
6.75
6.88
6.78
6.89
6.76
6.86
6.72
6.80
6.67
6.74
6.65
6.66
6.63
6.58
6.63
6.50
6.63
6.47
6.67
6.48
6.72
----6.52
6.75
6.57
6.77
6.60
6.77
AUGUST
TIME
METRE
0130
6.86
1339
6.96
0212
6.90
1421
6.97
0302
6.88
1513
6.92
0358
6.83
1609
6.85
0450
6.77
1705
6.76
0543
6.72
1804
6.65
0642
6.65
1913
6.51
0753
6.57
2033
6.38
0927
6.53
2213
6.35
1100
6.61
2329
6.44
1157
6.69
----------0019
6.53
1237
6.75
0056
6.60
1309
6.78
0126
6.65
1335
6.82
0154
6.69
1402
6.83
0223
6.70
1429
6.83
G
SEPTEMBER
TIME
METRE
0229
6.94
1457
6.90
0329
6.87
1554
6.81
0421
6.80
1645
6.71
0512
6.72
1740
6.57
0612
6.61
1847
6.40
0728
6.48
2014
6.25
0922
6.43
2217
6.29
1048
6.55
2325
6.45
1141
6.66
-----------0010
6.57
1218
6.73
0043
6.64
1247
6.77
0107
6.71
1310
6.82
0129
6.78
1335
6.85
0153
6.81
1403
6.84
0218
6.80
1430
6.80
0241
6.76
1456
6.74
H
OCTOBER
TIME
METRE
0240
6.88
1539
6.69
0340
6.78
1628
6.59
0437
6.69
1720
6.47
0539
6.56
1822
6.31
0655
6.40
1945
6.18
0840
6.32
2150
6.22
1014
6.41
2300
6.40
1108
6.52
2345
6.53
1146
6.58
-----------0016
6.62
1214
6.63
0037
6.71
1238
6.69
0056
6.79
1306
6.72
0120
6.83
1336
6.71
0146
6.82
1408
6.66
0212
6.77
1439
6.60
0239
6.71
1512
6.53
T
S
NOVEMBER
TIME
METRE
0409
6.59
1704
6.36
0510
6.47
1801
6.25
0621
6.33
1910
6.16
0745
6.21
2038
6.14
0911
6.20
2207
6.25
1016
6.25
2300
6.38
1100
6.30
2333
6.50
1135
6.36
2358
6.60
----------1207
6.40
0024
6.68
1241
6.44
0052
6.71
1315
6.44
0121
6.70
1350
6.43
0151
6.66
1427
6.42
0224
6.61
1506
6.38
0259
6.53
1547
6.32
0337
6.45
1632
6.26
Contd........2
DECEMBER
TIME
METRE
0448
6.35
1739
6.20
0546
6.24
1834
6.14
0652
6.11
1937
6.10
0803
6.01
2043
6.12
0909
5.96
2144
6.19
1006
5.96
2237
6.29
1057
6.00
2323
6.39
1143
6.05
----------0003
6.45
1225
6.10
0039
6.48
1303
6.15
0111
6.47
1340
6.21
0142
6.47
1419
6.26
0217
6.46
1500
6.29
0257
6.42
1545
6.28
0340
6.36
1631
6.25
0425
6.27
1718
6.21
( IN METRES)
16
15
14
13
12
11
10
DATE
TIME
0210
1417
0246
1447
0319
1514
0349
1543
0418
1616
0452
1653
0531
1736
0618
1828
0722
1950
0929
2157
1042
2300
1136
2348
-----1215
0025
1242
0056
1307
R
A
JULY
METRE
6.60
6.75
6.58
6.73
6.54
6.71
6.52
6.70
6.52
6.69
6.52
6.65
6.51
6.57
6.47
6.42
6.39
6.25
6.40
6.27
6.52
6.38
6.63
6.50
----6.71
6.63
6.79
6.75
6.88
AUGUST
TIME
METRE
0251
6.69
1454
6.80
0315
6.66
1516
6.77
0336
6.65
1541
6.75
0402
6.65
1613
6.71
0439
6.63
1653
6.62
0525
6.55
1742
6.45
0625
6.39
1852
6.22
0903
6.30
2131
6.18
1024
6.46
2242
6.36
1121
6.63
2334
6.54
----------1202
6.75
0013
6.69
1232
6.84
0042
6.82
1255
6.92
0109
6.92
1323
6.97
0143
6.97
1403
6.97
G
SEPTEMBER
TIME
METRE
0302
6.72
1522
6.68
0327
6.69
1553
6.61
0401
6.63
1630
6.51
0445
6.53
1718
6.35
0544
6.35
1834
6.14
0810
6.22
2052
6.13
0950
6.38
2212
6.34
1048
6.58
2308
6.57
1132
6.72
2350
6.74
-----------1206
6.80
0020
6.87
1234
6.86
0041
6.96
1306
6.89
0110
6.99
1350
6.86
0150
6.95
1446
6.79
H
OCTOBER
TIME
METRE
0308
6.64
1547
6.44
0341
6.56
1627
6.35
0423
6.45
1718
6.23
0521
6.30
1834
6.13
0713
6.19
2009
6.16
0858
6.28
2128
6.35
1003
6.43
2229
6.56
1054
6.56
2317
6.73
1136
6.63
2351
6.84
--------1213
6.67
0016
6.91
1254
6.67
0048
6.93
1344
6.65
0129
6.88
1437
6.59
0218
6.79
1527
6.52
0312
6.69
1614
6.44
NOTE : .
31
30
29
28
27
26
25
24
23
22
21
20
19
18
17
DATE
-2PART 111
T
S
NOVEMBER
TIME
METRE
0420
6.35
1724
6.19
0517
6.25
1825
6.17
0640
6.17
1934
6.22
0805
6.17
2045
6.34
0918
6.23
2150
6.48
1019
6.29
2246
6.61
1113
6.33
2332
6.69
----------1202
6.35
0009
6.72
1251
6.37
0045
6.72
1342
6.38
0128
6.68
1432
6.37
0218
6.60
1519
6.34
0308
6.52
1604
6.29
0356
6.43
1650
6.25
31
30
29
28
27
26
25
24
23
22
21
20
19
18
17
DATE
M ENAMUL HAQUE
COMMANDER BN
HARBOUR MASTER
DECEMBER
TIME
METRE
0515
6.19
1810
6.20
0615
6.10
1907
6.21
0726
6.01
2012
6.24
0843
5.96
2122
6.30
0957
5.95
2231
6.37
1104
5.97
2334
6.42
---------1204
6.02
0026
6.45
1257
6.08
0110
6.46
1344
6.15
0151
6.45
1429
6.19
0232
6.41
1512
6.21
0313
6.36
1554
6.20
0352
6.30
1634
6.17
0430
6.24
1714
6.15
0508
6.16
1755
6.11
( IN METRES)
http://cpa.gov.bd/portal/print_5mt.php?option=tide_table
June 2012
Sun Time Ht.(m) Mon Time Ht.(m) Tue Time Ht.(m) Wed Time Ht.(m) Thu Time Ht.(m) Fri Time Ht.(m) Sat
1 0432 0.65 2
1037 4.26
1717 0.72
2256 4.03
3 0624 0.46
4
0033 4.27 5 0120 4.36
6
0208 4.4
7 0257 4.4
8 0347 4.35 9
1209 4.59
0713 0.38
0800 0.34
0846 0.33
0933 0.38
1019 0.48
1906 0.56
1252 4.69
1337 4.74
1425 4.74
1514 4.7
1605 4.61
1954 0.52
2041 0.51
2127 0.51
2211 0.53
2255 0.56
10 0531 4.13 11 0026 0.73 12 0118 0.88 13 0217 1.05 14 0327 1.13 15 0437 1.08 16
1155 0.79
0628 3.98
0731 3.83
0842 3.75
0952 3.79
1048 3.93
1751 4.25
1250 0.99
1353 1.17
1508 1.26
1629 1.2
1729 1.05
1849 3.99
1952 3.73
2101 3.56
2211 3.54
2308 3.64
17 0616 0.82 18 0032 3.94 19 0105 4.07 20 0136 4.18 21 0207 4.28 22 0242 4.34 23
1212 4.24
0654 0.73
0729 0.67
0802 0.62
0837 0.59
0913 0.58
1854 0.84
1246 4.36
1316 4.45
1345 4.54
1416 4.62
1453 4.65
1929 0.81
2003 0.8
2036 0.77
2111 0.73
2147 0.71
24 0401 4.3
25 0445 4.23 26 0533 4.18 27 0033 0.77 28 0132 0.83 29 0243 0.87 30
1033 0.7
1116 0.79
1206 0.88
0631 4.14
0742 4.14
0900 4.22
1615 4.53
1701 4.41
1753 4.26
1305 0.98
1418 1.04
1538 1.02
2303 0.72
2345 0.74
1855 4.1
2009 3.98
2126 3.96
2 of 3
Time Ht.(m)
0531 0.55
1126 4.45
1814 0.62
2346 4.16
0438 4.26
1106 0.62
1657 4.46
2339 0.62
0532 0.95
1133 4.09
1815 0.92
2353 3.79
0320 4.34
0952 0.62
1532 4.62
2224 0.71
0359 0.85
1009 4.36
1653 0.91
2236 4.03
7/4/2012 12:25 PM
http://cpa.gov.bd/portal/print_5mt.php?option=tide_table
July 2012
Sun Time Ht.(m) Mon
1 0507 0.76
2
1108 4.52
1758 0.81
2336 4.17
8 0412 4.49
9
1046 0.73
1626 4.65
2312 0.72
15 0455 1.22 16
1103 4.03
1748 1.11
2332 3.72
22 0302 4.57 23
0944 0.66
1512 4.82
2212 0.73
29 0336 0.99 30
0955 4.29
1641 1.02
2232 3.95
2 of 3
Time Ht.(m)
0328 4.55
1005 0.63
1542 4.79
2236 0.69
0339 1.33
0958 3.85
1645 1.3
2230 3.52
0225 4.56
0905 0.62
1434 4.86
2136 0.73
0212 0.94
0832 4.22
1515 1.1
2108 3.87
7/4/2012 12:23 PM