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SETTING UP OF A RIVERINE JETTY (OUTER TERMINAL-1)AT DOCK COMPLEX,KOLKATA FORM 1 PORT TRUST,WEST .

(I) BASIC INFORMATION

S. No. Item Detail

1. Name of the projects/s (CAPEX- Setting up of a Riverine Jetty (Outer Terminal-1) at Haldia 94.59 Crore) Dock Complex, Kolkata Port Trust, . 2. S. No. in the schedule Sl. No. - 7(e) of the Category A of the Schedule of the EIA Notification 2006. (Ports/Harbours; 5 million TPA of Cargo handling capacity) 3. Proposed capacity/ area /length/tonnage/ to/be handled/ Attributes Attributes Revised Project Remarks Project as per command area/ lease area/ TOR Issued number of wells to be drilled Capacity: 5.46 million 5.0 million tones Downward tonnes (Approximately) revision Cargo Coal Coal, limestone Limestone Profile added. Jetty latitude latitude No Change Location 220 01' 08.4" N 220 01' 08.4" N and and Longitude Longitude 880 04' 29.4" E. 880 04' 29.4" E. JETTY SIZE 270MX25M 270Mx25M No Change Approach Trestle: Approach Trestle:

Area of 600MX200M 750MX240M Upward Stack yard =120,000M2 +10,000M2 Revision =190,000M2 Evacuation Through Rapid Combination of Introduction of Cargo wagon loading wagon loading and of evacuation road transport in of cargo 80:20 ratio. through Road Transport. Equipment Mobile harbor Added facility: Steel Additional & facility crane, Stacker Silo for Truck facility for cum Reclaimer loading, Tyre wash evacuation Rapid Wagon bay & 5M wide through Road Loading System Road for cargo added. with silo, Evacuation Conveyors Project Cost Rs.41297 Lakhs Rs. 48147 Lakhs 16.6% upward revision

The layout Map is enclosed as Figure-1

4. New/ Expansion/Modernization New 5. Existing Capacity/ Area etc. NA 6. Category of Projects i.e. ‘A’ or ‘B’ A 7. Does it attract the general Yes. condition? If yes, please specify. Critically Polluted area as notified by the Central Pollution Control Board (CPCB) from time to time. 8. Does it attract the specific No condition? If yes, please specify. 9. Location Upstream of 3rd. Oil jetty and downstream of Lock Entrance on

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the Western bank of River Hooghly, Haldia. (Co-ordinate of shore connecting point on River Embankment ;

Latitude: 22o 01’ 08.4”N ; Longitude: 88o 04’ 29.4” Plot/survey/Khasra No. Mouza : BISHNURAMCHAK (JL NO:-217); SAUTANCHAK(JLNO:-191); RAMRUDRACHAK(JL NO:- 192); DAKSHIN RANICHAK(JL NO:-187). Village Haldia Town Tehsil Sutanata-1 District Purba Medinipur State West Bengal 10. Nearest railway Station/airport Railway Stations – Bandar Railway station around 2.8 km along with distance in kms. from the proposed jetty in the North-West direction.

Netaji Subhash Chandra Bose Airport in Kolkata at Dumdum around 130.0 km from the proposed port in North-east direction. 11. Nearest Town, city, District Nearest Town – Haldia Township within 3.0 km from Headquaters along with distance in project site in East direction. kms. 12. Village Panchayats, Zilla Parishad, Haldia Town Municipal Corporation, Local body (complete postal addresses with telephone nos. to be given) 13. Name of the applicant Kolkata Port Trust 14. Registered Address 15, Strand Road, Kolkata-700001 15. Address for correspondence : Name Sri Arnab Basu. Designation (Owner/Partner/CEO) General Manager (Engineering.)I/C Address 1st Floor of Operational Building at Chiranjibpur. Haldia Dock Complex Pin Code 721604 E-mail [email protected] Telephone No./ Mo 03224-252142;03224-252483,+91 9434063718 Fax No. 03224-252135 16. Details of Alternative Sites The site was selected by Central Water & Power Research examined, if any. Location of these Station (CWPRS), Pune through model Study. The other sites should be shown on a topo suitable locations were not considered on the ground of sheet. connectivity issue. 17. Interlinked Projects None 18. Whether separate application of NA interlinked project has been submitted? 19. If yes, date of submission NA 20. If no, reason NA 21. Whether the proposal involves The Project also requires clearance under CRZ approval/clearance under: if yes, Notification 2011. details of the same and their status to be given. (a) The Forest (conversation)

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Act, 1980? (b) The Wildlife (Protection) Act, 1972? (c) The C.R.Z Notification, 1991? 22. Whether there is any Government None Order/Policy relevant/ relating to the site? 23. Forest land involved (hectares) Nil 24. Whether there is any litigation None pending against the project and/or land in which the projects is purpose to be set up? (a) Name of the Court (b) Case No. (c) Orders/ directions of the court, if any and its relevance with the proposed project. Capacity corresponding to sectoral activity (such as production capacity for manufacturing, mining lease area and production capacity for mineral production, area for mineral exploration, length for linear transport infrastructure, generation capacity for power generation etc.)

(II) ACTIVITY

1. Construction, operation or decommissioning of the Project involving actions, which will cause physical changes in the locality (topography, land use, changes in water bodies etc.)

Details thereof (with approximate quantities / S. Yes/N Information / Checklist confirmation rates, wherever possible) with source of No. o information data Permanent or temporary change in There will be no change in topography of the land use, land cover or topography areas the present land is barren. Only there will 1.1 including increase in intensity of land Yes be development of yard, railway and Road use (with respect to local land use without affecting the present topography. plan) The proposed location of land required for Clearance of existing land, vegetation 1.2 Yes establishing the above facilities are presently and buildings? free from any encumbrances. 1.3 Creation of new land uses? No - Pre-construction investigations e.g. Soil test report is enclosed with the 1.4 Yes bore houses, soil testing? Restructured feasibility report. The proposed project requires construction of the RCC Dry Bulk cargo handling jetty with integrated structures for berthing and mooring of Bulk cargo carrying vessel along with shore 1.5 Construction works? Yes connecting approach trestle, RCC Cargo Stack yard with adjacent Rail and Road network. The mechanical cargo handling facility consists of MHCs transfer mechanism like conveyor together with Stacker cum Reclaimer, Rapid

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wagon loading facility and mechanised truck loading facility. 1.6 Demolition works? No Temporary sites used for construction Temporary hutment for constructional workers 1.7 works or housing of construction Yes along with temporary stores will be created at workers? shore near to construction site. Yes This will be required to be executed at site for Above ground buildings, structures or construction of stack yard, railway handling 1.8 earthworks including linear structures, system, Road along with pump cut and fill or excavations house/office/control room, substation etc. Underground works including mining Yes This will be required for creation of RCC water 1.9 or tunneling? storage tank. Small amount of land will be reclaimed for 1.10 Reclamation works? Yes development of stockyard to match the level of jetty. 1.11 Dredging? No ---- RCC Jetty Structure with integrated Jetty 1.12 Offshore structures? Yes Platform, berthing & mooring facility connected with Shore by approach trestle. 1.13 Production and manufacturing No ----- processes? Yes Stack yard will be constructed for storage of Facilities for storage of goods or Bulk cargo like Coal, Limestone etc with aid of 1.14 materials? mechanical handling system coupled like Stacker cum Reclaimers, conveyors etc. Wastewater generated from the office and other areas, if any, will be treated in Wastewater treatment system available at HDC. Treated Facilities for treatment or disposal of waste water will be used in gardening, dust Yes 1.15 solid waste or liquid effluents? control and other non critical purposes within the Port area. Excess water, if any, will be discharged to surface water after following CPCB norms. Facilities for long term housing of The same will be accommodated in the existing 1.16 No operational workers? housing facility of HDC if required. 1.17 New road, rail or sea traffic during Yes During construction operation there will be only construction or operation? Road traffic for transport of construction material. During operation phase there will be new Rail & Road traffic for cargo evacuation. There will be addition of Ship traffic during operation phase. New road, rail, air, waterborne or other New Railwayline, Road will be developed to transport infrastructure including new connect with the newly constructed Stock yard 1.18 Yes or altered routes and stations, ports, and existing Rail-Road infrastructure of HDC. airports etc? 1.19 Closure or diversion of existing transport routes or infrastructure No ------leading to changes in traffic movements? New or diverted transmission lines or 1.20 No ------pipelines?

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Impoundment, damming, culverting, No 1.21 realignment or other changes to the hydrology of watercourses or aquifers? 1.22 Stream crossings? No Abstraction or transfers of water from Water supply will be available from Haldia 1.23 Yes ground or surface waters? Municipal Authority. Changes in water bodies or the land No ----- 1.24 surface affecting drainage or run-off? Transport of personnel or materials for Yes Transport of personnel or materials will be 1.25 construction, operation or there during construction & operation work. decommissioning? Long-term dismantling or No 1.26 decommissioning or restoration works? Ongoing activity during No 1.27 decommissioning which could have an impact on the environment? Influx of people to an area in either Yes Construction engineers, operators and skilled 1.28 temporarily or permanently? workers will be deployed during construction. 1.29 Introduction of alien species? No NA Loss of native species or genetic No NA 1.30 diversity? 1.31 Any other actions? No No other activities are envisaged.

2. Use of Natural resources for construction or operation of the Project (such as land, water, materials or energy, especially any resources which are non-renewable or in short supply)

Details thereof (with approximate quantities / Yes/ S. No. Information/checklist confirmation rates, wherever possible) with source of No information data Land especially undeveloped or There will be no land acquisition. Land 2.1 agricultural land (ha) already available with KoPT will be utilized. 2.2 Water (expected source & competing No Ground water from bore-well shall meet the users) unit: KLD fire-fighting need. Expected discharge is 90 Kilo litre per hour. 2.3 Minerals (MT) No Not applicable Construction material – stone, Yes Cement- 13500 MT (Approx.) Local 2.4 aggregates, sand / soil (expected source Sand- 20250 MT (Approx.) Fecuaghat – MT) Stone Chips – 41000 MT (Approx.) Pakur 2.5 Forests and timber (source – MT) No - 2.6 Energy including electricity and fuels Estimated maximum demand of Electricity is (source, competing users) Unit: fuel Yes 7.1 MW/anum (MT), energy (MW) Any other natural resources (use 2.7 No - appropriate standard units)

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

S. No Information/Checklist confirmation Yes/ Details thereof (with approximate quantities No / rates, wherever possible) with source of information data Use of substances or materials, which are hazardous (as per MSIHC rules) to human 3.1 No health or the environment (flora, fauna, and water supplies) Changes in occurrence of disease or affect 3.2 disease vectors (e.g. insect or water borne No - diseases) Yes The project will generate some additional job opportunity for the local people both Affect the welfare of people e.g. by changing during construction and operational stage 3.3 living conditions? which will have positive impact on the socio-economic environment of the locality. Vulnerable groups of people who could be No - 3.4 affected by the project e.g. hospital patients, children, the elderly etc., There will not be any other cause for 3.5 Any other causes No adverse impact on human health or the environment.

4. Production of solid wastes during construction or operation or decommissioning (MT/month)

Yes Details thereof (with approximate quantities Information/Checklist confirmation /No / rates, wherever possible) with source of S. No. information data 4.1 Spoil, overburden or mine wastes No No mining activity is involved in this project. Yes Solid waste if any of commercial origin that Municipal waste (domestic and or would be generated in the proposed port 4.2 commercial wastes) project will be disposed off suitably in consultation with the concerned Civic body. Hazardous wastes (as per Hazardous 4.3 No Waste Management Rules) 4.4 Other industrial process wastes No -----

No There will be no surplus products. 4.5 Surplus product No Very little quantity of sewage expected to be generated during day time due to activities of

Sewage sludge or other sludge from the workers and the same will be discharged 4.6 effluent treatment to KoPT’s existing sewerage system for treatment.

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Yes Details thereof (with approximate quantities Information/Checklist confirmation /No / rates, wherever possible) with source of S. No. information data No Very less quantity of construction waste will be generated which will be disposed off 4.7 Construction or demolition wastes suitably in consultation with concerned local body without causing any public nuisance and environmental contamination. 4.8 Redundant machinery or equipment No ---- 4.9 Contaminated soils or other materials No There will be no soil contamination. 4.10 Agricultural wastes No No agricultural waste will be generated. 4.11 Other solid wastes No ----

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

S. No. Information/Checklist confirmation Yes/ Details thereof (with approximate quantities / No rates, wherever possible) with source of information data Yes Due to fuel combustion of transport vehicles, Emissions from combustion of fossil berthed ships and DG sets. Appropriate 5.1 fuels from stationary or mobile pollution control measures will be sources implemented to mitigate such eventualities. 5.2 Emissions from production processes No No production process is involved. Emissions from materials handling No ----- 5.3 including storage or transport Emissions from construction Almost Necessary control measures if required will 5.4 activities including plant and no be incorporated to control such activities. equipment Dust or odours from handling of No Necessary control measures if required will 5.5 materials including construction be incorporated to control such activities. materials, sewage and waste 5.6 Emissions from incineration of waste No - Emissions from burning of waste in No Open air burning of debris within port 5.7 open air (e.g. slash materials, premises shall be strictly prohibited. construction debris) No - 5.8 Emissions from any other sources

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

S. Information/Checklist confirmation Yes/No Details thereof (with approximate No. quantities/ rates, wherever possible) with source of information data with source of information data 6.1 From operation of equipment e.g. Yes Noise will be generated from mobile harbor engines, ventilation plant, crushers crane; movement of engines wagons, Wagon loading silo etc. but same will be kept within permissible limit. 6.2 From industrial or similar processes No - 6.3 From construction or demolition Yes From construction some noise will be generated.

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6.4 From blasting or piling No - 6.5 From construction or operational traffic Yes From ship movement, mobile harbor crane, movement of engines wagons etc.. 6.6 From lighting or cooling systems No Effective measures will be undertaken. 6.7 From any other sources No -

7. Risks of contamination of land or water from releases of pollutants into the ground or into sewers, surface waters, groundwater, coastal waters or the sea:

Details thereof (with approximate quantities / Yes S. No. Information/Checklist confirmation rates, wherever possible) with source of /No information data From handling, storage, use or spillage Only dry bulk cargo like coal, limestone to be 7.1 No of hazardous materials handled. No All sewage will be treated as per the existing norms and the treated effluent will be used for From discharge of sewage or other gardening, dust suppression and other non 7.2 effluents to water or the land (expected critical purposes. Arrangements will however mode and place of discharge) be made to dispose of such treated wastewater (meeting relevant discharge standards) into the river to meet any exigency. By deposition of pollutants emitted to Yes Appropriate measure like screen wall, 7.3 air into the land or into water. continuous sprinkling of water will be installed. 7.4 From any other sources No ---- Is there a risk of long term build up of No ---- 7.5 pollutants in the environment from these sources? 8. Risk of accidents during construction or operation of the Project, which could affect human health or the environment

Information/Checklist confirmation Yes/No Details thereof (with approximate quantities / rates, wherever possible) S.No. with source of information data From explosions, spillages, fires etc 8.1 from storage, handling, use or No production of hazardous substances Yes During stacking of coal there is minor 8.2 From any other causes risk for fire and elaborate fire fighting arrangement will be in place. Could the project be affected by natural No Effective design will be adopted to disasters causing environmental counter such calamities. 8.3 damage (e.g. Floods, earthquakes, landslides, cloudburst etc)?

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

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

Information/Checklist confirmation Details thereof (with approximate quantities / rates, wherever possible) with S. No. Yes/N source of information data o 9.1 Lead to development of supporting No ---- utilities, ancillary development or development stimulated by the project which could have impact on the environment e.g.: • Supporting infrastructure (roads, power supply, waste or waste water treatment, etc.) • housing development • extractive industries • supply industries • other 9.2 Lead to after-use of the site, which could No No after use of the site is envisaged. have an impact on the environment 9.3 Set a precedent for later developments No - 9.4 Have cumulative effects due to proximity No No other projects are in close proximity to other existing or planned projects with of the proposed port. similar effects

(III) Environmental Sensitivity

S.No. Areas Name/ Aerial distance (within 15 km.) Proposed Identity project location boundary

1 Areas protected under international conventions, national or local legislation for their ecological, landscape, cultural or No - other related value 2 Areas which are important or sensitive for Yes River in the vicinity: ecological reasons – Wetlands, Hooghly River watercourses or other water bodies, coastal zone, biospheres, mountains, forests 3 Areas used by protected, important or sensitive species of flora or fauna for - breeding, nesting, foraging, resting, over No wintering, migration 4 Inland, coastal, marine or underground No waters 5 State, National boundaries No ----

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S.No. Areas Name/ Aerial distance (within 15 km.) Proposed Identity project location boundary

6 Routes or facilities used by the public for access to recreation or other tourist, ---- pilgrim areas No 7 Defense installations No ----- 8 Densely populated or built-up area Yes Haldia Township : within 3 km from Project site

9 Areas occupied by sensitive man-made Yes i) Port Hospital : within 3 km from land uses (hospitals, schools, places of Project site worship, community facilities) ii) Higher Secondary School : within 3 km from Project site

iii) Auditorium : Within 3 km from project site in East direction. 10 Areas containing important, high quality No or scarce resources (ground water resources, surface resources, forestry, agriculture, fisheries, tourism, minerals) 11 Areas already subjected to pollution or Yes Haldia Township: Within 3.0 km from environmental damage. (those where project site in East direction. existing legal environmental standards are exceeded) 12 Areas susceptible to natural hazard No - which could cause the project to present environmental problems (earthquakes, subsidence, landslides, erosion, flooding or extreme or adverse climatic conditions)

(IV) Proposed Terms of Reference for EIA studies

Since this is amendment of TOR, we have already collected baseline data as per existing TOR. However further study would be carried out as per amended/additional TOR condition

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

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

Date: 30th October 2017 Place: Kolkata

P P Dutta Manage (Envt.) For A K Jain (Chief Engineer)

Address: Kolkata Port Trust 15, Strand Road Kolkata-700001

Note: 1. The projects involving clearance under Coastal Regulation Zone Notification, 1991 shall submit with the application a C.R.Z map duly demarcated by one of the authorized agencies, showing the project activities, w.r.t. C.R.Z. (at the stage of TOR) and the recommendations of the State Coastal Zone Management Authority (at the stage of EC). Simultaneous action shall also be taken to obtain the requisite clearance under the provisions of the C.R.Z. Notification, 1991 for the activities to be located in the CRZ.

2. The projects to be located within 10 km of the National Parks, Sanctuaries, Biosphere Reserves, Migratory Corridors of Wild Animals, the project proponent shall submit the map duly authenticated by Chief Wildlife Warden showing these features vis-à-vis the project location and the recommendations or comments of the Chief Wildlife Warden thereon (at the stage of EC).”

3. All correspondence with the Ministry of Environment & Forests including submission of application for TOR/ Environmental Clearance, subsequent clarifications, as may be required from time to time, participation in the EAC Meeting on behalf of the project proponent shall be made by the authorized signatory only. The authorized signatory should also submit a document in support of his claim of being an authorized signatory for the specific project.”

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N

DITCH AREA 9704.76 SQM.

T A T A Y A R D

KOLKATA PORT TRUST HALDIA DOCK COMPLEX

E.S.P OF RAILWAY TRACK AT PROPOSED OUTER TERMINAL-I AT TO G.C. BERTH MAIN GATE EXTENDED AREA OF G.C. BERTH, HDC.

FIRE FIGHTING PUMP HOUSE

REVISED FINAL REPORT

SETTING UP OF A RIVERINE JETTY (OUTER TERMINAL 1) AT HALDIA DOCK COMPLEX

RE-STRUCTURED FEASIBILITY REPORT

INDIAN PORTS ASSOCIATION 1st Floor, South Tower, NBCC Place, Bhisham Pitamah Marg, Lodi Road, New -110003

OCTOBER 2017

Contents

Sections Particulars Page No.

Executive Summary 2

1. Introduction 7

2. Assessment of Cargo to be handled 10

3. Planning Parameters 28

4. Site Information 42

5. Berthing Facilities 48

6. Stockyard Stacking and Evacuation 51

7. Material Handling System 61

8. Capital Cost Estimates & Implementation Schedule 77

9. Operation & Maintenance Cost 80

10. Annual Revenue Estimates 83

11. Financial Viability & Sensitivity Analysis 84

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

EXECUTIVE SUMMARY

1. The proposal relates to Setting up of a Riverine Jetty at Outer Terminal -1 (OT-1), Haldia Dock Complex to accommodate additional bulk cargoes and ease the congestion at the existing berths.

2. Total Coal Traffic Projection have been based on Average of Trend and Customer Interaction for Coke, Coking Coal, Non Coking Coal and Exclusively on Customer Interaction for Thermal Coal Loading (TNEB) and GoI Policy on Coal Import i.e. Trans- loading Cargo (NTPC).

3. Based on the traffic projections, the expected future additional dry bulk traffic of coal & coke along with limestone is estimated to be 6.5 million tonnes (5 million tonnes coal + 1.5 million tonnes lime stone) in next 10 years. This cargo can be handled efficiently and effectively by creating additional facility (berth, unloading equipment, stock yard and matching dispatch facility at OT-1, the project under study). Apart from handling coal and lime stone, the terminal at OT 1 has flexibility to handle any other compatible dry bulk cargo such as iron ore/manganese ore/dolomite/clinker to enhance the utilization of this berth, especially when the projected traffic in coal/coke/limestone do not materialise in future.

4. Considering the above projections, present capacity of the HDC to handle coal, projects on anvil, the optimum capacity of the new berth (where only coal will be handled), works out to be 5.00 MTPA.

5. The berth will be located 30 m from the mooring dolphin MD 4 of the 3rd Oil Jetty and will be aligned along the line joining MD 3 and MD 4 making an angle of 630 east of north. This 30 m clearance from the 3rd Oil Jetty has also the approval of the Chief Controller of Explosives, Nagpur.

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

6. Considering the overall length of the design vessel, ie. 240m and allowing 20m on either side for mooring, the length of berth works out to 280 m.

SETTING UP OF A REVERINE JETTY ( OUTER TERMINAL -1,) : RESTRUCTURED FEASIBILITY REPORT P a g e | 2

7. Taking into consideration the average parcel sizes over the past couple of years, the capacities of the berth as well as the stockyard will be worked out taking a parcel size of 24,000 tonnes only.

8. The width of the berth is reduced to 25 m from the earlier 40 m since there will be only operation of the Harbour Mobile Cranes with hopper and conveyors. There will not be any movement of dumpers or trucks for movement of cargo.

9. The stockyard will be rectangular of overall size 750 m x 240 m which includes a 20 m width provided all around for green belt, provision of wind barrier etc. There will be 15 stockpiles each of size 100 m x 50 m in a layout of 3 rows. There will be two tracks for stackers cum reclaimers each of 16 m width running in between the rows of stacks. There will be a 5 m wide service road running all around the yard for movement of cranes, lorries etc., for maintenance requirements.

10. It has been proposed to locate the stockyard in the open space west of the existing Tata yard beyond Navy land. It is a virgin land immediately adjoining port boundary wall which is presently somewhat low lying area and would require improvement by landfill and consolidation.

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

Main Equipment Quantity Mobile Harbour Cranes 2 Nos. Stacker cum Reclaimer 2 Nos. Rapid Wagon loading system with Silo 1 No. Lorry loading Silo 1 No Conveyors: Elevated Conveyor from Berth to Stack yard 1372 m Ground level Conveyors in the stack yard area 1470 m

Elevated Conveyors from Stack yard to Wagon loader silo 127 m

Elevated conveyor to lorry loading silo about 30 m Other Equipment: Front end loaders (Baby loaders) 4 Nos. Other Equipment & Works In-motion Rail weigh bridge 1 No Lorry Weigh Bridge 1 No

SETTING UP OF A REVERINE JETTY ( OUTER TERMINAL -1,) : RESTRUCTURED FEASIBILITY REPORT P a g e | 3

Illumination including High mast lighting 1 Lot Workshop Facilities 1 Lot Water supply and distribution system 1 Lot Dust suppression and Firefighting facilities 1 Lot

12. The total capital cost of the project is estimated at Rs. 481.47 Crores. The detailed estimate is attached as Annexure 8.1. The summary break-up of the estimate is given as under:

Particulars Costs I. Civil Works 191.09 II. Mechanical Works 195.32 III. Electrical Works 15.90 TOTAL 402.31 A Detailed Engineering & Project Supervision @ 2% 8.05 b. Contingencies @ 3% 12.07 C GST @ 18% on civil works 36.11 D GST @ 18% on mechanical & electrical works (ITC) TOTAL CAPITAL COST 458.54 E Miscellaneous Cost @ 5% of project cost as per TAMP 22.93 GRAND TOTAL 481.47

13. The annual operation and maintenance cost of the proposal is estimated at Rs. 83.19 Crores based on TAMP Guidelines for fixation of up-front tariff.

14. The estimated annual revenue based on tariff assessed as per the upfront tariff guidelines 2008 / Tariff orders is given below:

S.No Particulars As Per TAMP 1. Estimated Throughput (Lakh tonnes) 51.10 2. Cargo Handling Rate (Rs. per Ton) 282.61 3. Revenue on Cargo Handling (Rs. In lakhs) 14441.55 4. Estimated GRT ( Lakh GRT hours ) 2074 5. Berth hire (Rs./ GRT hour) 0.76 6. Revenue on Berth hire (Rs. In lakhs) 1580.86 Total Estimated Income 16022.41

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15. Sensitivity analysis has also been carried out to gauge the impact of increase in cost and reduction of revenue earnings on the viability of the proposal. The results of the analysis are presented below. The detailed Cash flow statement is given at Annexure-11.01.

Table 11.01 (Not considering IDC)

Sl. Pre-Tax Project IRR at IRR (%) NPV @ 12% No. Constant prices (in Rs cr) 1 Base case 15.17% 167.71 2 Capital Cost up by 10% 14.23% 124.95 3 Revenue down by 10% 13.24% 62.96 4 Annual O&M Cost up by 10% 14.31% 122.48 5 Combined effect of Sl. no. 2, 3 & 4 11.53% (-) 25.02

16. The Financial viability and Sensitivity analysis considering IDC is as under. The detailed Cash flow statement is given at Annexure-11.02.

Table 11.2 (Considering IDC)

Sl. Pre-Tax Project IRR at IRR (%) NPV @ 12% Constant prices (in Rs cr) No. 1 Base case 14.17% 122.28 2 Capital Cost up by 10% 13.25% 74.99 3 Revenue down by 10% 12.32% 17.54 4 Annual O&M Cost up by 10% 13.36% 77.06 5 Combined effect of Sl. no. 2, 3 & 4 10.69% (-) 74.98

SETTING UP OF A REVERINE JETTY ( OUTER TERMINAL -1,) : RESTRUCTURED FEASIBILITY REPORT P a g e | 5

SECTION 1 INTRODUCTION

1.1 Earlier Proposals

The proposal to construct OT 1 was first mooted during 2008-09. In order to handle the incremental volume of dry bulk cargo at HDC, the port authorities decided to construct a riverine multi-purpose jetty downstream of the 3rd Oil Jetty along with all required back- up facilities. Accordingly, a consultancy contract was awarded to M/s Consulting Engineering Services (I) Pvt. Ltd.(CES). The scope included the following:

 Preparation of Detailed Project Report  Design, Detailed Engineering, Drawings, Specifications, Preparation and issue of Bid documents, Evaluation & Recommendation for finalization of Contract for Construction  Technical support & Coordination during Construction Period

CES submitted their final report during January, 2009. Subsequently while the draft report was being discussed with HDC officials, certain modifications needed to be carried out especially the location, shape and area of land for back-up facilities was shifted, shifted and increased. Moreover, the modality of execution was decided to be through PPP on DBFOT basis. These required CES to redo the report and they submitted the revised report during February, 2010. Concurrently, the HDC authorities invited RFQ during February, 2010.

However, by April 2010 this process was put on hold as the port decided to have trans loading facilities within its limits where round the year trans loading operations are possible to handle fully laden panamax carriers. The fully loaded mother vessel will directly call at the trans loader and unload the cargo. The cargo from the trans loader will be brought to Outer Terminal 1 of HDC by daughter vessels/barges. Sometimes the mother vessel itself will call at the berth with lighter draft. The Govt. of vide the official Gazette of India dated 22nd October, 2010 extended the limits of KoPT.

These requirements, once again, necessitated updating of the report and CES was commissioned in March 2011 to relocate the landside facility and optimise the same based on the project requirement and revise the cost estimate, upfront tariff and financial analysis. CES completed these and submitted the updated report during April, 2011.

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While the report was being updated, HDC authorities re-started the PPP process by issuing RFQ documents during February, 2011. Bids were received and were evaluated and shortlisting was completed by July 2011. However, this was again suspended due to legal complications in the Govt. of India permission to KoPT for transloading operations.

During the subsequent years the matter was pursued and the final green signal was obtained during 2014. PPP process was initiated for Transloading operations and the LOI was given to Jindal ITF during March 2015. It was decided that the daughter vessels related to this transloading operations would be handled exclusively at the Dock Basin berths 2 and 8.

1.2 Proposal During 2016

Once the Trans loading project was put on stream, it was decided to review it afresh with reference to the traffic demands and to execute it on PPP basis. In line with this decision, HDC entrusted IPA to prepare a Feasibility Report during mid-2015. The final report of IPA was submitted during May 2016 and the process of RFQ and RFP were initiated.

During RFP stage the bidders raised various issues during the pre-bid meeting. These primarily pertained to the productivity specified, the sufficiency of allotted land and the absence of provision for evacuation by road. Though HDC accommodated most of the issues, none of the bidders submitted their financial proposal on the due date in September, 2016.

In view of this situation, HDC decided to have a re-look and restructure the project to make it attractive to interested investors. Accordingly, IPA was requisitioned to prepared a Feasibility Report for the restructured project during March, 2017.

1.3 Scope of Work

The scope of work included the following:

A. Review of Project Parameters including the following:

 Review of the ship day output norms for unloading dry bulk cargo from different type of vessels on the basis of the suggestion given the bidders.

 Review of the stock yard area on the basis of suggestions given by the bidders and reviewed ship day output norms etc.

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

(i) Review regarding inclusion of suitable provision of evacuation by road in addition to railway evacuation system, as per the suggestion of bidders.

(ii) Re-assessment of the capacity / specification of the different equipment including evacuation system (by rail and road) proposed in the Feasibility Report for the project submitted by IPA in April 2016 on the basis of the reviewed ship day output and suggestions given by the bidders.

(iii) Revisiting of the environmental mitigation measures by way of including water-sprinkling arrangement, peripheral drainage system including settling tank. Provision of dust screen around the stack yard, tyre washing system in case of road evacuation.

B. In case of modification of Project Parameters as at (A) above, revisit and work out the revised Optimal Capacity, Capital Cost for the Project and also carry out other necessary updation in the Feasibility Report and submit revised Feasibility Report.

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

D. Modification in the Concession Agreement on the basis of changes made by the SFC and as well as suggestions received from M/s Mulla & Mulla Crogie Blunt and Caroe vide letter dated 15.02.2017. DCA drafted by M/s Mulla & Mulla Cragie Blunt and Caroe is enclosed.

1.4 Kick off Meeting and Site Visit

IPA team visited Haldia during 15th &16th May, 2017. It visited the site and held detailed discussion with the HDC officials on the sequence of events starting from the RFQ process and the issues raised by the bidders. Relevant and required data and information were also collected during the visit.

Discussions were held with GM (MS), GM (Traffic) and GM (Marine). The key guidelines as given for preparing the restructured report were as follows:

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1. Since there has not been any progress in getting the land from the Navy, the restructured project will have a single option of stockyard located outside Navy land and west of existing Tata yard.

2. The project will include handling of liquid cargo also and to that extent provision will be made on the jetty structure for connecting flexible hoses and for laying pipelines along the approach trestle. The feasibility of the port laying pipelines upto a common manifold at the landside end of the approach trestle will also be examined with the users laying the connecting pipelines to their respective tankages.

3. The restructured project will have provision for evacuation of coal by road also and for this purpose, truck loading facilities will be included in project scope.

4. The restructuring will take care of some of the acceptable suggestions of the bidders like reviewing the daily productivity, parcel size, increasing the total area for stackyard, provision of green belt around the stockyard, option of operator hiring a shunting loco instead of owning etc.

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

1.5 Draft Report, HDC Comments and Final Report

The draft Feasibility Report was submitted to HDC by end of July 2017 and the comments of HDC were received by the end of July. One of the main suggestion was that, considering the uncertainties in the sustained growth of coal traffic, IPA should also consider handling other dry bulk cargo also at OT 1. Taking care of this suggestion and also incorporating the other comments on the draft report, the draft Final Report was prepared and submitted during early September. This was finally discussed during a meeting on 21st September at Kolkata between IPA team and HDC officials wherein some suggestions were made. These were accommodated and the Final Report is submitted.

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SECTION 2 ASSESMENT OF CARGO TO BE HANDELED

2.1 Past Traffic 2.1.1 The Haldia Dock Complex handled 34.14 million metric tonnes of cargo during the last financial year 2016-17 against capacity of 38 million tonnes. The traffic at HDC has declined gradually from max. 42.34 million tonnes in 2005-06 to min. 28.08 million tonnes in 2012-13 and now gradually rising year by year from 2013-14 till 2016-17. The traffic handled at Haldia Port during last 12 years under three broad categories namely coal, POL and other cargo is shown below.

50 45 40 35

30 mt 25 20 15 10 5 0 2005-06 2006-07 2007-08 2008-09 2009-10 2010-11 2011-12 2012-13 2013-14 2014-15 2015-16 2016-17 Others 15.16 16.15 18.17 16.46 15.65 15.44 13.88 14.56 14.15 15.76 14.6 15.96 POL 17.22 17.6 17.16 16.25 8.41 9.57 6.58 4.79 4.57 3.62 5.06 4.76 Coal cargo 9.96 8.7 8.29 9.08 9.32 10 10.56 8.73 9.79 11.63 13.84 12.42

2.1.2 The decline in traffic is due to the reduction in handling of POL (crude oil diversion to Paradip) and iron ore (due to environmental/ mining issues) coupled with the reduction of draft in the river resulting in smaller vessels/ vessel with smaller parcel size calling at Haldia Port. The reduction of traffic is also attributed to two competitive ports namely Paradip and Dhamra taking away Haldia Dock traffic as these two ports have deeper drafts. As seen from the above chart, the coal traffic (Thermal/ Coking Coal, Non Coking Coal and Cokes) has constituted about 25% to 30% of total traffic handled at Haldia Port for the last 12 years. The coal traffic is the most assured traffic for Haldia Port due to its location to serve related industries in the hinterland.

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2.2 Hinterland of Kolkata/Haldia 2.2.1 Kolkata/ Haldia have a vast hinterland, comprising the entire Eastern India including West Bengal, , , eastern part of , north east of , , and other North Eastern States and the two landlocked neighboring countries viz. and . But the primary hinterland consists of West Bengal, Jharkhand and Bihar which have major industries consuming fuel/ raw materials imported through this port. The industrial development, commerce and trade of this vast hinterland are inseparably linked to the life and development of Kolkata/ Haldia Port and vice-versa. The hinterland of Kolkata / Haldia is marked in the map given hereunder.

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2.3 Power Plants & Steel Industries around Haldia Port 2.3.1 Thermal coal/ Steam Coal is mainly used in power generation. The other use of thermal coal is in the steel industry where it is used as a fuel for the blast furnace, either for the production of metallurgical coke or for injection with the hot blast. As thermal coal has a higher ash content, it is also used in cement, fertilizer, glass, ceramic, paper, and chemical industries. Steam coals are mainly used like bricks making, oven, domestic use etc.

2.3.2 The coal requirement of thermal power plants in India are met by two sources- domestic coal mining within India and the import mainly from Indonesia, South Africa and Australia. Despite the hue and cry of environmental concerns, which are of course true to a certain extent, various other parameters have still kept coal as one of the most important sources of power generation in thermal power plants.

2.3.3 Like any part of India, Eastern Region (West Bengal, Jharkhand, Bihar, Orissa) and north Eastern Region too are facing power shortage and will need more power plants to meet the power requirements. These states are located around / Haldia Docks. Therefore, their logistics can be met either from Haldia Docks or nearby Ports such as Paradip Port and Dhamra Port. In-spite of advantage of Paradip Port and Dhamra Port with deeper draft, Haldia still commands a sizeable customer base due to its strategic location of being close to these industries. Therefore, augmentation of port facilities for coal handling at Haldia docks will always attract sizeable amount of imported coal traffic.

2.3.4 The following major steel industries, power plants and cement industries are located in the region around Kolkata/ Haldia which need coal for the functioning of the plants-

1. Tata Iron & Steel Manufacturing Co, Jamshedpur, Jharkhand 2. SAIL’s Bokarao Steel Plant, Bokaro, Jharkhand 3. SAIL’s Steel Plant, West Bengal 4. IISCO Steel Plant, Burnpur, West Bengal 5. Electrosteel Steel Plant, Bokaro, Jharkhand 6. SAIL’s Steel Plant, North Orissa 7. Electrosteel Casting Ltd, Haldia, West Bengal 8. Usha Martin Wire Ropes, Jamshedpur, Jharkhand 9. Usha Martin Wire Ropes, Ranchi, Jharkhand

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10. Tata Metaliks Limited (pig iron), Kharagpur, West Bengal 11. Bengal Energy Ltd (Power plant & iron), Midnapur, West Bengal 12. Jay Balaji Industries Ltd, Kolkata, West Bengal 13. Jindal Steel, Howrah, West Bengal 14. Super Smelters Ltd 15. SPS Steel, Kolkata, West Bengal 16. Hoogly Steel, Kolkata, West Bengal 17. Suryam Steel, Kolkata, West Bengal 18. Burnpur Cement, Asangaon, West Bengal 19. Bansal Cement, Kharagpur, West Bengal 20. Cement Manufacturing Co Ltd, Alipore, West Bengal 21. Atibir Industries Co. Ltd 22. Haldia Energy Limited-CESC Group (2 x 300 MW), Haldia, West Bengal 23. NTPC Farakka Super Thermal Power Plant (2100 MW), West Bengal 24. KolaghatThermal Power Plant (1260 MW), East Midnapur, West Bengal 25. Bakreshwar Thermal Power Plant (1050 MW), Birbhum, West Bengal 26. Durgapur Thermal Power Station (1000 MW), Durgapur, West Bengal 27. Sagardighi Thermal Power Plant (600 MW), Murshidabad, West Bengal 28. Titagarh Thermal Power Station (240 MW), Titagarh, West Bengal 29. CESC Southern Generating station (135 MW), Kolkata, West Bengal

2.3.5 Some of the above power plants presently use domestic coal as fuel and others use imported coal for electricity generation based on total cost of operation (TCO), Gross Caloric Value (GCV), preferred ash contents, moisture contents needed by the designed plants. Though imported coal cost has advantage over domestic coal, resulting use of imported coals by the power plants, the recent decision/ policy (Make in India) by Govt. of India is encouraging use of domestic coal. But this will have to be tested in coming years based on volume of domestic coal production, cost of production to mine owners and logistics cost to power plant operators. As on date imported coal with 5500 GCV (Ex Indonesia) cost USD 36 and freight USD 8. The Cargo related charges on East Coast of India is about Rs 480/- per tonne. The total capacity of thermal power plants in West Bengal is approx. 14,540 MW as given hereunder.

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Name of Power Plant Operator Location/ Distt Capacity Mecheda, East Kolaghat Thermal Power Station WBPDCL 1260 MW Madinapur Bakreshwar Thermal Power Station WBPDCL Suri, Birbhum 1050 MW Bandel Thermal Power Station WBPDCL Hooghly 450 MW Santaldih Thermal Power Station WBPDCL Purulia 500 MW Sagardigi Thermal Power Station WBPDCL Murshidabad 1100 MW Durgapur Thermal Power Plant DVC Durgapur (Burdwan) 350 MW Farakka Super Thermal Power NTPC Nagarun, Murshidabad 2100 MW Station(Coal from ECL) Mejia Thermal Power Station DVC Durlabhpur, Bankura 2340 MW CESC Achipur, South 24 Budge Budge Thermal Power Plant 1225 MW Paraganas CESC Titagarh Thermal Power Station North 24 Paraganas 240 MW

CESC Garden Reach, CESC Southern Generating Station 135 MW Kolkata CESC Haldia Energy Ltd Power Plant Baneshwar Haldia 600 MW

NTPC-SAIL NSPCL Durgapur Plant Durgapur 120 MW JV Katwa Super Thermal Power Station Katwa, Purba NTPC 1320MW (Under Construction) Bardhman CESC New Cossipore Thermal Power Station Kolkata 100 MW

Raghunathpur Thermal Power Station (Not DVC/ Raghunathpur, Purulia 1200MW fully Operation) Nayveli India Power Corporation (Haldia) IPCL Haldia 450 MW Ltd(Operation by end of 2017 Total 14540 14,540MW

WBPDCL: West Bengal Power Distribution Co. Ltd, DVC: Damodar Valley Corporation, CESC: Calcutta Electric Supply Corporation (RP-Sanjiv Goenka Group), IPCL: India Power Corporation Limited

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2.3.6 In addition to above mentioned major industries, there are many small industries/ foundries which need non coking coal. The requirement of coal for these small industries are met by the coal traders like Agarwal Coal Corporation, Coastal Energy Ltd, Saraogi Udyog Pvt Ltd etc. These traders work on very thin margin hence chose to use ports with least TCO (total cost overall) which includes demurrage on vessels arising out of port congestion. There are other coal traders like Bhatia Coal, Gupta Coal etc who are also keen to develop customer base in West Bengal/ Jharkhand but are unable to take the final call due to long vessel waiting time at Haldia Docks.

2.4 Methodology Adapted for Traffic Study 2.4.1 The traffic is analyzed on the basis of traffic growth in past (CAGR ranging from 6 years to 12 years based on cargo statistics available) up to FY 2016-17 and drawing the trend in future with application of correction based on the inputs provided by the major Customers using Haldia Port. The note has also been taken from the Govt. of India decisions on encouragement of use of domestic coal over imported coal. The coal cargoes have been divided in following five categories based on their suitability to be handled at OT-1. a) Thermal Coal (loading)- TNEB cargo from domestic mines b) Non coking coal/ Thermal coal import through trans-loader facility at Sagar c) Other Non-coking coal import discharge at Haldia Port's berths (Excluding trans-loading cargo at Sagarand coal loading) d) Coking coal discharge at Haldia Port’s berths e) Cokes discharge at Haldia Port’s berths The volume of coal handled during last six years for above mentioned five categories of coal is tabulated below-

Fin Year Thermal Coal Transloading Other Non Coking coal Cokes Total (Loading) (Non coking) Coking coal

2011-12 2.35 0 3.27 4.94 0.27 10.83 2012-13 1.98 0 2.25 4.5 0.93 9.66 2013-14 1.6 0.2 2.64 5.35 0.58 10.37 2014-15 1.24 0.51 3.87 6 0.62 12.24 2015-16 1.55 1.82 4.61 5.72 0.81 14.51 2016-17 1.82 0.6 4.02 5.49 0.49 12.42

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2.5 Traffic Forecast for Coal and Coke

2.5.1. Traffic Forecast Based on Past Trend

2.5.1.1 Thermal Coal (Loading Cargo): Thermal coal being brought from domestic coal mines (Raniganj) by rail for loading into ship at Berth No. 4 for shipment to Tuticorin Port as coastal cargo for use by Electricity Board Power Plant at Tuticorin. The volume is low but picking up slowly. In view of Govt. of India initiative to use domestic coal instead of imported coal, coastal volume will rise in coming years and will gradually rise to 3 million tones which can be handled at Berth No. 4 itself. This traffic shall not be taken into account for arriving at traffic to be handled at OT-1 as OT-1 will cater to only mechanized unloading facility. However, this volume will be shown separately to know total coal volume at Haldia Port.

Thermal Coal Traffic: Loading- Coastal (Million Tonnes)

4 3.41 3.5 Last 6 Year CAGR: (-) 4.98% 3 2.44 2.35 2.5 2.17 1.8 1.92 1.98 1.82 2 1.49 1.6 1.55 1.24 1.5 1 0.5 0

2.5.1.2 Non Coking Coal (Trans-loading Cargo): Non coking coal/Thermal coal (import) handled from Sagar Island by NTPC for its Farakka Thermal Power Plant. The coal does not come to HDC at any berth. This traffic shall not be taken into account for arriving at traffic to be handled at OT-1 as this cargo moves through barges to Farakka after discharge in mid-stream by ships derrick. However, this volume will be shown separately to know total coal traffic at Haldia Port.

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2 Transloading Non Coking Coal ( in Million Tonnes) 1.8 4 Year CAGR = 44.22% 1.6 1.82 1.4 1.2 1

0.8 0.6 0.51 0.6

0.4 0.2 0.2 0 FY 2013-14 FY 2014-15 FY 2015-16 FY 2016-17

2.5.1.3 Other Non-Coking Coal (Import Cargo): Non Coking coal/ Thermal coal (import) handled at various berths inside HDC or to be handled at floating barge jetty and OT-1 will be taken into account for arriving at traffic to be handled at OT-1.

Other Non Coking Coal Traffic (Million Tonnes) 4.61 5 6 Year CAGR= 4.21% 3.87 4.02 4 3.27 2.64 3 2.25 2

1

0 2011-12 2012-13 2013-14 2014-15 2015-16 2016-17

2.5.1.4. Coking Coal (Import Cargo): Coking Coal or Metallurgical coal is used in manufacturing steel, where carbon must be as volatile-free and ash-free as possible. Coking coal is also heated to produce coke, a hard porous material which is then used to blast in furnaces in steel plants for the extraction of iron from the iron ore. Coking coal (import) handled at various berths inside HDC or to be handled at floating barge jetty and OT-1 will be taken into account for arriving at traffic to be handled at OT-1. The trend in coking coal traffic during last 6 years is shown below.

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Coking Coal Traffic (Million Tonnes) 7 6 Year CAGR= 2.13% 6 5.72 6 5.35 5.49 4.94 5 4.5 4 3 2 1 0 2011-12 2012-13 2013-14 2014-15 2015-16 2016-17

2.5.1.5 Cokes (Import Cargo): Various types of cokes (RP Coke, Nut Coke, Met Coke) handled at various berths inside HDC or to be handled at floating barge jetty or at OT-1 will be taken into account for arriving at traffic to be handled at OT-1. These cokes are used in iron & steel industries. Coke is used as a fuel and as a reducing agent in smelting iron ore in a blast furnace. As seen from traffic trend from FY 2011-12 to 2015-16, the coke traffic has risen considerably in last six years showing CAGR of 12.65%. The trend in coke traffic for last 6 years at HDC is shown below.

Coke Traffic (Million Tonnes) 1 6 Year CAGR=12.65% 0.8 0.93 0.81 0.6 0.58 0.62 0.4 0.49 0.2 0.27 0 2011-12 2012-13 2013-14 2014-15 2015-16 2016-17

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2.5.1.6 Coal Traffic Projection Based on Trend (CAGR Based)

The traffic projection for coal imported coal traffic at HDC based on CAGR trend is presented in the following Table 2.2. (in million tonnes) Fin. Year Thermal Trans- Non Coking Cokes Total Projection Coal loading Coking Coal @ (6) @ Coal for import (Loading) coal @ Coal CAGR CAGR Cargo coal (sum of @ CAGR CAGR CAGR 2.13% 12.65% 4,5,6 only) (-) 4.98% 44.22% 4.21% (1) (2) (3) (4) (5) (6) (7) (8) 2016-17 1.82 0.60 4.02 5.5 0.49 12.43 10.01 2017-18 1.73 0.87 4.19 5.62 0.55 12.95 10.35 2018-19 1.64 1.25 4.37 5.75 0.61 13.61 10.72 2019-20 1.56 1.80 4.55 5.88 0.69 14.47 11.11 2020-21 1.48 2.60 4.74 6.01 0.77 15.60 11.52 2021-22 1.48 2.60 4.94 6.15 0.86 16.02 11.95 2022-23 1.48 2.60 5.15 6.29 0.96 16.47 12.39 2023-24 1.48 2.60 5.37 6.43 1.07 16.95 12.87 2024-25 1.48 2.60 5.59 6.58 1.20 17.45 13.37 2025-26 1.48 2.60 5.83 6.73 1.34 17.97 13.90 2026-27 1.48 2.60 6.07 6.88 1.50 18.53 14.45 2027-28 1.48 2.60 6.33 7.04 1.68 19.12 15.04 Note: Trans-loading traffic and Thermal Coal (loading) traffic stagnated forcefully in 4th year considering impossibility.

2.5.2 Traffic Forecast Based on the Government Policy on Use of Domestic Coal as Substitute to Imported Coal 2.5.2.1 Government is gradually trying to reduce coal import in a bid to increase domestic production and stick to 1.5 billion tonne production target by the year 2020 set by the Coal Ministry. Out of which 1 billion tonne will by Govt companies and remaining 500 million tonne by private entities. The statement made by the Coal Secretary, Ministry of Coal, Government of India while addressing MCC Chamber of Commerce and Industry in Kolkata in Feb 2016 re-affirms the same which is re- produced below-

Quote: “We have done a detailed analysis on how to handle import. As we increase production, we must bring down imports, it is already coming down but should be at much faster rate. In power sector,

SETTING UP OF A REVERINE JETTY ( OUTER TERMINAL -1,) : RESTRUCTURED FEASIBILITY REPORT P a g e | 19 we have engaged each of PSU power companies. We had meeting with state owned power companies on coal import. This fiscal (2015-16) import will reduce by 15 million tonne. From April next year (2016-17), they will stop placing fresh import orders. State owned power entities import about 35 to 40 million tones. The efforts are to encourage private companies to buy coal for long term from auction”.

Unquote: The above statement has turned into reality as can be seen as reduction in coal import in India during last two years. Trends in Import of Coal (in million tonnes) Types of Coal 2011- 2012-13 2013-14 2014-15 2015-16 2016-17 12 (Excl Cokes)

Coking Coal 31.80 35.56 36.87 43.72 43.50 50* Non-Coking Coal 71.05 110.23 129.99 174.07 156.38 111* Total Coal Import 102.85 145.79 166.86 217.78 199.88 161

*Provisional

2,5.2. 2 Similarly, coal traffic at Haldia Port declined from 14.51 million tonnes in 2015-16 to 14.42 million tonnes in 2016-17 and coal traffic at all other major ports declined from 155.17 million tonnes in 2015-16 to 139.85 million tonnes in 2016-17. The Govt. further stated on 1st May 2017 that it is aiming to bring down zero thermal coal import of power PSUs like NTPC, in the current financial year, a move that would reduce the country’s import bill by Rs 17,000 crores. The Govt. would also convince private companies operating in the power sector to totally stop the import of fossil fuel. (PTI 1st May 2017). 2.5.2.3 Keeping in view the announcement of the above policy, the import of trans-loading coal through Sagar Island by M/s NTPC for its Farakka Power Plant will become nil. Hence traffic projection gets corrected as below. In line with discussion with NTPC official, it is understood that only old orders placed with traders will be honored which to the tune of 3 lakh tones. No fresh orders will be placed for coal import. (NTPC handled one vessel namely MV Mary Gorgi as carrying 71,760 MT steam coal (trans-loading cargo) at Kanika Sands (within the limits of Dhamra Port) during the period from 19.05.2017 to 28.05.2017).

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2.5.2.4 Summary of coal traffic forecast based the Govt Policy on use of domestic coal, superimposed on past traffic trend is given below.

Traffic Projections based on CAGR trend & government policy on use of domestic coal (in million tonnes) Fin. Year Thermal Trans- Non Coking Cokes (6) Total Projection Coal loading coal Coking Coal @ @ CAGR Coal for coal (Loading) @ CAGR Coal CAGR % Cargo import @ CAGR 44.22% CAGR 2.13% 12.65 (sum of (-) 4.98% 4.21% 4,5,6 only) (1) (2) (3) (4) (5) (6) (7) (8) 2016- 1.82 0.60 4.02 5.5 0.49 12.43 10.01 17(Actual) 2017-18 1.73 00 4.19 5.62 0.55 12.95 10.35 2018-19 1.64 00 4.37 5.75 0.61 12.37 10.72 2019-20 1.56 00 4.55 5.88 0.69 12.68 11.11 2020-21 1.48 00 4.74 6.01 0.77 13 11.52 2021-22 1.48 00 4.94 6.15 0.86 13.43 11.95 2022-23 1.48 00 5.15 6.29 0.96 13.88 12.39 2023-24 1.48 00 5.37 6.43 1.07 14.35 12.87 2024-25 1.48 00 5.59 6.58 1.20 14.85 13.37 2025-26 1.48 00 5.83 6.73 1.34 15.38 13.9 2026-27 1.48 00 6.07 6.88 1.50 15.93 14.45 2027-28 1.48 00 6.33 7.04 1.68 16.53 15.04 Note: Since NTPC does not import directly but through traders, the fall in non-coking coal will be shown against trader’s volume while preparing projection based on interaction with customers.

2.5.3 Traffic forecast based on interaction with Haldia Port Customers The major coal importing customers were contacted on phone during the period from 12thMay 2017 to 5th June 2017. The details of discussion are placed at Annex 2.2 of this report.

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

COKING COAL TRAFFIC PROJECTION BASED ON CUSTOMER INTERACTION

Customers (Coking Coal)2016-17 2017-18 2018-19 2019-20 2020-21 2021-22 2022-23 2023-24 2024-25 25-26 26-27 27-28 Actual 3.55 3.70 3.70 4.00 4.00 4.25 4.25 4.25 4.25 4.25 4.25 4.40 Ltd 1.19 1.50 1.50 1.50 1.50 1.50 1.50 1.50 1.50 1.50 1.50 1.50 Jai Balaji Industries Ltd 0.28 0.35 0.35 0.35 0.35 0.35 0.35 0.35 0.35 0.35 0.35 0.35 Electro Steel/ Casting Ltd 0.36 0.36 0.40 0.40 0.40 0.40 0.40 0.40 0.40 0.40 0.40 0.40 Usha Martin Ltd* 0.09 0.09 0.09 0.09 0.09 0.09 0.09 0.09 0.09 0.09 0.09 0.09 Tata Metaliks Ltd 0.06 0.06 0.06 0.12 0.12 0.12 0.12 0.12 0.12 0.12 0.12 0.12 Rawmet Comm P Ltd 0.004 0.004 0.004 0.004 0.005 0.005 0.005 0.005 0.005 0.005 0.005 0.005 Shyam Sel/ Ferro Alloys 0.000 0.090 0.200 0.200 0.250 0.250 0.300 0.300 0.300 0.300 0.300 Total 5.53 6.15 6.30 6.66 6.72 6.97 7.02 7.02 7.02 7.02 7.02 6.87

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

NON COKING COAL TRAFFIC PROJECTION BASED ON CUSTOMER INTERACTION

Customer (Non Coking coal)2016-17 2017-18 2018-19 2019-20 2020-21 2021-22 2022-23 2023-24 2024-25 25-26 26-27 27-28 Tata Steel Ltd. 0.42 0.50 0.50 0.70 0.70 0.70 0.70 0.70 0.70 0.70 0.70 0.70 Agarwal Coal Corpn 0.31 0.35 0.35 0.35 0.35 0.35 0.35 0.40 0.40 0.40 0.40 0.35 SAIL 0.28 0.30 0.50 0.50 0.60 0.60 0.60 0.60 0.60 0.60 0.60 0.60 Super Smelters Ltd 0.25 0.25 0.25 0.30 0.30 0.30 0.30 0.30 0.30 0.30 0.30 0.30 Saraogi Udyog P Ltd 0.16 0.18 0.20 0.23 0.25 0.27 0.30 0.32 0.35 0.35 0.40 0.45 Anand Carbo/Godawari 0.17 0.17 0.17 0.17 0.17 0.17 0.17 0.17 0.17 0.17 0.17 0.17 Jai Balaji Industries Ltd 0.12 0.12 0.15 0.15 0.15 0.15 0.15 0.15 0.15 0.15 0.15 0.15 Haldia Energy Ltd 0.11 0.11 0.11 0.11 0.11 0.11 0.11 0.11 0.11 0.11 0.11 0.11 Rawmet Commodities 0.10 0.11 0.12 0.12 0.12 0.12 0.12 0.12 0.12 0.12 0.12 0.12 Electro Steel Ltd/ Casting0.16 Ltd 0.16 0.18 0.18 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 Usha Martin Ltd* 0.08 0.08 0.08 0.08 0.08 0.08 0.08 0.08 0.08 0.08 0.08 0.08 CESC Ltd 0.07 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Indian Power Corpn (Haldia)0.00 Ltd 0.60 1.00 1.50 1.50 1.50 1.50 1.50 1.50 1.50 1.50 1.5 Sub Total 2.23 2.93 3.61 4.39 6.33 6.35 6.38 6.45 6.48 6.48 6.53 6.53 Others @ 10.26 CAGR 1.79 1.9737 2.1762 2.3994 2.6456 2.9170 3.2163 3.5463 3.9102 4.3114 4.7537 5.2414 Grand Total 4.02 4.90 5.79 6.79 8.98 9.27 9.60 10.00 10.39 10.79 11.28 11.77 Note: CAGR of 12.65 is derived from subtotal column for 12 years traffic.

2.5.3.3 Interaction with Coke Customers (in million tonnes)

COKE TRAFFIC PROJECTION BASED ON CUSTOMER INTERACTION

Customers (Cokes) 2016-17 2017-18 2018-19 2019-20 2020-21 2021-22 2022-23 2023-24 2024-25 25-26 26-27 27-28 Actual Neo Metaliks 0.084 0.085 0.085 0.085 0.085 0.085 0.085 0.085 0.085 0.085 0.085 0.085 Atbir Industries* 0.075 0.082 0.082 0.082 0.082 0.082 0.082 0.082 0.082 0.082 0.082 0.082 Reshmi Metaliks 0.037 0.037 0.038 0.040 0.050 0.050 0.050 0.050 0.050 0.050 0.050 0.050 Shyam Sel/ Ferro Alloys 0.036 0.036 0.036 0.040 0.040 0.040 0.040 0.040 0.040 0.040 0.040 0.040 Tata Metaliks Ltd 0.020 0.010 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 0.000 Sub Total 0.251 0.250 0.241 0.247 0.257 0.257 0.257 0.257 0.257 0.257 0.257 0.257 [email protected]% CAGR 0.240 0.241 0.241 0.242 0.242 0.243 0.243 0.244 0.244 0.245 0.245 0.246 Total 0.491 0.490 0.482 0.489 0.499 0.500 0.500 0.501 0.501 0.502 0.502 0.503

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

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

Customers (Coastal loading) 2016-17 2017-18 2018-19 2019-20 2020-21 2021-22 2022-23 2023-24 2024-25 25-26 26-27 27-28 Actual TNEB (SICAL) 1.820 1.940 2.060 2.180 2.300 2.420 2.540 2.660 2.780 2.900 3.000 3.000

2.5.3.5 Interaction with Customer using Trans-Loading Facility for NCC Import (NTPC): The Customer indicated that no further coal imports through trans-loading facility as per GoI directive to use domestic coal. Hence this volume has been considered as Nil for future projection.

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2.5.4 Final traffic projection based on average of “trend” and “customer indication” for coking coal, non-coking coal and cokes but Thermal Coal (loading) considered purely as per “customer indication”.

2.5.4.1 Total Coal Traffic Projection Based on Average of Trend and Customer Interaction for Coke, Coking Coal, Non Coking Coal and Exclusively on Customer Interaction for Thermal Coal Loading (TNEB) and GoI Policy on Coal Import i.e. Trans-loading Cargo (NTPC).

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

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

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

Coastal Coal (Loading):TNEB 1.82 1.94 2.06 2.18 2.30 2.42 2.54 2.66 2.78 2.90 3.00 3.00 Transloading Coal: NTPC 0.60 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Non Coking Coal (Import) 4.02 4.55 5.08 5.67 6.86 7.11 7.38 7.69 7.99 8.31 8.68 9.06 Coking Coal (Import) 5.52 5.89 6.03 6.27 6.37 6.56 6.66 6.73 6.80 6.88 6.95 7.03 Coke (Import) 0.49 0.52 0.55 0.59 0.63 0.68 0.73 0.79 0.85 0.92 1.00 1.09 All Cargo 12.45 12.90 13.72 14.71 16.16 16.77 17.31 17.87 18.42 19.01 19.63 20.18 All Import (All Cargo- TNEB) 10.63 10.96 11.66 12.53 13.86 14.35 14.77 15.21 15.64 16.11 16.63 17.18

2.6 Traffic Forecast for Other Major Dry Bulk Cargo

2.6.1 Apart from various types of coal cargo handled inside Dock, the other solid bulk cargo like Iron Ore, Manganese Ore, Lime Stone, Fertilizers, Containers etc are also handled inside Dock. The traffic trend of all solid bulk cargo is analyzed for last 12 years and future growth/ volume for each of the other solid bulk cargo is presented below.

2.6.1 Iron Ore and Manganese Ore Both Iron Ore and Manganese Ore are used in Iron & Steel manufacturing industry. Though there are significant number of industries in India including in West Bengal and Jharkhand, these industries have not been importing iron ore, but getting it from mines in Jharkhand, Orissa and Madhya Pradesh due to cost advantage. Export of iron ore has declined due to mining issue and increase of custom duty to 30% in Dec 2011. Due to this iron ore was even imported in 2015-16 by the industries to meet the raw material requirement for the production. This volume (whether

SETTING UP OF A REVERINE JETTY ( OUTER TERMINAL -1,) : RESTRUCTURED FEASIBILITY REPORT P a g e | 23 import or export) is not enough and not reliable one at Haldia Port over the long period of time for which traffic projection is made. The handling of this commodity at Haldia Port may not pick up even in future.

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

Iron Ore & Mangnese Ore (Million Tonnes) 12 10.07 CAGR 6 Years: (-) 15.66% 10 8.97 8.5 7.98 8 CAGR 12 Years: (-) 11.22% 8 6.62

6 5.04 3.92 4 2.97 3.11 2.12 2.15 2

0

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

2.6.2 Lime Stone Lime stone is mainly used by cement industry in large quantity. Other use is in road construction industry and steel & iron industry for removing impurity during steel production stage. Lime stone mines are available in India (Rajasthan and Gujarat) and therefore import is limited. The lime stone traffic at Haldia Docks during last 12 years is shown below-

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Lime Stone (Million Tonnes) 2.5 CAGR 12 Year 15.81% CAGR 5 Year 12% 1.96 2 1.52 1.29 1.39 1.5 1.23 1 0.64 0.75 0.62 0.39 0.45 0.5 0.5 0.5 0

CAGR during last 5 years is very high (12%), and also the volume in absolute term is also significant. Hence this commodity can also be considered as a supplementary cargo for coal and coke at OT-1.

2.6.3 Fertilisers and Fertiliser Raw Materials

The raw materials are rock phosphate and Sulphur used for fertiliser making. The commodities like DAP, MoP and Urea are finished fertilisers. The volume for this cargo is very less and very volatile as this depends upon many factors like quality of monsoon, govt subsidy etc. The fertiliser traffic has been taken from Admin Report of Haldia Docks.

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

Fertilisers & FRM (Million Tonnes) 1 0.81 0.8 CAGR 6 Year (-) 2.00% 0.64 0.52 0.53 0.6 0.47 0.33 0.4

0.2

0 2011-12 2012-13 2013-14 2014-15 2015-16 2016-17

The traffic growth is negative (CAGR minus 2%), and volume in absolute terms it is also less than one million tonnes.

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2.6.4 Other Solid Bulk Cargo (Cargo Mix)

There are about 30 commodities including liquid cargo under the head “Other Cargo” with a volume of about 3.5 to 5 million tonnes per annum as seen during last 12 years. The main commodities are containers, mill scale, silica gel, gypsum, clinker, dolomite, sugar, steel cargo, project cargo, salt etc. Thus each cargo under this category constitutes less than a lakh tonnes of cargo except containers, sugar, clinker, gypsum and iron & steel.

Containerized cargo is showing positive growth with about 1.36 lakh TEUs in 2016-17 which is likely to go up to 2 lakh TEUs in next two years and further to full capacity of 2.5 to 3 lakh TEUs per annum (with available 2 RMQCs each with capacity of 1.5 lakh TEUs subject to upgradation handling facilities in the container yard). However, containers cannot be handled at OT-1.

In view of above, none of the commodities under “Other solid bulk cargo” can be considered for handling at OT-1 except clinker and dolomite.

2.7 Summary – Cargo Estimates

 Based on the above details, it is estimated that the present volume of coal cargo (all types of coal including coke) is 10.63 million tonnes (FY 2016-17) is projected to go up to 17.18 million tonnes in the FY 2027-28.

 The major increase is in non-coking coal import (from 4.02 million tonnes in 2016-17 to 11.28 million tonnes in 2027-28). This is in-spite of the initiative by the Govt. of India to stop import by the PSUs and encourage domestic mining through CIL as well as by the private mine owners. The main reason for this is that the landing cost of imported coal is lower than domestic coal for same caloric value (GCV). Hence private players will continue to import. Apart from existing customers, some new importers, like Indian Power Corporation (Haldia) Pvt. Ltd will be importing non coking coal for their new Power Plant at Haldia through HDC resulting in nullification of decrease in coal volume on account of SAIL (through Dock berths) and NTPC through midstream discharge.

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 On coking coal side, the reason for growth in volume from 5.53 million tonnes in 2016-17 to 7.02 million tonnes in 2027-28 is due better quality availability from import compared to domestic one as opined by the customers.

 The GoI initiative to encourage use of domestic coal, will result in increased volume of coastal thermal coal (non-coking coal) loading for TNEB power plant which is shipped from HDC. This coal volume is projected to be close to double in next 10 years for which projection is made. This volume of coal (loading cargo) will not be handled at OT-1 but at exclusive mechanized berth (Berth No.4) inside Dock.

 Thus from present level of 10.63 million tonnes to 17.18 million tonnes in next 10 years provides additional coal cargo of about 5 million tonnes. This additional cargo cannot be handled at existing berths as they have capacity constraints due to various reasons, mainly because vessels pass through lock gate system.

 Apart from Coal cargo, Lime Stone has been identified as another dry bulk cargo with potential growth. The volume is expected to grow from present level of 1.96 million tonnes to 3.45 million tonnes in next five years there-after it will likely to get saturated unless new industries are commissioned in the hinterland surrounding Haldia Port. From this about 1.5 million tonnes of lime stone can be considered for OT-1.

 Thus the total additional dry bulk cargo (coal and lime stone) is estimated to be 6.5 million tonnes (5 million tonnes coal + 1.5 million tonnes lime stone) in next 10 years. This cargo can be handled efficiently and effectively by creating additional facility (berth, unloading equipment, stock yard and matching dispatch facilities by rail and road).

 Apart from handling coal and lime stone, the terminal at OT 1 has flexibility to handle any other compatible dry bulk cargo such as iron ore/manganese ore/dolomite/clinker to enhance the utilization of this berth, especially when the projected traffic in coal/coke/limestone do not materialise in future.

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SECTION 3 PLANNING PARAMETERS

3.1 Traffic to be Handled

As indicated in Section 2, the traffic projection for non-coking coal, coking coal and coke (all imports) has been presented in the Table 3.1 hereunder.

Table 3.1

FINAL PROJECTION BASED ON AVERAGE OF TREND AND CUSTOMER INTERACTION (in million tonnes) Types of coal 2016-17 2017-18 2018-19 2019-20 2020-21 2021-22 2022-23 2023-24 2024-25 2025-26 2026-27 2027-28

Thermal coal for TNEB (coastal exp) 1.82 1.94 2.06 2.18 2.30 2.42 2.54 2.66 2.78 2.90 3.00 3.00 NTPC Transloading coal 0.60 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Non-coking coal (imports) 4.02 4.55 5.08 5.67 6.86 7.11 7.38 7.69 7.99 8.31 8.68 9.06 Coking coal (imports) 5.50 5.89 6.03 6.27 6.37 6.56 6.66 6.73 6.80 6.88 6.95 7.03 Coke (imports) 0.49 0.52 0.55 0.59 0.63 0.68 0.73 0.79 0.85 0.92 1.00 1.09

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

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

As a summary, the projections are as follows:

o 2017 - 18 10.96 million tonnes o 2021 – 22 14.35 million tonnes o 2022 - 23 14.77 million tonnes o 2026 - 27 16.63 million tonnes o 2027 - 28 17.18 million tonnes

Among the existing berths inside the dock basin, Berths 6 & 7 are handling edible oil and chemicals. Berths 10 & 11 handle containers. All the other berths handle coals and coke, other dry bulk and some liquid cargo also. Even among these, the primarily coal & coke handling berths are Berths 2,4,4A,4B and 8. The performance of these berths during the past two years, viz. 2016-17 and 2015- 16 are presented in the following Tables 3.2 and 3.3

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TABLE 3.2

COMMODITY-WISE & BERTH-WISE TRAFFIC HANDLED DURING FINAL YEAR 2016-17 COMMODITY B/2 B/3 B/4 B/4A B/4B B/5 B/8 B/9 B/12 B/13 TOTAL

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

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

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

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

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

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

Usable Capacity 40,00,000 15,00,000 30,00,000 30,00,000 40,00,000 10,00,000 40,00,000 10,00,000 15,00,000 35,00,000 265,00,000 - Spare capacity available 4,58,011 3,94,200 9,31,528 3,14,828 3,92,895 1,48,812 7,51,103 4,55,804 54,409 18,86,760 57,88,350 (*) Usable capacity as re-assessed by the Traffic Deptt. of HDC taking into account the extra time a ship has to spend at the berth waiting for the appropriate tide

Table 3.3

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

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

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

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

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

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

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

Usable Capacity 4,000,000 1,500,000 3,000,000 3,000,000 4,000,000 1,000,000 4,000,000 1,000,000 1,500,000 3,500,000 26,500,000 Among these berths, Berth 4, which is fully mechanised, is equipped to load coal vessels and is used for coastal export of thermal coal to TNEB. It cannot handle bulk imports. All the other berths can handle imports of coal and coke. However, it could be seen that the major share of coal and coke imports have been handled at Berths 2, 4A, 4B and 8. The usable capacity of these four berths works out to 15 million tonnes per annum.

It could be noted from the earlier tables that there has been a marginal decrease in the coals & coke traffic from 2015-16 to 2016-17. But there has been a significant increase in the traffic of other dry bulk cargo such as limestone and clinker. The port has indicated that in the current year, during 1st quarter, the volume of imported coal is around 2.5 million tonnes while the volume of other Dry Bulk Cargo (both import and export) is around 2.4 million tonnes. Thus, while the volume of imported coal is either gradually decreasing or remaining almost stagnant, the volume of other Dry Bulk Cargo

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(both import and export) are substantially increasing. According to the port, going by the current trend, it is expected that during 2017-18 around 9.5 million tonnes of other Dry Bulk Cargo will be handled at HDC. Considering 10% CAGR, around 14 million tonnes of other Dry Bulk Cargo will be required to be handled at HDC during 2021-22. Thus, during 2021-22, altogether, 28.35 million tonnes of imported coal and other Dry Bulk Cargo (both import and export) will be required to be handled at HDC. By 2027-28 this will increase to about 42 million tonnes if the same CAGR is maintained for other dry bulk cargo. Will increase to about 42 million tonnes if the same CAGR is maintained for other dry bulk cargo.

As could be seen from the earlier tables, the total usable capacity of these berths work out to 23.50 million tonnes.

The port is currently constructing a floating jetty for handling barges which will bring coal from Sagar Roads handled through trans loader and transhipment operations. The assessed capacity of this jetty is around 2.5 MTPA. This facility is expected to be completed and commissioned by the end of this year. The floating cranes for transloading operations are also expected to be in place by the end of the year after the SW monsoon as they have to be towed from the west coast.

Thus the combined capacity of the dock basin berths and this floating jetty will be about 26.00 MTPA leaving a gap of 2.35 MTPA by 2021-22 and 16 MTPA by 2027-28.

It is expected that the OT 1 revised project will be commissioned by 2021-22 or latest by 2022-23. It could be seen that by that time the expected traffic will be around 2.0 to 2.5 MTPA to start with and gradually reaching the optimum capacity of 5.0 MTPA during the next 5 years.

As decided earlier, it is proposed to develop OT 1 as a fully mechanised berth with a dedicated stockyard with equipment for receipt and dispatch both by road and rail. Such a system can handle only the import of coal. However, considering the uncertainties in the coal traffic, it is recommended that the facilities could have a flexibility to handle suitable other dry bulk cargo, which though not compatible with coal, could still be handled with certain provisions for cleaning the conveyors and the stockpiles. One of such commodity could be limestone whose traffic has been generally on the rise as indicated in Section 2.

In this context, it may be noted that due to demand from the trade, HDC has made provisions for handling edible oil and HOJ 3 as its present occupancy level is low. However, when the traffic in POL products and LPG picks up, this berth will also get congested. Since the present OT 1 berth is

SETTING UP OF A REVERINE JETTY ( OUTER TERMINAL -1,) : RESTRUCTURED FEASIBILITY REPORT P a g e | 30 adjacent to HOJ 3, it is recommended that suitable provisions may be made to facilitate handling of edible oils also as this will not need any extensive structural arrangements as this will need only a pipeline to be laid with a manifold with the ship-shore transfer effected through flexible hoses. This will supplement the coal traffic during the initial stages so that the berth is optimally utilised.

3.2 Vessel and Parcel Sizes

For deciding the design parameters of the ships, the details of vessels carrying different types of coal/coke (excluding thermal coal) that called at the berths 2, 4A, 4B and 8 only have been considered as they handle the major share of the traffic. The total volume handled as well as the number of vessel calls relate only to these four berths. And these are presented hereunder in the Tables 3.4 .

TABLE 3.4

DETAILS OF VESSELS CARRYING COAL 2016 - 17 Type of Coal Coking Coal Non coking coal

Total volume handled in million Te 5.47 3.95

Number of ship calls 196 163

Maximum 90,625 84,488 Deadweight Tonnage - DWT Minimum 12,477 28,671 Average 74,194 68,944

Maximum 229 237 Length Overall in metres Minimum 134 170 Average 235 213

Maximum 36,672 33,000 Parcel Size in Tonnes Minimum 6,564 5,500 Average 27,929 24,224

Maximum 30,386 35,054 Productivity in Tonnes / day Minimum 10,696 12,794 Average 19,126 22,829

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2015- 16 Type of Coal Coking Coal Non coking coal

Total volume handled in million Te 5.32 3.39

Number of ship calls 201 145

Maximum 84,488 83,685 Deadweight Tonnage - DWT Minimum 3,572 6,759 Average 72,367 62,775

Maximum 235 229 Length Overall in metres Minimum 95 104 Average 217 204

Maximum 34,940 32,674 Parcel Size in Tonnes Minimum 4,240 2,505 Average 26,462 23,410

Maximum 33,814 32,062 Productivity in Tonnes / day Minimum 4,860 2,813 Average 16,981 17,116

It has been noticed that about 10% of the total vessel calls have brought in parcels of more than 30,000 Te. The variation of parcel size with the sailing draft is brought out in the following table:

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Sailing Draft NAME OF VESSEL DWT Parcel size Full Draft Aft Fwd LUMINOUS HALO (HAL11301937) 56,018 42,924 12.58 7.40 7.40 KM SYDNEY (HAL11400180) 80,638 30,634 14.41 7.48 7.48 MYRTO (HAL11400214) 82,131 30,834 14.43 7.53 7.53 SUNRISE SERENITY (HAL11400277) 76,544 30,351 14.10 7.52 7.52 VISHVA CHETNA (HAL11400349) 81,734 31,899 14.50 7.90 7.85 VISHVA UDAY (HAL11400358) 82,000 31,790 14.20 7.90 7.90 STELLA DAWN (HAL11400373) 81,700 30,807 14.40 7.80 7.80 SAITA I (HAL11400593) 81,922 30,738 7.50 7.50 AENEAS (HAL11400610) 81,586 30,455 7.60 7.60 VISHVA ANAND (HAL11400725) 80,655 30,050 14.50 7.70 7.70 YASA FORTUNE (HAL11400680) 82,849 32,128 14.43 7.50 7.50 MARIA (HAL11400722) 76,015 32,846 8.00 8.00 IRON FUZEYYA (HAL11400776) 82,209 30,097 7.40 7.40 MAIA (HAL11400804) 82,193 31,925 7.50 7.50 BRIGHT WIND (HAL11400812) 82,119 34,123 8.10 8.10 OMIROS L (HAL11400863) 81,450 31,283 7.68 7.68 CAPTAIN ANTONIS (HAL11400864) 82,177 30,285 7.37 7.33 KONSTANTINOS II (HAL11400906) 81,697 30,959 7.80 7.80 PRABHU MOHINI (HAL11400927) 81,168 31,515 14.52 7.85 7.80 AGIA VALENTINI (HAL11400995) 80,388 31,721 7.75 7.64 GOLDEN KIJI (HAL11401115) 76,596 30,600 7.50 7.50 ASIA GRAECA (HAL11401123) 73,902 30,273 13.94 7.70 7.70 SRI PREM VEENA (HAL11401276) 82,792 30,752 14.40 7.40 7.30 LADY GIOVI (HAL11401553) 81,791 30,801 14.38 7.59 7.42 DA TONG (HAL11401554) 81,104 30,094 14.00 7.80 7.80 TIANJIN PIONEER (HAL11401677) 75,744 30,354 13.99 7.50 7.53 DONGHAE STAR (HAL11401696) 82,861 31,244 14.80 7.60 7.60 TRANS OCEANIC (HAL11301955) 58,186 40,650 12.83 6.60 6.60 ANNI SELMER (HAL11400003) 56,000 38,765 12.55 6.20 6.20 AZUR (HAL11401307) 76,500 32,000 7.53 7.48 MARIELENA (HAL11401349) 81,354 30,092 7.40 7.40 CHENNAI SELVAM (HAL11401486) 52,489 46,304 12.02 7.18 7.18 ULTRA LION (HAL11401772) 81,588 31,453 7.60 7.60 Taking all these into considerations, the design vessel size is taken as Panamax bulk carrier of the following dimensions:

DWT 83,000 ; LOA 240 M; Beam 45 M ; Loaded draft: 14.5 M; Parcel size 35,000 Te for 7.5 M draft at Haldia for structural design. However, taking into consideration the average parcel sizes over the past couple of years, the capacities of the berth as well as the stockyard will be worked out taking a parcel size of 24,000 tonnes only.

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3.3 Siting of the Berth

KoPT had entrusted Central Water & Power Research Station (CWPRS), Pune to carry out requisite model studies and suggest a suitable location and alignment for the proposed jetty upstream of the existing 3rd Oil Jetty. CWPRS, in their Technical Report No. 4375 of September 2006 had suggested the following:

 The jetty will have length of 308 m and width of 40 m. The location of the jetty will be 50 m upstream of the northern mooring dolphin of the existing 3rd Oil Jetty.

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

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

The draft report submitted by CES during January, 2009 was discussed by HDC in a meeting on 1st August, 2009 and the following modifications were made on the layout.

 The jetty length was reduced to 270 m to accommodate one panamax vessel or two smaller vessels of 110 m length. The width of 40 m was retained.

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

 The location of the jetty was revised to 30 m from the mooring dolphin MD4 of the 3rd Oil Jetty and was aligned along the line joining MD3 and MD4 making an angle of 630 east of north. This 30 m clearance from 3rd Oil Jetty had been approved by the Chief Controller of Explosives, Nagpur.

3.4 Locating the Stockyard

Ideally the stockyard should be located as close to the berthing structure as possible to ensure efficiency of operation. On examination it is noted that the backup land behind 3rd Oil Jetty as well as behind the proposed location of the Outer Terminal I accommodates 3 plots leased to the Navy having areas of 4.05; 4.62; 14.16 hectares respectively and a plot leased to Govt. of West Bengal (housing Haldia Bhavan). It is understood that KoPT had requested Indian Navy to relinquish the land concerned and in exchange KoPT would provide them with an equivalent extent of land at an alternative location. This proposal is understood to be awaiting the approval of the Ministry of Defense for more than a year. However, there is an uncertainty about the actual timing of the release

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This alternate location was discussed in detail between IPA & HDC and the location was finalised without affecting Haldia Bhavan and also avoiding certain areas with encroachments. This location is west of Tata Yard. The advantage of this option is that the stockyard can be expanded in a linear fashion and the railway yard will be close to the stockyard. However the disadvantage is that it will be at quite some distance from the berth and an overhead covered conveyor has to be laid from the berth to stockyard and the conveyor orientation will require it passing close to the present dock basin and at the edge of the Navy Land. The layout and location of this option are presented in the following Figure 3.1.

FIGURE 3.1 – STACKYARD WEST OF TATA YARD

These locations have been superimposed on satellite picture to show the relative locations of salient other physical structures. These are presented in the following Figure 3.2.

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figure 3.2 – Satellite picture of proposed stockyard location

As regards the railway yard, after reviewing the proposed alignment of the Ranichak ROB, it has been decided to connect the wagon loading yard by a rail link that would take off from the existing rail link to TMILL siding after the GC Berth road crossing. The arrangement of railway system will be more or less identical in both the options. The proposed site of the rake loading yard comprising wagon loading silo, an engine escape line and a brake van holding line is proposed to be connected to this single line. The main line is long enough to accommodate the full rake with the silo at the centre so that the rake can be moved forward while being loaded. Incidentally, the next siding could also be used for taking in another rake in case of bunching of trains.

The general arrangement of the railway siding with the take off point is shown in the following Figure 3.3

Figure 3.3 : Layout of railway yard

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3.5 Handling System

The material handling system has been designed as ship-shore transfer through Harbour Mobile Cranes and berth-yard transfer through a conveyor system and handling at yard through stackers and reclaimers to avoid pollution to the environment.

3.6 Handling Rates

3.6.1 Ship - Shore Transfer

Considering the capital cost, operational flexibility and proven performance, it is proposed to equip the berths with two mobile harbour cranes with grab attachment. Each of the cranes will have a rated capacity of 1000 TPH. The total rated capacity will be 2000 TPH

It has to be noted that the ship comes to HDC not fully loaded but partially loaded, having discharged the top portion of the hatches at another deep draught port. Hence the quantity of coal available for the cream bite of the grab will be limited. As the hatch gets emptied, the remaining coal is to be heaped at one place by a baby dozer which is lowered into the hatch. The baby dozer moves around shifting the scattered coal into a heap sufficient for the grab to bite into and lift. This takes time and the grab content is largely reduced as compared to a cream bite.

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

Figure 3.4 – Baby dozer heaping the scattered coal

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Figure 3.5 – Baby dozer facilitating grab bite

Figure 3.6 – Baby dozer & grab working in tandem

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When a fully loaded ship is being discharged, for getting the average productivity the initial grab bite at the top of hatch with full grab content and less lifting height is taken as also the above mentioned process of clearing the last portion of the hatch. Thus the average is reasonably high. But when considering a partially loaded ship, the initial lift is itself more because the hatch content is already reduced. For clearing the last portion, the lifting height is more and the grab content is also less. All these cumulatively reduce the average productivity.

As can be seen from Table 3.4, the average productivity for coking coal and non-coking coal has been 19,126 TPD & 22,829 TPD for 2016-17 and 16,981 TPD & 17,116 TPD for 2015-16 giving an overall average of 19,013 TPD.

Hence, taking into consideration all the aforesaid issues, it is recommended an average productivity of 20,000 TPD could be considered.

3.6.2 Berth - Stockyard Transfer

Keeping in mind the level of pollution that could be created by fleet of dumpers shuttling between the berth and the stockyard, it has been proposed to have a conveyor system with mobile hoppers placed on the deck to transfer the material from the berth to the stockyard. The conveyor will have a matching rated capacity of 2000 TPH.

3.6.3 Stockyard Evacuation

It is proposed that about 4 MTPA will be evacuated by rail and 1 MTPA will be evacuated through road.. Thus on an average daily about 4 rakes per day and about 200 truck movements (15Te trucks) will move out of the yard. This gives an evacuation rate of 15,000 TPD.

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3.7 Optimum Capacity of Stockyard (as per TAMP Guidelines)

For a coal terminal TAMP guide line stipulates that the optimum yard capacity is 70% of maximum coal that could pass through the yard and is derived from the following formula.

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

where A = is the stockpile area in sq.m Q = Quantity that could be stacked per sq.m T = Turnover ratio of the plot in a year

 Total area of stockpiles = 15 x 100 x 50 = 75,000 m2  Quantity that could be stacked per m2 = 5.2 Te  Dwell time = 0.7 x 75,000 x 5.2 / 15,000 = 18.2 days  Plot turn over ratio in a year = 20  Yard capacity (0.7 x 75.000 x 5.2 x 20) = 5.46 MTPA

3.8 Optimum Capacity of Berth (as per TAMP Guidelines)

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

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

Optimal capacity

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

100 100 100

S1 - Percentage share of capacity of Cargo type 1

P1 - Handling rate of the vessel carrying Cargo type 1

S2 - Percentage share of capacity of Cargo type 2

P2 - Handling rate of the vessel carrying Cargo type 2

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S1, P1, S2, P2 and so on depending on the number of different types of Cargo to be handled at the berth of the particular port.In the present proposal, the share of Panamax vessels and Handymax vessels are considered as 70% and 30% respectively based on the current trend.

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

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

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

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SECTION 4 SITE INFORMATION

[A] Environmental Data

4.1 Rainfall Data

This region is mainly exposed to southwest monsoon from June to September and an average monthly rainfall of over 250mm is experienced (July and August are the wettest months having monthly rainfall as high as 400mm). During northwest monsoon from November to February, monthly average rainfall of less than 50mm is experienced. The average annual rainfall is around 1500mm and the average number of rainy days in a year with rainfall of 25mm or more is about 20.

4.2 Temperature

At Haldia, there is a seasonal variation in the temperature. April and May are hotter month, whereas December and January are colder months. The highest temperature so far recorded is 44.90 C during the month of May in 1975 and the lowest temperature is 6.90 C recorded during the month of December 1975. Design range of effective temperature is ± 250 C

4.3 Visibility It is learnt that visibility at Haldia is better compared to that at Kolkata, as the area is free from industrial smoke. At times due to heavy rainfall poor visibility is reported during the southwest monsoon. On an average, fog is reported on 5-7 days in each month from November to February during mornings.

4.4 Wind

For the purpose of design of the berth, wind loads have been considered with the following wind velocities.

Basic wind speed = 50m/sec Wind speed in operating condition = 24m/sec

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4.5 Earthquake Seismic loads are estimated according to modified clause for the interim measures for seismic provisions clause 222 of IRC:6-2000. Horizontal seismic forces to be resisted shall be computed as follows:

 Feq = A n x (Dead Load ± Appropriate Live Load)  A n = {(Z / 2) x (Sa / g)} / (R / I)  Horizontal Seismic Co-efficient = 0.18  Z = Zone Factor = 0.24 (Table 5)  Sa / g = Average response acceleration coefficient = 2.50  R = Response Reduction Factor = 2.50  I = Importance Factor = 1.50

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

 Highest High Water (HHW) : (+) 7.26 m CD  Mean High Water Spring (MHWS) : (+) 5.70 m CD  Mean High Water (MHW) : (+) 5.01 m CD  Mean High Water Neaps (MHWN) : (+) 4.26 m CD  Local Mean Water Level (LMWL) : (+) 3.23 m CD  Mean Low Water Neaps (MLWN) : (+) 2.10 m CD  Mean Low Water (MLW) : (+) 1.34 m CD  Mean Low Water Springs (MLWS) : (+) 0.80 m CD  Lowest Low Water (LLW) : (-) 0.07 m CD

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[B] Geo-Technical Information

4.7 Offshore

Geotechnical data for the berth structure is based on the sub-soil investigation report available with the port which was earlier issued to the consultant. The generalised soil profile from this report is presented hereunder.

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4.8 Onshore

Five numbers of boreholes were carried out by the earlier consultant in the back up area to ascertain the sub-soil characteristics. The location of the boreholes are shown in the figure given herunder. The summary of the soil profile of the aforesaid boreholes are presented in the subsequent table as also the details of layers and strength parameters.

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From these tables, it is seen that the initial 7 m deposit is grey clayey silt/ silty clay with traces of mica of N value of about 5. This is followed by about 8 m deposit of greyey silty sand / fine sand with traces of mica with N value varying from 14 to 36. Thereafter, about 15 m is dark grey silty clay of N value varying from 4 to 12. The strata after that upto RL (-) 33 m is grey fine sand of N value 50.

These are only for guidance and general information. For detailed engineering, site specific investigations have to be carried out.

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SECTION 5 BERTHING FACILITIES

5.1 Setting of the Berth

As indicated in the Section 3 – Planning Parameters, the berth will be located 30 m from the mooring dolphin MD 4 of the 3rd Oil Jetty and will be aligned along the line joining MD 3 and MD 4 making an angle of 630 east of north. This 30 m clearance from the 3rd Oil Jetty has also the approval of the Chief Controller of Explosives, Nagpur.

5.2 Length of Berth

The design vessel size is taken as Panamax bulk carrier of the following dimensions:

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

Considering the overall length of the design vessel, ie. 240m and allowing 20m on either side for mooring, the length of berth works out to 280 m.

5.3 Width of the Berth

The width of the berth is reduced to 25 m from the earlier 40 m since there will be only operation of the Harbour Mobile Cranes with hopper and conveyors. There will not be any movement of dumpers or trucks for movement of cargo.

5.4 Deck Elevation

The deck elevation is kept at + 8.75 m (CD)

5.5 Water Depth at the Berth

Considering the loaded draft of 7.5 m for the panamax carriers at Haldia, a water depth of 8.25 m will be required allowing an under-keel clearance of 0.75 m. Even though the design draft is considered as 7.5 m, it is seen from the Table given in Section 3 – Planning parameters pertaining to the variation in parcel sizes with the draft, that occasionally the ships berth will draft greater than 7.5 m and upto 8.0 m, it is recommended that the maneuvering and berthing area in front of the berth shall be dredged to 8.75 m below CD to facilitate ships to be at the berth with full load even during low tides.

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5.6 Berth Structure

The structure of the berths is proposed to be in the form of open piled jetty. There are 4 rows of piles. The pile bents are at a spacing of 5.5m c/c along the length and 7.5 m c/c across the berth. The piles are concrete bored cast-in-situ. The first two rows of piles are sized at 1400 mm diameter while the third and fourth rows of piles are sized at 1300 mm. and 1200 mm respectively. These piles are founded at (-) 45 m CD. The cross section of the berth showing the general arrangements proposed on the deck is shown in the figure hereunder.

Cross section of berth structure

5.7 Approach to the Berth

The approach to the berth will be through an approach trestle from the river bank and reaching the northeastern end of the berth. The trestle will follow the alignment of the conveyor from the berth to the stockyard. Moreover, this alignment will facilitate the movement of the harbour mobile cranes from the shore to the berth with less maneuverability. The approach trestle will be 18m wide which

SETTING UP OF A REVERINE JETTY ( OUTER TERMINAL -1,) : RESTRUCTURED FEASIBILITY REPORT P a g e | 49 will accommodate the conveyor as well as a roadway. The length of the approach trestle will be 120 m. These alignment and length are shown in the following figure.

Alignment & Length of Approach Trestle

The trestle substructure will be of bored cast-in-situ concrete piles. The piles will be of 1000 mm diameter and will be founded at (-) 30 m CD. There will be four piles across and in the longitudinal direction, the pile bents will be spaced at 9 m centres. The cross section of the approach trestle is shown in the figure hereunder.

Cross section of approach trestle

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SECTION 6 STOCKYARD, STACKING & EVACUATION

6.1 General

The stockyard in a bulk unloading port is required for transit storage of bulk materials before evacuation for end user. The proposed facility in OT1 is planned for importing, transit storage and evacuation of coal (and its variants) and other dry bulk import cargoes. The volume and the number of stock piles should be commensurate with the grades of these materials handled, their throughput requirements for each grade and type of material, the rate of stacking, the rate of evacuation, vessel parcel size etc.,

The required volumetric capacity of stack yard will depend on the bulk density and the angle of repose, the length, width and height of stock pile. If the height and width of stock pile are restricted, then the length has to be increased to maintain the same capacity. However, it is not always prudent to have a lengthy stack yard as that will entail too frequent travel of yard machines over long distances. The width of stockyard has to be limited as too wide a stack will demand a long boom length for the yard machines which will increase their size and hence the costs much more than such arithmetic increase. The best way to optimise the capacity of a stack yard, therefore, is to optimise the height and width. The three aspects that impose limitation in stack height are

Load bearing capacity of the soil: This can be overcome by soil improvement methods.

Limitation due to angle of Repose: With increase in height of stockpile, the repose angle will increase and if increased beyond specified angle, it will cause sliding of material and will form a natural slope on its own. Thus due to the limitation imposed by the angle of repose, the increase in capacity of a stockpile will not be directly proportional to increase in height.

Pollution and Combustion due to Auto ignition: Coal has the property of combustion due to auto ignition on account of burden of coal due to high stacking. This is more pronounced if the coal stays in the stockyard for too long. Also too much increase in stock pile height in an open stack yard may cause pollution due to windage.

The problems on account of points 2 and 3 above can be pronounced during hot and dry summer months. To limit the problem of auto ignition in case of coal and to contain pollution of dry bulk cargoes due to windage and optimise on the cost of improving soil for increasing the load bearing capacity of stockyard area, it is proposed to limit the height of coal stack yard to an optimal height of

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10 meters. On a similar analysis the width of stock pile is planned is optimised to be 50 m. In the case of limestone since its bulk density is 1.3 (as against 0.8 for coal) it is proposed to limit the stock pile height to 6 metres and achieve the same capacity in terms of weight of material stacked. Similarly, the height of stacking of other bulk cargoes will be commensurate with their bulk density.

It is proposed to plan for layout of stockyard with three parallel rows of stacks. The three rows will consist of two outer rows of stock piles for which there will be access for one of the two stacker cum reclaimers, while the central row of stack yard will have access by both the machines. Since the stack yard planned is open to elements, an effective pollution control by way of yard sprinkling system and firefighting measures are planned.

6.2 Stockyard Capacity Assessment

The capacity of stack yard planned depends on the annual throughput requirements, number of grades of materials, number of users, maximum vessel parcel size and rate of evacuation. The above factors are stochastic and thus have no deterministic solution. In the section on Planning Parameters, the turnover ratio of stack yard per annum is taken as 20. This will work out to an average dwell time of 18.2 days in the transit stack yard. Thus the stockyard capacity will be 5 % of annual throughput.

6.3 Coal Stockyard Planning Based on the capacity considerations as detailed above, the planning of stockyard is tabulated as below in Table 6.1

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TABLE 6.1 - STACKYARD PLANNING Sl No Description Value 1 Annual Traffic 5.0 million tonnes 2 Norm for storage proposed 5 % as a Percentage of Annual Throughput 3 Capacity of stock pile required as per norm 2,50,000 Te 4 Density of coal /Limestone 0.8 /1.3 Te/m3 5 Angle of Repose 37⁰ 6 Height of stock pile 10 m for coal and 6 m for limestone and other cargoes 7 Width of stock pile at the bottom 50 m 8 Width of stock pile at the top for coal 23.50 m 9 Length of each stack proposed 100 m 9 Length of the same stockpile at the top for coal 73.50 m 10 Volume of prismoid of each pile 32,442 m3 11 Quantity stacked per pile having a length of 100 25,954 Te m at the bottom, a width of 50 m, a height of ≈ 26,000 Te 10m for coal and/or a height of 6 m for limestone and with both with an angle of repose of 37⁰ 12 Number of piles proposed 15 13 Total Length of stock pile proposed 1500 m 14 No of Rows of stock piles proposed 3 15 No of stock piles proposed in each row with 5 each stock pile of 100 m length 16 Total No of stock piles proposed 15 18 Capacity of stock pile planned 3,90,000 Tonnes

The above arrangement of stockyard also takes into account the number of users to be catered to as understood from HDC authorities. The capacity of stock pile planned therefore works out to 7.8 % of annual throughput planned.

It may be specifically noted that the stack yard planning is done for coal and other dry bulk cargoes and the overall capacity of stack yard will remain the same irrespective of the whether it is coal or limestone or any other dry bulk cargo which is on account of different bulk densities and corresponding stack heights. In the case of coal which has a bulk density of 0.8, the stock pile height will be 10 m and in the case of limestone which has a bulk density of 1.3, the stock pile height will be limited to 6 m.

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It may be further noted that the stack yard capacity planned takes into consideration multiple cargoes like coal and other dry bulk. The coal consists of many variants like coking coal, thermal coal of different grades and multiple importers. The basket of other dry bulk consists of a range of cargoes like Limestone, iron ore, manganese ore, clinker and dolomite.

6.4 Locating the Stockyard

It has been proposed to locate the stockyard in the open space west of the existing Tata yard beyond Navy land. The reasons thereof have been already brought out in Section 3 – Planning Parameters.

It is a virgin land immediately adjoining port boundary wall which is presently somewhat low lying area and would require improvement by landfill and consolidation. The location of the land area for siting the preferred option is shown in the following Figure 6.1

Figure 6.1: OPEN AREA OUTSIDE THE COMPOUND WALL

6.5 Stack Yard Layout

The stockyard will be rectangular of overall size 750 m x 240 m which includes a 20 m width provided all around for green belt, provision of wind barrier etc. There will be 15 stockpiles each of size 100 m x 50 m in a layout of 3 rows. There will be two tracks for stackers cum reclaimers each of 16 m width running in between the rows of stacks. There will be a 5 m wide service road running all around the yard for movement of cranes, lorries etc., for maintenance requirements.

The layout of stack yard planned is depicted in the Figure 6.2 hereunder.

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Figure 6.2: LAYOUT OF STACK YARD

It can be noticed that while the total area earmarked for the entire stack yard is 750 M x 240 M, the same is laid out with stock piles in three rows with two yard conveyors in between on which stacker cum reclaimers are installed. Each row of stack yard consists of 5 stock piles with each stock pile having a length of 100 m and a width of 50 m (at the bottom). Each stock pile is separated from next by a gap of 10 m to avoid admixture. Thus after accounting for 540 m of length for actual stacking, 170 m (85 m on either side length-wise) required for accommodating the drive/transfer house and for the transition of conveyor from stack yard to the transfer house area which are essentially operational requirements.

From the layout drawing it may also be noticed that out of the total 15 stock piles, 13 stock piles are suggested for coal (and its variants) and 2 stock piles for other dry bulk cargoes. The two stock piles for other dry bulk are proposed to be located in the central row of stack yard to facilitate that it is accessible by both the stacker cum reclaimers. This arrangement is based on the present understanding of traffic forecast and in future it can vary depending upon the change in composition of cargoes from time to time.

Each of the 15 stock piles have a length of 100 m and a width of 50 m. In the case of coal stock piles, the height is optimised as 10 m and for Limestone it will be 6 meters. The stock pile height other dry bulks will vary commensurate with their densities, but their height is not expected to more than 10 m in any case as all other compatible dry bulks have densities more than coal. Thus for planning purposes all the stock piles will have a stacking capacity of 26,000 tonnes each. Since two dedicated stock pile are initially planned for other dry bulk cargoes, these particular stock pile areas are proposed to be laid with concrete paving stones. The purpose of such concrete paving stacking area for other dry bulk is planned for the following reasons.

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The basket of other dry bulks is expected to contain many and varied cargoes like limestone, gypsum, dolomite, clinker etc and each of these cannot be allowed to get mixed with others and their annual throughput volumes may be comparatively small, once such temporary usage ceases, the area shall be thoroughly cleared of previously stacked cargo for which a concreted surface facilitates perfect cleaning.

Concrete paving further facilitates that other dry bulk cargoes (some which are expensive cargoes) does not get embedded in the ground and permanently lost or get contaminated.

In view of this the cost estimate provides for cost of paving twos stock pile areas.

6.6 Evacuation

The coal and other dry bulk from stockyard will be evacuated through both rail and road. The evacuation by railway mode is planned to the extent of about 80% of the throughput i.e. 4.0 Million tonnes and the remaining 20% i.e. 1.0 Million tonnes will be planned for evacuation by road through dumpers. The mechanized evacuation facilities by rail and road are planned on the basis of these parameters.

6.6.1 Evacuation by Rail

For speedy evacuation of coal and limestone by rail there are two types of proven systems. The first and the older one is by means of a mobile wagon loader in which wagons are stationary and the loader will be mobile. In the second system which is called rapid wagon loading system or in-motion wagon loading system, the loading of coal/limestone into open wagons is effected by means of flood loading of bulk material from a stationary silo as wagons are in motion. In this project it is planned for a rapid wagon loading system as it will ensure faster evacuation between the two. Presently the permit a loading time of 5 hours for mechanized wagon loading of bulk materials. It is widely expected that the Indian railways are planning for a turnaround time of 3 hours instead of the present 5 hours, which is not possible with a mobile wagon loader. On the other hand, the in-motion wagon loading system can load a rake in about 1.5 hours at the maximum, leaving adequate time for peripheral activities required for pre and post loading such as placement of empty rake, and marshalling of loaded rake from and to the exchange yard.

6.6.2 Evacuation by Road

As indicated above, a part of evacuation to the extent of 20% of annual throughput will be by road. For this purpose, the coal/limestone have to be loaded into dumpers for which there are two possible

SETTING UP OF A REVERINE JETTY ( OUTER TERMINAL -1,) : RESTRUCTURED FEASIBILITY REPORT P a g e | 56 systems viz., the traditional system loading dumpers by means of front end loaders and the second by loading through a lorry loading silo.

The first is a semi mechanized method and would require deployment of multiple number of front end loaders. In this method, the empty dumpers have to be pass through a weigh bridge inside the port area and thereafter they are positioned at the respective stock pile. The required material is then picked by front end loaders and loaded into dumpers. The dumpers thereafter pass through a weighbridge for weighment of actual loaded quantity before it leaves the port area. This system has the following shortcomings.

The bulk material is loaded from the stock piles through the access roads provided on the outer periphery of the stack yard. In the proposed layout the middle row of stock piles cannot be accessed by dumpers. The movement of dumpers and front end loaders on the service roads of the stack yard will result in dust pollution which is not environmentally acceptable. In fact, one of the reasons for mechanization of bulk material handling systems in ports is to contain pollution and one of the causes of pollution in the port area is movement of dumpers. Further, in the process of loading bulk material with front end loaders into dumpers, it will often result in either overloading or under loading, as loading is based on the judgement of the operator of the front end loader. This judgement can go wrong due to varying bulk densities of different material and their moisture content.

The second and more acceptable method is by loading dumpers through a lorry loading silo. In this, the coal/limestone of required grade is initially loaded into a lorry loading silo by means of a conveyor and the material is then loaded into dumpers by gravity through a pre-weigh bin and flap gate arrangement.

6.7 Railway Yard

For evacuation, the planned annual throughput of about 4 MTPA through in-motion wagon loading system, a railway yard is proposed around the wagon loading silo. For this purpose, it is proposed to have a railway lines containing a loading line and one loop line having the double Clear Available Length (CAL) for holding two full rakes parallel to loading line, centrally connected with two cross- over on reverse direction for engine escape and accommodation of one additional rake etc. The loading line will be 720 m on either side of the loading silo of 2000 tons capacity. This will enable a full rake to be placed in position at the front (north) side of silo and then hauled back as the wagons are loaded in-motion. The total length of track will be approximately 4.0 km.

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It is proposed to develop the wagon loading lines on the west side of Tata yard, taking off from the existing rail line to TMILL siding after the GC Berth road crossing. The overall layout of the railway yard is shown in the Figure 6.3 hereunder.

Figure 6.3: OVERALL LAYOUT OF THE RAILWAY YARD

There will be a conveyor running from the stockyard up to the wagon loading silo. The rake will be in motion at a controlled speed. While, one main line of about 1400 m long will be required for in- motion wagon loading the other line is required for engine escape after placement of empty rake. and for receipt of an additional empty rake kept ready for loading. All the railway operations from exchange yard to the rapid wagon loading station and within the yard proposed will be done by diesel locomotives.

6.8 Truck Loading Yard

It is planned to install a truck loading station which essentially consists of a truck loading silo under which the dumpers are positioned for loading. The dumpers get loaded by gravity with articulation of a loading chute which directs pre weighed quantity from the silo through a bin. The cycle time for loading a dumper of 20 tons payload will be about 6 minutes which includes time for positioning of the dumper, loading and removal and the start of next cycle for the next dumper. The area required for installing a lorry loading silo is about 30 m X 30 m to accommodate two loading points to load two dumpers simultaneously from the same silo through dual chutes.

6.8.1 Location for Lorry Loading Silo

The lorry loading silo will be located adjacent to the wagon loading silo at a distance of about 30 m or silo as shown in the following layout drawing.

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Figure 6.4: Location of Truck Loading Silo

6.9 Facilities for Liquid Handling

The port authority has informed IPA that the Ministry wanted to have provision in OT1 for handling liquid cargo as well. It is therefore proposed to have a provision in OT1 berth and its approach trestle for laying pipelines for handling liquid cargoes. Such cargoes would include Class B&C products and the discharge from ship will be through flexible hoses.

Since HOJ III is very close and adjacent to the proposed OT1 location, it will not involve any major expenditure to the users. It will only require laying of pipeline along the approach trestle of OT1. In any case, laying of such pipelines will be by private user agencies as is traditionally being done in Haldia. In view of this the capital cost estimates under this report does not contain any provision for pipelines. Further this is only an enabling provision and is not the main purpose of OT1.

6.10 Measures for Avoidance of Admixture

The cargoes considered for unloading, conveyance, stacking and evacuation are Coal and Limestone. Since they different and non-compatible materials, the mechanized system requires cleaning after completion of handling of one material and before start of another. Such cleaning would involve

SETTING UP OF A REVERINE JETTY ( OUTER TERMINAL -1,) : RESTRUCTURED FEASIBILITY REPORT P a g e | 59 cleaning of all conveyor transfer chutes which these days is done very rapidly by means of compressed air. Since vessels that carry coal and limestone will be different, there will be enough time between such shipments for carrying out the required pneumatic cleaning which normally take no more than 2 hours. The same procedure is adopted for evacuation conveyors and silos.

6.11 Compound Wall The entire area of the terminal from the jetty upto the exit point by road and rail has to be enclosed by a compound wall to make the terminal custom-bound. It is proposed that the area from the edge of the approach trestle at the waterfront upto the stockyard will be constructed by the port after ascertaining the various areas under its possession and to encompass all such areas. Hence this portion of the compound wall is not included in this project scope. However, the compound wall around the stockpile area and also enclosing the truck loading silo and the approach road is included in this project scope. The extent of such a compound wall is shown in the Figure 6.5 hereunder.

Figure 6.5 : Location & Alignment of New Compound Wall

6.12 Approach & Service Road A service road of 5 m width will run from the edge of the approach trestle up to the stockyard and will be parallel to the elevated conveyor. Once it enters the stockyard, it will go all around the stockpiles. Thereafter it will exit the stackyard after the truck loading silo and run up to the main road leading to the township. The terminal will have an entry security gate at this point.

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SECTION 7 MATERIAL HANDLING SYSTEM

7.1 Ship - Shore Transfer As indicated in the earlier sections, it is proposed to have two ship to shore unloading equipment each with a capacity of 1000 TPH thus ensuring uninterrupted unloading operations. Thus even when there is a breakdown in one of the two unloading equipment the unloading operations can continue without interruption. The arrangement of two unloading equipment, instead one, will further make it flexible, when the system is required to operate on barges instead of bulk carriers. In such a case, one unloading equipment of about 1000 TPH capacity can be deployed on a barge thus allowing optimal deployment. It will also facilitate simultaneous handling of two barges with two equipment.

The available options for mechanized unloading of bulk cargoes from ship to shore are  Gantry grab type unloader  Continuous type unloader  Screw type unloader  Harbour Mobile Cranes

Of the above, screw type unloader is not suitable for handling limestone. Of the remaining three types it is planned to have two Harbour Mobile Cranes with grab attachment as they offer the most optimal solution for ship to shore unloading in terms of cost and throughput required.

Harbour Mobile Crane: The Harbour Mobile Crane proposed will be a tyre mounted, travelling, slewing, luffing machine designed to operate on the berth taking into account the ship sizes and tidal conditions. Though the purpose of the proposed cranes is to unload the coal from the bulk cargo ships, it will be specified to suit for both loading / discharging of barges and vessels ranging from 5,000 DWT to 80,000 DWT at all load/ballast and tide conditions. The Crane will comprise of a self-driven undercarriage supporting a slewing superstructure with a counterweighted jib incorporating rope reeving arrangement. Though it will be normally required to operate with a grab for the subject project, it will be specified to be suitable for operation with a hook or a lifting beam or other suitable attachment for multipurpose cargo handling. The design will be such as to enable all such devices to have quick attaching/detaching arrangements with the cranes.

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The Crane will be designed to operate on shore power supply. In this arrangement, the electric drives used to operate crane movements are fed directly from the shore supply. For the external power feed, the crane shall be equipped with an additional cable reel and connected to an appropriate power outlet which is located on the jetty of e terminal. The harbor mobile crane will however have a diesel engine driven generator integral with it to have enough power for travel without external power, thus enabling its mobility from one berth to another or to a yard. Otherwise the proposed cranes will be dedicated to ship to shore unloading operations and run on shore power supply.

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The overall parameters of the Harbour Mobile cranes shall be as follows Tyre mounted travelling, slewing and Luffing Type type Mobile Harbour cranes – 4 rope type fitted with grabs

No of Equipment proposed 2 (Two) Cargo to be handled Coal of various grades and densities and Limestone Hoist Capacity Safe Working Load on hook Four Rope Grab Operation 100t up to 22 m radius 40t up to 32 m radius

Operating vessel Size 5,000 DWT to 80,000 DWT Travel Speed (Long Travel) 4.8 km/hr Hoisting speed with 40 t, Grab 72 m/min Hoisting speed with 100 t hook 28 m/min

Load on tyres Around 5 MT / sq. m Load per outrigger pad Around 2 MT / sq. m Slewing Speed (min) 1.7 - 2.0 rpm Slewing Range 360 deg. Luffing Speed Max. luffing speed – Approx. 80 m/min Outreach Maximum 45 m Lift height over Top of Berth Min. 42 m Lift height Below Top of Berth 12 m (min hoisting height on hook)

These are overall suggestive parameters which will ensure grab unloading operations with cycle time required to have a design capacity of 1200 TPH and a rated capacity of 1000 TPH for each crane. Basic Features The proposed Harbour mobile cranes will be tyre mounted and constructed as a welded steel structure in a stiff box design. The steel structure of the chassis will have two head beams for accommodation of the stabilizer beams, which are extended and retracted by means of hydraulic cylinders inside the head beams. By means of hydraulic cylinders the stabilizer pads shall be lowered, to prop the crane, and raised. The stabilizers should be operated in automatic or manual modes. The stabilizer pads shall be pivotally mounted on the jack cylinders and shall be easily removable. The crane will be 360 degrees rotatable. The crane will be designed to operate on electrical shore power supply for all ship to shore operations. The crane will have an electric drive system fed by 11kV power supply with

SETTING UP OF A REVERINE JETTY ( OUTER TERMINAL -1,) : RESTRUCTURED FEASIBILITY REPORT P a g e | 63 diesel engine driven generator for emergency operations and mainly for travel from berth to elsewhere. This will provide maximum efficiency and lowest operating costs.

7.2 Berth - Stockyard Transfer

The cargo unloaded by the two Harbour Mobile cranes will be transferred to a single dock conveyor through hoppers integral with the cranes. The dock conveyor will be at an elevation on the jetty and located on the rear side. It will have a rated capacity of 2000 TPH and a designed capacity of 2400 TPH. This dock conveyor will run for the entire length of the berth. At the end of the berth there will be a transfer tower to transfer the coal to the next conveyor. The conveyor on the berth will be closed on three sides with only opening on the front side to let the short conveyors from the mobile Harbour cranes to transfer into the dock conveyor

The coal from the berth conveyor will be conveyed up to the stockyard area. In the yard area the stockyard conveyors are laid to receive and stock pile the coal as per yard configuration. The capacity of yard conveyors will be in line with the preceding conveyors viz. 2000 TPH rated and 2400 TPH designed. The conveyor will run inside a closed gallery.

A typical elevated closed gallery conveyor

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7.3 Stockyard Equipment

The equipment in a coal stockyard normally consists of stacker, reclaimer or Stacker cum reclaimer. In the present configuration it is proposed to have a stacker cum reclaimer. It is a specialized machine mounted on rail tracks on each side of the stacking conveyor with a travelling boom. A tripper discharges on to a boom conveyor capable of being slewed through 270⁰ and derricked from below horizontal to an incline of about 12⁰. The stacker cum reclaimer travels, under the control of an operator, and places the coal in windrows which are ultimately formed in geometric shaped stockpiles.

The Stacker cum reclaimer being a combination machine is proposed for stacking and/or reclaiming coal to/from the stock piles. During the stacking mode the coal received from the harbour mobile cranes through the conveyors is stacked through the boom conveyor on to the stock pile. In the reclaiming mode the bucket wheel of the machine reclaims coal which puts the same through the boom conveyor and central chute of the machine onto the yard conveyor which is directed onto to the wagon loading conveyor line for loading into the wagons.

A typical Stacker cum Reclaimer

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The Stacker cum Reclaimer will conform to the following overall requirements.

 Rated Capacity - 2000 TPH (In stacking mode)  Rated Capacity - 1500 TPH (In Reclaiming mode)  Designed Capacity in stacking mode – 2400 TPH  Designed capacity in Reclaiming mode – 1800 TPH  Height of stock pile – 10 m  Width of stock pile on either side – 50 m  Rail gauge – 8 m  Max slewing range - ± 160°  Boom luffing operating angles - ± 8⁰  Traveling speed – 0 to 30 m /min (variable speed).  Type of drive for Bucket wheel during reclaiming- Variable speed drive

The layout of stackyard is planned to have two stacker- cum- reclaimers with capacity as above such that at any given point of time during ship unloading and stockpiling operations one stacker cum reclaimer will be deployed for stockpiling and the second will be available for reclaiming and wagon loading. During non-shipping periods, both the stacker- cum- recalimers will be available for wagon loading although only one will be required for such operation at any given point in time.

7.4 Evacuation by Rail The system requires installation of a wagon loading system to load, on an average, about 4 to 5 rakes per day. Technically it is feasible to achieve this by any of the following two methods.

 By means of a mobile wagon loader with the rake being stationary.  By a rapid wagon loading system in which the cargo is pre-loaded into a silo from which it is fed into wagons in-motion.

While the former would take about 3 hours to load one rake the same can be achieved within less than 1.25 hours through the rapid loading system. Presently the Indian Railways permit a free time of 5 hours for turning around a rake while the port wants to achieve the same within 3 hours as the Railways are actively contemplating to reduce the present 5 hours to 3 hours. In such an eventuality the actual loading time should be less than 1.5 hours as about 1.5 hours or more will be required for

SETTING UP OF A REVERINE JETTY ( OUTER TERMINAL -1,) : RESTRUCTURED FEASIBILITY REPORT P a g e | 66 peripheral activities like placement empty rake from the exchange yard, hauling it to the loading station and for hauling back the loaded rake to the exchange yard.

The proposed system will consist of a concrete silo of about 2000 tons holding capacity and fitted with a rapid loading chute with electronic pre-weigh bins, sensors and a cascade chute. Prior to the placement of the rake below the silo, the silo will be preloaded to its capacity so that at least half a rake of material is already available. Once the loading from silo starts, the conveyor system feeding the silo is started and filling carried out to ensure uninterrupted loading full rake.

As the first wagon of the rake in-motion is positioned under the silo, the flood loading starts and each wagon gets filled in less than a minute. The only consideration is that the locomotive that propels the full rake has to move in a controlled speed.

In the proposed system the user will take-over the rake from the exchange yard and carryout hauling operations with own locomotive brings the empty rake to the wagon loading silo station and move the rake for in-motion loading through the silo.

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7.4.1 Capacity of Rapid Wagon Loading System

The wagon loading silo is fed from the stacker cum reclaimer operating in reclaiming mode. The capacity of stacker cum reclaimer when working in reclaiming mode is specified as 1500 TPH. Its operational efficiency is taken as 0.65. This factor includes machine efficiency, operator efficiency, time required for travel of machine from one grade to another, time required for reaching its full rated capacity and time required after completion of loading.

Hence the average rate of reclaiming will be 1500 X 0.65 = 975 TPH .

Normally one standard railway rake will have 59 or 60 wagons now a days, for coal the railways charge for Carrying capacity + 4 tons or + 6 Tons (CC + 4 Tons or CC + 6 Tons) depending upon the load bearing capacity of the railway route. Thus taking the average payload of a wagon as 64 tons (CC +6 tons) the total carrying capacity of one rake will be 3776 tons (for a 59 wagon rake. The sequence of timing of a rake will be as follows.

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o Placement of rake from exchange yard to in-motion loading station – 45 minutes o Maximum loading time of one wagon – 1.5 minutes o Maximum loading time of one full rake is taken as 90 minutes. (For a 58 wagon rake) o Time for hauling back the loaded rake to the exchange yard – 45 minutes

Thus the total turn round time for one rake will be 3 hours. In fact, the time of 90 minutes for loading taken is on a pessimistic note and normally a rake can be loaded in about 60 minutes to 75 minutes. In the system planned the silo has a holding capacity of 2000 tons which initially will be preloaded hence will be ready for starting of loading a rake even before a rake is placed. As such a capacity of in-motion wagon loading system can be viewed as follows.

 Based on the rate of loading by the reclaiming machine – 20 Hours per day X average rate of 975 TPH = 19500 Tons o Capacity of a rake = 3776 tons o No of rakes that can be handled in a day = 19500/3776 = 5.16 rakes per day  In a year of 330 weather working days (WWD) the minimum capacity of the system will be o 5.16 Rakes per day X 3776 Tons per rake X 330 Days = 6.435 million tons per annum

Hence one rapid wagon loading system will be able to meet the evacuation requirement which can at its maximum will be 5 MTPA. In fact, the rapid wagon loading system can handle even more if the hauling time is reduced which is possible as an empty rake can be hauled and kept ready in the line in the yard next to loading line. Similarly, if the reclaiming rate is designed to be higher, the number of rakes that can be handled can be easily increased further.

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Estimated capacity of Rapid wagon loading system Planed for OT1 Sl Description of activity Details Remarks No 1 Quantity of coal/limestone 58 Wagons per rake Sometimes 59 wagons per rake are loaded per rake X 64 tons payload formed per wagon = 3712 Tons 2 Turnaround time per rake a Time required for 45 min placement from exchange yard to Rapid loading station b Time for loading a rake 90 min (at the rate of (maximum) 1.5 per wagon maximum) c Time required for 45 min marshalling of a rake from wagon loading line to the exchange yard. d Therefore Turnaround 2a + 2b + 2c = 45 Since placement of empty rake and time per rake min + 90 min+ 45 removal of loaded rake are in min = 180 min opposite directions on the same line, these times are fair. If the activity is carried out on EOL concept then this time can come down further.

3 No of rakes that can be 5.13 Rakes per day In other places where unidirectional handled per day of 20 movement of rakes is possible the hours maximum handling per day is found to be 10 rakes per day and average is 8 rakes per day.

4 No of operating days 330 days considered per year for wagon loading 5 Hence total quantity of 330 days X 5.13 The capacity of one Rapid in- coal that can be rakes per day X motion wagon loading system for despatched by rail with 3712 Tons per rake OT1 is estimated as 6.25 Million One Rapid wagon loading = 6.25 Million tons Tons per annum system per annum.

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7.5 Evacuation by Road The evacuation by road is proposed to be through a silo with a flood loading arrangement into dumpers. For this purpose, it is proposed to have a lorry loading silo with a holding capacity of 500 tons. The silo will be preloaded with the grade and quantity for which dumpers are planned for loading. The system will consist of a steel silo of about 500/600 tonnes capacity, with a hydraulic swing chute for loading into dumpers. The system includes pre-weighed loading bin which can be programmed to load the specified quantity (depending upon the capacity of dumpers). There will be a road weigh bridge in the approach ramp to record the tare weight prior to loading and after loading.

Estimated capacity of Rapid Truck loading system planned for OT1 Sl Description of activity Details Remarks No 1 No of Truck loading points for one 2 Truck loading point Truck loading station 2 Pay load per truck 20 tons 20 tons is taken as average pay load per truck 3 Time taken for loading a truck a Time required for placing a truck 3 min below the truck loading point b Actual time of loading a truck 1min c Time for departure / moving out 3 min after loading d Total turnaround time per Truck 3a + 3b+ 3c = 3 + 1 + 3a and 3c would include 3 = 7 min weighment of empty and loaded truck and generation of computer print out 4 No of Trucks that can be loaded 60 min / 7 min = 8 per hour in one truck loading point Truck per hour 5 Rate of loading for 2 truck loading 8 trucks per hour X 2 point per hour points X 20 tons = 320 Tons per hour 6 Despatch rate of coal considering 320 X 10 = 3200Tons 10 hours of operation per day /Day 7 Total coal that can be despatched 3200 tons X 330 Days The capacity of rapid truck per annum considering 330 days = 1.056 Million tons loading system planned will operation per annum per annum be not less than 1.0 Million tons per annum or 20% of terminal capacity

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7.6 Other Equipment During final stages ship unloading operation when the leftover cargo in each hatch is not adequate for a Harbour Mobile Crane to operate for picking up the material, baby dozers (front end loaders) are deployed to accumulate the material. It is proposed to plan for four such baby dozers for the purpose and during other times they can be deployed in stockyard area.

Also in most coal handling facilities such activities are carried out by the importers/users with the Port authority/Port service provider confining to their core activity of unloading, conveying, stacking, and reclaiming for evacuation and wagon loading/lorry loading and such peripheral activities like deployment of baby dozers is done by outsourcing the equipment on as and when required basis.

Following is the summary of equipment planning for the proposed facilities.

Main Equipment: Quantity Mobile Harbour Cranes 2 Nos. Stacker cum Reclaimer 2 Nos. Rapid Wagon loading system with Silo 1 No. Lorry loading Silo 1 No Conveyors: Elevated Conveyor from Berth to Stack yard 1372 m Ground level Conveyors in the stack yard area 1470 m Elevated Conveyors from Stack yard to Wagon loader silo 127 m Elevated conveyor to lorry loading silo about 30 m Other Equipment: Front end loaders (Baby loaders) 4 Nos. Other Equipment & Works In-motion Rail weigh bridge 1 No Lorry Weigh Bridge 1 No Illumination including High mast lighting 1 Lot Workshop Facilities 1 Lot Water supply and distribution system 1 Lot Dust suppression and Firefighting facilities 1 Lot

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Summary of Mechanized Handling Process

• Ship to shore unloading by 2 Nos Harbour mobile cranes each of 1000 TPH rated capacity MHC

• Conveying coal from dock side to stackyard by Belt conveyor Stacking system of 2000 TPH rated/ 2400 TPH designed capacity Conveyors

• 2 No. Stacker cum Reclaimer for coal stacking each of 2000 Stacker TPH rated /2400 TPH designed- 1 machine will be deployed cum for stacking during vessel unloading. reclaimer

• 2 Nos Stacker cum reclaimer operating in reclaiming mode- each of 1500 TPH rated / 1800 TPH designed - For wagon Evacuation loading/lorry loading through respective silos.

• Conveying coal from stockyard to the wagon loader Silo by Wagon Belt conveying system of 1500 TPH rated /1800 TPH designed loading Conveyers

• Loading coal into Silo and from which coal is loaded into Rapid Wagon wagons in-motion and/or for Loading into Lorry loading silo. loading &Silo

Wagon loader

7.6 Illumination, Fire-Fighting and Dust Control

The Stockyards will be illuminated by High Mast Lights (30 mtr high) to provide the required illumination levels. Sprinklers will be installed not only to control dust pollution but also to guard against self-ignition. Basic fire-fighting arrangements consisting of fire hydrants and fire pump will be provided for fire control. The system will be planned to have water sprinklers with nozzles provided in the conveyor transfer points in addition to coal stockyard area for dust suppression.

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7.7 Electrical Power Supply and Distribution System

Power will be drawn from WBSEDCL/WBSETCL, at the available HT voltage, through overhead transmission line and/or underground cable, up to an exclusive sub-station, to be erected for the system. The substation will be located at near the stockyard area where HT power transformers will be installed for stepping down the power to 11KV. There will be HT distribution Panels for supply of power feeders to individual equipment like Harbour mobile cranes, conveyor drives, stacker cum reclaimers and wagon loader. The substation will be planned to have a capacity of about 4 MVA. The substation will have HT/LT transformers for further stepping down power from 11 KV to 440 V for LT needs of illumination, yard lighting, office, control room etc.

7.8 Measures for Environmental Safeguard

The proposed project facilities for unloading, conveying, stacking, evacuating of bulk cargoes would have the attendant problems of generation of dust consequent to transfer of materials at various points like during grabbing from ship’s holds, transferring of material from one conveyor to another, during stockpiling and during wagon/lorry loading.

One of the purposes of mechanized handling systems is to avoid pollution of environment associated with manual operations. However, when large volumes are handled in a speedy manner it would result in generation of dust for which mitigating measures have to be taken. The measures proposed to contain/mitigate these problems the following are proposed.

1. The conveyors that transfer the material from the jetty to the stack yard and from stack yard to silos shall be fully of covered type viz., all the conveyors except those in stack yard and the berth shall be covered on top and on sides. This will reduce any effect due to wind. 2. The stacking of materials in the open will have tendency to generate dust due to windage. To minimise the effect of such windage, the stack yard area is provided with sprinkling guns through which water is periodically sprayed to keep the surface wet. 3. All the transfer points of the conveyors are provided with sprinkling system through which fine atomised water spray/mist is generated thus ensuring that any air borne dust gets agglomerated to form into heavy particles and immediately settle down thus avoiding their escape into atmosphere. 4. The wagon loading/lorry loading silo station area will be fully covered on all sides and top except for opening for passing of wagons/lorries. The wagon loading/lorry loading points will have sprinklers to wet the material.

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5. A typical boundary walls with a total height of 3 m including a 600 mm dia concertina coil is proposed on three sides of the stockpile area. 6. It has been proposed to provide a 20 m wide green belt all around the stockyard as shown in the stockyard drawing. 7. A ring drain will be provided around the stockyard to collect the dirty water which will be directed to the settling tank provided as shown in the drawing. 8. For safeguarding the roads, it is proposed to have a system for washing truck tyres before they leave the silo after getting loaded with coal. This wash water will also be directed to the settling tank. 9. During times of heavy winds, dust form stock piled material have a tendency to be airborne. It is therefore proposed that the stack yard area will be provided with a wind barrier of about 12 m height to contain cross winds blowing over the stock piled material. Since the height of stacks proposed is 10 m, the wind barrier will have a height of 12 m.

Green belt, tyre washing bay, settling tank etc.

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Close Up View of a Typical Wind Barrier

Long Shot View of the Wind Barrier

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SECTION 8 CAPITAL COAST ESTIMATE AND IMPLEMENTATION SCHEDULE

8.1 Capital Cost The total capital cost of the project is estimated at Rs. 481.47 Crores. The detailed estimate is attached as Annexure 8.1. The summary break-up of the estimate is given as under: (Rs. in crores) Particulars Costs I. Civil Works 191.09 II. Mechanical Works 195.32 III. Electrical Works 15.90 TOTAL 402.31 A Detailed Engineering & Project Supervision @ 2% 8.05 b. Contingencies @ 3% 12.07 C GST @ 18% on civil works 36.11 D GST @ 18% on mechanical & electrical works (ITC) TOTAL CAPITAL COST 458.54

E Miscellaneous Cost @ 5% of project cost as per TAMP 22.93 481.47 GRAND TOTAL

Note: Input Tax Credit can be availed on GST paid on Mechanical / Electrical costs. Hence not considered as Cap-ex and consequent Fixed assets.

8.2 Implementation Schedule

The project implementation period including detailed engineering for the above two options from the date of grant of concession is estimated at 27 months. The phasing of expenditure is given as under: (Rs. In Crores) Year Percent of Expenditure Amount

2018-19 25 % 120.37

2019-20 65 % 312.95 2020-21 10 % 48.15 TOTAL 100 % 481.47

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Annexure 8.1

Detailed Capital Expenditure of the Project

Sl. Description Amount No (Rs. Crore) . A. Civil Works 1 Construction of berth structure 270 m x 25 m with border 57.40 cast-in-situ concrete piles, including all fittings like tenders bollards, etc. 2 Construction of one approach trestles at centre of 120m long 13.00 and 18 m wide, accommodating one conveyor and a carriageway. 3 Construction of 5 transfer towers drive houses @ 0.15 Cr per 0.75 drive house 4 Hardening of stack yard 180,000sq.m. (750mx240m) + 72.20 10,000sq.m triangular area for truck parking etc @ Rs.3800/- per Sq.M)# 5 Concrete paving of two stockpile areas for limestone each 5.05 (120m x 70m) @ Rs. 3000/= per sqM. 5 Separate 2 nos of Stacker and reclaimer tracks (each of 650 7.80 m length ) @ Rs 6.0 Cr per KM 6 Service Road from berth to stockyard, alround the stockyard 8.33 and upto to the rail loading yard (4165m x 5m) @ 4000 per sqm 7 Miscellaneous buildings including sub-stations, control 5.80 room, work shop with stores gate house and berth offices 8 Railway line taking off from existing TMILL siding after GC 19.46 berth road crossing upto wagon loading yard cross overs (450 m + 1446m +1446m + 50 m + 500 m) @ Rs.5.00 crore per K.M. 9 Compound wall 2600 m long @ Rs. 5,000 per RM 1.30 10 Civil Works Cost (Total A) 191.09 B. Mechanical Works 1 2 No. Mobile Harbour Cranes 51.00 2 Elevated Conveyors 1260 m @ Rs. 1.6 lakhs/m 20.16 3 Ground level conveyors 1470 m @ Rs. 1.2 lakhs/m 17.64 4 Stacker cum Reclaimer 43.06 5 Shunting Loco – Diesel 20.00 6 Wagon Loading Silo ( 2000 T ) 15.00 7. Lorry Loading Silo (600 T) 8.00 7 Baby dozers to work on ships’ holds 1.16

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8 In-motion Rail weigh bridge 1.00 9 Road Weigh Bridge 0.30 10 Workshop Facilities 6.00 11 Water supply and distribution system 2.00 12 Dust suppression and Firefighting facilities 10.00 Mechanical Works Cost (Total B) 195.32 C. Electrical Works 1 Electrical Power supply and distribution System including 33 15.00 KV/11KV substation 2 Illumination including High mast lighting 0.90 Electrical Works Cost ( Total C) 15.90 Total Capital Cost (A + B + C) 402.31

# Rate includes cost of filling the site to bring to the normal level

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SECTION 9 OPERATION AND MAINTENANCE COST

9.1 Capital Cost Estimate of the Project given in Section-8 (without GST on Mechanical and Electrical portion in view of Input Tax Credit available to the operator) is considered as the basis for calculating the annual operation and maintenance cost.

9.2 The annual operation and maintenance cost of the proposal is estimated at Rs. 83.19 Crores based on TAMP Guidelines for fixation of up-front tariff. The broad break-up of estimate is given in the table below. Sl. No. Particulars Amount (Rs. In lakhs) 1. Repairs & Maintenance Cost 1878.69

a) Civil Works (1% of capital cost – Rs 24859.85 lakhs) 248.60 b) Mechanical Works (7% of capital cost – Rs.21534.03 lakhs) 1507.38 c) Electrical Works (7% of capital cost – Rs. 1752.98 lakhs) 122.71 2. Power and Fuel cost 673.30 a) Power for Operation of HMCs and illumination of terminal 586.63 (1.4 units per ton x 51.1 lakh tons x Rs. 8.20 per unit) b) Fuel cost for operation of Front End Loaders/Baby dozers – 4 Nos 12.09 (12 ltrs ph x Rs. 59.13 per litre x 8 hrs of operation per vessel and idle time/mobilisation) c) Fuel cost for operation of Loco – 1 No 74.59 (30 litres ph x Rs. 59.13 per litre x 4205 hrs of operation 3. Other Expenses 2033.97 ( Towards salaries and overheads @ 5% of Gross value of assets of Cargo handling Activity – Rs.40679.41 lakhs) 4. Insurance 481.47 ( @ 1% of Gross value of assets – Rs.48146.86 lakhs) 5. Lease rentals 933.79 a) Land area of 269953 m2 x Rs. 27.35 per sq mtr p.m x 12 months b) Water front area of 33210 m2 x Rs. 13.67 per m2 x 12 months 6. Depreciation 2528.46

a) Civil structures - (3.17% of capital cost – Rs.24859.85 lakhs) 788.06

b) Mechanical Works (6.33% of capital cost –Rs.21534.03 lakhs) 1363.10

c) Electrical Works (9.50% of capital cost – Rs. 1752.98 lakhs) 166.53

7 Total Operating Cost 8318.91

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9.2 The key assumptions for estimation of annual Operation and Maintenance expenditure are as follows.

9.2.1 Optimal Capacity Terminal:

The Optimal Capacity of the proposed OT-1 Terminal is determined at 5.11 MTPA based on the norms prescribed in Upfront Tariff Guidelines 2008/ Tariff Orders considering the circumstances at Haldia Dock complex. The optimal quay capacity is working out to 5.11 MTPA at ship day output of 20000 tons for Panamax and Handymax vessels respectively considering 70% and 30% share. The Optimal Yard capacity is considered at 5.46 MTPA as explained in para 3.7. Hence the least of the two i.e. 5.11 MTPA is considered to be the optimal capacity of the terminal. Although the Capacity for all practical purposes shall be 5 MTPA it is taken as 5.11 for the purpose of TAMP calculations.

9.2.2 Repairs & Maintenance Cost:

As per norms specified in Upfront Tariff guidelines 2008, the Repairs & Maintenance cost is estimated at 1% of Civil assets and 7% of all Mechanical and Electrical equipment.

9.2.3 Power cost for Operation and Illumination: a) Power Cost: As per norms specified in Upfront Tariff guidelines, the power consumption for operation and illumination is taken at 1.4 units per tonne of cargo handled for the optimal capacity of 5.11 MTPA. The unit rate of power is considered at Rs. 8.20 as per WBSEDCL applicable for HT consumers for industrial purpose. b) Fuel Cost: i. Baby dozers : The fuel cost for front end loaders is calculated at 12 litres per hour with the prevailing cost per litre of Rs. 59.13 at Haldia as on 2nd Sept 17 as per the website of oil companies. Baby dozers shall work at an average of 6 hours per ship for pooling the cargo for Grab bite. Allowing 2 hours more for idle operations and mobilisation, the actual hours of work are considered to be 8 hours per ship. Considering the average parcel size of 24000 MTs, the number of ships for handling the cargo of optimal capacity works out to 213 p.a. which has been considered for calculating fuel consumption of front end loaders.

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ii. Loco : The fuel cost for Loco is calculated at 30 litres per hour with the prevailing cost per litre of Rs. 59.13 at Haldia as on 2nd Sept 2017. For handling 80% of the 5.11 MTPA by rail, at the rake capacity of 3500 tons (avg) with the time of 3 hrs taken for handling each rake and adding 20% for positioning of the rake, the number of hours required for loco to be used works out to 4205 hours which has been considered for calculating fuel consumption of Loco.

9.2.4 Other Expenses

As per norms specified in Upfront Tariff guidelines, other expenses are estimated at the rate of 5% of original capital cost of assets of Cargo Handling activity which include the following:

a) Salaries and wages of operating and maintenance staff including welfare and other expenses towards them. b) Management and general overheads and other miscellaneous cost.

9.2.5. Insurance

As per Upfront Tariff guidelines, Insurance cost is estimated @ 1% of the total gross capital cost.

9.2.6 License Fee

License Fee payable for the land area and waterfront area of the project is estimated as per applicable lease rental rates of HDC @ Rs.26.81 per sqm per month and @ Rs. 13.67 per sqm per month respectively as on 7/4/2017 escalated at 2% p.a. The area of land is taken from the technical sections for the Stock yard, Railway yard and the area required for the conveyor trestle, service roads, truck loading area etc. The water front area is calculated as berth surface and the frontage required for handling the vessel.

9.2.7 Depreciation

As per Upfront Tariff guidelines, Depreciation is estimated at 3.17% on Civil Assets, 6.33% of the capital cost of the Mechanical equipment and at 9.50% of Electrical and Communication systems on Straight line method as per the Companies Act 2013. However, the same is not considered in the cash flows being non cash expenditure for calculating IRR.

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SECTION 10 ANNUAL REVENUE ESTIMATES

10.1 The revenue earnings from the project to the Port is basically the Berth hire charges, Handling charges from cargoes. The Project is planned to be taken up through DBFOT. The tariff shall be determined under Revised Reference Tariff guidelines 2013 or under Upfront Tariff guidelines 2008 in case no reference tariff is available for the given cargo profile in the port concerned or in any other Major Port. The said guidelines will also apply to Port’s own Project. As such, the financial analysis has been carried out considering the entire project is taken up through DBFOT and accordingly, the revenue from handling charges and berth hire charges during a period of 30 years will accrue to Private operator and the Port will be entitled to a revenue share offered by the operator.

10.2 The estimated annual revenue based on tariff assessed as per the upfront tariff guidelines 2008 / Tariff orders is given below: (Rs. In Lakhs) S.No Particulars As Per TAMP 1. Estimated Throughput (Lakh tonnes) 51.10 2. Cargo Handling Rate (Rs. per Ton) 282.61 3. Revenue on Cargo Handling (Rs. In lakhs) 14441.55 4. Estimated GRT ( Lakh GRT hours ) 2074 5. Berth hire (Rs./ GRT hour) 0.76 6. Revenue on Berth hire (Rs. In lakhs) 1580.86 Total Estimated Income 16022.41

10.3 The broad assumptions for the estimating the revenue are as follows.

10.3.1. The anticipated Handling charges and berth hire charges are worked out based on the preliminary calculations of annual revenue requirement and capacity as per the TAMP Guidelines for determination of upfront tariff (2008.) / Tariff orders.

10.3.2. The port will also earn revenue from Port Dues and Pilotage as per the General scale of rates besides the revenue share offered by the Operator.

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SECTION 11 FINANCIAL VIABILITY AND SENSITIVITY ANALYSIS

11.1 The Financial viability of the project, considering the 30 years’ life period from the date of award of the construction of the project and considering the Tariff worked out in accordance with TAMP guidelines, works out to 16.05%. For arriving at FIRR, the Tariff is increased by 3% every year and all the O&M expenses are escalated at 2% except Fuel which is escalated at 3%. The Operating income and the variable O&M expenditure are calculated based on the Cargo handled in the respective years ranging from 1.25 MTPA during the first 6 months of 2020-21 and 2.5 MTPA during 2021.22 with growth of 10% per annum till it reaches the optimal capacity of 5.11 MTPA. Replacement of major portion of Electrical assets is considered at the end of every 10 years and that of Mechanical equipment at the end of 15 years. The present day costs are escalated at 3% to arrive at the replacement cost of asset at that period.

11.2 Sensitivity analysis has also been carried out to gauge the impact of increase in cost and reduction of revenue earnings on the viability of the proposal. The results of the analysis are presented below. The detailed Cash flow statement is given at Annexure-11.01.

Table 11.01 ( Not considering IDC)

Sl. No. Pre-Tax Project IRR at IRR (%) NPV @ 12% Constant prices (in Rs cr) 1 Base case 15.17% 167.71 2 Capital Cost up by 10% 14.23% 124.95 3 Revenue down by 10% 13.24% 62.96 4 Annual O&M Cost up by 10% 14.31% 122.48 5 Combined effect of Sl. no. 2, 3 & 4 11.53% (-) 25.02

From the above, it is evident that the FIRR of the Project at Base case is 15.17% and even in the least case of sensitivity gives 11.53% and hence the Project is Financially viable for taking up through PPP. The Payback in absolute net revenues works out to be between 10 to 11 years and at NPV of 12% is between 16 to 17 years.

11.3. TAMP recognizes IDC by permitting 5% as Miscellaneous cost irrespective of the implementation schedule and the market rate of interest. The above IRR calculations are accordingly

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With the same assumptions given at para 11.1 above, the Financial viability and Sensitivity analysis is as under. The detailed Cash flow statement is given at Annexure-11.02.

Table 11.2 (Considering IDC)

Sl. No. Pre-Tax Project IRR at IRR (%) NPV @ 12% Constant prices (in Rs cr) 1 Base case 14.17% 122.28 2 Capital Cost up by 10% 13.25% 74.99 3 Revenue down by 10% 12.32% 17.54 4 Annual O&M Cost up by 10% 13.36% 77.06 5 Combined effect of Sl. no. 2, 3 & 4 10.69% (-) 74.98

From the above, it is evident that the FIRR of the Project at Base case is 14.17% and even in the least case of sensitivity gives 10.69% and hence the Project is Financially viable for taking up through PPP. The Payback in absolute net revenues works out to be between 10 to 11 years and at NPV of 12% is between 20 to 21 years.

11.4. The viability of the project will be further prospective, in the event the operator achieves the productivity norms and eligible for 15% productivity increase in tariff over the notified tariff.

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Annexure- 11.01

OT-1 at Haldia Dock Complex of Kolkata Port Trust FINANCIAL FEASIBILITY - PROJECT IRR (not considering IDC) Rs Lakhs 15.17% 14.23% 13.24% 14.31% 11.53% Year of F Y Cap-ex Total O&M Net Sensitivity Analysis Opn Revenue Exps Operation Cap-ex Revenue O&M Combined Excl depn Cashflows +10% -10% +10% Effect 1 2 3 4 5 6 7 8 9 10 1 2018 - 19 12,036.71 933.79 -12,970.50 -14,174.18 -12,970.50 -13,063.88 -14,267.55 2 2019 - 20 31,295.46 952.47 -32,247.92 -35,377.47 -32,247.92 -32,343.17 -35,472.72 3 2020 - 21 4,814.69 4,157.41 5,537.43 -6,194.71 -6,676.18 -6,610.45 -6,748.45 -7,645.66 4 2021 - 22 8,564.27 5,823.86 2,740.41 2,740.41 1,883.98 2,158.02 1,301.59 5 2022 - 23 9,708.33 5,976.64 3,731.69 3,731.69 2,760.86 3,134.03 2,163.19 6 2023 - 24 10,995.23 6,136.96 4,858.27 4,858.27 3,758.75 4,244.58 3,145.05 7 2024 - 25 12,461.14 6,305.53 6,155.61 6,155.61 4,909.50 5,525.06 4,278.95 8 2025 - 26 14,119.39 6,483.13 7,636.25 7,636.25 6,224.32 6,987.94 5,576.00 9 2026 - 27 15,994.44 6,670.66 9,323.79 9,323.79 7,724.34 8,656.72 7,057.28 10 2027 - 28 18,123.64 6,869.08 11,254.56 11,254.56 9,442.19 10,567.65 8,755.29 11 2028 - 29 20,529.10 7,079.52 13,449.58 13,449.58 11,396.67 12,741.63 10,688.72 12 2029 - 30 22,179.62 7,261.82 14,917.81 14,917.81 12,699.84 14,191.62 11,973.66 13 2030 - 31 1,068.41 22,845.01 7,408.25 14,368.34 14,261.50 12,083.84 13,627.52 11,236.18 14 2031 - 32 23,530.36 7,557.65 15,972.71 15,972.71 13,619.67 15,216.94 12,863.91 15 2032 - 33 24,236.27 7,710.08 16,526.19 16,526.19 14,102.57 15,755.18 13,331.56 16 2033 - 34 24,963.36 7,865.59 17,097.77 17,097.77 14,601.43 16,311.21 13,814.87 17 2034 - 35 25,712.26 8,024.25 17,688.01 17,688.01 15,116.78 16,885.58 14,314.36 18 2035 - 36 25,226.61 26,483.63 8,186.13 -6,929.11 -9,451.77 -9,577.47 -7,747.72 -12,918.75 19 2036 - 37 27,278.14 8,351.29 18,926.85 18,926.85 16,199.04 18,091.72 15,363.91 20 2037 - 38 28,096.48 8,519.79 19,576.69 19,576.69 16,767.05 18,724.72 15,915.07 21 2038 - 39 28,939.38 8,691.70 20,247.67 20,247.67 17,353.74 19,378.50 16,484.57 22 2039 - 40 29,807.56 8,867.10 20,940.46 20,940.46 17,959.70 20,053.75 17,072.99 23 2040 - 41 1,435.86 30,701.78 9,046.06 20,219.87 20,076.28 17,149.69 19,315.26 16,101.50 24 2041 - 42 31,622.84 9,228.64 22,394.20 22,394.20 19,231.92 21,471.34 18,309.05 25 2042 - 43 32,571.52 9,414.92 23,156.60 23,156.60 19,899.45 22,215.11 18,957.96 26 2043 - 44 33,548.67 9,604.98 23,943.69 23,943.69 20,588.82 22,983.19 19,628.32 27 2044 - 45 34,555.13 9,798.90 24,756.23 24,756.23 21,300.72 23,776.34 20,320.83 28 2045 - 46 35,591.78 9,996.74 25,595.04 25,595.04 22,035.86 24,595.36 21,036.19 29 2046 - 47 36,659.54 10,198.60 26,460.93 26,460.93 22,794.98 25,441.07 21,775.12 30 2047 - 48 37,759.32 10,404.56 27,354.76 27,354.76 23,578.83 26,314.31 22,538.38

Total 75,877.74 6,71,735.59 2,24,906.11 3,70,951.73 3,63,363.96 3,03,778.18 3,48,461.12 2,73,699.79 Note: 6 months operation in the year 2020-21 FIRR 15.17% 14.23% 13.24% 14.31% 11.53% NPV@12% ₹ 16,770.58 ₹ 12,495.20 ₹ 6,295.86 ₹ 12,248.31 ₹ -2,501.80

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Annexure- 11.02

OT-1 at Haldia Dock Complex of Kolkata Port Trust FINANCIAL FEASIBILITY - PROJECT IRR considering IDC Rs Lakhs 14.17% 13.25% 12.32% 13.36% 10.69% Year of F Y Cap-ex Total O&M Net Sensitivity Analysis Opn Revenue Exps Operation Cap-ex Revenue O&M Combined Excl depn Cashflows +10% -10% +10% Effect 1 2 3 4 5 6 7 8 9 10 1 2018 - 19 12,638.55 933.79 -13,572.34 -14,836.20 -13,572.34 -13,665.72 -14,929.57 2 2019 - 20 34,124.09 952.47 -35,076.55 -38,488.96 -35,076.55 -35,171.80 -38,584.21 3 2020 - 21 7,273.18 4,157.41 5,537.43 -8,653.21 -9,380.53 -9,068.95 -9,206.95 -10,350.01 4 2021 - 22 8,564.27 5,823.86 2,740.41 2,740.41 1,883.98 2,158.02 1,301.59 5 2022 - 23 9,708.33 5,976.64 3,731.69 3,731.69 2,760.86 3,134.03 2,163.19 6 2023 - 24 10,995.23 6,136.96 4,858.27 4,858.27 3,758.75 4,244.58 3,145.05 7 2024 - 25 12,461.14 6,305.53 6,155.61 6,155.61 4,909.50 5,525.06 4,278.95 8 2025 - 26 14,119.39 6,483.13 7,636.25 7,636.25 6,224.32 6,987.94 5,576.00 9 2026 - 27 15,994.44 6,670.66 9,323.79 9,323.79 7,724.34 8,656.72 7,057.28 10 2027 - 28 18,123.64 6,869.08 11,254.56 11,254.56 9,442.19 10,567.65 8,755.29 11 2028 - 29 20,529.10 7,079.52 13,449.58 13,449.58 11,396.67 12,741.63 10,688.72 12 2029 - 30 22,179.62 7,261.82 14,917.81 14,917.81 12,699.84 14,191.62 11,973.66 13 2030 - 31 1,068.41 22,845.01 7,408.25 14,368.34 14,261.50 12,083.84 13,627.52 11,236.18 14 2031 - 32 23,530.36 7,557.65 15,972.71 15,972.71 13,619.67 15,216.94 12,863.91 15 2032 - 33 24,236.27 7,710.08 16,526.19 16,526.19 14,102.57 15,755.18 13,331.56 16 2033 - 34 24,963.36 7,865.59 17,097.77 17,097.77 14,601.43 16,311.21 13,814.87 17 2034 - 35 25,712.26 8,024.25 17,688.01 17,688.01 15,116.78 16,885.58 14,314.36 18 2035 - 36 25,226.61 26,483.63 8,186.13 -6,929.11 -9,451.77 -9,577.47 -7,747.72 -12,918.75 19 2036 - 37 27,278.14 8,351.29 18,926.85 18,926.85 16,199.04 18,091.72 15,363.91 20 2037 - 38 28,096.48 8,519.79 19,576.69 19,576.69 16,767.05 18,724.72 15,915.07 21 2038 - 39 28,939.38 8,691.70 20,247.67 20,247.67 17,353.74 19,378.50 16,484.57 22 2039 - 40 29,807.56 8,867.10 20,940.46 20,940.46 17,959.70 20,053.75 17,072.99 23 2040 - 41 1,435.86 30,701.78 9,046.06 20,219.87 20,076.28 17,149.69 19,315.26 16,101.50 24 2041 - 42 31,622.84 9,228.64 22,394.20 22,394.20 19,231.92 21,471.34 18,309.05 25 2042 - 43 32,571.52 9,414.92 23,156.60 23,156.60 19,899.45 22,215.11 18,957.96 26 2043 - 44 33,548.67 9,604.98 23,943.69 23,943.69 20,588.82 22,983.19 19,628.32 27 2044 - 45 34,555.13 9,798.90 24,756.23 24,756.23 21,300.72 23,776.34 20,320.83 28 2045 - 46 35,591.78 9,996.74 25,595.04 25,595.04 22,035.86 24,595.36 21,036.19 29 2046 - 47 36,659.54 10,198.60 26,460.93 26,460.93 22,794.98 25,441.07 21,775.12 30 2047 - 48 37,759.32 10,404.56 27,354.76 27,354.76 23,578.83 26,314.31 22,538.38

Total 81,766.70 6,71,735.59 2,24,906.11 3,65,062.77 3,56,886.10 2,97,889.21 3,42,572.16 2,67,221.93 Note: 6 months operation in the year 2020-21 FIRR 14.17% 13.25% 12.32% 13.36% 10.69% NPV@12% ₹ 12,228.35 ₹ 7,498.74 ₹ 1,753.63 ₹ 7,706.08 ₹ -7,498.25

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