5.

0 Port Facility Requirements

5.1 General

In order to arrive at the master plan of a port it is essential to work out port facility requirements
in terms of berths, equipments, storage, and other infrastructural facilities. This section deals
with assessment of the port facilities for the projected traffic at the Gangavaram Port over the
master plan horizon.

5.2 Berth Requirements

5.2.1 General

The required number of berths depends mainly on the cargo volumes and the handling rates.
While various general cargo including some low volumes of dry bulk can be handled at the same
(multi-purpose) berth, major bulk cargoes would require dedicated facilities. Other factors that
influence the number of berths are:

• number of operational days per year

• allowable berth occupancy
• number of working hours per day
• vessel sizes and parcel sizes
• time required for peripheral activities

The commodity wise traffic forecasts and the sizes of ships and their parcel have been
discussed in the earlier sections. The cargo handling rates and other factors are discussed
below.

5.2.2 Cargo Grouping

For estimating the required number of berths, the following handling arrangements are assumed:

5.2.2.1 Iron Ore

An exclusive berth for loading of Iron ore is proposed. Even though initially this berth will be
under-utilised, no other cargo could be handled at this berth.

5.2.2.2 Coal

A common user berth facility is proposed to handle the different types of coal such as:
• Coking Coal
• Metallurgical Coke
• Thermal Coal

Detailed Project Report

December 2004 Section 5 - Page 1 of 17
 It is proposed to utilise a common material handling system for handling the different types -
Coking coal, Metallurgical Coke and Thermal coal. Separate handling systems only to avoid
contamination are not justified, as this will involve huge and unviable investments.

However, even in the common system, mixing of the cargoes and possible contamination could
be minimised by planning and by proper cleaning at the transfer points, equipment and conveyor
system, which is recommended.

5.2.2.3 General Cargo

The following commodities could be handled at a common multipurpose berth.

Steel Products/ Pig Iron - Loading

Lime Stone - Unloading
Food Grains (Bags) - Loading
Containers - Loading / Unloading
Aluminium - Loading
Cement (Bags) - Loading

Further, the following commodities could also be handled at the Multipurpose berths, with certain
limitations as noted below:

5.2.2.4 Alumina

It has been assumed for the purpose of present report that Alumina will be delivered in bags,
and therefore it could be handled at the multipurpose berths. Bulk Alumina is generally unloaded
using vacuum evacuators and conveyed pneumatically or in enclosed conveyors to minimise
dust problems. Hygroscopic nature of the material is another key factor relevant to handling of
this cargo. However, in case the specific user KAPCOL wishes to install and operate its own
specialised handling system, a separate dedicated berth would be required.

5.2.2.5 Bulk Food Grains

Bulk Food Grains, to a limited extent, could be handled at the Multipurpose Berths using slings.
However, a separate berth with specialised handling system need to be provided when the traffic
increases significantly.

Detailed Project Report

December 2004 Section 5 - Page 2 of 17
5.2.3 Cargo Handling Rates

For planning purposes, based on the normal requirement for turn round time of ships for different
commodity and ship size, the average cargo handling rates considered, during the initial stages
of developments, are presented in Table 5.1 below:

Table 5.1 : Cargo Handling Rates

Commodity Average Handling Rate

Export - Loading
Iron-ore 100,000 T / Day
Steel/Pig iron 8,000 T / Day
Food grains (Bags) 1,600 T / Day
Food grains (Bulk) 10,000 T / Day
Aluminium 5,000 T / Day
Cement 2,400 T / Day
Import - Unloading
Coking Coal 50,000 T / Day
Thermal Coal 50,000 T / Day
Metallurgical Coke 50,000 T / Day
Limestone 10,000 T / Day
Alumina 5,000 T / Day

Containers 300 TEUs / Day

It is proposed that in the initial stages of development, equipment suitable for achieving the
above handling rates would be provided. The ratings of equipment shall be appropriately
upgraded at suitable time intervals, over the Master Plan horizon, depending on the volume of
traffic at that time, to limit the number of berths required.

The handling rates considered over the Master Plan period have been presented in Table 5.2
below. The final handling rates and timing of upgradation would need to be optimised at the
implementation stage depending upon the traffic and trade demands.

Detailed Project Report

December 2004 Section 5 - Page 3 of 17
 Table 5.2 : Cargo Handling Rates

S. No. COMMODITY HANDLING RATE (TONNES/DAY)

2008 2013 2018 2023 2028 2033 2037

1. IRON ORE 100,000 100,000 100,000 100,000 100,000 100,000 100,000

2. COKING COAL 50,000 60,000 60,000 60,000 75,000 75,000 75,000

3. METALLURGICAL COKE 50,000 60,000 60,000 60,000 75,000 75,000 75,000

4. THERMAL COAL 50,000 60,000 60,000 60,000 75,000 75,000 75,000

5. STEEL PRODUCTS 8,000 8,000 8,000 8,000 8,000 8,000 8,000

6. ALUMINIUM 5,000 5,000 5,000 5,000 5,000 5,000 5,000

7. LIMESTONE 10,000 10,000 10,000 10,000 10,000 10,000 10,000

8. FOOD GRAINS (BAGS) 1,600 1,600 1,600 1,600 1,600 1,600 1,600

9. CONTAINERS - TEUs/day 300 300 300 300 300 300 300

10. CEMENT (Sensitive) 5,000 5,000 5,000 5,000 5,000 5,000 5,000

11. ALUMINA 5,000 5,000 5,000 5,000 5,000 5,000 5,000

12. FOOD GRAINS (BULK) 10,000 10,000 10,000 10,000 10,000 10,000 10,000

5.2.4 Cargo Handling Equipment

5.2.4.1 Iron Ore Berth

The iron ore berth will be equipped with ship loader(s) of required ratings, backed by required
numbers and capacity of conveyors, stackers, reclaimers, wagon tipplers etc. The detailed
description of the handling system for iron ore is provided in section 9.2.

Detailed Project Report

December 2004 Section 5 - Page 4 of 17
5.2.4.2 Coal Berth

At each coal berth ship unloaders of required ratings with associated handling equipment i.e.
conveyors, stackers, reclaimers, wagon loader, truck loader etc. of required capacity and
numbers will be provided. Provision will be made for the direct transfer of the coking coal to the
VSP Stackyards, to the extent limited by the receiving capacity of the handling system of the
VSP yards. The detailed description of the handling system for coal is provided in section 9.1.

5.2.4.3 Multipurpose Berths

At each Multipurpose berth two numbers of Mobile Harbour Cranes will be provided. For
handling bulk cargos like Limestone, grab type attachment will be provided to these cranes. The
detailed description of the handling system at Multipurpose berths is provided in section 9.3.

5.2.5 Operational Time

It is assumed that Gangavaram port will work seven days a week, which brings the effective
number of working days to 350 days per year, allowing for 15 non-operational days - due to
weather (10 days) and holidays (5 days)

Further, it is assumed that the port will operate round the clock i.e. three shifts of eight hours
each. This results in an effective working of 20 hours a day.

5.2.6 Time Required for Peripheral Activities

Apart from the time involved in loading / unloading of cargo, additional time is required for
peripheral activities such as berthing and de-berthing of the vessels, customs clearance, cargo
surveys, positioning and hook up of equipment, waiting for clearance to sail, etc.

These activities are assumed to take, on an average, 6 hours per vessel call, as per break up
given below:

Berthing/De-berthing - 3.0 hours

Positioning - 1.0 hours
Documentation - 2.0 hours
Total - 6.0 hours

5.2.7 Allowable Levels of Berth Occupancy

Berth occupancy is expressed as the ratio of the total number of days per year that a berth is
occupied by a vessel (including the time spent in peripheral activities) to the number of port

Detailed Project Report

December 2004 Section 5 - Page 5 of 17
 operational days in a year. High levels of berth occupancy will result in bunching of ships
resulting in undesirable pre-berthing detention. For limited number of berths and with random
arrival of ships, the berth occupancy levels have to be kept low to reduce this detention.

The norms generally followed for planning the number of berths in ports worldwide and in Indian
ports are indicated in the Table 5.3 below:

Table 5.3: Recommended Berth Occupancy Factors

No. of Berths International Indian Practice *

Standards Bulk Cargo General Cargo
1 40 % 60 % 70 %
2 50 % 70 % 70 %
3 55 % 70 % 70 %
4 60 % 70 % 75 %
5 65 % 70 % 75 %
6 and above 70 % 70 % 75 %
(* as recommended by Ministry of Surface Transport)

For Gangavaram Port, the berth occupancy levels have been chosen carefully, as most of the
cargo to be handled is for the captive users, where the ship arrivals could be properly scheduled.

The norms followed for planning the number of berths in Gangavaram Port are indicated in
Table 5.4 below:
Table 5.4: Recommended Berth Occupancy Factors

No. of Berths Coal Iron Ore Multipurpose

1 60 % 60 % 60 %
2 60 % 60 % 60 %
3 65 % 65 % 65 %
4 & above 70 % 70 % 70 %

5.2.8 Berths Requirements for the Master Plan

Based on the above criteria, the berth days requirements for different cargo have been worked
out and are presented in Tables 5.5 to 5.16. Depending upon the cargo grouping, as explained
in para 5.2 above, the requirement of berths for the time horizon covered by the Master Plan
have been estimated and presented in the attached Tables 5.17 and 5.18 for realisable traffic

Detailed Project Report

December 2004 Section 5 - Page 6 of 17
 and sensitive cargo respectively. The summary of the berth requirements for the phased port
development, taking into account the sensitive cargo also, are presented below, in Table 5.19:

Table 5.19: Total Berths Required at the Gangavaram Port

Cargo Year
2008 2013 2018 2023 2028 2033 2037
Iron Ore 1 1 1 1 1 1 1
Coal 2 3 4 4 5 5 6
General Cargo and Other
2 3 3 4 5 6 7
Dry Bulk
Alumina 1 1 2 2 2 2 2
Food Grains (Bulk) 1 1 2 2 3 3 3
Total 7 9 12 13 16 17 19

The General Cargo berths indicated above are for the Steel Products, Aluminium, Limestone,
Cement, Bagged Food Grains & Containers. Depending upon the exact requirements at later
stages, it may be possible that some of these berths may be developed for exclusive handling of
one of these cargoes. Also the exclusive Alumina and Food Grains berths will be required in
case the user wishes to install specialised handling system at these berths otherwise these
cargoes will also be handled at the General Cargo berths, at lower handling rates.

5.2.9 Port Crafts Berth

It is estimated that in the initial stages of development, Gangavaram port would require 4 tugs
with a bollard pull capacity of 40 T to 50 T, 1 pilot cum survey launch and 2 mooring launches.
The detailed requirements are discussed in section 12.1. The characteristics of these support
crafts are given hereunder in Table 5.20:

Table 5.20: Characteristics of Port Crafts

Type of Craft LOA (m) Beam (m) Draft (m) Freeboard (m)

Tug 32.7 10.7 4.7 1.5

Pilot vessel 19.5 4.8 1.8 1.1
Mooring launch 10.3 3.2 1.2 0.8

It is expected that the additional set of floating crafts would be required by the year 2023, as
explained in section 6.1.2.

Detailed Project Report

December 2004 Section 5 - Page 7 of 17
5.2.10 Length of the Berths

Based on the design vessel sizes for different commodities, the following minimum length for
berths are considered for the development of the port layouts:

Design Ship’s LOA Minimum Berth Length

General Cargo Berths 209 m 240 m
Other Dry Bulk 245 m 275 m
Coal Berths 260 m 290 m
Iron Ore Berths 300 m 330 m

5.3 Storage Requirements

5.3.1 General

The following norms are usually adopted as an international practice for calculating storage
areas in a port:

Storage area to cater to the higher of the following:

5% of the annual cargo throughput; or

1.5 times the maximum parcel size.

The above criteria will be followed for the dry bulk cargo to be handled at Gangavaram Port.
However, for some of the cargo, the annual throughput is relatively small as compared to the
parcel sizes and hence the frequency of vessel calls will be low to moderate. This will, most
likely, allow for the clearance of the stored cargo prior to the arrival of the next shipment. Further,
during cargo handling operations at the multi-purpose berths, part of the cargo is likely to be
directly evacuated without passing through the storage area. Under these circumstances, the
storage areas could be optimised at least for the initial stages of development

Other factors to be taken into account in determining the size of the storage areas are: stowage
factor, angle of repose, maximum and average stacking height, aisle space, reserve capacity
factor, peaking factor, etc. The storage area requirements for each commodity are examined in
detail in the following sections.

MHCEPL have assessed the requirement of the storage areas in the port for the Master Plan
horizon for the realisable traffic scenario including the sensitive traffic. A summary of the storage
area requirements assessed is presented in Table 5.21.

Detailed Project Report

December 2004 Section 5 - Page 8 of 17
5.3.2 Coking Coal, Thermal Coal & Metallurgical Coke

Because of the inadequate stacking capacity at the VSP to match the proposed ship unloading
rd
rates, it will be necessary to first stack part (about 2/3 ) of the coking coal within the Port. This
would be later transported to VSP through a conveyor system. It is understood that VSP as part
of their expansion plans propose to provide their new stackyards adjacent to the southern
boundary of the port. At that stage, it would be possible to transfer the complete VSP bound
coking coal directly to their stackyards. This aspect has been considered in the assessment of
the storage requirements for coking coal in the port area, beyond the year 2016.

The coking coal bound for SAIL, thermal coal and metallurgical coke will be stacked in the port
areas initially before evacuation by rail/road.

Three separate stockpiles need to be provided to cater for 5 grades of coal for VSP.

It is estimated that in the initial stages the stack height will have to be restricted to 6m, which
could be increased to 8m in the subsequent years, after the sub strata has consolidated over a
period of time. The stack height of 8m will be the limiting height from the point of view of safety
against fires although some safety guidelines permit higher stack heights.

5.3.3 Iron Ore

The three grades of Iron Ore i.e. fines, calibrated lumps and pellets need to be stacked in
separate stockpiles. It is further assumed that it may be necessary that all the three grades of
the iron ore are available for loading on to a single ship with average parcel size as per design
basis.

The storage requirements of Iron Ore have been worked out assuming that in the initial stages
the stack height may be limited to 4 m and later increased to 6m and then to 8m, after the sub
strata has got consolidated.

5.3.4 Other Dry Bulk and Break Bulk Cargo Storage Areas

5.3.4.1 Steel Products

It is envisaged that this cargo may require covered storage. Based on the assumed handling
rates it is estimated that the service time at berth for the maximum parcel size of 36,000 T will be
about 4 days. This will enable to load part of the cargo directly to the ship without having to pass
through the storage area. Further, most of the traffic for this commodity is from VSP where a

Detailed Project Report

December 2004 Section 5 - Page 9 of 17
 separate storage space for the steel products is provided. Therefore the storage requirement
criteria adopted for the steel products is higher of:

3% of the annual cargo throughput; or

0.5 times the maximum parcel size.

5.3.4.2 Aluminium

If the aluminium product is in large ingots or billets then open storage is probably suitable. For
rolled or extruded products covered storage may be required. A storage criteria similar to that of
steel products is adopted.

5.3.4.3 Limestone

It is envisaged that limestone will be handled at the Multipurpose cargo berth from where it will
be moved to the stacking area through dumpers. At the stackyard pay loaders will be deployed
for feeding the conveyor to VSP’s stackyard. The storage area (open) for the limestone has been
derived on this basis.

5.3.4.4 Food Grains (Bags)

The quantum of this cargo is limited and due to the low handling rates it would be possible that
some of the cargo might be loaded onto the ship directly without having to pass through the
storage area. Further the estimated average parcel size is much lower than the maximum parcel
size. It is therefore proposed that the criteria used for calculating the covered storage area
requirements for the food grains in bags is higher of:

• 3% of the annual cargo throughput; or

• 0.5 times the maximum parcel size.

5.3.4.5 Containers

The factors governing the area requirement for Container Parking Yard are:

• annual throughput;
• peak factor;
• choice of operating methods and equipment;
• container dwell time; and
• stacking height.

Detailed Project Report

December 2004 Section 5 - Page 10 of 17
 In view of the limited traffic projected for containers at Gangavaram, an initial stacking area of
2 2
3,000 m to be later increased to 26,000 m at the Master Plan stage would be adequate.

5.3.4.6 Alumina

It is considered for the purpose of present planning that Alumina will be handled in Jumbo Bags
of 1 t capacity. For this purpose a covered storage area in the form of a transit sheds would be
required. In case the Alumina is brought in bulk, it would be stored in closed bins or silos and
discharged using air slides.

5.3.4.7 Cement (Sensitive Cargo)

Same as in the case of Alumina.

5.3.5 Liquid Bulk Storage

It is required by GPL that an area of about 75 hectares be provided for the storage tanks for the
liquid bulk cargo (crude oil). A provision would be kept in the Master Plan Layout.

5.4 Requirement of Equipments

Suitably designed cargo handling system with equipments to handle the project type and volume
of traffic and also at the rates shown in Table 5.1 will be provided.

5.5 Buildings

5.5.1 Functional Purpose

The buildings proposed to be provided in the port area and their functional utilities are described
hereunder:

5.5.1.1 Administrative Building

This building provides space for offices of key personnel engaged in managerial and
departmental activities related to port operations & management and their support staff. It would
be a three storied building.

Detailed Project Report

December 2004 Section 5 - Page 11 of 17
5.5.1.2 Port Users Building

This would be a three storied building and provide space for:

• Port users, Banks and Canteen on the ground floor

• Port Users on the first floor and
• Customs Department on the second floor

5.5.1.3 Port Operations Building

This building provides space for the operating staff in all the shifts. It would have:

• Engineering Department on the ground floor

• Terminal Operations Department on the first floor and,
• Marine Operations Department on the second floor.
• A control room will be provided at a corner of the building with a suitable glazing all
around. The transit light for navigation will also be provided on the rooftop of the control
room.

5.5.1.4 Canteen

This building provides space for catering staff, messing facilities for all terminal personnel and for
utilities.

5.5.1.5 Gate House

This building provides space for guard room, time office and retiring room (for security officer).

5.5.1.6 Workshop cum Central Stores & Annex

This building consists of two parts, a workshop plus store room, and an annex building. The
annex provides space for offices of the workshop foremen, mechanics, electricians, technicians
and the storekeepers and rooms for off duty operational personnel and maintenance labour. The
workshop and storeroom are for the regular maintenance activities.

5.5.1.7 Substation

This building houses the transformers and other electrical equipment. Multiple substations will be
provided as per the load requirements in the different parts of the port area.

Detailed Project Report

December 2004 Section 5 - Page 12 of 17
5.5.1.8 Fire Station

This building houses fire fighting equipment, fire tenders, etc.

5.5.1.9 Dispensary

This would be located near the operational areas and provide minimum facilities required for the
first aid.

5.5.1.10 Port Guest House

This building provides accommodation for the distinguished visitors to the port. It will be located
on the northern side of the port entrance.

5.5.2 Building Areas

The building areas are dictated by the personnel requirement; space for offices, storage,
machinery, utilities, etc. Based on the description provided in the previous paras, the estimated
building areas in the phase 1 development have been worked out and are given in the Table
5.22 below:
Table 5.22: Port Buildings Area Requirements

Building Area (sqm)

Administration Building 900
Port Users Building 900
Port Operations Building 950
Canteen 400
Gate House 120
Workshop Cum Stores & Annex 2000
Substations 650
Fire Station 250
Dispensary 100
Port Guest House 400

Detailed Project Report

December 2004 Section 5 - Page 13 of 17
5.6 Roads and Railway

5.6.1 General

The actual requirement of road and rail in the port area would be governed by the mode by
which the handled cargo is to be brought in and taken out of the port area. Based on the traffic
report provided and MHCEPL’s own assessment, the estimated proportions for different
commodities to be brought in/ taken out through rail, road and conveyor is presented in Table
5.23.
Table 5.23 : Estimated Proportion for Different Commodites
(Incoming and Outgoing Cargoes)

S. No. COMMODITY Cargo Proportion

By Road By Rail By Conveyor
1. IRON ORE 0% 100% 0%
2. COKING COAL 5% 50% 45%
3. METALLURGICAL COKE 5% 95% 0%
4. THERMAL COAL 5% 95% 0%
5. STEEL PRODUCTS 100% 0% 0%
6. ALUMINIUM 100% 0% 0%
7. LIMESTONE 100% 0% 0%
8. FOOD GRAINS (BAGS) 100% 0% 0%
9. CONTAINERS 80% 20% 0%
10. ALUMINA 100% 0% 0%
11. FOOD GRAINS 50% 50% 0%
12. CEMENT 100% 0% 0%

The above values have been adopted for the entire master plan horizon also.

5.6.2 Port Access Road

Table 5.24 presents the assessment on the truck movements during different stages of the
Master Plan horizon. These calculations have been performed assumed 330 effective working
days for the trucks handling. Further, a peaking factor of 25% has been considered. It could be
seen that almost 1,530 truck movements are expected daily in the Phase 1 increasing to about
8,100 movements in the year 2037. It is observed that for the Phase 1 development a two-lane
road is adequate. Thus initially a main arterial road from the gate to the stackyards is proposed
to be a two lane road of width 7.2m with 2.5m paved shoulders on either side. This will be
expandable to dual lane carriageway. At the ultimate stage this road, during the peak hours, will
be able to handle 10,000 PCUs per hour.

The secondary roads need to be two lane roads and will be provided as per the operational
requirements.

Detailed Project Report

December 2004 Section 5 - Page 14 of 17
5.7 Railway System

Traffic assessed for rail movement consist mainly Iron ore for export and different types of coal
imported at the port. Container movement by rail is insignificant. Table 5.25 presents the
assessment of trains planned during different stages of the project period. This assessment is
based on 330 effective operational days in a year and the average net train load of 3400 T for
Iron ore and 3200 T for Coal and 2500 T for other cargoes. It could be observed that there is
markedly imbalance between the incoming and outgoing rakes, which means additional
movement of empty rakes. In view of the different types of cargoes proposed to be handled, the
total train movements (in and out), on a conservative side, are estimated to be about double the
total rakes to be handled at the port.

RITES in their study have recommended an exchange yard to be located outside the port
boundary at a point about 400m away from the gate. However it is understood from GPL that the
land acquisition for providing the exchange yard at the location recommended by RITES may be
difficult and expensive. Therefore as an alternative provision need to be kept to locate the
exchange yard within the port boundary. The rail lines in the port area shall be located close to
the stacks, for loading / unloading operations.

5.8 Water Supply

5.8.1 Water Demand

Total water demand is broadly classified in the following categories:

• Potable water for consumption of Port personnel.

• Potable water for Ships calling at this port.
• Water for Dust suppression.
• Water for Fire fighting.
• Other uses like gardening etc.

Norms adopted for water consumption are as follows:

• Water for consumption by the port personnel @ 45 lpd per person

• Water for canteen staff @ 200 lpd per person
• Water supply for ships, this quantity is variable since all the ships may not take the
same quantity and sometimes some ships may not take water. However on an average
a quantity of 100,000 litres per ship has been considered.
• Water for gardening has been taken as @ 2.5 litres/sqm/day.

Detailed Project Report

December 2004 Section 5 - Page 15 of 17
 • Water for dust suppression for the dry bulk cargo has been worked out based on the
specifications for the dust suppression system.

Based on the above norms, the estimate of the daily water demand over the master plan horizon
is presented in Table 5.26 below:

Table 5.26: Estimated Water Demand

Consumer Demand (kL /day)

Short Term - Medium Term - Long Term -
Year 2008 Year 2023 Year 2037
A. Raw Water
Greenery and Landscape 25 45 63
Dust Suppression & Fire Fighting 985 2764 5448
Total (A) 1010 2809 5510
B. Potable Water
Port Personnel, Users & Misc. 18 45 90
Canteen 20 30 40
Ship Supply 199 412 808
Total (B) 237 487 938
Total (A + B) 1247 3296 6448

It is estimated that a static storage capacity of about 1100 kL would be required for fire fighting
purposes, for which a sump has been proposed at the operational area. The above does not
include the water demand for the port colony, which is likely to be outside the port limits.

5.8.2 Sources of Water Supply

It has been indicated that the Government of Andhra Pradesh will supply the required water at
the entry point to the Port Area. For this purpose an underground tank near the port entrance
would be provided.

5.9 Power Requirements

The power is required at the port for the following activities:

• Mechanised Cargo Handling Equipment

• Lighting of the Port Area
• Offices and Transit Sheds
• Miscellaneous

Detailed Project Report

December 2004 Section 5 - Page 16 of 17
The estimate of the electrical load demand for the Gangavaram Port is presented in Table 5.27
below:

Table 5.27: Electrical Load Demand

S. No. Location Electrical Load (MW)

Short Term Medium Long

2008 Term 2023 Term 2037
1. Iron Ore Terminal

Equipment (Loaders, Stackers, Reclaimers, Tippler) 4.0 5.0 5.8

Conveyors 6.2 7.6 8.4
2. Coal Terminal

Equipment (Unloaders, Stackers, Reclaimers, 8.4 16.7 25.1

Wagon/Truck Loader)

Conveyors 11.2 23.8 32.6

3. Lighting 0.6 0.9 1.4
4. Other Misc. Like Offices, Control Tower, Pumps etc. 1.6 2.7 3.5

Total Connected Load (MW) 32.0 56.7 76.7

Peak Electrical Load after taking load factor (0.85) 27.2 48.2 65.2
on Connected Load

Demand Load in MVA (using a factor of 0.8) 34.0 60.2 81.5

The power shall be provided by APTRANSCO near the port boundary, where the main receiving
substation of the port would be located.

Detailed Project Report

December 2004 Section 5 - Page 17 of 17