PREPARED BY:NIRAV RAJYAGURU [3928]JAYDEEP MEHTA [3913]ANUJ GANDHI [3907]HITARTH RAJYAGURU [3927]

o Few things about Goao Objective of the studyo Introduction to Mormugao Port Trusto Existing Berthing Facilitieso Process of Iron Ore handlingo Mechanical Ore Handling Planto Functions of Mechanical Ore Handling Planto Operation of Mechanical Ore Handling Planto SWOT Analysiso Suggestions

Mined state of India Coastline of 105 kms Famous for beach tourism, ore exporting

and cashew nuts Premier port for exporting iron ore in India,

exporting around 40MMT in 09-10, handling around 40% of iron ore exports among all ports of India

Work of construction of the Harbor and Railway at Mormugao commenced in 1882

By 1959, 7 berths constructed, including one dedicated to mechanized iron ore handling by private party (M/s Chowgule & Co.)

Goa liberated on December 19,1961 Govt. of India took over Harbor and Railway administration on January 8, 1962.

Mormugao declared a Major Port under the Major Port Trust Act, 1963, on Dec 2, 1963

Till date, 4 more berths added, making a total of 11 berths

4 more berths planned, including a dedicated Cruise Terminal, Fishing jetty and two more general purpose berths.

To study the process of iron ore handling.

To identify why MOHP is the pride of Mormugao Port Trust.

To identify how MOHP operates.

Natural harbour 40% India‘s Iron ore export and ranks within

the first ten leading Iron ore exporting Port of the world.

The Port railway system is connected to South Western Railway through which it is also linked to Konkan Railway

The excellent Inland waterways provided by two rivers, the Zuari and the Mandovi, serve as the main conduits for transportation of iron ore to the Port from hinterland.

• Mormugao Port, a protected open type natural harbour, is situated on magnificent and hospitable coastline on the west of India in the latitude 15˚25’ North and Longitude 73˚48’ East at the mouth of the river ‘Zuari’ in the state of Goa.

• The harbour is also protected from the South West monsoon as it has been constructed on the leeward side of Mormugao Headland.

Road TransportMormugao Port is connected through road with the rest of the country through two national highways NH-17 and NH-4A. The NH-4A highway eventually joins with NH-14 which connects Mumbai and Bangalore. The NH-17A highway connects Mormugao to NH-17 at Cortalim.

Goa is bestowed with the two rivers viz. Zuari and Mandovi river for inland water transport from the loading jetties near the mines to the Mormugao port having the equal share.

Presently there are about more than 450 barges of total capacity of more than 500000T plying in Goan waters for the transport of this iron-ore from mines.

All these barges in total make approx. 23500 trips to transport MPT’S iron-ore alone from the mines.

The broad gauge railway system of the Port serves the general cargo berths. Port railway system is connected to South Western Railway through which it is also linked to the Konkan Railway.

Both these railways together facilitate easy access to the Port from any part of the country through the vast network of broad guage railway system.

Approach channel (Outer length – 4.6kms, Inner length- 2.3kms)

Breakwater Berthing facilities Flotilla, VTMS, Tugs, Naviads,

Communications Pilotage & Mooring Other services(Water supply, Provisions,

ship repairs, Immigration, PHO and Medical Aid, Agency facilities, Repatriation of Crew)

BERTH No. 1/2/3/4Height : 4.2 mLength : 331 mtrsMax. LOA : 215mDraft : 8.5 m

• Modern ship repair complex with floating dry dock facilities set up by m/s WESTERN INDIA SHIPYARD LTD. (WISL) on lease for 25 yrs. Licence agreement was signed in April 1993.

BERTH No.5/6(Renamed as 5A/6A)Height : 4.5mLength : 450mMax. LOA : 225m/180mDraft : 13.5 (fair season), 12.5 (monsoon)

• State of the art mechanized coal handling facility set up by m/s SOUTHWEST PORT LTD, previously m/s ABG GOA PORT LTD, on BOOT basis through open tender. Agreement was signed in April 1999.

• Installed capacity to handle import cargoes of coal and coke upto 5 million tonnes (MGT}

• Commercial operations commenced in June, 2004 – full mechanisation expected by September, 2005

BERTH No. 7Under Construction

The consensus agreement has been signed with M/s. Adani Mormugao port terminal Pvt. Ltd., Ahmedabad on DBFOT(Design Build Finance Operate Transfer)

Upcoming terminal specially for handling of coal cargo with a capacity of 5.5 mn tonnes annually.

The commencement of construction is expected to begin by end of April 2010 and the facility is expected to be completed and ready for operation by march 2013.

.

BERTH No. 8Height : 4.2mLength : 116mMax. LOA : 260mDraft : 12.5 (fair season) 10.5 (monsoon)

• Exclusive, alongside deep drafted berth with fire fighting and pollution control facilities for vessels upto 70,000 DWT

• Handles petroleum products of about 1.5 million tonnes

• Specialised facilities also available for other liquid cargoes like phosphoric acid, caustic soda and molasses

.

BERTH No. 10Height : 4.5mLength : 250mMax. LOA : 225mDraft : 11 (fair season) 10 (monsoon)

• Multipurpose General Cargo /Container Berth

• One container feeder service per week to and from Colombo.

• Containers handled during 2004-05 - 10,365 TEUs.

• Other cargoes handled include coking coal, fertiliser, alumina, pig iron and timber logs

BERTH No. 11Height : 4.5mLength : 270mMax. LOA : 225mDraft : 12.5 (fair season) 11.5 (monsoon)

• Multipurpose General Cargo berth

• Used for handling variety of cargoes including Coal, Coke Metallurgical Coke, Cement, Sugar and Sponge Iron

Mooring Dolphins

Transhippers

Berth no.9

BERTH No. 9Height : 4.5mLength : 222mMax. LOA : 335mDraft : 14.1 (fair season) 12.5 (monsoon)

• Pride of the Port, a fully Mechanized Ore Handling Plant (MOHP) in operation since 1979.

• Handled 12.1 million tonnes of iron ore during 2009-10

• Port handles 40 % of India’s iron ore exports and ranks amongst the top ten leading ports of the world in handling iron ore. Quantity handled in 2009-10 – 40 million tonnes approx

VESSEL SIZE OF VESSEL DRAFT BEAM LOA

Handymax 40000 10 25 180

Panamax 70000 12 32 220

Mini cape 110000 14 40 250

Cape size 170000 18 50 290

MOORING DOLPHINS

(3 Nos )Draft : 12.5 (fair season) 11.5 (monsoon)

• Used for handling bulk Cargo through vessels cranes. In operation since February 2003.• Capacity : 2.5 million tonnes• Handled around 6.06 million tonnes during 2009-10

Transhippers are provided and managed by the private exporters and presently there are 6 such transhipper in the harbour.

Name of the Transhipper

Year of the acquisition

Owner

Maratha Deep 1986 Chowgule & Co Ltd.

Swathi Rani 1981 V.M.Salgaocar & Bros Ltd.

Priyam Vada 1981 V.S. Dempo & Co Ltd.

Orissa 1991 SESA Goa The transhipper are loaded by barges brought alongside which in turn get loaded into the main ore carriers through conveyors system available in transhipper and generally loading rates ranging from 12000 TPD to 20000 TPD.

At times, ships are permitted to be loaded wholly by transhippers in mid stream.

The SIX transhippers all worked for between 183 and 194 days. Transhippers do not operate during the monsoon period (59 days shutdown) They handle almost 25 percent of total ore cargo handled by the MPT, they

are owned by the private exporters like Sesa Goa, Salgaonkar, Chowgule etc.

What is Mechanical Ore Handling Plant

How it is operating

Iron ore received by barges unloaded at one-of-a-kind custom built barge unloading system

Stockpiled iron ore loaded onto vessels upto a maximum of 2,10,000 DWT, LOA 335m and beam 50m

RECEIVING

STACKING SHIPPING

• The ore coming from the mines located in the nearby regions, through the barges.

• The barges unloaded at the finger jetties of the MPT

• The ore received from the barges, travels on the conveyors and reaches the open storage plots using stackers and grabbers

• The entire receiving and shipping section is controlled by CCP(Central Control Panel)

The ore which is stored in the open plots, is received by the reclaimers, on the addressed conveyors

And from the conveyors, ship loaders loads the ore on the ship.

There can be a direct shipping facility from the receiving section, but it is only allowed if 90% of the cargo is loaded from the storage plots.

Sr.No.Description of Equipment

Nos. CapacityBelt speed

M/Min

Belt Widht

1. Barge Unloaders 8 750 TPH each - -

2. Continuous Barge Unloader 1 1250 TPH each 175 1200

3. Stackers 3 3250 TPH each 260 1200

4. Reclaimers 2 4000 TPH each 210 1400

5. Shiploaders 2 4000 TPH each 210 1524

6. Conveyor B2 - 1250TPH 150 1000

7. Conveyor B3-B10 - 825TPH 150 1000

8. Conveyor B11-B13 - 3250TPH 210 1200

9. Conveyor R1-R3, R5-R7 - 3250TPH 210 1200

10. Conveyor S1- S6 - 4000TPH 210 1400

ORE HANDLING FACILITIES

CBU

SHIPLOADER II SHIPLOADER I

H1H2H3H4H5H6

STACKER III

STACKER I

STACKER II

RECLAIMER II

RECLAIMER IH7

H8

H9

H10H11

H12

H13

H14

H15H16

S1

S2

S3

S4

S5

S6

B2

B3

B4

B5

B6

B7

B8

B9

B11

B12

B13

R1

R2

R3 B10

R5

R6

R7

BU3

BU4

BU5

BU6

BU7

BU8

BU9

BU10

RECEIVING SECTION

SHIPPING SECTION

The barges collect iron from various mines from 17 different points through River Zuari and Mandovi, the navigational channel. Once the exporter sends his trucks loaded with cargo to these points, the cargo is straight unloaded into the barges and brought to the 5 finger jetties at Berth No 9, MOHP.

OPERATIONAL PROCESS AT MOHP

UNLOADING(RECEIVING))

STACKING(BUFFERING)

LOADING(SHIPPING)

Area

80,000 m2 approx.

Storage capacity 10 lakh tonnes

Assessed annual capacity 11.0 million tonnes

These 3 sides in totality have 12 plots which given to the exporters for stacking of the cargo. The present Exporters to whom the plots have been allotted are as follows:

SESA, V.S.Dempo, V. M.S. Salgaoncar, Chowgule, MMTC, Societo Fomento Industries (SMIC), SFI, PVG, BMM, OGL, CCL, PORT.

14HRS PRODUCTIVE (60%) (40%) 10 HRS UNPRODUCTIVE

From the analysis of the vessel loaded, generally the breakup of 40% detention is as follows: - 26% - on account of ship (draft check, hatch change, De- ballasting, single loader loading, ship shifting)

6% - on account of plant breakdown 4% - on account of choking of cargo/lack of cargo 4% - other reasons

Berth 9 12.01 MT

Transhippers 9.31 MT

Mooring dolphins 6.06 MT

Mid stream 3.68 MT

West of break-water 9.51 MT

Total 40.57 MT

0

20

40

60

80

100

120

140

2008-09 2009-10

45.5459.23

115.3129.6

MIL

LIO

N T

ON

NE

S

YEARS

FROM GOA FROM INDIA

Berth occupancy for Berth no 9 is 85% against 62% in the previous year, which shows the over productivity of the berth and its equipments which handles the cargo.

Generally 70% is the ideal one but it is over working which can be a threat.

This may damage the equipments which are already of primitive age and needs great maintenance and replacements.

Mormugao Port Trust is the only unique port handling almost 30-35% of Indian

iron ore exports among the other major ports of India. Out of the total traffic

handled at port, nearly 80% of traffic is only of iron ore which make Mormugao

Port Trust, a premier iron ore handling port of India with an annual throughput of

48 MT of traffics.

2008-09

41.68Milliontons

2008-09

41.68Milliontons

2009-10

40.57Milliontons

2009-10

40.57Milliontons

Construction of additional 3 no. Mooring Dolphins

Development of water front west of breakwater

Replacement of three numbers rail mounted stackers

 Upgradation of Mechanized Ore Handling Plant

Partial Natural Harbour Bestowed Inland Water Ways Substantial captive traffic Private participation and investment Peaceful & harmonious industrial relation Preferred employer in Goa for direct and indirect employment State of the art facilities for iron ore handling Beneficial to the exporters as they are giving incentives on

the proposed turnover of the warehouse. Excellent IT systems like ERP, SAP, VTMS Takes good care of employees by offering PFs, Gratuity funds

etc. Less polluted though handling bulk cargoes like ore, coal etc.

• Lack of readily available expansion space• Fishermen occupied water area very close and

adjacent to the cargo port• Lack of dedicated berth for non cargo vessel• Inadequate Qualified technical man power• Not well maintained infrastructure facility within the

Port• Inadequate road and rail connectivity• Unions not permitting private labours.• Aged equipments• Excessive Overtime• Inadequate warehousing area • Inadequate container handling equipments

• Improve existing facilities• Vasco Bay & Baina Bay development• Attract more coal and liquid bulk traffic• Cruise Traffic• Base for Offshore Supply Vessels• Industrial development in North Karnataka• Enormous growing demand of ore in global

prospect• Container traffic• Developing as a pharma port• Increase on-shore and off-shore trading• Awarded most of its berths to private parties which

will lead to development of the port

Iron ore traffic vulnerable to Chinese demand & may reduce

Competition from Panjim, New-Mangalore and also from Ennore/Chennai & Krishnapatanam possible

Co-operation not in full vigour from local authorities Karnataka Govt. banned on mining the ore so as to reserve

and satisfy the local customers New mines have found in different countries like Australia

which has the similar quality of the ore and their transportation and service costs are quite lesser, which may reduce the demand of Goan ore.

Older machines/equipments may reduce the productivity unless not replaced with the newer and high capacity ones within the certain period of time

Inadequate hinterland connectivity of rail and road may affect the traffic

• Increase in the width of the conveyor belts from 1200 mm to 1400 mm to handle more cargo

• Increase working of maintenance (repairing & cleaning) so as to lower the breakdown of operations and turn around time of the ships

• BU’s must be replaced with the higher capacity BU

• Increasing the turn over ratio in terms of storage yards from 8 times to 10.

• Conveyors must be covered with the roof tops to eradicate the siltration rate and chocking of cargo especially during pre, post & during monsoon

• Size of the grabber (i.e. bucket) must be increased so as to grab the more amount of the cargo from the barges during receiving section

• Use of chemicals in hoper to restrict the chocking of the moister containing ore.

By increasing the incentive returns from 8 times to 10 times of 4.5 Rs per tn to 6 Rs per tn .As to motivate them by giving an opportunity to export more cargo from this port & holding them only to do that from M.P.T.

Plot area must be surrounded by building the walls around it, so cargo can be loaded up to a height of 3-4 m adjacent to the walls, this will increase the storing capacity.

If the approach channel and berth no.9 is deepened by 1mts, then the larger ships would be able to load additional cargo, subject to depth limitations at destinations port.

The effect of deepening the channel would principally be an increase in average size of ship handled at berth no.9, reduction in berth occupancy at berth no.9 and the reduction in average size of ships handled by transhippers.