Maharashtra State Power Generation Co.

Ltd Techno-Economic Feasibility Report - Dhopawe

Maharashtra State Power Generation Co. Ltd

Techno-Economic Feasibility Report

For Imported Coal Based Thermal

Power Station at Dhopawe

(Executive Summary)

Prepared By

i-maritime Consultancy Private Limited

206, Hermes Atrium Tel : +91-22-2757 9611
Sector 11, CBD Belapur, Fax : +91-22-2757 9612
Navi Mumbai E-mail : consult@imaritime.com
India Website: www.imaritime.com

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Maharashtra State Power Generation Co. Ltd Techno-Economic Feasibility Report - Dhopawe

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Maharashtra State Power Generation Co. Ltd Techno-Economic Feasibility Report - Dhopawe

1. Executive Summary

1.1 Introduction
Maharashtra State Power Generation Company Limited (Mahagenco) was formed by separating the
distribution and generation functions of Maharashtra State Electricity Board (MSEB) into two companies,
namely MSEDC Ltd. for distribution and Mahagenco for generation.

1.2 Project Background

Mahagenco envisages setting up an imported coal based thermal power plant of capacity 2 x 800 MW at
Dhopawe, District Ratnagiri. Mahagenco has awarded i-maritime Consultancy Private Limited (i-maritime)
the assignment of preparing the “Techno Economic Feasibility Report” for the coal import facility.
imaritime consultancy is India's leading business consulting firm in the maritime sector.

1.3 Data sources and References

Following charts and reports have been referred in the appreciation of the site

Hydrographic chart 2011- Port Dabhol of scale 1:25000 (Reference 1)

TEF Report for the development of Anjanvel port by CES, 1996 (Reference 2)

Hydrographic Survey data along river Vashishti, chart No-654/2003, Maharashtra

Maritime Board of scale 1:10000 (Reference 3)

1.4 Location of power plant site

The coordinates of the proposed power plant are as follows:

Table 1-1 Proposed power plant - site coordinates

Coordinates of site for proposed power plant
Point Latitude Longitude

A 170 34' 06"N 730 11' 15" E

B 170 33' 48" N 730 10' 48" E
0
C 17 32' 45" N 730 10' 48" E
0
D 17 32' 30" N 730 12' 12" E
0
E 17 32' 30" N 730 12' 06" E
0
F 17 33' 09" N 730 12' 12" E
0
G 17 33' 48" N 730 11' 24" E

1.5 Site characteristics

The entrance to the Vashisti River is bound by hills to the south and north. At the entrance to the river, a
sandbar of 750-850m widths has been formed from gradual accretion, with depths from -3.0m to -1.5m. The
10 m contour in the open sea is approximately 3.0 km from the mouth of the river.

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1.5.1. Wind

Based on the field observations carried out by the National Institute of Oceanography, Goa in 1994,
nonmonsoon wind onshore could reach maximum up to 11.0 m/s with extreme speed of 16.0 m/s.
During monsoon, offshore wind reaches up to 18.0m/s.

The predominant wind direction is from N-NW to S-SE during fair season and from W-NW to E-SE during
monsoon. Wind rose diagram reproduced from reference 2 is shown in drw.no 2. Wind records for
cyclonic conditions are not available for analysis. However, it is anticipated that significantly higher wind
speed would be prevailing during cyclonic conditions.

1.5.2. Tides

Tidal data for Vashishti River as obtained from reference 1, Hydrographic chart no 2011 published by
Naval Hydrographic office, Dehradun (Vashishti River) is shown in Table 1-2.

Table 1-2 Tidal Variation - Naval Hydrographic Office

Particulars Naval Hydrographic Office
Mean High Water Spring + 2.74 m CD
Mean High Water Neap + 2.19 m CD
Mean High Low Water Spring + 1.16 m CD
Mean Low Water Neap + 0.61 m CD
Mean Sea Level + 1.70 m CD

1.5.3. Waves

Past study of Central Water and Power Research Station, Pune (CWPRS) indicates that:

Direction of waves are from W-SW to E-NE

Waves exceeding 2.0 m occur frequently
Wave height of about 4.0 m with period ranging 12 to 14 sec is reported to be occurring during
monsoon

As these readings have been taken in the quadrant lat 150 48’ N to 200 48’ N and long 600 0’ 730 0’ N,
fresh readings need to be taken at the site.

The significant wave height permissible at the jetty for large vessels is about 1m and permissible wave
period is less than 10 sec. This phenomenon could not be studied due to non-availability of wave
recordings at the proposed site. This needs be done during the Hydrographic survey.

1.5.4. Currents

In the river, the current at peak flow and at ebb is reported to be of the order of 2.0m/s. At the river mouth,
this is reported to be of the order of 0.75 m/s to 0.85 m/s at the maximum as per Reference 2 cited above.
On open seacoast, the currents are reported to be 0.55 m/s to 0.65 m/s flowing in the N-S direction.

This phenomenon needs to be carefully studied to ensure safe berthing operation. This is because in
general the maximum current should not exceed 4 knots (2m/s) where possible. Where the current
velocity exceeds this value, it may be necessary to adjust the channel cross section to maintain an
optimum flow.

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1.5.5. Soil

Previous study at the sand bar located near the entrance to the Vashishti River indicates there is no rock
down to -10m depth (source: Reference 2). Further investigations may be carried out at the sand bar,
approach channel and the jetty site before undertaking dredging and detailed design of civil works.

1.5.6. Littoral Transport

The general direction of drift is from N-S @ 0.2 million cu. m. per year (source: Reference 2). As per the
study carried out by MMB, the sand bar formation at the river mouth has been found to be have formed
over the period of last 100 years.

CWPRS study estimates moderate filling about 1.0m-1.5m in the river channel over a year if dredging is
resorted to. This quantum will vary according to depth of dredging and therefore needs to be investigated
during Detailed Project Report (DPR) preparation.

1.6 Functional requirements

1.6.1. Approach Channel

For handling a panamax vessel, with one-way movement, and considering the site characteristics, an
approach channel of width 250m and dredged up to -15.5m is required. The semi-restricted channel
needs to be provided from the 15 m contour, which is approximately 5 km from the mouth of the river.

1.6.2. Turning circle

The turning circle shall be located where the river width is about 1.5 times the width of the turning circle. To
handle panamax class vessels, a minimum diameter of 460m is required. The depth of the turning circle
has to be 1.2 times the maximum draft of the vessel, which is -15.5m.

1.6.3. Dredging

Capital dredging is a requirement for the proposed berthing facility .The capital dredging for various sites
are as follows.

Table 1-3 Capital dredging in million cu.m

Anjanvel Bay Veldur Bay Dhopawe Bay

Capesize 25.33 29.08 30.88
Panamax 19.08 21.33 22.41
Lighterage 0.20 0.20 0.20

1.7 Berthing facility

1.7.1. Direct berthing

The berthing facility suggested consists of a jetty of length 270m x 28.7m wide for panamax vessels. Four
rows of 1200 mm diameter concrete cast in-situ piles are provided. The area alongside the jetty is to be
kept dredged to -15.0m depths to provide safe berthing of design vessel. The alignment of the jetty will
have to be such that it would minimize effects of current, wind and wave on the berthing vessel, for which
further investigation is recommended. These investigations need to be taken up in the DPR stage.

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1.7.2. Barge unloading

The berthing facility suggested consists of a jetty of length 200m x 23m wide. Four rows of 1200 mm
diameter concrete cast in-situ piles are provided. The area alongside the jetty is to be kept dredged to 5m
depths to provide safe berthing. The alignment of the jetty will have to be such that it would minimize effects
of current, wind and wave on the berthing vessel, for which further investigation is recommended. These
investigations need to be taken up in the DPR stage.

1.7.3. Approach Jetty

The main jetty is likely to be sited where depths are naturally available. To connect the main jetty to the
land a 13.5m wide approach trestle has been provided. Four rows of 1000mm diameter vertical piles will
support this approach trestle. A roadway of width 4.5m has been provided.

1.8 Coal import facility

Based on the above site features, shipping trends, economics of logistics cost and envisaged throughput
requirements, possibilities for development of port facilities are evaluated with regard to the two options of
lighterage and direct berthing respectively. It may be noted that this is based on existing available data
and analysis of pertinent site conditions.

1.8.1. Option I - Lighterage operations with barges

This essentially involves double handling of cargo. Imported coal is transported by vessels of panamax
and capesize category to unloading port. The unloading of cargo from the mother vessel is done at the
natural deep-water anchorage by ship’s own gear. Further unloading of coal from barges would be carried
out at the barge berth located inside the river.

1.8.2. Option II - Direct berthing facilities

This would entail creating berthing structures and navigation channels with mechanized coal unloading
equipments compatible with the throughput requirement of 5.0 million tones per annum (MTPA) initially
and going up to 10 million tones per annum (MTPA) eventually. Coal is generally imported from Australia,
Indonesia, China and South Africa. Based on the current project site, Dhopawe would aim to handle
panamax/cape vessels.

1.9 Evaluating the options

The possibilities for development of marine facilities are evaluated with regard to the two options of direct
berthing and lighterage based on the following Techno-Economic parameters:

Functional requirements
Operating cost
Capital cost
Net present value of Capital Cost and Operating Cost
Operating Environment
Operational ease and efficiency
Downtime factor
Nautical and Navigational features
Dredging and siltation
Terminal capacity

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Three sites have been examined and identified for direct berthing, namely, Anjanvel Bay, Veldur Bay and
Dhopawe Bay. Two design vessel sizes; panamax and capesize have been considered for importing coal.

The economic parameters are critical, more so when large investment outlay is planned. Therefore, the two
options are compared on the Net Present Value (NPV) of the Capital Cost and Operating Cost.

Summary of NPV of Capital Cost and Operating Cost at Anjanvel Bay, Veldur Bay and Dhopawe

Table 1-4 Summary of NPV of Capital Cost and Operating Cost Bay (Rs. crore)

Location Panamax Capesize Lighterage

Anjanvel 2320 2294 2493
Veldur 2354 2365 2472
Dhopawe 2383 2411 2476

It is suggested that direct berthing option has advantages in the operational and financial aspects. It is
clear from the calculations that the panamax vessel based functional requirements and facilities are
preferable to the capesize vessels based facility in view of the relatively huge amount of dredging
involved in the latter option.

Lighterage option is not the optimal solution based on the operational efficiency and financial viability as it
has the highest financial cost among the options.

1.10 Evaluating development potential of the options

1.10.1. Option I (Lighterage)

Mid-stream operations of handling coal at anchorage are considered less suitable for the proposed
volumes. Cargo has to be handled twice in this option. This double handling of cargo has numerous
disadvantages. Berthing of barges alongside ship and changing of barges involves additional time factor.
Besides, handling mid-stream involves cargo pilferage and wastage from some of the coal falling into the
water. The achievable rate of handling is limited and dependant on the on-board crane capacity. Care has to
be taken while chartering the vessels with ship cranes. Therefore based of various factors, the overall
efficiency of cargo handling is reduced.

Barge movements from ship to riverside berthing facilities during pre-monsoon to monsoon season would
present navigational difficulties and hence would contribute to downtime. The nautical and navigational
conditions are not considered to be the optimal for efficient lighterage operations.

Lighterage operations with double handling of cargo have inherent limitation. In lighterage option, to
satisfy 5MTPA requirement of coal a minimum of 3 panamax ships have to be working simultaneously at
the anchorages. This increases the number of barges required, the number of barge unloading berths,
the coal storage area and the cargo handling equipment. This option does not therefore present the
advantage of capital cost efficiency.

1.10.2. Option II (Direct berthing)

Direct berthing facilities requires tranquil condition. The berthing facility in this option would be located
along the banks of the river at Anjanvel Bay, Veldur Bay or at Dhopawe Bay. These berths would be
made accessible by approach channel dredged to satisfy functional requirements.

These locations are protected to varying degree from the wave influence. Shallow water depths at the
river delta could limit the wave penetration effect inside the river. The operation environment is expected

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to allow cargo handling for ten months. Disturbance due to monsoon is expected to be severe for about 2
months (June-July).

Direct berthing facility is expected to provide safe mooring of ships and tranquil conditions for unloading.
Installation of the rated equipments will meet the desired throughput requirements. This system can
accept future enhancement of capacity and does not entail pilferages.

Operating environment is therefore conducive to cargo operations. Direct berthing allows definite planning
and deployment of mechanized equipment. It would therefore be possible to create requisite capacity with
flexibility for future enhancement.

Available depths in the river channel are in the range of average 9.0 to 12.0m.Occasionally, higher depths
are also noticed. Substantial dredging is involved to meet the functional requirements of direct berthing.

The location is a delta area of the river. There are possibilities of silt discharge in the location. Therefore,
maintaining depths of dredged channel could be difficult. Excessive siltation of dredged channel may
consequently require high level of maintenance dredging. This phenomenon needs to be carefully studied by
mathematical modeling.

1.10.3. Conclusion
Based on the above evaluation, it is seen that the direct berthing facility (option II) seems to be a better
option from technical, financial and operational perspective.

1.11 Berthing facility Location

The riverfront was carefully studied and examined. Certain locations have been identified as potential
sites where the berthing facility could be located. These are shown in drw.no 6 and are identified as

Anjanvel Bay
Veldur Bay
Dhopawe Bay

All the above three locations seem to be suitable for creating the desired facilities.

1.11.1. Anjanvel Bay

Anjanvel bay is the site closest to the river mouth. Contour of 10m is available immediately at the edge of
the bay, which offers the advantage of deeper waters compared to Veldur bay and Dhopawe Bay. The
relative dredging costs are lower. However the berth tranquility conditions will need to be studied in detail, as
this site is less protected vis-à-vis Veldur bay. Anjanvel is the preferred option on account of the
deeper waters, subject to availability of the requisite tranquility conditions.

1.11.2. Veldur Bay

Veldur bay is the second possible site for berthing facility. This site offers 5m contours at the edge of the
bay and provides relatively more sheltered waters. Veldur bay is used extensively by fishing craft and is in
close proximity to the passenger jetty. Under these conditions it could be difficult to establish berthing
facility without disturbing the existing system.
1.11.3. Dhopawe Bay

In view of the shallow depths, this site is likely to involve large amount of dredging. This location offers the
most tranquil condition. The conveyor length in this option is the least compared to other options. Berthing
facility at this site would need to co-exist with the existing system, namely the cross-river ferries.

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1.11.4. Conclusion

With the available knowledge at this stage and the financial estimations, the sites of Anjanvel Bay, Veldur
Bay and Dhopawe Bay appear feasible. It is felt that provided the annual sediment transport is 0.2MTPA,
numerical study results are encouraging and the river siltation is under desired limits, Anjanvel Bay and
Dhopawe Bay are preferable sites for the berthing facility. Further detailed investigations, as suggested
needs to be carried out to determine which one is superior vis-à-vis the other.

1.12 Conceptual Marine Facility

Various components of the proposed functional plan and layout have been developed from the following
project parameters:

Minimum throughput requirement of 5 MTPA in phase I

Direct berthing facility for panamax vessels
Fully mechanized cargo handling facility
Flexibility for future capacity building of 10 MTPA in phase II

1.12.1. Design Vessel

For the purpose of planning following vessel characteristics have been adopted

Table 1-5 Design vessel size

Vessel DWT LOA (m) Beam (m) Draft (m)
Cape Size 170000 285 45.6 18.3
Panamax 70000 230 35 13

Although, smaller vessels like handymax can also be considered, the economics of shipping logistics
favors Panamax and Cape ships.

1.12.2. Navigation Channel and Turning Circle

The depth of the water required to allow ship movement at any tidal stage is assessed at -15.5 m and -
20.0 m for panamax and cape vessels respectively.

The turning circle diameter is 460m for Panamax vessels. Berth pocket will be provided -15m depth at all
times so that the ship can remain at berth and depart during all tidal stages.

Based on the site characteristics presented in the width of approach channel required is assessed at
250m.

1.12.3. Navigation Aids

These shall be provided along the channel, on the adjoining shoals and at lead points as per the IALA
system applicable to this region.

1.12.4. Berth Layout

Orientation of berth is most suitable to be laid along the bank of river and in the direction of river flow as far
as possible.

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To avail maximum advantage of water depth the berth face is envisaged to be located along an average
-10m contour of the Anjanvel bay. The berth will be connected to shoreline by a trestle supported on
piles.

The length of berth provided is as follows

PANAMAX: berth length 270m

CAPE: berth length 315m

1.13 Cargo Handling Equipment

To achieve 5 million TPA of throughput, fully mechanized unloading system is provided. The suggested
coal unloading system is comprised of grab unloader to evacuate the ship and conveyor belt to transport
coal to yard. Depending on the equipment planning, maximum of two unloaders with 2000 TPH capacity
each with matching conveyor system would achieve a projected throughput of 12 MTPA given 300
working days. At the storage yard, a provision of one stacker/ reclaimer is made for loading coal onward to
power generation plant site.

1.13.1. Coal Discharge rates

Power plant at Dhopawe is expected to import 5,000,000 tonnes of coal by 2009-10 and 10,000,000
tonnes by 2014-15. It is recommended to have an import conveyor with a discharge capacity of 40,000
TPD. The jetty is designed for a load of 5 Tonnes/sq. m. Pressure exerted by the coal unloaders is within
this working load.

Table 1-6 Typical Calculations for the discharge rates

Typical Calculation for the Discharge Rates

Coal unloaders (numbers) 2
Total Working Hours / Day 20
Coal Discharged (Tonnes/day/unloader) 20000
Coal Unloaded (tonnes per day) 40000

1.14 Environmental Aspect

The areas where dust suppression is required are
At ship unloader
Belt transfer points and
Stock yard

Suitable water spraying system shall be installed at these areas to bring emission levels to acceptable
one. The conveyor system will be covered all along to minimize the pollution.

1.15 Marine Civil Works

1.15.1. Deck level of Berth and Trestle

Specific data on wave penetration at the berth location is not available. Therefore, a desk assessment
was carried out to get approximate idea about wave conditions. Based on this, the elevation of deck is
proposed at + 6.0 m CD which will not allow overtopping during severe wave and surge conditions.

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1.15.2. Structural Type

RCC pile structure with combination of in-situ and pre-cast members is suitable from cost and
construction point of view.

1.15.3. Fender System

Panamax and Cape size vessels are considered for preliminary assessment of structural configuration
and size. Detailed structural analysis using STADD software will need to be carried out at DPR stage.

Long rubber fenders would be appropriate. These will be installed on fender panel as shown on the
drawing. The system will be designed for berthing angle not exceeding 10 degrees and vessel speed of
0.1 to 0.15 m/s depending on the tranquility levels. To allow berthing during all tide levels, a long rubber
fender is provided.

1.15.4. Dredging Aspects

Geo-technical investigation has been carried out in the past by MMB. This borehole data and locations
are presented in drw.no 16 and 17. In order to prepare a technically adequate proposal, the approach
channel shall be provided from-15.0m contour and the turning circle shall be located where the river width is
about 1.5 times the width of the turning circle. To achieve this adequate dredging is required. It appears that
in the channel area the soil is loose to medium fine sand. Dredged slopes could remain stable.
However, at DPR stage numerical stability analysis would be required to assess the stability.

1.15.5. Foundations

Geo-technical data in the nearby location shows that gray basalt rock is available at a depth of 14.0 m to
15.0 m below seabed (source: Reference 2). However, looking at the dredged depths required at the
berth pocket, it is anticipated that the founding level for piles would have to be located about -25m.

1.16 Equipment Details - Import Conveyor System

Belt conveyors and accessories shall be designed, fabricated, erected, tested and commissioned in
accordance with IS 11592.

1.17 Road Map

Hydrographic Survey
Numerical modelling
Bore hole at proposed sites for berthing and channel and turning circle
Soil investigation
Environmental Impact Assessment
Site Clearance from Maharashtra Pollution Control Board
Coastal Regulation Zone (CRZ) clearance from Government of India

1.17.1. Agencies

NIOT
IITM
NIO
CWPRS
Indomer Coastal Hydraulics Pvt Ltd

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1.18 Unconfirmed news that may impact development options

It is learnt that Gas Authority of India Ltd. (GAIL) has issued land acquisition notice to villagers of
Navgaon plans to lay gas pipeline across the river Vashishti from Dabhol side to a point between
Anjanvel and Veldur.

If this were to actually transpire, it would rule out Dhopawe bay for direct berthing facility as it would not be
possible to dredge to the required depths. This may also jeopardize the location of the turning circle
inside the river

1.19 Conclusions
After evaluating the functional requirements, the site conditions, and the capital and operating costs, i-
maritime concludes that:

the proposed coal import facility seems technically feasible at Anjanvel Bay and Dhopawe Bay for
both options I and II (lighterage and direct berthing respectively), subject to confirmatory
investigations

based on net present value of capital and operating costs, direct berthing is a better (cheaper)
option than lighterage and Anjanvel Bay is a better (cheaper) option than Dhopawe Bay

berthing facilities in phase I should be designed to have expandability, as deployment of capesize

vessels (to be evaluated in DPR stage) could confer operating cost advantages over panamax
vessels in phase II

coal handling by lighterage option could pose practical difficulties in phase II, and scalability of
direct berthing is higher than lighterage operations. Therefore, merits of direct berthing out weigh
lighterage.

1.20 Recommendation

i-maritime recommends that before locating the new facility, the requisite data required for
decision making be obtained through technical investigations at the DPR stage. This includes:
Sub-soil investigation at the site, Hydrographic Survey, Wind Observation (direction and
strength), Wave observation (wave height and wave period), Mathematical modeling to study
sediment transport from -15m contour line at sea to the turning circle, and Numerical model study to
examine the stability of the sand bar at the river mouth

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