9 Engineering of Mechanical System and Equipment

9 Engineering of Mechanical System and Equipment
9.1 Coal Handling System
A fully mechanized coal handling system is planned to unload coal ships. It is proposed to
construct two berths each of length 290m and width 20m. Each berth shall be installed with 2
numbers of ship unloaders connected with conveyor system of required capacity for stacking
and subsequent evacuation by rail, road or by conveyor system again. The system is designed
for vessel discharge rate of 50,000 T /day to ensure faster turn around of vessels at berth.
The materials to be handled at coal berths in the Phase I developments are as follows:
• Coking Coal: 9.41 MTPA – About 50% for VSP

• Thermal Coal: 5.00 MTPA – 100% for Non VSP Customers
• Metallurgical Coke: 0.56 MTPA – 100% for Non VSP Customers
System has been planned to transport major share of coking coal for VSP by conveyor system
and balance quantity of coking coal for other customers shall be transported by road/rail. In view
of inadequate handling rate of stacking at the VSP stackyards, they can only receive part of the
coking coal directly from the ships. The balance will be sent to the port stackyards from where it
would be conveyed to VSP. Full quantity of Thermal coal and Metallurgical coke shall be
transported by rail and road for which wagon loading and truck loading facilities have been
provided in the system.
The major components of the mechanised coal handling system are:
• Ship unloaders
• Connected Conveyor system
• Stacker and Reclaimers
• Wagon Loading system
• Truck loading system
The flow diagram for the coal handling system is presented in Drawing 0903/DPR/341.
9.1.1 Ship Unloader
There are two types of unloading systems for coal, the grab unloading system and high capacity
continuous unloading system. The salient features of these two systems are explained
hereunder.
Detailed Project Report

December 2004 Section 9 - Page 1 of 38
9.1.1.1 Grab Unloaders
The grab unloading system is a common, time-tested, proven and reliable concept. It has the
advantages of flexibility, adaptability, reliability, and ease of maintenance. However, they have
some serious disadvantages. A very significant disadvantage is the high accelerating forces,
caused by the weight of the grab in combination with the batch-type operation. These forces limit
the maximum throughput capacity and result in relatively heavy crane design. Another
disadvantage is the need for trimming by front end loaders during unloading of the left-overs at
the bottom of the hold of the vessel.
Modern rail mounted grab unloaders are generally of gantry type. The essential part of the
unloader is the grab bucket. It has a relatively high self weight, usually equalling almost half the
hoisting capacity of the crane. When unloading, a well-trained crane operator is capable of
positioning the grab almost anywhere inside the hold, keeping the surface of the bulk cargo more
or less level.
The filled grab bucket is hoisted out of the hold and brought back to the quay over a hopper
between the crane’s front legs. The grab load is discharged into the hopper, and from the hopper
onto one of the belt conveyors running along the berth.
At the last stages of the unloading operation, part of the load will be left against the walls and in
the corners of the hold. At that stage, filling the grab gets very difficult causing a significant
reduction in the rate of unloading. To help collect the remaining coal (clean-up operation), front-
end loaders are lowered into the holds by the crane.
Grab unloaders upto a capacity of 50 T are now fairly common. The highest capacity grab
unloaders built to date are upto 85 T. The payload of the grab bucket will be about 55% of the
hoisting capacity. Nominal crane capacity will be approximately 60 working cycles per hour. The
actual unloading rate will not be uniform and will vary considerably during operation. A normal
unloading pattern will be:
60% of the load at 100% capacity (free digging)

25% of the load at 50% capacity
15% of the load at 15% capacity (clean up)
This unloading pattern gives an average unloading rate of 65% of the nominal capacity.
9.1.1.2 Continuous Unloaders
High capacity continuous unloaders are a relatively modern type of equipment, developed over
the last 40 years. Initially these unloaders had little success, because effective capacities were

disappointing and they were prone to mechanical breakdowns. However, over the past few
years, there has been a clear trend in the market towards the bucket-wheel type continuous
unloader, which has proved to be a well functioning and fairly reliable system.
The basic concept of the continuous unloader is to replace the discontinuous grab operation by a
continuous digging and elevating process. Thus variations in unloading rate are reduced, and
accelerating forces are minimised resulting in smaller and lighter cranes.
Unlike to grab unloaders, there are many different continuous unloader designs. Presently, two
essentially different types of high capacity continuous unloaders are available in the market:
• digging elevators, where the same element (eg. bucket elevator) is used for both digging
and elevating the cargo from ships hold.
• elevators with a separate digging element, using a screw, bucket wheel, etc. to feed the
material to the elevating system.
Of these, as indicated earlier, the bucket wheel type continuous unloader has proved to be a
functionally reliable system.
The digging element of the continuous unloader is a large bucket wheel, similar to the wheel of a
stockyard reclaimer. The wheel discharges through a grid (removing oversize lumps and tramp
iron) on to a vertical conveyor. This elevator moves the coal up to the boom conveyor, which
then leads it to a surge bin between the legs of the unloader. From here the coal is discharged
onto one of the belt conveyors along the berth.
9.1.1.3 Comparison of the two systems
Loads on the berth: Continuous unloaders are only slightly lighter than grab unloaders. However,
the corner loads of a continuous unloader are considerably smaller. This is due to the reduced
forces from the continuous coal unloading as compared to the accelerating forces caused by
discontinuous grab unloading process. As a result berth construction for using a continuous
unloader can be lighter than what is required for a grab unloader.
Investment costs: Investment costs for a continuous unloader system are about 10% lower than
for a grab unloader system of comparable capacity. When using a continuous unloader, the belt
conveyors towards the stockpile will have a lower capacity (since cream digging rate is reduced),
so investment costs for the belt conveyor are also lower. The reduction of loads on the berth
through provision of a continuous unloader will reduce the berth construction costs.
Pollution control: A clear advantage of a continuous unloader is its excellent environmental

control. The coal transportation from the hold to the quay conveyor is completely enclosed,

minimising dust generation. Whereas, grab unloader operation is more likely to generate some
pollution by coal, especially through leakage from the grab and during discharge into the
receiving hopper. However, for modern grab unloaders pollution could be reduced to a very
minimal level through a number of environmental measures. Most notably this involves
windshields and anti dust skirts around and inside the unloading hopper.
Clean-up operation: In comparison with a grab unloader, the continuous unloader needs less
clean-up work by front-end loaders. The good accessibility of the bucket wheel unloader to
overhangs and corners enables a high percentage of the coal to be unloaded unassisted.
Practical experience has shown the amount of front-end loader hours needed for a continuous
unloader to be half of what is needed with a grab unloader.
Reliability: Both the grab unloader and continuous unloader have proved to be fairly reliable
machines. Reliability is estimated at 93% to 99% depending upon the quality of maintenance
and operating skills. However, in case of a major breakdown, repair of a continuous unloader will
require more time resulting in longer downtime.
Maintenance and repair: The maintenance requirements of a high capacity continuous unloader
are substantially higher than the requirements for grab unloader. Also continuous unloader
maintenance will be a more complex and time consuming activity. For either type unloader,
major breakdowns and damages are most likely to occur at components that have direct contact
with the coal (i.e. grab bucket, bucket wheel). In case of such a breakdown, changing the entire
grab is a fairly simple operation. Changing the bucket wheel/elevator section or in-situ repairing
it, is much more complicated and may result in a very long downtime of the continuous unloader.
9.1.1.4 Conclusion & Recommendation
This comparison covers aspects in favour of continuous unloaders as well as those in favour of
grab unloaders. As a result, the choice is either unloader type will be highly dependent on the
weight factor that is applied to each aspect. Under Indian conditions, emphasis should be put on
the following aspects:
• proven design
• simple maintenance requirements
• ease of repair/ minimal risk of long downtime
• local manufacturing capability/good local availability of spare parts
Considering all these aspects, it is recommended to provide that grab type unloaders.

9.1.1.5 Description of Grab Unloaders
Each coal berth shall be provided with two numbers rail mounted gantry type Grab Unloaders of
peak capacity 2,000 TPH and rated capacity of 1,250 TPH throughout the ship discharge
operation.
Grab Unloaders shall be provided with shuttle conveyors for discharging the cargo on to either of
the two jetty conveyors running parallel on the jetty. It is also proposed to provide special
arrangement at the design stage of the equipment for discharge of cargo on to truck / dumpers
at the jetty for operational flexibility in case of necessity. Unloaders on the jetty shall have
adequate under clearance to allow movement of general purpose cargo handling equipment for
operation / maintenance requirement. Lifting hooks shall be provided on the body of grabs for
lifting / shifting of pay loaders on board the vessels for clean up operation of residual cargo in
each hatch. Central hopper of the grab unloader shall be provided windshields to minimise flying
of dust generated during discharge and grizzly shall be fitted on top of the hopper to arrest larger
lump sizes and foreign materials if any that may cause damage / jamming in the conveyor
system.
The typical details of the coal unloaders are presented in Figure 9.1.
9.1.2 Conveyor System
Two coal berths shall be covered by same pair of jetty conveyors of adequate capacity running
parallel on the full length Jetty. Each conveyor shall have capacity to carry the load discharged
by two unloaders. This shall provide flexibility in the system. The conveyor system is so
designed and interconnected as to receive the cargo discharged from vessels, stacking the
cargo with stackers, reclaiming the cargo with reclaimers, transporting the reclaimed cargo either
for wagon / truck loading or for discharge on to VSP conveyor through a surge bin. A surge bin
has been inducted in the system to compensate the mismatch between the conveying capacities
of port conveyor and VSP conveyor. Total conveyor system shall be integrated and interlocked
for auto-start and auto-stop in proper sequence and shall be provided with all necessary safety
devices of latest technology for smooth and trouble free operation.
The typical cross section of the coal conveyors and its supports is shown in Figure 9.2.
9.1.3 Stackers
Total three numbers of stackers of adequate capacity (4,000 TPH) and outreach (40m) are
proposed for the purpose of stacking coal of different grades discharged from vessels. Each
stacker shall have adequate slew angle and luffing angle for the purpose of forming uniform

stacks of desired height (8m) all over the width and length of the stockpile area. Stackers are all
rail-mounted having rail gauge of 8m covering the entire length of stockpile yard. Stackers shall
be provided with anti collision switches, end buffers and storm locking devices to ensure safety
of the machine while in operation or in parking position.
9.1.4 Reclaimers
Total two numbers of bucket wheel type reclaimers of adequate capacity (2,000 TPH) and
outreach (40m) are proposed for reclaiming coal from the yard for the purpose of evacuation by
conveyor to VSP and by rail / road to other destination. The cargo thus reclaimed shall be fed to
the wagon loading system or truck loading system with connecting conveyors as per cargo
evacuation plan. Reclaimers are all rail mounted having rail gauge of 8m covering the entire
length of stockpile yard. Reclaimers shall have adequate slew and luffing angles and shall be
provided with all necessary safety devices like anti collision switches, end buffers, storm locking
device etc.
9.1.5 Wagon Loading System
The quantity of coal to be moved by rail is estimated to be 5 to 6 million tonnes per annum.
Assuming 330 working days for the rail loading (which is a standard practice for Indian
Railways), and a full rake of 58 wagons, each of 55 T capacity, the terminal have to handle
about 6 to 7 full rakes per day. Taking 20 hours available for wagon loading operations, each
rake has to be serviced within 3 hours. Of this, the effective time available for loading is
estimated to be 2½ hours. To achieve this average loading rate, a wagon loader of 1,500 TPH
capacity is required.
The wagon loading system will have one wagon loader of capacity 1,500 TPH and shall be fed
from either of the two reclaimers. The wagon loading system will be located adjacent to the
stockyard leaving out sufficient space for future expansion. Two railway sidings each capable of
accommodating one full rake will be provided. The wagon loader will have sufficient reach to
load wagons on both the tracks. Wagon loader shall be rail mounted and shall travel on rails
while loading the wagons.
To meet contingencies when the wagon loader is out of commission for some reason, an
additional railway siding is proposed where loading of coal could be carried out with the help of
pay loaders. This siding will be capable of accommodating a full rake. This will only be a standby
arrangement, so that the rakes are loaded and released without incurring any demurrage under
any circumstances. The typical details of wagon loaders are presented in Figure 9.3.

9.1.6 Truck Loading System
Truck loading system shall be provided with storage bin and 2 loading spouts. Each loading
spout shall have capacity of 100 TPH, provided with batch weighing system of 10 T cargo drop.
Cargo reclaimed from stockpile shall be diverted from the transfer point to the truck loading
system for feeding the loading bins. The typical details of truck loaders are presented in Figure
9.4.
9.1.7 Belt washing System
As the common conveyor system is being used for handling of three cargoes i.e. coking coal /
thermal coal / metallurgical coke, an efficient belt washing system is proposed to be installed for
cleaning the belt prior to change over of material takes place. This will minimise the mixing of
different cargoes and possible contamination.
Belt Washing System is proposed at return side of belt near head end for all coal belt conveyors.
Proposed system shall be installed at respective transfer towers and shall consists of suitable
pump, under ground storage tank, water spraying nozzles, dirty water collecting pan and
necessary piping etc. Nozzles shall be arranged in 4 rows and at each row the nozzles shall be
placed at an interval of 300mm. Discharge from each nozzle shall be 6 lpm. Typical
Arrangement of “Belt Washing System” is illustrated in Figure 9.5.
Prior to the material changeover takes place, the pump shall be operated so that water will be
sprayed to return side of belt thus washing of belt will be done. The duration of water spray shall
be such that one complete cycle of belt takes place.
9.1.8 System Details
The receiving conveyors CC-1 & CC-2, which are proposed on coal berths, shall receive coal
from grab unloaders. Conveyors CC-1 & CC-2 shall feed to conveyors CC-3 & CC-4 respectively
at transfer tower CTT1. Conveyors CC-3 & CC-4 shall feed to conveyors CC-5 & CC-6
respectively at transfer tower CTT2. At transfer tower CTT3, the conveyor CC-5 shall feed to
either conveyor CC-7 or CC-9. Similarly the conveyor CC-6 will feed to either conveyor CC-8 or
CC-9.
At transfer tower CTT-4, the conveyors CC-7 & CC-8 are provided with fixed trippers through
which material may be diverted to conveyor CC-10. At transfer tower CTT-5, the conveyors CC-7
& CC-8 will feed to either shuttle conveyor SH-1 or surge bin. Shuttle conveyor SH-1 will feed
coal to bins CB-1 & CB-2 at Truck Loading Station. At truck loading station trucks shall be
loaded through weigh hoppers CWH-1 & CWH-2.

At transfer tower CTT-5, coal from surge bin will be drawn to either conveyor CC-11 through
apron feeders CAF-1 & CAF-2 or to the conveyor to VSP through vibrating feeder CVF-1.
Conveyor CC-9, CC-10 & CC-11 are equipped with stackers, through which coal will be stacked.
Coal Reclaiming and Delivery
At stack yard conveyor CC-12 & CC-13 are proposed for reclaiming the coal. These conveyors
are equipped with bucket wheel type reclaimers. At transfer tower CTT-6, conveyor CC-12 will
feed to either conveyor CC-14 or conveyor CC-16. Similarly at transfer tower CTT-7, conveyor
CC-13 will feed to either conveyor CC-14 or conveyor CC-16.
At transfer tower CTT-8, conveyor CC-14 will feed to conveyor CC-15. Conveyor CC-15 is
equipped with wagon loader CWL through wagons are loaded. At transfer tower CTT-9,
conveyor CC-16 will feed to the conveyor to VSP.
The layout of coal stackyard is shown in Drawing 0903/DPR/342.
The conveyor profiles for the coal handling system are shown in Drawings 0903/DPR/343 and
0903/DPR/344.
9.2 Iron Ore Handling System
9.2.1 General
Iron Ore shall be arriving at the port by railway wagons in full rakes. Such wagons carrying Iron
Ore shall be unloaded by wagon tipplers at the rate of 20 wagons / hour. The Iron Ore thus
tippled shall be conveyed by connecting conveyor system to the stacker for stacking in the
stockpile yard. On arrival of vessels at berth, reclaimers shall reclaim the Iron Ore from stockpile
yard, which shall be conveyed by the connecting conveyor system to the ship loaders for loading
to the vessel.
The major components of the mechanized Iron Ore handling system are:
• Ship loaders
• Connected Conveyor System
• Stacker and Reclaimers
• Wagon Tippler
The flow diagram for the Iron ore handling system is presented in Drawing 0903/DPR/346.

In view of the maximum size of the iron ore ship to be handled as 200,000 DWT, it is envisaged
that the minimum ship loading rate of 100,000 TPD is required to limit the ship’s time at berth.
With this required loading rate, there are two options as given below with regard to the ship
loading system, which need to be addressed from the view points of relative advantages and
disadvantages on technical, operational and commercial considerations.
9.2.1.1 Option 1
Two ship loaders of loading capacity 3,000 TPH, each connected with separate conveyor system
to the reclaimers of reclaiming capacity 3,000 TPH each.
9.2.1.2 Option 2
One ship loader of loading cap 6,000 TPH connected by conveyor system with the reclaimer of
matching capacity.
- Both the options given above are likely to give an effective loading rate of 5,000 TPH and
100,000 TPD in a day of 20 hours working.
- Vessel loading system with two loaders always has an operational advantage over one
loader of double capacity in the following aspects
a) Vessel goes down evenly while loading with two loaders.
b) Better loading sequence is given with two loaders.
c) Number of hatch changing is less with two loaders.
d) Effective time for completion of loading is less.
e) In case of any breakdown with one system the other system remains available for
loading thereby enhancing the reliability of the system.
- The initial cost for Option 1 with two loader system shall be higher than Option 2 with one
ship loader of double capacity, by 40 to 50%.
Conclusion
Option 1 is always considered more efficient, more reliable and more dependable from the
viewpoint of operation and maintenance. So in spite of having additional cost to the tune of 40%
it is proposed to develop Iron Ore handling system under Option 1.
The above proposal would meet the GPL’s requirements of having the minimum net loading rate
of 100,000 T per day. However, in order to be more competitive as well as more reliable and
dependable than the existing Ore handling system in operation at Visakhapatnam port outer
harbour, which has a single loader of 8,000 TPH, it has been proposed to go for two ship loaders
system each of capacity 4,000 TPH with two separate stream of conveyors and reclaimers of

matching capacity. This handling system will be able to load vessels of all sizes between 40,000
DWT and 200,000 DWT.
The main advantage with the proposed system is that depending upon the tie ups with the users,
only one stream of conveyors can be installed initially with the provision for augmentation with
the second one, when the higher handling rate is desired or the throughput increases.
9.2.2 Ship Loaders
It is proposed to provide two numbers of ship loaders each of peak loading capacity of 4,000
TPH connected by separate stream of conveyor system with the respective reclaimers. Ship
loaders shall be rail mounted, gantry type with shuttle boom and boom hoisting and lowering
system.
Ship loaders shall be provided with shuttle boom for loading vessels of all sizes between 40,000
DWT and 200,000 DWT having beams between 30m and 50m by way of shuttling in and out of
the loader boom for uniform loading of Iron Ore in the port side and starboard side of the ship.
Boom conveyor of the loader shall be provided with mechanically operated diverter of suitable
design at the end of boom for the purpose of cargo trimming inside the ships hatch. The boom
conveyor shall be raised / lowered from time to time with the progress of loading operation by
raising and lowering mechanism of the boom structure. The boom shall be operational between
± 15° angle depending on the free board height of the vessel at berth.
The ship loaders shall travel on rails installed on the jetty to cover the full length of cargo holds,
which is normally 80% of the LOA of the vessel.
The bulk carriers of sizes as proposed shall be normally of gearless type. So minimum time shall
be lost in shifting from one hatch to the other which is normally considered at only 10% of the
total loading time at berth. On completion of vessel loading the loader boom shall be raised and
latched with the latching hooks and shifted to parking position to allow the vessel to sail safely.
Loaders shall be provided with control system of latest technology and all safety devices
including storm-locking system.
The typical details of the Iron ore loader are presented in Figure 9.6.
9.2.3 Conveyor System
The conveyor system shall be broadly classified in two sections namely Receiving section and
Shipping section. The receiving section conveyor system shall be connecting the wagon tipplers
and stackers. The cargo unloaded at wagon tippler shall be conveyed by receiving conveyor to
the stackers for the purpose of stacking. The capacity of receiving conveyor shall be 2,000 TPH.

Receiving system shall be working 330 days in a year for unloading the rakes on arrival and
stacking the cargo in the stockpile yard for onward reclamation and loading to vessels on arrival.
Annual capacity of receiving section is estimated be of the tune of 6 to 7 MTPA.
The cargo reclaimed from the stack yard shall be conveyed by shipping conveyors to the ship
loaders for loading on to the vessels. The capacity of shipping conveyors shall be 4,000 TPH
each to match the capacity of loaders. Shipping system with two ship loaders and two streams of
shipping conveyor shall be working as and when the vessels are available at berth.
The conveyor system for both receiving and shipping section shall be totally integrated and
interlocked for auto start and auto stop in proper sequence. The transfer chutes shall be so
designed as to minimize the vertical fall of cargo from one conveyor to the next for the purpose
of minimizing the generation of fine dust. Special seals and hoods shall be provided at transfer
points to minimize the escape of fine dust generated. All transfer chutes shall be designed to
guide the cargo flow in the direction of conveyor movement and shall be provided with abrasion
resistant liners and stone boxes to cushion the fall of Ore.
The typical cross section of the Iron ore conveyors and their supports is shown in Figure 9.7.
9.2.4 Stackers
In the Phase 1, only one stacker of stacking capacity 2,000 TPH has been planned. Stacker
shall be receiving Iron Ore from wagon tippler through the receiving conveyor system and
stacking the same on either side of the stackyard.
The stacker shall travel over the entire length of stockpile yard on rail track of gauge 8m. Stacker
shall have slew angle of ±110° and luffing angle of ±15° for the purpose of stacking cargo
uniformly to a desired height of 8m.
The stacker shall be of simple design with latest technology provided with end buffer, storm
anchor system and other safety devices.
9.2.5 Reclaimers
It is proposed to have two bucket wheel reclaimers each of capacity 4,000 TPH installed on two
different rail tracks as shown in the layout. Each reclaimer shall be connected with ship loader of
capacity 4,000 TPH through the shipping conveyor system of carrying capacity 4,000 TPH.
The boom length, luffing and slew angles of reclaimer shall be such that the full quantity of cargo
can be reclaimed from the yard. Reclaimer shall be designed to reclaim cargo from below the rail
level when required to ensure that large volume of residual cargo is not leftover in the stockpile.

Reclaimers shall travel over the entire length of stockpile on rails of gauge 8m. Reclaimers shall
be provided with control system of latest technology and all safety devices including storm-
locking system.
9.2.6 Wagon Tippler
It is proposed to have a single wagon tippler for the phase 1 of the project. Tippler shall be
designed to tipple 20 wagons per hour so that a full rake of 58 wagons is unloaded in three
hours time and considering 1 hour time for empty clearance and placement of loaded wagons on
the feeder lines on an average 5 to 6 rakes can be handled in a day of 20 hours working. So the
tippling capacity and hence the capacity of receiving system shall be to the tune of 7 million
tones per annum to start with.
There are two types of Wagon Tipplers, namely Side Discharge (Rotaside) Wagon Tipplers and
Rotary Wagon Tipplers. Their field of applications are as follows:
Side Discharge Wagon Tipplers – These tipplers shall normally be considered for use when:
• The material is comparatively free flowing,

• The tippling cycle of tippler is not less than 3 minutes,
• Locomotive is essentially required to pass over tippler,
• Depth of underground hopper is required to be restricted.
Rotary Wagon Tipplers – These tipplers shall normally be considered for use when:
• The material is not comparatively free flowing,

• The tippling cycle of tippler is not less than 1.5 minutes,
• Locomotive is not essentially required to pass over tippler,
• Depth of underground hopper is not required to be restricted.
Considering the required number of tipples per hour and material properties, it is proposed to
have side discharge (rotaside) wagon tippler, which is also an economical in hopper construction
and civil engineering cost aspect.
The cargo thus tippled from wagons into the central hopper shall be fed to the tunnel conveyor
with the help of vibro feeders installed under the central hopper and shall be conveyed to stacker
for discharge in the stackyard.
The loaded wagons shall be placed on the feeder lines by locomotives, which shall be handled
thereafter by marshalling beetle and charging beetle system.

The typical details of Wagon Tippler are presented in Figure 9.8, showing cross section of the
Dumper House.
9.2.7 System Details
The iron ore will be received by wagons. The wagons shall be emptied by using rotaside (side
discharge) wagon tippler ORWT-1 and iron ore will be fed to hopper in dumper house. Two
apron feeders AF1 & AF2 shall be provided below hopper. These apron feeders shall receive
iron ore and feed to receiving conveyor OC-1 at dumper house.
At transfer tower OTT-1, the conveyor OC-1 will feed to OC-2. The conveyor OC-2 will be
equipped with stacker through which iron ore will be stacked on either side of conveyor.
9.2.7.1 Iron Ore Reclaiming and Delivery
At ore stackyard two conveyors OC-3 & OC-4 are proposed for reclaiming Iron ore. These
conveyors are equipped with bucket wheel type reclaimers OR-1 & OR-2 respectively.
Conveyors OC-3 & OC-4 will feed reclaimed iron ore to conveyor OC-8 or OC-9 at transfer
towers OTT-4 & OTT-2 respectively. At transfer tower OTT-6, the conveyor OC-8 will feed to
conveyor OC-10 and conveyor OC-9 will feed to conveyor OC-11. At transfer tower OTT-7, the
conveyor OC-10 will feed to conveyor OC-12 and conveyor OC-11 will feed to conveyor OC-13.
Conveyors OC-12 & OC-13 will be located on Iron Ore Berth and equipped with Ship Loaders
OSL-1 & OSL-2 through which iron ore is fed to ships.
The layout of iron ore stackyards is shown in Drawing 0903/DPR/347.
The conveyor profiles for iron ore handling system are presented in Drawing 0903/DPR/348.
9.2.7.2 Future Expansion
In future, stacking capacity will be augmented. At transfer tower OTT-3, the conveyor OC-2 will
have provision to feed directly conveyor OC-7 (future) by bypassing the stacking mode of
stacker OS-1. This future conveyor OC-7 will feed to conveyor OC-5 (future), which will be
equipped with stacker OS-2, through which additional stacking can be done.
Similarly reclaiming of iron ore from future stockpiles will be done by adding conveyor OC-6,
equipped with bucket wheel type reclaimer OR-3.
At transfer tower OTT-6, future conveyor OC-6 will feed iron ore either to conveyor OC-10 or
OC-11 thus shipping of iron ore from additional stockpile will be done.

9.3 Other Dry Bulk
9.3.1 Limestone
Limestone is a major item under other dry bulk category to be handled at multipurpose berth with
the help of Mobile Harbour Crane (MHCr) with grab attachment. The typical details of the mobile
harbour cranes are presented in Figure 9.9. Total volume likely to be handled annually will be to
the tune of 0.6 MTPA.
The entire volume of limestone imported shall be for VSP having its own storage yard about 8
Km through the port’s main approach road (unless a direct access of about 2.5 Km is provided
from the VSP’s land, which would be much better from the operational point of view). In view of
the limited quantum of cargo, the transfer to the VSP stacks by a mechanical handling system
involving conveyors is not considered to be an economical option. It is therefore proposed to
plan the limestone vessel operation in such way that maximum quantity of cargo, if not full
quantity, can be delivered directly from jetty to VSP yard by deploying required numbers of
dumpers / trucks for carriage of limestone by road.
The limestone from vessel will be discharged by MHCr @ of 10,000 TPD which comes to 500
TPH which need 50 / 60 dumpers / trucks per hour for evacuation. MHCr shall be provided with a
separate hopper arrangement fitted with feeder and loading spout for loading trucks / dumpers
under the mobile hopper structure. With this arrangement it is possible to load 50 / 60 trucks per
hour on the jetty either for direct delivery to VSP yard or for dumping in the storage area inside
port earmarked for limestone.
In case of exigencies when trucks / dumpers are not available limestone discharged from vessel
may be dumped on the jetty for subsequent evacuation by pay loaders and dumper combination.
Limestone during bulk handling operation is likely to generate lot of dust, which may affect eyes
and respiratory system temporarily. So all necessary safety gears like dust mask, protective
goggles etc. shall be provided to all personnel working in that area.
It is proposed to hire the services of large fleet of dumpers / trucks for speedy movement of
cargo from jetty directly to VSP yard or to the storage area inside the port. However, it is also
proposed that port should also own a fleet of 10 dumpers and 6 pay loaders which shall be
always available for cargo shifting inside the port or for spillage clearance and various other
operation and maintenance activities, in bulk cargo handling terminals.
Another option of transport to the VSP stackyard can be through rail. It is expected about 15
rakes in a month would be required. However, this aspect has to be taken up with the railways

for availability of wagons for such a short distance and economics of the transportation.
Depending on the outcome the gradual shifting from road to rail transport or a combination of
both can be considered during the later phases.
9.3.2 Container Traffic
The projected container traffic is very low to the tune of 2,600 TEUs per annum to start with and
likely to grow to 6,000 TEUs per annum during next 5 years. With this limited volume it is
proposed to handle vessels carrying containers with the help of MHCr fitted with spreader
attachment and horizontal movement from jetty to container yard by Tractor trailers combination.
The handling of Containers at the storage yard will be carried out with the help of Reach
Stackers.
For two MHCr deployed in unloading / loading of Containers from / to vessel a fleet of about 12
Tractor trailers (TTs) is necessary to be deployed and two reach stackers for handling of
Containers (lift on & lift off) in the yard, are proposed to start with.
9.3.3 Steel Products / Aluminium
Steel products like pig iron and Aluminium ingots can be handled either in loose form or in
palletised form.
In case the ingots are required to be handled in loose form, the cargo from the storage area shall
be loaded on to shifting dumpers with pay loaders. The dumpers in turn shall carry the cargo to
berth and discharge on to the wire net slings spread on the jetty for loading on to the vessel by
MH Crane or ships derrick. A fleet of dumpers and adequate number of wire net slings shall be
in use to expedite vessel loading non-stop till completion.
In case ingots for export are received in palletised form in the storage area the same shall be
loaded on to TTs by FLTs in the storage area for transporting to jetty. Preslinged palletised cargo
shall then be loaded on to the vessel by MHCr directly from TTs using cargo beam and hooks of
suitable capacity for faster loading. A fleet of dedicated TTs shall be put in operation to ensure
faster vessel loading, non-stop till the vessel is completed.
Major share of steel products are likely to be steel coils each weighing about 25 tonnes. Other
steel products for export shall be in the category of rods, pipes, angles, channels, beams etc. of
various sections. All such cargo shall be in bunches, duly tied and slinged. Such steel products
in the storage area shall be loaded on to TTs by heavy duty FLT or Crawler Cranes of adequate
capacity. At the jetty end MHCr shall lift the preslinged cargo directly from TTs with the help of
cargo beam/hooks for loading on to the vessel at planned sequence. A fleet of dedicated TTs
shall be deployed for such operations.

So the sequence of activities shall be:
• Aggregation of steel products / Aluminium in the storage area inside port.

• Arrival of vessel for loading and planning of loading sequence prior to the arrival of
vessel.
• Loading of shifting vehicles in the storage area as per loading sequence planned.
• Carriage of cargo from storage area to the vessel loading point by dumpers/TTs as per
requirement.
• Loading of cargo on to the vessel by MHCr or ships derrick or by both.
Port facilities and equipment required for handling the aforesaid cargo for aggregation, transfer
and loading on the vessel are:
• Open storage area/covered storage shed of adequate capacity for the purpose of cargo
aggregation. Fleet of dumpers/TTs in adequate number for cargo transfer from storage
area to the berth.
• 2 Nos. of FLTs and 1 No. Crawler Crane of adequate capacity (25 / 30 tonnes).
• MH Crane at berth for vessel loading
• Cargo loading accessories like cargo beam, wire rope net slings of adequate capacity
and size
Port shall be equipped with all such facilities and handling equipment necessary to handle the
expected volume as projected.
9.3.4 Alumina
Alumina being hygroscopic in nature shall be requiring covered shed for storage after unloading
from vessel till the cargo is delivered to the importer. Alumina, in smaller quantity, is normally
handled in Jumbo bags each carrying one tonne of cargo. Such bags are specially designed with
loop on top to facilitate handling by Forklifts or Crane hooks. For carriage of bagged/bulk
alumina by sea increased use has been made of medium size bulk carriers or even multiple
deck ships to reduce transport costs.
The sequence of activities involved in handling Alumina in Jumbo bags for import shall be as
follows:
• Unloading of bagged cargo from vessels by MHCr or by ships derrick directly on to the
shifting trucks or on the jetty for further loading on to the shifting truck by FLTs.
• Transporting the bagged cargo to the storage shed by the fleet of shifting trucks
engaged.

• Unloading the bagged cargo from trucks into the storage shed and stacking them
properly by FLTs or mobile cranes stationed inside the storage shed.
• Loading of bagged cargo on to consignee’s road vehicles for evacuation as per delivery
orders.
Port facilities and handling equipment required for handling such cargo are as follows:
• MHCr of suitable capacity and outreach at berth.

• Fleet of shifting trucks in adequate numbers to ensure non-stop cargo shifting operation
round the clock till the vessel is completed.
• FLTs/mobile cranes at the Jetty end and also in the storage shed for handling of bagged
cargo onto / from the shifting trucks.
• Storage shed of adequate capacity inside port.
Port shall be equipped with all such facilities and handling equipment necessary to handle
Alumina of expected volume as projected.
9.3.5 Food Grains (Bagged)
Bagged food grains shall be aggregated in covered storage shed before arrival of vessel. As per
ILO guidelines food grains shall be bagged in 50 Kg gunny bags.
Sequence of activities for cargo aggregation, cargo transfer and vessel loading shall be as
follows:
• Bagged cargo shall bring inside the port by road vehicles or by rail by the exporters for
aggregation prior to arrival of vessel. Bagged food grains thus received shall be stacked
inside the food grain storage shed upto a height of 16/18 bags or so depending on the
condition of bags and space available in the shed.
• On arrival of the vessels the bagged cargo from storage shed shall be transported to the
jetty with dumpers / trucks/ TTs deployed for the purpose.
• At the jetty end the bags shall be again stacked on the net slings spread on the jetty as
per the slings size and capacity which shall be lifted by MHCr or ship’s derrick and put
inside the ships hatch.
• Inside the ship’s hatch again the bagged cargo shall be stacked manually upto 16/18
bags high depending on hatch size and hatch capacity.
• On completion of cargo loading in each hatch and remigration for pest control shall be
carried out by some expert agency before closing the hatch cover.
• Thus the vessel loaded with Food grains the bagged form is ready for sailing.

So the port facilities and handling equipment required for handling bagged food grains are as
follows:
• Well-ventilated food grain storage shed of adequate capacity as per the expected parcel
size of vessel.
• Adequate numbers of dumpers / trucks / TTs for continuous cargo transfer from shed to
the jetty during vessel operation.
• Sufficient numbers of net slings of proper size and capacity to ensure simultaneous
cargo operation in 4 hatches with the help of MHCr and ship’s derrick in case of geared
vessels.
• Two numbers of MHCr in case vessel’s gears are not available. Geared vessels are
always preferred for loading / unloading bagged cargo.
9.4 Broad Technical Specifications
9.4.1 Belt Conveyor System
9.4.1.1 General
Belt Conveyor System as specified herein is proposed to receive the coal from ship unloader,
transport to stockyard, reclaim the coal from the stackyard and transport to wagon loader or
conveyor to VSP (refer Coal Flow Diagram) and to receive the iron ore from wagons, transport to
stackyard, reclaim the iron ore from the stackyard and transport to berth for ship loading (refer
Iron Ore Flow Diagram).
All conveyors are designed for capacities as mentioned in Technical Data Sheets. Complete Belt
Conveyor System is designed based on IS:11592 “Code of Practice for Selection and Design of
Belt Conveyors”. All conveyors are designed for 24 hours of operation.
9.4.1.2 Conveyor Belting
Steel cord belts are proposed for coal conveyors CC-9, CC-10, CC-11 & conveyor to VSP and
iron ore conveyors OC-2, OC-10, OC-11, OC-12 & OC-13 while Nylon belts are proposed for all
other coal and iron ore conveyors. Belt ratings are selected in such a way that normal working
tension in the belt will not exceed 80 % of the maximum allowable working tension. Width and
Ratings of the belts for conveyors are as specified in technical data sheets. The belt cover for
conveyors shall be of rubber and grade of cover shall be Fire Resistant (FR) grade conforming to
Canadian Standard Association CAN / CSA / M-222-M87 Grade-C for coal conveyors and M-24
for iron ore conveyors.

9.4.1.3 Drive Arrangement
Coal conveyors CC-9, CC-10 & CC11 and iron ore conveyors OC12 & OC13 will be provided
with each 4 nos. drive units. Two dive units shall be provided at head end and other two drives
shall be provided at tail end. Coal conveyors CC-1 to CC8, CC-12 & CC13 and iron ore
conveyors OC10 & OC-11 shall be provided with dual (2 drive units) drives at head end. All other
coal / iron ore conveyors shall be provided with single snub drive unit at head end.
Gear boxes shall be helical or bevel helical type. High speed (input) couplings shall be delayed
chamber type fluid couplings. Low speed (output) couplings shall be geared type.
Gear box, couplings etc. connecting the motor to the driven equipment shall be rated according
to the motor rating with a service factor of 1.25. Gear box shall have adequate thermal rating
without fans or cooling coils. Brakes shall be thrusters type and designed considering a
2
deceleration of 0.3m /sec .
Hold back units (integral with gear box) shall be provided, if required to arrest the reverse motion
of the belt. Brakes, if required shall be provided to adjust the coasting time of conveyors such
that there will not be any build up of material in the chutes.
The complete drive system has been rated for 120 % of the actual requirement of driven
equipment at specified design load.
9.4.1.4 Idlers
Carrying idlers shall be of festoon type and provided with three equal rolls with 35 degree
troughing angle. Return idlers shall also be festoon type and provided with two equal rolls with
10 degree trough (‘V’ type). At loading zone impact idlers shall be provided.
Idlers shall be made from ERW steel tube. The rollers shall be mounted on EN 8 or equivalent
material shaft by means of heavy-duty ball bearings. The bearings shall be adequately lubricated
and sealed for life.
Idler rolls shall be water proof, dust proof and weather proof against a high velocity water jet. All
idlers shall be provided with double labyrinth dust seal.
9.4.1.5 Pulleys
The pulleys shall be made from mild steel conforming to IS : 2062. All the pulleys shall be keyed
to forged steel shafts of EN8 or equivalent material. The bearings shall be heavy duty roller
bearings. Suitable stiffening arrangement shall be provided in all pulleys.

All drive pulley surfaces shall be provided with vulcanised natural rubber lagging grooved in
diamond / herringbone pattern. All non drive pulleys shall be provided with plain lagging with
natural rubber. The rubber used for lagging shall be of RMA grade 1 with shore hardness of 60
± 5 for drive pulleys and 40 ± 5 for other pulleys. Minimum lagging thickness shall be 8.0mm.
9.4.1.6 Belt Cleaners
External belt cleaners shall be double bladed, spring loaded modular segmented and
replaceable polyurethane scrapper. The modular units shall be easily replaceable. The scraper
assembly shall be easily maintainable from outside without any interference with the chute
arrangement and assembly.
Internal belt cleaners shall be V plough type made of mild steel flats and hard rubber strips with
automatic wear adjustment.
9.4.1.7 Belt Take-up Arrangement
All conveyors except conveyor SH1 shall be provided with automatic take-up of gravity type.
Conveyor SH1 shall be provided with manual take-up of screw type.
Gravity take up arrangement shall comprise of a structural steel frame sliding up and down on
two vertical steel pipe guides, a take up pulley unit mounted on antifriction bearing pillow blocks
bolted on to the steel frame and threaded counter weight rods secured to the lower edge of the
steel frame each provided with two nuts and washer at their lower end for attaching counter
weights.
The take up movement shall not be less than the values specified in Table 1 of IS 4776 (Part I).
Take-up weight shall consist of multi-blocks to facilitate adjustment in weight if required during
operation. Weight of single heaviest piece shall be suitable for easy handling.
9.4.1.8 Belt Protection Equipment
Pull chord type (manually reset type) emergency stop switches shall be located on both sides of
belt conveyors along the walk ways for the entire length of conveyors for emergency stopping of
conveyors.
Belt sway switches of resetting type shall be provided at periodic intervals on both sides of
conveyor to limit belt sway to permissible extent.

Zero speed switches shall be non-contact (proximity) type electronic switch and shall be
mounted on tail / bend pulleys.
9.4.1.9 Conveyor Galleries
Conveyor galleries shall be provided with walkways of adequate width on either side to facilitate
inspection and maintenance work. Minimum walkway width of 750mm on one side and 500mm
on the other side shall be provided.
Generally conveyor galleries shall be of covered type, however for coal conveyor CC-1 & CC-2,
at grab unloader travel portion the gallery shall be open type. Similarly for stacker conveyors &
reclaimer conveyors for coal & iron ore, wagon loader conveyor and ship loader conveyor, the
gallery for the elevated portion of the conveyors shall be open type. Approximate length of open /
covered gallery for each conveyor are as mentioned in ‘technical data sheet for conveyors’.
Handrails of suitable size and construction shall be provided for safety reasons.
9.4.1.10 Transfer Towers
All transfer towers shall be provided with GI corrugated sheet cladding as necessary to have an
enclosed structure for dust containment. Necessary louver arrangement shall be provided to
have natural ventilation.
Sufficient headroom and a minimum space of 1500mm all-round the equipment installed shall be
provided in all transfer towers for the purpose of maintenance and safe operation.
All transformer towers shall be provided with Hoists with monorails for maintenance purpose.
The rails shall protrude out of the house by 1500mm or so for enabling lifting and lowering of
heavy components / spares.
9.4.1.11 Chutes
Guided transfer chutes suitably designed with a minimum valley angle of 65° shall be provided at
all transfer points for transfer of cargo from one conveyor to the next in the direction of belt
travel.
Chutes shall be made of structural steel as per IS 2062 and shall have minimum thickness of
10mm.

Chutes shall be provided with replaceable type liner plates. Such liner plates shall be of abrasion
resistant type or impact resistant type depending on whether the surface is subjected to friction
or impact.
Hoods shall be provided over chutes having provision for fixing dust suppression system as per
requirement.
9.4.1.12 Two Way Diverter
Required number of two way diverters (2 way flap gates) complete with all accessories like
electrical actuators shall be provided as per system requirement.
Abrasion resistant or impact resistant liners shall be provided on the flap faces.
9.4.1.13 Belt Weigher
Belt weighers shall be provided in the system at appropriate locations for measurement of cargo
handled.
The belt scale shall be load cell type and shall be continuous operating. Accuracy shall be ±
0.25%.
Provisions for local and remote measurement of instantaneous throughput and to falling shall be
made. Signals for remote indication and overload alarm shall be provided. Local control panel
including rate indicator and totaliser shall be provided.
The load cells shall be completely sealed, water and dust proof, and maintenance free.
9.4.2 Coal Handling Equipment
Grab Unloader – Design Requirement
• The unloaders shall be provided with four ropes operated clam shell type grab bucket of
adequate size and capacity to ensure the peak and rated average discharging capacity of
unloader.
• Out of four ropes two shall be for hoisting and lowering and two shall be for opening and
closing of the grab bucket. The rope connectors at the end of hoist rope shall permit easy
connection and removal of grab.
• The buckets shall be of low headroom type and suitable for working on inclined heap of
material inside the ships hold. The bucket lips shall be made of corrosion resistant and
abrasion resistant steel.

• The grab buckets shall be provided with lifting hooks for lifting front-end loaders from berth
into the ships hatches for cargo accumulation at the finishing stage of vessel operation.
• The grab trolley shall be rope type, supported on four wheels fitted with anti friction roller
bearings and shall be guided by horizontal rollers on one side.
• When the boom is completely down it shall be supported by tie members to release the
load from ropes and when completely in up right position it shall be held by suitably
designed latch hooks.
• Material from the grab shall be discharged into the hopper of the unloader. The hopper
shall be wide enough to receive the discharge from the grab without any spillage. The
capacity of the hopper shall be not less than 3 times the payload of bucket.
• The hopper shall be provided with grating to prevent entry of larger pieces of material that
may jam the hopper. The grating shall be of corrosion resistant and abrasion resistant
material and adequately heavy to withstand the impact of material discharged from bucket.
The hopper shall be provided with abrasion and corrosion resistant liners.
• Belt feeder designed for peak rate of unloading shall be provided at the bottom of hopper
with necessary speed control device.
• Suitable load cells shall be provided on the hopper supporting structure to monitor the load
in the hopper and to ensure that more material is not discharged when the hopper is full.
• The belt feeder shall discharge the cargo on to a cross conveyor and the cross conveyor in
turn shall discharge on to the wharf conveyor.
• The cross conveyor shall be reversible type and shall be provided with a telescopic chute
at the rear end for loading trucks on the jetty occasionally and incase of exigency.
• It is preferred to have the grab maintenance opening on the waterside and hopper on the
landside of the unloader to facilitate some of the operational activities.
Specified Data Sheet – Grab Unloader
Sr. No. Description Data

1. Type Rail mounted, gantry type clam shell grab
unloader
2 Quantity 4 Nos.
3. Rated capacity 2000 TPH (Peak)
1250 TPH (Average)
4. Ship size catered Up to 180,000 DWT
5. Material handled Coking Coal / Met Coke / Thermal Coal
6. Rail Gauge 20m
7. Grab Bucket Clam Shell type; 4 Four rope
8. Rail Clamps Required
9. Storm Anchors Required
10. Minimum Wheel Spacing 850mm
11. Power Supply System Cable reeling system on the land side
12. Available power supply 3.3 KV, 3 phase, 50 Hz.

13. Belt Feeder Capacity 2000 TPH with speed control
14. Cross Conveyor Capacity 2000 TPH with reversible drive
15. Grab maintenance opening On the waterside of M/C
Stacker – Design Requirement
• The stacker shall be rail mounted and shall travel on rails running along the longitudinal
boundaries of the coal stockyard. The stacker shall take its feed from the yard conveyor
running between the rails and carrying cargo from ship unloader.
• Stacker boom shall be slewing and luffing type to ensure cargo stacking over the full width
of storage area and at the desired height of the stock pile.
• Travel carriages of the stacker shall be provided with equalizers to cater any unevenness
of the rail track.
• Power supply to the stackers shall be through cable reeling drum with cable anchor points
located suitably at the mid point of travel.
• Control of stacker shall be integrated with conveyor control system to ensure auto-start and
auto-stop of the total system in proper sequence.
• Stacker shall be provided with all necessary safety and monitoring devices to safeguard
against belt slippage, material jamming etc and other malfunctions and emergency
situations.
• Design of the equipment must be easy maintenance orientated.
Specified Data Sheet – Stacker

1. Type Rail mounted, slewing and luffing type
2 Quantity 3 Nos.
3. Rated Capacity 4000 T / hr
4. Material handled Coking coal, Thermal coal, Met Coke (0.8
3
T/ m )
5. Stock pile width 40m; Length 500m
6. Stock pile height 8m maximum
7. Rail gauge 8m
8. Length of Stacker travel 560m
9. Slew angle ± 110º
10. Luffing angle ± 15º
11. Boom conveyor 1400mm wide, 3.75 m/s speed
12. Rail clamps Required
13. Storm Anchor Required
14. Cable reeling system Required for power supply
15. Power Supply Available 3.3 KV, 3 phase, 50Hz

Reclaimer – Design Requirement
• The reclaimers shall be of rail mounted and bucket wheel type. The reclaimers shall run on
rails located along the coal stackyard. The reclaimed cargo shall be discharged on to the
yard conveyor leading to Wagon Loader/truck loader/TT for transfer to VSP.
• The reclaimer shall be slewing and luffing type and reclaim cargo from either side of the
conveyor / rails and over the full stockyard area.
• Travel carriages of the reclaimer shall be provided with equalizer to cater to any
unevenness of the rail track.
• Power supply shall be through cable reeling drum with cable anchor points at the mid point
of travel.
• Control of reclaimer shall be integrated with the conveyor control system to ensure auto-
start and auto-stop of the total system in proper sequence.
• Reclaimer shall be provided with all necessary safety and monitoring devices to safeguard
situations.
• Design of the equipment must be easy maintenance oriented.
Specified Data Sheet – Reclaimer

1. Type Rail mounted slewing and luffing type bucket
wheel reclaimer.
2 Quantity 2 Nos.
3. Rated Capacity 2000 T / hr (peak)
3
4. Material handled Coking coal, Thermal coal, Met Coke (0.8 T/ m )
5. Stock pile width 40m; Length 500m
6. Stock pile height 8m
7. Rail gauge 8m
8. Length of Reclaimer Travel 560m
11. Boom conveyor 1400mm wide, 3.75m / 3 speed

Wagon Loader – Design Requirement
• Wagon loader (W/L) shall be rail mounted with loading boom and tripper car having travel
length of 400m on one side of stock pile yard leaving an adequate space of 10/12m for
movement of other cargo handling equipment like Dozers, front end loaders etc.
• Wagons shall be placed on one side of the loader on two adjacent parallel lines each
accommodating half the rake for loading.
• Wagon loader boom shall be so designed as to enable loading of wagons placed on two
parallel lines on one side of the loader.
• Wagon loader shall be of proven design from any reputed manufacturer with loading
capacity of 2000 T/ hr (peak) and 1500 T/hr (Average) to ensure that one full rake of 58
wagons is completed in 2½ hrs time.
• Wagon loader shall comprise of:
o Tripper car and / or Intermediate conveyor
o Loader boom conveyor fitted with a flap gate operated two way chute at the discharge
end
o Superstructure and lower carriage
o Chutes and diverters
o Rail travel mechanism
o Operators cabin etc.
Specified Data Sheet – Wagon Loader (Coal)
S. No. Description Data

1. Type Rail mounted. Horizontal Loading boom with two-
way diverter chute of proven design.
2 Quantity 1 No.
3. Rated Capacity 1500 TPH (Average)
4. Material to be loaded Coking Coal / Met Coke/Thermal Coal
5. Type of wagons Box-N Type open top std. Wagon
6. Nos. of Wagons / Rake 58 wagon of cap 55T each
7. Length of a Rake 680m
8. Effective length of W/T travel 400m
9. Rail Gauge 4m (Bidder to specify)
10. Accessories Belt Weigh Scale
11. Feeding Conveyor 1400mm wide; 3 m/s speed
12. Height of Feeding Conveyor 7m from ground level
14. Power Supply System Cable reeling drum
15. Available power supply 3.3 KV, 3 phase, 50 Hz
16. Suitable Dust suppression system to Chem. jet type
be provided at transfer points

Truck Loading System – Coal
• Truck loading system shall be provided with storage bin and loading spouts (2 nos.).
• Each loading spout shall have capacity of 100 TPH, provided with batch weighing system
of 10T cargo drop.
• Cargo reclaimed from stockpile shall be diverted from the transfer point to the truck loading
system for feeding the loading bins.
• Incoming empty trucks shall be lined up under each loading spout. 10T / 20T carrying
capacity trucks are likely to be available for evacuation of cargo by road.
• Total truck loading capacity out of 2 Nos. loading spout shall be about 4000 TPD.
• The incoming empty trucks and outgoing loaded trucks shall pass through a road weigh
bridge installed at a suitable location close to the truck loading system for cross check of
the cargo quantity actually delivered to the customer.
9.4.3 Iron Ore Handling Equipment
9.4.3.1 Wagon Tippler – Design Requirement
• The tippler shall be designed to tipple fully loaded wagon of any type carrying 60T of iron
ore at the rate of 20 wagon / per hour.
• The train rake of 58 wagons shall be placed by the locomotive at the appropriate position.
• Feeding of wagons on to the tippler cradle shall be carried out by charger beetle and
marshalling beetle system or any other mechanism as may be suggested by
manufacturers.
• The tippler shall rotate through 170° to ensure effective discharge of cargo and no residual
cargo left over in the wagons. If required vibrators shall be fitted to minimize the residual
cargo sticking to one side of the wagon in case the moisture content is high which is likely
to happen due to water sprinkling for dust suppression.
• Dust suppression system shall be provided to prevent dust emissions from tipplers.
• Ground hoppers shall be positioned beneath the tipplers so that iron ore tippled from
wagons can be subsequently fed on to the conveyor system with the help of apron feeder
or vibro feeders as may be recommended by the manufacturers.
• Control of tippler operation shall be integrated with conveyor safety and monitoring devices
to safeguard against any jamming / blockage of cargo in the transfer points and any other
malfunctioning of the total system.

9.4.3.2 Ship Loader (Iron Ore) – Design Requirement
• The ship loader shall be provided with Boom shuttle conveyor fitted with a diverter at the
end for loading vessels of different sizes from Handymax to Cape size having wide
variation in beam size from 27m to 48m. By way of shuttling in and out of the boom
conveyor and by actuation of the diverter at the end of boom shuttle conveyor uniform
loading of cargo on the port side and starboard side of the vessel will be possible.
• Ship loader shall be rail mounted and will travel over the entire length of the ore berth for
loading all sizes of vessels from Handymax to Cape size having LOA from 165m to 300m.
• Ship loader shall be PLC controlled and shall be programmable for automatic loading. The
control of loader shall be integrated with conveyor control system for auto-start and auto-
stop of the total system in proper sequence.
• Power supply shall be by cable reeling drum on the landside having cable anchor points at
the mid travel point to cover the entire length of S/L travel path.
• The loader structure shall be of standard design with travel carriages / equalizer trucks to
cater for any unevenness of the rail track.
• The loader shall be provided with standard rail clamps and storm anchoring device to
ensure adequate safety of the machine.
Specified Data Sheet – Ship Loader

1. Type Rail mounted, gantry type with shuttle boom and boom
hoisting and lowering type.
2 Quantity 2 No.
3. Peak Capacity 4000 T / hr
4. Rated Capacity 3200 T / hr (Average)
5. Ship size catered Up to 2,00,000 DWT
6. Material handled Iron ore (2.5T/ m3)
7. Rail Gauge 20m
8. Boom Shuttle Conveyor 1400mm wide, 3.5 m/s speed at 30° T.A.
9. Rail Clamps Required
10. Storm anchors Required
11. Minimum Wheel Spacing 850mm
12. Power Supply System Cable reeling system on the land side
13. Power Supply Available 3.3 KV, 3 phase, 50 Hz.

Stacker – Design Requirement
• The stacker shall be rail mounted and shall travel on rails running along the centre of the
iron ore stockyard. The stacker shall take its feed from the yard conveyor running between
the rails and carrying cargo from wagon tippler.
• Stacker boom shall be slewing and luffing type to ensure cargo stacking over the full width
of storage area and at the desired height of the stock pile.
• Travel carriages of the stacker shall be provided with equalizers to cater any unevenness
of the rail track.
• Power supply to the stackers shall be through cable reeling drum with cable anchor points
located suitably at the mid point of travel.
• Control of stacker shall be integrated with conveyor control system to ensure auto-start and
auto-stop of the total system in proper sequence.
• Stacker shall be provided with all necessary safety and monitoring devices to safeguard
situations.
• Design of the equipment must be maintenance oriented.
Specified Data Sheet – Stacker

1. Type Rail mounted slewing and luffing stacker
2 Quantity 1 No.
3. Rated Capacity 2000 T / hr
5. Stock pile width / length 40m; Length 500m
6. Stock pile height 8m maximum
7. Rail gauge 8m
8. Length of Stacker travel 560m
11. Boom conveyor 1400mm wide, 3.75 m/s speed

Reclaimer (Iron Ore) – Design Requirement
• The reclaimers shall be of rail mounted and bucket wheel type. The reclaimers shall run on
rails located along the longitudinal boundaries of iron ore stockpile yard. The reclaimed
cargo shall be discharged on to the yard conveyor leading to ship loader.
• The reclaimer shall be slewing and luffing type and reclaim cargo from the full stockyard
area.
• Travel carriages of the reclaimer shall be provided with equalizer to cater any unevenness
of the rail track.
• Power supply shall be through cable reeling drum with cable anchor points at themed point
of travel.
• Control of reclaimer shall be integrated with the conveyor control system to ensure auto-
start and auto-stop of the total system in proper sequence.
• Reclaimer shall be provided with all necessary safety and monitoring devices to safeguard
situations.
• Design of the equipment must be easy maintenance oriented.
Specified Data Sheet – Reclaimer

1. Type Rail mounted slewing and luffing type bucket
wheel reclaimer.
2 Quantity 2 Nos.
3. Rated Capacity 4000 T / hr (peak)
5. Stock pile width / length 40m; Length 500m
6. Stock pile height 8m
7. Rail gauge 8m
8. Length of Reclaimer Travel 560m
11. Boom conveyor 1400mm wide, 3.75m / 3 speed

9.4.4 Other Dry Bulk and Break Bulk Cargo Handling Equipment
9.4.4.1 Mobile Harbour Crane (MHCr) – Design Requirement
MHCr shall be of proven design complete with onboard diesel engine and alternator, multi axle
chassis, torsion resistant steel structure, hydraulic propping system, self adjusting stabilizer,
hydraulic travel drive with hydraulic steering, machinery house, hoist drive, slewing gear drive,
operators cabin, control and instrumentation equipment, lighting communication and all safety
devices.
The crane shall be provided with multi-axle travel drive. The drives shall be of hydraulic type and
shall ensure that the torque is distributed equally between the driven axels. The axles shall be
suspended in an equalizer suspender system, which shall ensure that the total load is distributed
equally to all axles irrespective of ground conditions.
All steered axles shall be connected by tie rods so that simultaneous steering is guaranteed.
Suitable brake shall be provided for travel drive and also for parking.
Suitable propping system with stabilizer pads shall be provided for propping the crane during
normal operation. The system shall ensure uniform distribution of the total load between each
propping pad.
The boom luffing device shall be either hydraulic or mechanical depending on manufacturers’
standard. The luffing motion shall be smooth and infinitely variable. Suitable braking system shall
be provided for the luffing drive.
The crane shall be equipped with a 4-rope-grab hoist unit comprising two separate hoists in
modular construction. Grab shall be suspended from the tower / boom system by two wire ropes.
Another pair of ropes shall be provided for opening and closing mechanism of grab. The rope
connector at the end of hoist rope shall permit easy connection and removal of grab.
The grab shall be clamshell type with a frame fabricated from welded steel. Abrasion resistant
steel shall be provided over the digging edges of the jaws. Different grabs shall be provided to
suit different cargo.
A general cargo lifting beam of adequate capacity shall be provided with the crane which shall
be connected with hoist ropes for lifting and general cargo, steel coil, other steel products in
palletised form for loading to / unloading from ships.
Spillage plate shall be provided to prevent spillage of material between the ship and hopper in
case of handling bulk cargo.

The operator’s cab shall be of enclosed type with sheet metal paneling and thermal insulation.
The operator’s cab shall be provided with a window type air conditioner and heat resistant glass
to give a good view over the area of operation.
Specified Data Sheet – Mobile Harbour Crane

1. Main Dimensions
a) Length of chassis without stabilizer pads 16.9m (approx)
b) Width of chassis without stabilizer pads 8.7m (approx)
c) Size of stabilizer pads 4 x 2.0 x 4.5m
d) Propping base 12.0 x 12.5m
e) Height of boom Fulcrum 16.0m (approx)
f) Viewing height of operator 19.5m
g) Boom length 46.0m
h) Maxim / Min. outreach of Cr 44.0m / 10.0m
i) Lifting height above quay 10m – 36m Rdd – 36m
j) Lifting height above quay 12m
2 Counter weight of crane 66.0 T
3 Total weight of fully rigged crane 300.0 T
4 Type of drive system Diesel - Electric
5 Hoisting Speed 100 T – 15m / min
50 T – 30m / min
45 T – 38m / min
40 T – 46m / min
13 T – 90m / min
6 Slewing speed for standard option Upto 1.6 rpm
Slewing speed for heavy load option Upto 0.6 rpm
7 Luffing speed for standard option 0-50m /min
Luffing speed for heavy lift option 0-22m / min
8 Traveling speed 0-80m / min
9 Number of axles 5
10 Inner / outer turning radius 5.6m / 14.5m (approx)

Road Weigh Bridge
• The weigh bridge structure shall be robust in construction with ample safety margin above
the rated capacity.
• The lower structure of the platform shall comprise of wide flanged steel beams and high
grade tested steel. The structure shall be sand blasted to SA 2½ grade and suitably
painted with special anti-corrosion epoxy based paint.
• The assembly shall be designed to compensate for expansion and contraction between the
Weigh Bridge and foundation, caused by temperature variation.
• The load cells shall be sealed and compression type suitable for pit less weigh bridge
installation.
• The load cells (6 nos.) shall be of rated capacity 23T (approx) each having safe overload
limit of 150% and breaking load of 300% of rated capacity.
• Each load cell shall have safe temperature range 0-65 degree Celsius and shall be
weather proof IP-68 protection.
• Weigh bridge electronics shall be micro controller based with standard software capable of
providing various kind of information on selectable basis.
• The system shall be provided with communication facility with the main PIC in the control
room and a real time clock to print date and time on the printouts.
• The system shall be provided with suitable PC with software and dot matrix printer of latest
technology.
Specified Data Sheet – Road Weigh Bridge

1. Type Pit less, Static
2 Capacity 60T
3. Accuracy ± 0.05% of Full scale
4. Platform size 15m x 3m
5. Trucks to be weighed Heavy duty Trucks / dumpers
6. Operator interface Menu driven
7. PC & Printer Required
8. Auto zero & Auto Calibration Required
9. Anti Skid to plate Required
10. Stamping by W&M Inspector Required

Rail Weigh Bridge
• A set of weigh rails fitted with dual transducers shall be integrated to the existing rail track.
These weigh rails shall match with the existing rails and shall be calibrated at factory.
• A set of track switches shall detect the instances of axles arrival on top of weigh rail. The
system shall automatically eliminate the weight of IR locomotive. Axle elimination through
software shall also be available.
• There shall be an anti roll back facility to sense the reverse movement of wagon, so that it
does not affect the orderly recording of weights of each wagon in the rake passing over the
in-motion weigh bridge.
• Weigh bridge electronics shall be micro controller based with standard software,
programmed for auto zero and capable of providing various information on selectable
basis.
• The system shall be provided with communication facility with the main PLC in the control
room and a real time clock to print date and time on the printouts.
• The system shall be provided with a standard computer with color monitor, 40 GB Hard
disk and other hardware / software and dot matrix printer of latest technology.
Specified Data Sheet – In motion Wagon Weighing System

1. Type Pit less in-motion Rail Weigh bridge
2 Rail Gauge Broad Gauge
3. Type of wagons Box type open Wagon
4. Capacity of wagons 58T Net Cargo
5. Weight accuracy ± 0.05%
6. Speed of wagon during 10 Km / hr (approx)
weighing
7. Nos. of wagons per rake 58 Nos.
8. Cargo to be weighed Coking Coal, Met Coke, Thermal Coal, Lime Stone etc.
9. Wagon detection system Required
10. Automatic Loco elimination Required
11. Over speed warning Required
12. PC & Printer Required
13. Communication facility Required
14. Stamping by W&M inspector Required

Reach Stackers
Description Data
Max. load under spreader : (a) 42 T at 1900mm load centre for I row
(b) 24 T at 3950mm load centre for II row
(c) 11 T at 6500mm load centre for III row
No. of container stacks : (a) 4 high for row I
(b) 3 high for row II
(c) 2 high for row III
Travel speed (unladen) : 30 km/ hr.
Travel speed (laden) : 25 km/hr.
Boom angle : Min. 50°
Boom lifting speed (unladen) : 0.25 m/s
Boom lifting speed (laden) : 0.24 m/s
Boom lowering speed (unladen) : 0.24 m/s
Boom lowering speed (laden) : 0.25 m/s
Turning radius (outer) : 8000mm approx.
Side shift (hydraulic) : + 800mm
Terminal Tractors
Terminal tractors will be purpose-built equipment, with a short wheel base for good
manoeuvrability. The driver’s cabin must give all round visibility. It is preferable to have an
elevating 5th wheel to make the tractor more versatile.
The main features of the tractor shall be as follows :
Max. tractive effort (laden) 45 T

5th wheel capacity 25 T
BHP 180
Wheel base less than 3m
Max. speed (laden) 35km/hr.
Overall length 4.5m
Overall width 2.5m
Overall height 2.5m

Trailers
The container terminal trailers will be designed to carry one 40’ container or two 20’ containers.
The trailers are equipped with special guides and a locking system to secure the containers
during transport.
The salient features of the trailers are:
Design load 50 T
Overall length 12.3m
Overall width 2.44m
Wheel base 9.5m
3 T Diesel Fork Lift Truck
The fork lift truck is mainly used to handle palletised cargo including lifting, loading, unloading,
stacking. It is powered by a diesel engine to operate in all weather conditions. The technical
parameters shall be as follows:
Capacity : 3 T at 500 mm load centre

Overall height of mast lowered : Not more than 2650mm
Maximum fork height : Not less than 3500mm
Turning radius : Not more than 2500mm
Angle of tilt : Forward - 6°
Backward - 10° / 12°
Ground clearance at
the lowest point : Not less than 110mm
Length of fork : Not less than 1000mm
Spread of fork : Not more than 300mm at min.
& not less than 900mm at max.
Travelling speed : Not less than 15 Kmph
Lifting speed laden/unladen : Not less than 0.30 / 0.37 m/s
Lowering speed (unladen) : Not less than 0.35 m/s
No. of tyres : Front / Rear - 2/2
Tyres : Pneumatic
Gradability : Not less than 16%
The truck shall conform to IS 4357-1974 for stability testing of fork lift trucks. The acceptance
criteria of fork lift trucks shall conform to IS 10517 - 1983.

15 T Capacity Fork Lift Truck
The 15 T capacity diesel engine powered fork lift truck meant for lifting, loading, unloading,
stacking of unitised cargo i.e. steel sections, bundles, coils etc. shall conform to the following
broad technical specifications:
Capacity : 15000 Kg at 1200mm load centre at the

rated lifting height
Maximum lifting height : Not less than 3500mm
Outer turning radius : Not more than 5000mm
Angle of tilt of mast : Forward / Backward - Not less than 5°/10°
Lifting speed laden / unladen : Not less than 0.35 / 0.4 m/s
Lowering speed laden / unladen : Not less than 0.4 / 0.3 m/s
Unladen ground clearance under mast : Not less than 250mm
Unladen ground clear. at wheel base centre : Not less than 400mm
Length of fork : Not less than 2400mm
Fork thickness at elbow portion : Not more than 100mm
Maximum travel speed : Forward laden/unladen - 30/30 kmph
Reverse laden/unladen - 10/30 kmph
No. of speeds : Forward / Reverse - 3/3
Gradability (at rated load & 2 kmph) : Not less than 21%
Maximum fork spacing : Not less than 2400mm
Minimum fork spacing : Preferably capable of being brought
together touching.
Aisle width for 90° stacking : Not more than 8500mm
Tyres : Pneumatic
No. of wheels Front / Rear : 4/2
Transmission : Hydraulic torque converter with power shift
gear box
The truck shall have the facility to fix a coil boom attachment to handle steel coils of 15t at
1200mm load centre to the specified lift height. The attachments shall have a length of not less
than 1400mm with a ground clearance of 400mm.
The truck shall be manufactured in accordance with relevant IS/FEM/ISO standard. It shall be
tested for stability as per ISO 1074.

6 T Capacity Front End Loader (Pay Loader)
The front end loader is used in handling various dry bulk commodities, like Limestone and such
other bulk materials. The general technical parameters governing the design of the pay loader
shall be as follows:
3
Capacity of bucket : 2.68 m (equivalent to about 6t)
Bucket width : About 3m
Static tipping load : About 13 T
Operating height : Not less than 5.4m
Turning radius : Not more than 6.5m
Dump angle : Not less than 50°
Dump reach : Not less than 2.4m


9 Engineering of Mechanical System and Equipment

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9 Engineering of Mechanical System and Equipment

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9 Engineering of Mechanical System and Equipment

9.1 Coal Handling System

• Coking Coal: 9.41 MTPA – About 50% for VSP

The major components of the mechanised coal handling system are:

9.1.1 Ship Unloader

Detailed Project Report

60% of the load at 100% capacity (free digging)

9.1.1.2 Continuous Unloaders

Detailed Project Report

9.1.1.3 Comparison of the two systems

Pollution control: A clear advantage of a continuous unloader is its excellent environmental

Detailed Project Report

9.1.1.4 Conclusion & Recommendation

Detailed Project Report

9.1.2 Conveyor System

Detailed Project Report

9.1.5 Wagon Loading System

Detailed Project Report

9.1.7 Belt washing System

9.1.8 System Details

Detailed Project Report

Coal Reclaiming and Delivery

The layout of coal stackyard is shown in Drawing 0903/DPR/342.

9.2 Iron Ore Handling System

Detailed Project Report

Detailed Project Report

9.2.2 Ship Loaders

9.2.3 Conveyor System

Detailed Project Report

Detailed Project Report

9.2.6 Wagon Tippler

• The material is comparatively free flowing,

• The material is not comparatively free flowing,

Detailed Project Report

9.2.7 System Details

9.2.7.1 Iron Ore Reclaiming and Delivery

The layout of iron ore stackyards is shown in Drawing 0903/DPR/347.

9.2.7.2 Future Expansion

Detailed Project Report

Detailed Project Report

9.3.2 Container Traffic

9.3.3 Steel Products / Aluminium

Detailed Project Report

• Aggregation of steel products / Aluminium in the storage area inside port.

Detailed Project Report

• MHCr of suitable capacity and outreach at berth.

9.3.5 Food Grains (Bagged)

Detailed Project Report

9.4 Broad Technical Specifications

9.4.1 Belt Conveyor System

9.4.1.2 Conveyor Belting

Detailed Project Report

Detailed Project Report

9.4.1.6 Belt Cleaners

9.4.1.7 Belt Take-up Arrangement

9.4.1.8 Belt Protection Equipment

Detailed Project Report

9.4.1.9 Conveyor Galleries

9.4.1.10 Transfer Towers