Revised Proposal for Upfront Tariff Setting for Development of
“Multi-Purpose Terminal at Q1-Q3 Berths at in Mattancherry Wharf, Cochin Port’’ under
“Guidelines for Upfront Tariff Setting for PPP Projects at Major Ports, 2008” and under
“Guidelines for Determination of Tariff for Projects at Major Ports, 2013”
1.
INTRODUCTION
1.1.
Port development and operations have undergone a major policy change over the last
few years. All the new terminals are being set up under Public Private Partnership (PPP)
framework wherein the private developers are required to invest in the project and
carry out operation and maintenance activities as well. To reduce the revenue and
regulatory risks for potential investors in PPP projects, the Central Government through
the Ministry of Shipping, Road Transport & Highways, Department of Shipping has
issued guidelines for regulation of tariff in the Major Port Trusts vide Ministry’s letter
No.PR-14019/25/2007-PG dated New Delhi 12th February, 2008 -called as
“Guidelines for Upfront Tariff setting for PPP Projects at Major Port Trusts, 2008”.
These guidelines have been notified by Tariff Authority for Major Ports (TAMP) and
published in the Gazette of India Extraordinary (Part III) Sec.4 of 26th February, 2008
vide Gazette No.27. Subsequently, Ministry of Shipping issued Guidelines for
Determination of Tariff for Projects at Major Ports, 2013. These guidelines provide for
setting Reference Tariff for each commodity/ category of commodity and each
service/ category of services shall be determined for each port. This reference tariff
would be the highest tariff approved by TAMP based on 2008 guidelines. In case no
tariff has been fixed for a particular commodity in a particular Major Port Trust under
the 2008 Guidelines, then TAMP will notify the highest Tariff under the 2008
Guidelines available for that commodity in the nearest Major Port Trust. In case no
tariff has been fixed for a particular commodity under 2008 Guidelines in any Major
Port Trust, then the Reference Tariff for such commodity would be determined by TAMP
on scrutiny of the proposal received from the Major Port Trust by applying the
principles of 2008 Guidelines within 45 days of receipt of the proposal.
1
1.2. Cochin Port Trust does not have any Reference Tariff for Cement, Food Grains, Cars
and Other Cargo. The Other Cargo includes tmber and bagged parcels like cement,
construction material and food grains. Hence, in this proposal, the Cochin Port Trust
seeks the approval of the TAMP for setting upfront tariff for ‘Development of MultiPurpose Terminal at Q1-Q3 Berths at in Mattancherry Wharf, Cochin Port’ based on
Guidelines of 2008.
1.3. Cars, Cement, Food Grains and other cargos such as timber and bagged parcels like
construction material, cement and food grain are expected to be the major commodities
that would be handled at the berth. However, the major traffic is expected only from
Cement and Cars. The capital expenditure and the facilities envisaged in the Feasibility
Report are for handling Cement, Food Grains and other general cargo. Also, parking
facilities are proposed separately for cars.
1.4. The upfront tariff calculations for cement and other general cargo are done based on
the guidelines provided for Multi Purpose Berth. There are no specific guidelines
available for Ro-Ro type of facility. However, a similar project was approved by
TAMP for Chennai Port Trust and a tariff order was issued on October 15, 2012. The
tariff for Ro-Ro facility is prepared based on similar lines.
2.
Factors considered for designing General Cargo Terminal at Cochin Port
2.1. Cochin Port is located on the south-west coast of India, in the state of Kerala with coordinates of 9° 58’ N and 76 ° 14’ E. The entrance to the port is through Cochin Gut
between the headland of Vypeen peninsula and Fort Cochin where after the channel
splits into the Mattancherry channel and the Ernakulam channel.
2.2. The Mattanchery wharf was constructed in 1930s with steel sheet pile earth retaining
structure for a length of 457.6 m and concrete/rubble masonry monolith on either side
for a total length of 221.5 m. Subsequently, a 10.7m frontage with RCC Decking
2
supported on screwcrete piles was constructed during 1950s. A portion of the wharf
(Q4 and part of Q3) covering a length of 251 m has been reconstructed in 2005. The
remaining length of the wharf with old structures is 410 m which requires reconstruction
for the continued use.
2.3. The Mattancherry wharf is having 4 quays- Q1, Q2, Q3 and Q4. Cochin Port Trust is
planning the reconstruction of Mattancherry Wharf. As a part of this endeavor, it has
decided to undertake development of Berths Q1 to Q3 as Multipurpose Terminal
through Public-Private Partnership on Design, Build, Finance, Operate and Transfer
basis.
2.4. The Q1 to Q3 berths has a berth length of 410 m with back-up area of nearly 7.15
ha. There are facilities (like transit sheds and warehouses etc.) which would be handed
over as a part of this project on “as is where is” condition.
2.5. Due to the limitation of the turning circle (240m dia), the vessel size that can be
handled in the Mattanchery wharf has been limited to 180 m in length. The berth shall
have adequate length for the simultaneous berthing of two vessels, one vessel of 180 m
length and other vessel of 160 m length. Clear space of 20 to 25 m between the
vessels and also at both the ends are to be available in the berth for holding the
mooring lines of the vessel. The proposed berth has 410 m length which will meet the
above requirements and its width is 21 m.
2.6. The key cargos envisaged at the proposed Multi Purpose Terminal are Cement, Food
Grains, Timber, and Cars.
3.
Estimation of Capacity
3.1. Optimal capacity of the multipurpose terminal has been determined taking into
consideration various components of the facility that will be required to be created,
equipment and plant and machinery to be provided, productivity levels and utilization
3
levels, as per the norms prescribed. Tariff shall be prescribed with reference to the
optimal capacity of the terminal irrespective of any traffic forecast.
3.2. The proposed berth would have length of 410 m which would be adequate for the
simultaneous berthing of two vessels, one vessel of 180 m length and other vessel of
160 m length. Clear space of 20 to 25 m between the vessels and also at both the
ends are to be available in the berth for holding the mooring lines of the vessel. In view
of the same, the total berth days available would be 730 (365*2).
3.3. In this project, as the berth would be shared by the bulk cargo vessels and Ro-Ro
vessels, the formula for calculation of optimal capacity provided under the Annex – V
of the Guidelines (2008) could not be applied as it is. In view of the same, it is prudent
to calculate the berth days that would be occupied by the Ro-Ro vessels first. The
optimal berth capacity could be calculated subsequently, based on the number of berth
days available for multipurpose cargo.
4
4.
Estimation of optimal capacity
4.1. The proposed berth would handle cars and dry bulk/ break bulk cargo. The optimal
capacity for car handling is calculated first. The capacity of cars to be handled at the
port would be limited by the parking facility available at the port (yard capacity).
Optimal Quay Capacity for Car Handling:
Formula:
Optimal Quay Capacity = 0.7*Cargo Handled per day * Total Berth days1
= 0.7*1000*365
=255500 cars
The optimal quay capacity is assessed at 255500 cars per annum, if cars alone were
handled at the berth.
Optimal Yard Capacity for Car Handling:
To arrive at the optimal yard capacity, the formula prescribed in the upfront guidelines
(2008) for determination of yard capacity for a container terminal is adopted.
Formula:
Optimal Yard capacity = 0.7 X G X H X P Cars where
SXD
G = Total ground slots
H = Average Stack height
P = Period in No. of days
S = Surge factor
Total berth days available is 730 days for all the cargo however, one berth would be occupied by cement vessels
at all the time due to higher share of the optimal capacity. Hence, berth occupancy of 365 days would be shared
between Ro-Ro, food grains and other cargo. To calculate the optimal quay capacity for car, berth occupancy of
365 days has been assumed considering the car would be handled alone at one berth.
1
5
D = Average Dwell Time (measured as the time in days from the time a car is placed in
the yard until it leaves it irrespective of the free time allowed in the Scale of Rates)
4.2. The storage area to the extent of 1.5 Ha is proposed to be developed for car parking,
which is expected to accommodate about 1000 cars. Therefore, the number of ground
slots is considered as 1000. Since, it is not a multilevel car park, stack height is
considered as 1 this would accommodate only one car per car slot. Surge factor is
considered not relevant in this case and therefore is assumed at 1.
4.3. Average size of the car considered for the planning purpose is 4.50mx1.80m. After
allowing side clearance of 0.60m and end clearance of 0.50m, the space required for
positioning car is 12m2. Over this, another 25% of total area is added towards access
and circulation roads. Thus a total area of 15m2 is required per car and provided
accordingly.
4.4. Smaller size car carriers are expected to be deployed for the coastal operations. The
parcel size is 1000 Nos. Handling rate depends on the number of drivers engaged for
the unloading operation. It is proposed to engage 10 drivers in two shifts of 12 hours
each. The expected average turnover of a driver is 5 cars per effective working hour.
Considering 20 working hours per day, total effective working time through two shifts,
the handling rate per day is reckoned as 1000 Nos.
4.5. It may be noted that CoPT has not handled any substantial volume of cars in the past. In
view of the same, average dwell time could not be arrived based on the past data.
Generally, the cars are evacuated within a free period time only. Cochin Port has
sufficient road infrastructure linkages for evacuation of these cars. In view of the same,
the average dwell time is considered to be 4 days.
4.6. It may be noted that Chennai port handles large volume of Car traffic. The average
dwell time at this port is 4 days based on last few years data.
4.7. The optimal yard capacity for cars is estimated at 63,875 cars as indicated below.
6
Optimal Yard capacity = 0.7 X 1000 X 1 X 365
1X4
Cars
= 63,875 Cars
Accordingly, optimal capacity for car handling is assessed at 63,875 cars per annum
being lower of the quay and storage yard capacity.
4.8. Estimation of Berth days occupied by Vessels carrying carsNo. of Berth Days required for car handling = Optimal capacity / handling rate of
cars
The car handling rate is considered to be 1000 cars per day as explained above and
the average parcel size is estimated to be around 1000 cars.
No. of Berth Days required for car handling:
= Optimal capacity / handling rate of cars
= 63,875 / 1000
= 64 Berth Days
4.9. As indicated earlier, the total berth days available are 730 days, out of which 64
Berth Days would be towards Ro-Ro facility.
4.10. The optimal capacity of berth is calculated based on the following formula.
Optimal Capacity for all other bulk cargo
= 0.7 * { S1/100 X P1 + S2 /100 X P2 + S3/100 X P3 + …} X 365
However, in the present case, the formula is revised as indicated below.
= { S1/100 X P1 + S2 /100 X P2 + S3/100 X P3 + …} X (Total Berth
Days)
7
S1 - Percentage share of capacity of Cargo Type 1
P1 - Handling rate of the vessel carrying Cargo type 1
S2 - Percentage share of capacity of Cargo type 2
P2 - Handling rate of the vessel carrying Cargo type 2
And so on…
Total Berth Days = (70% efficiency * total available days) – berth days for Ro-Ro
operation
= 0.7 * 730 days – 64 days = 447 days
4.11. As per the traffic assessment carried out in the feasibility report, the type of cargo,
estimated total traffic, average parcel size, commodity-wise berth days and % share
of different cargos are provided in the table below.
Particulars
Cement
Wheat
Timber
Others
Total
Tonnage
Estimate
d Traffic
(In lakh
Tons)
9.90
4.35
3.28
1.12
18.65
Share Parcel No. of Handlin
of
Size Vessels g Rate
cargo (Tons)
(TPD)
in terms
of
tonnag
e
1500
53%
66
5000
0
1500
23%
29
7500
0
18% 8000
41
2500
6% 8000
14
2500
100%
-
150
-
Total
Berth
Days*
(Days)
Share
of
Berth
Days
206.3
46%
61.6
14%
136.3
46.6
30%
10%
450.8
100%
*total berth days are arrived after considering 3 hours of additional time for each
vessel for berthing and de-berthing activities.
4.12. The total share of different cargos are considered in terms of the total berth days
occupies.
8
4.13. The estimated unloading rate2 for vessels carrying cement is considered as 5000 TPD.
As per the details gathered from Gujarat Ambuja Cement Limited, the parcel size of
cement carriers handled at their terminal is 15000t to 16000t. On an average 3 days
effective working time is taken for unloading these vessels. Accordingly, cement
handling rate is considered at 5000t per day.
4.14. As per tariff guidelines (2008), the handling rate for food grains should be considered
as 10000 Tons/day for vessels of more than 30000 Tons parcel size and 7,500
Tons/day for lower parcel size. In the proposed project, the parcel size of vessels
carrying food grains is estimated to be 15000 Tons. Mobile harbour crane of maximum
64T capacity are proposed to be deployed. It would be possible to obtain an
unloading rate of 7500 TPD for food grains with the help of the proposed equipments.
Handy size bulk carriers are expected to be deployed for the coastal transport of
wheat. Mobile Harbour Crane (MHC) of about 60t capacity is the ideal type of
unloading equipment for handy size vessels. The proposed 64t capacity MHC has a
rated output capacity of 800t per hour. Considering the average output at 60% of
rated output and 16 hours effective working in a day, the handling rate works out to
7680t (800 x 0.60 x 16) say 7500t per day. This handling capacity matches with the
projected bulk cargo potential of the terminal.
4.15. In the multipurpose terminal guidelines (2008), the handling rate for any other bulk
cargo is indicated as 2500 Tons/ day. The proposed Mobile harbour crane of 64T
capacity would also be used for unloading timber logs and other break-bulk cargo.
2
As per tariff order dated 30 July 2012 for a shallow draught berth of V. O. Chidambaranar Port Trust for handling
cement and related raw materials, the handling rate for bulk cement import is considered to be 5355 TPD.
9
4.16. With the above assumptions, the Optimal Capacity is calculated below.
Calculation of Optimal Capacity
Calculation of Optimal Capacity:
= { S1/100 X P1 + S2 /100 X P2 + S3/100 X P3 + …} X (Total Berth
Days)
= { 46% X 5000 + 14% X 7500 + 30% X 2500 + 10% X 2500} X 447
= 1.94 MTPA
Based on the individual share of cargo, the optimal capacity for each of the cargo
type is indicated below.
Particulars
Cement
Food Grains
Others
Total Tonnage
Capacity for
handling Cars
Optimal Capacity
(In lakh Tons)
10.28
4.69
4.47
19.44
63,875 Cars
% of the Total
Berth Occupancy
40.2%
12.2%
35.0%
87.5%
12.5%
In Others, 75% of the traffic handled will be timber logs and the optimal capacity
of timber logs is calculated as follows
Optimal Capacity of Timber Logs = 4.47 × 0.75 MTPA
= 0.34 MTPA
Note: The % capacity of cars out of the total Optimal Capacity is estimated based on
the berth occupancy for Ro-Ro operations. The remaining capacity (87.5%) is divided
among the bulk and other cargo based on their individual berth occupancy. Timber is
included in the other dry bulk cargo.
10
5.
Estimation of Capital cost
5.1.
The Guidelines of 2008 describe the norms for calculation of capital cost. The capital
cost for multipurpose berth is divided into three parts as tabled below:
Norms for calculation of Capital Cost
Sr. No.
Parameters
Norms
1
Civil Construction cost As per estimates given by the Port Trust for
construction of civil works for achieving maximum
capacity
2
Cargo Handling
Equipment
As per estimate given by Port Trust
3
Miscellaneous*
5% of civil and equipment cost
* It includes the cost of all other facilities required for operation of the berth and
includes upfront payment, interest during construction (IDC), and working capital
margin.
5.2. Estimation of Capital Cost
Total capital cost of the proposed multipurpose terminal for handling cars and break
bulk cargo is Rs. 251.54 crores of which Rs. 86.71 crores is considered towards
berthing activity and Rs. 164.84 crores towards break bulk cargo handling activity. The
capital cost estimates furnished are based on the estimates contained in the Feasibility
report.
11
a. Capital cost for berthing activities
The cost towards berth hire is estimated as provided in the table below.
Costs- towards Berth Hire
Rs.
Crores
Berth Construction Cost
82.58
Other Costs (5% of the above)
Total Civil Costs- Berth Hire
4.13
86.71
Note: Cost of berth construction is inclusive of contingency, Engg. & PMC, service tax
and environment management cost.
b. Capital cost for Cargo handling activities
The capital cost is estimated for handling cars, cement, food grains and other bulk
cargo. The same is divided into four categories based on the share of berth occupancy
days of respective cargo group, as stipulated in the guidelines.
(i) Civil Construction Cost
The civil cost towards different commodities is estimated as provided in the table
below.
Civil Costs
Total
Cars
Cement-
(Figures in Rs. Crores)
Food
Other
Grains
Cargo
Total Costs - apportionment as per berth occupancy
Connecting Bridges
2.80
0.35
1.13
0.34
0.98
Earth Pressure
Relieving and Shore
Protection
arrangement
2.27
0.28
0.91
0.28
0.80
Foreshore road and
footpath
0.77
0.10
0.31
0.09
0.27
12
Civil Costs
Total
Cars
Cement-
Food
Grains
Other
Cargo
Refurbishment of
Roads and Drains
1.15
0.14
0.46
0.14
0.40
Construction of
Security Compound
wall
0.75
0.09
0.30
0.09
0.26
Cost of Existing
Buildings
17.72
2.50
3.48
10.62
1.12
Refurbishment of
Existing warehouses
and other buildings
9.23
Development of Car
parking area
3.46
Construction of flat
type cement storage
silo
39.96
Total Civil CostsCommodity Specific
78.12
Specific Costs
9.23
3.46
39.96
6.93
46.55
20.80
3.83
Note: The total costs are distributed among different cargos in terms of their berth
occupancy. The specific costs are allocated as per commodity-specific considerations.
As shown in the table above, the total civil costs are estimated as Rs. 78.12 Crores.
13
(ii) Cargo Handling Equipment Costs
The mechanical & electrical costs are considered under Cargo Handling Equipment
Costs and the details of the same are provided in the table below.
Mechanical &
Electrical Costs
(Figures in Rs. Crores)
CementFood
Other
Grains
Cargo
Total
Cars
General Power
Supply and
Illumination
2.31
0.29
0.93
0.28
0.81
Fire Fighting System
1.15
0.14
0.46
0.14
0.40
9.00
20.34
General Costs divided as per berth
occupancy
Specific Costs
Cement Handling
Equipment
44.07
Bulk Cargo Handling
Equipment
29.34
44.07
Log Grabber (For
Timber)
Total Mechanical &
Electrical Costs
2.00
78.86
0.43
45.46
9.42
23.55
As shown in the table above, the estimated cargo handling costs is Rs. 78.86 crores.
In the other cargo, 2 log grabbers are envisaged for handling timber. These log
grabbers will be used for moving the logs away from the berth during ship operation
and for loading the logs to the trailers after segregation of the logs consignee wise for
transport to the stock yard. The capacity and the requirements of the grabbers are
ascertained from the operators of similar equipments at Kandla and Tuticorin ports.
14
(iii) Miscellaneous Costs
As per the norms in Guidelines of 2008, miscellaneous cost is estimated at 5% of
the total project cost.
Total Capital Costs
Costs
(Figures in Rs. Crores)
Cement
Food
Other
Grains
Cargo
Total
Cars
Civil Costs
78.12
6.93
46.55
20.80
3.83
Cargo Handling
Costs
78.86
0.43
45.46
9.42
23.55
7.85
0.37
4.60
1.51
1.37
164.83
7.73
96.61
31.73
28.75
Miscellaneous
Total Costs
5.3. Details of Estimations
The detailed break-up of civil costs, equipment costs and plant & machinery costs along
with unit rate, number of equipments etc. are provided in the Annexure 1. Valuation
report on the Existing assets are given in the Annexure 2 of the this Proposal.
6.
Calculation of Operating Cost
6.1. In the absence of separate norms for a RoRo terminal, the norms for a multipurpose
berth has been adopted in the estimation of operating costs. The operating cost
incurred for a Multi Purpose Berth, as per the Guidelines of 2008, is grouped under the
following major heads and is calculated for operating at the optimal capacity.
Norms for calculation of operating cost
15
The operating cost incurred in a terminal is grouped under the following major heads
and is to be calculated for the optimal capacity.
(1)
(2)
(3)
(4)
(5)
(6)
Power and fuel cost
Repair and maintenance
Insurance
Depreciation
Lease Rental
Other expenses consisting of
a) Salaries and wages of operating and maintenance staff including welfare and
other expenses towards them
b)
Management and general overheads comprising:
(i) Salaries of management and administration staff including welfare
and other expenses towards them
(ii) Maintenance of computers and other office equipment
(iii) Any other miscellaneous cost
6.2. Calculation of Power & Fuel Costs
The norms prescribed in the upfront tariff guidelines of 2008 for a multipurpose berth
for estimation of power and fuel cost is with reference to the handling equipments
envisaged to be deployed for cargo operations. Car handling activity does not involve
deployment of any handling equipment whereas, bulk cargo handling activity would
require use of crane and/or pay loader. The power requirement for area lighting is
estimated at 24 units per sq. m. per annum based on the norms prescribed in the 2008
guidelines for a Liquid bulk terminal, since the norms prescribed for multipurpose berth
is not with reference to area lighting.
Power Costs
The power requirement for crane operation has a bearing on the capacity of the
electric motor installed in the crane which in turn depends on the working load of the
crane. The electric motor installed in the proposed crane will be of 400– 450 KVA
capacity. The peak power requirement of this motor is 280-315 kWh. However, the
average energy consumption will be less than this since the working cycle involves
operations of empty and loaded grabs. As such, based on past experience, average
16
energy requirement for the operation of the crane is considered as 150 kWh or 150
units per hour of operation.
The assumptions and calculations for arriving at the power cost are provided in the
table below.
Cost of Power
Unit
Optimal Capacity
Units/
MTPA
Berth
(days)
Days
Occupancy
Cars
Cement
Food
Grains
Others
63875
1.028
0.469
0.447
64
205.6
62.6
178.8
No
No
Yes
Yes
16.0
16
Comm
on
Power Cost (Variable)
a). Usage of Crane
Numbers of Hours
of Operation in a
day
Hours
Power Consumption
for Crane of 64T
Capacity
Units/
Hour
150
150
Total Units of Power
Consumption from
Crane Usage
Lakh
Units
1.5
4.3
b).
Illumination
General
Norm for Power
Consumption
per
Hectare provided in
guidelines
(for
liquid
bulk
terminal): 2.4 Lakh
17
Cost of Power
Unit
Cars
Cement
Food
Grains
1.50
1.65
1.42
2.58
3.60
3.96
3.41
6.19
0.78
2.49
0.76
2.17
4.4
6.5
4.2
2.2
Others
Comm
on
unit/annum
Total
Considered
Illumination
Area
for
Hectares
Units Consumed
Lakh
Units
Distribution
of
Common
Power
consumption as per
berth occupancy
Lakh
Units
Total
Consumed
Illumination
Lakh
Units
Units
for
c). Cement Bagging
Consumption rate of
4 Units/ Ton and
capacity of 5 lakh
Tons per annum
Lakh
Units
Total units Consumed
(Variable Power)
Lakh
Units
Total Cost of Power
(Variable)
Rs. Lakh
(Base Power Cost- Rs.
7.2/Unit)
20
4.4
26.5
5.7
6.5
31.5
190.5
40.8
46.5
75.1
241.4
73.5
209.9
Power Cost (Fixed)
a). Total Fixed KVA
Required
for
General
Illumination
and
KVA
18
Cost of Power
Unit
Cars
Cement
Food
Grains
Others
129.6
370.4
Comm
on
other
common
usage (600 KVA
divided between
all the commodities
based on berth
occupancy)
b). Total KVA required
for
Crane
Operation
(500
KVA
divided
between
food
grains and other
bulk cargo based
on
berth
occupancy)
KVA
c).
Cement Bagging
Unit Requirement
KVA
Fixed Charge for
providing required
KVA
Rs per
month
per KVA
Total
Cost
Fixed
Power
Rs. Lakh
1200.0
400.0
400.0
400.0
400.0
3.6
69.2
9.7
27.9
19
Fuel Cost
The assumptions and calculations for arriving at the fuel costs are provided in the table
below.
Food Grains
Dumpers of 16 MT Capacity and 2 Pay loaders of 5 MT Capacity is proposed for food
grains handling. The same 2 pay loaders will be used interchangeably for stacking
during ship operation and also for truck loading operation.
Items
Working Hours
per equipment
for Food Grains
Handling based
on berth days
No.
(b)
(a)
Fuel
requiremen Unit Cost of
t (Ltrs per
Diesel (Rs.
Hour per
Per Ltr)
Equipment)
(d)
(c)
Total Fuel
Cost (Rs.
Lakh)
=a*b*c*d
Dumpers
1001.28
4
6.0
56.4
13.6
Pay loaders
(For Stacking
during ship
operation)
1001.28
2
8.0
56.4
9.0
2
8.0
56.4
20.8
Pay Loaders
(Truck
Loading
Operation)
Total
2300
(Based on
Cargo
Throughput
@100 Tons / hr
/ loader)
43.4
20
Cement
2 Pay Loaders with capacity of handling 100 Tons / hr / loader are proposed for the
cement handling considering the optimal capacity of 0.5 MTPA. These pay loader are
specific for cement handling only.
Items
Working Hrs for
No.
handling Cement at
Bagging Unit with
5 Lakh Tons
capacity
(b)
(a)
Pay
Loaders
Fuel
requirement
(Ltrs per
Hour)
Unit Cost
of Diesel
(Rs. Per
Ltr)
(c)
(d)
Total Fuel
Cost (Rs.
Lakh)
=a*b*c*d
2500
(Based on Cargo
Throughput @100
Tons / hr / loader)
8
56.4
22.6
Other (Only Timber)
The fuel consumption norms applicable for 10T pay loader is adopted for the
Grabbers since both are of similar capacity.
The handling time for moving the logs is calculated as follows
Berth days for timber handling = 178.8 × 0.753
= 134.1 days
The handling time is for moving the logs away from the berth during ship operation and
the same number of days is considered for moving the logs to the trailers after
segregation of the logs consignee wise for transport to the the stack yard.
3
Share of berth occupancy of Timber in other cargo category
21
Working Hours
per equipment
for timber
Handling based
on berth days
Items
No.
(b)
(a)
Fuel
requiremen Unit Cost of
t (Ltrs per
Diesel (Rs.
Hour per
Per Ltr)
Equipment)
(d)
(c)
Total Fuel
Cost (Rs.
Lakh)
=a*b*c*d
Log Grabbers
(For Ship to
during shore
operation)
2145.6
2
12
56.4
29.0
Log Grabbers
(Truck
Loading
Operation)
2145.6
2
12
56.4
29.0
Total
58.1
6.3. Other Operation and Maintenance Costs
The costs towards repair & maintenance, insurance and depreciation are estimated as
per TAMP norms and the same are provided in the table below.
Particulars
Unit
Cars
Cement
Food
Grains
Others
Repair & Maintenance of civil assets mechanical and electrical equipments including
spares
Civil Assets (1% of Capital Costs)
Rs.
Lakhs
6.9
46.6
20.8
3.8
Mechanical Assets (5% of Capital
Costs)
Rs.
Lakhs
2.2
227.3
47.1
117.7
Total
Rs.
Lakhs
9.1
273.8
67.9
121.6
Insurance
22
Particulars
Unit
Cars
Cement
Food
Grains
Others
Insurance (1% of Gross Fixed Asset
Value)
Rs.
Lakhs
7.7
96.6
31.7
28.7
Civil Assets (@ 3.34% p.a.)
Rs.
Lakhs
23.2
155.5
69.5
12.8
Mechanical & Electrical Assets
(@10.34% p.a.)
Rs.
Lakhs
4.5
470.0
97.4
243.5
Total
Rs.
Lakhs
27.6
625.5
166.9
256.3
Rs.
Lakhs
38.7
483.1
158.7
143.7
Depreciation
Other Expenses
Other Expenses (5% of Gross Fixed
Asset Value)
License Fee
The license fees for land area and the water area are provided in the table below.
License fee for Land
area
Cars
Cement
Food Grains
Others
Common
Total Area (Ha)
1.5
1.65
1.4
-
2.6
Car
Parking
Area
Silos for
storage of
cement
Three
warehouses
and two
sheds
1.82
2.69
1.74
Details of Area
Total Area after
apportionment of
common area in
line with berth days
Common
Area
0.90
23
License fee for Land
area
Cars
Cement
Food Grains
Others
51.3
75.6
48.8
25.4
Common
License Fees (Rs.
Lakh)
(Base rate of
Rs.28.13 lakhs /
Ha)
License fee for
Water area
Cars
Cement
Food Grains
Others
0.4
1.2
0.4
1.0
(Lease rate of Rs.0.1
lakh / Ha)
0.04
0.12
0.04
0.10
Total License fee
(Land + Water)
51.32
75.74
48.87
25.50
Total Area
(Ha)(water area
considered is 3 Ha)
License Fees (Rs.
Lakh)
6.4. Total Operating Costs at Optimal Capacity
Total Operating Costs
(Rs. Lakh)
Cars
Cement
Food
Grains
Others
169.6
1837.0
568.0
708.3
24
7.
Calculation of cargo handling storage and miscellaneous charges
7.1. The tariff structure for services rendered at the proposed terminal is grouped under
the following three major groups:
i) Handling charges
ii) Storage charges
iii) Miscellaneous charges
7.2.
The guidelines for multipurpose berth specify 90% of the total revenue requirement to
be apportioned to handling charge, 5% each towards storage charge and
miscellaneous charges. The same is adopted for bulk cargo- food grains.
Based on the feasibility report and study of Ro-Ro operations at other ports, it was
observed that there would be little scope for cars remaining beyond free period and
attract any miscellaneous services. In view of the same, the apportionment of the total
revenue requirement between handling charge and storage charges are proposed at
99% and 1% respectively.
It is observed that the revenue requirement from
miscellaneous services would be difficult to recover and it is appropriate to include the
same under the revenue requirement of composite handling charge.
Also in case of cement, environmental concerns and related cleaning, for which
Miscellaneous Charges are levied are generally confined to the silos, and not much
applicable for the berth operations due to the cargo being pumped under mechanized
system as in the case of Oil with little room for spillages. Therefore, the apportionment
of the total revenue requirement between handling charge and storage charges are
proposed at 95% and 5% respectively.
In the case of other cargo, there is no storage space available within the project port
area and hence the cargo handled from the vessels are directly loaded into the trucks
for movement. Hence no storage charges are calculated and therefore the revenue
requirement is apportioned towards cargo handling charges and miscellaneous charges
at 95% and 5% repectively.
25
Tariff Group
Percentage of total revenue allocated
Cars
Cement
Food Grains
Others
Handling Charges
99
95
90
95
Storage charges
1
5
5
0
Miscellaneous charges
0
0
5
5
7.3. The revenue required is calculated for operating the terminal at the specified capacity
calculated in earlier sections.
Annual Revenue Requirement = Annual operating cost + 16% Return On Capital
Employed
Particulars
Unit
Cars
Cement
Food
Grains
Others
Optimal Capacity
Units/
MTPA
63875
1.028
0.469
0.447
Operating Costs
Rs. Lakh
169.6
1837.0
568.0
708.3
Capital Cost
Rs. Lakh
773.4
9661.2
3173.3
2875.0
Total Revenue
Requirement
Rs. Lakh
293.3
3382.8
1075.7
1168.3
290.4
3213.6
968.2
1109.9
2.9
169.1
53.8
0.0
0.0
0.0
53.8
58.4
a). Revenue
Apportionment
Handling
Charges
Rs. Lakh
Storage
charges
Rs. Lakh
Miscellaneous
charges
Rs. Lakh
26
Cargo Handling Charges
a. Car, food grains and other cargo
i.
Maruti, Tata and GM holds about 69% of the total car sales in Kerala. The
manufacturing facilities of these three companies are located in the Gujarat –
Haryana region. The cars traffic is expected in Kerala from Gujarat because of cost
advantage. Further, the car manufacturing facilities of Hyundai, Mahindra, Toyota,
BMW, Renault, etc. are concentrated in Chennai Bangalore region, and some traffic
may be expected from Cochin Port towards Gujarat to meet the demand in North
India. In case of cars also, most of the movement is coastal and hence, 95% of the
traffic movement is considered as coastal and only 5% is considered to be foreign
cargo.
ii.
Similarly, food grains traffic are mainly expected from Northern India and hence 95%
of the traffic movement is considered as coastal and only 5% is considered to be
foreign cargo.
iii.
In other cargo (timber, bagged construction materials, bagged cement and bagged
food grains), timber is the prime cargo which is mainly imported and hence it would be
carried in foreign vessels. For timber 95% of the traffic is expected to be foreign. In
total, for the other cargo, 75% of the cargo is considered foreign and 25% is
considered as coastal cargo.
Particulars
Optimal Capacity
Unit
Units/ MTPA
Cars
Food Grains
63875
0.469
290.4
968.2
95:5
95:5
Handling Charges
Total Revenue
Requirement from
handling
Rs. Lakh
Share of coastal to
%
27
Particulars
Unit
Cars
Food Grains
foreign cargo
Foreign
Coastal
Rs. Per Car/
Per Ton
Rs. Per Car/
Per Ton
733.41
332.77
439.96
199.62
b. Cement
i.
It may be noted that the Cochin Port Trust has entered into an Agreement with M/s.
Gujarat Ambuja Cement Limited(GACL) for providing berth to their vessels carrying
cement for a period of 30 years at Q1 berth. Further, the backup area of Q1 berth
has also been given on lease to M/s. Gujarat Ambuja Cement Ltd. and their captive
cement storage and packing unit is in operation now. This backup area of GACL is not
considered as a part of this project.
ii.
Based on the fact given above, Q1 berth will be utilized by GACL and other cement
vessels as a common berth. However, Gujarat Ambuja Cement Limited will only use
berthing and handling services for cement transfer, from ship to silo. GACL would not
store or would not attract any other miscellaneous charges, as cement would be
pumped directly to the storage area allotted to them separately. While other vessels
carrying cement would require wider services including unloading, bagging and
packing, storage etc.
iii.
In view of the same, a differential rate needs to be charged to the users as the
services required by them would be different.
iv.
In order to calculate the appropriate charges for cement users utilizing different
services, cargo handling charges has been apportioned into the following.
a) Handling charges from ship to silo
b) Handling charges for packaging & forwarding
28
Further, apportionments of total revenue require between these services are
determined based on the requirement of capital and operational cost towards these
services. Total revenue requirement for cement handling activity is Rs. 32.13 crores of
which Rs. 1.95 crores is considered towards cement transfer from ship to silo and Rs.
30.18 crores towards packaging and forwarding activity. Details analysis for the
same is provided in Annexure 3.
v.
Based on the traffic study and considering the capacity of GACL, only 0.5284 MTPA
of the optimal capacity is expected to utilize the packaging and forwarding serves.
i.
It is estimated that the demand for cement in the hinterland of Kerala would be met
mainly through coastal cargo. In view of the same, 95% of the cement cargo is
considered to be coastal cargo and only 5% is expected to be foreign cargo.
Cement
Estimation of Revenue Requirement
Unit
Revenue Requirement
Rs. Lakhs
3382.8
Cement Handling
Rs. Lakhs
3213.6
Transfer from ship to silo -share in cargo
handling
In %
6.1%
Transfer from ship to silo
Rs. Lakhs
195.7
Packaging & Forwarding -share in cargo
handling
In %
93.9%
Packaging & Forwarding
Rs. Lakhs
3018.0
Handling Rate (foreign charges assumed to be 66.7% higher than coastal charges)
Share of coastal to foreign cargo
%
95/5
Units/
Optimal Capacity for
MTPA
1.03
Charges for Transfer from ship to silo
Foreign
Rs. Per Ton
30.74
Coastal
Rs. Per Ton
18.44
Units/
Optimal Capacity for
MTPA
0.528
Charges for Packaging & Forwarding
Foreign
Rs. Per Ton
921.85
Coastal
Rs. Per Ton
553.00
4
Optimal capacity of other cargo
capacity of GACL(0.5 MTPA) )
= 0.528 MTPA (Difference between total optimal capacity for cement and
29
c. Other Cargo
The handling charges for the timber and other bagged construction materials are
calculated separately and provided in Annexure 4.
Other (Bagged
Construction Material and
Timber
bagged food grains)
5/95
25/75
Tariff Cap Per Ton of cargo handled
Share of coastal to foreign cargo
Cargo Handling Rates
Optimal Capacity
Foreign
MTPA
Rs.per Ton
Rs.per Ton
Coastal
0.34
262.71
157.59
0.11
243.98
146.36
Storage Charges
a. As per the guidelines, the free storage period for all commodities is considered to be
5 days. Based on the conditions prevailing at the port, we propose free period of 5
days for car and 7days for other cargo. Based on the similar port operation for ro-ro,
it is observed that the cars would be evacuated within the free period hence it is
assumed that only 5% of the optimal capacity would attract the storage charges. In
case of other cargo (timber, bagged construction materials, bagged cement and
bagged food grains), space for storage is not provided since the cargo will be
directly loaded into the trucks from the vessels and hence storage charges for other
cargos are not applicable. The storage charges for the different cargos are calculated
based on the following inputs.
Particulars
Unit
Cars
Cement5
Food Grains
Optimal
capacity
Units/
MTPA
63875
0.507
0.461
Free Period
Days
5
7
7
% of Cargo
that would
attract
%
5%
20%
75%
Based on the traffic study given in the feasibility report, only 50% of the optimal capacity would utilize storage
serves.
5
30
Particulars
Unit
Cars
Cement5
Food Grains
storage
charges
Cargo
Storage
considered
 80% of

80%
cargo to
of cargo to
be
be
evacuated
evacuated
in first 2.5
in first 3.5
days
days
 10%

10%
within 7.5
within 10.5
days
days
 10%

10%
within
within 17.5
12.5 days
days
 33.3% of
cargo to
be
evacuated
in first 3.5
days
 33.3% of
cargo
within 10.5
days
 33.3% of
cargo
within 17.5
days
b. Based on the above inputs, the storage charges for different commodities are
estimated. A telescopic rate is considered to discourage the storage of cargo for a
longer period. The details of the storage charges are provided in the table below.
Particulars
Unit
Cars
Days
5.0
Storage Charges for first 5
days after free period
Rs. Per Ton (or
car) per day
16.3
Storage Charges for 6th to
10th day after free period
Rs. Per Ton (or
car) per day
24.5
Storage Charges for 11th day
onwards after free period
Rs. Per Ton (or
car) per day
32.7
Details of Storage charges
Free Period
31
For Cars, only 5% of the optimal capacity of cars will attract storage charges
(5%*63875= 3194 cars).
Of the 3194 cars, 80% (i.e 2550 cars) will be evacuated within 5 days after the free
period. The mean value is taken in each slab to calculate storage charge.
Detailed working for storage charge calculation - Car
Particulars
Number of cars
attracting storage
charges
80% of cars in
first slab
10% of cars in
second slab
10% of cars in
third slab
Cars in Units
Mean days of
evacuation
Storage
charges per
car per day
Storage
Charges (in
Rs. Lakhs)
2555
2.5
16.3
1.03
320
7.5
24.5
0.58
320
12.5
32.7
1.30
3194
The storage charges calculated in the above table meets the revenue requirement of
Rs. 2.9 Lakhs.
Detailed working for storage charge calculation - Cement
Particulars
Unit
Cement
Capacity that
will attract
charges (in
Million tons)
Mean days
of
evacuation
0.08
3.5
Storage
Charges
(Rs.
Lakhs)
Details of Storage charges
Free Period
Storage
Charges for first
7 days after
free period
(80% of stored
cargo will be
Days
Rs. Per
Ton per
day
7
20.34
60.14
32
Particulars
Unit
Cement
Capacity that
will attract
charges (in
Million tons)
Mean days
of
evacuation
Storage
Charges
(Rs.
Lakhs)
evacuated)
Storage
Charges for 8th
to 14th day
after free period
(10% of stored
cargo will be
evacuated)
Rs. Per
Ton per
day
30.51
0.01
10.5
33.8
Storage
Charges for
15th day
onwards after
free period
(10% of stored
cargo will be
evacuated)
Rs. Per
Ton per
day
40.68
0.01
17.5
75.1
The cargo that will attract storage charges is (20%*0.528) 0.10 million tonnes per
annum. This stored cement cargo will be evacuated over the slabs mentioned in the
table and charges are calculated accordingly to meet the revenue requirements.
Detailed working for storage charge calculation – Food Garins
Particulars
Unit
Food Grains
Capacity that
will attract
charges (in
Million tons)
Mean days
of
evacuation
Storage
Charges
(Rs.
Lakhs)
Details of Storage charges
Free Period
Storage Charges
for first 7 days
after free period
Days
Rs. Per
Ton per
7
0.85
0.12
3.5
3.4
33
Particulars
Unit
Food Grains
Capacity that
will attract
charges (in
Million tons)
(33.3% of
remaining cargo
will be evacuated)
day
Storage Charges
for 8th to 14th day
after free period
(33.3% of
remaining cargo
will be evacuated)
Storage Charges
for 15th day
onwards after free
period (33.3% of
remaining cargo
will be evacuated)
Mean days
of
evacuation
Storage
Charges
(Rs.
Lakhs)
Rs. Per
Ton per
day
1.28
0.12
10.5
15.6
Rs. Per
Ton per
day
1.70
0.12
17.5
34.6
Similarly for food grains, the cargo that will attract storage charges is (75%*0.469)
0.35 million tonnes per annum. The cargo will be evacuated over three slabs for which
the charges are calculated accordingly to meet the revenue requirements.
Miscellaneous Charges
a. The miscellaneous charges are estimated based on the optimal capacity and the same
are provided in the table below.
For Food Grains
Particulars
Optimal Capacity
Unit
Food Grains
MTPA
0.469
Miscellaneous Charges
Total Revenue
Requirement from
Rs. Lakh
-
53.8
34
Particulars
Unit
Food Grains
Miscellaneous
charges
Miscellaneous
Charges
Rs. Per
Ton
-
11.46
For Timber and Other bagged cargo
Particulars
Optimal Capacity
Unit
Timber
MTPA
0.34
Other
bagged
Cargo
0.11
Rs. Per
Ton
13.57
11.56
Miscellaneous Charges
Miscellaneous
Charges
35
8.
Calculation of Berth Hire Charges
8.1. As per the guidelines for upfront tariff setting, berth hire rates are calculated based on
operating cost plus 16% ROCE, where the Capital cost comprises of the following :
(i) Cost of construction of berth
(ii) Cost of dredging if any carried out alongside the berth.
The operating cost is the maintenance charges for which the norm is 1% of the above
capital cost (items (i) and (ii) above) and also includes the insurance which is taken at
1% of the capital cost and depreciation which is taken at 3.34% of the capital cost.
8.2. It may be noted here that the proposed development is at an existing berth and no
increase in depth is contemplated. Hence no capital dredging is involved in the present
project. Based on the past performance details of the port channels the average depth
of annual siltation assessed is 3.0 m. Therefore, there would be a need to carry out
annual dredging regularly. The estimated annual maintenance dredging quantity is
64,500 Cu.m. The estimated cost of annual maintenance dredging would be
Rs.45,15,000/- @ Rs.70.00 per Cu.m. In additions to this, fuel price escalation at the
rate of 10% on the dredging cost would also be payable. Hence, the same is
considered in the revenue requirement.
8.3. Revenue Requirement
Particulars
Values
Unit
Total Berth Construction Cost
8670.7
Rs. Lakh
Revenue Requirement from Capital
Cost (16% of the Capital Cost)
1387.4
Capital Costs
Rs. Lakh
Operating Costs
Other Operating Costs (1% of capital
cost)
86.7
Rs. Lakh
36
Particulars
Values
Unit
Annual dredging costs (including 10%
fuel escalation)
49.7
Insurance (1% of capital cost)
82.6
Rs. Lakh
289.6
Rs. Lakh
1895.9
Rs. Lakh
Depreciation (3.34% of capital cost)
Total Revenue Requirement
Rs. Lakh
8.4. The inputs for the estimation of the berth hire charges are provided in the table below.
Particulars
Optimal Capacity
Berth Occupancy (days)
Average Gross Registered
Tonnage (GRT)
Gross Tonnage Hours
Foreign- Gross Tonnage
Hours
Coastal- Gross Tonnage
Hours
Unit
Units/ MTPA
Days
Tons
Lakh TonsHours
Lakh TonsHours
Lakh TonsHours
Cars
63875
64
11000
Cement
1.013
205.6
11300
Food
Others
Grains
0.469 0.447
62.6
178.8
11000 11125
168.96 557.64 165.21 477.40
8.45
27.88
8.26 358.05
160.51 529.76 156.95 119.35
The berth hire charges estimated based on the above inputs are provided in the table
below.
Particulars
Total Revenue Requirement
Unit
Values
Rs. Lakh
1895.9
Lakh TonsFor Foreign Vessels
Hours
402.64
Lakh TonsFor Coastal Vessels
Hours
966.57
Berth Hire Charges (Considering charges for foreign vessels to
be 66.7% higher than that of Coastal Vessels)
For Foreign Vessels
Rs./GRT/Hour
1.93
For Coastal Vessels
Rs./GRT/Hour
1.16
37
9.
Performance Standards to be Considered for Performance Linked Tariff
9.1. The PPP operator would be allowed to charge tariff as determined in this proposal in
the first year of operation (the “Reference Tariff”). However, the operator would be
free to propose a tariff along with adherence to Performance Standards (the
“Performance Linked Tariff”) from the second year of operation onwards, over and
above the indexed Reference Tariff for the relevant financial year, at least 90 days
before the 1st April of the ensuing financial year. Such Performance Linked Tariff shall
not be higher than 15% over and above the indexed Reference Tariff for that relevant
financial year (this will be the Tariff Cap). The Performance Linked Tariff would come
into force from the first day of the following financial year and would be applicable
for the entire financial year.
9.2. The proposal for Performance Linked Tariff shall be submitted to TAMP along with a
certificate from the independent engineer appointed for the Project indicating the
achievement of Performance Standards in the previous 12 months (or for the actual
number of months of operation in the first year of operation as the case may be).
9.3. The Performance Standards that would be applicable for determining the Performance
Linked Tariff are provided below.
Performance Standards
a. Berth Hire Charges
Depth as required for the berthing of the vessels having draft up to 9.14m, during all
stages of the tide shall be maintained in front of the berth for a width of 50m.
b. Handling Charges
i. Cement- Gross average unloading achieved from a vessel shall be not less than 5000
tonnes per day on the basis of 24 hour working and in the case of part day working
(less than 24 hours), the requirement will be on prorate basis of duration in hours of the
vessel/cargo availability for operation. Gross time shall be reckoned from the time of
38
readiness of the vessel for commencing the cargo unloading operation till the
completion of the unloading. Any break down period due to the non-readiness of the
vessel/cargo shall be deducted from the gross time.
ii. Food Grains- Gross average unloading achieved from a vessel shall be not less than
7500 tonnes per day on the basis of 24 hour working and in the case of part day
working (less than 24 hours), the requirement will be on prorate basis of duration in
hours of the vessel/cargo availability for operation. Gross time shall be reckoned from
the time of readiness of the vessel for commencing the cargo unloading operation till
the completion of the unloading. Any break down period due to the non-readiness of
the vessel/cargo shall be deducted from the gross time.
iii. Other Cargo (Timber, bagged construction material, bagged cement and bagged
food grains) - Gross average unloading achieved from a vessel shall be not less than
2500 tonnes per day on the basis of 24 hour working and in the case of part day
working (less than 24 hours), the requirement will be on prorate basis of duration in
hours of the vessel/cargo availability for operation. Gross time shall be reckoned from
the time of readiness of
the vessel for commencing the cargo unloading/loading operation till the completion of
the unloading/loading. Any break down period due to the non-readiness of the
vessel/cargo shall be deducted from the gross time.
iv. Cars- Gross average unloading achieved from a vessel shall be not less than 1000
numbers per day on the basis of 24 hour working and in the case of part day working
(less than 24 hours), the requirement will be on prorate basis of duration in hours of the
vessel/cargo availability for operation. Gross time shall be reckoned from the time of
readiness of the vessel for commencing the car unloading operation till the completion
of the unloading. Any break down period due to the non-readiness of the vessel/cargo
shall be deducted from the gross time.
39
UPFRONT TARIFF SCHEDULE FOR MULTI PURPOSE TERMINAL AT Q1-Q3
1.
Definitions – General
In this Scale of Rates, unless context otherwise requires, the following definitions shall
apply:
“Day” shall mean the period of 24 hours starting from 06.00 hrs. of a day and
ending at 06.00 hrs. on the following day.
2.
General Terms and Conditions:
A. Interest on delayed payments / refunds.
a. The User shall pay penal interest on delayed payments under this Scale of Rates.
Likewise, the terminal operator shall pay penal interest on delayed refunds.
b. The rate of penal interest will be 2% above the Prime Lending Rate of the State
Bank of India.
c. The delay in refunds will be counted only 20 days from the date of completion of
services or on production of all the documents required from the Users, whichever is
later.
d. The delay in payment by the users will be counted only 10 days after the date of
raising the bills by the Terminal Operator. This provision shall, however, not apply
to the cases where payment is to be made before availing the services where
payment of charges in advance is prescribed as a condition in this Scale of Rates.
B. All charges worked out shall be rounded off to the next higher rupee on the grand
total of the bill.
a. The rates prescribed in the Scale of Rates are ceiling levels, likewise, rebates and
discounts are floor levels. The operator may, if they so desire, charge lower rates
and/or allow higher rebates and discounts.
b. The operator may also, if they so desire rationalize the prescribed conditionalities
governing the application of rates prescribed in the Scale of Rates if such
rationalization gives relief to the users in the rate per unit and the unit rates
prescribed in the Scale of Rates do not exceed the ceiling level.
40
c. The operator should notify the public such lower rates and/ or rationalization of the
conditionalites governing the application of such rates and continue to notify the
public any further charges in such lower rates and/or in the conditionalities
governing the application of such rates provided the new rates fixed shall not
exceed the rate notified by the TAMP.
C. Users will not be required to pay charges for delays beyond reasonable level
attributable to the operator.
D. The minimum charge recovered in any one application / bill shall be rupees hundred
only (Rs.100).
E. No claim for refund shall be entertained unless the amount refundable is Rs.100/- or
more. Likewise, terminal operator shall not raise any supplementary or under charge
bills, if the amount due to the operator is less than Rs.100/-.
3.
Charges for berth hire
3.1. Charges for berth hire
The berth hire charges for the vessels calling at the Terminal are as per the rates given
below and subject to conditionality given thereunder:
GRT
Rate per GRT per hour or part thereof
Foreign going Vessel (in
Rs.)
Any volume of GRT
Coastal vessel (in
Rs.)
1.93
1.16
3.2. Conditionalities
(i) Berth hire shall stop 4 hours after the time of the vessel signalling its readiness to
sail. The time limit prescribed for cessation of berth hire shall exclude the ship’s
waiting time for want of favourable tidal conditions or on account of inclement
weather or due to absence of night navigation facilities.
(ii) The Master/Agents of the vessel shall signal readiness to sail only in accordance
with favourable weather conditions and tidal movements.
(iii) The penal berth hire for a false signal shall be equal to one day’s (24 hours) berth
hire charges.
41
“False Signal” would be when the vessel signals readiness and asks for a pilot in
anticipation even when she is not ready for un-berthing due to engine not being
ready or cargo operation not completed or such other reasons attributable to the
vessels. This excludes signaling readiness when a vessel is not able to sail due to
unfavorable tide, lack of night navigation or adverse weather conditions.
(iv) No berth hire will be charged when the vessels idle at the Terminal berth when
operations cannot take place due to breakdown of the equipment or power failure
or any other reasons attributable to the Terminal operator.
4.
Cargo Handling Charges
4.1. Car Handling
4.1.1. Car Handling
The charges for handling cars either for loading into or discharging from the RO-RO
ship shall be payable as per the rate specified below:
Commodity
Cars
Unit
Per car
Rate in Rupees
Foreign
Coastal
733.41
439.96
The charge prescribed above is a composite charge which comprises of the following
activities (in any order):
(i)
Receiving the car at the Terminal.
(ii) Allocation of storage space in the car parking facility and parking it.
(iii) Providing adequate lighting at the car parking facility.
(iv) Providing adequate security at the car parking facility.
(v) Documenting the number of cars received at the car parking facility and
numbers loaded into the ship.
(vi) Maintaining the document relating to the ship
(vii) Lashing onto the deck floor of the ship.
42
4.1.2. Storage Charges
The storage charge for storage of cars in car parking yard beyond a free period of 5
days, applicable from the day following the date of completion of unloading, shall be
as below:
Description
Free period
First five days after expiry of free period
6th day to 10th day after expiry of free
period
From 11th day onwards
Rate in Rupees per car
per Day or part thereof
5 days
16.3
24.5
32.7
Notes:
i.
For the purpose of calculation of free period, Customs notified holidays and
Terminal’s non-working days shall be excluded.
Free period for import shall be reckoned from the day following the day of
completion of final discharge from the vessel.
Storage charges on cars shall not accrue for the period when the Terminal
Operator is not in a position to deliver the cargo when requested by the User due
to reasons attributable to the Terminal operator.
ii.
iii.
4.2. Cargo Handling for Cement, Food Grains and Other Cargo
4.2.1. Handling Charges
The charges payable by the importer/exporter for handling the import/export of bulk
cargo is as specified below:
S.No
Commodity
Rate in Rupees per Ton
Foreign
1.
Cement- Transfer 30.74
Coastal
18.44
from ship to silo
43
The charge prescribed above is a composite charge which comprises of only one
activity:
(i)
Loading/Unloading of the cargo from the ship
S.No
1.
Commodity
Rate in Rupees per Ton
Cementpackaging
Foreign
Coastal
921.85
553.00
&
forwarding
The charge prescribed above is a composite charge which comprises of the following
activities (in any order):
(i)
Loading/Unloading of the cargo from the ship
(ii) Transporting the cargo to the storage yard
(iii) Storing the cargo at the storage yard for the free period
(iv) Loading the cargo from the storage yard onto the importer’s vehicle/ unloading
the cargo from the exporter’s vehicle and transferring it into the storage yard.
(v)
Charges towards cement bagging.
S.No
1.
Commodity
Food Grains
Rate in Rupees per Ton
Foreign
Coastal
332.77
199.62
The charge prescribed above is a composite charge which comprises of the following
activities (in any order):
(i)
Loading/Unloading of the cargo from the ship
(ii) Transporting the cargo to the storage yard
(iii) Storing the cargo at the storage yard for the free period
(iv)
Loading the cargo from the storage yard onto the importer’s vehicle/ unloading
the cargo from the exporter’s vehicle and transferring it into the storage yard.
44
Sl. No
Commodity
Rate in Rupees per Ton
Foreign
1.
Other
Cargo
(
Coastal
243.98
146.36
262.71
157.59
bagged construction
materials,
bagged
cement and bagged
food grains)
2.
For Timber log
The charge prescribed above is a part of other cargo which comprises of the following
activities (in any order):
For Sl no. 1
(i)
Loading/Unloading of the cargo from the ship and for direct feeding /
delivery
For Sl no. 2
(i)
Loading/Unloading of the cargo from the ship
(ii)
Shore handling for movement to the stack yard outside the project area
For Other cargo, there is no storage facility provided and the cargo is directly
unloaded from the vessel to the trucks for movement.
4.2.2. Storage Charges
The storage charge for the cement and food grains stored in the yard beyond a free
period of 7 days, applicable from the day following the date of completion of
unloading, shall be as below:
45
Description
Free period
First seven days after expiry of free
period
8th day to 14th day after expiry of free
period
From 15th day onwards
Rate in Rupees per MT per Day or
part thereof
Cement
Food Grains
7 days
7 days
20.34
0.85
30.51
40.68
1.28
1.70
No storage space is provided for other cargo which includes timber, bagged
construction material, bagged cement and bagged food grains. As a result no storage
charges for the other cargo are calculated.
Notes:
i. For the purpose of calculation of free period, Customs notified holidays and
Terminal’s non-working days shall be excluded.
ii. Free period for import cargo shall be reckoned from the day following the day of
completion of final discharge from the vessel.
iii. Storage charges on cargo shall not accrue for the period when the Terminal
Operator is not in a position to deliver the cargo when requested by the User due
to reasons attributable to the Terminal operator.
4.2.3. Miscellaneous charges
The following Miscellaneous charges are applicable for the cargo handled:
Particulars
Unit
Rate in
Rupees
Miscellaneous Charges for Food Grains
Per metric ton
11.46
Miscellaneous Charges for Other bagged Per metric ton
11.56
Cargo
Miscellaneous
Charges
for
Timber
log Per metric ton
13.57
grabbers
46
Note:
(ii) The other cargo includes timber, bagged construction materials, bagged cement
and bagged food grains.
(iii) The above miscellaneous charges include Environment and Management, sweeping
of cargo on the Wharf, safety and security measures etc.
5.
General Note To Schedule (3), (4) & (5) above:
The tariff caps will be indexed to inflation but only to an extent of 60% of the variation
in Wholesale Price Index (WPI) occurring between 1 January 2013 and 1 January of
the relevant year. Such automatic adjustment of tariff caps will be made every year
and the adjusted tariff caps will come into force from 1 April of the relevant year to 31
March of the following year.
47
Annexure 1: Detailed break-up of Cost Estimate
Civil Works
48
49
50
Mechanical Works
51
Annexure 2: Valuation of Assets
52
Annexure 3: Capital & operational cost breakup for cement handling
i.
Capital cost breakup for cement handling charges
Detailed breakup of cost for transfer from ship to silo and packaging & forwarding is
given below.
Particulars
Capital cost
Civil cost
Cement
Total
(All fig. in Rs. Lakhs)
Cement
Cement
Transfer from packaging &
Ship to Silo
forwarding
112.83
112.83
91.48
91.48
31.14
31.14
46.42
46.42
30.17
30.17
347.76
284.10
Connecting Bridges
Earth Pressure Relieving and
Shore Protection arrangement
Foreshore road and footpath
Refurbishment of Roads and
Drains
Construction of Security
Compound wall
Cost of Existing Buildings
Construction of flat type cement
storage silo
Sub total
Mechanical cost
General Power Supply and
Illumination
Fire Fighting System
Cement Handling Equipment
Sub total
Capital Cost Total
3,995.51
46.42
4,406.59
4,545.84
9,201.16
46.42
642.56
4,406.59
4,499.42
8,558.59
Estimated Capital Costs (with
5% Miscellaneous cost )
9,661.22
674.69
8,986.52
Operating cost
Power & fuel cost
4,655.32
3,995.51
596.14
92.83
282.21
63.66
4059.17
92.83
46.42
282.21
53
Particulars
Repair & Maintenance of civil
assets mechanical and electrical
equipments including spares
Civil Assets (1% of Capital
Costs)
Mechanical Assets (5% of
Capital Costs)
Insurance (1%)
Depreciation
Civil Assets (@ 3.34%
p.a.)
Mechanical & Electrical
Assets
(@10.34% p.a.)
License fee
Other Expenses (5% of Gross
Fixed Asset Value)
Total operating cost
Add : ROCE (16%)
Revenue requirement
Cement
Total
Cement
Transfer from
Ship to Silo
Cement
packaging &
forwarding
46.55
5.96
40.59
227.29
2.32
224.97
96.61
6.75
89.87
155.49
19.91
135.58
470.04
4.80
465.24
75.74
14.26
61.48
483.06
33.73
449.33
1836.99
87.73
1749.26
1,545.80
3,382.79
107.95
195.69
1,437.84
3187.10
Revenue required for handling charges
Particulars
Revenue require for cement
handling (95% of the total
revenue)
% share of total revenue
required
Cement
Total
3213.65
(All fig. in Rs. Lakhs)
Cement
Cement
Transfer from packaging &
Ship to Silo
forwarding
195.69
3017.96
6.09%
93.91%
Since, the activity for transferring cement from ship to silo does not involve any
storage and Miscellaneous services, it is propose to recover total revenue require
from the handling services under this facility.
ii.
Apportionment of license fee
54
Licence Fee (rentals for land
and other port assets)
Total Area (Ha)
Details of Area
Total Area after
apportionment of common
area in line with berth days
Total Licence Fee (at lease
rate of Rs. 28.13 lakhs /
Ha/anum)
CementPacking &
forwarding
Hectares
1.65
Silos for
storage of
cement
CementTransfer
Common
from Ship to
Silo
2.6
Common
Area
Hectares
2.16
0.50
Rs. Lakhs
61.48
14.26
55
Annexure 4: Capital & operational cost breakup for Other Cargo
i.
Capital cost breakup for timber and other bagged cargo
Capacity share
75%
Capital Cost
A . Civil Cost
Birth occupancy
25%
(All the fig. are in Rs. Cr.)
Others
178.80
Timbers
134.10
Other (Bagged
Construction Material and
bagged food grains)
44.70
Optimal Capacity
0.45
0.34
0.11
Connecting Bridges
Earth Pressure Relieving and Shore Protection
arrangement
Foreshore road and footpath
Refurbishment of Roads and Drains
Construction of Security Compound wall
Specific Costs
0.98
0.74
0.25
0.80
0.27
0.40
0.26
0.60
0.20
0.30
0.20
0.20
0.07
0.10
0.07
Cost of Existing Buildings
Refurbishment of Existing warehouses and
other buildings
Development of Car parking area
Construction of flat type cement storage silo
Total Civil Costs- Commodity Specific
1.12
0.84
0.28
3.83
2.87
0.96
General Power Supply and Illumination
Fire Fighting System
Specific Costs
0.81
0.40
-
0.61
0.30
0.20
0.10
Cement Handling Equipment
Bulk Cargo Handling Equipment
Log Grabber (For Timber)
Total Mechanical & Electrical Costs
20.34
2.00
23.55
15.25
2.00
18.16
5.08
5.39
Estimated Capital Costs (with 5% Miscellaneous
cost )
28.75
22.09
6.66
Mechanical & Electrical Costs
56
Operating cost
Power & fuel cost
1.32
1.14
0.19
Repair & Maintenance of civil assets mechanical
and electrical equipments including spares
Civil Assets (1% of Capital Costs)
0.04
0.03
0.01
Mechanical Assets (5% of Capital Costs)
1.18
0.91
0.27
0.29
0.22
0.07
Insurance (1%)
Depreciation
Civil Assets (@ 3.34% p.a.)
Mechanical & Electrical Assets (@10.34%
0.13
0.10
0.03
p.a.)
2.43
1.88
0.56
Licence fee
0.25
0.19
0.06
1.10
0.33
Other Expenses (5% of Gross Fixed Asset Value)
1.44
Total operating cost
7.08
5.57
1.52
Add : ROCE (16%)
4.60
3.53
1.07
Revenue requirement
11.68
9.10
2.58
Estimation of Revenue Requirement
Revenue Requirement
Cargo Handling
Miscellaneous
Tariff Cap Per Ton of cargo handled
Share of coastal to foreign cargo
Cargo Handling Rates
Optimal Capacity
Foreign
Coastal
Miscellaneous charges
Other (Bagged
Constrcution Material and
bagged food grains)
Timber
Rs.
Crores
Rs.
Crores
Rs.
Crores
Timber
MTPA
Rs.per
Ton
Rs.per
Ton
Rs.per
Ton
9.10
2.58
8.64
2.45
0.45
0.13
Other (Bagged
Constrcution Material and
bagged food grains)
5/95
25/75
0.34
0.11
262.71
243.98
157.59
146.36
13.57
11.56
57