1.

INTRODUCTION

1.1 A General Outline towards Dissertation (Overview):

Transportation is a non-separable part of any society. It exhibits a very close relation to the style of life,
the range and location of activities and the goods and services which will be available for consumption.
Advances in transportation has made possible changes in the way of living and the way in which
societies are organized and therefore have a great influence in the development of civilizations. This
chapter conveys an understanding of the importance of transportation in the modern society by
presenting selected characteristics of existing transportation systems, their use and relationships to other
human activities.
Transportation is responsible for the development of civilizations from very old times by meeting travel
requirement of people and transport requirement of goods. Such movement has changed the way people
live and travel. In developed and developing nations, a large fraction of people travel daily for work,
shopping and social reasons. But transport also consumes a lot of resources like time, fuel, materials and
land.

The roles of transportation in society can be classified according to economic, social, political and
environmental roles. The social role of transport has caused people to live in permanent settlements and
has given chances of sustainable developments. Regarding political role, large areas can now be very
easily governed with the help of good transportation system. The environmental effects are usually
viewed negatively.

1.2 Water transport

Water is the oldest mode of transport. Sea-voyages were undertaken in early days in search of new
places. Vasco-da-Gama, Columbus were part of such voyages and lead to a connection between two
unknown lands. Water transport, right from these times has now reached great heights of speed, safety &
adventure.

Establishment of State Passenger Water Terminal

With a view to decongest the over stretched infrastructure of road and rail along the coastal belt of
Maharashtra and specially in the island city of Mumbai, the Government has identified Inland Water
Transport, both for passenger and cargo, as one of the thrust areas. Landing sites at various places along
the Western and Eastern sea front of Mumbai and at various strategic locations along the coast of
Maharashtra has been identified. Government has also come out with a concession scheme for investors
in this field. State of the art terminal is being planned on a 30,000 square meter plot at Bandra.
Similarly, landing site facilities have been planned at various locations within the city and along the
coastal belt of the State. Rapid, safe, all weather mass water transport System is poised for development.

1.1

Government of Maharashtra (GoM) has been very keen

to develop a Passenger Water Transport (PWT) System on the

western coast of Mumbai. Accordingly, this project envisages
construction of Passenger Water Transport Terminals at
designated locations along the western waterfront of Mumbai
city. The idea has been taking shape for some years now.

1.2

The objective of the project is to relieve the existing congested transport system in
Mumbai by providing an alternate mode of energy efficient and environment-friendly transport
system. The availability of waterfront around Mumbai offers an opportunity to encourage
water transport as a viable alternate mode of transport.

1.3

The broad framework consists of selected locations along the western waterfront of
Mumbai. The locations proposed by GoM are at:

1.4

Nariman Point,

Bandra,

Juhu (Palm Grove) / Juhu (Holiday Inn),

Versova,

Erangal,

Marve.and

Borivali (Charkop).

It is intended to offer the development of the scheme on Build-Own-Operate-Transfer (BOOT)

basis to private developers.

1.5

Earlier Maharashtra Maritime Board (MMB) had been entrusted with the responsibility of
developing this project. Later on, the state government, through a Government Resolution (GR)
GR No. IWT 2098 / CR-31/ Part-3/ PRT 1 Home Department, dated 15th February, 2002
appointed Maharashtra State Road Development Corporation (MSRDC) as the nodal agency to
implement the PWT Project.

As directed by the GOM, MSRDC initiated steps to develop the project, appraised the status of the
work done by MMB on the project till then and concluded that a better definition of the project is
necessary before further steps are taken. It was felt that various studies and investigations were
called for, for determining the parameters that will enable more reliable evolution and
development of the project. In short, it was felt that there is a need to develop the project to a
certain stage where the project can be offered for private investment.

1.3. SCOPE OF WATER TRANSPORT

With public rail and transport systems reaching their saturation

point, there is no option but to look an alternative before it is too
late. Mumbai, in this respect, is fortunate to have a water transport
as an alternative due to its vast coastline. It may be paradoxical to

MUMBAI

consider water transport as an alternative at this stage as it has not

been developed to any meaningful level anywhere in the country as
on date. This is also the reason for lack of lack of infrastructure for
water transport. The non-availability of infrastructure and water
transport has, consequently put additional pressure on the rail and
road transport.

The emphasis should be on the restriction of vehicles on road rather

than facilitating addition of more vehicles on the roads because the
traffic congestion at the destination points will still remain the same,
If not more.
The best alternative, therefore, available to control traffic
congestion on the roads and the pollution as well, is to promote
Neater transport' around the city of Mumbai.
Though the low and medium speed water transport has been in
existence for long .In some of the coastal cities, in Mumbai, it has
been more of a tourist attraction. In the recent past, a number of
entrepreneurs have come forward to introduce high speed water
transport for the daily commuters in Mumbai, but the service has
been far from satisfactory and is still facing teething problems.
Also, so far it has been affordable to only to those belonging to the
higher strata of the society and Is beyond the reach of the masses. It
has a bright future provided justice is done to it.

The main advantages of starting this new service would be:

Primarily decrease urban traffic and congestion on roads
Ease pressure on existing public transport facilities i.e. Bus
and Railways.
The city is surrounded by water, allowing large amount of free
space to Setup this mode of transport unlike on mainland.

 There is no need to lay tracks/roads between stations

There are fewer obstructions unlike traffic signals
It will bring in a new and alternative mode of transport
This mode is relatively pollution-free as compared to cars
There is no maintenance required in terms of tracks and
lines Unlike the freeway sea link project, this will not accelerate
the number of vehicles coming into the city.
The journey is more pleasant and relaxing
Since limited number of commuters is allowed per craft, there
will be no
problems of overcrowding like in buses and trains.
Also problems like hawkers and beggars on railways will not be
encountered here.
The city has long neglected its waterfront. This will help to open up and
allow the city to interact with the waters edge.
Mumbai being a linear city, the route for the ferries will be relatively straight without any
bottlenecks and dangerous turn points.

2. MUMBAI
2.1 Mumbai in Focus: The Scenario of Urban
Transport in Mumbai

Mumbai, like other cities has three major modes of

transport rail based mass transport, bus based mass
transport and road transport. The geometry of Mumbai
in the form of peninsula has been influencing the laying
down of its transport infrastructure running North
South in two major transport corridors (rail and road)
that were developed by the British during colonial era
(see figure 1), which still continue to be the major
connecting lines. The rail based transport is an important
mode of transport that carries
about 6.2 million passengers every day and the buses of
BEST carry about 4.6 million
passengers and together account for 88 per cent of the
total passengers, a ratio which many
cities would love to attain, given the lag in developing
the infrastructure in a planned way.
Not surprisingly, Mumbais share of 860 private vehicles
per 1000 people is very low as

compared to many other smaller metro cities like Bangalore (1130), Hyderabad (887) and
Chennai (975). However, such high dependence on public transport is not devoid of
problems; it is reflected in over-crowded sub-urban trains that carry near about 4,000-

Mumbai occupies a unique situation as far as transportation is concerned, because of Its shape and location.
Mumbai is located on a narrow peninsula that stretches north south. The main dty center and CB.D. (Central
Business District) lie on its southern tip where as its residential suburbs lie towards north, where the
peninsula Is attached to the main land.This alignment results in what Is known as pendulum
movement, i.e. | Movement restricted up and down on few corridors. What adds to it is the fact that most
of this movement Is at more or less the same time, during the peak hours (9:00 to 11:00 h and 16:00 to 18:00
h). The situation has worsened over the years, as the population and the number of vehicles In the City as
well as outside the city has risen and is poised for total disaster by next decade.

Therefore, what Is called for now, is decisive action In the right direction in finding long term solutions.
To come up with a logical solution that would take care of all the factors Involved, it Is important to analyze
all the constrains that emerge in case of this dty. These can be listed as follows:

Inadequate and outdated railway services.

Inadequate roads to cater for excessive private and public vehides.

Badly planned and III maintained terminal stations.

Non-decentralization of main city centers and C.B.D.

Acute shortage of land, which makes strengthening of infrastructure difficult.

The last three points are of greatest relevance to architect Even after upgrading the transportation
system of a city, their effectiveness would be undermined if they are not housed properly. Hence
with Mumbais land shortage and land costs In consideration. It becomes absolutely mandatory to
utilize every available square Inch of space wisely.

Sadly all of Mumbai's existing transport terminals make visually no use of their air space. The
roof of the terminal form acres of unused space which would have otherwise been utilized. Vashi
and New-Bombay have however begun to plan their stations in slightly better manner by
exploiting the commercial values of the land.

However, Mumbai is in more dire need of new stations as compared to New-Bombay purely
because of the sheer masses that use the existing dilapidated stations. This is where the paradox lies.
It is because of these

masses that use the stations daily no reconstruction can be envisioned.

Granted that any step in this direction is

temporarily halted however fresh new railway
stations are not faced with this situation. Its only
constraint would lie In the land shortage. May be
if enough care and attention is given to these, it
would be at least a small step in the right
direction.

2.2 THE MUMBAI METROPOLIS

Maharashtra state, of which Mumbai Is the capital, is the most

urbanized in India (38%). About 35% of urban residents (100
million people) live below the national poverty line. Mumbai is
not only a major political, cultural and economic hub but also a
commercial and financial centre.

The Mumbai Metropolitan Region (MMR) generates about 5% of

national GDP and contributes over one-third of India's tax
revenues. It Is one of the world's largest and most crowded cities
with a population of 14 million and an area of 1,467 sq. km. Its
population Is estimated to grow at 3.1% per year to 22 million by
2011.MMR possibly has the most difficult Infrastructure problems
In urban India. There Is a vast difference between the rate of growth of city demands and the
provision of the urban infrastructure services. The urban transport systems are inadequate at present
and In future It is going to be worse than this. Mumbai lies on an 18-km long peninsula whose width
varies from 4.75 km in the north to 1.3 km at the southern tip, where the Central Business District
(CBD) is located. While recent population growth has mainly been In the north suburban areas, the CBD
remains a dominant employment centre. The urban transport network is linear along the peninsula:
Two national railway lines, Central Railway (CR) and Western Railway (WR), provide electrified suburban
commuter rail services. These, along with three largely at-grade urban arterial roads, comprise the

10

backbone of MUMBAI METROPOLITAN REGION transport system. Public transport plays a dominant; role
in MMR. Rail (6 million passengers per day) and bus services (4.5 million journeys per day) carry 88% of the
region's motorized personal trips.

2.3 Transport strategy for Mumbai

Transport on both road and rail network has reached

such a state of congestion that immediate steps are
called for, to restructure the existing transport networks
and to augment the capacity so as to meet the needs of
today BS well as tomorrow- Thus it is necessary to evolve a
transport strategy; the main plan of this strategy being -

An integrated approach to planning investment and

land use.

Optimization of existing road and rail systems.

Emphasis on the use of mass transport system while discouraging personal transport

Use of vast coastline that circumscribes the city to take traffic from the land to the sea.

Suburban railway system is the most vital component of the urban transport network in Bombay. The railways
share in passenger traffic is 40 % and rail transport will continue to be the predominant mode In Bombay, though
roads will also have an important role to play. The railways system would continue to carry commuters from the

11

suburbs; the buses meeting the needs of circulatory traffic Already the average load of 25 km of commuter traffic
is 4 times the average load of passenger traffic by bus.

Since the railways offer the most energy efficient pollution free and rapid mass transport system; the optimum use
scare land and a well-defined strategy needs to be evolved to augment the capacity of the suburban railways system.

2.4 HISTORY OF WATER TRANSPORT IN MUMBAI

If one examines the bus routes that were started over the
years, between Ferry Wharf the most public of sites in
the heart of the docklands and different localities in the
city, one can see these interconnections very clearly. There
are routes that line the entire eastern waterfront, besides
some unexpected connections into the oldest middle-class
trader dominated neighbourhoods. Expectedly, there are routes that connect the diverse neighbourhoods of
the docklands with those of the mill lands in central Mumbai. The connecting neighbourhoods include:
Chor Bazaar (that treasure trove of fake and real antiques that embody many hidden stories of the
docklands), the Dalit neighbourhoods of Wadala, the fishing communities along the coast, the working
class residential enclaves of the mill lands, the nineteenth century middle-class neighbourhoods of
Kalbadevi, Mohammadali Road, Mazagaon and Girgaum, the working class neighbourhoods of Antop Hill
and Sewri, the tourist lanes of Colaba and the footpath slums of P.DMello Road.

Mumbai, like most cities, has always embodied many layers of social histories, histories that express
themselves through different ways of imagining the city and realigning its geographical orientation. In this

12

context, the docklands of Bombay have always been part of the citys public imagination even if physical
access to all parts of the eastern waterfront has been a restricted affair. Visits to the Ferry Wharf (for
recreational trips to Elephanta caves or Uran islands), the iconic Gateway of India, touristy Colaba
Causeway and the elevated dock parks of Mazagaon hill are as integral to the citys recreational past-times
as the better-known Juhu Beach and Chowpatty situated on the west coast. For the millions of residents
who actually live on the eastern side including the government servants living in the official buildings
and colonies and the commuters of the Harbour Line Railways- the docklands are an integral way of
experiencing the city.
A well known Marathi humorist Pu La Deshpande, has an evocative essay in his travelogue, Apoorvai
written in the seventies, in which he describes the bustle at Ferry Wharf on Saturdays when migrants from
Alibaug a coastal district of mainland Maharshtra would arrive in boats and stay on for a few days to
work in the docks. Even Hindi movies like Deewar (1970s) and Hum (1980s) have built narratives
around tales of dockland underworld dons.
Unfortunately, recent narratives around the docklands including those by urban planners tend to
represent the docklands as an isolated, decrepit space, a relic of a bygone era, a pre-industrial past, and
ultimately, a space at once anachronistic to the citys present day status as a global financial centre and one
ready for new urban interventions.

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3. PLANNING CRITERIA
General functional organization of the terminal is determined by the site configuration, the volume and the
type of operation, passenger and bus traffic circulation.

One of the most complicated terminals is the intercity type, since it is often found in a dense, developed
area. In the heart of central city and its general configuration is too often inhabited by existing
construction and high land cost. Moreover the underlying design rational should maximize provision
for short lines of flow and communication between ticketing and baggage functions.

An island plan with the functional elements radiating from the core allows for maximum efficiency.
Such a relationship would allow the waiting areas to serve as the central point, with all bus berth
position being equidistant as the terminal becomes more linear in plan, functional elements being too
loose, and their cohesiveness and often require duplication.

Although the design of all terminal types is largely directed by the bus and passenger volumes, this
consideration becomes even more significant in the design of high volume commuter bus terminal. In
such facilities the design is controlled more by bus and passenger volumes, traffic circulation and the
resultant space demands for the large number of bus berths. While baggage handling provisions are
minimal or nonexistent, these spaces may demand a vertical, multiple bus level solution, with
Intermediate passenger circulation concourses. Traffic access by direct exclusive highways on the bus
side and by feeder transit, autos and taxies on the passenger side, are important elements of this type of
terminal.

14

In general these are four basic planning criteria for terminal planning.

3.1 Need: An organized terminal should meet the following requirements.

Accessibility

Comfort

Convenience

Safety

Easy processing

Size

3.2 The size of the terminal is governed by the following factors:

Function

Flow of traffic

System characteristics

User characteristics

3.3 Location

The selection of location of the terminal should satisfy the following criteria:

It should form a component in the hierarchy of the transport system and terminals.

The concentration and dispersal cost should be minimum.

It should be located at a point where coordination and Integration between intercity and intracity is
possible.

15

The location should be close to the highways and places in such a manner that all modes entering
and leaving the terminal can do so without affecting the flow of traffic on the highway.

3.4 Design Considerations

The following points should be considered while designing to achieve efficient workability of
the terminal:

-Segregation of system and non-system traffic

Segregation of vehicular and pedestrian traffic

Elimination of vehicular traffic conflict

Segregation of pedestrian flow.

Minimum processing time for the bus segregation transportation and non-transportation activities

Designing the premises so that working becomes evident on the first contact

Activities and functions are as dispersed as possible to avoid bottleneck.

Easily visible facilities like booking.

Availability of various modes to passenger on his arrival

Design for future expansion .Providing proper orientation to the user.

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4. Principles Of Terminal Design

4.1 The Customer and the Design Process

Terminals on transport systems vary enormously In regard to their complexity, suitability and

effectiveness, but all in one way or another, will have a direct bearing on the general well being of the
final customer, the passenger

Even a simple country halt with a single island platform can affect the comfort of the passenger H;

for instance, trains are infrequent and there is no adequate shelter In bad weather, lighting is poor or the
surface inadequately maintained on more complex station. A passenger change! trains or interchanges to
other lines or modes of transport Poor designee or maintenance of the interchange facilities can also
have an adverts
effect..
4.2 The Objective in Terminal Planning In planning any terminal the following objectives need to be
kept in mind.

Attractiveness in appearances.

Free movement of passengers.

Safe evacuation in emergency.

Access for disabled

Access for emergency services.

Safe accumulation and dispersal of crowds

Reliable operation of transport services.

Resilience of failure.

17

Clearly these objectives cannot be achieved by provision of adequate space atone. A successful

terminal Is a product of well-designed infrastructure* Information and signing systems appropriate

for the purpose and a clear management philosophy. For example, a successful railway system will
only result from a dear understanding of the Interaction between the train service and the station It
serves,

4.3 The Concept Of Speed and Flow

The most important concept Is the relationship between the speed and flow of pedestrians-

Observations have been made of pedestrian walking speeds and now rates for the full range from the
maximum free flow, speed in unimpeded un-congested conditions to totally congested conditions where
movement is so impeded that speeds are reduced to a shuffle and flow to 3 trickle it Is interesting to note
that peak flow takes place where walking speeds have reduced to about 50% of those achievable under
unimpeded conditions.

It is necessary to therefore to estimate the likely thorough flow of passenger to various parts of

passenger areas and from that to decide sizes and areas on the information given,

4.4 The Consideration of Time

Time consideration underlies many aspects of efficient operation of terminal and the benefits to the

passenger and operator, alike will arise from the following:

The layout of the terminal should promote the free flow of passengers into and within the terminal
complex. The provision of adequate space will maximize walking speed and minimize congestion.

18

In the event of service disruption, escalator failure or other unusual.

4.5 Capacity Requirements

It is recommended that the following limits should be applied to terminal areas for demand levels
under normal peak conditions.

Platform
Concourse areas -10 sq. Mts. per person
Tickets halls
Passageways
One way -50 person /min/ Mts. Width
Two way -40 person /min /Mts. Width

Fixed stairways
One- way 35 people/ min /Mts. Width.
Two-way 28 people /min /Mts. Width.

It is better to calculate a fifteen-minute flow figure, which can be derived from the one-hour figure

by dividing by four.
Similarly the peak five minute flow can be derived by dividing the fifteen minute figure by four,
this five minute figure should be used when testing a layout "tight spots'" to ensure that dangerous
situations do not occur during the short lived period when crowding exceeds desirable levels at a
restricted localized point

19

The capacity of the entrances and exits to street level should follow the above guidelines. From ticket
halls / concourses areas, there should be at least two exits to the street Station must be able to take the
full peak level demand albert under crowded condition.

Location which are fed by exits from the Stations need to be examined to ensure that no bottlenecks
exist immediately outside railway station buildings. This is particularly important where stations exit
into local authority subways, shopping malls on where sporting events are likely to produce tidal waves
crowding.

4.6 Ticket Halls

The location and size of station entrances will be determined by establishing the principal direction in
which passengers may wish to leave or approach the terminal. In addition to determining the passenger
flows into and through the ticket halls. It is necessary to identify all activities, which need to take place
there.

Additionally it will have a mixture of daily local commuters, long haul passengers and intermodal
passengers. In the sizing of the ticket hall, the following basic information need be established:

The expected numbers Involved in each activity

Their likely pattern of movement

The duration of each activity

The timing of activities related to each other

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Identification of peak demands

4.7 Access

From this Information the basic size and layout of the ticket office and other facilities can be
planned.

Recent experiences have shown that the critical dimensions for ticket offices are determined by the

number of ticket gates that are required for peak flow coupled with the number of ticket gates required
along the other axis.

In many locations there is a tidal flow tendency particularly at outer area suburban stations,

between morning and evening peak hours. In such places at half of the gates should be reversible to
allow for this.

By applying the various pedestrian parameters to the relevant demand Wow it is possible to determine

sizes of passageways, staircases and escalators.

Passengers have a tendency not to make use of the full width available People lend to keep a

distance of at least 0.5M from the sidewalls. Thus passageways widths derived from flows need to have
addition for edge effects, as do platforms.

It is very desirable that the ceiling height In passageways should be as high as practicable but

generally not achievable, a reduction to an absolute minimum of 2.4 M may be permissible.

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4.7 Access: Stairs, Escalators and Lifts

Staircase dimensions must comply with the building regulation and the dept of Transport Railway

Constructions and operation requirements. Escalators must comply with the prescribed standards and
special attention must be given to provision of access to all requirements / machine rooms during traffic
hours without obstructing passengers.
Passengers flow parameters for vertical circulation must be taken as follows:
100 people per minute per escalator of 1M. wide
35 people per minute for one-way stairs - per meter width (Clear)
28 people per minute far two-way stairs - per meter width (Clear)

The effective width of staircases is to be measured clear between the handrails* Stairs and escalators
should generally be of open design with overhead clearance of minimum 3 M measured vertically
from the pitch line of the steps to the soffit

4.8 The Downgraded Terminal

Even on the best operated of terminals; there will be time both planned and unplanned when parts
of the terminal become blocked or unusable. The planner and the engineer need to think through In
advance, how a given terminal layout will function in such an event
Many things could trigger downgrading of the energy efficiency of a -situation as a whole. This will
certainly include, for Instance.

22

1)Escalator short term failure

2) Escalator long-term replacement
3) Stair closure (e.g. Tread or handrail failure)
4) Automatic ticket barrier failure
5) Transport service disruption
6) Partial blockage of vital connecting narrow passageways (e.g. Caused by illness of passenger)
It is found that this partial downgrading of certain terminal facilities could cause major
disruption. The planner should seek to improve the situation. Considerable skills are called for In this
process to ensure that the best overall value for money Is obtained. In the final analysis there should
be a need to compromise between the solutions, which Is the most economic for normal operating
conditions and that which may not be ideal but does give more flexibility when things go wrong.

4.9 Planning For Hazards

In the design of any terminal, consideration must always be given to major hazards that might
occur within the terminal environment with all railways but in particular for those, which are beneath
the surface, fire Is the hazards, which most influences that station design. Fire presents a time critical event
in which passengers must be evacuated before the environment becomes Incapable of sustaining life-It
is essential that all evacuation routes are well signed and are adequately protected where necessary by
powerful ventilation systems, smoke fire doors and rolling shutters.

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5. DESIGN NORMS AND STANDARD

Some standards which govern the design of facilities at terminals are described below.

Pedestrian requirements: On an average 3.25 sq m per person to select

their normal walking speed and to avoid conflict with other person.

5.1 Corridor design

The minimum corridor widths are based on the pedestrian traffic flow volume less appropriate
allowance for disruptive traffic elements such as columns, news-stands, stairways, window shoppers etc
when the corridor Is also used as a waiting area to accommodate standing pedestrians should be
determined. The maximum practical flow through a corridor Is approximately 25 persons per foot with of
corridor pen minute (PFM). The flow volume that allows for the selection of normal walking speed and
avoidance of traffic conflict Is equivalent to 7PFM-This standard would be used In passenger terminals
that do not have severe peaking patterns or space restrictions. Where sever repetitive peaks and space
restraints occur, such as In a commuter terminal, more stringent standard of 10-15 PFM may be used. This
standard allows the attainment of near-normal walking speed but dose result in more frequent traffic
conflict with other pedestrian.

5.2 Entrance

The criteria utilized for corridor design can be roughly applied to the design of doors, the maximum
capacity of a free swinging door is approximately 60 people per minute, but this capacity Is obtained
with Sequent traffic disruetioo and queuing at the entrance section. A

24

standard of 40 people per minute would be representative of a busy situation with occasional traffic disruption; a
standard of 20 people per
minute should be adopted.

5.3 Stairs

Human locomotion on stair is much more stylized and restricted than walking because of the restraints
imposed by the dimensional configuration of stairs, physical exertion and concerns for safety. As with corridors,
capacity flow Is obtained when there is a dense crowding of pedestrians combined with restricted,
uncomfortable locomotion. The roaximum practical flow on a stair Is approximately 17 people per foot width
of stairway per minute in the upward or designed direction. An average of about 20 sq ft per person or
more required before stair locomotion becomes normal and traffic conflicts with other pedestrians cfln be
avoided. This H equivalent to a flow volume of about 5 PFMi Riser height has a significant impact on stair
locomotion, lower riser heights. Increases pedestrian speed and thus Improve on traffic efficiency. The
lower riser height Is also desirable to assist the handicapped pedestrians,

5.4 Queuing area

A number of different pedestrian queuing situation occur In terminals, which affect their functional design.
Linear queues will occur where passenger line up to purchase tickets or board buses. The length of a linear
queue may be estimated on the basis of an average per person spacing of 20 inches. Bulk queues may occur
within passenger terminal where passengers are waiting for bus arrival or other services. When no circulation
through the queuing space is required area occupancies is as low as 5 sq ft per person may be tolerated for short
periods. This allows standing pedestrians to avoid physical contact with each other. where movement

25

through the physical space is required, such as in a passenger-waiting concourse, an average of ten or
more sq ft per person is required. human area occupancies below 3 sq ft per person results lr crowded.
immobile and potentially unsafe queues, particularly where pedestrians may be jostled off platforms.

Typical photos of the terminals various Areas

Cruise ship terminal seating

Joining of Cruise ship to Terminal building

Cruise ship Gangway entrance

Cruise ship Ticket counter

Through gangway.

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6. TERMINAL FACILITIES
6.1 SELECTION OF WATER FRONT FACILITIES:
FACTORS GOVERNING SELECTION OF WATERFRONT FACILITY:
THE selection of appropriate type of berthing facilities is governed by following factors:

Tidal variation

Draught

Formation of water way bed

Hydraulic characteristics of waterway

Meteorological characteristic

Craft characteristic and dimensions

Soil condition

6.2 FUNCTIONAL CONSIDERATIONS: (determined from a study of marine sites in U.K./U.S.A.

ACCESS:

This is a problem in itself between convenience and security. Hence, the number of unit should be
restricted to a minimum, as each required supervision of some kind.

It should be also kept in mind that people want short and easy access to vessel etc.Circulation within the
marina/harbour A visually separation of vehicle types must take place before entering the site by
clearly signing.
The separate entrances of visitors, service vehicles.

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6.3 TYPICAL ALLOCATION OF ON SHORE FACILITIES:

CAR PARKING:
It may be advantageous to have more than one car park it may help reduced the impact of these boring
pieces.

HARDSTANDING:
This is a small surface area, clear of all obstruction generally its position is between the boat store and
the tractor (if any) in the landward direction and the boat handling and the barge on mooring side. This
must be easily reached from the access road. It is required to serve the slipway, haul out areas and will
continue uninterrupted until ended by bulkhead wall.

Surface must be well drained, non-slip and self-cleaning concrete ridged with board tamping,
proprietary paving slabs, or between are good materials. Sand, gravel, glass or established earth are not.
If a fairly dark material is used this colour and tenure will control sharply with the smoother white
surface of bulkhead wall capping. This looks good, avoids glare and clearly shows the water edge. The
size of shape of area are dictated by the need to maneuver the craft.

SERVICE TRANSPORT FACILITIES:

Accessible from the road, Kept back from the water and not visible from the water mooring.

Used to link, repair yard, workshop and sites.

Separate from service entrance to restaurant etc.

Requires a robust sub base a heavy duty non slip surface.

Should be well drained with oil trap gulleys.

28

Requires screening desk and reception kiosk.

BOAT BUILDING AND REPAIRS:

May be positioned on the perimeter of any site and it generally extends or expands away from
the marine.

Should have direct access to main road.

Launching and retrieval may be into the marine itself or into its own bay.

WORKSHOP:

This may be solely for marine or may be combined with boat repairs.

Location should be on the water side to ease handling.

Well lighted under cover area with good dry storage space, small office, staff rooms and
lavatories.

Access through the service transport area.

Delivery vehicles may be checked in through transport office and personnel through reception
office or kiosk.

SALES, SERVICE AND INFORMATION CENTRE:

An ideal layout is one which spares the depth of land area i.e. from public enterprises
through the waters edge, thus allowing the enquiries office to be near the enterprise and shops to be
accessible to water.

29

The office should include the usual accommodation for the staff, a public space and enquiry
counter, a managers office lavatories and staff.

A display of the area can made an interesting feature.

The information office should be easily accessible with a high standard of

attractiveness.

A passenger transport terminal gives a service and a friendly and efficient impression from the
buildings and staff is important.

SHOP:

The number of sizes are governed by traffic and nearness of outside retailers.

Sometimes, and specifically in this case, shops shall attract trade from outside.

These may be located at entrance, the car park and the residential element if any.

The service transport adjoins this sales area.

Orientation requires thought and shop canopy as protection from sun and rain may be advantage.

RESIDENTIAL ELEMENT:

Any restaurant and shopping buildings requires to be self contained i.e. they
should have there own parking, public and service entrances.

These may have their own stretch of waterfront.

Though secondary in status and peripheral in location, these have a strong

influence, upon marines character of clientle.

There should be easy covered access to offices and also to shopping.

Aspect and orientation are important consideration.

30

Views across the water may be featured.

These buildings are principal elements in ht and bulk and their relationship with
other components with the site and its surrounding including views from the
offshore require consideration.

The convenience and kitchen are closed related to fulfill the requirements of
economy.

Owner and visitor vehicle parkings are separate with separate entrance.

A continuous damp proof membrane over the ground floor and flexible damp
proofing covers with cavity contacts for external walls, clad externally.

6.4

SHORELINE FACILITIES:
These facilities include provision for custom and coast guards. Each requiring a
good view of harbour and approach channel and good communication system as
well as providing their independent services they improve security with their
surveillance.

COAST GUARD:
If there are no naturally high features nearby the marinas are suitable locations for
coast guard station. A tower is virtually obligatory for viewing, although the office or log room
is at quay level. The tower is usually reached from inside the office as outside stairs can be too
exposed in bad weather. The journey to and from the premises must be reasonably sheltered and
safe as well as illuminated at night.

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6.5 RANGE OF LANDSIDE FACILITIES:

The specific aspects considered are:

Access, circulation and parking of different types of vehicles to adequately serve the facilities
both for present and future.

Range of amenities to be provided for passengers using the facility.

Essential needs (police, customs and fire-fighting)

Storage areas for fuel, maintenance and repair.

Need for land reclamation and its implications on coast

Short-term and long-term needs.

Differentiations between desirable and essential facilities

Differentiation between land and infrastructure provision vis-a-vis building provision.

The above factors influence the cost of facilities considerably. Hence, a very careful
Scrutiny has been made before arriving at the final selection of facilities and layout.

At both ends, parking for at least - cars is necessary considering the commuter nature of the link.
Also lay-byes for about - buses and - taxis are to be provided for picking up passengers.

Integration of facilities in the vicinity is important, at Panaji side, the buildings and roads are to
be set within a landscape which will be an extension of the landscape of the surrounding new
areas. Also, as far as possible, the existing regulation is to be extended to cover new areas to
unify the natural landscape of the area.

PASSENGER:
It is important that accommodation to cater demand is made. Such a peak occurs

32

when ships dock at jetty of both alighting and boarding passengers have to be
accommodated. Hence, waiting halls and toilets/refreshment facilities need to cater every person at a
time. At 1 m/person the area should be calculated. In addition to these toilet facilities, ticket office, small
shops, restaurant, tea and refreshment stall are to be provided. The departure hall needs to be sufficient
to disperse the passengers efficiently other requirements will betaxi stand, pick up and set off points, bus
lay-by/bus station and parking areas for cars and vehicles. A parking area for about 70 cars is considered
sufficient with a small bus terminus for about 5 buses.

STORAGE AND WORKSHOPS:

Storage areas, for keeping accessories, records, control room, equipment etc. are
required. Also a workshop cum boat yard with a winch-house is necessary at Panaji
and for minor repairs and maintenance work. The storage area proposed will also cater to
future expansion needs. The workshop facility provides for all types of ships in
operation.

ESSENTIAL STAFF ACCOMMODATION:

Apart from working space for customs, police and staff issuing tickets and operating the
service, essential residential accommodation need to be provided for security personnel.

EMERGENCYREQUIREMENT:
The station of a police post are necessary. Ambulance services and first aid are also
needed. This is proposed along with the terminal complex.

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FUTURE EXPANSION:
It is proposed to provide space to accommodate the future expansion in service of related
maintenance repair and other services at Vasco proposed cruise terminal.

VEHICULAR CIRCULATION:
The terminals at Bombay and Goa are linked with existing road network to
At both ends, parking areas for cars, taxis and buses are to be provide parking for at least
100 commuter nature of the link. Also lay byes for about 5 buses and 20 taxis are to be
provided for picking up passengers.

6.6

OFFSHORE FACILITIES:

Treatment of waterfront and water ways:

The plan line of land interface varies, departures from a straight edge help to relieve the tedium
of uninterrupted bulkheads. The aim is to achieve an interesting shape with some recesses and
comers, a sense of enclosure without undue interest and at a reasonable cost. The margin
between the waters edge and the building offers scope for imagination by way of shape, diversity
and surface treatment. The heights of buildings should vary to give a degree of enclosure. The
margin area should be handled imaginatively as an element in its own right, orientation and
aspect are important and so are views, both across the harbour and inland from the level of the
water, the quay and any upper stories.

Perimeter walk-way - its continuity - its contribution as a linear precinct with

34

changing functions- free of vehicles and turned to the face of pedestrians Benefits derived from
the everchanging views that serial vision presents to the viewer.

Area for sun and shade

Wind tunnels have to be avoided

The water front buildings, Cantilevering over water if they are light weight, or
floating these saves on space.

An open ground floor exposes the hinterland to water.

Piles as tall as poles serve as goals as one proceeds along the piers. The mood created is quite
different from the low flat pontoons and constant water level of a locked harbour.

The form of harbour and the selection of the fixed pier or floatation system will have a profound
effect upon the eventual system of the water area.

MOORING PATTERNS AND HARBOUR SHAPE:

From analysis of the catchment area and the likely percentage distribution of the
sizes. The layout of berths maybe designed an account of tide and prevailing wind is required.

As far as the fishing terminal is concerned the people do not mind its size at present as the sense
of intimacy seems to matter more.

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6.7 SHORELINE TERMS:

PIER: A fixed or moving promontory giving access to moored boats and providing berths for them.
CATWALK OR FINGER PIER: Narrow subsidiary pier.
GUIDES:The means by which a floating pier is attached to a pile.
PONTOON ON FLOAT:The buoyancy system of a floating pier.
DECKING:The upper surface of a pier or walkway.
FENDER:The protective edge, trim of a pier or walkway.
HINGE:Means of articulation between fixed and floating systems.
RAMP:The usual means of access between fixed and floating systems.
FLOATATION SYSTEM:Entire floating system.
MOORING PATTERN:General arrangement of berths.
BERTH:A boat mooring station.
CHANNEL: The main root entering or within a harbour.
CLEARANCE: Distance between a boat and its berth.
TOLERANCE The distance between a boat and its berth.
GALLERY: A duct carrying services.
STRINGER: A frame or edge of a pier or walkway.
ANCHOR PILE: A pile for mooring to.
TRAVELER BAR: A vertical or horizontal mooring rod fixed to a pile or stringer.
CLEATES RINGS AND BOLLORDS: Objects to secure boats to their berths.

36

Dock:
A dock is a general term used to describe a marina structure for the mooring or tying up of vessels, for
loading and unloading of cargo or for embarking passengers. More specifically a dock is referred to as
pier, wharf, bulkhead, or in European terminology, a jetty, quay, or a quay wall, a wharf or quay is a
dock which runs para lie the shore. It is generally contiguous with the shore, but may not necessarily be
so. On the other hand a bulkhead, while similar to a wharf and often referred to as such, is back up by
ground, as it derives its name from the very nature of holding or supporting ground in back of it. A pier
or jetty is a dock which projects into the water. Sometimes it is referred to as a mole and in combination
with the breakwater it is termed as breakwater pier. As contrasted to wharf, which can be used to
docking on one side only, a pier may be used on both sides Although there are instances where only one
side is used owing to either the physical condition of the site or the lack of additional berthing space.

Breakwaters:
A breakwater is a structure constructed for the purpose forming an artificial harbour with a water area so
protected from effect of sea waves as to provide safe accomodation for shipping.there are two classes of
breakwaters; those giving protection to commit awaiting orders and their turn to dock. Such an
anchorage may be an outer harbour where there are no docks. There are many different types of
breakwaters which have been constructed in all parts of the Ktorid, Natura rock or a concrete or a
combination of both are materials which form 95% or more of all breakwaters constructed. Steel timber
and even compressed air have served to a lesser extent to break the force of sea waves. Most
breakwaters function only to provide protection but occasionally they serve a dual purpose by becoming
part of a pier or supporting a roadway. The former is termed a breakwater pier and the ater is termed as a
mole. There are two main types of breakwaters, the mounted type and the wall type. Mound breakwater
is constructed of the following materials:

37

1 . Natural Rock
2. Concrete Block
3. A Combination Of Rock And Concrete Block
4. Concrete Shapes As Tetra Pods, Quadrupeds, Hexapods/ Tnbars,

Modified Cubes/dolosse And Others.

Wall Types Of Breakwaters Are
1. Concrete Block Gravity Walls
2. Concrete Caissons
3. Rock Filled Sheet Pile Cells
4. Rock Filled Timber Cribs
5. Concrete Or Sheet Pile Walls.
Since the main purpose of breakwater is to provide protection the waves, it follows that an
understanding of wave action and orients one of the more important elements in its design. Another
important element is the character of the sea bottom which must take the final reaction from the force
the waves against the structure which tits been placed to dissipate the energy of the waves. Since most
breakwaters are gravity structures/ they depend upon their weight for stability. Therefore the depth of
the water and the character of the bottom are important factors in their design. Practical considerations
usually limit the height of vertical type break waters to water depth of not over 60 ft below mean sea
level and where used in deeper waters they are generally founded on a rock fill below this level;
otherwise the width of the structure becomes unwieldy.

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7. TRAVELLING MEDIUM
7.1 FERRY:

A ferry is a boat or a ship carrying passengers, and sometimes their vehicles on short distance, scheduled
services. ferries form a part of public transport systems of many waterside cities, allowing direct transit
between points at a capital cost much lower than bridges or tunnels.
Notable ferry services:
Longer-run ferries connect coastal islands with the mainland. a route of this type connects great Britain
with the rest of Europe across the English channel, connecting mainly to French ports, such as Calais
Cherbourg and le havre. Large ferries also sail in the Baltic sea between Finland and Sweden. in many
ways, these ferries are like cruise ships, but they can also carry hundreds of cars on car decks. in
Britain, car-carrying ferries are sometimes referred to as roro -"roll-on, roll-off"- for the ease by which
vehicles can board and leave. In Australia, three spirit of Tasmania ferries carry passengers and
vehicles 300 km across the bass strait, which separates Tasmania from the Australian mainland. these
run overnight but also include additional day crossings in peak time. all three ferries are based in the
northern Tasmanian port city of devonport; two ferries travel the route to melbourne, Victoria, and the
third to Sydney, new south Wales.

Hong Kong has the star ferry and the first ferry. Due to the numbers of large freshwater lakes and length
of shoreline in canada, many provinces and territories have ferry services. british columbia has bc ferries
that carries daily commuters from Vancouver island to the bc mainland. in ontsrio, a popular ferry
services that transports the public, as well as goods and services is the chi-cheemaun.tornoto also has a
ferry services that shuttles

39

beachgoers, tourists and aircrafts passengers between the downtown core and Toronto island beach
airport.
Types of ferries:
Ferry designs depend on the length of the route. The passengers or vehicle capacity required, speed
requirements and the water conditions the craft must deal with. hydrofoils have the advantage of higher
cruising speeds, succeeding hovercraft on the some English channel routes, where the ferries now
compete against the Eurotunnel and euro star trains that use the channel tunnel. Very short distances
may be operated by a cable ferry, where the ferry is propelled and steered by cables connected to each
shore. sometimes the cable ferry is human powered by someone on the boat reaction ferries are cable
ferries that use the perpendicular force of the current as a source of power. Chain ferries may be used in
fast-flowing rivers across short distances. Free ferries operate in some parts of the world, such as at
wolfish in London, England (across the river Thames), in Amsterdam, Netherlands (across the ij
Waterway), and in newyork harbor, connecting Manhattan to Staten island. Ferry boats often dock at
specialized facilities designed to position the boat for loading and unloading, called a ferry slip if the
ferry transports road vehicles or railcars there will usually he an adjustable ramp called an apron that is
part of the slip. in other cases ramp will be a part of the ferry itself, acting as a wave guard when
elevated and lowered to meet a fixed ramp at the terminus - a road segment that extends partially
underwater.

7.2 BARGE:
A barge is a flat-bottomed boat, built mainly for river and canal transport of heavy goods. most barges
are not self-propelled and need to be moved by tugboats towing or towboat pushing them.

40

Barges on canals (towed by draft animals on an adjacent towpath) contended with the railway in the
early industrial revolution but were outcompeted in the carrige of high value items due to the higher
speed, falling cost and route flexibility of rail transport. Barges are still used today for low value bulk
items, as the cost of hauling goods by barge is very low. Barges are also used for very heavy or bulky
items. while parts are normally shipped in sections and assembled onsite, Shipping the assembled unit
reduces costs and does not rely on availably of construction labor at the site (which in this case is still
recovering from hurricane katrina). such a large item is not practical to transport over land for any
significant distance, and will need to be transported only 40 miles overland to get from the port to the
refinery. Self propelled barges may be used as such when traveling downstream or upstream in placid
waters and operated as an unpowered barge with the assistance of a tugboat when traveling upstream in
faster waters
Types of barges:
Barracks barge (living quarters)
Company barge
Dry bulk cargo barge (coal, rock, gram, etc.)
Hopper barge
Jack up barge
Lighter, dumb steel lighter
Liquid cargo barge
Oil barge, dumb steel oil barge
Pleasure barge (with tracks and using special loading/offloading facilities such as a barge slip
Royal barge (ceremonial)
Row barge

41

 Sand barge
secerns throw
vehicular barge, often used to transport vehicles to natural shorelines such as beaches
ware barge
west country barge.

7.3 CATAMARAN
A catamaran (from Tamil kattu "to tie"andmaram "wood, tree") is a type of a boat or ship consisting of
tow hulls joined by frame.catamarane can be sail or engine powedered.the catamaran was invention of
the parvas a fishing community in the southern cost of tamilnadu india. Catamarans were used by the
ancient Tamil chola dynasty as early as the 5th century ad for moving their fleets to conquer such
southeast Asian regions as Burma, Indonesia and Malaysia. Catamarans are a relatively recent design of
boat for both leisure and sport sailing, although they have been used for millennia in oceania, where
polynesian catamarans and outrigger canoes allowed seafaring polynesians to settle the world's most farflung islands. catamarans have been met by a degree of scepticism from some sailors accustomed to
more "traditional" designs Although the principles of sailing are the same for both catamarans and
monohulls, there are some' peculiarities"* sailing catamarans
For example:
Catamarans can be harder to tack (turn through the wind) because they are lighter in proportion to their
sail size, they have less momentum to carry them through the turn when they are head to wind. Correct
use of the jib sail is often essential in successfully completing a tack without ending up stuck in irons.
they have a higher average speed Catamarans are less likely to capsize in the classic beam wise manner

42

but often have a tendency to pole axe instead where the leeward(downwind)bow sinks into the water and
the boat trips over forword, leading to a capsize Teaching for new sailors is usually carried out in
monohulls as they are thought easier to learn to sail a mixture of all the differences mentioned probably
contributes to this. catamarans and monohulla in general, are normally faster than single hull
boats for four reasons Each hull of catamaran is (typically Thinner in cross section than those of
monohulls Catamarans are lighter due to the fact there is no keel counterweight. C have a wider beam
(the distance The boat to the other), which makes them more stable and therefore able to carry more sail
area per unit of length than an equivalent monohull. The greater stability means that the sail is more
likely to stay upright in a gust, drawing more power than a monohull's sail which is more likely to heel
(lean) over.

43

7.4 HOVERCRAFT

A hovercraft (air-cushion vehicle, ACV) is a craft capable of traveling over surfaces while supported by
a cushion of slow moving, high-pressure air which is ejected against the surface below and contained
within a "skirt." Although supported by air, hovercraft are not considered an aircraft.
Hovercraft are used throughout the world as specialized transports. Because they are supported by a
cushion of air, hovercraft are unique among all other forms of ground transportation in their ability to
travel equally well over land ice, and water. Small hovercraft are used for sport, or passenger service,
while giant hovercraft have civilian and military applications, and are used to transport cars,
tanks, and large equipment in hostile environments and terrain. The first mention in the historical record
of the principles behind hovering and hoverboats was by Swedish scientist Emanuel Swedenborg in
1716. In 1915 Austrian Dagobert Mller built the world's first air-cushion vehicle. Shaped like a section
of a large aircraft wing, the craft was propelled forward by four aero engines, with a fifth that blew air
under the front of the craft to increase the air pressure under it. In motion, the craft also trapped air under
the front, increasing lift. Thus the Versuchsgleitboot is half way between the ram-air vehicles similar to
later Soviet designs, and the modern hovercraft that uses air forced into a skirt. Designed as a fast
torpedo boat, the Versuchsgleitboot had a top speed over 32 knots. The theoretical grounds for motion
over an air layer were constructed by Konstantin Eduardovich Tsiolkovskii in 1926 and 1927[1].
The first design that would be recognized as a true hovercraft was designed by Finnish aero engineer
Toivo J. Kaario in 1931.[citation needed] Kaario's design included the modern features of a lift engine
blowing air into a flexible envelop for lift. Kaario never received funding to build his design,
however.[citation needed] Kaario's efforts were followed closely by Vladimir Levkov in the Soviet

44

Union, who returned to the solid-sided design of the Versuchsgleitboot and are today classified as
ground effect vehicles. Levkov designed and built a number of similar designs during the 1930s, and his
L-5 fast-attack boat reached 70 knots in testing. However, the opening of World War II put an end to
Levkov's development work.[2]
When the war ended a number of groups took up development of aircushion vehicles again. The Soviets
returned to the ground effect design pioneered by Levkov, and produced a wide variety of such craft
over the next 30 years. However, these systems were always experimental, and never entered
production. Most famous among these is the Caspian Sea Monster, as it was known in the west, a
massive missile-firing boat powered by eight jet engines. Unlike Levkov's design, however, these boats
generally lacked a lift engine, and were less similar to modern hovercraft than Levkov's design.

7.5 FLOATING JETTY:

Developed to meet the growing need for water transportation in Nigeria - the floating system of docks
and jetties - without which a really effective transport system cannot be put in place. The System 4 units
have been designed to be as tough and durable as possible with little or no maintenance throughout its
expected life of 20 plus years. The System 4 basic unit consists of a pair of molded (GRP) floatation
chambers at each end of a hardwood platform, the units are interlocking and can be configured to give
any size of landing stage required. The floatation chamber is sub-divided into smaller closed cell foam
filled chambers - each sealed against leakage providing a virtually (in case of damage), unsinkable
unit. Iroko (ironwood) is used in the timber components. With such a vast coastline that India has,
relatively the sea-faring activity is rather limited to a small number of people and small pockets mainly
because :

45

* Varying topography of individual regions

* Financial paucity of local waterborne population
* Local Government bodies either neglecting the problem or suffering from lack of financial allocations
for easing docking and undocking of boats locally
* Existing pre-Independence concrete jetties fallen into decrepit conditions due to lack of timely fund
allocating and repairs by the concerned govt. bodies
* Lack of realization how water transport can be turned into a pleasant, dynamic everyday affair by all
people concerned With roads choking with vehicles and alternative transportation nodes nowhere in
sight, (especially eco-friendly ones) transportation by water (inland waters, lagoons, large lakes, rivers,
and by sea along the coast) are the upcoming solutions. For this the existence of the necessary
infrastructure to support the activity is vital to the flourishing of the water-borne activity. With local
state governments either unwilling to step into uncharted territory or facing paucity of funds or political
indifference or all reasons in combination it is left to either individuals, local bodies or dynamic
thinking individuals heading institutions to take a lead in setting up the necessary infrastructure to
making the movement of people from shore to boat and vice versa easier.
For this to be made possible, the cost of the infrastructure equipment more affordable (in comparison to
the cost of Concrete Jetties) to be attractive. Also the equipment must be easily transportable or shifted
at short notice (in the event of a natural calamity like a storm or flood)

46

8. PROJJECT STUDY
8.1CRITERIA FOR SUCCESS

3.1

Mumbai has, in the past, seen some attempts at setting up of facilities for passenger water
transport system. These were not successful owing to many reasons. Consequently, it was
now deemed necessary to study and review the existing reports on such earlier attempts so
that some criteria for success can be established. The consultants examined the following:

Report on "Development of Waterways around Bombay Harbour for Commuter Traffic",

1983, prepared by Expert Group for Home (Transport) Department, Government of
Maharashtra.

Report on "Techno-Economic Feasibility Study for Passenger Water Transport Service",

prepared by Kirloskar Consultants Limited for CIDCO, 1992

Report on "Water Transport system between South Bombay and New Bombay", 1995,
prepared by Consulting Engineering Services (India) Private Limited, New Delhi for
CIDCO.

Report on. "Frame work for Commuter Ferry System on Mumbai's western water front",
2000 prepared by Kachnar Consultants (P) Ltd. for MMB.

Report on "Construction of landing points for hovercrafts and piers for catamaran services on
west coast of Mumbai", April 1995, submitted by a committee of Metropolitan
Commissioner-MMRDA, Municipal Commissioner-MCGM, Commissioner of PoliceMumbai, Managing Director-MTDC, Collectors of Mumbai, Commissioner (Water

47

Transport), for Government of Maharashtra.

3.2 In addition to the literature pertaining to the local scenario, an overview of some successful
commuter ferry services in other parts of the world, i.e., Sydney, Hong Kong, Seattle and
Vancouver were also carried out. First-hand information on facilities at San Fransisco Bay and
Boston in USA and Liverpool in UK was also obtained.
3.3 The overseas experience support the hypothesis that the criteria for the passenger water transport to
be competitive vis-a-vis the existing surface transport modes and be thus successful, would be:

Less Travel Time,

Better Frequency,

Reliability of Service

Inter-modal Connectivity

Efficiency of Landside Facilities

More Comfort,

Safety and

Overall Cost Effectiveness.

3.4 With these guidelines in mind, various locations for terminals along the west coast of Mumbai were
studied and schemes were prepared. The existing road and rail travel is time consuming and
uncomfortable. Water Transport would offer relief in terms of time and comfort. Hence this mode of
transport needs to be encouraged.

48

3.5 Based on various factors as discussed above, it is proposed to consider hovercrafts and/or
catamarans in this study. The west coast, where this transport system is proposed, is directly open to
southwesterly winds and waves and remains turbulent for a large part of the year about 4 months.
Considering cost of vessels and operation cost, the optimum speed of the crafts is considered at 25 to
35 knots.

8.2 SITE ENVIRONMENT STUDIES

Extensive data has been collected on the natural environment factors of the sites pertaining to
topography, geo technology, metrology, hydraulics and hydro-graphics, existing infrastructure facilities
like land connectivity, etc.
Following surveys and investigations were especially carried out at the proposed locations:

Topographical and Engineering Surveys,

Land and Marine Geo technical Investigations,

Assessment of offsite and onsite infrastructure,

Hydraulic Model Studies

Topographical and Engineering Surveys

Topographical surveys at the following proposed locations have been carried out, which include
nearby existing infrastructure like connecting roads, road network near the site, mangroves,
existing buildings/structures and other utilities:

Nariman Point,

49

Juhu (near Palm Grove),

Juhu (near Holiday Inn),

Versova and

Borivali (Gorai)

Benchmark for the Contour Survey has been established with reference to GTS or THD
benchmark. This is further interconnected with the grid of hydraulic survey and chart datum. The
survey has been carried out using standard survey equipments and procedures.
Survey at Bandra was not carried out as the construction of Bandra-Worli Sea Link is going on.

Survey could not be conducted at Marve because of strong objection from local fisherman
community.

In Borivali, since the Gorai location was found to be more suitable for development than the
earlier proposed Charkop, survey was carried out at Gorai.

Land and Marine Geotechnical Investigations

Consultants have carried out geo-technical and subsoil explorations at all the proposed locations
except at Marve and Nariman Point, (where the investigations could not be carried out due to
aggression of local inhabitants against undertaking any such investigations.)

8.3 Assessment of offsite and onsite infrastructure

Relevant data was collected from all proposed locations during various site visits. Such data include
existing infrastructure facilities like roads, parking, water, drainage, power, public transport,

50

environmental aspects like existence of mangroves etc, restaurants, obstructions like overhead electric
wires, under water pipes and interference of existing small jetties. The sites are connected by existing
public roads except at Bandra where construction of access roads through congested residential area is
felt necessary.

Parameters considered for examining the suitability of locations are:

CRZ Regulations

Features of Development Plans

Environmental Issues

Metrological conditions

Broad Land Use and Linkage aspects

Geo-Technical Conditions

Out of the locations identified by the GoM, the following sites were found suitable for immediate
developments

Nariman Point

Bandra

Juhu (Holiday Inn)

Versova

Marve

Borivali (Gorai) instead of Borivali (Charkop)

The deciding factors are:

Excellent potential for water transport service in terms of traffic volumes.

Adequate infrastructure facilities near the proposed sites in terms of road network and

51

connectivity, water supply, power, parking lots, restaurants, kiosks etc.

Existing wastewater disposal systems in nearby areas.

8.4. HYDRAULIC MODEL STUDIES BY CWPRS

CWPRS, Pune have carried out the hydraulic model studies and investigations covering all marine
aspects like currents, tides, soundings, siltation, etc., at Versova and Manori Creek on Mumbai port's
fixed bed hydraulic model.

Following parameters have been considered as the basis for Hydraulic Model Studies

Depth of Channel:

The depth of the channel should be such that it should provide for safe passage of crafts at all
states of tide. The minimum draft required for catamarans is 1.5 m. Assuming an under keel
clearance of 0.3 m and clearance of 0.5 m for siltation, the draft requirement works out to 2.3 m.
However, a draft of 2.5 m has been considered.

Wave Tranquility:

The length of protective structure was decided in such a way so as to have a tranquility of 0.3 m.

Channel Width:

The nominal width should not be smaller than 5 times the beam. For two-way traffic in the
channel, the passing of ship is not dangerous if the distance apart is at least twice the beam of the

52

larger vessel. As the beam of catamaran is 10 m, the channel width for two-way traffic has been
assumed as 100m on straight iength and 130 m on bends.
On the basis of studies conducted by CWPRS, new breakwaters have been suggested at
Nariman Point and Versova and extension of breakwater at Bandra in order to obtain
required tranquility conditions, the details of which are as below:

53

8.5. TRAFFIC STUDIES AND ANALYSIS

8.6.1

It is well recognized that the ultimate factor that

contributes to the success of this endeavor would be the

volume of traffic that the proposed mode of transport
attracts.
Detailed traffic surveys and studies have been
conducted including traffic analysis and travel
demand forecast and the results have been used in
analysing:

Feeder Service Assessment

Required Infrastructure Facilities and Public

Transport Availability

Categorizing the travel and demand for passenger

and cargo

Assessment of Size and Type of Berthing

Arrangement

Selection of type and size craft

Expected Traffic, Origin-Destination (O-D)

Matrices, Optimum fare and fare sensitivity.

The rider ship in terms of the number of passengers

that would be carried by the proposed PWT system on
an average weekday along the western coast of

54

Mumbai was worked out by developing a mode choice model using stated preference data and by
employing the comprehensive travel demand model of Greater Mumbai developed for BandraWorli Sea Link (BWSL) project.

8.6.2 Influence Area

The influence area for the terminal at Nariman point is taken as the area south of Charni Road and
for the terminals in the suburbs (i.e., Bandra, Juhu, Versova, Marve and Borivali), it is considered
as the area lying between the western coast and Western Expressway.
The locations of the proposed PWT along with the six screen lines (numbered 1 to 6) and the
cordon line are shown in the map on page 8.

The delineation of this influence area into traffic analysis zones was carried out as per the
delineation scheme adopted for Greater Mumbai in BWSL study. Zones are assigned to each of
the terminals based on the generalized cost of travel between the terminal and the traffic analysis
zone.

8.6.3 Traffic Survey

Traffic survey was conducted to assess the magnitude of present travel between the catchments of
the proposed PWT terminals.

Analysis of Traffic Data

The data was classified in terms of hourly variation, vehicle composition and vehicle-wise daily
volumes. The Passenger Car Unit (PCU) values were adopted on the basis of IRC guidelines for
the analysis. Charts were prepared showing the hourly variation of traffic volumes and from

55

these variation charts it can be observed that the morning peak hour flow occurs in southbound
direction and the evening peak hour flow occurs in northbound direction.
PWT Terminal, Screen Lines and O-D Count Stations

Analysis of O-D Data

Trips made for work, education and business are categorized as regular trips. Trips made for
recreational, shopping and social purposes are categorized as infrequent trips. The latter category
trips may have higher potential of shifting to the comfortable and convenient PWT system.
The number of trips made by private vehicles and Inland Passenger Transport (IPT) modes
between the PWT catchments constitute about 50% of the total road- based regular trips. The
share of infrequent trips by private vehicle and IPT modes between the catchments of PWT
terminals is about 75%. All these person trips'have some potential to shift to PWT system. After
quantifying the magnitude of travel within the influence area of PWT system, mode-wise Logit
models were developed by collecting Stated Preference (SP) data. These logit models when applied
give the probability of shifting from the present mode to PWT mode.

Person-trips between PWT Catchments

Mode
Two-Wheeler
Auto rickshaw
Car
Cool Cab
Taxi
PV+IPT
Bus
Total
Preference Survey

Regular Trips
Number
Percent
60801
8.32
99695
13.64
166447
22.77
2122
0.29
50072
6.85
379137
51.86
352007
48.14
731144
100.00

Infrequent Trips
Number
Percent
6054
7.40
14755
18.05
23893
29.22
594
0.73
15601
19.08
60897
74.48
20868
25.52
81765
100.00

Stated

56

Stated Preference (SP) surveys are employed to know the preference of individuals to hypothetical travel
options that are not available at present. Respondents compare the travel attributes of the proposed mode
like travel time, travel cost, waiting time, comfort, convenience and reliability, etc., with those of the
existing modes and state their preference.

Stated preference method involves three basic aspects, viz., the design of stated preference questionnaire
(experiment design) and administering of the stated preference experiment, quality analysis of the
responses, and model development and application. In the present context, attributes of PWT system like
travel cost, travel time, waiting time, comfort, convenience and reliability of service would play major
role in attracting the passengers from the existing modes like taxi, car, auto-rickshaw, two wheeler, etc.
The present SP experiment is designed as a rating experiment by constructing several options with
different attribute levels.

The attribute of waiting time is considered at three levels,.i.e., 5 minutes, 10 minutes and 15 minutes.
These are arrived at considering the worst service headway of 30 minutes.
The attribute of travel cost is considered at three levels, i.e., Rs. 2.0, 3.0, 4.0 per km for
hovercraft and Rs.1.75, 2.5, 3.0 per km for catamaran. These fare levels are worked out based on
operation and maintenance costs of the vessels and the fares charged by the operators of hovercraft
between Vashi and Gateway and catamaran between Gateway and Alibag. These fare levels are
administered in the experiment as overall fares for the entire trip and not as fare per unit distance.
The attribute of travel time is computed for each respondent at the time oi the interview by knowing the
origin and destination of his trip. The terminal to terminal travel times by hovercraft/catamaran are added
to the access and egress travel times to get the overall travel time by PWT mode. The inter-terminal
travel times by hovercraft and catamaran used for this purpose are given in tables below. A turnaround

57

time of 5 minutes and average speeds of 60 km/hr (33 knots/hr) and 45 km/hr (25 knots/hr) respectively
for hovercraft and catamaran are used for computing these travel times.

Inter Terminal Travel Times (minutes) by Hovercraft

Nariman

Bandra

Juhu

Versova

Marve

Borivali

22

29

34

44

50

14

19

29

36

15

22

14

19

10

Point
Nariman Point

Bandra
Juhu
Versova
Marve

Inter Terminal Travel Times (minutes) by Catamaran

Nariman

Bandra

Juhu

Versova

Marve

Borivali

27

37

44

57

65

17

23

37

41

10

19

27

17

23

12

Point
Nariman Point
Bandra
Juhu
Versova
Marve

58

8.6. SUITABILITY OF CRAFTS

The crafts used in passenger water transport vary from slow-moving, indigenously manufactured ferry
boats and new mono-hull ferries that can travel at the speed of 10-15 knots and carry large number of
passengers, to dynamically supported vessels like hydrofoils, jet foils, aerofoils and multi-hull
catamarans.

The major determinants in the choice of crafts are

Availability of types of craft,

Geographic Coverage,
Nature of Marine Environment,
Travel Time,
Required Frequency of Service,
Reliability,
Quality of Service,
Type of Landside Facilities,
Safety,
Cost and Fares

All these factors contribute significantly to the competitiveness of the water transport system and
hence on the basis of these considerations, the popular and dynamically supported craft- hovercraft
and multi-hull catamaran- are considered ideal for our project. Hovercraft is more popular and the
catamarans are capable of high speeds, can carry heavy loads including cars and offer safety and
comfort. Though presently these are not manufactured in India, on the basis of speed, comfort,

59

safety and reliability, the preferred crafts are catamarans and hovercrafts. Both are available in
various sizes and for various speeds. Both types are capable of generating high speeds going up to
45/50 knots. For the current project, a mix of 100- and 300- seater is considered appropriate with
speed of 25-35 knots.

Following types of craft have been proposed on the basis of site conditions for the proposed
terminal locations:
Nariman Point

Both Catamarans and Hovercraft

Bandra

Both Catamarans and Hovercraft

Juhu

Only Hovercraft

Versova

Both Catamarans and Hovercraft

Marve

Both Catamarans and Hovercraft

Borivali

Both Catamarans and Hovercraft

Sizes of Proposed Craft

Type of Vessel

Max.Size

Draft (m.) Speed

Capacity

Air Draft

Catamaran

(L x B) m.
37x10

1.5

(knots)
35

300

(m) 11.5

Hover Craft

37x10

1.9

35

300

11.0

The minimum draft required for catamaran is 1.5m assuming an under keel clearance of 0.3 m
and clearance of 0.5 m for siltation. The draft requirement works out to 2.3 m. However a draft
of 2.5 m has been considered.
Hovercrafts with less noise are also available in international market. The above choices of crafts
are indicative. The operator is free to choose any type of vessel or craft.

60

8.7. PLANNING

8.7.1 Suitability of various locations was examined in the light of all the studies and
investigations and with regard to the type and size of proposed crafts. Site environment at
each location was critically evaluated after a series of site visits. The number of berths
were worked out on the basis of approximate estimate of maximum traffic that is likely to
occur by year 2055, after considering trips to nearby inter-city locations like Alibag in the
South and in Gujarat (Bhavnagar, Vapi, etc) in the north. Requirement of dredging,
access/entrance channels, turning basins, terminal buildings, storages, parking areas, road.
connectivity, infrastructure facilities were considered.
It is concluded to phase the development with Nariman Point, Juhu (Holiday Inn), Versova and
Borivali (Gorai) to be developed immediately. Later phases may include Bandra, Marve,
depending upon the traffic build up there.

8.7.2 Concept Plans

Various alternatives for Concept Plan were studied and debated for development at N
ariman Point, Bandra, Juhu (Holiday Inn), Versova, Marve and Borivali (Gorai) for a Master Plan
Period of 50 years. The planning of terminals has been carried out for each proposed location.

8.7.3

Requirement of Berths

Requirements of berths at each of the proposed locations have been worked out for a Master Plan
period envisaging broad scenario with high usage levels as depicted below. Estimation of berth

61

requirement in the Concept plan (for the Master plan period of 50 years) is for the ultimate
scenario. The same has also been worked out for different phases based on the traffic study results.

S.No Location

Berths requirements at each location

No. of berths
Phase I
Phase II Phase III .
Total in 2031

The
Provided for

Master Plan.
1. Nariman Point
4
0
1
5
10
2. Bandra
0
5
0
5
8
3. Juhu
2
1
0
3
3
4. Versova
3
1
0
4
9
5. Marve
0
2
0
2
3
6. Borivali
5
1
1
7
9
requirement of berths given above is indicative and this is not binding on the operator however he may
modify above requirement to maintain the level of service.

8.8. ENVIRONMENT IMPACT ASSESSMENT (EIA) AND MANAGEMENT PLAN

(EMP)

8.9.1 Environmental Base Line Data

Field monitoring was conducted at each site and surroundings in the radius of 10 km. to assess the
existing baseline status and observations were noted. The monitoring study conducted includes:

Ambient Air Quality Monitoring (AAQM) Survey.

Meteorological Data

Water Quality (Surface and Sea water)

Soil Quality

Noise Level

Geology and Topography of the area

62

Flora / Fauna of the area

Endangered Species in the area, if any.

Solid Waste Management

8.9.2 Environmental Impact Assessment

For preparing the conceptual framework to assess the impact on the environment, Environmental
Impact Assessment (EIA) was carried out. The potential impacts were identified and their
magnitude assessed.

Activities during the construction as well as operation phases of the project would have impact on
a number of key environmental parameters. For quantification of the impacts, an interactive matrix
was built and special boundaries associated with environmental factors were defined with impact
ratings identified. The matrix procedure is used for the quantification of impact assessment. This
assessment of quantification can provide a valuable basis for the assignment of impact rating for
effects of different environmental factors.
Matrix analysis has indicated that the project is environmentally acceptable with respect to various
environment and public health parameters. Most importantly marine and terrestrial ecology and
biological parameters will be safe-guarded during construction and operational phases. No
environment or biological parameters will be disturbed during construction and operational phase
and care needs to be taken to bring back the existing environmental status after the construction
phase.

Considering the environmental attributes, during the construction and operation stages, the total
score is +31 and hence his is a green project and is environmentally conductive and acceptable.

63

Matrix Procedure for Impact Assessment and Quantification is given below:

Matrix Procedure for For Impact Assessment And Quantification

* Positive Effect (+2)

1. Public Health
2. Ecology
3. Fisheries / Water Bodies
4. Nature Conservation
5. Tourism and Recreation
6. Cultural Values / Socio-Eco Values
7. Environmental Parameters
8. Meteorological

PROJECT ACTIVITIES
During Construction
Construction Activities at
Stage
Rearrangement
of Land
Site
Open Site for
Use
Transport
of construction
construction
material

Parameters

material
During Operation
Direct/Indirect
Movement
of terminal
carriers
movement at
Spills during movement of
Material
carrier (ifHandling
at all) Cargo
Wastes
Air
Water
Solid Waste
Noise
Related Developments
Population Growths
Employment
Industrial
Trade
/ Commerce
Development
Quantification of Properties 17.5 -5.0 -3.5 -3.0 1.0
(Ancillary)

17.5 18.0 -6.0 -5.5

TOTAL = 31

64

9. FIDINGS OF THE STUDY

Water Environment:
The existing set up of marine environment at all the locations is almost similar. Seawater has been
examined for its various parameters such as salinity, suspended solids, metals, etc. It was found that the
salinity is as that of seawater though it has a very turbid nature, probably due to untreated sewage let out
into the sea. There is no evidence of presence of metals but has foul smell during low tide. During high
tide, the water gets mixed with garbage, used flowers, coconut remains, etc.

The sewage from the proposed terminal buildings will be treated in package Sewage Treatment Plants
(STP). The treated sewage water will adhere to the norms / standards by MPCB / MoEF. This treated
water will be used for gardening in the adjacent green belt.
Every care should be taken to ensure that the marine environment is not disturbed. The existing water
environment balance can be restored if any change takes place during development process. No
construction debris will be disposed of into the sea during the construction of terminal buildings and
other nearby facilities.

Surface Water Quality:

There are no water sources other than nearby wells used by local residents. Surface water quality (Well
Water Quality) has been studied and concluded that the proposed activity will not disturb the existing
water quality.

Ambient Air Environment:

65

At present the existing air quality near the sites is within the standard norms. The major issues related
with ambient air quality will be the construction activity including access roads and movements of
construction vehicles. Post-construction activity will have vehicular traffic near the terminal buildings
for the purpose of parking. Care should be taken to avoid any deviations in the existing air quality, by
adopting scientific methods. Emission from above sources will have temporary but not very significant
impact on air quality.
Various mitigative methods need to be adopted for vehicular emissions and fugitive dust by adopting
various techniques. The marine air quality may be slightly affected, but not significantly, by the
emissions from crafts. It is proposed to employ crafts that are non-polluting and do not contribute
significantly to the emissions levels. The International Emission Norms will be strictly followed so that
the marine air quality will remain mostly unchanged.

Noise Environment:

Ambient noise level is found below the permissible limits both at day and nighttime. Present noise
levels have been determined for the nearby areas. Although it is observed ;hat generally the noise levels
are well within the norms, they are slightly higher during peak hours. The temporary noise impacts in
the immediate vicinity will be due to construction activity and vehicular movement. The magnitude of
impact will not be significant if the construction machinery employed is of good quality. Vehicles such
as trucks, dumpers, tempos, etc., will have to be in good condition so that the impact due to noise is well
within permissible limits. The noise levels likely to be generated during construction activity will be in

66

the range of 80-90 dB (A). Various mitigative measures and controls will be adopted for minimizing
noise levels.

Topography, Geology and Soil:

The land under consideration is in CRZ-II and the access to the site is through the arterial roads. The
existing geographic units consist of plain tar roads, residential buildings, shops and establishments. No
cutting of trees is involved during the development. Every care will be taken to provide each terminal
building with its own drainage facilities. The excavated material will be disposed of in a scientific
manner at a predetermined site; thereby preventing the adjoining area from being disturbed. At Nariman
Point, P.Tata Marg & J.Bajaj Marg will be connected to Port Terminal Building by approach road
constructed by embankment by reclamation of land. Reclamation is permissible for development of
ports under Coastal Regulation Zone Rules of 1991

Solid Waste Management:

At present the municipal solid waste generated in the area is scientifically taken care of by the MCGM.
The solid waste generated during construction, such as construction debris, etc., will be disposed of in
scientific manner at designated area. The mitigative measures will include motivating people, arranging
for collection, treatment and disposal of the waste. It is estimated that due to the proposed activity this
component will not have any major' impact on the environment.

Flora and Fauna:

The site of the terminal buildings and the access roads are not proposed on any rich flora and fauna
territory. There will be no significant impact of the project on the flora and fauna and other vegetation

67

including field crops, etc., due to any kind of pollution during pre and post construction phases. Cutting
of trees, etc., if any, during construction phase need to be duly compensated.
There are no endangered species of flora and fauna in the territory. Similarly there will not be any
significant impact on the marine flora and fauna life. Therefore no significant impact is envisaged on
the flora and fauna at marine and terrestrial regions during constructional and operational phases of the
project. A green strip of local trees like neem and babul in and around the site will be planned.
Adopting tree plantation programs at the ratio of 1:2 will mitigate tree loss.

Fisheries:
Site development does not involve any disturbance for the local fisher folks for their fishing activities.
The building development near the shores is in CRZ-II area, which will not disturb the local fishermen
for their movements. It is observed that in the concerned area no fishing takes place on the shore site.
The movement of crafts within sea route will also not disturb the fishing -activity. Most of the fishing
takes places in the deep sea and there are no authorized jetties for fishing purpose for the
movements for small boats near the proposed locations. Even. in the normal course of craft
movement, there will not be any disturbance for fishing trawlers, boats as this route does not
involve any such trawler movement. Thus there will not be any significant impact on the fisheries
during construction and operational phases.

Public Hearing

As per Environmental notification of MOEF, Delhi, public hearing will be conducted wherein
views of public will be invited. Report on the same will be submitted to MPCB and MOEF for
Environmental Clearance.

68

Conclusions of the study

The project aims at cheaper and faster mode of transport with better fuel
conservation and reducing pollution load.

The project does not involve any increase in the baseline pollution. parameters and offers
improvement in the same.

The project aims at up-gradation of socio-economic status within the site areas by addition
of infrastructure facilities such as roads, communication, transport, power shops and
establishments, etc.

There will not be any significant impact on marine and terrestrial flora and fauna as every
care will be taken during construction and operational phase.

The project will have moderately low impact on fishing activities at the shore level or on
the navigational routes.

Additional vegetation cover / green belt within the area will be developed due to the
project.

There will be positive impacts on the public health and hygiene due to the project
development. Sanitary conditions and disposal will not pose any problems to local
inhabitants.

69

10. TECHNICAL ASPECTS OF WATER TRANSPORT

Materials

Fixed piers are open to a wide range of construction material, steel, concrete & timber is the most common and
combination of these materials is used.

In constant water level areas a fixed system is an obvious choice, piles may be driven and capped off 610- 914
mm above the surfaces of the beam and dickey being constructed immediately above.

SELECTION OF MOORING SYSTEMS DEPENDS UPON SEVERAL FACTORS:

a.

Tidal range.

The quality of the bed or holding ground.

To what extent the site is sheltered.

d.

The depth of water.

e.

The speed and direction of the expected currents.

f.

Wind speeds and wave height.

g.

Capital and maintenance costs.

CONCRETE:

May be aerated or high strength material.

The float is moulded around a collapsible former, or else made in two halves afterwards Joined and
sealed.

One good system in the United States is the Berkline unfiled -Texturing the top surface gives a cool and

70

non-slip surface.

All services including lighting etc. are supplied.

Cracking and leaking were disadvantages of this material but advances in quality control have
improved reliability.

PLASTIC:
The generic term includes expanded polystyrene, fiberglass, etc.

None are affected by insects through Crustacea adhere to them and am difficult to remove without the cellular
tapes.

Expended polystyrene can be affected by pitch, tar, petrol, oil and detergents. Where this is likely it is best
to specify glass-reinforced cement coatings.

Formed plastics may be moulded to hold services ducts or galleries, whether these are fined with plastic
conduit depends upon their positions, but care is needed at points of articulation.

Uncoated foam may tend to crumble at the surface which, whilst quite harmless and not affecting buoyancy
litters the surface of the water with white particles.

The Construction of jetty is wholly of R.C.C. The land under reclamation is 17,757 SQ.m and is
reclaimed by the soil of the Dredgingand the countour cut and fill and the top soil is covered with part of garden soil
for the pipes for surface drainage

Detail of a Bollard.( This is the iron clip which is attache/to the ships with a thick rope, In case of any
disturbance in the sea it holds the ship to the shore.)

71

FOUNDATIONS :
There are three main categories of piles in marinas
1. Those supporting structures such as jetties, fixed moorings or hoists
2. Those restraining floating moorings.
3. Those supporting the perimeter bulkheads or quays.
4. The piles in 1 may be part of a complex structure supporting piers of even buildings. Those in are 2
are generally simpler, free standing co urns although they may extend high enough to support a roof for
covered moorings. This type is dealt with under bulkheads and quayar walls.

Creak and groan as stringer rubs against the pile and at worst William 0nd drown the piers and
walkways. This danger increases with pile length and tidal range. It is better to have agree to erances
than a precise and tight fitting arrangement.

EXTENDED PIL ES:

Piles of any material may be extended in length to form supporting columns to the roof of covered
berths. The handling and driving of such piles present spec/a problems and costs are sometimes reduced
by accepting a joint or splice/ allowing the pile to be driven and extended later to form the roof
supporting column.

Swell: a heaving of the sea caused by long ocean waves which generally do not break, traveling into the
region of shorter local waves.
Tidal current: a directional movement of the wave, the direction of which is related tothe surge and tidal
range.
Shore current: a directional flow of water which is the result of wind and wave across its surface

72

Swash and backwash : swash is the forward movement, of the Wave up the beach. Backwash is the
retreat under the force of gravity.
Long shore drifting : the flow of coastal sediment produced bapproaching waves at an angle to the
shore.

73

11. CONCLUSIONS
The study conducted shows that construction and operation of Passenger Water Transport System along
the west coast of Mumbai between Nariman Point, Bandra, Juhu, Versova and Borivali is technically
feasible.
Proposed terminal are located in shallow water and are on piles. The breakwaters are required for
protecting the terminals from waves. The structures are aligned with respect to the tidal flow to
minimize flow disturbance. Due to these breakwaters (protective structures), some local changes may
take place but the terminal will not have any detrimental effects on the surrounding flow field in
general.
It will be necessary to attract the commuters from the existing modes like rail and road by providing
safe, reliable, and faster service. The project when implemented is expected to attract around 100,000
trips from target groups such as cars, cool cabs and taxis. This will be a significant diversion from
congested road network. It is to be expected that people will be financially better off in time to come
and will divert more and more to water borne traffic which will be faster and more comfortable. A
larger section of population will also avail of the recreational trips.

Inter-modal connectivity to public transport system or providing a dedicated land transport service will
give flip to this mode of transport. Though the scheme is economically, socially and environmentally
acceptable, the scheme may not be financial viable if it has to depend only on the income generated
from passenger tariff. For that matter some amount of commercial exploitation related to commuter
welfare may be considered. It has been observed that generally, urban transport systems are financially
viable only with active support of Government, in some suitable form.

74

The construction of a large offshore terminal, buildings and other facilities will need clearance from
MoEF and this aspect will need special attention.

The scheme can be implemented in phases depending on public response to this mode of transport and
as and when reliable trends emerge.

75

12. CASE STUDIES

1. The Harumi Terminal, with a vessel docked at right. The tower signals incoming ships about
harbor traffic conditions.

Project name: HARUMI PASSENGER SHIP TERMINAL

Water body:

TOKYO BAY INNER HARBOR

Size:

25,723 square metres.

Cost:

$103 million.

Completion date:

1991

Designers:

Minoru Takeyama Architect and U/A

76

Built in 1991 to handle growing passenger ship

traffic, the new Port of Tokyo Passenger Ship
Terminal is a triumphant beginning of a planned
transformation of the landfill precint known as
Harumi. This section of the Tokyo Harbor is
targeted to become an international of Offices and
Hotels.
A stunning yet practical six storey
structure, the Harumi terminal accomplishes
something rare for a transportation facility a
sense of romance. Located a short distance from
the heart of Tokyo (only three kilometers from the Ginza district) and accessible by bus and ferry, the
terminal is already a favourite spot for visitors of all ages.
Architect Minoru Takeyama explains that the intent was to create a waterfront park at the base of
the terminal. This has been done beautifully, using colourful tiles in a bold pattern, water. The new
Harumi Passenger Ship features and successfully incorporating an earlier adjoing. Terminal on Tokyo
Harbor the public park, a rare section of open space in the industrial Main vessel entrance is at left
Tokyo Harbor.

A front view from the Harbor shows the tiled pattern of the lower level plaza. A caf is located on the
first level. The new terminal is surrounded Cruise ships and commercial vessels Across the harbor is
downtown Tokyo An upper deck of the terminal features. An observation Platform and an elevator to
the fifth- floor restaurant, left.

77

The Harumi Terminal is completely open to the public. The ground-level deck has a caf, and the
upper levels contain the passenger waiting room, an observation deck at the third level, and the
restaurant on the fifth floor. The views from all the levels, which take in the entrance into the inner area
of Tokyo Harbor, are spectacular. Nearby is Rainbow Bridge, named for the multicoloured lights that
line it. distinctive feature of the terminal is an electric sign advising ships of the direction of traffic flow.
With its striking design, a white structural envelope with bright red accents capped by a pyramid
shape, the Harumi Passenger Ship Terminal is a new landmark for the changing Tokyo Harbor. It does
the job of loading passengers onto and off vessels efficiently, but is capable to accomplish much more as
well. It creates a welcoming public space in a harbor that traditionally has been allocated to industry,
fishing and flood protection. This is no longer its sole function, and the popularity of the Harumi
Terminal is evidence for residents and visitors that the initiative has been well worth the effort.

The East elevation shows the passenger vessel dock in the foreground.

78

The west elevation is the perspective as seen from the public park that

adjoins the Harumi

Terminal.

Entry points, the restaurant space inside the triangular roof, and the observation and gallery space above
it on the sixth level are visible in the section. A landscape public park near the terminal has been
incorporated into the scheme.
The interior of the fifth-floor restaurant, surrounded by tall windows on three sides, provides
excellent harbor views.

79

Sculpture in a reflecting pool outside the

building represent wind, water and fog and mirror
the forms of the terminal and traffic-signal tower.
An axonometric drawing of the six-level main
terminal structure, surrounding plazas and
observation decks.

2. Yokohama International Port Terminal

Yokohama, Japan
The port of Yokohama is located on the
northwestern edge of Tokyo Bay. Since the
piers original construction in 1894,
Oshanbashi Pier has contributed greatly to
the development of Yokohama as Japans
marine gateway to the world. Because of its
increasing age, reconstruction of the piers
foundation began in 1988. In 1994 the City of Yokohama held an international design competition for the
reconstruction of Osanbashi Pier won by the young London architectural firm of Foreign Office

80

Architects. Hired in the middle of Japans

economic slump the architects faced many
difficulties and near cancellation of the
project. Fortunately, the football World Cup
was to be held South Korea and Japan, with
the final game to be held in Yokohama. This
became motivation for the construction of
the project.
The new pier fits seamlessly with the new
waterfront development that has
transformed the area from dockyards and
heavy industry to parks and an entertainment
center. The artificial landscape is an
orthogonal continuation of Yokohamas
waterfront and Yamashita Park. The upper
level hovers on the horizon with a
continuous surface of grass and wooden walkways that peel up for entry to the ferry terminal, shops,
restaurants, conferences spaces, exhibition spaces and parking below. A series of ramps and sloped floors
create a continuous surface between levels that extends from exterior to interior and interior to exterior.
The brief of the Yokohama International Port Terminal asked for the articulation of a passenger cruise
terminal and a mix of civic facilities for the use of citizens in one building. The site had a pivotal role
along the city's water front that, if declared a public space, would present Yokohama City with a
continuous structure of open public spaces along the waterfront

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"the proposal for the project start by

declaring the site as an open public space
and proposes to have the roof of the
building as an open plaza, continuous with
the surface of Yamashita Park as well as
Akaranega Park.The project is then
generated from a circulation diagram that
aspires to eliminate the linear structure
characteristic of piers, and the directionality
of the circulation." FOA
The project starts with what the architects
have named as the "no-return pier", with the
ambition to structure the precinct of the pier
as a fluid, uninterrupted and multidirectional space, rather than a gateway to
flows of fixed orientation. A series of
programmatically specific interlocking circulation loops allow the architects to subvert the traditional
linear and branching structure characteristic of the building. Rather than developing the building as an
object or figure on the pier, the project is produced as an extension of the urban ground, constructed as a
systematic transformation of the lines of the circulation diagram into a folded and bifurcated surface.
These folds produce covered surfaces where the different parts of the program can be hosted.

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The relation between the skin and the areas

established by the structural folds of the
surface is one of the most important
arguments of the project in that the folded
ground distributes the loads through the
surfaces themselves, moving them
diagonally to the ground. This structure is
also especially adequate in coping with the
lateral forces generated by seismic
movements that affect the Japanese
topography.
The articulation of the circulation system
with the constructive system through this
folded organisation produced two distinct
spatial qualities; the continuity of the
exterior and the interior spaces and the
continuity between the different levels of
the building.

83

Photo: arcspace
The architects have used a very reduced palette of
materials and details in order to explore further
the continuity produced by the topography. Single
finishes extend on the upper or lower side of the
topography regardless of exterior or interior
condition.
Photo: arcspace
All secondary system that are applied to the steel
topography, mainly wood-deck flooring system,
glazing system and fencing/handrail system use a
single detail along the length of the building and
only vary to explore the geometrical variation
across spaces. The ambition was to construct
continuous but differentiated spaces along the
length of the pier.

84

Drawing courtesy FOA Site Plan

Drawing courtesy FOA

First Floor Plan

85

Drawing courtesy FOA

Second Floor Plan

Drawing courtesy FOA

Cross Section

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CASE STUDIES IN INDIA

1. New Ferry Wharf, Mumbai
LOCATION :
It lies in a commercial and industrial area, in the B ward,
between dockyard and sand thrust road stations. It was
designed by BPT civil engineers.

The Ferry Wharf terminal in Dockyard road can be

considered as one of the most important nodes of
transportation that can be looked into for future studies. It is one of the connecting points between the
island city and the mainland. The Ferry Wharf has connections to the Mahul village and the mainland
suburb of Uran. It may also be considered as the link between the urban and the rural. It is a location
that exhibits this dynamic dualism. It is a location that not only serves as the point of contact between
the so called rural and urban but also has a very diverse group of people that it actually serves. At this
location within the city, there is a very large population of the tribal and the rural community that comes
together to serve the purposes of the urban community. It is also unfair to say that the urban community
is solely urban and does not have shades of rural.
There are the fishermen at the commercial terminal of the wharf who have a very dual character. They
either travel for long distances to carry out their duties or they may live on the boats itself. There are
about five thousands fishing boats that are registered with the Ferry Wharf. But at one time you may not
be able to find more than a thousand in the surrounding water of the wharf. At the passenger terminal
you may also see the bus service that is deemed to be very efficient. This service carries middle class

87

people who travel from the mainland

everyday to be a part of their work lives.
They also go back the same way every
single day.
There is also a connection between the
commercial fishing terminal and the
transport terminal. Though these two may
seem to be unconnected, the women fisher
folk actually travel from the mainland as
their husbands arrive at the dock through the
passenger terminal of the Ferry Wharf. The
job of these women is to segregate the fish
and the selling of the fish. Though this
location is a good ex ample of blurring of a
certain categorization, another seems to be
taking prominence. This has been the trend over the many years that this place has existed. The two
communities that form the majority of the fisher folk are the Gujaratis and the Kolis. Most of the boats,
though owned by other people are actually operated only by members of these particular communities.
The Kolis are the traditional fisherman community that have resided in these areas before any form of
colonisation took place. This community exits even today and does so in its full strength. And even
though years have passed many of them still continue in the same profession.
Another interesting aspect of the Ferry Wharf is the very high range of population that it encounters on a
regular basis. At the commercial segment of the Ferry Wharf, every day, starting from 5 am in the

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morning, about twenty thousand people gather together. They gather in order to take part in the daily
trading that involves transactions of thousands of dollars. At the peak hours the density of people here
actually indicates the potential that this Ferry Wharf has. Also there is a very significant presence of the
informal sector here. The boundaries between the two are again very unclear . There are so many
activities that take place here and not everyone of them is deemed as formal. Yet each one of them is
necessary for the smooth functioning of the Ferry Wharf.

ADMINISTRATION :
The following bodies administer it
1. Bombay ferry service operators
2. Association maintaining share management
3. Home transport department

ACCESS:
1. The ferry wharf is accessed by several buses from
different parts of Bombay.
2. By train/ it is a short walk from dockyard road railway station or minimum fare by bus.
USERS:
The complex consisting of the Fish Jetty and the passenger terminal is primarily used by :
1. Fisher folk for loading and unloading of fish (for the wholesale market)
2. Workers in Bombay from Revas and vice-versa,
3. Drill practice by cadets from T.S. Rajendra
4. Tourists and visitors to Alibag

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SEA-CONDITIONS :
Tidail variations are semidiurnal, with an appreciable diurnal element.
The mean tide range is 1 2 at spring Normal maximum currents inside the harbour are 2-3 knots.

FACTS AND FIGURES :

* Caters to about 8 akh passengers annually from New Ferry
Wharf.
* The quayage has a length of about 340 metres. This has 3 berths (plus 3 other berths at princes
dock/ which are not in use presently).
* During peak hours, the frequency of launches is at 1/2 hourly intervals, while at non-peak hours it
is at hourly intervals.
* The fair season is between 1st Sept to 25th May.
* The travelling time to Revas is about 1 to 1 1/2 hours.
* Repairs are carried out at Darukhana.
* The launches are 15mx4mx2m deep and run on diesel. Each has a capacity of 100 passengers plus
luggage and diesel hold.
CRAFTS USED AT NEW FERRY WHARF:
Though the choice of the craft has been left to the operator, and it would vary with time and increased
demand, the facilities at the cross harbour terminal have been designed keeping in mind the design
parameters required for a GRIFFON 4000TD Hovercraft. This craft can carry a payload of 4000 kg. and
offers 40-50 standard passenger seats. The overall length of the craft is 18.00 M, while the overall width
is 6.68 M. The craft can travel at a maximum speed of 38 knots. Conventional crafts are also used and
are approximately 12.0 M, long and around 5.5.M. wide and travel at a speed of around 12 knots

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AREA STATEMENT :

1.

8 Booking Offices for launches

33.6 m2

2.

Offices for BPT Staff

16.65 m2

3.

Offices for assistant port officers

16.65 m2

4.

Kiosks/stalls

19.6m2

5.

Barber's shop

6.4 m2

6.

Toilets

74.4 m2

7.

Storeroom

115.0m2

8.

Electric Substations

18.0 m2

9.

4 diesel pumps

60.0 m2

10. Diesel/Petrol Plastic cans rack

7.5 m2

11. Space for landing outside booking

24.0 m2

12. Landing platforms

1122.0 m2

13. Bus stops, parking for cars, cycles etc.

1224.0 m2

14. Ferry terminal shed

1728.0 rn2

ANALYSIS:

No aesthetic consideration or location sensitivity has been applied in the design and construction.

There is no view of the sea from terminal building.

Booking counters are badly located near the entrance.

The maintenance room is neglected.

91

There are long queues at booking counters, resulting in crowding at the entrance

There is no purpose or direction in the central place

Presence of eateries in the center encourages loitering

The rear and is haardly used and is occupied by beggers.

On the approach way and cut-de-sac there is a clash between passengers, fisherfolk, trucks and

cyclists.

Insufficient parking space overall.

2. GATEWAY OF INDIA, MUMBAI

Built in the indo-saracenic style, the gateway of india is meant to commemorate the visit of King George
V and Queen Mary to bombay, prior to the darbar in Delhi in December 1911.
The gateway is traditionally the first thing visitors arriving boat would see of Mumbai.
LOCATION AND YEAR OF COMPLETION
South-East waterfront of Mumbai.
The construction was completed in 1924 and The Gateway opened on December 4,1924.
The Gateway Is built from yellow kharodi basault and reinforced concrete. The central dome is 48 feet
in diameter and 83 feet above ground at its highest point.
The cost of the construction was Rs. 21 lakhs, borne mainly by the government of India.
Railway Chhatrapati Shivaji Termilus- 15 mins
Churchgate Station- 15 mins
Road: Well connected by Taxi and Bus services.
Hotel Taj at west, Commercial surrounding

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THE PASSENGER TERMINAL

The passenger vessels catering to this terminal are launchers, private boats and yatches operated by the
yatch club. The monument has 5 gates serving as landings.
The gates are actually thick stone walls with step leading to the water
The floating platform was created at gate no 1, which served as landing for
hovercrafts.

ADVANTAGES

As the site comes under heritage structure, the surrounding are well maintained.

The gates work effectively in all water levels.

Due to the strategic location, local passengers and tourists traffic is in large numbers.

DISADVANTAGES

No infrastructure available to provide waiting facilities for passengers.

Stops leading to water are not safe for boarding and alighting

Security systems completely absent.

No centralized administration present

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13 SITE: Nariman Point

Nariman Point is Mumbai's premier business district and country's

first central business district. It was named after Khursheed Framji
Nariman, a Parsi visionary. The area is situated on land reclaimed
from the sea. It had the distinction of having the highest
commercial real estate rental space in the world in 1995 at $175 per
square foot ($1880/m). Nariman Point hit a new high as a flat sold for a record $8.62 million (USD) on
26 November 2007, at an astonishing $2488 ( 97,842) per square foot. According to the "Office Space
Across the World 2012" report by Cushman & Wakefield, Nariman point is the 15th most
expensive CBD in the world. The area is situated on the extreme southern tip of Marine Drive. It houses
some of India's premier business headquarters. Nariman point is the 25th most expensive office market
in the world.

Manhattan of Mumbai
Cuffe Parade and Backbay Reclamation as seen from Nariman Point
It is widely regarded as the 'Manhattan' of Mumbai and it boasts of a spectacular skyline and pricey
residential condos. It is also the main financial district of Mumbai and houses most of the financial
services and brokerage companiesboth Indian and international. It is also the location for the Vidhan
Bhavan which is the political headquarters of the state of Maharashtra

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Nariman Point

Location:

The southern tip of Marine Drive, South Mumbai

Famous For:

Being the chief business headquarters of India

Nearby Tourist Attractions: Marine Drive, Gateway of India, Churchgate

Easily accessible by bus, auto, taxi or local trains. The distance from the
How to Reach:

domestic airport is 25 km approximately. From the airport taxis, autos and

buses are easily available.

Nariman Point is the fourth most expensive office location in the

world. It is home to some of the biggest financial and business
establishments such as Air India, Central Bank of India, Indian
Express, State Bank of India, The Oberoi Hotel and so on.
Situated on the extreme southern gradient of Marine Drive, It is
one of the posh locations in Mumbai. The vivacious city of Mumbai proudly boasts of this place as a
main tourist attraction. Even more eye-catching is the breathtaking view of Arabian Sea, which is the
highlight of Nariman Point that attracts tourists from all over the country and also the world. Moreover,
the nightlife in Nariman Point is quite lively because of the presence of extraordinary star hotels, pubs
and lounge bars. Read on to learn about the beginning and history of Nariman Point.

History
Till 1940, Nariman Point was a part of the Arabian Sea. Khursheed Framji Nariman was the one to
propose the idea of converting the place into a business platform by reclaiming some part of the land.

98

Khursheed Nariman, who was fondly called Veer Nariman, was an active Congress leader and served as
a corporator to the Bombay Municipal Corporation. He suggested retrieving the area near Churchgate
and in order to undertake this task, garbage from all parts of Mumbai (then Bombay) was dumped to fill
the shallow sea coast. Concrete cement along with imported steel was used to construct this place. Then,
the total cost was anticipated to be Rs.3 lakhs, which now would have cost Rs.10 crore. More
reinforcement works were carried out later.

Present Day Nariman Point

As already mentioned above, Nariman Point today is a premium business hub with some internationally
renowned business, financial and industrial houses. Strewn with many skyscrapers, Nariman Point gives
a stunning impression of Manhattan and therefore, had been designated as the 'Manhattan of Mumbai'.
All the major banks and their headquarters are located in this area. Also, it houses some major airline
offices. One can find several extortionate residential condos, Mittal Towers, Birla Bhavan and Vidhya
Bhavan, the political head office of the State of Maharashtra. Ever since it was built, Nariman Point has
been eyed by investors and industrialists to have their offices set up there. Today, this place brags of the
remarkable skyline, pricy residential apartments, big industrial houses and classy hotels.

Following are some popular business institutions located in Nariman Point:

Central Bank of India

Mittal Towers, Air India

The Royal Bank of Scotland

Accenture Management Consulting

Headquarters of Bank of India

99

M
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British Consulate and British Library

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NATIONAL CENTRE
PROPOSED
FOR PERFORMING ARTS SITE
(AREA-40000Sqm)

DESCRIPTION OF THE PROJECT AT NARIMAN

POINT SITE
The project envisages the development of both
offshore and onshore facilities. The infrastructure
development on shore facilities proposed is terminal building and access roads. The amenities

100

proposed in the terminal building are ticket counters, arrival and departure lounge, office for ferry
operators, security booths, traffic control room, restaurants, rest rooms, book stalls, telephone booths,
ATMs and first aid facilities.
The plot area for Nariman point is 40,000 sq. m. with min. BUA of 4000 sq.m. The
berthing facilities provided for this project 6 catamaran & 4 Hoverport. The terminal area is
100% on water. The area is upto 1, 60,000 cum need to dredge. The Breakwater 250m long
on south and 300m long on north of back bay entrance.
At the Nariman point location during phase I 4 berths are provided & in phase II 2 berths are
provided. For Master plan period (2055) total 10 no. of berths are provided.

BASELINE ENVIRONMENTAL STATUS

In order to assess the existing environmental status in the project area, primary and secondary data on
various environmental attributes viz. air quality; noise levels, water quality, soil, ecology, land use etc.
have been collected.

7.1 Study Locations

The study location is Nariman Point (Near State Bank of India). It is one of the busiest area in Mumbai
with many government and corporate offices, business housed, some of the prestigious hotels and sky
scrapers.

7.2 Air Quality

The baseline Ambient Air Quality data of the region has also been obtained. Air quality monitoring was
carried out at Nariman point for the proposed project area in winter season. The SPM and RSPM values

101

did not vary through the project as all the locations are prone to vehicular congestion. The PM2.5, PM
10, SOx, NOx and CO values are much below the permissible limits. The other parameters such as
Lead, ozone, Ni, As, benzene & Benzo (a) pyrene are below permissible limit. The construction of the
passenger water transport will reduce the vehicular congestion on the roads. Thereby the air quality will
not be affected but will improve due to reduced vehicular movements.

7.3 Water Quality

The main drinking water source in the study area is provided through Brihanmumbai Mahanagar Palika
(BMC) water supply system. The marine water quality along this coast is studied as these regions are
characterized by the presence of residential population along the coast. The shores are common and
famous places of tourist attraction in the city. The physico- chemical and biological characteristics of the
sea water along the route have been studies. The development of the water transport system will not
have any adverse effect on the quality of the coastal sea water as the proper pollution control measures
will be adopted to maintain water quality.

7.4 Noise Quality

Noise quality analyzed in the study area; it was observed that the noise levels were near the CPCB
limits. This is due to the increase in the vehicular traffic along the route. Proposed project of west coast
passenger water transport system during operation phase will provide better option to the travelers. It
will reduce the time for travelling & also provide safe & Fine Envirotech Engineers affordable mode of
transport. This will definitely help to reduce the current noise level through diversion of traffic along the
west coast PWT.

102

It is envisage that there will be a slight increase in existing baseline noise level during construction
period. But by adopting proper measures and care it can be mitigated to acceptable levels.

8 COMPONENTS OF THE PROJECT

8.1 Water Supply
Water Requirement: The water requirement during construction phase will be 100 m3 /day for
construction purpose and 10 m3/day for domestic purpose. The domestic waste water generated during
construction phase shall be treated in septic tank system. During Operation Phase 10 m3/day water will
be required for the proposed development for domestic purpose. The sewage generated will be treated in
an onsite Compact sewage treatment plant (STP) of 10 m3/day. The water supply for domestic purpose
will be from the local municipal supply. Tanker water will also be made available as and where
required.

8.2 Electric Supply

The source of power supply at Nariman Point shall be through BEST.

8.3 Fire Fighting Equipment

The following have been considered to provide fire fighting system at all the five proposed terminals.
Hydrant system
Sprinkler system
Pump room (Main pump and Booster pump)
Portable Extinguisher

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8.4 Drainage & Sewerage

An adequate drainage system and drainage plan as per the slope has been sketched out for the terminals.
The drainage pipeline shall be fitted with oil & grease traps so as to remove any oily material from the
run-off water.

8.5 Solid Waste

The construction waste generated during construction phase will be reused for leveling of the site at
terminals. Approximately 20 kg/day of Municipal solid waste will be generated during operation phase
which will be segregated onsite and handed to local municipal authority. Fine Envirotech Engineers

8.6 Manpower Requirement

During the construction phase about 50 construction laborers shall be required on each location. During
the operational phase about 75 persons would be employed. These would include crew on the craft as
well as people working in the ticket counter, cafeteria, and others.

8.7 MITIGATION MEASURE PLAN

In the proposed project area the studies has been carried out for analysis of air, noise, water & waste
generation during construction phase& operation phase. Based on that some mitigation measures are
suggested to avoid any impact on surrounding environment of the project.

8.8 Air Quality

New and properly maintained construction equipments shall be utilized
Regular maintenance of machineries and equipments shall be carried out

104

 Asphalt and hot-mix plants will not be at site

Fugitive dust entrainment will be controlled by sprinkling water
Proper green belt area will be developed for trapping fugitive emissions
Transportation vehicles will be covered to avoid dust emission
Trucks carrying soil, sand or stone will be covered with traps to avoid spilling
and blowing by wind from site of construction

8.9 Noise
All construction equipment will be duly lubricated and maintained in good working
condition.
Stationery construction equipments will be placed away from habitation
Personal Protective Equipments (PPE) for workers. Workers exposed to high noise
level should user ear plugs.
Regulation of timings of construction work generating noise pollution near the
nursing home and residential areas
Scheduling of project activities will be adopted
Noise barriers in terms of thick vegetation cover wherever required will be used for
attenuation of noise.
Signboards will be put so as to avoid unusual use of horns and also for avoiding idling
noise.
Continuous Noise monitoring will be carried out during operational phase to collect
comparative data.

105

8.10 Solid Waste

The construction debris generated will be disposed off immediately on same day
without storing at site.
This will avoid chellate formation or spreading it in the nearby area.
It will be disposed off in MCGM approved sites in and around city.
Prior approval of these sites will be obtained.

Any developmental project would have its own impacts on various parameters. These
impacts, besides moderate on environment during construction phase, may also have
sustainable positive impacts. The said project certainly has maximum positive impacts on Fine
Envirotech Engineers socio-economy as well as environmental factors. The social impact will include
additional employment, ancillary industry where as reduction or conservation in fuel will boost up the
economy. This project will also enhance environmental measures in the area and there will be increase
in aesthetic look of the project area.

12 COST OF THE PROJECT

The estimated cost of the total project is Rs 252.07 Crores.

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14. BIBLIOGRAPHY

http://www.bandraworlisealink.rnm

http://www.msrdc.ore/

http://www.wikimaDia.com/

http://www.wikipedia.com/

http://mumbaiport.eov.in/

http://www.siferry.com/

http://www.architen.com/

Zaha Hadid Architects

Norman Foster and Partners

City Transformed

A+D- Mass Rapid Transit System

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110