passenger cruise terminal at goa

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PASSENGER CRUISE TERMINAL

at Baina Bay ,

Goa

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C E R T I F I C A T E

This is to certify that the following study on “PASSENGER SHIP

TERMINAL ( Cruise Terminal)”at Goa

Is a bonafide work of SAMSON V. GOMES, carried under my

guidance.

JAL ARIA Professor In-charge

3 | P a g e

ACKNOWLEDGEMENTS

I acknowledge with gratitude the guidance, creativity, criticism, endued

encouragement, advice and continued interest shown throughout this

project by my Thesis Guide Prof. Jal Aria, without whose help, the study

would not have been successful.

Special thanks are due to Mr. PANJAWANI , Chief Navigator of

Marmagoa Port Trust, and the employees who helped in site searching and

Mr. ELVIS GOMES the captain of “Captain of Ports Jetty”.

My heart full thanks to my friends and well- wishers, all my classmates ,

and school mates who helped increase my motivity.

My all thanks to Tammy, Larisa and their Mom Riza for my continous

help in Goa.

My thanks to GOVERNMENT OF GOA ( DEPARTMENT OF

TOURISM) for the information on the GOA tourism analysis.

Last but not the Least , I am highly indebted to my parents for their

constant support, appreciation and timely help without which the study

would not have been successful.

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INDEX

1. Introduction to Goa

2. General information & Transport

3. History and Climate of Goa

4. Types of Transport & PASSENGER WATER TRANSPORT AT GOA

(VASCO).

5. Why Goa and Why Vasco

• Strengths

• Trends and Forecasts of Tourist Traffic

• World Tourism

• Indian Scenario

• International And Domestic Tourists

6. Existing Terminal & Aims and Objectives

7. Travel demand modeling for Vasco Cruise Terminal

8. Types of Ports, Eight Plan

9. Inland water transport in India By Cdr R.M. Nair

10. National Transport Policy Committee (NTPC) report (1980)

11. GOA map ..VASCO with respect to heart of city

12. Considerations of three proposals of the port

13. Statistics of all the vessels (CRUISE LINERS) which came to goa in the past

14. Comparision of all the 5 PORTS having cruise ship Ports

15. CASE STUDIES.

• Harumi Passenger Ship Terminal.

• The New York City Passenger Ship Terminal.

• BPX Bombay Cruise Terminal.

16. Materials.

17. Landscaping.

18. Environmental and Economic appraisal.

19. General Design Principles.

20. Dredging.

21. DESIGN REQUIREMENTS

22. Terminal and offshore Facilities.

23. DESIGN CONCEPT and typical terminal photos.

24. Structural and Roofing System.

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INTRODUCTION

GEOGRAPHY.

Goa occupies a narrow strip of the Western Indian Coastline. It is approximately 105 kms. Long & 65 kms. Wide, with a total area of 3702 sq.kms. the boundaries of Goa are well defined . In the

North, It is surrounded by the Sindhu Durg district of Maharashtra state & in the west by Arabian

Sea. In the East and South it is surrounded by Belgaum & Karwar districts of Karnataka State.

The state is situated on the slope of Western Ghats and is in heavy rainfall zone, having an

average rainfall of 3200 mm per annum. The climate is temperate with temperatures ranging from

15.7C to 35.6C.

The state of Goa is intersected by an extensive network of waterways, important among them

being Terekhol, Mandovi, Zuari & Talpona rivers. All these rivers are navigable and as such are

very vital for the development activities of the state.

Administratively Goa has been organized into two districts namely (1) North goa comprising

6 talukas with an area of 1736 sq.kms. and (2) South Goa having 5 talukas covering an area of 1966

sq.kms. no. of inhabitated villages are 374, which have been grouped into 183 village panchayat. As

per 1991 census, there are 31 towns, of which 13 are municipaltiesand 18 are census towns.

In terms of Topography, Goa falls into three district areas (1) Western Ghats, (2) The

midland region and, (3) The coastal region.

Western Ghats

In the east of the state lie the foothills and some of the peaks of the Sahayadri ranges of Western

Ghats. Some of the main peaks are Sonsagad (1166m); Catlanchimauli(1107m); Vaguerim(1067m)

and Morlemchogad(1036m). Another high point, Dudhsagar, is the site of waterfall. The eastern

talukas of Goa are relatively an developed but are vital for Goan environment, because all the rivers

of Goa originate from the hills in them. These sahayadri ranges are also responsible for high annual

rainfalland are rich in Flora & Fauna.

Midland Region

Between the Western Ghats and the coastal area lies the second area aptly known as midland region.

This is Goa’s hinterland. It is mostly made up of plateaus between 30m and 100m elevation. In some

areas they extend upto coastline itself. Almost all have been used for fortresses. In this region, spice,

fruit and areca nut plantations have been established. The terraced orchards are made up of coconut

palms, areca, jackfruit, pineapples and mangoes. In the fields below, rice paddy is cultivated.

Coastal Region

Though coastal region is very small portion of total area of the state , it is best known to the tourists

coming to Goa. The tidal stretches of rivers- sometimes even upto 40 kms. Inside, have mangroves

that provide habitat for birds and marine animals. Further, the low-lying areas, known as Khazans,

are reclaimed by building embankments. These help in fish farming and making of salt.

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GENERAL INFORMATION

Area 3702 sq.kms

Population 1,343,998 (2001 census)

Languages Kongani, Portuguese, Marathi, Hindi & English.

Climate Summer – March to June(24 C – 32.7 C ).

Winter --November to February(21.3 C – 32.2 C)

Monsoon- June to September ( Rainfall = 320 cm)

Altitude Sea level to 1022 metres.

Location Between latitude 15 48’00”&

14 53’ 54” and Longitudes

74 20’ 13” E & 73 40’ 33” E.

Religion Christianity, Hindu, Islamic

TRANSPORT & COMMUNICATION

• Air Transport Facilities: Goa has one airport at Dabolim, 3 km from the city of Vasco-da-gama and 29 kms from

Panaji. The airport is under the cover of Indian Navy and operates as civil airport only for a few

hours during the daytime.

Among International flights, Air India operates a flight via Bombay to Europe twice a week.

Indian Airlines operates a bi-weekly flight from Chennai via Trichy and Goa to Sharjah and Quait.

Apart from the above, charter flights which mostly originates from Europe, are allowed to directly

land as Goa only on three days a week.

Domestic flights, Indian Airlines, Jet Airways, Sahara and Gujarat Airways operate flights

from Mumbai, Delhi, Chennai and Kochi (via Bangalore), Pune and Agatti (Lakshadweep).

The charter flights originate normally from England, Germany Switzerland, Holland. Some

of the frequent charter services are operated by Monarch Airlines, Air Holland, LTU Airways,

Brittannia Airways, Caledomain Airways, Fin Air, Maersk Air, TEA Cross Air, etc.

• Water Transport Facilities: Goa as a major port at Mormugao, It is almost entirely for Cargo movement and does not

play any significant role as a gateway for tourists. A luxury Catarman service is operational between

Mumbai and Panjim, except on monsoons.

• Rail Transport Facilities: Goa has developed excellent rail linkages with the rest of the country. The distance of the

railhead at Margoa to some of the major cities are:

Bangalore - 672 km.

Chennai - 1045 km.

Delhi - 2170 km.

Mangalore - 450 km.

Mumbai - 771 km.

Pune - 579 km.

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• Road Transport Facilities: Kadamba bus service mainly operates in the Goa, It accounts for entire bus transportation in

Goa. Though the intra state services of KTC ( Kadamba Transport Corporation) the inter

state services cater almost excessively to the tourist population. The Corporation has a fleet

strength of 331 buses, operates services within Goa state as well from places like Mumbai,

Bangalore ,etc. A large number of private tour operators also run bus services from

Maharashtra, Karnataka, etc to Goa.

BOMBAY: The capital of Maharashtra, The economical hub of India, of the major metros Mumbai,

Delhi, Calcutta Mumbai lies at the natural harbour bay . thus coastal shipping can be in a great

demand. Mumbai has developed their coastal region for inbound water traffic or passenger & also

cargo ships. Passenger cruise lines come at BPX Bombay Port Trust cruise terminal& Domestic

ships come at Gateway of India& Bhaucha Dhakka. Both these are free port for inbound domestic

traffic (passengers).

GOA: The hub of India and World as a Tourist spot. People over all world and also over all India

visit Goa for leisure.Goa has a very long coastline of 105 km palm fringed. All beaches , unbroken

for several kilometers, have fine stretches of sand. There are a total 34 important beaches.It has one

major Port which caters to passenger and cargo .It caters to international tourist passengers. Goa also

has small port at Panaji which caters to domestic tourist traffic.

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HISTORY OF GOA

Goa came under various rulers including the Satavahanas, the Chalukyas and the Kadambas. The

Kadambas built their capital at Old Goa, just 9 km off Panaji, in the 11th century. The Muslims took

over Goa in the 14th century, only to lose it to the Vijayanagaris. Finally, the Adil Shahis of Bijapur

made Old Goa their second capital and built a palace at Panaji. When Goa came under the

Portuguese in the 16th century, this palace was taken over as the Viceroy’s official residence. They

made Panaji the capital in 1843 after the collapse of Old Goa. Panaji, “the land that never floods,”

was now renamed Panjim by the Portuguese and it was also referred to as New Goa.

CLIMATE OF GOA

Goa has an equable climate with not much variation in the average minimum and maximum

temperatures. During the summer (April to June) the minimum is 26°C and the maximum is 34°C.

The monsoon (July to October, 225 to 300 cm) brings temperatures down marginally so that the

minimum is 24°C and the maximum is 31°C. In winter from Nov to March the minimum is 21°C,

while the maximum is 32°C.

The town itself is laid out in a criss-cross grid fashion, being built around the Church Square or

Municipal Gardens, as the park is called. The Secretariat, housed in the Adil Shahi palace, lies to the

north of Church Square. Panjim’s Portuguese Quarter, Fontainhas and the suburb of Pato, overlook

the Qurem Creek, while Sao Tome, the other Old Quarter, lies to the north of Fontainhas.

A large bridge spans the Mandovi estuary to the north, while the NH-7 heads off the south,

connecting Panaji to the airport and to the rail station at Vasco da Gama.

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PASSENGER WATER TRANSPORT AT GOA (VASCO)

Passenger Ships are used to move passengers from one state to another . Cruise lines are used for

movement of passengers.

TYPES OF TRANSPORT

There are three major modes of transport Roads, Railways & Airways. All these are used for

movement of passengers from station to station, to outstation, one to another state, country to

another country. Waterways is also another mode of transport. Cruise lines used for transport of

International tourists( from one country to another country). Cargo is also passed through ships for

the least cost of transport. Domestic transport of passengers by waterways is now been started in

India. The coastal region of India consisting of Gujarat, Maharashtra, Goa, Tamilnadu, Kerala,

Calcutta etc, has a very good capacity of developing a good water terminals for inland domestic

water transport system. Thus this will lessen the traffic catered by railways. The coastal states:

Several alternatives were examined for the terminal layout for Vasco with different

plans. The recommended layout is based on optimum circulation, good level of service

and cost considerations besides environmental/aesthetical considerations. The facilities include the

following:

1. Terminal building

2. Administrative Building

3. Link Span

4. Quay wall

5. Car park, taxi park and public transport parking

6. Maintenance work shop

7. Internal roads

8. Fuel Station

The terminal building includes the following facilities:

1. Departure hall for Cruise ships

2. Departure hold for Cruise ships

3. Arrival hall for for Cruise ships

4. Security check

5. Circulation, kiosks, toilets, offices, stores.

6. Restaurants

7. Crew room

8. Office room

9. Duty free shops.

10. Medical care (First aid)

11. Child care

12.Postal services.

13. Communication Area, (Phone , Internet connection,etc).

14. Check- in offices

15 Visitors Lounge.

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16 Baggage handling for Arrival passengers

17 Baggage handling for Departure passengers

18. Customs and Immigration clearance area.

19 Security area at the entrance

20. check –in for the vehicles parking.

The Administrative building consists of the following facilities.

1. Fire fighting office with equipment and staff.

2. General meeting room

3. Police office room

4. Fuel maintaining room

5. Reception Area

6. Technical officers , with Chief technical officer

7. Security chief office

8. Duty officer

9. Waiting area

10. Life guard with staff and equipment

11. Maintenance officer

12. Ship companies offices

13. Salary administration

14. Cash flow analysis

15. Insurance and Taxation

16. Salary Administration

17. TERMINAL MANAGER with secretary.

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Why GOA & Why VASCO Tourists Traffic in GOA

Strengths

Goa has a rich inventory of World class tourism resources, both natural as well as manmade, they

include:

Picturesque landscape, beautiful mountains (the Western Ghats ) and serene rivers like the Mandovi,

Zuari, etc.

105 km of palm-fringed shoreline with fabulous beaches.

Luxuriant greenery dotted with beautiful villages.

Wildlife sanctuaries at Bondla, Mollem, Cotigao in the Ghat region and Sal;im Ali Bird Sanctuary at

Chorao Island.

Tranquil Lake at Mayem and breath-taking waterfalls and Dudhsagar.

Heritage monuments- many Churches reflecting Baroque or traditional Portuguese style of

architecture with exquisite interiors;

Temples and mosques which are thronged by thousands of devotees every year-great potential for

religious tourism.

7. Rich cultural heritage- Celebration of various Hindu and Christian festivals through fairs,

dances, fun and frolic, a mix of Konkani and Portuguese traditions- enjoyed by residents and tourists

alike.

8. Warm, hospitable, peace-loving nature of the ethnic Goan people, high level of literacy and

working knowledge of English.

9. Pleasant climate for most part of the year, ranging from 24c- 35c in summer and 21c-32c in

winter-plenty of warm sunshine which attracts lakhs of foreign tourists.

10.Accessibility by all modes of transport:

By air directly from Delhi, Mumbai, Chennai, Bangalore, Pune ,Cochin, Agathi, Sharjah & Kuwait

apart from direct chartered flights from Europe.

By rail from anywhere in India by Konkan railway via Mumbai,Mangalore and South Central

Railway via Londa/Castle rock.

By Road from Mumbai, Pune, Bangalore and other important cities in the states of Maharashtra,

Karnataka, Kerala, etc.

By sea- Luxury Catamaran service from Mumbai except during monsoons.

11. Fairy developed tourism related and supportive industries:

Reasonably developed hotel industry and inexpensive, popular paying guest accommodation

systems.

Acceptable levels of local public transport facilities.

Decent network of financial services.

Large number of rural and handicrafts/cottage industrial units, cashew processing units, etc.

12. Some of the new policies of the government of India are oriented towards giving a thrust to the

tourism sector and are applicable in Goa as well.

Export house status granted to specified units with easier criteria.

Tourism export promotion council established with the objective of marketing India as a vital tourist

destination within ten years and act as a single window clearance facility for approval of all export

related requirements.

Opportunities

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Goa has enormous potential for development of new product ideas , some of which are the latest

craze in the western world today.

Heritage Tourism.

The state has an abundance of old mansions , palaces, several forts, which can be suitably renovated

and opened up for tourism.

2. Health Tourism.

Western tourists has great regard for the ancient Indian practices of treatment

and Goa can capitalize on the same by opening health parlours similar to those in Kerala.

3. Educational Tourism

The state has an already established base of a reputed university – medical,

engineering and law colleges, institutes of management, catering technology hotel management, etc.

Development of residential public schools, professional institutes and specialized research centres

like the National Institute of Oceanography, can open up a new area of educational tourism to attract

students not only from all over the country but from various parts of the world as well. This would

also stimulate substantial visits by the family members of students, teachers, researchers, etc to Goa.

4. Business Tourism

Goa is already an established centre for conferences and conventions for

domestic and multi-national companies. The state has also hosted major political conventions like

the commonwealth Heads of Government meeting in 1983. the State can serve as a major

destination for conventions, conferences, industrial trade fairs, etc provided such centres with

residential facilities , exhibitions grounds, dte are created.

5. Entertainment Tourism

Tourism activity in the state of Goa thrives mainly on the natural tourism resources

like beaches and few architectural marvels.One of the features of modern tourism , completely

absent in Goa, is entertainment complexes such as amusement parks, water parks cable car rides ,

aquariums, casinos, sound and light shows, etc. These features are highly popular in the west as well

as in India, wherever available. These features have a great potential in Goa as they will introduce a

variety of recreational facilities to tourists.

6. Cultural Tourism

The Carnival in Goa is one of the unique festivals in the world, attracting

lakhs of domestic and International tourists, every year. Apart from the above, religious festivals like

Shigmotsav, feast of St Francis Xavier, etc are also very popular with the residents as well as

domestic tourists. The food and the cultural festival exhibiting the culinary delights and ethnic

tradition, is another popular festival which if properly marketed ( in India and abroad) can give a

major boost to tourism in Goa.

TREND AND FORECASTS OF TOURIST TRAFFIC

The Global scenario

At global level, tourism has emerged as one of the major economic activities today. In 1995, the

World Tourist arrival were about 567.4 million of which Europe’s share wa

by America with 20 % . The share of South Asian region was an abysmally low 0.8 %.

WORLD TOURISTS ARRIVALS IN 1995.

Region No. of Tourists ( in Million)

Europe

America

East Asia & Pacific

Africa

Middle East

South Asia

World Total

Share of India

The World Tourism Organisation ( W.T.O.) in its forecast World tourism “Tourism

has estimated 692 million tourist in the year 2000; more than one billion in 2010 and around 1.6

billion in 2020.

According to WTO estimates, Europe will continue to remain the most popular tourist destination

with about 717 million tourist estimated for the year 2020. Eas

America by 2010 to become the second most visited destination. International tourists arrival in

South Asia is expected at 19 million in 2020, which is almost 5 times that of 1995, but still quite low

as compared to other destinations.

India is expected to fuel 4.5 times growth in international tourist arrivals, more than half of the total

arrivals in South Asia.

59.4


World Tourist arrival were about 567.4 million of which Europe’s share was almost 60 % , followed


WORLD TOURISTS ARRIVALS IN 1995.

No. of Tourists ( in Million) Percentage Share

337.2 59.4

111.9 19.7

84.0 14.8

18.8 3.3

11.1 2.0

4.4 0.8

567.4 100.0

2.1 0.4

The World Tourism Organisation ( W.T.O.) in its forecast World tourism “Tourism

million tourist in the year 2000; more than one billion in 2010 and around 1.6


with about 717 million tourist estimated for the year 2020. East Asia and Pacific region will surpass




14.8

19.7

59.4

3.3 0.82.0

13 | P a g e


s almost 60 % , followed


Percentage Share

The World Tourism Organisation ( W.T.O.) in its forecast World tourism “Tourism -2020 Vision”

million tourist in the year 2000; more than one billion in 2010 and around 1.6


t Asia and Pacific region will surpass




East asia & Pacific

America

Eurpoe

Africa

Middle East

South Asia

14 | P a g e

THE INDIAN SCENARIO

International Tourists In India

1) Past Trend

The Eight Five Year Plan of the Government of India had envisaged a growth target of 9% per

annum in international tourist arrivals during the Plan period. The actual figures however fell short

substantially due to various socio-political unrest across the globe and in the country as well and

registered an average annual growth rate of 6% only.

International Tourists Arrivals in India

Year Targets ( in million) Actual ( in milliom) % Variation

1991 1.68 1.68 --

1992 1.83 1.87 +0.01

1993 1.99 1.76 -11.56

1994 2.17 1.89 -12.90

1995 2.36 2.12 -10.17

Years

2) Forecast

The past trend in tourist arrivals from all the major countries and regions, since 1972, was analysed

by the Working Group on Tourism for the Ninth Plan (1997-2002) by using linear and exponential

regression models with the help of National Informatics Centre. The exponential mode has been

found to be most appropriate than the linear model in the case of several countries . Based on this

0.0

0.5

1.0

1.5

2.0

2.5

1990.5 1991 1991.5 1992 1992.5 1993 1993.5 1994 1994.5 1995 1995.5

International Tourist Arrivals in India( in millions)

Actual

Targets

15 | P a g e

model, the aggregate forecast of international tourist arrivals to India ( using exponential model).

According to said forecasts, the average annual rate of growth during the Ninth Plan Period is 6.4 %.

It confirms to the WTO projections for the South Asia region.

Forecast for International Tourist Arrivals by using Exponential Model

Year Tourist Visits( in million) % change

1996 2.26 --

1997 2.40 6.2

1998 2.55 6.4

1999 2.71 6.3

2000 2.89 6.6

2001 3.08 6.6

3) Modified Growth Forecast

The forecast given in the table are based on past trends and do not take into account the changes

which have been taking place and various contributory factors, which include the following:

• The process of economic liberalization and globalization initiated since july, 1991 and the

consequent increases in foreign investment in the tourism sector.

• The changes that are taking place in the air transportation industry including liberal policy on

bilateral agreements liberalized charter policy , privatization of airports and air services etc.

• Greater momentum in the domestic investment in tourism infrastructure.

• Greater awareness on the part of State/Union Territory Governments about the economic

benefits of tourism and

• Overall developments in the basic infrastructural sectors like airports, air and rail services,

special roads and road transport system, telecommunication facilities, power, etc.

In view of the above factors , the Working Group on Tourism for the Ninth Plan has assumed a

growth forecast of 8% per annum is given:

Forecast of International Tourist Arrivals Based on Modified Growth Rate of 8% per

annum

Year Tourist Arrivals(Thousands)

1996 2289

1997 2472

1998 2670

1999 2884

2000 3114

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2001 3363

2002 3632

2003 3922

2004 4236

2005 4575

2006 4940

2007 5336

2008 5762

2009 6224

2010 6722

2011 7259

2012 7840

2013 8467

2014 9144

2015 9876

2016 10655

2017 11578

2018 12440

2019 13435

2020 14510

4) Purpose of Visit

According to estimates of the Deptt. Of Tourism , Government of India, 89% of the tourists visit

India for holiday and sight-seeing, followed by 7.3% for business while the rest comprise of people

visiting for Conference, Education, Visiting friends7 relatives, etc.

Foreign Tourists in India- Purpose of Visit

0

20

40

60

80

100

120

1991 1992

Tourists(in millions)

Domestic Tourists

1) Past Trend

The main stay of Indian Tourism is domestic tourists. Travel for Trade, or for p

an integral part of Indian society since ancient times. The economic growth achieved by the country

since independence and the emergence of the large urban middle class with disposal incomes have

resulted in the growth of domestic touris

domestic tourists visits during 1991-

appeared to be much brighter with an average annual growth rate of 12.9% during the aforesaid

period.

Dom

Year

1991

1992

1993

1994

1995

Holiday

1993 1994 1995

Tourists(in millions)

The main stay of Indian Tourism is domestic tourists. Travel for Trade, or for pilgrimage has been



resulted in the growth of domestic tourism for holiday and sight seeing in the recent past. The

-1995 is shown in the table. The domestic tourism scenario


Domestic Tourists- 8th

Plan Period

Tourist Visits (in million) % change

66.44

81.46 22.6

86.64 6.4

100.04 15.4

108.04 8.0

89%

7% 4%

Holiday Business Others

17 | P a g e

ilgrimage has been



m for holiday and sight seeing in the recent past. The

1995 is shown in the table. The domestic tourism scenario


% change

--

22.6

6.4

15.4

8.0

18 | P a g e

2)Forecast

Based on econometric models and taking into account the present day scenario, the working group

on tourism for the Ninth Plan has projected that domestic tourist visits would grow at an annual rate

of growth of about 9.5% as per table

Forecast of Domestic Tourist Visits

Year Tourist Arrivals( Thousands)

1996 120000

1997 131400

1998 143883

1999 157552

2000 172519

2001 188908

2002 206854

2003 226505

2004 248023

2005 271585

2006 297385

2007 323636

2008 356572

2009 390446

2010 427538

2011 468154

2012 512628

2013 561327

2014 614653

2015 673045

2016 736984

2017 806997

2018 883662

2019 967610

2020 1059532

REGIONAL SCENARIO-GOA

Foreign Tourist to Goa

Goa has been one of the major tourist destinations in India for Foreign visitors

11% of the total foreigners visiting the country as is visible

Year Foreign visitors to

India

(million)

1991 1.68

1992 1.87

1993 1.76

1994 1.89

1995 2.12

1996 2.26(p)

1997 2.40(p)

1998 2.55(p)

1999 2.37(actual)

Share of Foreign Tourists in India Visiting

Visiting

Goa in 1991

During the years from 1990 to 1998, the share of foreign tourists as share of total tourists visiting

Goa has considerably increased from 11.83% in 1990 to 22.39% in 1998 as shown in the table. This

is significantly higher than the normal trend of about 3.

India.

95%

5%

Rest of India Goa

88%

12%

Rest of India Goa

GOA

Goa has been one of the major tourist destinations in India for Foreign visitors. Its share is around

the country as is visible

Foreign Tourists to Goa

Foreign visitors to

India

(million)

Foreign visitors to

Goa

(million)

1.68 0.078

1.87 0.120

1.76 0.170

1.89 0.210

2.12 0.230

2.26(p) 0.240

2.40(p) 0.260

2.55(p) 0.280

2.37(actual) 0.280

Share of Foreign Tourists in India Visiting Share of Foreign Tourists in India

Goa in 1991



is significantly higher than the normal trend of about 3.37% (1997) of foreign tourists observed in

19 | P a g e

. Its share is around

%

4.64

6.42

9.66

11.11

10.85

10.62

10.83

10.98

11.81

Share of Foreign Tourists in India



37% (1997) of foreign tourists observed in

20 | P a g e

Percentage Distribution of Foreign and Domestic tourists visiting Goa

Year % of Foreign Tourists

1990 11.83

1991 9.37

1992 13.55

1993 17.60

1994 19.83

1995 20.69

1996 21.06

1997 21.97

1998 22.39

The arrival of Foreign tourists to Goa by charter flights has increased rapidly from a mere 3568

people in 1985-86 to almost 90,000 in 1997-98, as depicted in the table

Arrival of Foreign Tourists by Charter Flights to Goa

Year No. of Flights Tourists

1985-86 24 3568

1986-87 26 4401

1987-88 25 5419

1988-89 83 9705

1989-90 107 9266

1990-91 41 5815

1991-92 121 17102

1992-93 259 39871

1993-94 299 58369

1994-95 313 59881

1995-96 337 75694

1996-97 282 73172

1997-98 340 88817

0

50

100

150

200

250

300

350

400

1985 1986 1987 1988 1989

98.86

Domestic Tourist to Goa

As regards domestic tourists, the share of Goa is less than 1% of the tota domestic tourist visits in the

country. Further more, as evidenced in the table. The share of Goa has steadily declined over the

years.

Year Domestic visitors in

India (million)

1991 66.44

1992 81.46

1993 86.64

1994 100.04

1995 108.04

1996 120.00(p)

1997 131.40(p)

1998 143.88(p)

Share of Domestic Tourists in India Visiting

Total Tourist Traffic to Goa

1989 1990 1991 1992 1993 1994 1995 1996

NO OF Flights

1.14

98.86



Domestic Tourists to Goa

Domestic visitors in

India (million)

Domestic visitors in

Goa

(million)

66.44 0.76

81.46 0.77

86.64 0.80

100.04 0.85

108.04 0.88

120.00(p) 0.89

131.40(p) 0.93

143.88(p) 0.95

Share of Domestic Tourists in India Visiting

21 | P a g e

1996 1997

Goa

India



%

1.14

0.95

0.92

0.85

0.81

0.74

0.71

0.66

22 | P a g e

During the present decade, one observes an average increase of 2.59% for domestic tourists, a

whooping 12.88 % for foreign tourists and 4.24% for overall tourist traffic during the period 1990-

1998 as shown in table. In between , the year 1991 has seen a drastic fall in the arrival of foreign

tourists, which may be attributed to unstable socio-political situation in the country. The year 1996

again has seen a significantly low growth rate compared to the previous year.

Trends in Growth of Tourist Traffic to Goa

Year Domestic % increase Foreign % increase Total % of

increase

1990 776993 104330 881323

1991 756786 -2.60 78281 -24.97 835067 -5.25

1992 774568 2.34 121442 55.14 896010 7.30

1993 798576 3.10 170658 40.53 969234 8.17

1994 849404 6.36 210191 23.17 1059595 9.32

1995 878487 3.49 229218 9.05 1107705 4.54

1996 888914 1.19 237216 3.49 1126130 1.66

1997 928925 4.50 261673 10.31 1190598 5.72

1998 953212 2.61 275047 5.11 1228259 3.07

CARG AVG. 2.59% Avg. 12.88% Avg. 4.24%

All the Statistic are taken from the “TOURISM MASTER PLAN : GOA-2011

FINAL REPORT, FEBRUARY 2001 “.

23 | P a g e

EXISTING TERMINAL There is one vaco port called Marmagoa port trust. Water Transport services and

communication crafts in existence for instance between Goa and rest of the world is carried from this

port.

This port serves for both cargo and passengers cruise liners. But due to the demand of Goa

and also the cargo exported and imported is iron ore , thus it becomes difficult for the passengers and

also for cruise liners to drop the passengers at this Marmagoa port.

AIMS, OBJECTIVES & SCOPE.

This will intentionally bring the cruise passengers and also more beneficial to the state and

the country for earning foreign currencies.This will thus increase the tourism for the Goa. “365

DAYS ON A HOLIDAY “, GOA Everything included”.

As the tourism in Goa is increasing day by day as shown in the statistics of the Goa 2011

master plan, Goa can fully survive on its own upon the tourism.

TRAVEL DEMAND MODELLING FOR VASCO CRUISE TERMINAL

As STAR CRUISE have started the service of Cruise liners to and from Goa, Mumbai

& Lakshadweep. Middle income group have also started to board the cruise liners for

entertainment and for traveling.

As published in “Mid-day 24/04/05 Sunday” about the “STAR CRUISE” trips

to and fro form Mumbai , Goa and Lakshadweep.

Also Marmagoa port trust has proposed a Cruise terminal on the Baina Bay

attaching Four lane highway.

TERMINAL FACILITIES .

Terminal should include the following facilities.

• Good access to landward transport system, i.e. Roads, buses, taxis .

• Reception area ticketing ,waiting, refreshments toilets.

• Embarkation/ disembarkation facilities.

• Safe approaches and departure routes for ships & small workshops for maintaining.

• Fueling and Water supply.

• Toilet cleaning facilities.

SITE SELECTION AND TOPOGRAPHY.

The terminal is intended to serve as:

• A gateway to travelers coming to Goa. It will be serving the proposed the four lane highway.

• A landmark in the Goa.

• An interchange to the passengers between water and land transportation modes.

24 | P a g e

The terminal will principally cater to the national and international cruise liner and allied activities.

The complex as an interchange will also harbour parking facilities for Private cars buses,

The complex is to be principally developed as a recreational waterfront, with walkways pedestrians

decks cafes and restaurants.

NAVIGATION

Total navigable length of inland water-ways in the country is 15,783 km of which maximum stretch

lies in the state of Uttar Pradesh followed by West Bengal, Andhra Pradesh, Assam, Kerala and

Bihar successively. Amongst the river system, the Ganga has the largest navigable length followed

by the Godavari, the Brahmaputra and the rivers of West Bengal. Waterways are having the unique

advantage of accessibility to interior places. Besides, they provide cheaper means of transport with

far less pollution and communicational obstacles. The waterways traffic movement has gone up

progressively from 0.11 m.t. in 1980-81 to 0.33 m.t. in 1994-95.

The development of inland water transport is of crucial importance from the point of energy

conservation as well. The ten waterways identified for consideration for being declared as national

waterways are namely:

Sea-Routes

Sea routes between east and west directions pass through major ports of India. The sea routes

towards east and south from India move to Myanmar, Malaysia, Indonesia, Australia, China and

Japan. Towards west they move to United States of America, Europe and Africa.

EIGHT PLAN ABOUT SHIPPING

The Eighth Plan has as its main objective acquisition of a modern, diversified fleet

capable of helping in the realization of the objectives of export promotion and improved balance of

payments of the country. From this point of view about 15 lakh GRT will be replaced during the

Eighth Plan period and about 10 lakh GRT will be added to the tonnage increasing the Eight Plane to

70 lakh GRT the outlay for the eight Plan for the shipping is Rs 3,668.91 crores.

PORTS India’s coastline of about 6,000 km is dotted with 11 major, 11 intermediate and 168 minor

ports. Nearly 95 per cent of the country’s foreign cargo (by volume) moves by sea and, therefore,

ports/and their development assume an important place in policy making. Development and

maintenance of India’s major ports are the responsibility of the Central Government, while Other

Ports are in the Concurrent list.

25 | P a g e

MAJOR PORTS

India’s major ports are governed by the Indian ports Act 1908 and the Major Port Trusts Act 1963.

The former allow the Statutory to declare any port a major port, define port limit, levy charges etc.

while the formation of Port trust Boards and vests the administration control and management of

major ports in these Boards.

At the time of independence, India had five major Ports, viz. Mumbai, Calcutta, Vishakhapatnam,

Chennai, and Cochin. With the Karachi Port going to Pakistan after Partition, there was the for a

major port on the western coast. A new port was developed at Kandla, which was declared a major

port in 1955. The Marmugao Port, developed by the Portugues, joined the ranks of major ports in

1964 after the liberation of Goa in 1962. Para deep, on the eastern coast, was declared a major port

in 1966. Eight years later, New Mangalore and Tuticoin were added to the list of major ports. The

inclusion of the Jawaharlal Nehru Port at Nhava Sheva on the western coast took the number of

major ports to 11.

Development of port after the independence, the development of major ports was taken up in a

planned manner. Mechanization and modernizations of cargo-handling facilities at Ports have been a

thrust area in recent years, with emphasis on development of dedicated infrastructure. Deepening of

ports to receive lager vessels has been another priority area. Vishakhapatnam and Chennai ports

have already been deepened.

MINOR AND INTERMIDIATE PORTS

Minor and intermediate ports fall in the Concurrent list and their administration is the responsibility

of the respective coastal states. Their number as well as their categorization into minor or

intermediate Ports has varied from time to time, depending upon the volume of cargo and the

number of passenger they handle. In 1996, there were 11 intermediate and 168 minor ports and state

wise distribution was:

Orissa -2, Andhra Pradesh - 12, Tamil Nadu -10, Pondicherry - 1, Andarnan and Nicobar - 22,

Lakshadweep -10, Kerala - 13, Karnataka - 9, Goa - 5, Maharashtra - 53, Darnan and Diu - 2 and

Gujarat - 40.

Name of the 11 major ports

Calcutta, Haidia, Paradeep, Mumbai, Chennai Cochin, Tuticorin, JNPR, Kandla Vishakhapatnam,

New Mangalore, and Marmugao.

SHIPPING

In the world and Asia-Pacific perspective, the Indian shipbuilding industry is quite small.

In 1995, Japan built 394 ships of 8.4 million DWT for domestic purpose and 124 ships of 6.2 million

DWT for export trade. Similarly, South Korea built 43 ships of 2.2 million DWT for domestic

sailings and 100 ships of 7.9 million DWT for export trade. During the same year, 1,128 ships of

33.9 million DWT were built worldwide while in India, the Hindustan Shipyard Ltd. has built only

109 ships since 1952. Cochin Shipyard Ltd., the biggest in India, has built seven ships and 30 small

crafts

26 | P a g e

INLAND WATER TRANSPORT IN INDIA

India has 14,500 km of navigable inland waterways comprising of river system, canal, backwaters,

creeks and tidal inlets. About 5200 km of major rivers and 485 km of canals are suitable for

mechanised crafts. Even these navigable waterways lack the needed infrastructure such as

navigational aids, terminals and communication facilities. The total cargo moved by inland water

transport is about 20 million tonnes corresponding to just over 1.5 billion tonne km or 0.15 percent

of the total inland cargo of about 877 billion tonne km, the balance being moved by road, rail and

pipelines. The stretch of water way from Allahabad to Kolkata on the river Ganges (1620 km), the

stretch from Sadiya to Dhubri on the river Brahmaputra (891 km) and the West Coast canal from

Kottapuram to Kollam including the Champakara and Udyogamandal canals (205 km) have been

declared as National Waterways I, II and III respectively. Kakinada- Marakkanam on the Godavari

and Krishna rivers is likely to be declared as National waterway IV in the 10th plan. Other

waterways that have potential for being declared as national waterways are Sundarbans, Mahanadhi,

Narmada, Mandovi, Zuari rivers, Cumberjua canal in Goa and Tapi.

WATER TRANSPORT WHO USES IT ? WHY IS IT USED ?

Ferry Passengers To carry tourists ,passengers to

work, school or visit friends.

Yacht Passengers & Sailors For cruising, races, holidays

/leisure

Submarine

Salvage Tug

Bark Canoe

Ocean Liner

Rowing Boat

Surf Board

GOVERNMENT PROPOSALS FOR THE INLAND WATER TRANSPORT

PROJECTS . THE NEEDS OF INLAND WATER TRANSPORTATION.

POLICY SUPPORT TO INLAND WATER TRANSPORT WITHIN INTERMODAL

TRANSPORT SYSTEM IN INDIA

Cdr. R.M. Nair, FIS*

The prevailing trends towards rising population, increasing urbanization, spread of more

water intensive lifestyle as well as the agricultural technology sweeping round the world

require more water than essential. Preservation and optimum utilization of water assume

27 | P a g e

greater importance in this regard. Navigation is one of the non-consumptive uses of water. If

the waterways are developed for navigation it can provide an energy efficient and environment

friendly mode of transportation for the sustainable development of the transport

infrastructure. It is in this context that the navigation component derives its importance in any

water resources project.

2. Development and commercial use of inland waterway transport have assumed great

significance in many countries particularly in the USA, China, Germany, and Russia.

Commonly known reasons for such development are higher fuel costs, rail and road network

congestion and the large increase in the demand for dry and liquid bulk commodity

movements. The investment and operating costs of commercial inland waterway transport are

significantly lower per unit of output and the capacity of waterways is usually not only large

but easily and cheaply augmentable. In some countries such as China, inland waterway and

coastal transport produces nearly as many ton-km of output as rail, road and air cargo

transport combined. Nearly seventy per cent of the movement is on the Yangtze River

primarily with commodities like coal, crude oil, iron ore, rolled steel and building materials.

While inland waterways transport was traditionally the mode of choice for dry and liquid bulk

or low unit value cargo transport, recent developments of higher speed inland water craft, as

well as delays caused by increased rail and road congestion have resulted in significant

movements on inland waterways of higher value goods, including containerized break bulk

cargo.

3. A successful example is China where freight and passenger movement is predominantly

on waterways. Similarly, the European continent has a navigable network of inland waterways

measuring nearly 11, 000 km. On a comparative scale waterways are found to be cheaper than

rail for freight movement and the sector is much more competitive. Russian and Chinese

waterways together constitute the world’s largest waterway network. USA has one of the best

waterway infrastructures. Nearly 65% of total tonnage is moved on this waterway system –

the major advantage

4. India has an extensive network of inland waters consisting of rivers, canals and lakes,

natural and manmade and a coast line of over 6000 kilometers, dotted with a number of major

and minor ports. Inland Water Transport (IWT) represents a significant resource for India.

The total length of navigable waterways in India is about 14500 kms, of which 5700 kms are

navigable by mechanically propelled vessels. IWT in the past was a major means of

communication in many parts of India. Today IWT is unique as a participant of two major

economic sectors - a multi-purpose water resources system and an inter modal transportation

system. The relative success of IWT is highly dependent on the overall economic environment

and the Government’s regulatory and investment policies.

5. Setting up of Inland Waterways Authority of India (IWAI) in 1986, a statutory

autonomous body for regulating and developing navigation and shipping in the inland

waterways has been a major landmark in the IWT development in India. The authority since

its inception has endeavored to develop a scientific temperament for the development of inland

waterway. Three waterways, the Ganga, the Brahmaputra and the West Coast Canal totaling

28 | P a g e

a distance of 2700 Kms. have been declared national waterways and are being developed for

shipping and navigation.

6. Inland Water Transport in India, as is in other countries, is location specific; confined to

the geographical regions gifted with waterways. In such regions the IWT can have a larger

share of the cargo linking the ports and the hinterland. In linking such regions with rest of the

country IWT become part of an intermodal link, achieving higher efficiency in a multimodal

service where cargo is carried by different modes, in more than one carrier but under the same

transport document. It also has a role as a stand alone mode when the origin and destination

are on the water front. The major benefits of the IWT are the achievable fuel savings,

reduction in overall cost of transportation, reduction in environmental cost and line cost

savings.

7. The IWT policy formulation preceded a detailed study closely examining the current

sector characteristics and its amenability and options for private sector participation and

component for a sustainable development of the sector. These documents included the IWAI

Action Plan 1994, IWT Vision 2020 of 1998 and the IWT Strategy Document for Presentation

to the Group of Ministers. A risk profile assessment of the sector and hence, an identification

of the key concerns and challenges to private participation has been measured up against the

existing policy of the government, international precedents and specific case instances of

successful IWT projects. The endeavor was to explore solutions that optimally balance both

public and private interests in developing a joint participation approach to support the sector.

8. In general, to make the IWT a viable and acceptable mode, certain conditions are to be

fulfilled. These relate to rationalizing tariff structures, ensuring sufficient reductions in line

haul, travel time, improved safety of goods in transit and providing sufficient financial

incentives to consignees and end users of the transport product by providing:

L Fairway development with sufficient depth and width.

L 24 hours navigation,

L Terminals and mechanical loading facilities,

L Access and cargo assurance to improve the load factor and hence profitability.

9. The IWT system in India has suffered from under investment and financial constraints

not only in absolute terms but also in comparison to other modes of transportation. Conscious

and bold investment is needed for the systematic development of fairway, fleet, terminals and

navigational aids. Institutional set up is needed to be put directly by public – private

partnership with a long-term objective of minimizing the public money and maximizing the

share of private investment. The Government, as a facilitator, should also step in to reduce the

investor’s risk. This could be by way of fiscal concessions, easy availability of capital flow, and

long-term assurance of cargo and concessionary rates of port charges for IWT vessels. IWT,

like in any infrastructure sector, will have long gestation period for return of investment and

29 | P a g e

hence at the initial stages government support would be inevitable. As the mode becomes

popular and its viability well demonstrated, the private sector investment risk would reduce

resulting in large flow of funds from the private sector and gradually a stage would emerge

when the role of the Government would be only that of a regulator.

10. The Indian transportation system has been led by road and rail development. With the

benefit of door to door service in case of roads and substantial investments already been made

in backup linkages for railways, there is a high switching cost to other modes of transport.

Being location specific multimodal transfers to access waterway adds to the IWT cost. User

reluctance to experiment new modes is another impediment for a developing mode. Various

measures have been considered to overcome these teething problems such as committed traffic,

long term cargo assurance, captive users as project participants, joint ventures by

Government, shipper, carrier, etc. being some of the important steps to reduce the financial

risks and are considered under the policy objective. Development of successful pilot projects

paving the way for a more comprehensive development of other projects on the waterway and

prioritization of subsequent projects that sustain private interest is the focus of privatization.

Stable cash flows and a few revenue streams from commercially stable projects could be then

leveraged to finance investments in subsequent projects.

11. The basic policy objectives of Indian IWT have ‘short term’ and ‘long term’

components. The short term objective is to effect a sizeable increase in the traffic volume, from

the present level of around 1 billion tonne km to at least 20 billion ton-km within a five year

period. The long term objective is to develop the full IWT potential of the country which –

going by successful examples of other countries - could be as much as a 5 to 8 per cent of the

total national transport output. A veritable IWT revolution is thus a key component of plans to

improve India’s competitiveness and to place India among the leading industrial nations of the

world in the 21st century.

12. The physical components of the short term programme will be the removal of

impediments to the full exploitation of the existing waterways by tackling the fairway, terminal

and vessel related issues, and providing the initial support for significant private participation.

The physical components of the long term plan would cover, in addition to the above, the

development of new waterways and the upgrading of vessel and cargo handling technologies to

modernize the total IWT system and integrate it fully with the national transport effort.

13. The institutional set up needs to be directed to a public-private partnership. The

financial analysis in a number of cases indicated that initially the government has to be

involved to enhance the project viability. However, the objective must be to minimize the

public money necessary in the long run to make the project viable by having a maximum share

for the private investor. Private investors will only get involved when their expectations on the

return on investment justify the risks, which they have to incur. The total risk of a project can

be minimized if the risk is more transparent.

14. The financial risk comprises of debt financing risk and equity financing. Since, the debt

financing risk will be perceived as being big for this kind of project, the possible revenue risk

premiums will be high. Reducing this risk premium would require a large share of equity

30 | P a g e

capital or external loan guarantees, thus, bringing the Government of India back into the

picture.

15. Operating risk can be fully taken by the operator as long as government does not

intervene into major cost components (wages and fuel). Revenue risk pertaining to fare is very

much influenced by government regulation. The more transparent the risk, the lower is the

risk premium. Thus, the Government should give a clear and stable picture very early in the

project to avoid paying unnecessary risk premiums later on. The IWT policy has focused on

specific components to remove or reduce the investor risks to a large extent, by clearly defining

the parameter for the private sector participation and defining the role of the Government.

16. Central to the invitation of the private sector participation and a key pre-requisite

thereof, is the need for “bankable” and clear policy guidelines defining the scope and terms of

private participation. The policy take cognizance of the risk issues endemic to the sector,

constraints that have limited the development of the IWT sector as a preferred mode of

transport in India, developmental initiatives and public and private partnership models in

countries where IWT has proved successful, existing sector legislation, Government incentives

and initiatives. The challenge is one of addressing the key risk issues plaguing the sector and

breaking free of the inertia stymieing popular use and private participation in development of

the sector.

17 he IWT policy announced by Government of India contains the following fiscal and

administrative measures:

i) Inland Water Transport sector has been accorded the status of infrastructure under

Section 80 I A of the Income Tax Act. Under this the investors in IWT infrastructure are

eligible for 100% tax exemption for 5 years and further 30% tax exemption next 5 years to be

availed of within a period of 15 years. The infrastructure sector being a priority sector this also

facilitates priority lending by financial institutions for projects in IWT sector. There are spin-

off benefits of the infrastructure status such as 74% Foreign Direct Investment (FDI) with

automatic clearance, priority lending by financial institutions etc.

ii) The role of the Inland Waterways Authority of India has been enlarged to facilitate its

participation in commercial / joint ventures with equity participation. This is a major step

towards public / private partnership.

iii) Provision for BOT projects for IWT infrastructure with Government participation up to

40% equity; details to be worked out on case-to-case basis.

(iv) Vessel building subsidy of 30% of the cost to the ship owners for inland vessels built in

India. Such vessels to be registered under the Inland Vessels Act, 1917 and to be operated in

the national waterways.

(v) Higher depreciation rate for inland vessels at par with sea going ships (presently 20%).

31 | P a g e

(viii) Assistance to the State Governments for implementation of Centrally Sponsored

Schemes (CSS) for IWT development by way of 90% subsidy.

(ix) Cargo allocation of 5% of the Govt. controlled cargo to the IWT in corridors where

waterways are functional.

(x) Setting up of an IWT Development Council under the Chairmanship of the Minister of

Shipping with representation from 14 riverine states for coordinated IWT development.

(xi) Empowerment of Inland Waterways Authority of India to sanction projects costing up

to Rs.15 crores.

18. The IWT resurgence in India is more demand driven than of supply driven. The

opening up of the Indian economy during mid nineties resulted in an unprecedented boom in

the industrial and agricultural sectors and in export resulting in a sudden demand in the

transport sector. Capacity constraints and inflexibility of the transport modes resulted in

bottlenecks; shortage of wagons, non aailability of trucks and long waiting time at ports. This

lead to a search for new modes and concerted actions for improving the existing modes.

Another important factor, which influenced the revival interest of IWT, was the initiative by

the UNESCAP. The New Delhi Action Plan of ESCAP for the development of transport and

communication in the ESCAP region has to a large extent supported the national initiative for

institutionalizing the neglected inland waterway transport services to emerge as a dynamic and

sustainable mode and its integration in the overall transport system.

19. Systematic development of fairway, terminals and navigational aids and the IWT fleet

would result in IWT providing an economic, efficient and environment friendly mode of

transportation supplementing the other modes namely, road and railways for an optimal

modal split. A synergy of various measures being taken up is bound to create an attractive

investment climate in the IWT sector both for creation of infrastructure and IWT fleet

augmentation.

20. Substantial stepping up of the Plan funds for the IWT development has been the first

outcome of the Govt policy to give a greater priority for the IWT sector. The Plan Support

increased from Rs.240 crores during 8th

Plan (1992-97) to Rs.408 crores in the 9th

five year

plan (1997-2002). The tentative provision for the 10th

Five Year Plan period (2002-2007) is

close to Rs.800 crores. It is also envisaged that substantial external funding would flow in for

development of IWT sector in India during the 10th

Plan period. The Government of India has

embarked on a massive programme for linking of rivers or river connectivity, which would be

a multi-purpose water recourses project with a large navigation component. Though the

details of this programme are yet to be finalized, this project is expected to provide a great

impetus to the IWT development programme already under way.

-----

• Cdr R.M. Nair is a Hydrographic and Navigation Specialist, a Charge Surveyor of the

Indian Navy, and a Master Mariner. He was appointed Member (Technical) of the

Inland Waterways Authority of India (IWAI) in 1997 in the rank of a Joint Secretary to

the Govt. of India. Cdr. Nair was a member of the Working Group set up by the Indian

Planning Commission for formulation of strategy for the Indian IWI sector, both for

the 9th

and 10th

Plan periods. Cdr. Nair has made significant contributions for the

revival / resurgence of the Indian IWT Sector which have been duly acknowledged. He

is presently the Hydrographic Chief of the IWAI.

By WORLD WATER COUNSIL.

INTRODUCTION TO INLAND WATER T

INTRODUCTION

IWT is the most efficient mode of transportation from the point of energy consumption, lower

cost of transportation and environment friendliness. Notwithstanding these advantages, IWT

in India has gradually declined due to various reasons, lack of investment for creation of

infrastructural facilities being a major contributory factor. Simultaneous development of all

modes of transport for an optimal modal split should be the strategy in a holis

transportation planning. In many countries where such a holistic approach has been adopted

like the USA, Europe, China, the IWT has a substantial share of the national cargo which in

effect reduces the transportation cost, provides access to the interi

connections and providing easy market accessibility for the low value bulk products. The

Indian Inland Water Transport is expected to play a major role to meet the emerging

transport infrastructure requirements.

OBJECTIVE OF IWT SECTOR

Navigable inland waterways in India

and tidal inlets, extends to about 14,500 kms. Most waterways, however, suffer from

navigational inadequacies such as shallow waters, narrow width, siltation and bank erosion,.

Moreover, vertical and horizontal clearances at overhead structures are not adequate for

navigation throughout the year. Consequently, at present about 5200 kms of major rivers and

485 kms of canals are suitable for mechanised crafts. Even these navigable waterways lack the

needed infrastructure such as navigational aids, terminals and communication facilities. The

mechanised operations are confined to only few locations. Cargo transportation in an

organised manner is confined to Goa, West Bengal, Assam and Kerala. The total carg

by IWT is about 20 million tonnes corresponding to just over 1.5 billion tonne kms or 0.15% of

the total inland cargo of about 1000 billion tonne kms, the balance being served by the road

and rail.

If the waterways are developed for navigation wi

rity of India (IWAI) in 1997 in the rank of a Joint Secretary to

Cdr. Nair was a member of the Working Group set up by the Indian


periods. Cdr. Nair has made significant contributions for the


is presently the Hydrographic Chief of the IWAI.

INTRODUCTION TO INLAND WATER TRANSPORT



has gradually declined due to various reasons, lack of investment for creation of


modes of transport for an optimal modal split should be the strategy in a holistic



effect reduces the transportation cost, provides access to the interior and hinterland port



transport infrastructure requirements.

Navigable inland waterways in India, comprising of river system, canal, backwaters, creeks



horizontal clearances at overhead structures are not adequate for



ed infrastructure such as navigational aids, terminals and communication facilities. The


organised manner is confined to Goa, West Bengal, Assam and Kerala. The total carg



If the waterways are developed for navigation with the necessary infrastructure such as

32 | P a g e

rity of India (IWAI) in 1997 in the rank of a Joint Secretary to

Cdr. Nair was a member of the Working Group set up by the Indian


periods. Cdr. Nair has made significant contributions for the


RANSPORT



has gradually declined due to various reasons, lack of investment for creation of


tic



or and hinterland port



, comprising of river system, canal, backwaters, creeks



horizontal clearances at overhead structures are not adequate for



ed infrastructure such as navigational aids, terminals and communication facilities. The


organised manner is confined to Goa, West Bengal, Assam and Kerala. The total cargo moved



th the necessary infrastructure such as

33 | P a g e

fairway, terminals and navigational aids the IWT mode would become competitive and would

attract cargo. The objective of the IWT sector is to provide the above facilities in all potential

inland waterways for their systematic and sustainable development for shipping and

navigation.

SETTING UP OF INLAND WATERWAYS AUTHORITY OF INDIA

The National Transport Policy Committee (NTPC) in its report (1980)

recommended various measures for development of IWT in the country. In order to maintain

inland water channels in navigable conditions, NTPC recommended the following urgent

measures :

a. To frame a detailed conservancy programme for each navigable section of the

waterway;

b. To undertake the maintenance works regularly on priority basis;

c. To make specific financial provisions for conservancy and maintenance works; and

d. To set up an independent Authority to design, direct and execute such projects.

NTPC while recommending setting up a statutory authority, namely Inland Waterways

Authority of India (IWAI), also suggested that IWAI can be entrusted with the responsibility

of conducting economic surveys to assess future potential of traffic and provide infrastructure

facilities in this sector. The committee, in addition, recommended that the Authority may be

entrusted with IWT regulatory and administrative functions. As a follow up of the

recommendations of the NTPC, Inland Waterways Authority of India was set up in October,

1986 under the IWAI Act, 1985. As per this Act the Authority consist of Chairman, Vice

Chairman, and Members not exceeding five. At present there is a full time Chairman, three

full time and two part time Members in the Authority. The Head quarter of the Authority is

situated at NOIDA, U.P. and its field offices at Kolkata, Farakka, Bhagalpur, Patna, Ballia and

Allahabad on NW 1, Guwahati on NW 2, and Kochi & Kollam on NW 3.

WATERWAYS IDENTIFIED BY NTPC FOR CONSIDERATION FOR DECLARATION AS

NATIONAL WATERWAYS

The NTPC recommended the following principles for declaration of a national waterways.

a. It should possess capability of navigation by mechanically propelled vessels of a

reasonable size;

b. It should have about 45 m wide channel and minimum 1.5 m depth;

c. It should be a continuous stretch of 50 kms. The only exception to be made to waterway

length is for urban conglomerations and intra-port traffic;

d. It should

i. pass through and serve the interest of more than one State(or)/li>

ii. connect a vast and prosperous hinterland and major ports(or)

iii. pass through a strategic region where development of navigation is considered

necessary to provide logistic support for national security (or);

iv. connect places not served by any other modes of transport.

Hydrographic surveys and techno economic feasibility studies are the prerequisites f

establishing the potential and viability of a waterway. Extensive surveys and investigations

have been carried out on all the above waterways based on which three waterways have been

so far declared as national waterways namely the Ganga, the Brahmaputr

Coast Canal. Development of many more new waterways as national waterways are planned

during the 9th Plan period.

LOCATION WITH RESPECT TO THE HEART OF THE CITY.

Vasco is located on the exterior of the Goa

port trust ( MARMAGOA PORT TRUST ) has been set up at this place. Its location with respect to

the panaji the capital to the city is

Vasco – Panaji 30 kms

CONSIDERATION OF THE THREE PROPOSALS OF THE POR

1. OLD GOA

2. VASCO CRUISE BERTH.

3. PANAJI PORT.

OLD GOA.

33

Hydrographic surveys and techno economic feasibility studies are the prerequisites f



so far declared as national waterways namely the Ganga, the Brahmaputra and the West


LOCATION WITH RESPECT TO THE HEART OF THE CITY.

Vasco is located on the exterior of the Goa . its has the maximum interface with the sea thus


CONSIDERATION OF THE THREE PROPOSALS OF THE PORT.

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Hydrographic surveys and techno economic feasibility studies are the prerequisites for



a and the West


. its has the maximum interface with the sea thus


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In olden days old Goa was the port for inland water transportation. It was the port from

where the trading of goods was taken place the , different rulers who ruled on Goa , stated the Old

Goa as their capital . Further when Portuguese conquered Goa they shifted the capital to Panaji as ,

• It was near to the sea,

• It had the boon of a good draft for the vessels , that time it was 8 -9 m depth, thus the ships

could easily enter the Mandovi river and dock to the port . from then on the Panaji port was

greatly used.

As on today no larger ships could enter the Old Goa, due to the Bridge constructed to link the

North Goa and south Goa . Thus the entry of larger ships was restricted to panaji.

VASCO CRUISE CUM CONTAINER BERTH.

• Away from the main city “ Panaji” . also away from Vasco city. A ideal place for the big

ships and also congestion free of the roads as lots of passengers are to get down and

transportation to the various parts of the city.

• Access to important places like, Old Goa, Aguada Fort , and other main beaches like

Sinquerim, Calangute, Covla, is easy to access.

• The terminal will be much isolated to the liveable place. Thuws a barrier free for the

residential and commercial place. The transportation is easy.

• The proposed terminal is near to the Baina Beach, but it is a restricted as said , Red light

Area and thus the termainal will serve a good open area.

PANAJI PORT.

• Capital of the city. The tourist spot of most of the people maximum.thus a crowded area and

political and social barriers

• The vessel which will arrive in the heart of the city will kill the river . The river side view

will be totally destroyed incase of a ship stands for more than a day.

• The Mandovi river brings a lot of silt from the interior of the Goa thus the most important

will be very costly.

• This port is easily accessible , as it is located in the centre of the city .

• The panaji has a depth of 4 - 4.5 m. This will be difficult to cater a large amount of ships.

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The largest Cruise vessels that called at Goa in the recent years along with their dimensions are given as: Largest Cruise Vessels & Vessel Characteristics

Year Name LOA

(m)

GRT

(tons)

Crew

(Nos.)

Passenger

(Nos.)

2003-04 Sea-Born Spirit 133.4 9975 162 160

2002-03 Norwegian Crown 187.7 15401 489 844

2001-02 Legends of The Seas 190.0 26449 580 7038

2000-01 Legend of The Sea 264.3 69130 707 1341

1999-00 Legend of The Sea 264.3 69130 707 1341

1998-99 Rotterdam 237.0 59620 637 690

1997-98 Crystal Symphony 238.0 51044 542 506

1996-97 Europe 199.6 37102 2889 483

Source: Marmugao Port Trust

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DETAILS OF CRUISE VESSELS

Sr.

No.

Vessel Name GRT(T) Length

(m)

Beam

(m)

Draft

(m)

Av.

Speed(knot

s)

Passenge

r

Capacity

Crew

A Cruise Vessels at GOA

1 Albatros 24803 182 24.0 807 485 330

2 Astor 20606 174 22.5 7.2 250 269

3 Aurora 266 31.8 8.1

4 Black Watch 28668 206 589 375

5 Bremen 6752 112 100 136

6 C Colombus 14903 144 359 177

7 Clelia II 4077 88 73 65

8 Crown Odyssy 34242 188 908 451

9 Crystal Symphony 51044 238 542 506

10 Delphin 16214 156 289 224

11 Deutschiand * 22496 172 22.8 416 267

12 Europa * 28518 196 23.7 6.0 299 272

13 Europia 37012 200 263 266

14 Hebridean Spirit * 4200 89 16.8 4.5 54 73

15 Island Princess 20186 169 575 370

16 Legend of the Sea 26449 190 1038 580

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17 Maxim Gorkiy 27220 195 474 341

18 Mermoz 13804 162 281 320

19 Michael Rose 525 49 13 120

20 Minerva 12331 135 291 163

21 Norwigian Crown 34242 188 900 490

22 Ocean Majesty 10417 135 200 219

23 Prinsendam * 38000 202 28.8 7.8 794

24 R Two 30277 180 526 365

25 Renaissance I 30277 181 581 365

26 Renaissance II 30277 181 596 375

27 Renaissance VII 4200 90 102 74

28 Renaissance VIII 4200 90 113 72

29 Rone 30277 181 610 364

30 Royal Star 5067 112 191 135

31 Royal Viking Sun 37845 205 447 449

32 Sea Goddess II 4260 105 77 93

33 Sea Wing 16710 164 648 347

34 Seabourn Spirit * 9975 132 18.9 5.7 160 162

35 Silver Cloud 16927 156 219 219

36 Silver Shadow * 28258 183 24.3 6.0 142 262

37 Silver Wind 16927 156 272 212

38 Song of Flower 8282 130 157 123

39 Southern Cross 17042 163 331 293

40 Star Flyer 2298 112 49 72

41 Switzerland 15739 162 236 231

42 Vistamar 7478 121 304 112

Other Cruise Vessels in the World

1 Adonia 257 31.8 7.8

2 Adventure of the Seas 138000 306 47.3 8.7 22 3114 1185

3 Aidacara 190 27.3 6.0

4 Amsterdam 61000 234 1380

5 Brilliance of the Seas 90090 289 31.7 8.0 25 2501 859

6 Century 77713 260 21 1870

7 Constellation 91000 290 24 1950

8 Enchantment of the

Seas

74000 275 31.8 7.5 22 2446 760

9 Explorer of the Seas 138000 306 47.3 8.7 22 3114 1185

10 Galaxie 77713 260 22 1870

11 Horizon 47255 205 21 1374

12 Infinity 91000 290 24 1950

13 Legend of the Seas 70000 260 31.5 7.4 24 2076 723

14 Majesty of the Seas 73941 264 31.8 7.5 19 2744 827

15 Massdam 55451 216 1266

16 Mercury 77713 260 22 1870

17 Millennium 91000 290 24 1950

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18 Monarch of the Seas 73941 264 31.8 7.5 19 2744 858

19 Navigator of the Seas 138000 306 47.3 8.7 22 3114 1181

20 Nippon Maru 164 23.7 13.2

21 Noordam 33930 132 1214

22 Norwegian Sky 77140 256 32.4 7.8 23 2002 950

23 Norwegian Star 9100 291 32.1 8.4 25 2240 1100

24 Norwegian Sun 78309 255 33.3 7.9 21 1936 970

25 Norwegian Wind 50769 226 28.2 6.9 21 1750 700

26 Oosterdam 82000 285 1848

27 Princess Coral 92000 290 1970

28 Princess Dawn 77000 257 1950

29 Princess Diamond 113000 293 2670

30 Princess Golden 109000 285 2600

31 Princess Grand 109000 285 2600

32 Princess Island 92000 290 1970

33 Princess Pacific 30200 179 680

34 Princess Regal 70000 243 1590

35 Princess Royal 45000 227 1200

36 Princess Sapphire 113000 293 2670

37 Princess Sea 77000 257 1950

38 Princess Star 109000 285 2600

39 Princess Sun 77000 257 1950

40 Princess Tahitian 30200 178 680

41 Queen Elizabeth – II 50800 294 31.5 9.9 28 1700 900

42 Rindam 55451 216 1266

43 Rotterdam 62000 233 1316

44 Sovereign of the Seas 73192 264 31.8 7.5 19 2852 825

45 Standam 55451 216 1266

46 Summit 91000 290 24 1950

47 Superstar Aries 37301 200 28.5 22 611

48 Superstar Leo 76800 268 32.2 24 1960

49 Superstar Virgo 76800 268 32.2 24 1960

50 The Topaz 192 25.5 9

51 Veendam 55451 216 1266

52 Vision of the Seas 78491 275 31.7 7.5 22 2435 765

53 Volandam 63000 234 1440

54 Voyger of the Seas 138000 306 47.3 8.7 22 3114 1181

55 Zandam 63000 234 1440

56 Zenith 47255 205 21 1374

57 Zinderdam 82000 285 1848

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SITE ANALYSIS

The site is situated on the southern side of Marmagoa Port trust . the land adjoining the site is proposed for a four lane highway . There is existing contour 7m high. The land slopes towards south side. The area of the Terminal is wholly done as a reclaimed land. The Retaining walls retains the earth . The reclamation is done to a 100 m in the sea. The highway passes by the Baina Beach. The plot is totally isolated and far from the city. The land is touched by the Arabian sea on the South side. Further there is a PIQUERIUM land The land has a natural slope of 1:10 .thus the movement of cars, buses, Fire Brigades, Taxi’s becomes easy.. On the southern side where land touches the reclaimed area wall to the height of 30 cm is created so as not allow the rainwater to penetrate in the site. Gutters are been arranged so as to take the Rainwater into the sea. The South side faces the sea thus windows and openings has fenestration s to avoid the glare

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CRUISE TRAFFIC Outbound Cruise Traffic The Indian market for outbound cruises, though small , is rising significantly. The penetration of cruise tourism as a concept is estimated at 0.5 – 1 percent of the estimated 4.5 millions Indians who go on foreign holidays annually. A recent government report indicates that the Indian spending of cruise tourism stood at rs 1. billion in 2001. This is from as estimated 22,000 passengers originating from India.

Cruise vessels and Passengers at Indian Ports Year Mumbai Mormugao Mangalore Cochin Tuticorin

Vessel Tourists Vessel Tourists Vessel Tourists Vessel Tourists Vessel Tourists

1999 33 7141 23 3882 - - 21 9713 - -

2000 20 5657 20 5239 - - 23 18335 - -

2001 34 14831 25 9340 14 3639 34 20197 - -

2002 17 9115 11 3329 5 1032 22 5637 3 205

2003 10 7040 10 3720 1 291 11 1090 1 283

---------------------------------------------------------------------------------------------------------------------

Share of Goa The three WTO, GDP and Growth Base forecast be considered as high, low and medium. At present 20-25% of cruise ships calls are appointed by Mormugao Port. Once a modern cruise terminal is developed (say by 2010) it is not responsible to expect every cruise ship touching Indian coast, to anchor at Mormugao Port. However, as a modest projection at least 50% must call at Mormugao. This, however only accounts for the cruise traffic an account of inbound traffic. In future there are visible prospects of originate cruise service demand to be generated by:

� Incoming International tourist arriving in India by air and take to cruising ex-Goa.

� Domestic tourists looking for cruising experience for which most of them go to Singapore.

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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

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

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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 café 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

The Harumi Terminal is completely open to the public. The ground-level deck has a café, 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.

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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.

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.

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A landscaped 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.

Sculpture in a reflecting pool outside the building represent wind, water and fog and mirror

the forms of the terminal and traffic-signal tower.

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An axonometric drawing of the six-level main terminal structure, surrounding plazas

and observation decks.

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2 The New York City Passenger Ship Terminal

Owned by the City of New York and

operated by P&O Ports North America,

provides five 1,000-foot-long berths suitable

for servicing the World’s largest cruise

vessels at a convenient location on

the Hudson River only a few blocks

west of Times Square in the heart of

Manhattan. The terminal occupies

the West Side of 12th Avenue between

46th and 54th streets. Among P&O

Ports North America customers

are Carnival, Celebrity, Costa,

Crystal Cruises, Cunard, Festival

Holland America, Norwegian

, P&O Cruises,Premier, Princess,

Regal, Royal Caribbean, Seabourn

and Silversea. The terminal is also hom

e to an array of trade shows

and special events managed by P&O

Ports North America

The New York City Passenger Ship

Terminal provides Five 1000 foot

long berths suitable for servicing the

World’s largest cruise vessels at a

convenient location on the Hudson

River only a few blocks west of

Times Square in the heart of Manhattan.

The terminal occupies the West Side of

12th Avenue between 46th and 54th Streets.

There are three levels at which

operations take place. Taxi

Cabs and Personal Vehicles

drop and receive passengers at

the elevated Mid-Level of the

Viaduct which is where cruising

passengers access their vessels.This level is reached by driving up the ramp past the guard

booth at54th Street, the northern limit of theTerminal. Passengers traveling by cab or

personal auto connect with their vehicles here where they can enter or exit the Customs Hall,

the Embarkation Booths and the Vessel Gangways at this level.

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Buses and Limousines operate on the Street Level. Buses are slotted both inside and outside

the Piers. Limo Passengers are processed mainly at the mouths of the three piers where

baggage is accepted or delivered by attending Porters.

The Third Level is devoted to Cruise Passenger Parking. More than 1000 spaces are available

on a first come basis. Daily parking is available for vehicles dropping off or picking up

passengers. In the unusual event that the Lot should become filled, there are alternative lots

available in the neighborhood. There has been no instance in recent memory when there has

been insufficient space for any cruise parking customers. The Parking Level is accessed by a

ramp at the south end of the Mid-Level Viaduct.

MIDTOWN LOCATION

Midtown Manhattan is defined between 42nd and 59th Streets along Broadway. The

Passenger Ship Terminal is located just five blocks to its west, taking all the Hudson River

Waterfront from 46th to 54th Streets. The Hotels, Theatres, Restaurants and Entertainment

Centers are a short cab ride away.

INLAND ACCESS

The Passenger Ship Terminal is reasonably convenient to all three Major Airports that serve

the Metropolitan Area: LaGuardia, Kennedy and Newark International. Taxi cabs are

available for direct service to the Piers. Other shuttle bus service to intermediate mid-town

locations which would entail a shorter cab ride might also be engaged.

The Port Authority Interstate Bus Terminal, Penn Station and Grand Central Station are each

within a short distance by cab

48 | P a g e

BOMBAY PORT TRUST.

BPX Cruise Terminal.

The terminal is not accessed by normal people and not used as a picnic spot.

A rectangular shape in plan and Triple heighted building which is served as a cruise

terminal to the National and International passengers of the world. The terminal is not

accessed continuously by the passenger traffic. The terminal acts as a entry to the state of

maharashtra. The Bombay Port Trust mainly caters to the Cargo traffic.

The entrance is a big 20 m wide road. Opposite to the double storeyed building there is

a parking lot for the buses and taxis. The building ground floor facing the entrance are placed

with the glass panels. The entry to the building is a continuous road. The ground floor of the

building is a open big hall with columns in the centre. The four corners of the building has four

staircase leading to the first floor. The Ground floor hall accompany Tourist information

centre, India Tourism, Customs, Immigration, Shopping Stalls etc at the time when

International cruise comes to dock to the terminal. The first floor has the communication

centre and offices of the terminal the staircase leads to the upper offices. The centre hall is

double heighted for the ambience. The toilets are arranged below the staircase on two sides,

each for male and female. The upper floor has a long balcony for the viewing purpose this is

used to see the ship and also the passengers.

The entrance to the terminal is through the Green Gate. There is the parking for

approximately for 30 -50 buses. This parking place is used for the placing of the goods ( buses

or Bikes, etc) which is used for the export.

The Cruise terminal is also used for the Cargo when no Cruise ship comes. There is a

storage of cargo adjacent to the building where all cargo is kept. The vehicles which is

exported are kept in the parking area.

The kitchen is below one staircase. Snack counter is placed inside the hall in

accommodation with shopping stalls

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CHAPTER 12 : 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 dicky being constructed immediately above.

1.0 SELECTION OF MOORING SYSTEMS DEPENDS UPON SEVERAL

FACTORS:

a. Tidal range.

b. The quality of the bed or holding ground.

c. 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.

2.0 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 “Bercleve Uniflat” – Texturing the top

surface gives a cool and 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.

3.0 PLASTIC:

• The generic term includes expanded polystyrene, fiberglass, etc.

• None are affected by insects through crustacea adhere to them and are difficult to

remove without the cellular tapes.

• Expanded 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

lined 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 iswholly 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

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Detail of a type of a FENDER Detail of the jetty with water

pipes for surface drainage

Detail of a another Detail of FENDERS in a row

type of a FENDER .

Construction of a Breakwater

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Detail of a Bollard.( This is the iron clip which is attachd to the ships with a thick

rope, In case of any disturbance in the sea it holds the ship to the shore.)

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CHAPTER 13 : LANDSCAPING

No aspects of the development impress the public more than the knowledge that the eventual scheme

will hormonise with the existing environment.

GENERAL LANDSCAPE DESIGN PRINCIPLES – WATERFRONT SIRE:

• Here the scheme deals almost solely with hard surfaces, changing levels the selection of

materials and skillful manipulation of the spaces between buildings.

• The water surface itself offers qualities- choppy, reflective, opaque, transport – each capable

of exploitation by a creative designer.

• Here the aim is to combine with the buildings equipment, boats, water, roads and car parks,

knitting them together and enhancing them individually.

BASIC ELEMENTS:

• Considering the hot, humid, climate of Bombay, it seems natural for luxurious planting

wherever possible, to border and even overhand the water.

• Inland marines/ harbour spaces and built-in coastal types allow for water beyond the harbour

to be seen through the trees, while in an off-shore marina planting stops behind the

land/water interface to give a hard edged immediately between sheltered and open water.

• Planting should look natural than imposed.

• Landscaping should not be confined to the most obvious areas of garden and lawn. Car parks

look a lot worse empty than full, when they are unrelieved asphalt, then can with advantage

be reduced in level, surfaced with.

• Grass blocks, enlivened with groups of trees, screened with plating or walls.

• Using screens and hedges.

a. To relate buildings to the site and to each other and to link external spaces.

b. To demarcate boundaries and areas.

c. To accommodate changes in level and ground monitoring.

d. To shelter from wind, dust, strong and noise.

e. To give privacy, screening and visual barrier and security.

f. To form spaces by enclosing or dividing areas.

g. To direct pedestrian circulation.

h. To channels views to or away from building or objects.

i. To provide contrast in form, texture and colour with building, pavings or water.

55 | P a g e

j. To contrast with or complement sculpture.

With urban sites, buildings often divert the winds natural course, funneling and increasing its force

until intolerable conditions are created. Long, low structures, such as high walls or terraces of

buildings provide sheltered areas with some alleviation on the windward side and 10 times their

height on the leeward site. However, the ends of such structures are particularly turbulent, the wind

reducing towards their center.

If the wind direction is parallel to the structures- funneling may occur.

Solid structures always induce turbulence and openings act like weirs. Screens are sometimes

beneficial in breaking the force at troublesome points.

A decision to use trees however requires allocation of space at the design stage, as they need space

in which to grow.

For quick screening graded earth banks may be used as a start, perhaps by employing dredged

material. Their lees can shelter quick growing hedges, trees and shrubs.

CHAPTER 14: ENVIRONMENTAL AND ECONOMIC APPRAISAL

1.0 ENVIRONMENTAL SIGNIFICANCE:

• The project will not appreciably change the topography or ground relief features.

• The project will not lead to an increase in air pollution emissions.

• It will not result in an increase in the rate of use of any natural resources.

2.0 BIOLOGICAL:

• It is not established that the project will result in change in the diversity of species of trees,

shrubs, grass, etc.

• The project will not result in remove or detrimental of existing fish habitat.

3.0 SOCIAL AND ECONOMIC:

• The proposal will not directly or indirectly cause disruption of orderly planned development

but instead will accelerate the planned development.

56 | P a g e

• The project will after location, distribution and growth rate of population in Goa, especially

in the Panaji area and also after the neighbourhood character.

• The project will not divide or disrupt the established community.

• The project will affect the property values of Entire Goa, and especially Panaji area. The

project will alter the present patterns of travel and result in alternations to road and rail

traffic.

• The project will support large commercial development at Panaji.

CHAPTER 15: GENERAL DESIGN PRINCIPLES

The land to water area in each case remains equivalent and constant but shapes and relationships

vary.

In fact in such design problems,

• The geography determines the engineering

• The engineering determines the profile

• The layout determines the architecture.

The environment of the coast is harsh and water transportation facilities must be designed to

withstand the various destructive biological, physical , chemical and mechanical actions which is

inherent to the environment.

WIND:

It is approximate movement of air-masses across the earth’s surface. Winds result from changes in

temperature of atmosphere and corresponding changes in air density. Wind exerts a pressure on

objects in its path which depends on wind velocity.

Should be remembered that loading equipment will not generally be used when winds exerts about

15 mile/hr and ships will not usually remain along side a wharf during a severe storm.

WAVES:

Winds contribute to the formation of waves. When a wind moves across a body of water it exerts a

tangential force on the water surface which results in the formation of small ripples. These

irregularities seem to produce changes in air stress above the water .

Pressure differentials are caused which make the water undulate. As wind continues, this process is

repeated as waves grow.

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WAVE REFRACTION:

Waves when approach the shore at an oblique angle, the portion of the wave nearest to shore slows

down with the result that the wave swings around and becomes parallel to the shore. At the same

time, wave lengths decrease as wave period remain constant.

SIZE AND SHAPE OF HARBOUR AND MOORING BASIN:

Three types of harbours:

a) Offshore type has minimum land take

• Minimum dredging

• Expensive in deep waters

• Vulnerable to weather, currents

• Navigational hazard

b) SEMI RECESSED TYPE:

This type is good for cut and fill economies however it may pose a navigational hazard.

c) BUILT IN TYPE:

Good for cut and fill economies however it may pose a navigational hazard.

d) LAND LOCKED TYPE :

Gives a maximum sense of enclosures and minimum interface with shorelines. Here

disadvantages may be distance from water.

NOTE: The land and water area in each case remains equivalent and constant through shapes

and relationship may vary as land wraps around the water.

The minimum harbour area is the space required for berthing ramps plus the turning basis in

front of them.

BREAKWATERS:

Requirement of protection of artificial and semi natural harbours. They are constructions of

linear nature with water on either side. Except for floating types they rise from the bed of sea and

are visible above surface at all times. Jetties, Wharves, Piers may cut as breakwater but not all

break water are jetties.

BOAT HANDLING:

GANTRIES: These are fixed frameworks supporting one or two overhead trolleys-rails, the craft

being cradled and hoisted in slings suspended from them. The simplest type straddle a docking

area.

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SITING OF BREAKWATER:

The selection of most suitable arrangement will depend principally upon the direction of

maximum waves and its effectiveness in quitting the harbour may be checked by model tests.

WHEN WRONGLY POSITIONED:

1) ENCOURAGEMENT OF POLLUTION:

For example – Sanford, Florida where at certain times, large quantities of weeks pour in through

the entrance.

2) STRUCTURAL FAILURE:

Due to wrong positioning in respect of the direction of approach of damaging weather is not

uncommon.

It is better to ward off the attacking wave than to attempt resistance by strength alone.

3) PROMOTION OF SILTATION AND EROSION:

An optimum position is chosen in relation to know currents, drifting and bed material than

sanitation and erosion or both can be a real problem not only at the marine site but at a

considerable distance from it.

4) PARTICULAR CASE HAS TO BE TAKEN AT THE ENTRANCE:

If it is too narrow it gives a funelling effect, if it is too much wild it gives insufficient protection

from greasy seas.

PILES:

Three main categories of piles:

1) Those supporting structure such as jetties, fixed moorings, gentries or hoists ( complex

structures, supporting piles and buildings).

2) Those restraining floaty moorings (simple free standing columns).

3) Those supporting perimeter bulk heads or quays (sheet piles).

The three principle materials are timber, concrete and steel selecting a suitable type. Many piles

are combinations of materials, particularly R.C.C. which will display good and bad qualities of

both the materials.

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Piles may be round, square or octagonal and in length straight or tapered.

Hollow piles are generally filled in with concrete or R.C.C. core.

The strength of piles varies according to whether there is a variable tidal range or is a locked

water area, where the relationship between the water levels and waterways is constant.

MATERIALS, PLANNING AND CONSIDERATIONS:

All the materials used are exposed to high winds and damp ground conditions, hence the

materials to be avoided are:

a) Untreated timber

b) Rendering

c) Unpointed brickwork

d) Light weight metals for roofs

e) Tile hanging

f) Large paves of glass

DREDGING

General: Dredging is defined as “ excavating underwater”. This excavation is carried out to

increase the depth of waterway, to provide sufficient draft for ships in harbours, entrances to

docks, etc. Action of waves and tides tend to deposit sand and silt within maritime enclosures

and navigable rivers. During ebb tides, certain amount of scouring takes place, but still a large

deposit remains uncleared reducing the navigable depths.

Dredge or Dredger is the name applied to the equipment which carries out this deepening or

dredging work.

Thus, a dredge is an earth-moving machine which is designed to increase the depth of water

by removing the bed material of water surface.

The dredging may either be capital dredging or maintenance dredging. In capital dredging,

the required depth of water at a particular place is obtained and it is then maintained regularly to

have a convenient harbour. Thus, capital dredging indicates initial removal of material and the

material removed by be anything from rock to silt. In case of maintenance dredging, the depth of

water is maintained by carrying out dredging operations periodically and it is quite clear that the

material obtained during maintenance dredging will be in the form of fresh deposits such as sand

and silt only.

It may be noted that maintenance dredging is one of the important activity at all the harbours

and there is no harbour worth the name where maintenance dredging is not required. It may be

noted that ports have been shifted in the past simply because the harbour or the entrance to it got

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silted up. Similarly, many harbours have been abandoned because of difficulties involving the

overcoming of silting of harbour or for providing more depth of water to ships of big size.

Disposal of the dredged material: Dredged material is mainly disposed off in the following ways:

1. Conveyed out to sea and deposited far from the site of accumulation.

2. Conveyed and deposited in the swampy areas inland or adjacent to the shore for

reclamation of land.

In respect of the above, State laws are established as to the disposal of the dredged material

and have to be followed.

Types of dredging devices: The following are some of the modern types of mechanical dredges

used in modern marine engineering practice:

1. Dipper dredge.

2. Grapple dredge

3. Continuous bucket elevator or ladder dredge.

4. Hydraulic or suction dredge.

A brief description of the working of these dredges will not be given.

(1) Dipper Dredge: It consists floating vessel strongly constructed, carrying an inclined

frame A in the bow to hold the boom B by guy wires. Through the middle of the wires boom runs a

dipper stick, worked by a rack and pinion arrangement and to the end of which is rigidly attached the

dipper bucket K, with a flap. A hoist cable is fixed to the bucket, to move it up or down. The vessel

is fixed to the bed in position by means of three stakes during the dredging operations. The boom B

could swing horizontally at the bow.

Operation: The hoist cable is released, to enable the bucket to reach the bed when a

crowding force is applied to the stick, through the rack and pinion forcing the teeth of the bucket to

bite into the soil. The hoist cable is slowly pulled resulting in a cut being made in the bed. The

hoisting is continued and the bucket is hauled out of the water, the boom B is swung round to deposit

the material in the bucket, into any scow alongside or on to any predetermined place, by opening the

flap. The boom is swung back and the dipper is lowered, in preparation for the next cut.

Advantages of dipper dredge:

(1) Easy manoeuvrebility and hence, suitable for use in confined space around docks and

narrow channels.

(2) Very powerful and capable of excavating in hard soil, for removal of boulders, and

breaking up of heavy objects like old piles, cribs, etc. This type of dredge can dig in

depts. Of 15 m of water and the dipper capacity varies from 1 to 4 m3 normally.

These types of dredges of heavy capacities of about 12 m3 are in use in the Panama

canal.

(2) Grapple dredge: It consists of a substantial hull, to the front of which are fixed a frame

and a boom B. The frame is guyed back, by back legs. A grab bucket K is suspended by two cable

lines H, H called the opening and closing lines. The boom is fixed at the required elevation by means

of a guy wire and arranged to rotate through a horizontal angle on a pivot at the lower end. The

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bucket hoisting pass over two main sheaves fixed to the upper end of the boom. The dredge is

moored by the help of stakes fixed fore and aft.

Operation: After positioning the dredge, a scow is brought alongside and tied fast to it, on

the right side. The bucket is lowered to the bottom, where it bites the bed and fills itself. Then

tension is put on the closing cable, which closes the bucket, hoists the load and swings the boom

horizontally to the right. When the boom reaches over to the scow, the tensions in the cables are

reversed, and this results in opening and discharging of the bucket and the boom swings back to the

digging position as before.

The hull is generally 30m to 60m long and 15m across, the boom being 15m long. The

capacity of the grab bucket ranges from 8 to 23 m3.

This dredge is very efficient and suitable for dredging materials, like sand, clay or mud, but

not good for hard diggings. The bed dredged by a grab seldom be even and will exhibit pits and high

spots.

(3) Continuous bucket elevator or ladder dredge: It consists of an endless chain of

buckets, mounted and running round a ladder L, formed in the middle of the bow of a floating

vessel. The ladder could be lowered or raised by the line N. The chain of buckets is operated,

manually or mechanically by a big wheel E. The buckets are provided with a pronged cutting edges.

Operation: Each bucket cuts and brings up material to the top of the ladder as the chain

moves round , where each bucket inverts on descent and discharges it contents into special holds H,

H. The vessel moves forward on completion of work at each section.

The size of these vessels is about 60m in length and 15m in width, having a draft of about

2.50m to 3m. These can be used for digging depths of 9m to 12m. The average digging capacity of

such a vessel is about 6000 to 7650 m3 per day. These dredge is very suitable for handling coarse

gravel or sand, hard clays and even soft or broken stone, at fairly good depths and beyond the reach

of a dipper. The bed dredged is the least disturbed.

(4) Hydraulic or suction dredge: It consists of a suction pipe, carrying at the lower end a

cutter of some sort and having a universal joint at top. This pipe is supported on a ladder and held in

position by an A frame mounted on the bow of the dredging vessel. The suction pipe is connected to

a centrifugal pump located amidships having a long flexible delivery pipe discharging into hopper

barges alongside the vessel itself or on to specially selected spot on shore, needing reclaiming or

filling.

Operation: The hull V carries the suction pipe on a ladder in the bow and the pumping

machinery P is housed in the middle of the ship with its delivery pipe D discharging into hopper

barges floating behind the dredging vessel is moored by anchors.

The cutter rotates cuts and loosens the soil for quick and easy suction by the pump. The cut

up material is well churned in the operation and mixed with water to facilitate suction.

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Sea going dredges of this type have a size varying from 45 m to 140 m in length and 9 m to

30 m in width. The digging depths vary from 4.50 m to 15 m. The machinery is operated either by

steam power or electric power. The pump is a special type of centrifugal pump capable of handling

heavy particles of dirt and rock brought out in dredging.

This type of dredge is very effective in beds of sand, silt, mud and clay in open water and is

an excellent machine to clear sand bars. If big boulders or tree stumps are met with, they will have to

be lifted out before putting the cutter to work. Gravel and soft rocks are easily reduced by the cutter.

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DESIGN REQUIREMENTS

Accounts and record keeping 30

Priming 30

Cash Flow Analysis 30

Salary Administration 25

Insurance – Taxation 25

Announcement Room 20

Video Monitor Rooms 30

Conference Rooms 200

Head\Chief 30

Ship arrival and Departure Lounge with corridor 1700

Public Concourse 2000

Ticket Counters with queue-up area 350

Information Counters, with book offices 50

Tourist Information Centre 50

Child care centre 100

Postal services 80

Communication centre 100

Baggage lost and found 70

Trolley rooms 70

Baggage handling(including all back office work

for Arrival Passengers 200

Baggage handling(including all back office work

for Departure Passengers 500

Duty free shop for Arrival 15 x 7 105

Duty free shop for Departure 15 x 11 165

Bank Extension Counter for Arrival 125

Bank Extension Counter for Departure 125

Rent-a-car counter 25

Basic Kiosks 150

First-aid Rooms for ( Departure & Arrival) 160

Shop for Impulse buying (55 nos) 1000

Fast Food centre with viewing deck 500

Restaurant with kitchen 500

Ship baggage check in handling 400

For maintenance 30

Stores 150

Office administration 60

Office planning & forecasting 30

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Supply inventory 20

Public relations 40

GROUND TRANSPORTATION MODES

Bus lounge with parking for buses 3500

Taxi park area 1000

Taxi and auto waiting lounge 800

Staff parking 1500

OFFICE REQUIREMENTS:

Terminal Manager 60

Secretary and staff 30

Waiting 150

Duty officers (1 nos) 30

Security chief 30

3 nos. technical chief 70

Staff for each 60

Maintenance Officer 25

Staff/ Officer Office 30

Life Guard 60

Fire fighting Office with parking for fire engines 360

Vehicular check in with book offices 80

Sub-Station 60

AC Plant Rooms 60

OTHER STAFF FACILITIES:

Staff lockers male and females with toilets 100

Staff restrooms 80

Staff Canteen 80

Control Tower 250

Viewing Gallery 60

Local Guard office 50

Security Staff 25 x 4 100

Store 80

Craft companies offices 120

THE TOTAL BUILT-UP IS 11300 Sq.m

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CHAPTER 11- TERMINAL FACILITIES

1.0 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 waybed

• Hydraulic characteristics of waterway

• Meteorologic characteristic

• Craft characteristic and dimensions

• Soil condition

2.0 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.

3.0 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,

proprietory 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

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clearly shows the water edge. The size of shape of area are dictated by the need to manover

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 subbase a heavy duty non slip surface.

• Should be well drained with oil trap gulleys.

• 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.

• 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.

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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.

• 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.

4.0 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.

CUSTOMS:

This is a small office on the harbour side or quay with suitable fixed steps or

floating pier and ramp to boat deck level.

COAST GUARD:

If there are no naturally high features nearby the marinas are suitable locations for

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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.

5.0 RANGE OF LANDSLIDE 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

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.

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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.

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.

6.0 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

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.

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• 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.

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:

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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.

GALLER Y:

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.

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DESIGN CONCEPT

The universe consists of positive and negative electrons. The positive and

negative thus forms a element which in

turns forms nature. Positive and negative

generates nature. In nature every single

particle is (+) or (-). Positive and

Negative charges keeps the world going

and emerging new things.

Earth is taken positive as it is constantly on stay in relation to water and Sea as a

negative element as it is in a movement

in relation to the land.

The water ( SEA) moves in a specific movem,ent. This is the movement of a

negative element, When this form is

attached to a positive element it gives a

SHAPE, LINE .

If it is a 2D line it gives a road ,

movement, passage, two sides of a line.

If it is emerged in 3D form it gives two

different environments. The two sides of

this 3D curve can be felt differently .

The curve if closed from one side gives a

feeling of security, shade if covered by a

roof, a resting place. The other surface

forms a surface of exterior part.

Every building, structure, need a

ventilation , movement of air, movement

of people. Thus the two arrows indicate

the movement.and thus three different

buildings are emerged.

1) ADMINISTRATIVE BUILDING

2) TERMINAL BUILDING

3) RESTAURANT AND SHOPPING.

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Typical photos of the terminals various Areas

Cruise ship terminal seating Cruise ship Gangway entrance

Joining of Cruise ship to Terminal building Cruise ship Ticket counter

Through gangway

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STRUCTURAL SYSTEM

The structural system has been conceived in a comprehensive manner and integrated with the

requirements of architectural planning and design and the services system. The structural

arrangement has been planned so as to effect the maximum economy and safety while considering

the worst load combinations arising out of seismic/wind and imposed loading in accordance with the

prevailing codes of practices.

To provide more flexibility of use in office areas, prestanding columns have been reused to

the minimum, resulting in fairly large grids of 7.5 mx 5m & 5m x 15m as shown in the drawing.

This factor, coupled with air conditioning ducting requirements, necessitated special consideration in

the formulation of structural concept of the main frame and in the sizing of beams and slabs.

Subsoil investigation covering standard penetration test and dynamic cone penetration test,

along with the relevant laboratory test of soil and water samples have been carried out. Based on the

soil investigation details pile foundation is proposed for the Terminal building.

The Structural system used is Structural Steel “I” , “L” ans “[“ sections for the columns and

the Roofing pattern. The Structural Steel are encased in the concrete for the better safety from the

corrosion from the sea erosion. The piles used are of concrete . The effective use is Three piles

below 1 column.

The Roofing material is “KALZIP”

(The product Kalzip® and Kalbau® aluminium sheets are available in a wide range of different surfaces and

colours,for roofs and facades. In addition to the conventional robust,

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stucco-embossed aluminium finish, Corus has now extended the design potential of Kalzip®

and Kalbau® with their introduction of Kalzip® AluPlusPatina, which provides yet another

attractive metallic design option with a high-quality appearance.

The pre-weathered profile sheets are made from resistant stucco-embossed aluminium with

additional surface treatment. With this treatment, the aluminium surface loses its natural shine and

significantly reduces diffuse light reflection. Depending on the angle of incidence, the level of sheen

can be reduced by up to 20%. The characteristics of this surface finish are comparable to those of an

aluminium profile sheet which has been weathered over years. The natural ageing process, which the

profile sheets undergo during exposure to weathering, is not hindered and proceeds in the usual

manner. The special treatment creates a smooth, dirt-repelling surface.

The thickness ess are 0.80 mm 0.90 mm& 1.00 mm The available profile forms are

straight, convex curved, concave curved, tapered, tapered-convex curved,

elliptically curved, hyperbolically curved

The product advantages

• A robust surface which is highly resistant to weathering

• Significantly reduced light reflection

• Pre-weathered surface creates an elegant and matt appearance

• Ideal for cladding

• High level of inherent stability makes its suitable for large spans

• A variety of profile forms are available

• Sophisticated detailed solutions and fittings)

PILES

Three main categories of piles:

1. Those supporting structures such as jetties, fixed moorings, gantries or hoists (complex

structures, supporting piles and buildings).

2. Those restraining floaty moorings (simple free standing columns).

3. Those supporting perimeter bulk heads or quays (sheet piles).

The three principle materials are concrete and steel selecting a suitable type. Many piles are

combinations of materials, particularly R.C.C. which will display good and bad qualities of both

the materials.

Piles may be round, square or octagonal and in length straight or tapered.

Hollow piles are generally filled in with concrete or R.C.C. core.

The strength of piles varies according to whether there is a variable tidal range or is a locked

water area, where relationship between the water levels and waterways is constant.

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BIBLIOGRAPHY:

• TOURISM MASTER PLAN : GOA -2011 FINAL REPORT FEBRUARY 2001

Consulting engineering services (I) ltd.

• Dock and Harbour Engineering : Rangawala

• Tourism Information : Government of Goa

• Proposal of Cruise Terminal at Baina Bay : Consulting engineering services (I)

Ltd

• POLICY SUPPORT TO INLAND WATER TRANSPORT WITHIN INTERMODAL

TRANSPORT : Cdr. R.M. Nair, FIS*

SYSTEM IN INDIA

By WORLD WATER COUNSIL.

• Japan Architecture : JA 24 winter 1996 yearbook

• Japan Architecture :JA 23 Autumn 1996

• The Maharashtra Times (Article on

Cruise shipping in Mumbai and Coastal

regions of India. :Maharashtra times

• Begginers guide to Cruise ships :www.cruise101.com

passenger cruise terminal at goa

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