Draft 1 - Gauri - Ferry Terminal - 28.9.23

DESIGN DISSERTATION SEMESTER IX FERRY TERMINAL
INTRODUCTION
What is Transportation?
The word Transport means the movement of object, goods, passengers, etc. from once
destination to the other destination. Transportation, the movement of goods and persons
from place to place and the various means by which such movement is accomplished. It is
literally described as a means of carrying people as well as goods and animals from one
location to another.
A mode for changing destinations which is the necessity of any region to increase the economy
of within themselves.
It has been in existence since the earliest times where wooden carts and animals like horses,
donkeys, and bulls were used exclusively. As times changed, we saw numerous inventions
taking place and the changes resulted in the invention of cars, buses, trucks, spacecraft,
helicopters, ships, airplanes, etc taking the place of earlier transports.
Figure 1 – Means of Transportation

Reference - https://www.supplychainquarterly.com/articles/3726-tough-road-ahead-for-
transportation-markets
GAURI CHOUDHARI - 08 1
Importance of Transportation
The importance of transportation is that it enables trade, commerce, and communication that
establish civilization. It is good planning that manages traffic flows and enables the undisturbed
and steady movement from one place to another. It is transportation that acts as a link between
manufacturing facilities and consumer markets. Transportation is a reality of our life and without
effective and affordable transportation it becomes impossible for any kind of movement from
one place to another. Transportation has been an all-important contributing factor in the
development of all the nations and that too at every stage of civilization in this world.
It is impossible to think of speedy industrialization as well as mass production as well as

distribution in place without a fully developed infrastructure and transportation. The
transportation facilities have also been a prominent factor in the development of political, social,
economic and cultural fields of a country.
Some of the points on how transportation helps -

1. Transportation helps in mass production and stability of prices.
2. Transportation helps in economic development
3. Transportation offers numerous opportunities
4. Transportation helps in social development
5. Transportation helps in industrial and agricultural development
6. Transportation helps in political development
7. Transportation helps in bringing people closer during natural calamities
8. Transportation helps in cultural development
9. Transportation helps in the growth of business organizations.
10. Help people access jobs.
11. Support innovation, productivity and economic growth in cities and the
national economy.
12. Unlock new development sites for business and housing.
13. Transportation Can Improve Efficiency
14. Transportation Develops Tourism
15. Transportation Enhances Public Safety
16. Transportation Is A Part Of Infrastructure and Development
Requirements for having a Feasible Transport System

Transportation systems’ common characteristics include the following:
1. Openness and accessibility. Designed and organized for the efficient, convenient, and
expeditious movement of large volumes of people and goods, transportation systems must have a
high degree of user access.
2. Extent and ubiquity. Transportation systems require vast amounts of physical infrastructure and
assets.
3. Informative - Putting information in the hands of riders is a sure way to improve rider experience
and increase ridership.
4. Frequency – The frequency of a transport system will give the user a good experience which is
the most important thing involved in transportation.
5. Comfortable - Comfort is an often-overlooked foundational component of great public transit.
Terminal
For a person to become a passenger and travel from one place to another, there is the need of a
transport terminal from where the passenger can board from one place and depart at the
location.
Passengers and freight cannot travel individually but in batches, and for this passenger need to
depart at TERMINAL. A terminal is an area or location which serves as a pathway for handling
transport process (loading and/or unloading cargo) or it can also act as a transfer point for
passengers.
Any location where freight and passengers either originate, terminate, or are handled in the
transportation process. Terminals are central and intermediate locations in the mobility of
passengers and freight. They often require specific facilities and equipment to accommodate the
traffic they handle.=
Terminals may be points of interchange within the same modal system, which ensure continuity
of the flows. This is particularly the case for air and port operations with hubs connecting parts
of the network. Terminals, however, are also critical points of transfer between modes.
The importance of a transport terminal is often a function of its size. Large transport terminals,
particularly ports and airports, confer the status of gateway or hub to their location since they
become obligatory points of transit between different segments of the global transport system.
The Function of Transport Terminals
The importance of a transport terminal is often a function of its size. Large transport terminals,
particularly ports and airports, confer the status of gateway or hub to their location since they
become obligatory points of transit between different segments of the global transport system.
The primary function of a terminal is to handle and transship freight or passengers since modes
are physically separated.
The Functions of Transport Terminals –
• Connectivity. Transport terminals provide connectivity within a transport network as they are
the only locations where a network can be entered or exited from.
• Interface. Transport terminals provide an interface between transport modes enabling

passengers and cargo to transit.
• Buffer. Transport terminals provide a buffer between the different capacity and frequency of the
transport modes they connect, such as a port does for the maritime and land transportation
systems.
Figure 2 – Functions of Terminal

Reference - https://transportgeography.org/
Problems faced in the transport system during the present times.

While urban transport has had a tremendous liberating impact, it has also posed a very serious
problem to the urban impact in which it operates.
1. Traffic Movement and Congestion:
Traffic congestion occurs when urban transport networks are no longer capable of
accommodating the volume of movements that use them. The location of congested areas is
determined by the physical transport framework and by the patterns of urban land use and their
associated trip-generating activities. Levels of traffic overloading vary in time, with a very well-
marked peak during the daily journey-to-work periods.
Public Transport Crowding:
The ‘person congestion’ occurring inside public transport vehicles at such peak times adds insult
to injury, sometimes literally. A very high proportion of the day’s journeys are made under
conditions of peak-hour loading, during which there will be lengthy queues at stops, crowding at
terminals, stairways and ticket offices, and excessively long periods of hot and claus-trophobic
travel jammed in overcrowded vehicles.
3. Off-Peak Inadequacy of Public Transport:

If public transport operators provide sufficient vehicles to meet peak-hour demand there will be
insufficient patronage off-peak to keep them economically employed. If on the other hand they
tailor fleet size to the off-peak demand, the vehicles would be so overwhelmed during the peak
that the service would most likely break down.
4. Difficulties for Pedestrians:
Pedestrians form the largest category of traffic accident victims. Attempts to increase their safety
have usually failed to deal with the source of the problem (i.e., traffic speed and volume) and
instead have concentrated on restricting movement on foot.
5. Parking Difficulties:
Many car drivers stuck in city traffic jams are not actually trying to go anywhere: they are just
looking for a place to park. For them the parking problem is the urban transport problem: earning
enough to buy a car is one thing but being smart enough to find somewhere to park it is quite
another. However, it is not just the motorist that suffers. Cities are disfigured by ugly multi-
storey parking garages and cityscapes are turned into seas of metal, as vehicles are crammed on
to every square metre of ground.
6. Environmental Impact:
The operation of motor vehicles is a polluting activity. While there are innumerable other
activities which cause environ-mental pollution as a result of the tremendous increases in vehicle
ownership, society is only now beginning to appreciate the devastating and dangerous
consequences of motor vehicle usage. Pollution is not the only issue.
7. Traffic Noise:
It is generally recognised that traffic noise is the major environment problem caused by traffic in
urban areas.
Background Study
As the need of transportation helps in growth and development of the region.
To avoid the congestion in the growing urban transport system, there should be alternative
systems.
Types Of Transport Systems
Five Major Modes of Transportation –
Road transport
Road transport exists in all parts of the world, this involves the use of motor vehicles (cars,
lorries, buses, bicycles, and trucks). There are various types of roads according to size and
functions, some roads are tarred while others are not.
The best of these roads are the modern roads which link major towns. Road transport, when
compared with other modes of transportation, is more flexible. It is relatively cheaper and faster.
Road transport has a high capacity for carrying goods over short distances. Maintenance is one
of the major disadvantages of this mode of transport.
Railway transport
Railways were developed during the period of the industrial revolution in the 19th century, these
were partly for political reasons and for economic reasons. In many countries, they were built
especially to penetrate isolated regions and help promote political unity.
The major advantage of railway transport includes the provision of reliable services. It has the
ability to convey heavy and bulky goods; it is also very cheap, safe, and also comfortable for
passengers over a long distance.
Water transport
Water transport is very important because it is the cheapest way of transporting bulky goods over
a long distance.
In the world, there are two major types of water transport namely: Inland water transport and
ocean water transport.
Inland water transport
This is the system of transport through all navigable rivers, lakes, and man-made canals. Many
large rivers in different parts of the world are used by ships and barges for transportation; the
main rivers where inland water transport is important are the Rhine and Dambe in Europe, Zaire
in Africa, the Nile in Africa, the Mississippi in the USA, etc.
Ocean Waterways
However, Ocean waterways carry a lot of the world’s trade, the majority of the bulky goods,
materials, and passengers pass through ocean waterways from one country to another at the
cheapest cost.
Air transport
Air transport is the newest means of transport; it was introduced in 1903 but developed into full
means of transporting people and goods in the 1930s. The greatest air transportation started after
the Second World War (WWII). This mode of transportation can be used for both domestic and
international flights.
Pipeline transport
This system of transportation involves the use of hollow pipes in the transportation of water,
crude oil, (petroleum) and gas. This mode of transportation is safer than using tankers or trailers
in the transportation of these liquids.
1.7.2. Types of Terminals

There are three major types of intermodal terminals, each having its own locational and
equipment requirements:
Port terminals. They are the most substantial intermodal terminals in terms of traffic, footprint,
and capital requirements. A gateway (container terminal) provides an interface between the
maritime and inland systems of circulation. The growth of long-distance maritime container
shipping has also favored the emergence of intermediate hub terminals, some having an offshore
location. Their purpose is mainly to tranship containers from one shipping network to another,
and many have limited hinterland connections. The terminal is used as a buffer while containers
wait to be loaded on another ship. The containerization of inland river systems has led to the
development of an array of barge terminals linked with major deep-sea terminals with scheduled
barge services. At the maritime container terminal, barges can either use regular docking areas or
have their own terminal facilities if congestion is an issue. Although barge-to-barge terminal
container services are technically possible, they are not very common.
Rail terminals. For inland intermodal chains, rail terminals are linked with port terminals. The
fundamental difference between an on-dock and a near-dock rail facility is not necessary the
distance from the terminal facilities, but terminal clearance. While for an on-dock rail terminal,
containers can be moved directly from the dock (or the storage areas) to a railcar using the
terminal’s own equipment, accessing a near-dock facility requires clearing the terminal’s gate,
using the local road system, and clearing the gate of the near-dock rail terminal. These can be
prone to congestion and delays.
A satellite terminal is mainly a facility located at a peripheral and less congested site that
performs activities that have become too expensive or space-consuming for the maritime
terminal, such as the storage of empty containers. Rail satellite terminals can be linked to
maritime terminals through rail shuttle or truck drayage (more common) services.
Distribution centers. Represent a distinct category of intermodal terminals performing an array
of value-added functions, with transmodal operations dominantly supported by trucking.
Distribution centers can perform three major functions. A transloading facility mainly transfers
the contents of maritime containers into domestic containers or truckloads (or vice-versa).
1.7.3. Transportation in India

India’s transport sector is large and diverse; it caters to the needs of 1.1 billion people. In 2007,
the sector contributed about 5.5 percent to the nation’s GDP, with road transportation
contributing the lion’s share.
Good physical connectivity in the urban and rural areas is essential for economic growth. Since
the early 1990s, India's growing economy has witnessed a rise in demand for transport
infrastructure and services.
However, the sector has not been able to keep pace with rising demand and is proving to be a
drag on the economy. Major improvements in the sector are therefore required to support the
country's continued economic growth and to reduce poverty.
Roads. Roads are the dominant mode of transportation in India today. They carry almost 85
percent of the country’s passenger traffic and more than 60 percent of its freight. The density of
India’s highway network -- at 0.66 km of roads per square kilometer of land.
Rural Roads-A Lifeline for Villages in India: Connecting Hinterland to Social Services and
markets
Railways. Indian Railways is one of the largest railways under the single management. It carried
some 19.8 million passengers and 2.4 million tonnes of freight a day in year 2009 and is one of
the world’s largest employer. The railways play a leading role in carrying passengers and cargo
across India’s vast territory. However, most of its major corridors have capacity constraint
requiring capacity enhancement plans.
Ports. India has 13 major and 199 minor and intermediate ports along its more than 7500 km
long coastline. India’s seaborne foreign trade being 95% by volume and 67% by value, the ports
play a very significant role in improving foreign trade in a growing economy. These ports serve
the country’s growing foreign trade in petroleum products, iron ore, and coal, as well as the
increasing movement of containers.
Aviation. India has 128 airports, including 15 international airports. Indian airports handled 142
million passengers in 2010-11 and 1.6 million tonnes of cargo in year 2009-10. The CAGR for
the domestic passenger and freight growth over the last decade has been 14.2% and 7.8%
respectively.
Urban Transport. India is experiencing rapid urbanization with the present urbanization levels
at 30% translating to a population of roughly 340 million living in urban areas. The number of
million plus cities is presently at 42 and the urban economy accountd for roughly 60% of the
GDP.. Only about 20 cities out of 87 cities with a population in excess of 500,000 and state
capitals have any kind of organized transport and only 3-4 cities could lay claim to a mass rapid
transit system. The share of public transport in cities with population sizes over 4 million has
declined from 69% to 38% between 1994 to 2007. Accident and fatality rates are one of the
highest in the world affecting primarily the poor and vulnerable without their own means of
transport.
Issues in Transportation in India –

What causes India’s congestion?
This is due to the nature of urban transport, where roads are multipurpose public goods, used by
various classes of motorised and non-motorised vehicles, as well as a wide variety of other users
such as street-sellers, children playing and animals.’ That congestion is a big barrier to economic
development and the quality of life is well known, but little is known about what causes
congestion.
Transportation remains the largest sector of lending by the World Bank and regional lending
institutions, representing more than 20% of their net commitments.
Indian cities are slow due to uncongested mobility and not due to mobility delays. They are slow
at all times, even at night in the absence of traffic. This is due to the multipurpose nature of
urban transport, where roads are multipurpose public goods, used by various classes of motorised
and non-motorised vehicles, as well as a wide variety of other users such as street-sellers,
children playing and animals.
Urban transportation in developing countries is prioritised for massive investments. A lot more
can be learned from the data we use here. It can be used to learn about the fundamentals of urban
travel beyond mobility and congestion.
India is blessed with the long coastline. The beautiful beaches and the creeks stand by on its
own. The tourism industry is growing on the basis of the coastal development in India. Though
there are so many places where the tourists have to struggle to reach such destinations. The
congestion and the crowd in waterways and railways have increased the time of travelling.
This gives rise to the question of providing a more feasible and less time-consuming route. The
waterfront of India is used in very less proportion as compared to roadways and railways. This
brings the scope in developing the water transport routes throughout the coastal line in India
which will help in reducing the congestion and time within the transport. For water transport the
construction of terminals are necessary.
1.8.1 Ferry Terminal

Ferry Terminal means a fixed location for the boarding, departure, or arrival of a ferry service.
A place alongside navigable water with facilities for the loading and unloading of ferries.
The most amusing form of transport in the city, the Ferry is the connection between two corners
of the city via the sea.
Justification –
Aim –
The aim of this research is to reduce the congestion in transportation by introducing the
ferry wharf. The aim of this project is to understand the transport system and connectivity within
the other locations.
Objective –
The objective is designing a ferry terminal at places where there is future development.
The terminal building will focus only on the means of water transportation.
Scope –
The scope of this project is to tackle the congestion within the region. It will focus on the
transport ferry terminal building within the location.
Limitation –
This project will be limited to the ferry terminal building. The development around the site will
not be tackled in this project
LITERATURE REVIEW
Source – Neufert’s Edition 3
2.1 Terminal Planning Principles
The allocation and arrangement of both outdoors and indoors spaces in a Boat terminal
requires some basic planning principles. These principles are highlighted below:
i. The terminal building should have be the core area or principle focus of the terminal
since it serves the primary function of the terminal, which is meeting the terminal
needs of transit passengers, originating passengers and terminating passengers.
ii. Planning efforts should be geared towards optimizing the site focus – size, shape,
topography etc.
iii. Waterside and landside activities should be separated
iv. Departure and arrival flow systems must be separated within the terminal.
v. The site must be planned to enhance the visual image of the terminal.
vi. Terminal facilities, especially the terminal building should be located so as to
guarantee good view of the activities at the waterfront.
2.2 Planning Requirements
2.2.1 Transit facilities

i. Transit facilities should have minimum distances from berthing area if they must
relieve tension in transit passengers.
ii. Security checks should be installed on all passengers’ arrival/departure routes.
iii. Transit facilities should aid for easy access evacuation.
iv. It should also aid easy transit between waterside and landside areas.
2.2.2 Maintenance Facilities

i. The maintenance workshop should have easy access to the berthing area. It should be closely
related to the fuel depot.
ii. It should be relatively open on the sides to encourage natural lighting and ventilation.
iii. The roof of the workshop should be high enough to accommodate ferries due for repairs.
2.2.3 Outdoor Facilities

i. Outdoor facilities should be planned to encourage tourism and visual satisfaction.
2.2.4 Prevailing Winds

The direction and velocity of prevailing winds over the surface of the water will be the
controlling factor in determining the direction of water lanes. When the water landing area
consists of a single lane (covering two wind directions) the greatest percentage of wind coverage
should be obtained. In many cases these single lane operating areas cannot be oriented to take
maximum advantage of the prevailing winds. In this regard, a shifting of the direction of the
water lane should be effected so as to utilize the greatest possible wind coverage in conjunction
with water currents and approach conditions. The influence of approach zones and currents is
explained under these two respective headings that follow. Where all-way landings and takeoffs
can be provided, a study of the wind conditions will indicate the primary and secondary water-
lane directions.
2.2.5 Arrivals and Departure Zones

For boat terminal operations the ideal approach zone is one which permits unobstructed
approaches over water at a ratio of 40 :1 or flatter, with ample clearance on either side of the
approach zone center line. The width of the zone should increase from the ends of the water
lanes so that at a distance of 1 mi from the end of the water lane, the zone is approximately the
width of the water lane plus 1,000 ft. Under favorable temperature conditions a water-borne boat
will leave the water and move a distance of approximately 400 ft. before kicking off with speed.
Furthermore, for obvious safety reasons, arrivals and departures should not be made over
populated areas, beaches and similar shore developments.
2.2.6. The Shoreline Area

Shoreline installations are partly on land and in the water. They are required to perform two
general functions:
i. To provide servicing, loading and unloading, handling and tie-up facilities for boats without
removing them from the water, and
ii. To provide haul-out facilities for removing boats from the water. The types, size, and
arrangement of these installations will be determined by water conditions, the topography of the
land adjacent to the water, the configuration of the bottom of the water area, the number and type
of boats to be docked or removed from the water, and wind conditions. The installation will vary
from a simple wood-plank platform to the more elaborate ramps with railway facilities, piers,
and floats.
2.2.7. Ramps
The simplest form of ramp consists of a wood-plank platform approximately 15 by 20 ft., lay on
a sloping shore, with half its length in water. A device such as this will allow a small boat to taxi
up and out of the water. The use of such a ramp is predicated upon a relatively constant water
level and the shore slope no steeper than 8 to 1. The slope of any ramp should not be greater than
7 to 1, with gradual slopes down to 10 to 1 being preferred. Slopes less than 10 to 1 usually are
too long and hence costly to construct. Chapter 4 shows the maximum draft of seaplanes of
various weights and types. These data are useful in determining the depth to which the
submerged ends of a ramp roust be lowered. A depth of ramp toe of 4 ft. will provide sufficient
depth for most types of waterborne craft in use today; a depth of 3 ft. will permit handling of all
but the heaviest type of amphibians. For small, light, boats a depth of about 18 in. is adequate. In
all cases, this dimension should be established for mean low water.
2.2.8. Piers
Piers or fixed over-water structures can be utilized where the variation in water level is 18 in, or
less. The pier should extend into the water to a point where the water depth is adequate for the
types of boats to be handled. The usual design for a pier incorporates an access walk
approximately 5 ft. in width with hand railings on both sides and an open-decked handling area
approximately 30 by 50 ft. at the walk's end. An open-docked area of this size will provide tie-up
space for four small or three large boats. On long piers where the walking distance is too great
for convenient handling of service equipment, a small storage shed may be located near the
open-decked area. Fueling and lubrication facilities should also be located at the end of the pier.
2.2.9. Access
Access to the land area, both for customers and for service and delivery, should ordinarily be a
two-way, all-weather road. However, when a long access road is required and the traffic to and
from the facility is not seasonal but relatively constant and without peaks, a one-way road will
suffice. In such cases, turn-outs should be provided at convenient intervals. The plan should be
designed for one traffic connection with the main highway or street, in order that its free-way
may be preserved. A public highway should never be used as a part of the road system within a
project if public use for through traffic is to continue after the project has been put into
operation. Through traffic will unduly congest the land facility, could be hazardous to
pedestrians, and splits the property into two separate units which is undesirable.
2.2.10. Roads
Vehicular circulation must be provided for deliveries of gasoline, oil, fuel, and for refuse
removal. These routes will influence walks and interior road system and to some extent the
patterns of the master plan. In order to reduce development costs and maintenance, it is advisable
to concentrate buildings for certain uses in areas with servicing facilities such as a service road,
on one side. When topography and shape of tract are favorable, this type of plan affects
economy. Roads should be planned economically, but must be adequate in width to serve the
anticipated traffic, to permit easy circulation and safe driving. In some instances, they may afford
parking space on one or both sides, depending on the solution of a particular site problem. Some
service roads may be desired for limited use. In such cases the entrance can be barred by
removable posts or chains.
2.2.11 Parking
Areas Provision of parking for cars must be made. As previously mentioned, one should allow
one car for each based watercraft, one car for each employee, plus a ratio of visitors' cars
commensurate with the judgment of local interest in the use of the facility. Parking areas should
not be located so that pedestrians must cross a public road to reach the facility proper. This
creates unnecessary hazard, particularly to unescorted children who might dash across the public
highway. Parking areas should be located convenient to the onshore and shoreline facilities. In
no case should the pedestrians be required to walk a distance greater than 200 ft. from the
parking area or service road to reach buildings or shoreline.
2.2.12. Walks
All walks should be laid out for direct access to and from the facilities to be reached. Like roads,
they should not be oversized in the interest of economy of construction and maintenance.
Recommended walks widths are:
These problems enumerated above do not favor tourism and making travelling uncomfortable
and expensive for passengers and also discourage prospective passengers. These problems can be
solved if and when proper attention is given to them.
2.2.13. Jetties
For easy embarkation on and disembarkation from the crafts by passengers, it is very important
that good jetties with appropriate conveniences, comfort and shelter in addition to office
facilities for the staff and the passengers and their goods respectively be provided at each station.
Very important as well is the provision of appropriate mooring facilities at each station as it is
very dangerous to use canoes to off-load passengers and freight mid-stream.
Source : Architect’s Data 3rd edition
2.3. Orientation
To effectively relate the terminal structures such as sun, wind, weather patterns, topography,
landscape; the following must be considered:
i. Orienting the most populated building spaces towards the north and south
exposures to maximize day lighting and natural ventilation benefits.
ii. Shielding windows and openings from the direction of harsh winter winds and
storm to reduce heating loads.
iii. Maximize north and south façade exposure so as to introduce daylight into the
internal space.
iv. Orienting the building on the site in relation to the cardinal points so as to
maximize the benefits of the prevailing tropical trade winds (north-east trade and
south-west trade winds).
2.4. Breakwater
A breakwater is a permanent structure constructed at a coastal area to protect against tides,
currents, waves, and storm surges. Part of a coastal management system, breakwaters are
installed to minimize erosion, and to protect anchorages, helping isolate vessels within them
from marine hazards such as prop washes and wind-driven waves. A breakwater, also known in
some contexts as a jetty, may be connected to land or freestanding, and may contain a walkway
or road for vehicle access.
2.4. BREAKWATER AND SHORE PROTECTION WORKS
2.5. Design Loads and Stresses

2.5.1 The loading standards to be used in designing and construction of the berth
and approach (if any) shall be:
2.5.2 Dead and Live loads Self-weight of all structural elements as per relevant
codes together with structures and equipment as designed.
• Berth, Loading/Unloading Platforms

a) Dead loads
b) Uniform Live Load as per IS;4651 Part III
c) Live load due to all pipe lines and utilities in operating condition for
loading/unloading platforms.
d) Loads due to Ship-to-Shore Gantry Cranes
e) Berthing force at any or multiple berthing point due to all vessels up to
and including design vessels as per PIANC guidelines & BS: 6349.
Design Vessel is defined in Section 02 of this Manual.
f) Fully loaded fork lift/reach stackers on the berth, if required
g) Mooring force as determined by mooring analysis for different scenarios
for different vessel sizes.
h) Wind loads as per IS: 875 Part III
i) Vehicle loads as specified in IS:4651 Part III
j) Loading due to hatch covers for 4 stack height on the container berth
k) Loading due to container stacking, if required.
l) Provision for loaded mobile harbour crane, if required.
m) Load due to wave for wave height and period estimated by numerical
model study for operations condition as well as extreme conditions
n) Load due to water current at the specific location estimated by numerical
model study for operations condition as well as extreme conditions.
• Approach Trestles (if proposed by the Concessionaire)

a) Dead load
b) Uniform live load as per IS:4651 Part III
c) Vehicle Load as per IS:4651 Part III
d) Fully loaded Fork lift/reach stackers running over Approach Bridge, if
required
e) Provision for unloaded mobile harbor crane moving on its wheels, if
required
f) Wind loads as per IS:875 Part III
g) Load due to wave for wave height and period estimated by numerical
h) Load due to water current at the specific location estimated by numerical
2.5. Width of Structures
• The width of berth structure shall be determined such that it carries the following minimum:
a) Ship-to-Shore (STS) Crane along with all traffic lanes required for it between its rails and all
utilities needed for it.
b) Bollards and free space around it for working.
c) Service vehicle lane in front of STS Crane rails.
d) Hatch cover laydown area
e) Traffic bypass lane at the rear
f) Lighting and other utilities space
g) Fire water lines and hydrants
• The width of approach bridges shall be determined such that it carries the following minimum:
a) Adequate number of lanes to cater to all traffic.

b) Space for footpath and crash barriers.
c) Utilities, fire water lines and hydrants
d) Space for high mast lightings
2.6. Mooring study

Mooring study for the berth and/or dolphin(s) proposed shall be carried out as specified in BS:
6349 Part 4 and PIANC Guidelines.
1.8. Sub-Soil Investigations

Independent sub-soil investigations shall be carried out to establish the soil parameters required
for detailed design of foundations in accordance with relevant provisions of IS:4651
Specifications and BS:5930.
1.9. Foundations
The design of foundations shall conform to relevant standards and specifications as mentioned
herein below:-
• Open Foundations:
The design of open foundations shall conform to IS: 6403.
• Pile Foundations:
The design of pile foundations shall be done as per IS: 2911. The Concessionaire shall submit a
method statement supported by the following:
(a) Bore-log details for each foundation; 34
(b) Design assumptions;
(c) Design calculations both for single pile or group of piles and for pile type;
(d) Type of piles-Bored cast-in-situ piles and driven piles;
(e) Procedure adopted for installation of piles;
(f) Arrangements for load testing of piles;
(g) Format for reporting of test results.
(Manual of specifications and standards)
1.10. Types Of Ferries

The main types of Ferries are:
Hydrofoil
The hydrofoil ferries provide an added advantage of sailing at higher speeds, thus facilitating
commuting faster and easier. Hydrofoil have even enabled ferries to move faster than some
hovercrafts. Due to this they now compete even the fastest trains running across English
Channel. They are the ultimate solution for places suffering from mass tourism.
Catamaran
This is also a kind of high speed ferry used mainly in Scandenavian and European countries.
They are used for transporting both, passengers and vehicles. They are generally of large
capacity and many of them use waterjet propulsion. They are generally larger than Hydrofoil.
Ro-Ro
As mentioned earlier, these ferries designed specifically for transporting cars and other vehicles
in an easier and faster manner. The design is such that a car can be directly drove in and out with
absolute ease.
Cable Ferries
Cable ferries are short distance ferries that are propelled and steered by cables attached to the
shore. Some ferries are even human powered from a boat or a ship. They are also used in rivers
and lakes. In some countries they are known as “Punts”
Docking
These are specialized ferries used for docking road transport vehicles or rail cars. They have
ramp or rails made on the ferry itself. The structure that acts as a wave guard can also be lowered
and elevated in order to align with the fixed ramps or rails on the ports, thus enabling an easy
loading and unloading of vehicles and rail cars.
(https://www.brighthubengineering.com/naval-architecture/36340-types-of-ships-ferry/#types-
of-ferries, 2009-05-21)
2 LITERATURE REVIEW
2.1 Terminal Planning Principles
The allocation and arrangement of both outdoors and indoors spaces in a Boat terminal requires
some basic planning principles. These principles are highlighted below:
i. The terminal building should have be the core area or principle focus of the terminal
since it serves the primary function of the terminal, which is meeting the terminal
needs of transit passengers, originating passengers and terminating passengers.
ii. Planning efforts should be geared towards optimizing the site focus – size, shape,
topography etc.
iii. Waterside and landside activities should be separated
iv. Departure and arrival flow systems must be separated within the terminal.
v. The site must be planned to enhance the visual image of the terminal.
vi. Terminal facilities, especially the terminal building should be located so as to
guarantee good view of the activities at the waterfront.
2.2 Planning Requirements
2.2.1 Transit facilities

i. Transit facilities should have minimum distances from berthing area if they must
relieve tension in transit passengers.
ii. Security checks should be installed on all passengers’ arrival/departure routes.
iii. Transit facilities should aid for easy access evacuation.
iv. It should also aid easy transit between waterside and landside areas.
2.2.2 Maintenance Facilities

i. The maintenance workshop should have easy access to the berthing area. It should be closely
related to the fuel depot.
ii. It should be relatively open on the sides to encourage natural lighting and ventilation.
iii. The roof of the workshop should be high enough to accommodate ferries due for repairs.
2.2.3 Outdoor Facilities

i. Outdoor facilities should be planned to encourage tourism and visual satisfaction.
2.2.4 Prevailing Winds

The direction and velocity of prevailing winds over the surface of the water will be the
controlling factor in determining the direction of water lanes. When the water landing area
consists of a single lane (covering two wind directions) the greatest percentage of wind coverage
should be obtained. In many cases these single lane operating areas cannot be oriented to take
maximum advantage of the prevailing winds. In this regard, a shifting of the direction of the
water lane should be effected so as to utilize the greatest possible wind coverage in conjunction
with water currents and approach conditions. The influence of approach zones and currents is
explained under these two respective headings that follow. Where all-way landings and takeoffs
can be provided, a study of the wind conditions will indicate the primary and secondary water-
lane directions.
2.2.5 Arrivals and Departure Zones

For boat terminal operations the ideal approach zone is one which permits unobstructed
approaches over water at a ratio of 40 :1 or flatter, with ample clearance on either side of the
approach zone center line. The width of the zone should increase from the ends of the water
lanes so that at a distance of 1 mi from the end of the water lane, the zone is approximately the
width of the water lane plus 1,000 ft. Under favorable temperature conditions a water-borne boat
will leave the water and move a distance of approximately 400 ft. before kicking off with speed.
Furthermore, for obvious safety reasons, arrivals and departures should not be made over
populated areas, beaches and similar shore developments.
2.2.6. The Shoreline Area

Shoreline installations are partly on land and in the water. They are required to perform two
general functions:
iii. To provide servicing, loading and unloading, handling and tie-up facilities for boats without
removing them from the water, and
iv. To provide haul-out facilities for removing boats from the water. The types, size, and
arrangement of these installations will be determined by water conditions, the topography of the
land adjacent to the water, the configuration of the bottom of the water area, the number and type
of boats to be docked or removed from the water, and wind conditions. The installation will vary
from a simple wood-plank platform to the more elaborate ramps with railway facilities, piers,
and floats.
2.2.7. Ramps
The simplest form of ramp consists of a wood-plank platform approximately 15 by 20 ft., lay on
a sloping shore, with half its length in water. A device such as this will allow a small boat to taxi
up and out of the water. The use of such a ramp is predicated upon a relatively constant water
level and the shore slope no steeper than 8 to 1. The slope of any ramp should not be greater than
7 to 1, with gradual slopes down to 10 to 1 being preferred. Slopes less than 10 to 1 usually are
too long and hence costly to construct. Chapter 4 shows the maximum draft of seaplanes of
various weights and types. These data are useful in determining the depth to which the
submerged ends of a ramp roust be lowered. A depth of ramp toe of 4 ft. will provide sufficient
depth for most types of waterborne craft in use today; a depth of 3 ft. will permit handling of all
but the heaviest type of amphibians. For small, light, boats a depth of about 18 in. is adequate. In
all cases, this dimension should be established for mean low water.
2.2.8. Piers
Piers or fixed over-water structures can be utilized where the variation in water level is 18 in, or
less. The pier should extend into the water to a point where the water depth is adequate for the
types of boats to be handled. The usual design for a pier incorporates an access walk
approximately 5 ft. in width with hand railings on both sides and an open-decked handling area
approximately 30 by 50 ft. at the walk's end. An open-docked area of this size will provide tie-up
space for four small or three large boats. On long piers where the walking distance is too great
for convenient handling of service equipment, a small storage shed may be located near the
open-decked area. Fueling and lubrication facilities should also be located at the end of the pier.
2.2.9. Access
Access to the land area, both for customers and for service and delivery, should ordinarily be a
two-way, all-weather road. However, when a long access road is required and the traffic to and
from the facility is not seasonal but relatively constant and without peaks, a one-way road will
suffice. In such cases, turn-outs should be provided at convenient intervals. The plan should be
designed for one traffic connection with the main highway or street, in order that its free-way
may be preserved. A public highway should never be used as a part of the road system within a
project if public use for through traffic is to continue after the project has been put into
operation. Through traffic will unduly congest the land facility, could be hazardous to
pedestrians, and splits the property into two separate units which is undesirable.
2.2.10. Roads
Vehicular circulation must be provided for deliveries of gasoline, oil, fuel, and for refuse
removal. These routes will influence walks and interior road system and to some extent the
patterns of the master plan. In order to reduce development costs and maintenance, it is advisable
to concentrate buildings for certain uses in areas with servicing facilities such as a service road,
on one side. When topography and shape of tract are favorable, this type of plan affects
economy. Roads should be planned economically, but must be adequate in width to serve the
anticipated traffic, to permit easy circulation and safe driving. In some instances, they may afford
parking space on one or both sides, depending on the solution of a particular site problem. Some
service roads may be desired for limited use. In such cases the entrance can be barred by
removable posts or chains.
2.2.11 Parking
Areas Provision of parking for cars must be made. As previously mentioned, one should allow
one car for each based watercraft, one car for each employee, plus a ratio of visitors' cars
commensurate with the judgment of local interest in the use of the facility. Parking areas should
not be located so that pedestrians must cross a public road to reach the facility proper. This
creates unnecessary hazard, particularly to unescorted children who might dash across the public
highway. Parking areas should be located convenient to the onshore and shoreline facilities. In
no case should the pedestrians be required to walk a distance greater than 200 ft. from the
parking area or service road to reach buildings or shoreline.
2.2.12. Walks
All walks should be laid out for direct access to and from the facilities to be reached. Like roads,
they should not be oversized in the interest of economy of construction and maintenance.
Recommended walks widths are:
These problems enumerated above do not favor tourism and making travelling uncomfortable
and expensive for passengers and also discourage prospective passengers. These problems can be
solved if and when proper attention is given to them.
2.2.13. Jetties
For easy embarkation on and disembarkation from the crafts by passengers, it is very important
that good jetties with appropriate conveniences, comfort and shelter in addition to office
facilities for the staff and the passengers and their goods respectively be provided at each station.
Very important as well is the provision of appropriate mooring facilities at each station as it is
very dangerous to use canoes to off-load passengers and freight mid-stream.
2.3. Orientation
To effectively relate the terminal structures such as sun, wind, weather patterns, topography,
landscape; the following must be considered:
i. Orienting the most populated building spaces towards the north and south
exposures to maximize day lighting and natural ventilation benefits.
ii. Shielding windows and openings from the direction of harsh winter winds and
storm to reduce heating loads.
iii. Maximize north and south façade exposure so as to introduce daylight into the
internal space.
iv. Orienting the building on the site in relation to the cardinal points so as to
maximize the benefits of the prevailing tropical trade winds (north-east trade and
south-west trade winds).
2.4. Breakwater
A breakwater is a permanent structure constructed at a coastal area to protect against tides,
currents, waves, and storm surges. Part of a coastal management system, breakwaters are
installed to minimize erosion, and to protect anchorages, helping isolate vessels within them
from marine hazards such as prop washes and wind-driven waves. A breakwater, also known in
some contexts as a jetty, may be connected to land or freestanding, and may contain a walkway
or road for vehicle access.
2.4. BREAKWATER AND SHORE PROTECTION WORKS
2.5. Design Loads and Stresses

2.5.1 The loading standards to be used in designing and construction of the berth
and approach (if any) shall be:
2.5.2 Dead and Live loads Self-weight of all structural elements as per relevant
codes together with structures and equipment as designed.
• Berth, Loading/Unloading Platforms

a) Dead loads
b) Uniform Live Load as per IS;4651 Part III
c) Live load due to all pipe lines and utilities in operating condition for
loading/unloading platforms.
d) Loads due to Ship-to-Shore Gantry Cranes
e) Berthing force at any or multiple berthing point due to all vessels up to
and including design vessels as per PIANC guidelines & BS: 6349.
Design Vessel is defined in Section 02 of this Manual.
f) Fully loaded fork lift/reach stackers on the berth, if required
g) Mooring force as determined by mooring analysis for different scenarios
for different vessel sizes.
h) Wind loads as per IS: 875 Part III
i) Vehicle loads as specified in IS:4651 Part III
j) Loading due to hatch covers for 4 stack height on the container berth
k) Loading due to container stacking, if required.
l) Provision for loaded mobile harbour crane, if required.
m) Load due to wave for wave height and period estimated by numerical
n) Load due to water current at the specific location estimated by numerical
• Approach Trestles (if proposed by the Concessionaire)

a) Dead load
b) Uniform live load as per IS:4651 Part III
c) Vehicle Load as per IS:4651 Part III
d) Fully loaded Fork lift/reach stackers running over Approach Bridge, if
required
e) Provision for unloaded mobile harbor crane moving on its wheels, if
required
f) Wind loads as per IS:875 Part III
g) Load due to wave for wave height and period estimated by numerical
h) Load due to water current at the specific location estimated by numerical
2.5. Width of Structures
• The width of berth structure shall be determined such that it carries the following minimum:
a) Ship-to-Shore (STS) Crane along with all traffic lanes required for it between its rails and all
utilities needed for it.
b) Bollards and free space around it for working.
c) Service vehicle lane in front of STS Crane rails.
d) Hatch cover laydown area
e) Traffic bypass lane at the rear
f) Lighting and other utilities space
g) Fire water lines and hydrants
• The width of approach bridges shall be determined such that it carries the following minimum:
a) Adequate number of lanes to cater to all traffic.

b) Space for footpath and crash barriers.
c) Utilities, fire water lines and hydrants
d) Space for high mast lightings
2.6. Mooring study

Mooring study for the berth and/or dolphin(s) proposed shall be carried out as specified in BS:
6349 Part 4 and PIANC Guidelines.
2.7. Sub-Soil Investigations

Independent sub-soil investigations shall be carried out to establish the soil parameters required
for detailed design of foundations in accordance with relevant provisions of IS:4651
Specifications and BS:5930.
2.8. Foundations
The design of foundations shall conform to relevant standards and specifications as mentioned
herein below:-
• Open Foundations:
The design of open foundations shall conform to IS: 6403.
• Pile Foundations:
The design of pile foundations shall be done as per IS: 2911. The Concessionaire shall submit a
method statement supported by the following:
(a) Bore-log details for each foundation; 34
(b) Design assumptions;
(c) Design calculations both for single pile or group of piles and for pile type;
(d) Type of piles-Bored cast-in-situ piles and driven piles;
(e) Procedure adopted for installation of piles;
(f) Arrangements for load testing of piles;
(g) Format for reporting of test results.
Figure.1 (Manual of specifications and standards)
Figure.2
2.7. Types Of Ferries

The main types of Ferries are:
Hydrofoil
The hydrofoil ferries provide an added advantage of sailing at higher speeds, thus facilitating
commuting faster and easier. Hydrofoil have even enabled ferries to move faster than some
hovercrafts. Due to this they now compete even the fastest trains running across English
Channel. They are the ultimate solution for places suffering from mass tourism.
Catamaran
This is also a kind of high speed ferry used mainly in Scandenavian and European countries.
They are used for transporting both, passengers and vehicles. They are generally of large
capacity and many of them use waterjet propulsion. They are generally larger than Hydrofoil.
Ro-Ro
As mentioned earlier, these ferries designed specifically for transporting cars and other vehicles
in an easier and faster manner. The design is such that a car can be directly drove in and out with
absolute ease.
Cable Ferries
Cable ferries are short distance ferries that are propelled and steered by cables attached to the
shore. Some ferries are even human powered from a boat or a ship. They are also used in rivers
and lakes. In some countries they are known as “Punts”
Docking
These are specialized ferries used for docking road transport vehicles or rail cars. They have
ramp or rails made on the ferry itself. The structure that acts as a wave guard can also be lowered
and elevated in order to align with the fixed ramps or rails on the ports, thus enabling an easy
loading and unloading of vehicles and rail cars.
Figure.3 (https://www.brighthubengineering.com/naval-architecture/36340-types-of-ships-
ferry/#types-of-ferries, 2009-05-21)
1. LIVE CASE STUDY

MORMUGAON INTERNATIONAL TERMINAL, GOA
1.1.1 Site Details

1.1.2 Site Context
1.1.3 Project Details
1.1.4 Future Proposed Details
1.1.5. Overview
1.1.6. Inferences
MUMBAI INTERNATIONAL CRUISE TERMINAL, MUMBAI

1.2.2 Site Context
1.2.3 Proposed Details
1.2.4. Overview
1.2.5. Inferences
MORMUGAON INTERNATIONAL TERMINAL, GOA
1.1.1 Site Details
- Site Area - 13.40 Acres

- 54227.88 Sq.M.
- Location – Mormugaon, Goa
- Accessibility –
- From Karmali Station is 6km.
- From Airport is 12 km.
3 Figure 1
Existing scrap yard to be converted into plaza space Existing building to be retained
Existing Berth Existing structure to be demolished
GAURI CHOUDHARI
Figure 2 - 08 36
- The Slope is 300mm towards water.

- The wind direction is from West to North.
- The site is surrounded by mountains , cliffs.
- There is a temple near the entrance gate of the
terminal building.
- The electrical lines are through the main road.
- The site is non-agricultural site.
The Private The Ro-Ro Jetty Area

Owned area For future planning
serving as
Terminal Building Area
Figure 3
Workshop
Prabhakar Building - 105 X 17 SQM
Figure 4
Reference – Mormugaon Port Trust

The aerial view of the site which shows the terminal part, the private owned part for the vessels.
The port is even owned by the private industry of JSW which does the repairing and garaging of
the vessels. There are total ten berths where they are divided further by the international,
domestic, goods and garage vessels. The berth eight to tenth are under the JSW where it takes
care of the repairing of the vessels. The vessel repairing is not involved in the terminal area of
the site.
1.1.2 Site Context
Figure 5
Figure 8 Figure 7 Figure 6
- The Cruise Terminal building

in picture 5, was the old
building for terminal building.
- At present, the terminal is
being shut down at the building
and the building is converted in
a Hotel namely Hotel Piers.
Figure 10 Figure 9

The present condition of the terminal building is being converted to the hotel. The on-going
cruise terminal structure is on the berth from where the vessels are operational. This berth has the
breakwater of 80M depth into the water.
The berth where the vessels are operational in the present times.
Figure 11
The Breakwater of 80M depth. This stops the big waves hitting up to to the frontal side
of the terminal.
- The site has vegetation of banyan, palm, deciduous trees.
- The soil type is hard rock soil and is fertile.
- The new proposed project is of 54227.88 Sq.M
- This project has total four blocks.
- Block number 1 is for the International Cruises.
- Block number 3,4 are the ancillary buildings.
- The ancillary building has swimming pools, hotels, activity spaces, few office spaces, amenities.
- All the buildings are of ground + 1 structure.
- The ground floors of the structures are alloted for the arrival, departure, common areas, waiting
lobbies.
- The first floors of the structures are the office, other office spaces, commercial areas, common
areas.
- The structures will be of RCC framed type. It will have ACP cladding, stone cladding and tensile
roofing.
- The foundation have strip footing.
- At the present condition, the site has immigration, check-in around the structures.
- The proposed project is costing around 78 crores.
- The overall project will take 25 years to be completed.
- The project will have STP, and hospital services.
- The structures will also have accommodation spaces for the passengers.
- The terminal is operational for eight months.
1.1.3 Proposed Project Details
Figure 12
This is the proposed master plan of the development of the terminal of Mormugaon, Goa.
Figure 13
Figure 14
Figure 15
Figure 17
Figure 18
4 Figure 19
5 Figure 20
6 Figure 21
Figure 22
Figure 23
Figure 24
8 Figure 25
9 Figure 27
1.1.5 Overview
Figure 26
- The proposed project of Goa is a combined project with domestic, international and for public
purpose.
- The project involves 7-8 water berths.
- There is one water break at the international cruise berth.
- This project proposed is by Cochin Port Trust and this project will be a major connection with
Panaji, Cochin and Mumbai.
- The structure has local and cultural architectural elements. This project involves amenity
spaces and retail shops to attract more local people and tourists nationally and internationally.
1.1.6 Inferences
As per the proposal data and report provided –
- The site is huge with three different structural buildings.
- There are many green areas with the surroundings with mountains.
- The site is far away for local people and the airport is near-by, hence the involvement of people
at the terminal will be comparatively less.
- For involving more public into the project there are amenity spaces, retail shops and parking is
provided.
- - The site far away for access.
Mumbai International Cruise Terminal

The Mumbai International Cruise Terminal which is
the ongoing project and will be completed till
2025.
The project is situated at Indira Docks, near Yellow
Gate, Mumbai .
The Indira Docks
where the
construction of
Mumbai
International Cruise
Terminal is going
on.
Figure 28
10 Figure 29
Mumbai is poised to become India’s cruise capital, when its new international cargo shipping
and passenger cruise terminal replaces the current structure at Ballard Pier in 2019. Envisioned
to match global transportation hubs, aesthetically and functionally, the project, initiated by the
Mumbai Port Trust, is being helmed by multidisciplinary design practice, Planet 3 Studios.
The terminal will have a capacity of handling 200 ships and 1 million passengers per annum. The
first-of-its-kind iconic sea cruise terminal in India with a total construction area of 4.15 lakh sq.
ft. will have 22 Elevators, 10 Escalators and multi-storied car parking for 300 cars. Two cruise
ships will be able to berth at a time on the dock.
- Client: Mumbai Port Trust
- Design Firm: Planet 3 Studios Architecture Pvt. Ltd.
- Principal Designers/Architects: Santha Gour & Kalhan Mattoo
- Design Team: Santha Gour, Kalhan Mattoo, Priyanki Singh, Harshita Vishway, Shahab Ahmad,
Gaurav, Henal, Hemchandra, Dhiraj Chaudhari and Dhiraj Narang.
- Structural Consultants: Bahubali Dhamane
- MEP: Ajit Kulkarni and Associates
- Area: 5,00,000 sq. ft.
- Location: Indira Dock, Ballard Pier, Mumbai
By giving Mumbai a new waterfront icon, the flamboyant new terminal harnesses the potential
of an undermined eastern waterfront, besides changing the way public buildings are perceived in
the city.
1.2.2 Site Context
The Port of Mumbai is situated almost midway (Latitude 18º 56.3' N, Longitude 72º 45.9' E) on
the West coast of India and is gifted with a natural deep-water harbor of 400 sq. Kms., protected
by mainland of Konkan on its east and island of Mumbai on its west. The deep waters in the
harbor provide secure and ample shelter for shipping throughout the year.
Mumbai is located on seven now-merged islands which are Isle of Bombay, Mazagaon, Colaba,
Old Woman's Island, Parel, Worli, and Salsette Island. Mumbai lies at the mouth of Ulhas River
off the western coast of India, in the coastal region known as the Konkan. Much of Mumbai is
just above sea level, and the average elevation ranges from 10 m (33 ft) to 15 m (49 ft). Northern
Mumbai is hilly, and the highest point in the city is 450 meters (1,450 feet). Mumbai spans a
total area of 603 km² (233 sq mi).
The water is very stable and calm. The water level near the berths where
the vessels are operational is 10 – 10.3 m. Whereas the water level
beyond the Alexandra Gate is more than 13 M in depth.
The Alexandra gate
Figure 30
1.2.2.1. Existing Cruise Berth –

Cruise vessels are presently berthed at the Ballard Pier Extension berth, which is a multi-purpose
berth for accommodating large larger, beamier, over-dimensional and cruise vessels. It lies near
Green Gate at Ballard Estate of Indira Dock, presently inside the customs notified area of the
port, where restricted entry and exit creates a barrier for the free flow of passengers necessary for
a cruise terminal.
- Cruise Berth LOA – 232 meters;
- Draft – 10.00 meters;
- Approach Channel;
• Length from entrance – 9.6 km;
• Depth – 7.6 meters;
• Width – 350 meters;

- Turning circle – 500 meters;
Figure 31
- Mean high water – 4.4 / 3.3 meters;
- Mean low water – 1.8 / 0.7 meters.
1.2.3 Proposed Details
1.2.3.1 Ground Floor Plan
11 Figure 32
The proposal consists of G+3 structure with an approx. area of 350000 sq.ft. (approx. 32527.88
Sq.M.) comprising all the floors, to be reconstructed after demolition of existing structure. The
ground floor will be mainly operational area as shown in the plan along with the area for retail/
commercial setup essential for the requirement of cruise passengers. The operational area will be
having all the essential facilities such as Check-in counter, Immigration counter, Waiting
Lounges, VIP Lounge, Custom counter, Red/ Green channel, Frisking Booth, Baggage scanner,
Carousels etc. It is proposed that the terminal building will be in operation throughout the year.
Part of the terminal building is open to the domestic visitors (i.e. Visitors which are not going on
cruise).
1.2.3.2 First Floor Plan
12 Figure 33
The first floor will be operational area for embarking passengers as shown in the plan along with
the area for retail/ commercial setup essential for the requirement of cruise passengers. The
operational area will be having all the essential facilities for embarking passengers such as
Immigration counter, Waiting Lounges, Custom counter, Red/ Green channel, Frisking Booth
etc.
1.2.3.3 Second Floor Plan
13 Figure 34
The entire second floor will be used for setting up retail/commercial for the use of International
Cruise Passenger as per their requirement. The facilities provided will match the International
Standards and will be at par with the best terminals in the world. The commercial space will
boast of the space for Hotels and Hospitality industry alongwith entertainment areas for the
passengers coming from across the globe.
1.2.3.4 Third Floor Plan
14 Figure 35
The entire third floor will be used for setting up retail/commercial for the use of International
Cruise Passengers as per their requirement. The facilities provided will match the International
Standards and will be at par with the best terminals in the world. The commercial space will
comprise of the space for Hotels and Hospitality along with entertainment areas for the
passengers coming from across the globe.
This project is in accordance with Government of India’s vision of increasing tourism, especially
Cruise tourism in India. India is ranked as the ninth most popular tourist destinations in the
world. India has over 7,500 km of coastline, peppered with places of great interest for the cruise
guests.
The current situation is catering 70-80 vessels. The future plan is to cater 200 – 400 vessels.
1.2.3 Overview
- The Mumbai International Cruise Terminal is a huge project with domestic and international
and public purpose.
- This Project has one long berth.
- There is no water break.
- The water depth of the current vessels are 10-13 meters deep.
- The proposed terminal will be connecting internationally, nationally majorly Goa.
- For ferries connecting small routes are located at Princess Dock.
1.2.4 Inferences
As per the proposal data and report provided –
- The site has many accesses.
- It is located near by the Indian Navy.
- The site will be accessible for all.
- The first floor of the building will only be accessible for the international cruise passengers.
- The ground floor will be having domestic passengers.
- There are commercial shops on the above floor.
- There is a single structure which will have all these activities.
2. Site Selection
2.1 Introduction
2.2 Site Background
2.3. Site History
2.4. Site Selection
3. Site Analysis
3.1 Site Introduction
3.2 Site
3.1. Introduction
Mira-Bhayander is a city, in the district of Thane with an area 79 sq. km., in the western state of
Maharashtra, in India, located around 20 kms to the north of Mumbai on the MumbaiAhmedabad
highway. It extends between 18º42’ N to 20º20’ N latitude and 0º25’ E to 73º44’ E.
Mira Road-Bhayander is among the Mumbai metropolitan region's rapidly expanding western
suburbs. Located to the north of the city, the neighbourhood has seen a progressive transition in
terms of both infrastructure and estate development in recent years, but land prices remain cheap.
Over time, this region has seen improvements in physical and social infrastructure, as well as
great road and train access to Mumbai. This region has seen improvements in physical and social
infrastructure throughout time, as well as great road and train access to Mumbai. Upcoming
developments include a fair mix of luxury and inexpensive homes, as well as integrated
townships and support amenities such as schools, colleges, hospitals, shopping malls, and
amusement parks. Mira Road-Bhayander can be a premier site due to continuous construction
such as roadways, subways, flyovers, and drainage system upgrades.
Mira Road-Bhayander is in the Thane district and is managed by Mira Bhayander Municipal
Corporation (MBMC). In comparison to other regions in Mumbai, the location provides
adequate accessibility for everyday travellers and residential property values remain inexpensive.
With Kandivali and Borivali becoming unaffordable, buyers seeking inexpensive housing resort
to Mira Road-Bhayander.
The region is inexpensive, compared to Andheri, and offers all the fundamental facilities like
supermarkets, banks, clinics, vegetable markets, and gyms. It features nice home developments
with lifestyle facilities.
Bhayander is divided into two parts by the Mumbai suburban rail line - East and West. The West
was traditionally residential, and the East was predominantly an industrial area. Recent
population growth and a flurry of construction has blurred the boundaries between Bhayander
and neighboring Mira Road on the East side of the rail tracks, turning it into a populous suburb.
Government owned Salt Pans and marshland in West Mira Road have restricted the southward
spread of Bhayander. Mira road is situated on the island of Salcette. A marshy creek divides
Mira Road from Mumbai. Earlier, Mira Road was divided into two main parts, Shanti Nagar and
Naya Nagar. In recent times, several new localities like Jangid, Silver Park, Beverly Park, and
Evershine Enclave have come up. Shanti Nagar is a cosmopolitan locality
3.1.1 Climate
The climate in the month of October is wet and hot followed by cool and pleasant weather from
December to February and dry and hot weather from March to June. The climate of
MiraBhayander is typically coastal, sultry and not really hot. There are virtually two distinct
seasons, namely Monsoon and dry season. The later covers both summer and winter.
Figure 36
3.2. Site History

Mira Bhayandar is a city which has its own Historic value. It was an important port for business
during past. This port has seen some most important Historic Legends right from Alexander to
Peshwas and some great kings who have travelled through this port. The city is surrounded by
big mountains on both the side boundaries along with Arabian Sea guarding the west side of the
city. The North side of the city is surrounded by Vasai (Basin) Creek. So is the city of Bhayandar
Situated at the Heart of the Nature. As we all know that India was governed by British. British
also came to Bhayandar but it was far time after as Bhayandar and Vasai were governed by
Portuguese . Portuguese were the first one to rule on this part. But British also ruled over
Bhayandar for quite some time. The example of British existence can be seen by the Railway
Bridge over Vasai (Basin) Creek.
Being a neighbouring city of Mumbai, the growth of the city is tremendous still the city has
managed to keep its originality like small scale industries, farming , fishing, sand and salt
cultivation as its major business. The small scale industry situated in Bhayander (E) ranks Third
in Asia. Agri and Koli are the original residents of this city, but there are people of all other
Religion and casts. On 12th June 1985, five Gram panchayats naming Bhayander, Kashi, Mira,
Navghar and Ghodbunder were integrated to form Mira Bhayandar Municipal Council. In 1990
the Council got extended by including 4 other Gram panchayats naming Chena, Versova, Rai –
Murdhe, Dongri – Uttan. Thus this corporation is made up of 9 Gram panchayats, hence the Mira
Bhayandar Logo has 9 stars on it. In 1990 the Council conducted its first election.
15 Figure 37
2.2. Site Selection
16 Figure 38
The site which is mentioned in the development plan is the site selected for the project of Ferry
Terminal which will reduce the distance between Vasai and Bhayandar.
The site is located at Bhayandar Creek.
The site has bus depot, Rickshaw stand, railway station near by it.
The site area is of 15546.15 sq.m.
3.1. FSI
Custom Bound area with port activities with all Port and Port related activities including cruise
terminal buildings, jetties, offices, canteens, godowns, garages, fueling stations.
The F.S.I. is 1
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DESIGN DISSERTATION SEMESTER IX FERRY TERMINAL

Figure 1 – Means of Transportation

It is impossible to think of speedy industrialization as well as mass production as well as

Some of the points on how transportation helps -

Requirements for having a Feasible Transport System

The Function of Transport Terminals

• Interface. Transport terminals provide an interface between transport modes enabling

Figure 2 – Functions of Terminal

Problems faced in the transport system during the present times.

3. Off-Peak Inadequacy of Public Transport:

1.7.2. Types of Terminals

1.7.3. Transportation in India

Issues in Transportation in India –

1.8.1 Ferry Terminal

Source – Neufert’s Edition 3

2.1 Terminal Planning Principles

2.2 Planning Requirements

2.2.1 Transit facilities

2.2.2 Maintenance Facilities

2.2.3 Outdoor Facilities

2.2.4 Prevailing Winds

2.2.5 Arrivals and Departure Zones

2.2.6. The Shoreline Area

Source : Architect’s Data 3rd edition

Source : Architect’s Data 3rd edition

Source : Architect’s Data 3rd edition

2.4. BREAKWATER AND SHORE PROTECTION WORKS

2.5. Design Loads and Stresses

• Berth, Loading/Unloading Platforms

• Approach Trestles (if proposed by the Concessionaire)

2.5. Width of Structures

a) Adequate number of lanes to cater to all traffic.

2.6. Mooring study

1.8. Sub-Soil Investigations

1.10. Types Of Ferries

2.2 Planning Requirements

2.2.1 Transit facilities

2.2.2 Maintenance Facilities

2.2.3 Outdoor Facilities

2.2.4 Prevailing Winds

2.2.5 Arrivals and Departure Zones

2.2.6. The Shoreline Area

Source : Architect’s Data 3rd edition

Source : Architect’s Data 3rd edition

Source : Architect’s Data 3rd edition

2.4. BREAKWATER AND SHORE PROTECTION WORKS

2.5. Design Loads and Stresses

• Berth, Loading/Unloading Platforms

• Approach Trestles (if proposed by the Concessionaire)

2.5. Width of Structures

a) Adequate number of lanes to cater to all traffic.

2.6. Mooring study

2.7. Sub-Soil Investigations

2.7. Types Of Ferries

1. LIVE CASE STUDY

1.1.1 Site Details

MUMBAI INTERNATIONAL CRUISE TERMINAL, MUMBAI