PASSENGER CRUISE TERMINAL at Baina Bay , Goa
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CERTIFICATE
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
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CERTIFICATE
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
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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 f riends and well- wishers, all my classmates , and school mates who helped increase my motivity. My all thanks thanks to Tammy, Larisa and their Mom Mom Riza for my 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 a m 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. 2. 3. 4.
Introduction to Goa General information & Transport History and Climate of Goa 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. 5|Page
GENERAL INFORMATION
Area Population Languages Climate
Altitude Location
Religion
3702 sq.kms 1,343,998 (2001 census) Kongani, Portuguese, Marathi, Hindi & English. 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) Sea level to 1022 metres. Between latitude 15 48’00”& 14 53’ 54” and Longitudes 74 20’ 13” E & 73 40’ 33” E. 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 Bomba y 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 mos tly 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, German y 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, TE A 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 Chennai Delhi Mangalore Mumbai Pune
- 672 km. - 1045 km. - 2170 km. - 450 km. - 771 km. - 579 km. 6|Page
•
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 th Kadambas built their capital at Old Goa, just 9 km off Panaji, in the 11 century. The Muslims took th over Goa in the 14 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 th Portuguese in the 16 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 leve l 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. 9|Page
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 11 | P a g e
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 12 | P a g e
At global level, tourism has emerge as one of the major economic activities today. In 1995, the World Tourist arrival were about 56 .4 million of which Europe’s share was almost 60 % , followed by America with 20 % . The share o South Asian region was an abysmally low 0.8 %.
WORLD TOURISTS ARRIVALS IN 1995. Region Europe America East Asia & Pacific Africa Middle East South Asia World Total Share of India
No. f Tourists ( in Million) 337.2 111.9 84.0 18.8 11.1 4.4 567.4 2.1 3.3
Percentage Sh re 59.4 19.7 14.8 3.3 2.0 0.8 100.0 0.4
2.0 0.8 East asia & Pacific
14.8
America
19.7 59.
Eurpoe Africa Middle East South Asia
The World Tourism Organisation ( .T.O.) in its forecast World tourism “Tourism -2020 Vision” has estimated 692 million tourist in he year 2000; more than one billion in 2010 an around 1.6 billion in 2020. According to WTO estimates, Europe will continue to remain the most popular tour st destination with about 717 million tourist estim ted for the year 2020. East Asia and Pacific region will surpass America by 2010 to become the sec nd most visited destination. International tourists arrival in South Asia is expected at 19 million in 2020, which is almost 5 times that of 1995, ut 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.
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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 P lan 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 Targets ( in million) Actual ( in milliom) 1.68 1.68 1.83 1.87 1.99 1.76 2.17 1.89 2.36 2.12
Year 1991 1992 1993 1994 1995
% Variation -+0.01 -11.56 -12.90 -10.17
International Tourist Arrivals in India( in millions) 2.5 2.0 1.5
Actual
1.0
Targets
0.5 0.0 1990.5
1991
1991.5
1992
1992.5
1993
1993.5
1994
1994.5
1995
1995.5
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 14 | P a g e
model, the aggregate forecast of international tourist arrivals to India ( using exp onential 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 So uth Asia region.
Forecast for International Tourist Arrivals by using Exponential Model
Year 1996 1997 1998 1999 2000 2001
Tourist Visits( in million) 2.26 2.40 2.55 2.71 2.89 3.08
% change -6.2 6.4 6.3 6.6 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 1996 1997 1998 1999 2000
Tourist Arrivals(Thousands) 2289 2472 2670 2884 3114
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2001 2002 2003 2004 2005
3363 3632 3922 4236 4575
2006 2007 2008 2009 2010
4940 5336 5762 6224 6722
2011 2012 2013 2014 2015
7259 7840 8467 9144 9876
2016 2017 2018 2019 2020
10655 11578 12440 13435 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
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7%
4%
89%
Holiday
Business
Others
Domestic Tourists 1) Past Trend
The main stay of Indian Tourism is omestic tourists. Travel for Trade, or for pilgri age has been an integral part of Indian society sin e ancient times. The economic growth achieve by the country since independence and the emergence of the large urban middle class with disposal incomes have resulted in the growth of domestic t urism for holiday and sight seeing in the recent past. The domestic tourists visits during 1991-1995 is shown in the table. The domestic touris scenario appeared to be much brighter with a average annual growth rate of 12.9% during t e aforesaid period. th
Do estic Tourists- 8 Plan Period Year 1991 1992 1993 1994 1995
Tourist Visits (in million) 66.44 81.46 86.64 100.04 108.04
% change -22.6 .4 15.4 .0
120 100 80 60 40 20 0 1991
1992
1993
1994
1995
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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
Year 1996 1997 1998 1999 2000
Forecast of Domestic Tourist Visits Tourist Arrivals( Thousands) 120000 131400 143883 157552 172519
2001 2002 2003 2004 2005
188908 206854 226505 248023 271585
2006 2007 2008 2009 2010
297385 323636 356572 390446 427538
2011 2012 2013 2014 2015
468154 512628 561327 614653 673045
2016 2017 2018 2019 2020
736984 806997 883662 967610 1059532 18 | P a g e
REGIONAL SCENARIO-G A Foreign Tourist to Goa
Goa has been one of the major touri t destinations in India for Foreign visitors. Its s are is around 11% of the total foreigners visiting t e country as is visible Foreign Tourists to Goa Year
Foreign visitors to I dia (million) 1.68 1.87 1.76 1.89 2.12 2. 6(p) 2. 0(p) 2. 5(p) 2.37 actual)
1991 1992 1993 1994 1995 1996 1997 1998 1999
Share of Foreign Tourists in India Visiting Visiting Goa in 1991
5%
Foreign visitors to Goa (million) 0.078 0.120 0.170 0.210 0.230 0.240 0.260 0.280 0.280
%
4.64 6.42 9.66 11.11 10.85 10.62 10.83 10.98 11.81
Share of Foreign Tour sts in India Goa in 1991
12%
88%
95%
Rest of India
Goa
Rest of India
Goa
During the years from 1990 to 1998, the share of foreign tourists as share of total to rists visiting Goa has considerably increased fro 11.83% in 1990 to 22.39% in 1998 as shown i the table. This is significantly higher than the normal trend of about 3.37% (1997) of foreign touris s observed in India.
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Percentage Distribution of Foreign and Domestic tourists visiting Goa Year 1990 1991 1992 1993 1994 1995 1996 1997 1998
% of Foreign Tourists 11.83 9.37 13.55 17.60 19.83 20.69 21.06 21.97 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 1985-86 1986-87 1987-88 1988-89 1989-90 1990-91 1991-92 1992-93 1993-94 1994-95 1995-96 1996-97 1997-98
No. of Flights 24 26 25 83 107 41 121 259 299 313 337 282 340
Tourists 3568 4401 5419 9705 9266 5815 17102 39871 58369 59881 75694 73172 88817
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400 350 300 250 200 150 100 50 0
1985
1986
1987
1988
198
1990
1991
1992
1993
1994
1995
1996
1997
NO OF Flights
Domestic Tourist to Goa
As regards domestic tourists, the share of Goa is less than 1% of the tota domestic t urist visits in the country. Further more, as evidence in the table. The share of Goa has steadily eclined over the years. Domestic Tourists to Goa Year
Domesti visitors in India million)
1991 1992 1993 1994 1995 1996 1997 1998
6 .44 8 .46 8 .64 100.04 108.04 120.00(p) 131.40(p) 143.88(p)
Domestic visitors in Goa (million) 0.76 0.77 0.80 0.85 0.88 0.89 0.93 0.95
%
1.14 0.95 0.92 0.85 0.81 0.74 0.71 0.66
1.14
Goa India
8.86
Share of Domestic Tourists in India Visiting
Total Tourist Traffic to Goa
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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 p eriod 19901998 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
1990 1991 1992 1993 1994 1995 1996 1997 1998 CARG
776993 756786 774568 798576 849404 878487 888914 928925 953212 AVG.
% increase
Foreign
-2.60 2.34 3.10 6.36 3.49 1.19 4.50 2.61 2.59%
104330 78281 121442 170658 210191 229218 237216 261673 275047 Avg.
% increase
Total
-24.97 55.14 40.53 23.17 9.05 3.49 10.31 5.11 12.88%
881323 835067 896010 969234 1059595 1107705 1126130 1190598 1228259 Avg.
% of increase
-5.25 7.30 8.17 9.32 4.54 1.66 5.72 3.07 4.24%
All the Statistic are taken from the “TOURISM MASTER PLAN : GOA-2011 FINAL REPORT, FEBRUARY 2001 “.
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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. • • •
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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 p oint 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 Othe r Ports are in the Concurrent list.
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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 Ch ennai ports have already been deepened. MINOR AND INTERMIDIATE PORTS
Minor and intermediate ports fall in the Concurrent list and their administration is the respons ibility 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 25 | 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 Ferry
WHO USES IT ? Passengers
Yacht
Passengers & Sailors
WHY IS IT USED ? To carry tourists ,passengers to work, school or visit friends. 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 I NTERMODAL 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
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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
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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: Fairway development with sufficient depth and width. 24 hours navigation, Terminals and mechanical loading facilities, 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
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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 st world in the 21 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
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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 spinoff 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%).
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(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 th th increased from Rs.240 crores during 8 Plan (1992-97) to Rs.408 crores in the 9 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 th development of IWT sector in India during the 10 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
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Inland Waterways Authority of India (IWAI) in 1997 in the rank of a J int Secretary to the Govt. of India. Cdr. N ir was a member of the Working Group set p by the Indian Planning Commission for f rmulation of strategy for the Indian IWI se tor, both for th th the 9 and 10 Plan periods. Cdr. Nair has made significant contributions for the revival / resurgence of the ndian IWT Sector which have been duly acknowledged. He is presently the Hydrograp ic Chief of the IWAI. By WORLD WATER COUNSIL.
INTRODUCTION TO INLAND WATER TR NSPORT
INTRODUCTION IWT is the most efficient mode of ransportation from the point of energy cons mption, lower cost of transportation and environment friendliness. Notwithstanding these ad antages, IWT in India has gradually declined due to various reasons, lack of investment for c eation 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 holist c 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 c rgo which in effect reduces the transportation cost, provides access to the interior and hinte land port connections and providing easy m rket accessibility for the low value bulk pro ucts. 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 In ia, comprising of river system, canal, backwaters, creeks and tidal inlets, extends to about 14,500 kms. Most waterways, however, suffer from navigational inadequacies such as shallow waters, narrow width, siltation and ank erosion,. Moreover, vertical and horizontal clearances at overhead structures are not adequate for navigation throughout the year. Consequently, at present about 5200 kms of m jor rivers and 485 kms of canals are suitable for echanised crafts. Even these navigable wat rways lack the needed infrastructure such as nav gational aids, terminals and communication facilities. The mechanised operations are confin d to only few locations. Cargo transportatio in an organised manner is confined to oa, West Bengal, Assam and Kerala. The tot l cargo moved by IWT is about 20 million tonnes corresponding to just over 1.5 billion tonne ms or 0.15% of the total inland cargo of about 1000 billion tonne kms, the balance being serve by the road and rail. If the waterways are developed fo navigation with the necessary infrastructur such as
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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.
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Hydrographic surveys and techno economic feasibility studies are the prerequi ites for establishing the potential and viability of a waterway. Extensive surveys and in estigations have been carried out on all the a ove waterways based on which three waterways have been so far declared as national waterways namely the Ganga, the Brahmaputra an the West Coast Canal. Development of many more new waterways as national waterways are planned during the 9th Plan period.
33
LOCATION WITH RESPECT T
THE HEART OF THE CITY.
Vasco is located on the exter or of the Goa . its has the maximum interface ith the sea thus port trust ( MARMAGOA PORT T UST ) 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 TH EE PROPOSALS OF THE PORT. 1. OLD GOA 2. VASCO CRUISE BERTH. 3. PANAJI PORT. OLD GOA.
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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
2003-04 Sea-Born Spirit 2002-03 Norwegian Crown 2001-02 Legends of The Seas 2000-01 Legend of The Sea 1999-00 Legend of The Sea 1998-99 Rotterdam 1997-98 Crystal Symphony 1996-97 Europe Source: Marmugao Port Trust
LOA (m) 133.4 187.7 190.0 264.3 264.3 237.0 238.0 199.6
GRT (tons) 9975 15401 26449 69130 69130 59620 51044 37102
Crew (Nos.) 162 489 580 707 707 637 542 2889
Passenger (Nos.) 160 844 7038 1341 1341 690 506 483
---------------------------------------------------------------------------------------------------------------------
Sr. No. A
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
Vessel Name
Cruise Vessels at GOA Albatros Astor Aurora Black Watch Bremen C Colombus Clelia II Crown Odyssy Crystal Symphony Delphin Deutschiand * Europa * Europia Hebridean Spirit * Island Princess Legend of the Sea
DETAILS OF CRUISE VESSELS GRT(T) Length Beam Draft Av. (m) (m) (m) Speed(knot s)
24803 20606 28668 6752 14903 4077 34242 51044 16214 22496 28518 37012 4200 20186 26449
182 174 266 206 112 144 88 188 238 156 172 196 200 89 169 190
24.0 22.5 31.8
807 7.2 8.1
22.8 23.7
6.0
16.8
4.5
Passenge r Capacity
Crew
485 250
330 269
589 100 359 73 908 542 289 416 299 263 54 575 1038
375 136 177 65 451 506 224 267 272 266 73 370 580
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17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42
Maxim Gorkiy 27220 Mermoz 13804 Michael Rose 525 Minerva 12331 Norwigian Crown 34242 Ocean Majesty 10417 Prinsendam * 38000 R Two 30277 Renaissance I 30277 Renaissance II 30277 Renaissance VII 4200 Renaissance VIII 4200 Rone 30277 Royal Star 5067 Royal Viking Sun 37845 Sea Goddess II 4260 Sea Wing 16710 Seabourn Spirit * 9975 Silver Cloud 16927 Silver Shadow * 28258 Silver Wind 16927 Song of Flower 8282 Southern Cross 17042 Star Flyer 2298 Switzerland 15739 Vistamar 7478 Other Cruise Vessels in the World 1 Adonia 2 Adventure of the Seas 138000 3 Aidacara 4 Amsterdam 61000 5 Brilliance of the Seas 90090 6 Century 77713 7 Constellation 91000 8 Enchantment of the 74000 Seas 9 Explorer of the Seas 138000 10 Galaxie 77713 11 Horizon 47255 12 Infinity 91000 13 Legend of the Seas 70000 14 Majesty of the Seas 73941 15 Massdam 55451 16 Mercury 77713 17 Millennium 91000
195 162 49 135 188 135 202 180 181 181 90 90 181 112 205 105 164 132 156 183 156 130 163 112 162 121
28.8
474 281 13 291 900 200 794 526 581 596 102 113 610 191 447 77 648 160 219 142 272 157 331 49 236 304
365 365 375 74 72 364 135 449 93 347 162 219 262 212 123 293 72 231 112
22
3114
1185
25 21 24 22
1380 2501 1870 1950 2446
7.8
18.9
5.7
24.3
6.0
257 306 190 234 289 260 290 275
31.8 47.3 27.3
7.8 8.7 6.0
306 260 205 290 260 264 216 260 290
31.7
8.0
31.8
7.5
47.3
8.7
31.5 31.8
7.4 7.5
22 22 21 24 24 19 22 24
3114 1870 1374 1950 2076 2744 1266 1870 1950 37 | P a g e
341 320 120 163 490 219
859
760 1185
723 827
18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57
Monarch of the Seas Navigator of the Seas Nippon Maru Noordam Norwegian Sky Norwegian Star Norwegian Sun Norwegian Wind Oosterdam Princess Coral Princess Dawn Princess Diamond Princess Golden Princess Grand Princess Island Princess Pacific Princess Regal Princess Royal Princess Sapphire Princess Sea Princess Star Princess Sun Princess Tahitian Queen Elizabeth – II Rindam Rotterdam Sovereign of the Seas Standam Summit Superstar Aries Superstar Leo Superstar Virgo The Topaz Veendam Vision of the Seas Volandam Voyger of the Seas Zandam Zenith Zinderdam
73941 138000 33930 77140 9100 78309 50769 82000 92000 77000 113000 109000 109000 92000 30200 70000 45000 113000 77000 109000 77000 30200 50800 55451 62000 73192 55451 91000 37301 76800 76800 55451 78491 63000 138000 63000 47255 82000
264 306 164 132 256 291 255 226 285 290 257 293 285 285 290 179 243 227 293 257 285 257 178 294 216 233 264 216 290 200 268 268 192 216 275 234 306 234 205 285
31.8 47.3 23.7
7.5 8.7 13.2
19 22
32.4 32.1 33.3 28.2
7.8 8.4 7.9 6.9
23 25 21 21
31.5
9.9
28
31.8
7.5
19
28.5 32.2 32.2 25.5
24 22 24 24
2744 3114 1214 2002 2240 1936 1750 1848 1970 1950 2670 2600 2600 1970 680 1590 1200 2670 1950 2600 1950 680 1700 1266 1316 2852 1266 1950 611 1960 1960
858 1181
950 1100 970 700
900
825
9
31.7
7.5
22
47.3
8.7
22 21
1266 2435 1440 3114 1440 1374 1848
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765 1181
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 Gu tters 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
1999 2000 2001 2002 2003
Mumbai Mormugao Mangalore Cochin Tuticorin Vessel Tourists Vessel Tourists Vessel Tourists Vessel Tourists Vessel Tourists 33 7141 23 3882 21 9713 20 5657 20 5239 23 18335 34 14831 25 9340 14 3639 34 20197 17 9115 11 3329 5 1032 22 5637 3 205 10 7040 10 3720 1 291 11 1090 1 283
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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
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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. b. c. d. e. f. g.
2.0
Tidal range. The quality of the bed or holding ground. To what extent the site is sheltered. The depth of water. The speed and direction of the expected currents. Wind speeds and wave height. Capital and maintenance costs.
CONCRETE: • •
•
• •
3.0
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.
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 sch eme 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. 54 | 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: •
•
3.0
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. SOCIAL AND ECONOMIC:
•
The proposal will not directly or indirectly cause disruption of orderly planned development but instead will accelerate the planned development. 55 | 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 const ant 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 on e or two overhead trolleys-rails, the craft being cradled and hoisted in slings suspended from them. The simplest t ype 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 column s). 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 conc rete 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) b) c) d) e) f)
Untreated timber Rendering Unpointed brickwork Light weight metals for roofs Tile hanging 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 d ig 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 o f 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 s hore, 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 Priming Cash Flow Analysis Salary Administration Insurance – Taxation Announcement Room Video Monitor Rooms Conference Rooms
30 30 30 25 25 20 30 200
Head\Chief Ship arrival and Departure Lounge with corridor Public Concourse Ticket Counters with queue-up area Information Counters, with book offices Tourist Information Centre Child care centre Postal services Communication centre Baggage lost and found Trolley rooms Baggage handling(including all back office work for Arrival Passengers Baggage handling(including all back office work for Departure Passengers Duty free shop for Arrival 15 x 7 Duty free shop for Departure 15 x 11 Bank Extension Counter for Arrival Bank Extension Counter for Departure Rent-a-car counter Basic Kiosks First-aid Rooms for ( Departure & Arrival) Shop for Impulse buying (55 nos) Fast Food centre with viewing deck Restaurant with kitchen Ship baggage check in handling
30 1700 2000 350 50 50 100 80 100 70 70
500 105 165 125 125 25 150 160 1000 500 500 400
For maintenance Stores Office administration Office planning & forecasting
30 150 60 30
200
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Supply inventory Public relations
20 40
GROUND TRANSPORTATION MODES
Bus lounge with parking for buses Taxi park area Taxi and auto waiting lounge Staff parking
3500 1000 800 1500
OFFICE REQUIREMENTS:
Terminal Manager Secretary and staff Waiting Duty officers (1 nos) Security chief 3 nos. technical chief Staff for each Maintenance Officer Staff/ Officer Office Life Guard Fire fighting Office with parking for fire engines Vehicular check in with book offices Sub-Station AC Plant Rooms
60 30 150 30 30 70 60 25 30 60 360 80 60 60
OTHER STAFF FACILITIES:
Staff lockers male and females with toilets Staff restrooms Staff Canteen Control Tower Viewing Gallery Local Guard office Security Staff 25 x 4 Store Craft companies offices
100 80 80 250 60 50 100 80 120
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:
• • • • • • •
2.0
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 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: •
• •
• • • •
•
• •
4.0
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. 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 67 | P a g e
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 reason ably 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 p rovision.
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 s ide, 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. 68 | P a g e
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: 70 | P a g e
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 Through gangway
Cruise ship Ticket counter
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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 us ual 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 column s). 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 conc rete 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. 75 | P a g e
