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Mumbai Ports Waterfront and Port Land Development Report
Submitted to
Ministry of Shipping Government of India
September 2014
Prepared by,
Mumbai Port Trust Land Development Committee
Report on Mumbai Ports waterfront and port land Development 2014
Report of Mumbai Port Trust Land development committee on
Mumbai Ports Waterfront and Port Land Development
This work consists of a printed book and release of its contents in PDF format in the World Wide
Web; and is subjectto copyright. All rights are reserved, whether whole or in part of the material
are concerned, specifically the rights oftranslation, reprinting, reuse of illustrations, recitation,
broadcasting, reproduction on CDROM or in any other way, andstorage in data banks. Duplication
of this publication or parts thereof is permitted only under the provisions of theIndian Copyright
Act in its current version, and permission for use must always be obtained from Ministry of
Shipping,Government of India, and New Delhi.
Ministry of Shipping orMumbai Port Trust Land Development Committee make no warranty of
representation, either express or implied with respect to thiswork, including their quality,
merchantability, or fitness for a particular purpose. In no event will Min. of Shipping orMumbai
Port Trust Land development committeebe liable for direct, indirect, special, incidental, or
consequential damages arising out of the use or inability touse the work, even if Min. of Shipping
or Mumbai Port Trust Land Development Committee have been advised of the possibility of such
damages.The use of general descriptive names, registered names, trademarks, etc., in this
publication does not imply, even inthe absence of specific statement, that such names are exempt
from the relevant protective laws and regulations andtherefore free for general use.
Report on Mumbai Ports waterfront and port land Development 2014
The Mumbai Port Land Development Committee on
Mumbai Ports Waterfront and Port Land Development
27 October 2014
Shri Nitin Gadkari
Honourable Minister of Shipping,
Ministry of Shipping, Government of India,
New Delhi 110001.
Shri Nitin Gadkari,
We submit herewith the Mumbai Port Land Development Report.
Yours sincerely,
Rani Jadhav (Chairman)
Christopher Beninger (Member)
Rajiv Mishra( Member)
Ravi Parmar (Chairman MbPT, Member, Secretary and Conveyor)
Pankaj Joshi (Member)
Narinder Nayar (Co-opted member)
Hafeez Contractor (Member)
B. C. Khatua (Co-opted member)
Nanik Rupani (Member)
R.C. Sinha (Special Invitee Member)
Report on Mumbai Ports waterfront and port land Development 2014
Foreword
D.M. Sukthankar, IAS (Retd.)
Formerly, Chief Secretary, Government
of Maharashtra and Secretary, Ministry
of Urban Development, Government of
India.
I deem it an honour to have been called
upon to write a Foreword to the report
of the Mumbai Port Land Development
Committee set up by the Government of
India under the Chairmanship of Smt
.Rani Jadhav, former chairperson of
Mumbai Port Trust. The Committee was
mainly entrusted with the task of
preparing of perspective plan and a
strategy for the development and
rejuvenation of Mumbai Port Trusts
lands. I hope that this report will be
published soon and placed in the public
domain for eliciting comments and
suggestions of the public in general and
the stakeholders concerned in
particular. Anything I have mentioned in
this foreword may not be construed as
an endorsement nor a critique of the
Committee's recommendations, which, I
have not had the opportunity to read
and ponder upon. What I wish to mainly
underscore in this foreword is the
crucial importance of the issue of
Development and Rejuvenation of
Mumbai Port Trust lands at the present
juncture when, coincidentally, the
exercise of the Revision of the
Development Plan for Mumbai 2014-34
is in progress. One need not
overemphasize the paramount need of
taking decision most urgently on this
issue, in all its aspects, by judiciously
balancing the needs of the burgeoning
metropolis of Mumbai, on the one hand,
and the need to sustain and even
strengthen the financial viability of
Mumbai Port, on the other. The city of
Mumbai is bursting as it seems and
there is an acute scarcity of land for
strengthening its basic physical and
social infrastructure, particularly its
public transport network. Equally, there
is a crying need to augment public open
spaces and recreation areas which are
already woefully inadequate and are
further getting depleted by the reckless
pace at which new constructions are
being put up in the city.
The last opportunity which Mumbai had
to make available additional areas of
land for the aforesaid priority needs was
when, owing to the crisis in the textile
industry during the eighties of the last
century, substantial areas of land in the
possession of textile mills become
available for redeployment. That
opportunity was, however, sadly lost
because of the unfortunate failure of
those at the helm of affairs to take the
right and unequivocal policy decision for
the larger public good, without
succumbing to the pressure from vested
interests. The lands of Mumbai Port
Trust, which may become available for
comprehensive planning and
redeployment, admeasure more than
one thousand acres, spanning 14 kms of
the scenic eastern waterfront of
Mumbai. This vast areas is more than
three times the area of erstwhile textile
Report on Mumbai Ports waterfront and port land Development 2014
mill lands which belonged to
Government agencies. The present may
well be virtually the last occasion when
such an extensive land mass will be
available for the rejuvenation of
Mumbai. This opportunity should not be
squandered, lest the posterity should
hold the present generation responsible
for virtually writing off forever the
future of the metropolis.
Broadly speaking, what one would wish
is that, at least about one third of the
land available for de novo planning and
reuse is developed as unbuildable and
open spaces for recreation and leisure
activities. Further about one third
should be used for improving
connectivity, augmenting public
transport facilities and for making up
the huge backlog in social amenities,
utilities and tourism facilities, which is
so evident in the metropolis. The
remaining about one third should be
adequate for mixed use development
for the much needed job creation and
generation of recourses, which will have
to be properly ring-fenced to ensure
that they are used exclusively for the
proposed planned development and are
not diverted for other purposes.
The Committee was, indeed, entrusted
with a historic task and I am confident
and I am confident that it has put in
diligent efforts to critically examine the
various issues, priorities and options
before arriving at its conclusions. I hope
the decision on its recommendations
will be taken expeditiously and the
required legal and institutional
framework as well as administrative
processes are clearly laid out to
facilitate their smooth implementation.
Report on Mumbai Ports waterfront and port land Development 2014
Chairpersons Note
Rani A. Jadhav;
IAS (Retd.), Former Chairman of MbPT.
Chairperson MPLDC
This document constitutes the report of
the Mumbai Port Lands Development
Committee (MPLDC) set up by the
Ministry of Shipping for preparing a road
map for the development of the
Mumbai Ports waterfront and other
port lands. Urban renewal programmes
have been implemented the world over
to modernize and bring about economic
re-vitalization to old and decaying urban
spaces. There is little doubt that the
large parcels of Mumbai port lands that
constitute a substantial part of the old
city of Mumbai have been decaying for
many years with old dilapidated
structures, unregulated slums and
unplanned growth of the informal
sector. The need for re-inventing this
great resource has been a longstanding
demand of Mumbais inhabitants. While
the civil society has been engaging with
the authorities on this issue for some
time, for the Mumbai Port Trust the task
of creating a vision for re-imaging and
renewing its sub-optimally used lands, is
a first of its kind endeavour.
At the outset itself, the MPLDC called for
public suggestions to which there was
an overwhelming response. These
suggestions represented the voices and
views of ordinary citizens, professionals,
urban planners, architects, consultants,
serving and retired civil servants and
organizations from various walks of life
both from India and overseas.
The vision presented and the solutions
offered to the complex problems facing
the proposed development is the
product of multiple brainstorming
sessions of the MPLDC, which factored
in the suggestions received from the
public and the feedback received from
state and central government
departments and agencies. The
Committee has attempted to integrate
all of these inputs in an integrated and
holistic a manner. The report is
expected to provide the foundation for
the preparation of an actionable
structure plan comprising a set of macro
and micro projects. These will not only
raise the quality of life of the people of
Mumbai, but will also benefit the area,
the city and the metropolitan region
socially and economically.
The total land area with the Mumbai
Port Trust is 752 hectares. A major part
of this area, about 709.50 hectares, lies
along the fourteen kilometres length of
the eastern waterfront of Mumbai City.
It extends from the Sassoon Docks at
Colaba in the south up to Wadala in the
north, and is in contiguous plots of small
and large sizes. The remaining land in
the form of smaller parcels is scattered
over different parts of the city with one
small plot being located at Thal Knob,
Raigarh district. The MPLDCs Report
concerns itself with 723.40 hectares
only. Specifically excluded are the plots
at Titwala, Kalyan and the Chairmans
Report on Mumbai Ports waterfront and port land Development 2014
Bungalow at Altmount Road since they
have been excluded from the terms of
reference of the MPLDC.
Re-development of the port lands
presents a unique opportunity for
introducing well planned urban growth
in an inclusive, sustainable and
environmentally friendly manner.
Ultimate success lies in being able to
create a world class physical
development plan backed by a
sustainable economic plan coupled with
a well phased road map for its
implementation through an enabling
institutional and legal framework. The
objective of the MPLDCs endeavours
was, therefore, to envision the
redevelopment and rejuvenation of the
underutilized, or wastefully utilized, land
assets of the Mumbai Port Trust to meet
the pressing needs of the city for public
amenities of various types in sync with
the growth plans of the citys planning
and development agencies.
Simultaneously, the issue of devising a
road map for taking this perspective to
the ground was also on the table.
At the initial stages itself it became
apparent to the MPLDC that its
challenges lay on both the supply side
and the demand side.
The primary challenge on the supply
side arises from the complexities of
extant land use patterns of the port
lands and the nature of the tenanted
estates of the port. Besides port and
port related activities, Mumbai port
lands are leased to Central and State
Government Agencies and private
tenants/lessees. The fact that many of
the structures on these lands are old
and derelict, have difficult-to-trace
lessee linkages and are involved in
multiple litigations over long years
makes the problem appear particularly
intractable.
The MPLDC has attempted to find
solutions in terms of fresh approaches
that would take into account the
concerns of the stakeholders in the
assets to the extent possible and yet
result in the release of the assets for the
proposed uses within the shortest
possible time. In view of the complex
nature of the ports tenancies and
extensive encroachments on its estates,
pro-active solutions to the issues of
consolidation of land, relocation of
essential port related activity,
elimination of polluting activities and
the resettlement and rehabilitation of
eligible slum dwellers have been
proposed. Right-sizing and right-
streaming the port activities and
rationalizing of existing land use
patterns to release non-essential land
also forms an integral part of the report.
The focus on the demand side is the
creation of world class social and
economic infrastructure to meet the
acutely felt needs of the city and the
hopes and aspirations of its citizens. The
demand for more public open spaces is
the most prevalent need expressed. The
perspective encompasses a wide variety
Report on Mumbai Ports waterfront and port land Development 2014
of leisure, tourism, water front and
recreational facilities coupled with social
institutions and public amenities. It
embraces the need to let the city play its
rightful role in the economic
development of the country on the one
hand and the promotion of ecological
initiatives like green zones on the other.
To improve public access to the
proposed development sites and create
strategic transport corridors a number
of solutions encompassing water
transportation, road, metro on BRTS
have been analysed and
recommendations made. To facilitate
the implementation of the suggested
development projects in an efficient and
timely manner, an enabling legal
environment along with appropriate
strategies and institutional mechanisms
have been recommended. An array of
financing and funding options has been
suggested depending upon the nature of
the projects and their viability.
The MPLDC acknowledges with
gratitude the valuable inputs it received
from all the participants who shared
their knowledge, expertise and concerns
and thereby enriched its endeavours.
The MPLDC thanks the Mumbai Port
Trust for providing it with the requisite
infrastructure and available data. Above
all, the MPLDC acknowledges the
valuable guidance received from
Honourable Minister of Shipping, Shri
Nitin Gadkari who provided clarity on a
number of policy issues that arose in the
course of the MPLDC's proceedings.
Where the report has not matched
expectations, the MPLDC hopes that the
debates which follow will enhance and
temper future actions to make Mumbai
a better place to live and work in.
Report on Mumbai Ports waterfront and port land Development 2014
Acknowledgements
The Mumbai Port Land Development Committee (MPLDC) is thankful to the Ministry of
Shipping, Government of India for constituting this Committee for preparing a road map
for the development of Mumbai ports waterfront and Port lands.
We are also thankful to officials of various government authorities including Shri Sitaram
Kunte (Municipal Commissioner, MCGM), UPS Madan (Metropolitan Commissioner,
MMRDA), Anil Diggikar (Vice Chairman & MD, MSRDC), Dr. Jagdish Patil (MD, MTDC), O.P.
Gupta (GM, BEST), Parag Jain (CEO, MMB), Dr. Raghuram Rajan (Governor, RBI) and a
host of organisations and individuals from India and abroad who very generously and
wholeheartedly gave their suggestions and inputs to the Committee in the preparation of
the MPLDC Report. The proposals suggested by government agencies is at Annexure D
while the suggestions received from individuals and other bodies is at Annexure C.
We would also like to place on record gratitude to all those who have helped in gathering
information and making recommendations. In this context we wish to thank Mr. Pathak
(Ex. Chief Town Planner, MMRDA), Shri Anil Sardana (CEO & MD, Tata Power), Ms. Urmi
Mankar, Shri Shivjit Siddhu (Principal Architect, Apostrophe A+ uD), Ms. Ravneet Padda,
Ms. Hrydal Damani, Shri Chandrasekhar Bhave,ex. IAS, Mrs. Geeta Mehta, Columbia
University, Shri Sarang Kulkarni, Pune, Ms. Surekha of Agakhan, Ms. Sulakshana Mahajan
(MTSU), Ms. Prachi Merchant (Urban Planning, MTSU), Dr. Shirish Sankhe (Director,
McKinsey & Company), Shri Krishnan Vishwanathan (McKinsey & Company), Shri Mohan
Chandran (Ex.Secretary, Mumbai Port Trust), Shri S.M. Patil (Ex.Estate Manager, Mumbai
Port Trust), Shri Sanjay Ubale (MD & CEO, Tata Realty & Infrastructure), Mr. Menzes (Yes
Bank) and Ms. Sapna Lakhe (Sankraman Design Studio).
Mumbai Port Land Development Committee (MPLDC) would like to place on record its
grateful thanks to Urban Design Research Institute research team constituting Pankaj
Joshi (Executive Director), Omkar Gupta (Director), Keya Kunte (Director), Apurwa
Kumbhar (Associate Director) and Pooja Chichkar (Associate Director) and their entire
team for their tireless efforts in providing requisite research material.
Special thanks are due to the officials and entire staff of Mumbai Port Trust including Shri
BJ Patil (Chief Engineer), Gautam Dey(Sr.Dy.Traffic Manager), HP Kulkarni (Dy.Estate
Manager), Vijay G. Thorat(PS to Chairman, MPLDC), Mukesh Nawani (PA to Chairman,
MPLDC) and Ganesh Pol for their contribution and secretarial support.
.
Report on Mumbai Ports waterfront and port land Development 2014
Contents
Foreword .......................................................................................... 4
Chairpersons Note ........................................................................... 6
Acknowledgements .......................................................................... 9
Executive Summary ........................................................................ 16
(To be drafted) ................................................................................ 16
1 Introduction ............................................................................. 19
2 MbPTPort Overview ................................................................. 27
2.1 Current Port Activities ........................................................................................ 27
2.2 Analysis of port activities in Last 3 years ............................................................ 29
2.3 Port within the City: A Critical Appraisal ............................................................. 34
2.3.1 Growth of the Premier Port ........................................................................ 34
2.3.2 De-industrialisation of Mumbai .................................................................. 34
2.3.3 Issues of Technological Shortcomings and Draught Depths of the Mumbai
Port 35
2.4 Proposed modernization and development projects of MbPT by 2020 ............ 43
2.4.1 Major ongoing projects of MbPT ................................................................ 44
2.4.2 Projects under bidding: ............................................................................... 45
2.4.3 Projects under leisure segment of MbPT ................................................... 47
3 Existing Situation Analysis ........................................................ 53
3.1 Delineation .......................................................................................................... 53
3.2 City Relations: Adjacencies ................................................................................. 53
3.3 City Relations: Linkages ...................................................................................... 53
3.4 MbPT Land Review.............................................................................................. 59
3.4.1 Lands held in perpetuity by MbPT .............................................................. 61
3.4.2 Categories of Mumbai Port land usage ...................................................... 61
3.4.3 Land used by the port for its core activities ............................................... 61
3.4.1 Land let out by the Port for port and non-port uses .................................. 62
3.4.2 VacantLand ................................................................................................. 63
3.4.3 Encroachments ........................................................................................... 64
Report on Mumbai Ports waterfront and port land Development 2014
3.5 Sub-Optimal Use of the Land .............................................................................. 64
3.5.1 Under use of Resources .............................................................................. 64
3.5.2 Growth in the Informal Sector .................................................................... 64
3.6 Impact of Supreme Court Judgement in 2004 and 2006 on MbPT Land ............ 71
3.6.1 Background ................................................................................................. 71
3.6.2 Issues pertaining to development of let out lands: .................................... 72
3.6.3 Legal Implications on Current Lease Status and Tenure Patterns .............. 76
3.7 Area wise details of existing land use ................................................................. 87
3.7.1 Sewri / Wadala Estate ................................................................................. 87
3.7.2 Jackeria Bunder (West of Sewree Station).................................................. 90
3.7.3 Cotton Depot .............................................................................................. 90
Railway Container Depot is not being used for storing containers but for parking
of vehicles prior to their export. The railway platforms with railway sidings
aresparingly used. ....................................................................................................... 91
3.7.4 Coal and Grain Depot .................................................................................. 91
3.7.5 Hay Bunder and Haji Bunder ....................................................................... 92
3.7.6 Ghorupdeo Area (Reay Road/ Mazagaon Tank Bunder Estate) .................. 93
3.7.7 Britannia Factory Area ................................................................................ 94
3.7.8 Mazagaon Dock Area .................................................................................. 94
3.7.9 Mallet Bunder / Ferry Wharf ...................................................................... 95
3.7.10 Operational areas: Indira Dock,Jetties are Pir Pau and Jawahar Deep) ..... 96
3.7.11 Manson Road Estate ................................................................................... 97
3.7.12 Elphinstone Estate ...................................................................................... 97
3.7.13 Apollo Reclamation Estate .......................................................................... 98
3.7.14 Jamshedji Bunder ...................................................................................... 100
3.7.15 Sassoon Dock Estate ................................................................................. 100
3.7.16 Foreshore land Offered by TPCL at PIR PAU ............................................. 101
4 Proposed Vision for the Mumbai Port Lands Redevelopment . 105
4.1 Objectives of the Mumbai Port Lands Redevelopment .................................... 105
4.2 Themes of the Port Lands Redevelopment ...................................................... 108
4.2.1 Land Consolidation and Land Use Efficiency: ........................................... 108
Report on Mumbai Ports waterfront and port land Development 2014
4.2.2 City Integration: ........................................................................................ 108
4.2.3 Development of Land for Public Purposes: .............................................. 108
4.3 The principles of intelligent urbanism .............................................................. 109
4.4 Components of the proposed Vision ................................................................ 113
4.4.1 Proposed Broad Land Use Strategy: ......................................................... 113
4.4.2 Proposed Transportation and Infrastructure Strategy: ............................ 113
4.4.3 Proposed Environmental Strategy: ........................................................... 114
4.5 Proposed Spatial Organization Strategy ........................................................... 114
4.5.1 Lessons from Global Examples ................................................................. 114
4.5.2 Proposed Spatial Organization Strategy for Mumbais Port Land ............ 115
4.6 Broad Land Use Strategy ................................................................................... 117
4.6.1 Area Available for Non-port, Public Purpose Developments ................... 117
4.6.2 Suggested Utilization of Land Available for Non-Port Use ....................... 118
4.6.3 Suggested Programmes for Land Available for Non-Port Use .................. 118
4.7 Transportation Strategy .................................................................................... 120
4.7.1 Proposed Rail Transit Network Strategy ................................................... 122
4.7.2 Proposed Road Network Strategy(Details as shown in Map TR4 and TR5)
136
4.7.3 Proposed Bus Transit Strategy .................................................................. 147
4.7.4 Proposed Water Transit Strategy ............................................................. 151
4.7.5 Proposed Non-motorized Transit Strategy ............................................... 161
4.8 Environment Strategy ....................................................................................... 163
4.9 Comprehensive Area wise development projects ............................................ 165
5 Land Assembly Strategies ....................................................... 173
5.1 Land Assembly Methods ................................................................................... 174
5.2 Land Aggregation Possibilities .......................................................................... 175
5.2.1 Types of Land usage: ................................................................................. 176
5.2.1.1 Land used by the Port for Port Activities: ................................................. 176
5.2.1.2 Land let out for port related activities: ..................................................... 178
5.2.1.3 Land let out for non-port activities ........................................................... 179
Report on Mumbai Ports waterfront and port land Development 2014
5.2.1.4 Vacant Lands not usable for various reasons: .......................................... 181
5.2.1.5 Lands leased to MbPT in perpetuity (999 years): ..................................... 182
5.2.2 Location of Estates: ................................................................................... 182
5.3 Phasing of Land Assembly ................................................................................. 183
5.4 Land Development Available area ................................................................. 185
5.4.1 Process for land assembly ......................................................................... 186
6 Strategies for Development .................................................... 191
6.1 Priority actions for Port Land Development to be taken by MbPT: ................. 193
6.2 Formation of Mumbai Port Land development Authority (MPLDA) ................ 193
6.3 Re-development and Rejuvenation Policies ..................................................... 193
6.3.1 Defining the Enabling Environment .......................................................... 193
6.3.2 Define Land Development in various zones / Land Use classifications .... 194
6.3.3 Define Development Control Regulations ................................................ 195
6.3.4 Guidelines for rehabilitation and conservation of existing resources ...... 195
6.3.5 Guidelines / Strategies of Rehabilitation of residential activities ............. 196
6.3.6 Strategies for rehabilitation of Non-residential activities through Labour
Rehabilitation and Employment Regeneration Programmes ................................... 196
6.3.7 Guidelines for training programmes for capacity building ....................... 196
Along with labour rehabilitation and employment generation, the MPLDA will
set up programmes to develop capacities of the existing labour to take up jobs that
have emerged in newer areas due to the regeneration and re-development projects
like that of special industries and enterprises. These programmes will include
monitoring the capacity of existing labour, formulating capacity building exercises
from time totime and monitoring the impact of the capacity building exercises. ... 196
6.3.8 Strategies for dealing with MbPT tenancies ............................................. 196
6.3.9 Joint mechanism between the MbPT and MPLDA ................................... 197
7 Implementation Mechanism ................................................... 201
7.1 Legal Constraints ............................................................................................... 201
7.1.1 Existing Situation ....................................................................................... 201
7.1.2 Coastal Regulatory zone (CRZ) implications ............................................. 201
7.1.3 Slum Rehabilitation Authority regulations ............................................... 202
7.1.4 MRTP Act Implications .............................................................................. 202
Report on Mumbai Ports waterfront and port land Development 2014
7.1.5 Maharashtra Rent Control Act and Maharashtra Land Revenue Code .... 203
7.1.6 The Major Port Trust Act 1963 ................................................................. 203
7.1.7 Cessed Buildings........................................................................................ 204
7.2 Development Control Regulations for Greater Mumbai .................................. 204
7.2.1 MCGM Development Plan Reservations: A Critical Appraisal .................. 204
7.3 Institutional model for development ............................................................... 207
7.3.1 MPT Act 1963 ............................................................................................ 207
7.3.2 SPA under MR & TP Act 1966 ................................................................... 207
7.4 Legislative Actions for the development of Mumbai Port Lands: .................... 208
7.4.1 Policy actions required for the setting of a Special Planning Authority (SPA)
209
8 Strategies for Project Implementation .................................... 217
8.1 Strategizing Project Implementation through Phasing..................................... 217
8.2 Financing and Project Implementation Strategy .............................................. 217
8.2.1 Time frame for setting up the institutional frame work and phasing of
activities for implementation of plan. ...................................................................... 218
8.2.2 Financial Strategies ................................................................................... 220
8.2.3 Key design principles for creating a people oriented world class
development ............................................................................................................. 221
8.2.4 Economic master-planning ....................................................................... 222
8.2.5 Resource mobilisation .............................................................................. 223
8.2.6 Optimal sequencing: Approach to phasing of projects ............................ 224
8.2.7 Land development models ....................................................................... 225
8.2.8 Financing of infrastructure projects ......................................................... 226
8.2.9 Project financing and Recovery options: .................................................. 229
8.2.10 Next steps for the redevelopment of Mumbai Port Trust Lands .............. 230
8.2.11 Innovative financing models ..................................................................... 232
8.2.12 Functional & Financial Autonomy of the SPA : ......................................... 232
8.2.13 Sources of Financing ................................................................................. 233
Appendix ...................................................................................... 235
Appendix A: MPLD committee Terms of reference ...................................................... 237
Report on Mumbai Ports waterfront and port land Development 2014
Appendix B: Meetings of Committee ............................................................................ 240
Appendix C: Summary of public suggestion received ................................................... 241
Appendix D: Brief profiles of projects ........................................................................... 268
D.2Brief Profiles of projects .......................................................................................... 271
D.2.1 Proposed by Mumbai Port Trust (MbPT) ........................................................ 271
Proposed by MAHARASHTRA MARITIME BOARD (MMB) ......................................... 277
Proposed by MAHARASHTRA TOURISM DEVELOPMENT CORPORATION LTD (MTDC)
.................................................................................................................................. 282
Appendix E: Performance Indicator of Mumbai Port Trust .......................................... 285
Appendix F: Environmental issues and suggested solutions preliminary observations
...................................................................................................................................... 286
F.2 Environmental issues and their impact ............................................................... 290
F.3.6 Setting up principles for sustainable development to address the local impact
at the neighbourhood level and the issues arising from externalities: .................... 299
Appendix G Abbreviations ............................................................................................ 304
Appendix H Bibliography .............................................................................................. 306
Report on Mumbai Ports waterfront and port land Development 2014
16
Executive Summary
(To be drafted)
1: Introduction
Image source: 1 UDRI
Report on Mumbai Ports waterfront and port land Development 2014
18
Report on Mumbai Ports waterfront and port land Development 2014
19
1 Introduction
Port cities of today are faced with the
global syndrome of the de-
industrialization of city centres. This
relocation of industrial activity due to
modernization of manufacturing and
goods handling methods has led to
dereliction and redundancy in vast
tracts of inner city harbour areas.
The resilience of cities, their ability to
adapt to changed circumstances, to
adjust to new technological impacts, to
seize opportunities and forge new
images has triggered the pursuit of
waterfront regeneration. Subsequent
processes of gentrification and
revitalisation have, however, raised
some serious questions about the
social, economic, cultural and
environmental planning processes.
The city of Mumbai with its co-existing
patterns of cultures and subcultures
exhibits a fascinating gamut of social,
economic and cultural orders. The
pattern of harbours and activities linked
to Mumbai Port were the main
contributors to the founding and
subsequent development of the city.
The need to accommodate modern
handling mechanisms and deeper
draught shipping has led to the creation
of new harbours on the mainland. This
has resulted in a shift of shipping and its
related activities to the new locations
and, although this shift is slow, it
presents an opportunity for
redevelopment and regeneration of the
Mumbai Port areas in a manner that
offers a wide variety of leisure,
entertainment and waterfront activities
that can be enjoyed by all classes and
social strata of society. It also offers an
opportunity to raise resources for
development of the port estates to
forge a new symbiotic and sensitive
relationship with the city.
In order to avoid any isolated and
uncoordinated effort in dealing with the
real issues of the Eastern Waterfront of
Mumbai, the Mumbai Port Land
Development Committee (MPLDC) has
put together a vision and strategy for
Mumbai Port Trust (MbPT) lands taking
into account the needs and concerns of
Mumbai Port, needs of the area, needs
of the rest of Mumbai city and the
overall development of the Mumbai
Metropolitan Region. This vision will be
carried out in a phased and coordinated
manner.
Keeping the complexities of the ground
reality involving a large number of
tenancies, all concerns will need to be
addressed with the co-operation of
various agencies responsible for
providing supporting infrastructure.
The MPLDC envisions development
through an inclusive process with a
transparent approach.Since its
establishment, Mumbais Port has been
a key economic driver of the City. Its
land coverage encompasses about
752.72 hectares i.e. 1/8th of Mumbais
island city area and has an extensive
14kms interface with the citys Eastern
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Waterfront. The 752.73 ha of land
under the Mumbai Port Trust retains
several operational and non-operational
areas, and present a unique opportunity
to envision a new more efficient land
development strategy for the port
lands.
Taking a cue from several global cities,
which have been able to recycle unused
port areas, to create new and attractive
business venues, global tourist
attractions, public infrastructure, and
memorable landscapes, Mumbai Port
can be remodelled in a manner which
benefits both the Port operations and
the City of Mumbai as a whole. With
this objective, the Mumbai Port Land
Development Committee has
undertaken the preparation of an
integrated Vision and Development
Strategy for the future of Mumbai Port
lands.
The process was initiated by inviting
suggestions from the public at large.
The report reflects the priorities for
development as expressed by
individuals, groups and
organisations/institutions who
responded in generous numbers
(Appendix C Summary of Suggestions)
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Drawing 1-1 Location Source: Urban Design Research institute
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Drawing 1-2 Delineation Source: Urban Design Research institute
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2: MbPTPort Overview
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2 MbPTPort Overview
2.1 Current Port Activities
Mumbai Port is a multipurpose Major
Port handling various types of cargo:
break bulk, dry bulk, liquid bulk cargo
and containers. The port provides a
range of services/facilities to
ships/cargo from pilotage to berthing,
storage to delivery of cargo in house
and undertakes ancillary services of
running Container Freight Stations, Port
Railways, maintenance of crafts,
equipment and buildings.
Of the 3 docks i.e. Indira Dock, Princes
Dock and Victoria Dock, only the Indira
Dock is operational. Princes Dock and
Victoria Dock as well as the adjoining
Merewether Dry Dock have been
decommissioned due to their low drafts
and outdated handling equipment.
These docks covering a total area of 55
acres are now being reclaimed to serve
as back up storage space for the
upcoming Offshore Container
Terminal(OCT). Indira Dock which was
commissioned in 1914 operates on a
lock system thereby restricting the
movement of ships in and out of the
docks to availability of suitable tidal
conditions. Besides the 17 berths inside
the impounded dock, there are 2 deep
drafted berths at BPX and BPS as also 4
Harbour Wall berths. These berths are
used to handle general cargo traffic.
The available draft in the impounded
dock basin is a maximum of 9.1 metres
while the draft at the 4 Harbour Wall
berths is 8.5 metres. The 2 berths at
the entrance of Indira Dock, BPX and
BPS have a draft of 10.4 metres. The
BPS which was used for handling
container traffic till the recent past is
now used as a multipurpose cargo
handling berth which includes iron and
steel and project machinery. The BPS
berth is used for handling general cargo,
but also doubles up as the berth for
handling Cruise vessels. It has an
attached terminal building for handling
cruise passengers.
The Huges Dry Dock is located inside
the Indira Dock. This Dry Dock provides
services for ship repairs.
The total area of Indira Dock is 25.72
hectares. This includes covered
storage/warehousing area admeasuring
2,68,000 sq. metres and open storage
area of 4,78,000 sq. metres. Indira
Dock is directly connected with railway
sidings for aggregation and evacuation
of export/import cargo. As against the
total handling capacity of all berths of
11.25 MMTs, the actual cargo handled
during 2013-14 was 5.77 MMTs. The
berth occupancy of the impounded
berths inside the dock areas is below
40%, while the outer harbour wall
berths have utilisation of 60%. The BPX
and BPS berths show the highest
utilization at 72% and 77% respectively.
The open wharves also called bunders,
in and around Darukhana area have an
approximate area of 30.56 hectares.
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Out of this, 7.58 hectares is covered by
roads and 11.88 hectares is leased out.
The Port handles approximately 3
million metric tonnes of cargo (2013-14)
in the bunder areas. The principal
activities carried out in this area is
handling of Coal at Haji Bunder,
handling of raw fertilizers and liquid
bulk at Hay Bunder and ship breaking at
Lakri Bunder, Coal Bunder and Powder
Works Bunder. Tank bunder is used for
parking small crafts. Besides this, Haji
Bunder is earmarked for storage of
International Maritime Dangerous
Goods (IMDG) class containers to be
handled at Offshore Container Terminal
(OCT) berths.
The Marine Oil Terminal with 4 berths
for handling petroleum oil and
lubricants (POL) is located at Jawahar
Dweep, an island off Mumbai Port.
These berths are connected to the BPCL
and HPCL refineries on the shore at
Mahul through submarine pipelines,
thereby enabling direct transfer of
crude oil and finished products to and
from the refineries.
For handling other liquid cargo, the Port
operates a state of the art chemical
terminal at Pir Pau, set up in 1996.
Construction of the second chemical
berth is in progress and is likely to be
commissioned by March 2015. The old
Pir Pau berth continues to be used for
handling liquid chemical vessels
requiring smaller drafts.
The Mumbai Port handled a total traffic
of 59.19 MT in 2013-14. All major ports
together handled a total traffic of
555.50 MT during the year 2013-14 with
Mumbai Port accounting for 10.65% of
the total traffic. The number of ship
visits to the port during 2013-14 was
5969.
A look at the cargo mix of the port
shows that it handles approx. 77%
(60.8% Liquid Bulk + 16.2%
Transhipment) of its traffic offshore, not
requiring land for its operations. The
Port can thus remain operational
despite opening large tractsof land for
redevelopment to ease pressure on
requisite city roads.
Figure 1 Cargo distribution (in MMT)
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2.2 Analysis of port
activities in Last 3 years
The total cargo handled by MbPT
increased from 29.99 MMTPA ten years
ago in 2003-04 to 59.18 MMTPA in
2013-14. This is projected to increase to
72.35 MMTPA by the year 2016-17 after
the commissioning of the Off Shore
Container Project (OCT) among a few
others. The OCT project, however, is
considerably delayed, with huge cost
over runs and may not be completed till
early 2016 even though the targeted
date was October 2012. A comparison
of the physical performance parameters
relating to ship berthday output,
average parcel size and turnaround
time of vessels over the last 3 years
show and improvement and the same
are in the range of 21.8%, 9% and 2.7%
respectively.
The operating income of the Port comes
from four main sources i.e. (a) general
cargo handed in the docks and bunder
areas, (b) liquid cargo and on stream
discharge, (c) estate income and (d)
income from other sources i.e. octroi,
stamp duty, chipping and painting etc.
The table below indicates the
profitability of various activities of the
port
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Table 2-1Port Performance Indicators
I Operational Information 11-12 12-13 13-14
1. Cargo Throughput MMTPA 56.20 58.07 59.18
2. Ship Berthday Output MT/day 7729 9017 9415
3. Average Parcel Size MT 19752 22023 21554
4. Turnaround time of Vessel Days 2.96 2.85 2.88
5. Berth Occupancy Levels % 57.58 51.22 43.29
6. Warehouse area Hectares 13.18
Warehouse Occupancy Level % 30 to 40
7. Revenue from storage & Warehousing (including demurrage)
Rs in Crore 169.58 181.87 321.21
II Financial Information
1. Operating Income
a Liquid Cargo + Pipeline + Stream + Vessel
Rs in Crore 528.90 639.78 656.87
b General Cargo (Other than 'a' above)
i) Docks Rs in Crore 360.98 383.94 404.98
ii) Bunders Rs in Crore 30.16 32.97 32.78
iii) Others (Octroi,Stampduty and C&P etc.)
Rs in Crore 41.90 47.64 21.42
Total General Cargo (i+ii+iii) Rs in Crore 433.04 464.57 459.19
c Estate & Others Rs in Crore 134.33 122.99 248.54
Total Operating Income (a+b+c) Rs in Crore 1096.27 1227.34 1364.60
2. Operating expenditure
a) Liquid Cargo + Pipeline + Stream + Vessel
Rs in Crore 201.41 225.66 250.24
b) General Cargo (Other than above)+Railway
Rs in Crore 491.59 620.91 607.03
c) Estate Rs in Crore 66.86 33.32 33.97
d) Management Overhead Rs in Crore 234.82 275.7 278.33
Total Operating Expenditure (a+b+c+d)
Rs in Crore 994.68 1155.59 1169.57
3. Operating Surplus Rs in Crore 102 72 195
4. F & M Income Rs in Crore 485.28 452.24 347.88
5. F & M Expenditure Rs in Crore 674.29 794.62 903.61
6. Net Deficit Rs in Crore - 87.42 - 270.63 - 360.70
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III Analysis of Income & Expenditure
1. Operational Income Per MT 195 211 231
2. Operating Expenditure Per MT 177 199 198
3. Contribution for superannuation expenditure (Pension + Gratuity + Leave Encashment)
Rs in Crore 598 693 705
4. Number of Employees No. 16366 15281 12191
5. Employee Cost Rs in Crore 751 903 900
6. Employee cost Per Ton of Cargo
Rs./T 134 155 151
7. Dredging Cost Rs in Crore (Approx.)
36 30 44
8. Dredging Cost Per ton of Cargo Rs./T 6.31 5.07 7.32
9. Impact of Wage revision Due from 01.01.2012
Rs in Crore Approximately 170 Crore
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An analysis of the operating income and
operating expenditure of liquid cargo,
stream cargo including vessel related
income as compared to general cargo
handled at docks and bunders, shows
that while the growth in the former is of
the order of 24% over the last 3 years
up to 2013-14, the growth in general
cargo is only 6%. The operating income
from estates shows significant increase
from Rs.134.33 Cr. to Rs.248.54 Cr. The
income from collection of Octroi, Stamp
Duty, Chipping and Painting etc. has
fallen from Rs.41.90 Cr. in 2011-12 to
Rs. 21.42 Cr. in 2013-14 owing mainly to
the reduction in commission income on
Octroi.The total operating income from
all sources shows an increase of 24.48%
over the same period resulting in
operating surplus of Rs.195 Cr. in 2013-
14 compared to Rs.102 Cr. in 2011-12.
An analysis of the operating
expenditure shows that whereas liquid
cargo together with stream cargo
accounts for 21.40% of the total
operating expenditure, general cargo
accounts for 51.90% even though
general cargo accounts for only 23% of
the total cargo handled by Mumbai
Port. Looking at the overall operating
performance of dock operations, it will
be seen that against a total operating
income of Rs.437.76 Cr, the operating
expenditure is Rs.607.03 Cr. resulting in
total operating loss of Rs.169.27 Cr. On
the other hand, the total operating
income from handling of liquid cargo,
and vessel related income including
cargo handled on stream is
Rs.656.87Cr. Against this, the total
operating expenditure is only
Rs.250.24Cr. resulting an overall
operating surplus of Rs.406.63 Cr.
These figures do not include
expenditure on management overheads
totalling Rs.278.33 Cr. which when
apportioned between liquid cargo
including stream operations, general
cargo and estate income would further
accentuate the operating losses of
general cargo handled in the docks. In
any event, what is noteworthy is that
general cargo operations result in a
27.88% deficit with an operating income
of Rs.437.76 Cr. compared to operating
expenditure of Rs.607.03 Cr. The
operating surplus from handling of
liquid cargo, vessel related income and
on stream operations shows a surplus
of 162.5%. This operation, therefore,
subsidizes the loss incurred on handling
of general cargo at dock and bunder
areas.
The operating income from estates
shows significant increase from
Rs.119.65 Cr. to Rs. 235.28 Cr.during
2011-12 to 2013-14. The corresponding
operating expenses on estate
management have reduced from Rs.
66.86 Cr. To 33.97 Cr. during the same
period resulting in operating surplus of
Rs. 201.31 Cr. i.e. 85.56% during 2013-
14.
The Finance and Miscellaneous Income
(F and M) comes mainly from interest
on investments and profit on sale of
uncleared goods etc. F and M
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expenditure mainly represents
contribution towards Superannuation
Funds. While F and M income has
declined from Rs.485.25 Cr. in 2011-12
to Rs.347.88 Cr. in 2013-14, the
corresponding expenditure on F and M
has increased from Rs.674.29 Cr. to
Rs.903.61 Cr. The decrease in F and M
income of 28.3% is on account of
erosion in the total investible funds and
fall in interest rates earned on bank
deposits. The increase in the F and M
expenditure is on account of the impact
of Wage Revision in the year 2012 and
the enhanced pension liability.76.95%
of operating cost is employee cost. The
assessed past liability or
superannuation funds is to the tune of
Rs.9211.23 Cr. as on 31.03.2014.
Against the above, the port has already
funded Rs.6295.39 Cr. over the last
eight years mainly out of cash profits
generated. The Port is planning to fund
the balance Rs. 2915.84 Cr. over the
next five years from internal accruals
and from revenues to be generated
from OCT.
Looking at the overall profitability of the
Port, it will be seen that the last 3 years
have consistently shown an increase in
the net deficit from Rs.87.42 Cr. in
2011-12 to Rs.360.70 Cr. in 2013-14.
Since both liquid cargo including vessel
operations and stream discharge of
cargo, on the one hand, and estate
income on the other, are profitable, it
can be concluded that these losses are
on account of two main factors i.e dock
and bunder operations and the
mounting pension liability of the port
employees. Given the declining trend of
dock operations as also the rising
pension payouts, the profitability of the
Port in the coming years can be
expected to decline even further. When
the Port undertakes the proposed
streamlining of port operations, it can
consider conducting an independent
third party audit to decide on the
viability/desirabilityof
continuing/trimming/stopping any of its
existing activities.
The development plans of Mumbai Port
Trust have been designed in a way that
most of its projects would go offshore.
The Oct terminal is 1km towards the
sea. The offshore general cargo berth is
designed to be 1.2km offshore. The
midstream operations and anchorage
are fully offshore. The LNG terminal is
also planned as a fully offshore
facility.This will go a long way in
releasing the pressure on land on the
waterfront and make it available for
other public purposes.
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2.3 Port within the City: A
Critical Appraisal
2.3.1 Growth of the Premier Port
Mumbai owes its existence as a global
metropolis to its strategic location in a
region that included some of most
important colonial sea trade routes on
the western coast of India. The
presence of an excellent natural
harbour along the Eastern Waterfront
of Mumbai led to massive land
reclamations for the development of
port and port related activities during
the last three centuries. The initial
impetus for the development of
Mumbai Port was provided with the
shifting of the headquarters of the East
India Company from Surat to Mumbai
(1684). The first phase of major land
reclamations for the building of the
docks (1800 1825) in the mercantile
city of Mumbai overlapped with the
development of cotton trade with
growth of industrialising in Great
Britain. The importance of Mumbai Port
grew immensely after the opening of
the Suez Canal (1869) flagging the
second phase of land reclamations
(1875 1925) for the port, which
overlapped with the development of
industrial manufacturing (Cotton Textile
Mills) in Mumbai. The geography of the
Eastern Waterfront of Mumbai allowed
the port to take up the
abovementioned transformations,
which were necessary for the
modernisation of the port. The transfer
of Karachi Port to the Pakistan State
(1947) rendered Mumbai port as the
key nodal point for the entry and exit of
goods headed to and coming from
Northern and Central India. Broadly
speaking, Mumbai port grew in tandem
with the mercantile and manufacturing
sectors of the citys economy
articulating itself amongst the
important economic generators in the
city until the last two decades.
2.3.2 De-industrialisation of
Mumbai
City During the last two decades a
number of interrelated reasons like
the high costs of real estate, the
stringent labour laws, labour unrest, the
high taxation structure and above all
the lack of investments towards
modernisation of the industry made it
difficult for industrial manufacturing to
be a sustainable activity within the city
of Mumbai. As a result, industrial
manufacturing took a complete flight
from the metropolitan city of Mumbai
to be relocated outside the city or to
operate as informal units along the
fringes of the city. This restructuring of
the industrial geography transformed
the citys economy from being
predominantly based on Industrial
Manufacturing to being based on
Producer Services like finance,
management, law etc. This process of
Deindustrialisation has been supported
and facilitated by the RegionalDecline in
Port Activity within the City (Refer Plate
2.10)
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2.3.3 Issues of Technological
Shortcomings and Draught
Depths of the Mumbai Port
The process of de-industrialisation in
Mumbai has overlapped with the
development of newer and
technologically advanced ports in the
surrounding regions with deeper
draught depths further affecting the
port in Mumbai. For example, the
establishment of the Jawaharlal Nehru
Port (JNPT) in 1987 across the Mumbai
harbour with a draught depth of 11.5m,
modernized container handling facilities
and well established road and rail
connections to the hinterland has led to
the diversion of container trade from
Mumbai Port. The container cargo
volume in the Mumbai port, which was
around 6 lakh TEUs in 1997-98 dropped
to around 0.54 lakh TEUs in a span of
ten years upto 2009-10, whereas during
the same period, the container cargo
volume at the JNPT grew from 5 lakh
TEUs to 42.3 lakh TEUs in the same ten
years.
The out-dated and defunct Victoria and
Princess Docks with draft not exceeding
6.5 mt. have since closed along with the
Mereweather Dry Dock which are now
designated as back up yard for the OCT
which is currently under
implementation. The bunder area which
handles coal raw fertilizer etc. do not
have any modern handling facilities.
Coal is brought in barges from the
mother vessel during availability of tidal
windows which provide draft of 4-4.5
meters. Contemporary shipping
requires draught depths of the range of
Image 2-1 Ship breaking activities on Tank bunder imgae source- UDRI
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more than 16m whereas Mumbai Port
presently has a maximum draught
depth of 10.5 meter in the dock area. It
is important for ports to keep pace with
the evolving needs of modern shipping.
In cases like the Rotterdam Port (The
Netherlands), the port has been shifted
from its present location on the River
Maas within the city further towards
the sea and outside the city limits to
acquire a draught depth of more than
23m. It is this transformation that the
Mumbai Port was not been able make,
thus raising questions on the future
growth potential of the port at its
present location.
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Drawing 2-1 Growth of premier world port Source- UDRI
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Drawing 2-2Growth Shift from Mumbai to MMR Source UDRI
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Data Source: Indian Ports Association (www.ipa.nic.in)
Mumbai Port Trust Administration Report (www.mumbaiport.gov.in)
JNPT Business Plan -Final Report
Drawing 2-3 Container Traffic MbPT and JNPT
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2.4 Proposed
modernization and
development projects of
MbPT by 2020
The Present cargo handling capacity
(2013-14) of Mumbai Port is 49.25 MMT
(Indira Dock-11.25 MMT,
JawaharDweepand Pir Pau-32 MMT,
Anchorages- 6 MMT). The port has
envisaged capacity addition of 23.10
MMT raising its present capacity from
49.25 MMT to 72.35 MMT by the year
2016-17. Details of Proposed Capacity
addition of 23.1 MMT are shown in
table No. 2-1 below.
2013-14 2014-15 2015-16 2016-17
Present Capacity
49.25 49.25 50.25 56.00
ID 11.25 --- --- --- ---
MOT JD and PP
32.00 --- --- --- ---
Anchorages 6.00 --- --- --- ---
2nd Liquid Chemical
Berth --- --- 2.50 ---
Off-shore Multipurpose Cargo Berth
--- --- --- 2.00
Harbour Wall Berth
--- --- --- 2.00
Cement Terminal
--- --- 1.25 ---
OCT --- 1.00 --- 8.60
Edible Oil and Base Oil
--- --- 1.00 ---
Anchorages --- --- 3.00
Other Initiatives
--- --- 1.00 0.75
TOTAL(MMT) 49.25 50.25 56.00 72.35
Table 2-2 Present and proposed capacity of port, Source- MbPT
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2.4.1 Major ongoing projects of
MbPT
1. Construction of off-shore
container terminal berths:
The project comprises of construction
of 700m length Container Berth in the
sea, which can handle container vessels
upto 14.5m draft (6000 TEUs). The
capacity of berth after commissioning
would be 9.6 million tonnes (0.8m TEUs)
in phase-l and 1.25 million TEUs in
phase-ll. The total cost of project has
been revised upward from Rs.1,460 cr
to 2100 cr. Presently almost 100% of
civil work including the approach trestle
and 700 m x 30 m berth is complete.
The BOT operator has to procure and
install top side facilities which are likely
to take about 15 months time and
project is expected to be completed by
January 2016.
2. Construction of Second berth
for handling liquid
chemical/specialized grades
of POL off New Pir Pau Pier:
The project comprises of construction
of 650m long approach trestle with
space for 23 pipelines and a 5m wide
road, a berth with 2 breasting dolphins
and 4 mooring dolphins, dredging for
berth pockets 60m x 300m at 13m
chart datum and widening of approach
channel and turning circles by 60m. The
estimated project Cost is Rs.116 cr. The
project will be commissioned by May
2015
3. Wadala Kurla Link Rail
Image 2-2 Source: commons.wikimedia.org/wiki/File:Mumbai_Port_Trust.JPG
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The project envisions laying dedicated
Goods line of 4.41 km long between
Wadala and Kurla to establish a direct
link between MbPT Railway network
and 5th/ 6th lines being laid from Kurla to
Kalyan by Central Railway. The goods
line will remove the existing constraint
of limited availability of window for
movement of goods trains in and out of
port via the harbour line. The original
cost of the project Rs. 131 cr. has been
increased to Rs 176.81 Cr. in Revised
Cost Estimation (RCE)
2.4.2 Projects under bidding:
1. Offshore Multipurpose Cargo
Berth:
Two berths are proposed to be
constructed south of the OCT. The
berths will be connected to the shore by
a single trestle of 18 m. width and 1 km
length. These berths will be used for
handling general cargo and Ro-Ro
vessels. The cost of this project is Rs.696
cr. This will increase ports capacity by
2 million tonnes by 2016-17.
2. Redevelopment of Harbour
Wall berths:
The scheme comprises of the re-
development of berth Nos.18 to 21
(four berths) at Indira Dock totalling
882m length. The existing bed levels at
the berth pocket and navigational
channel will be deepened from the
present 8.5m to 14.64m and from 7.3m
to 9.3m respectively. The berthing
pocket and navigational channel widths
will be widened from 40m to 50m and
75m to 125m respectively. The new
berthing face will be constructed on a
pile foundation of 10mt. away from the
existing face. This will take pressure off
existing deep draft berths of BPX and
BPS On completion of the project, the
cargo handling capacity is expected to
increase by 7 million tonnes per annum.
The estimated cost of the project is
Rs.353 crore.. The project is to be
implemented on PPP basis
3. Cement Terminal
A cement terminal is proposed to be set
up at Petroleum Godown, Wadala. This
terminal will be used for storage and
distribution of Cement brought for city
consumption through railways and
coastal vessels. The vessel will be
handled in the Indira Dock and cargo
will be moved to silos for storage and
distribution. It is proposed to lease out
land area of 25000 sq.m. for creation of
silos with cumulative capacity of 1.25
million tonnes. Bids for the project have
already been invited.
4. Edible Oil Terminal
An edible oil terminal is proposed to be
set up at the triangular plot near
Nirman Bhavan. This terminal will
provide for storage and distribution of
edible oil imported for Mumbai citys
consumption. At a capacity of 0.40
million tonnes per annum with tankage
capacity of 20000 tonnes, the project
for edible oil terminal is proposed at a
cost of Rs.50 crores.
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5. Base Oil Terminal:
To handle the lube oil required for the
automobiles in the city, construction of
aBase Oil Terminal is proposed for
storage and delivery of imported lube
oil at Hay Bunder in an area of 5000 sq.
mtrs at a cost of Rs.50 crores. The
location identified for setting up this
terminal falls in the area identified by
the Mumbai Port Trust Land
Development Committee for
development project. Consequently,
the Port will have to identify an
alternative location of equal size, away
from the Hay Bunder area, for setting
up this terminal.
6. Bunkering Terminal
At a cost of Rs.200 crores, the
bunkering terminal is proposed to be
set up at Old Pir Pau berth with a
capacity of 1.5 million tonnes per
annum catering to about 5000 ships
visiting Mumbai and Jawaharlal Nehru
Port. The detailed project report is
expected to be ready by September
2014 and invitation of bids is slated for
December 2014.
7. Anchorage Project
This project aims to enhance cargo-
handling capacity in the anchorage area
by 6 million tonnes. The mother vessels
will be handled mid-stream by off-
loading the cargo in smaller barges for
its transportation to other neighbouring
ports such as Dharamtar etc. Expression
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of Interest is proposed to be invited by
December 2014 by Mumbai Port.
8. Floating Storage
regasification Unit (FSRU)
Considering that the overall demand for
LNG required by the city of Mumbai is
likely to grow at compound annual
growth rate of 7.5% over the next 10
years the port proposes to set up a
floating LNG terminal on the eastern
side of MbPT anchorages in the sea
near Karanja Spoil Ground (FSRU). The
storage capacity of this terminal will be
1, 70,000 m3. The terminal will be
connected to the gas grid pipeline of
the Gas Authority of India (GAIL) at
Karanja through a 7 Km. submarine
pipeline.
9. Fifth Oil Berth at Jawahar
Dweep
Since the fourth oil berth at Jawahar
Dweep (constructed in 1984), has
outlived its useful life, the Port has
taken up major restorative repairs
which are expected to extend the life of
the structures by another 7-8 years.
MbPT has also approved the
construction of fifth oil berth. The
capacity of the berth is 20 MT. Suezmax
vessals i.e. Upto 1,50,000 DWT can be
handled at this berth. This is the captive
cargo berth for oil refineries namely
HPCL and BPCL
10. Modernization of Mumbai Port
Trust Hospital:
With a view to provide state of the art
medical treatment to the MbPT
employees with modern medical
infrastructure and widen the
opportunities for higher education in
the medical field it is proposed to
prepare a workable scheme for
operation and maintenance of a 300
beded hospital with attached medical
and nursing college through partnership
with private sector.
2.4.3 Projects under leisure
segment of MbPT
1. Development of Marina:
This project is proposed in the area
between Ferry Wharf and Princes Dock
on a stretch of 31000 sq. mtrs land and
84000 sq. meters water area. The
marina will be developed at a cost of
Rs.100 crores with parking facility for
300 boats, floating hotel, fuel station,
cafeteria, boat repairing facility, dry
storage, waste disposal, etc.
2. Floatel and floating restaurant
A cruise ship will be anchored in the
anchorage area of the port and operate
as floatel with land/terminal facilities at
Ferry Wharf No.2. The anchorage will
be licensed for anchoring the floatel.
Besides this, four floating restaurants
are proposed in this project as a part of
the entertainment zone. Small ships
with restaurants will operate in the
harbour as dinner cruise boats
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3. International Cruise Terminal
at BPX
BPX Cruise Terminal in Mumbai Port is a
multi-purpose berth. It lies inside the
custom notified area of the port. The
terminus building is used for reception
of passengers and completion of
custom / immigration formalities. It has
an area of 6000 sq.m. Certain minimum
facilities are available at this terminal It
is proposed to bring about
improvements in the facilities for
embarkation / disembarkation of cruise
personnel and passengers by providing
gates for regular movement. it is
proposed to improve the furnishing of
the cruise terminal building to the
international standards at an estimated
cost of Rs.42.25 crores (at 2011 prices ).
The salient features of this project
include separation of cruise traffic from
cargo handling area, interior decoration
of existing building with change of
flooring, wall and column cladding, false
ceiling, sanitary fitting, glazed panels,
CCTV system, lighting and air-
conditioning. Provisions are also to be
made for information desk, entry / exit
waiting area, immigration / custom,
baggage handling and drop off area,
shops, coffee shops and snack bar,
internet and telephone. Separate
provision is to be made for
accommodation of staff for terminal
management, custom and immigration,
intelligence bureau, cruise liner, port
offices etc.
4. Helipad at Mumbai Port Trust
Estates
This project envisages improvement of
the existing land area of 4.26 hectare at
Sassoon Dock at a cost of Rs.25.5
crores. This improvement plan
envisages the following measures:
1. Fish loading activities should be
restricted to New Sassoon Dock
area.
Old Sassoon Dock should be used for
out fitting of fishing boats and for
providing required facilities like fuel,
fresh water, and ice to fishing boat.
Conversion of existing open fish auction
Hall at New Sassoon Dock into Modern
fish handling and auction hall.
Conversion of existing open fish auction
shed at Old Sassoon Dock into net
mending sheds.
Providing ice plant and chilled storage
facility and ice crusher shed.
Re-modeling of existing service block
into Modern fishery Harbour
Management and maintenance block.
Overall improvement to storm water
drainage system, sewerage system,
Electric supply and distribution
network, internal road, fresh water
supply line and repairing of quay wall
Widening of Harbour Entrance of Old
Sassoon Dock and Construction of
compound wall and gate house.
5. Sassoon Dock Fishery
Harbour Improvement Plan
This project envisages improvement of
the existing land area of 4.26 hectare at
Sassoon Dock at a cost of Rs.25.5
Report on Mumbai Ports waterfront and port land Development 2014
49
crores. This improvement plan
envisages the following measures:
2. Fish loading activities should be
restricted to New Sassoon Dock
area.
Old Sassoon Dock should be used for
out fitting of fishing boats and for
providing required facilities like fuel,
fresh water, and ice to fishing boat.
Conversion of existing open fish auction
Hall at New Sassoon Dock into Modern
fish handling and auction hall.
Conversion of existing open fish auction
shed at Old Sassoon Dock into net
mending sheds.
Providing ice plant and chilled storage
facility and ice crusher shed.
Re-modeling of existing service block
into Modern fishery Harbour
Management and maintenance block.
Overall improvement to storm water
drainage system, sewerage system,
Electric supply and distribution
network, internal road, fresh water
supply line and repairing of quay wall
Widening of Harbour Entrance of Old
Sassoon Dock and Construction of
compound wall and gate house.
6. Observatory wheel at
Nariman Point
It is suggested to construct an
Observatory Wheel on the lines of
London Eye at an Estimated cost of
Rs.1085 crores (at 2008 level). This
Observatory Wheel with associated
facilities like land scape promenade,
sitting benches and parking place is
proposed at Nariman Point. The land
parcel required for the development of
Observatory Wheel and its associated
facilities is proposed to be made
available by means of reclamation. It is
proposed to appoint a competent
expert to carry out detail study to
conceptualize this project.
As a part of streamlining of its
operations Mumbai Port proposes to
discontinue the following activities:
3. Coal handling at haji bunder area
Rock Phosphatre at Hay Bunder and Haji
Bunder
Ship breaking at Darukhana
STC Edible Oil Tanks on P D Mello road.
Tank Farms near Malet basin and Haji
bunder
Defence storages near Cotton Exchange
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Report on Mumbai Ports waterfront and port land Development 2014
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3: Existing Situation Analysis
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53
3 Existing Situation
Analysis
3.1 Delineation
This report focuses on the part of the
Eastern Waterfront of Mumbai that
forms a part of the island city. The study
area, spanning a north-south length of
around 14 km, is sub-divided into two
parts: the Core Area consisting of
thirteen MbPT estates from Sassoon
Docks in the south up to Wadala Estate
in the north admeasuring around
709.51 hectares and the Immediate
Influence Area towards the north of
Wadala. The study area is bounded on
the west by the Harbour Railway Line,
towards the north by the Eastern
Express Highway, on the west by the
harbour whereas the Sassoon Docks
form the southernmost part of the
study area.
3.2 City Relations:
Adjacencies
Adjacent to these Port and Harbour
Lands lie the Central Business Districts
of Nariman Point and Fort area, the
Inner City Markets and Housing of the
areas like Bhuleshwar, the earlier
Industrial Lands of Parel Lalbaug and
the early twentieth century suburbs of
Dadar Parsee Colony. The adjacencies
between the port and the inner city
markets as well as the Industrial Lands
are apparent in the physical structure of
the city. This physical adjacency is not
complemented by physical connectivity
with the city mainly because it does not
have the scale of activities as in the
adjoining city areas
3.3 City Relations: Linkages
The area comprising of the Eastern
Waterfront consists of an extensive
road and rail infrastructure that was
primarily planned during the late
nineteenth and the early 20th century
for the movement of goods. This
transport infrastructure provides links
to the main regional corridors like the
Eastern Express Highway and the
Central Railway line. Additionally there
are a few locations on the waterfront
that are used as passenger terminals for
inter-city water bound traffic like the
Gateway of India and the Ferry Wharf
(Bhaucha Dhakka). There is a clear
inadequacy of linkages to the city from
the port land. This inadequacy has
resulted in the eastern water front
being completely excluded from the
imagination of the city. This physical
disconnect has resulted in the exclusion
from city imagination that Mumbai is a
city on water.
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Report on Mumbai Ports waterfront and port land Development 2014
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Drawing 3-1Drawing 3 1 City relation: adjacencies
Report on Mumbai Ports waterfront and port land Development 2014
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Report on Mumbai Ports waterfront and port land Development 2014
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Drawing 3-2Drawing 3 2 City Relation Linkages
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Report on Mumbai Ports waterfront and port land Development 2014
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3.4 MbPT Land Review
Mumbai Port Trust has 752.72 hectares
of land in Mumbai. Most of these lands
are situated on the East Coast of the
city stretching from Colaba to Wadala.
Aside from this, port lands in smaller
pockets are situated at Thal knob
(Alibaug), Chairman Bunglow,
Chowpatty Bunder, Worli
Bunder,Zakaria Bunder, Govandi,
Mahim Bunder, and at Titwala. In
addition to the lands owned by Mumbai
Port it is in possession of certain plots of
land held in perpetuity of it under 999
year leases
The approximate area wise distribution
of land is given in the table below:
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60
Table 3-1Area wise distribution of MbPT land
Type of land Hectares
A) Port operational area
i. Docks and Dock operational area ( including Butcher island) 196.50
ii. Staff quarters 48.79
iii. Hospital 4.68
iv. Port offices and amenities( schools, sports clubs, playground etc.) 21.73
Subtotal of Port operational area (A) 271.70
B) Leases and Lettings
i. Oil and Petroleum Companies 73.27
ii. Defence Authority 32.58
iii. PSUs 2.26
iv. Central Government bodies 25.73
v. State Govt. bodies 4.99
vi. Private parties 136.73
Subtotal of Leases and Lettings (B) 275.55
C) Vacant Plots Area
i. 712 isolated plots 63.62
ii. 217 plots handed to sis dept. for operational requirements. -39.75
Subtotal of Vacant Plots Area (C) 23.87
D) Infrastructure land 150.12
( roadways, railways etc. including slums/ encroachments 7.46 ha about 14365
nos. of hutments based on 2002 survey)
(1) (A)+ (B)+(C)+(D) 721.24
E) Land outside Eastern water front(already included in above figures)
i. Worli Bunder (1.95 ha of Slums + 0.67) 2.62
ii. Govandi 7.58
iii. Mahim Bunder 1.53
Subtotal of Land outside Eastern waterfront (already included in above figures)(E) 11.73
F) Land outside Eastern water front
i. Thal knob (Alibaug) 1.98
ii. Chowpatty Bunder 0.182
iii. Chairman's Bunglow 0.93
iv. Titwala (Vacant Land 28.39
Subtotal of Land outside Eastern waterfront(NOT included in above figures) (F) 31.48
(2) Total Area outside Eastern Water front (E) + (F) 43.21
(3) Total Area on Eastern Waterfront (1) - (E) 709.51
Total MbPT Land (2) + (3) 752.72
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3.4.1 Lands held in
perpetuity by MbPT
In addition to the above land there are
52 foreshore properties at Mazgaon,
Malabar Hill and Colaba given on lease
to MbPT in perpetuity (999 years) prior
to 1873 and vest with MbPT as per
schedule E of BPT Act I of 1873 and
Section 28 of the BPT Act 1879, rent of
which are collected by Collector
Mumbai Government Resolution Rev.
Dept. No.5408 dated 11.8.1882..
Another parcel of land at Mazgaon
Reclamation Estate admeasuring
4596.
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