Mumbai Port Trust Committee - Report on Mumbai Ports Waterfront and Port Land Development, 2014.pdf

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

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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)


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


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.


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


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


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.


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.

.


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


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


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


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


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


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


16

Executive Summary

(To be drafted)

1: Introduction

Image source: 1 UDRI


18


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


20

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)


21

Drawing 1-1 Location Source: Urban Design Research institute


22


23

Drawing 1-2 Delineation Source: Urban Design Research institute


24


25

2: MbPTPort Overview


26


27

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.


28

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)


29

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


30

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


31

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


32

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


33

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.


34

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)


35

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


36

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.


37

Drawing 2-1 Growth of premier world port Source- UDRI


38


39

Drawing 2-2Growth Shift from Mumbai to MMR Source UDRI


40


41

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


42


43

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


44

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


45

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.


46

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


47

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


48

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.


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


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.


Hall at New Sassoon Dock into Modern

fish handling and auction hall.


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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51

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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55

Drawing 3-1Drawing 3 1 City relation: adjacencies


56


57

Drawing 3-2Drawing 3 2 City Relation Linkages


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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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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.

Documents

Mumbai Port Trust Committee - Report on Mumbai Ports Waterfront and Port Land Development, 2014.pdf