Bachelor of Architecture - Thesis report by Sahil Kanekar

Re-interpre ng the urban resource Case applied: Sassoon Dock, Mumbai

Architecture thesis by

Sahil Ajay Kanekar Final year (2013-14) Academy of Architeture

Cer ﬁcate

Academy of Architecture 278, Shankar Ghanekar Marg, Prabhadevi, Dadar, west Mumbai - 400 014

Name: Sahil Ajay Kanekar Topic: Re-interpre ng the urban resource:

Sassoon Dock, Mumbai

Design disserta on submi ed to Academy of Architecture Mumbai and Mumbai University in par al fulfilment of the requirements for the degree of Bachelor of Architecture This is to hereby cer fy that, Sahil Ajay Kanekar is a bona-fide student of Academy of Architecture. He has carried out Design Disserta on on the chosen topic in the academic year of 2013-14 as a part of his final year project. The following study of the above menn oned subject is presented in a manner sufficiently sa sfactory to warranty its acceptance as prerequisite towards the degree in Architecture for which it has been submi ed.

Ar. Jal Aria (disserta on guide)

Prof. Suresh Singh (principal- Academy of Architecture)

External Juror

Re-interpre ng the urban resource: Sassoon dock, Mumbai

Index

CHAPTER 1: PREFACE P.03 P.03 P.03 P.03 P.04 P.04

outline of study real world problems design aims hypothesis locale and milieu urban resource

CHAPTER 2: THEORY- URBAN SOCIOLOGY P.06 P.07 P.08 P.09

plas city in ac on polyvalency concentric zone model - Ernest Burgess the sector theory - Homer Hoyt

CHAPTER 3: URBAN CONDITION P.11 P.12 P.13 P.15 P.19 P.20

the city and its history theory as applied to Mumbai city the eastern edge of Mumbai the urban resources of Mumbai the western edge v/s eastern edge site selec on

CHAPTER 4: SITE ANALYSIS P.22 P.22 P.23 P.24

Sassoon dock Sassoon family Sassoon dock history compara ve analysis of docks in Mumbai

Re-interpre ng the urban resource: Sassoon dock, Mumbai

Index

CHAPTER 5: CONTEXT AND MAPPING P.28 P.29 P.30

heritage structures connec vity Kevin lynch

CHAPTER 6: SITE DOCUMENTATION P.32 P.33 P.34 P.35 P.36

visual documenta on ac vity mapping exis ng area statement traﬃc circula on ﬂow personal interviews

CHAPTER 7: BRIEF AND PROGRAM P.39 P.40 P.40 P.40 P.40 P.41 P.42 P.43

S.W.O.T. analysis aims objec ves recommenda ons role of CDC short term strategies long term strategies program

CHAPTER 8: ARTICLES CHAPTER 9: CASE STUDY

Re-interpre ng the urban resource: Sassoon dock, Mumbai

Acknowledgment

Acknowledgment: Apart from an individual’s effort, success of any project largely depends on the encouragement and guidance of many others. I take this opportunity to express my gra tude to all those people who have been instrumental in the successful comple on of this disserta on. Firstly, I would like to thank my mother and father for being there with me and suppor ng me. They have been the pillars of strength on which I stand. Secondly, I would thank Ar. Jal Aria for his guidance, encouragement and faith in me for this project. I would also thank Prof. Swa Choksi, for guiding on this project in my Fourth year. I cannot afford to not to thank Ar. Akshay Varma, for his immense and very crucial help in developing a very interes ng approach for the disserta on and for all his guidance in the urban design scope. I also thank Ar. Ravidra Punde, Ar. Arjun Sharma, Ar. Pranav Gujjar, Ar. Palaksha She y and Ar. Pra k Dhanmer for there guidance. Most important, the fishermen of Sassoon dock who let me experience their way of living, Karanja community, Fisheries Department, Juhu, Mbpt Authori es, for all the technical data required. Lastly but very important, all my friends, Akanksha, Ruchika, Mrunmayee, Abhishek, Enakshee, Shivanee, Ekta, Kimaya for their help, support and the entertainment factor making this crucial project very smooth sailing.

Re-interpre ng the urban resource: Sassoon dock, Mumbai

Preface

CHAPTER 1: PREFACE P.03 P.03 P.03 P.03 P.04 P.04

outline of study real world problems design aims hypothesis locale and milieu urban resource

Re-interpre ng the urban resource: Sassoon dock, Mumbai

Preface

Outline of study: There are two main components to this disserta on. One is theore cal inves ga on to arrive at a norma ve posi on within architectural discourse. This norma ve posi on is in response to a posi ve posi on which iden fies a empts to establish a freedom of use, reuse and adaptability within the ordering processes of architecture. The second component of the disserta on is the resolu on of a building design as an extension and demonstra on of the objec ves outlined in the norma ve posi on. The selec on of a site is based on its characteris c opportuni es in demonstra ng these objec ves. Real world problems are iden fied through a contextual analysis and in combina on with the objec ves of the norma ve posi on an architectural brief is established. Real world problem: Func onally, topologically and physically, the port is seen to mediate the rela onship between the harbor and the city. As a result of func onal and spa al restric ons of enclosure and separa on, the ac ve social rela onship between the port and urban par cipants is marginalised. The flow of resources through the port to the city is therefore restricted. Design aims: The primary aim of the design is to inves gate ways of opening areas of the port to the city and resultantly the general public. By considering associated ac vi es, trades, industries and distribu on within the port, the aim of the design is to re-configure these ac vi es from a spa al ideology of enclosure and restric on to one that harnesses flow of people and resources through the port as catalysts to non-enclosed place-making. Hypothesis: A dialogue exists between the resource of the port and the conges on of varied human ac vity in its adjacent open spaces. Through considera ons of the dynamic ac ons and events that unfold within this dialogue and its social prac ces may find thorough expression. In this way the tendency of architecture to colonise the social prac ce that it seeks to house, through enclosure, is displaced by human flux. 03

Re-interpre ng the urban resource: Sassoon dock, Mumbai

Preface

Locale and milieu: A city is comprised of two elements; locale(place) and milieu(space) and dis nc on is to be made between them with respect to the dimensions of the urban form. The locale dimension of a city; physical or territorial is demarcated. It is represented in the maps. The milieu dimension is the process around which the life of the city dwellers revolves. These processes could be (a)social (involving groupings, intra and inter group interac ons, size of popula on), (b)cultural (referring to ways of thinking and ac ng), (c)poli cal (in rela on to power/control not necessarily in formal sense). The ci es are locales comprised of numerous milieux, may be mul disciplinary if not inter disciplinary. Thus the primary focus of revisi ng a city urban sociology would be on people and their culture rather than the physical dimensions of the city. The urban resource: The development of a neighborhood depends upon economic, social, poli cal, geographic and cultural aspects. The elements which are the part of these aspects become the resources for the development of the neighborhood; posi ve or nega ve either ways. These resources are the part of locale and milieu of the city. Most of the major ci es in the world have ďŹ&#x201A;ourished due to trade. For instance, Mumbai, made of seven islands which were reclaimed and converted into a port city. This port was the major reason for the city's development, as it became the trading center thereby connec ng India to rest of the world. When a city grows, there are these resources which help it develop. These ci es expand consuming these resources and simultaneously increases the pressure on them. This expansion hampers the exis ng city fabric, land use, work and living pa erns. The ci es in India too are experiencing similar problems. While the pace of these changes can be exhilara ng, o en mes the consequences can be tragic or simply out of sync with pre-exis ng condi ons and peoples. Though we are able to perceive the results of increasing urbaniza on, we don't seem to have a space for the produc on of knowledge systems to understand and analyze this. The city grows leaving behind its resource.

Re-interpre ng the urban resource: Sassoon dock, Mumbai

Theory: urban sociology

CHAPTER 2: THEORY- URBAN SOCIOLOGY P.06 P.07 P.08 P.09

plas city in ac on polyvalency concentric zone model - Ernest Burgess the sector theory - Homer Hoyt

Re-interpre ng the urban resource: Sassoon dock, Mumbai

Theory: urban sociology

Plas city in ac on:

Photograph of a Verner Panton Mirror By confron ng and challenging an ex p e c ta o n o f t h e f u n c o n o f reﬂec on in the context of vanity, the artwork allows for the realiza on of a mul faceted point of view. In this process the ac on of ‘making up oneself’ is acknowledged as one that extends beyond a produc on process into a realm of image, iden ty and perspec ve.

In establishing a norma ve posi on in architecture the essen al enquiry becomes one of the drivers of architecture form. It is the posi on in this disserta on that architecture can be read as the built form manifes ng from human ac on as well as the built form that houses human ac on. In this respect Rem Koolhaas locates architecture between the formal and the social; he speaks of architecture as that which brings context to and ascribes form for human prac ces. The word ‘ac on’ as it relates to human prac ces, is grounded simultaneously within the repe ve and the ritualis c as well as within a process of diﬀeren a ng crea vity and therefore, can only par ally be predetermined. While it is acknowledged that buildings o en need to be changed or adapted in their life me (technological ﬂexibility) it is also important to emphasis that the sta c forms of architecture as they relate to the social need to respond to an inherent plas city of human ac on.

Re-interpre ng the urban resource: Sassoon dock, Mumbai

Theory: urban sociology

Polyvalency - Herman Herztberger:

Montessori school in Del , Herman Hertzberger. An example of modular polyvalence in architecture. Figure top le ; ﬂoor closed Figure top right; modules removed, ﬂoor opened Figure mid le ; children seated Figure mid right; design diagram Figure bo om; children playing

Hertzberger describes polyvalence as having, at its core the concept of 'changefulness as a permanent'. he proposes the inves ga on of dis nct forms that can accommodate a variety of human ac ons without themselves dicta ng specific func on. The important idea to grasp in this is not that peoples's essen al ac vi es differ- sleeping, si ng, ea ng, etc. - but rather that each person's way of conduc ng these ac vi es is unique. The built form becomes an argument of spa al rela onship and typology rather than func onal segmenta on of the built work. The user in this instance becomes one whose engagement with built form involves the act of crea ng his own ac on. This principle is illustrated in Hertzberger's design for a Montessori school in Del , Holland. Wooden cubic blocks are movable and removable from a hole in the ground. While this mo on could be described as flexibility there is a plurality in the interpreta on of use of the en re body of components. In its closed posi on there is no sugges on of a designated func on for those blocks. When the blocks are removed, three different planes of inhabita on exist; in the hole, on its edge or on the blocks. this coupled with a variety of arrangement possibili es produces a func onally non-specific, yet dis nct architectural resolu on that accommodates playing, sea ng, standing, assembling and storage. Of cri cal importance in the resolu on of polyvalent forms is an understanding of the nature of the human ac ons inhabi ng them. 07

Re-interpre ng the urban resource: Sassoon dock, Mumbai

Theory: urban sociology

Concentric zone model - Ernest Burgess:

Central Business District

Business and light industries Zone of working men Residential zone high class apartments Commuters zone

The concentric zone model also known as Burgess's model or the CCD model is one of the earliest theore cal model to explain the urban social structure. It was created by Ernest Burgess in 1923. Based on human ecology theories done by Burgess and applied on Chicago, it was the first to give the explana on of distribu on of social groups within urban areas. This concentric circles model depicts the urban land usage in concentric ring; the Central Business District (CBD) was in the middle of the model, and the city expanded in rings with different land uses around it. It is effec vely an urban version of Von Thunen's regional land use model developed a century ago. It contrasts with Homer Hoyt's sector model and the mul ple nuclei model. The zones iden fied areThe center is Central Business District The transi on zone or the zone of business and light industries Working class residen al homes (inner suburbs), in later decades called inner city or zone of independent working men's home. Be er quality middle class homes (outer suburbs) or zone of be er housing. Commuters zone The model is more detailed than the tradi onal down-mid-uptown divide by which downtown is the CBD, uptown the affluent residen al outer ring and midtown in between. Burgess's work is based on bid rent curve. This theory states that the concentric circles are based on the amount that people will pay for land. This value is based on the profits that are obtained from maintaining a business on the land. The center of the town will have the highest number of customers so it is profitable for retail ac vi es. Manufacturing will pay slightly less for the land as they are only interested in the accessibility for the workers. Residen al land use will take the surrounding land.

Re-interpre ng the urban resource: Sassoon dock, Mumbai

Theory: urban sociology

The sector theory - Homer Hoyt:

Manufacturing industrial zone

Low income group Central Business District

Middle income group

While accep ng the existence of a central business district, Homer Hoyt suggested in 1939 that zones expand outward from the city center along railroads, highways and other transporta on arteries. In developing this model Hoyt observed that it was common for low income house holds to be near the railroad lines and commercial establishments along the business thoroughfare. Recognizing that the various transporta on routes into an urban area, including rail roads, sea routes and tram lines, represented greater access, Hoyt theorized that city tended to grow in a wedge shape pa ern or sectors emana ng from the central business district and centered on major transporta on routes. Higher levels of access meant higher land values, thus many commercial func ons would remain within the CBD but manufacturing func ons would develop in a wedge surrounding the transporta on routes. Residen al func ons would grow in a wedge shape pa erns with a sector of low income grow manufacturing or industrial sector (traďŹ&#x192;c, noise and pollu on make these areas least desirable) while sectors of middle and high income households furthest away from these func ons. Hoyt's model a empts to state a broad principle of urban organiza on. This model applies to numerous Bri sh ci es. The theory is based on early 20th century railroads and does not make allowance for private cars that enable commu ng from cheaper land outside city boundaries.

High income group

Re-interpre ng the urban resource: Sassoon dock, Mumbai

Urban condi on

CHAPTER 3: URBAN CONDITION P.11 P.12 P.13 P.15 P.19 P.20

the city and its history theory as applied to Mumbai city the eastern edge of Mumbai the urban resources of Mumbai the western edge v/s eastern edge site selec on

Re-interpre ng the urban resource: Sassoon dock, Mumbai

Urban condi on

The city and its history: The city of Mumbai has been central in the worldwide debate on the future of cities. Being the largest metropolis in the country and its commercial capital it is being touted as one of the most important nodes in the global network of urban agglomerations. It provides an opportunity to engage with the complex forces of globalization as they hit the ground, meeting existing systems of living, work and recreation. Like other cities, European and Asian, Mumbai has lost its orientation towards its historic city centre and is developing, in planner's imagination into a metropolitan region. The emerging landscape has, in the process, been fragmented into numerous specialized zones spread across the metropolitan area (including the historic inner city), whose relative importance depends on their potential connectivity. Mumbai is thus at an interesting juncture of its history where the city is negotiating simultaneously its relationship with the metropolitan region as well as the many potential spaces or voids that are emerging, or could potentially emerge, within its centre. history Mumbai owes its existence as a global metropolis to its location along one of the most important sea trade routes during colonial times. The British began developing Mumbai's harbour into naval and a trading base from 1750. It was during the eighteenth and nineteenth centuries that Mumbai was completely transformed from a set of seven agrarian islands dotted with paddy fields and fishing villages into one of the busiest and most important trading cities in India. This involved the construction of several dry and wet docks and initiating numerous activities to encourage the settling of traders in the city of Mumbai.

Re-interpre ng the urban resource: Sassoon dock, Mumbai

Urban condi on

Theory as applied to growth of Mumbai city: After studying and analyzing both the theories on urban sociology, a conclusion was derived. Looking at the growth of city of Mumbai, it was seen that both the theories are applicable; The concentric model zone by Ernest Burgess and The sector theory by Homer Hoyt. In about 1880, the city showed combination of both the theories. Mumbai was basically divided into two sectors, the southern sector for Europeans and the northern sector for Indians; and further divided into concentric rings. Closet to the harbor were the commercial and residential areas of each within the original walled town, south fort for Europeans and north fort for Indians. These later spilled beyond the esplanade with native town forming an extension for north fort and Colaba forming an extension for south fort. However the lack of space for expansion in southern sector led to the formation of European suburbs in Indian sector, but much beyond the Indian residential settlement.

Ideal development model for Mumbai

Change in model due to city limitations

In the post independence period, expansion was clearly in

Over lay on the city (schematic diagram)

evidence, starting outwards from the center. By 1980 the Central Business District had expanded enormously. This expansion was channelled in two ways, part of it expanded along the land reclaimed

Central Business District European

European residential

Central Business District Indian

Indian residential working class

Open space

Military zone

European commercial and residential

Industrial zone

Indian residential high class

Rural area

and part of it invaded earlier commercial and residential areas. Thus, the expanding CBD squeezed out the residential population of the neighboring areas.

Re-interpre ng the urban resource: Sassoon dock, Mumbai

Urban condi on

The Eastern edge of Mumbai: 1. wadala estate This district is predominantly occupied by marshalling yards and oil companies with their oil installations, oil tanks and filling points. The presence of these installations is due to the proximity of oil refineries and Pir Pau terminal, on the fringe of the island city. The land towards the north-east of Wadala Estate consists of swamps and saltpans and is presently under the jurisdiction of Salt Commissioner. 2. wadala-sewri estate This district is situated around the sixteenth century Sewri fort and the remains of Sewri village. It also has a container depot, which is the back up space for the port activity. 3. cotton depot This district consists primarily of ferro-cement-concrete structures with portal frames constructed around 1925 for the storage of cotton bales that were exported to Manchester. The cotton trade has become non operational after the closure of the mills through the 1980's in Mumbai. 4. charcoal and grain depot This district was allotted the function of charcoal storage. However, charcoal is no longer used for industrial or domestic purposes. The district is sub optimally used. Even the grain depot, is not in regular use. Presently, activities like parking, repair of heavy vehicles and informal settlements occupy this district. 5. unit 5 This district consists of the lands of large companies like Hindustan Lever, Modi Tyres, etc. It has landholdings that are not optimally used.

Re-interpre ng the urban resource: Sassoon dock, Mumbai

Urban condi on

6. mazgaon reclamation The open finger profile bunders of Mazgaon Reclamation Estate(Darukhana) were built in the nineteenth century for maritime trade in wood and coal from neighbouring states but have lost their relevance in the present economy. Parts of these areas have been replaced by wholesale iron and steel storage and large chunks of the bunders have been encroached upon. In spite of the steel markets having officially shifted to Kalamboli in Navi Mumbai, they continue to exist in this district. Ship breaking activity, which is environmentally hazardous, is also conducted in this estate. 7. mallet bunder and ferry wharf This precinct consists of the Mazgaon Dock which holds defence activities and related infrastructure, administrative offices of the Port, MbPT warehousesand jetties for passenger boat services and fishing. 8. elphinstone estate This district primarily consists of warehouses which are leased on short tenure. This area also consists of iron and steel offices and transport offices. Most of the pavements have been encroached upon by hutments. 9. operational docks This district consists of Princess Dock, Victoria Dock and Alexander Dock. This area majorly has warehouses for the containers. 10. sassoon docks Sassoon docks is the only working dock which is open to public. Majorly fishing activities are carried out on this dock. Sassoon dock provides whole sale fish to major hotels and restaurants in Mumbai.

Re-interpre ng the urban resource: Sassoon dock, Mumbai

Urban condi on

The urban resources of Mumbai

Sewri fort and mudflats Sewri was a small hamlet on the eastern shore of Parel island one of the original seven islands of Bombay. The Sewri fort is a fort in Wadala- Sewri estate built by British in 1680 to serve as a watch tower atop a quarried hill overlooking Mumbai harbor. The primary function of the fort was defense. Presently it is bordered by high stone walls, including an inner ring for added protection. It is landlocked on three sides and sits atop of sheer cliff of about 60 m. The entrance is stone doorway that lead into a courtyard. Architectural highlights include pentagonal room along with a long domed corridor and linear vaulted structure. Besides the fort, the area had another attraction of mud flats with flamingos. These flamingos arrive Sewri every in winter and they remain there till the first showers.

Re-interpre ng the urban resource: Sassoon dock, Mumbai

Urban condi on

The urban resources of Mumbai

Darukhana The development of Darukhana as trading port was initiated by British in the early 19th century. The port is characterized by three jetties in the form of open fingers and the basins that are formed between them. These are know as lakri bunder, coal bunder and hay bunder respectively. In 1873, this region came under Bombay Port Trust. During the First World War huge quantities of gunpowder were brought into this basin by British and hence this region came to be known as Darukhana. There is a steel scrap and ship breaking market and a network created based on monopoly. All the business that goes on in this area has a grey shade and can be described as temporary at its best.

Re-interpre ng the urban resource: Sassoon dock, Mumbai

Urban condi on

The urban resources of Mumbai

Ferry Wharf or Bhaucha Dhakka Ferry wharf also called as Bhaucha Dhakka is a wharf along the Thane creek, along the coast of Dockyard road on the eastern front of Mumbai. The wharf serves as port for numerous fishermen who bring their daily catch. Ferry services link up JNPT and Uran to the east, Rewas and Mandwa to the south. The wharf is used by students of Training Ship Rahaman which is an institute for maritime studies in Nhava. The wharf is serviced by Best bses and till late 1980s also used to be port of call for the Mumbai-Goa ferry services. Most of the catch brought here is taken to the state of Gujrat.

Re-interpre ng the urban resource: Sassoon dock, Mumbai

Urban condi on

The urban resources of Mumbai

Sassoon Docks Sassoon dock is one of the oldest, certainly not the biggest dock in Mumbai and one of the few docks in the city open to public. It is also the first ever wet dock constructed on the western coast on India. It is situated just off Cuffe Parade in south Mumbai and is today one of the largest fish markets in the city. Its neighboring features are Mumbai port trust botanical garden and overlooks Oyster Rock, an island in the Mumbai harbor at a distance. Built in 1875 on reclaimed land, by Albert Abdullah David Sassoon (1818-1896), son of David Sassoon.

Re-interpre ng the urban resource: Sassoon dock, Mumbai

Urban condi on

The western edge v/s eastern edge

The port land of Mumbai has played a major role in the development of city. Presently most of the land is under navy, but still there are few pockets which are still accessible to public. The earlier stated areas are few of these pockets. When observed, all these areas have their own fabric in themselves and each site is different from another. This fabric has developed over a period with numerous layers. Even though all these sites are open to public, still people hesitate to go. One of the reasons being the condition of the area due to negligence in its development. Few other reasons are the harbor railway line, the walls of dock, barriers of manufacturing units, etc. Most of these areas have come about on its own but are now on verge to either become a waste land or unwanted land for city. These pockets need to be developed considering its contemporary need for the city. These port lands act as a threshold between the city and its waterfront and they need to be re-interpreted in terms of their role as a resource respecting its current fabric.

Western coast of Mumbai

Western railway line

Central railway line

Harbor railway line

Eastern coast of Mumbai

Re-interpre ng the urban resource: Sassoon dock, Mumbai

Urban condi on

Site selection The aim of this dissertation is to apply the earlier mentioned theories to they development pattern of Mumbai, study it, identify the resource lands, their role played in development of city; then and now, and instigate its contemporary role. The task is to identify a site which will act as a trigger force for such a development. The factors deciding this site will be; historical background of the site, accessibility of site, dependence of city on site (employment generation as well as informal links), production factor ( role played in GDP) and how it can act like a catalyst for cityâ&#x20AC;&#x2122;s development. The conclusion is that Sassoon Dock is the site which can be considered for the application of the theory. The dock has significant history, has large impact on city, generates employment to numerous people, has a very significant fabric, plays a huge role in the GDP of city and most importantly compared to other sites which have accessibility problem due to the harbor line and huge walls, this site being so close to the famouse Colaba Causeway; know for its street shopping, still is not looked into.

Site name

Accessibility

Historic context

Effect on mass

Cultural significance

Revenue generation

Co existence Employment factor of activities

Sewri fort and mud flats

Darukhana

Ferry Wharf/ Bhaucha Dhaka

Sassoon dock

Re-interpre ng the urban resource: Sassoon dock, Mumbai

Site analysis

CHAPTER 4: SITE ANALYSIS P.22 P.22 P.23 P.24

Sassoon dock Sassoon family Sassoon dock history compara ve analysis of docks in Mumbai

Re-interpre ng the urban resource: Sassoon dock, Mumbai

Site analysis

Sassoon dock: The Sassoon dock is one of the oldest docks, certainly not the biggest in Mumbai and one of the few which are open or accessible to public. It is also the first wet dock in Mumbai. It is situated just off the Cuffe Parade in south Mumbai and is today one of the largest fish markets in city. Built in 1875 by Albert Abdullah David Sassoon, son of David Sassoon, a Baghdadi jew and leader of the Jewish community in city, belonging to the Sassoon family.

Sassoon family: David Sassoon, born in Baghdad (October 1792- November 1864). He was a wealthy business man. Treasurer (chief) to Pashas (governors of Baghdad). He was the president (nasi) of city's jewish community. Due to persecution of Jews in Baghdad by Daud Pasha he left with his family and shifted to Bombay in India via Persia. He established his business in Bombay itself. Initially he was a middleman between British textiles mills and gulf commodity merchants. He also invested in harbour properties of Bombay. Competitors were the Parsi community of Bombay. He made profits on Sind-Indian opium trade. The East India Company's charter opened up trade to merchants with China. 40% merchants were Parsis. Post opium war Parsi merchants withdrew. Soon Sassoon built is base in Bombay and in Shanghai after treaty of Nanjing. He bought goods from China by selling them Indian yarn,, opium, spices, dates, etc; and sold those goods to Britain and obtained Lancashire cotton products. His first mill was E.D. Sassoon mills. His eldest son Albert Abdullah David Sassoon became the head of the firm after his father's death. His main benefaction to Bombay was Sassoon dock (1872-1875 construction). In memory of his father in constructed the Sassoon Dock Gate with a clock tower.

Re-interpre ng the urban resource: Sassoon dock, Mumbai

Site analysis

Sassoon dock history: Early the land was used for housing troops.

David Sassoon invested in the property and started using it as trading port and godown for his companyâ&#x20AC;&#x2122;s goods

After the death of David Sassoon, Albert Sassoon became the head of firm. He developed the property and constructed the Sassoon dock gate in memory of his father. (1872)

Within one year Bombay Port Trust (now know as Mumbai Port Trust) was established to handle the dock activities on the eastern front of Mumbai. The dock became the property of BPT. Because of siltation the draft of the dock became less, more over when the property came under BPT there was less of trade activity that took place. Gradually this area was used by the neighboring koli communities as fish landing. 23

Re-interpre ng the urban resource: Sassoon dock, Mumbai

Site analysis

Comparative analysis of docks in Mumbai :

Mumbai, a cluster of small islands was combined to be one body, through 3 centuries of reclamation. Developing as one of the major port cities of the country, the docks laid the foundation of evolving of city. These docks were the first Central Business Districts of the city. The first pillar of foundation was Sassoo Dock built in 1875. It was the first wet dock in Mumbai planned to accommodate 5 ships of about 1000 tonnes each. The Princess dock in 1880 and the Victoria dock 1888 were built to handle traffic more effectively. Even though docks are connected to the city physically and support the city in terms of the produce needed by a vast section of cityâ&#x20AC;&#x2122;s population, the port area has its own culture and traditions confined to that place. The activities, both main and allied, taking place are so close knit that the social lives of people over there are limited to the people they work with. Unlike a modern office outside this context, where in work place is only used to accomplish tasks and follow orders. 7420000

4500

7400000

4000 3500

7438000

3000

7436000

2500

7434000

2000 1500

7432000

1000 7430000

500

7428000

Comparison of revenue generated Rs/hectare/year

JNPT

Bhaucha Dhakka

Sassoon dock

Victoria dock

JNPT

Bhaucha Dhakka

Sassoon dock

Comparison of number of people employed 24

Re-interpre ng the urban resource: Sassoon dock, Mumbai

Site analysis

Comparative analysis of docks in Mumbai :

1200 1000

47000 800 46000

600 400

45000 200

Bhaucha Dhakka

Sassoon dock

Comparison of number of trawlers

Sassoon dock

44000

Comparison of annual fish landing in tonnes 25

Re-interpre ng the urban resource: Sassoon dock, Mumbai

Site analysis

Comparative analysis of docks in Mumbai : Victoria Dock The aim of constructing the Victoria dock was to decongest the Princess dock. Although it holds a historic relevance, the government has decided to reclaim it. Indira Dock Constructed just before the first world war, this dock aided in the import-export of arms and ammunition. However, currently it is used for export of cement, steel and packaged foods and is not facing reclamation because of its scale and functionality. Princess Dock Princess dock is the second dock of Mumbai. The recently developed Nhava Sheva is expected to handle a considerable amount of cargo and container traffic, ultimately leading to reclamation of Princess dock. Sassoon Dock Sassoon Dock is the first wet dock constructed on the eastern front of Mumbai. Vert efficiently developed as a chief site for the trade of cotton, opium, silk and spices. Over a period of time, local fishermen started using it as a site for carrying out the unloading of their fish catch. Bhaucha Dhakka (ferry wharf) The ferry services and the fish market are separated by means of concrete extension in the sea. Coexistence of a range of sea related activities is observed right from fishing, ferry services, oil industry, ship building and repairing, because of which there are varied sources of revenue generation. However, the revenue generated goes to Gujarat and does not benefit the state. JNPT (Jawaharlal Nehru Port Trust) JNPT is recently constructed to reduce the load on Mumbai docks. It is totally mechanized with advanced technologies and no fishing or allied activities are carried out over here. This place operates at a national scale and does not benefit the masses directly. 26

Re-interpre ng the urban resource: Sassoon dock, Mumbai

Context and mapping

CHAPTER 5: CONTEXT AND MAPPING P.28 P.29 P.30

heritage structures connec vity Kevin lynch

Re-interpre ng the urban resource: Sassoon dock, Mumbai

Context and mapping

Heritage structures: 7.Horniman Circle surrounding buildings 1.Mahatma Phule market

Zorastrian Trust bldg.

Crawford market

Hongkong and Shanghai bank 13.Elphinston College

fountain in Crawford market

2.Municipal Corporation of

8.The Asiatic society of Bombay

14.Chhatrapati Shivaji Vastu sangralay

Greater Bombay

central library

Prince of Wales museum

head quarters

15.National Gallery of Modern 3.Chhatrapati shivaji Terminus

Art 9.Oval maidan

Victoria terminus- Boribunder

formerly Cawasjee Jahangir hall Institute of Science

10.High court

16.Naval dockyard Lion gate to

4.General Post Office building

Bombay high court

old custom house with

G.P.O.

inclusive of well

clock tower

11.University of Mumbai 5.Western railway head quarters

Sir Cawasjee Jahangir

formerly B.B. and Rly head

convocation hall 17.Gateway of India

quarters

12.David Sassoon library 6.Flora fountain

and reading room

18.Sassoon Dock gate

Re-interpre ng the urban resource: Sassoon dock, Mumbai

Context and mapping Towards North Mumbai

Connectivity:

Towards Eastern Freway

Major connecting roads Railway line Major landmarks

C.S.T. station

Churchgate Station

Bhaucha Dhakka Gateway of India Macchimar Nagar

World Trade Center

Colaba koli wada

Sassoon Dock

Navy Nagar

Re-interpre ng the urban resource: Sassoon dock, Mumbai

Context and mapping

Kevin lynch:

Sassoon dock gate Major road

Shree Ramasaheb Pandey chowk

Secondary road

Figure ground plan of ward A 4

Pathways diagram

Proposed road

Nodes diagram

Edge conditions

Road edge

Mukesh mills

Botanical garden

Compound wall

New complex

Mbpt quarters

Waterfront

Districts

Old building

Development plan 30

Re-interpre ng the urban resource: Sassoon dock, Mumbai

Site documenta on

CHAPTER 6: SITE DOCUMENTATION P.32 P.33 P.34 P.35 P.36

visual documenta on ac vity mapping exis ng area statement traﬃc circula on ﬂow personal interviews

Re-interpre ng the urban resource: Sassoon dock, Mumbai

Site documenta on

Visual documentation:

Re-interpre ng the urban resource: Sassoon dock, Mumbai

Site documenta on

Activity mapping:

Fishing grounds, 8-10 days, fish

Servicing and refilling of vessel,

catch and collection, gutting

fuel, water, ice, food supply,

and cleaning, storing in ice.

cleaning, repairs if any.

Unloading of catch, old jetty for local market, new jetty for

Auction, bought and weighed

wholesale market

by middle men.

Auctioning, bought and resold

Primary processing, cleaning

in auction hall, bought by

by water, peeling and gutting

whole saler and resold to local

of other fishes, market

market and other markets.

Secondary processing, refrigeration, drying, export Local sales

Re-interpre ng the urban resource: Sassoon dock, Mumbai

Site documenta on

Existing area statement:

Open space Unloading space (3972 sq. m.)

Total site area 92,500 sq. m.

Auction hall (4103.5 sq. m.)

Peeling sheds (3686.5 sq. m.) Processing units (1870.8 sq. m.)

Ice units (1174.7 sq. m.) Net making (17461 sq. m.)

Services (464 sq. m.)

Amenities (703 sq. m.)

Offices (719.6 sq. m.)

Toilets (559.8 sq. m.)

Other industries (4411.3 sq. m.)

Informal settlement (288.3 sq. m.)

Obsolete Structures (8270.1 sq. m.)

Basin (14594 sq. m.)

Re-interpre ng the urban resource: Sassoon dock, Mumbai

Site documenta on

On site traffic circulation:

5:30-7:00

9:00-11:30

1:30-3:00

Pedestrian density/ 5 min.

0-250 250-750 750-1500

Vehicular density/ 15 min.

0-15

15-25 25-50

Re-interpre ng the urban resource: Sassoon dock, Mumbai

Site documenta on

Personal interview: Boat traffic The total number of registered vessels in Sassoon dock are 1500 approximately. Almost 200 boats which is the maximum arrive on sundays and Wednesday. On an average 125 boats enter the Sassoon docks everyday. Arrival of boats on old jetty per day is 70 whereas on the new jetty is 55 on an average. Lots of congestion is obsered in the jetty due to inadequate size of basin. Water consumption The BMC started providing around 1,25,000 lit. of water to Sassoon dock initially. The remaining per day water requirment is fulfilled by 30 trucks having 10,000 lit. capacity each. With respect to the increasing need for water, an over head tank of around 6,25,000 lit. capacity was built. Ice consumption The production of ice at Sassoon dock is 176 tonnes per day, while the remaining requirement is brought in bu 120 trucks that carry 10 tonnes of ice each. Electricity consumption The ice plant and the processing plant are the major consumers of electricity in Sassoon dock. On the basis of next quota system various plants get a specific amount of electricity per month for their consumption. Drainage The absence of drainage lines along the main peeling sheds causes the sewage to flow into the storm water drain which opens out directly into the sea. Waste production About 14 trucks full (almost 80%) of peel waste are transported to the Mankhurd drying yard. There after dries peels are send to Sewri where it is processed to form manure. Most of the remaining 20% of the peels are sent for processing as poultry fodder. Quite a bit of waste is dumped into storm water drain which often gets clogged up and is ultimately dumped into sea. 36

Re-interpre ng the urban resource: Sassoon dock, Mumbai

Site documenta on

Personal interview: Sr. no.

Purpose

Water requirement (lit)

No.

Total (lts)

Boat

1000 per boat

125

125000

Peeling shed

1200 per shed

36000

People working

Toilets

2 per person

2000 per block

4000

Sr. no.

Purpose

Ice requirement (tonnes)

No.

Total (tonnes)

Boat

10 per boat

125

1250

Peeling shed

1per shed

Processing unit

20 per unit

Local market

8000

8000 Total

Processing unit

6000 per unit

24000

Ice production

44000 per plant

176000

Miscellaneous

Total

10000

1370

Sr. no.

Purpose

Electricity (kilo watts)

Ice plant

1600

Processing units

1200

Peeling sheds

Offices

Ware houses

Miscellaneous

10000

387000

Re-interpre ng the urban resource: Sassoon dock, Mumbai

Brief and program

CHAPTER 7: BRIEF AND PROGRAM P.39 P.40 P.40 P.40 P.40 P.41 P.42 P.43

S.W.O.T. analysis aims objec ves recommenda ons role of CDC short term strategies long term strategies program

Re-interpre ng the urban resource: Sassoon dock, Mumbai

Brief and program

S.W.O.T analysis: Strengths

Weaknesses

The dock is self sustained in terms of ship repairing and refueling. There is ample storage space present on site. The presence of the ice manufacturing unit itself is an advantage to the fishing occupation on site. The age and the reputation of dockyard as the first fishing dock makes it as the first choice for the consumers to purchase fish. The dock is easily accessible and is situated in the prime commercial and cultural area of the city.

The existing activity pattern has led to deterioration of quality circulation space due to concentration in one particular area and has led to massive congestion. Due to absence of allotment of lanes to different types of vehicles certain nodes are prone to chaos and vehicular traffic. The poor hygiene and sanitation condition prevailing at the dock due to unkempt public toilets have made the place an undesirable visiting spot. The entrance of Sassoon dock is very formal and intimidating. There is lack of transparency as what exactly happens on the other side of the wall. The new jetty in spite of being better in terms of infrastructure fails to achieve the same density of activities as that of the old jetty. Although Sassoon dock is located in the geographical heart of the city, it is disconnected from the city.

Opportunities The already existing wide roads are fairly designed for the vehicular traffic, however organizing this place for better circulation can ensure maximum utilization of the dock. Space being one of the most valued assets and considering the existing space crunch in the city, availability of such a large chunck of land is of great value. The redundant waterfront has much potential of becoming a port attaining international standards. The area around the site has very high heritage value attached to them. This makes the site highly potential tourist attraction.

Threats The turbulent waters of Arabian sea are a major threat to the site. This enables the site to have excess space for parking of the boats other than the wet dock. Indiscriminate and irrational methods of fishing leads to a substantial decrease in fish population. This is a major threat to the future of this indispensable occupation cause the community is the essence of the site. Pollution I the immediate waters is degrading the quality of fish that the sea can normally produce. It possesses a grave threat to the future of fishing as an occupation.

Re-interpre ng the urban resource: Sassoon dock, Mumbai

Brief and program

Aims: The aim is to develop the dock into a self sustained fish industry along with allied activities to fishing like net weaving, boat repairs, processing, exporting, etc. Along with this propose for an institution which will help promote the fishing occupation as a profession. Objectives:  To understand and analyze the root cause of community and surround areas specific problems affecting their community welfare.  The main objective of this study is to rejuvenate the community on Sassoon dock with new and modern industry which will in turn help the community

to preserve its unique skills, tradition and culture.  Integrate the dock with rest of the city by including cultural and recreational facilities that invite the citizens to the water front and create new job opportunities.  Find out a solution that works in co-relation with its surrounding as well as existing functions on site.  The solution will also act as catalyst to revitalize dock. Recommendations: After analyzing various factors which are affecting Koli community , it is recommended to focus on their economic development first as once their economy will improve it will help in resolving other problem like environmental, social, development(effect of industrialization and infrastructural projects in surrounding area). According to the analysis, there is a need to upgrade the existing infrastructure and develop new revenue generating approaches. As per the conversation with the community, they do not have a cooperative/union that is taking care of their welfare or can represent their issues with government or other agencies. They need a proper organization who will think for their benefit. So this study recommends for the formation of Community Development Corporation (CDC). This corporation will include community members, professionals from various fields like environment, social, legal, finance, planning and educational institutions. Role of the CDC 1. The primary role will be to identify the various issues which community is facing, to identify the factors causing these issues. 2. Planning of solutions that address those problems in best possible manner. 3. Identify stakeholders related to the problem 4. Create a network of various governments and private institutions.

Re-interpre ng the urban resource: Sassoon dock, Mumbai

Brief and program

Short Term Strategies Skill enhancement: Organize education, training and workshops for the community specially the young generation and women to enhancement their local skills. Education program will create awareness about the effects of climate change on their fishing activities and health. It will also educate them how to deal with these issues. It will increase their awareness about the modern technologies like GPS, aquaculture. Community is lacking skills related to facility management and marketing, training program will address these issues. These programs will eventually improve the socio-economic condition of the community. Invite research institutions who are working on technology to educate and train the community. Business incubator: Community has suffered employment setback due to overfishing and lack of infrastructure. As per the conversation with Liladhar Patil, the community has a strong desire to start their own business (Author 2012).27 The Koli women are making food products from dry fish like salted fish, flavored fish and pickles which they sell in the market. This business program will be flexible and rewarding for females who are interested in creating job opportunities. It will help these women develop skills to start fish food business. It will also help the community with latest machinery, processing facility and start-up capital at very reasonable price. This project will help community with broader range of job opportunities related to fish. Along with advocating for skill enhancement and economic opportunities, this will provide support for those who prefer to explore the possibility of entrepreneurship. This will also help in minimizing their youth going for jobs in other fields. Economic Opportunities: There are various issues that face this community and it will take time to mitigate these issues for the benefit of the community and its environment. Therefore there is a need to develop alternate economic activities related to fishing to create new employment opportunities and enhance income. According to Department Of Animal Husbandry, Dairying & Fisheries, India, aquaculture is an important practice to generate employment and improve the socio-economic condition of the fishermen (DAHD, 2012). As per the conversation with Liladhar Patil, developing aquaculture hub at Sassoon dock will provide new job opportunities and also promote their culture. This opens up the opportunity for tourism related micro businesses that will not only benefit the community but also help to conserve the environment.

Re-interpre ng the urban resource: Sassoon dock, Mumbai

Brief and program

Long Term Strategies Site Program: Lack of adequate infrastructure like chilling plant, weighing facility, post harvest activities, necessitates the need for a fishing industry. This area has a potential to grow as a fishing industry because it already has a jetty and fish market, as per by Rajesh . Therefore with the opening of MbPT land for redevelopment of the city, the community has the opportunity to develop this land for their benefit. Whole unloading and reloading activity in this industry will be governed and controlled by the administrative body, providing better solutions for trade. Every day markets and the restaurants specially known for various types of fishes will invite thousands of visitors and the place will be known for the activity. Government Policies: Strict measures should be taken by government to stop overfishing and promote sustainable practices. According to the community, government should not only regulate the number of trawlers but also restrict them from the fishing zone of the community. This will solve the issue of overfishing and promote sustainability. Government should also regulate industries like oil refineries and charcoal from polluting the coast and ecosystem. These industries should be strictly monitored so that they donâ&#x20AC;&#x2122;t pump their waste into the water without treating them. Through discussions with the community and analysis of the area, there is a need for a fishing industry that will provide an infrastructure for post harvest fishing activities, which eventually would increase production and productivity. With the opening of MbPT land for city development and the change in Coastal Regulation Zone (CRZ) opens up the opportunity for the community to develop the land for their socio-economic benefit. Therefore the following proposal is made that could be incorporated in the Redevelopment of Sassoon dock.

Re-interpre ng the urban resource: Sassoon dock, Mumbai

Brief and program

Program:

manufacturing

processing

packaging

marketing

advertising

Re-interpre ng the urban resource: Sassoon dock, Mumbai

Ar cles

CHAPTER 8: ARTICLES

Re-interpre ng the urban resource: Sassoon dock, Mumbai

Ar cles

Re-interpre ng the urban resource: Sassoon dock, Mumbai

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Redevelopment Rules CRZ Zone-Mumbai Written by Admin on May 8th, 2011 COASTAL AREA CLASSIFICATION AND DEVELOPMENT REGULATIONS Classification of Coastal Regulation Zone (CRZ): 6(1) For regulating development activities, the coastal stretches within 500 metres of High Tide Line of the landward side are classified into four categories, namely; Category 1 (CRZ-II) (i) Areas that are ecologically sensitive and important, such as, national parks/marine parks, sanctuaries, reserve forests, wildlife habitats, mangroves, corals/coral reefs, areas close to breeding and spawning grounds of fish and other marine life, areas of outstanding natural beauty/ historical/heritage areas, areas rich in genetic diversity, areas likely to be inundated due to rise in sea level consequent upon global warming and such other areas as may be declared by the Central Government or the concerned authorities at the State/Union Territory level from time to time. (ii) Area between the Low Tide Line and the High Tide Line. Category-II (CRZ-II): The areas that have already been developed up-to or close to the shore-line. For this purpose, developed area is referred to as that area within the municipal limits or in other legally designated urban areas which are already substantially built up and which have been provided with drainage and approach roads and other infrastructural facilities, such as, water supply and sewerage mains. Category-III (CRZ-III): Areas that are relatively undisturbed and those which do not belong to either Category- I or II. These will include coastal zone in the rural areas (developed and undeveloped and also areas within Municipal Units or in other legally designated urban areas which are not substantially built up.

Re-interpre ng the urban resource: Sassoon dock, Mumbai

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CRZ-I No new construction shall be permitted within 500 metres of the High Tide Line. No construction between the Low Tide Line and the High Tide Line. CRZ-II (I) Buildings shall be permitted neither on the seaward side of the existig road (or roads proposed in the approved Coastal Zone Management Plan of the area) nor on seaward side of existing authorised structures. Buildings permitted on the landward side of the existing and proposed roads/existing authorised structures shall be subject to the existing local Town and Country planning Regulations including the existing norms of FSI/FAR. (ii) Reconstruction of the authorised buildings to be permitted subject to the existing FSI/FAZR norms and without change in the existing use. Part 3 (iii) The design and construction of buildings shall be consistent with the surrounding landscape and local architectural style.

Re-interpre ng the urban resource: Sassoon dock, Mumbai

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Re-interpre ng the urban resource: Sassoon dock, Mumbai

MAP No. 2

Ar cles

BRIHAN MUMBAI

RA VA T

AKOLA

MAHARASHTRA NANDED

PUNE

D BA NA MA OS

IRI RATNAG

SATARA

LATUR

SOLAPUR

BAV

SANGLI

KEY MAP

KO LHA PU R

G UR UD DH SIN

GORAI

MUMB

LI GO

BEED RAIGAD

THA NE DIS TR IC T

YAVATMAL

HIN

BRIHAN MUMBAI

WASHIM

JALNA

AHMEDNAGAR

I AN BH PAR

THANE

GADC HR I O LI

CH AN DR AP UR

BULD HAN A

NAGPUR

H D R

AU RA NG AB AD

A W

NASHIK

JALGAON

GO ND

T A PI

DARA BHAN

R BA UR ND NA DHULE

FISH LANDING CENTERS

MANORI

MARVE

TULASI LAKE

BURBAN

MALWANI ERANGAL BHAT

I R LAKE VHA

MADH

VERSOVA

DIS

PATWADI

JUHU TARA

PAWAI LAKE

KHARDANDA CHIMBAI

MAHIM

TROMBAY

MAHUL

SEWRI

WORLI

T . I S

COMMISSONER I OF FISHERIES TALUKA HEADQUARTER

CHARNI RD.

FERRY WARF

CUFF PARADE

FISH LANDING CENTER

SASOON DOCK

Re-interpre ng the urban resource: Sassoon dock, Mumbai

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No Mumbai Port Trust expansion: Govt Yogesh Naik, TNN May 14, 2007, 01.48am IST MUMBAI: It's an ironic situation. While Gujarat and other states are clamouring for expansion of their ports, THE MAHARASHTRA GOVERNMENT HAS ACTUALLY URGED THE PLANNING COMMISSION NOT TO PERMIT THE EXPANSION OF MUMBAI PORT TRUST'S ACTIVITIES. ITS REASONING: ANY FURTHER EXPANSION WILL RESULT IN AN INCREASE IN TRUCK AND TRAILER TRAFFIC AND ADD TO THE CHAOS ON MUMBAI'S CHOKED ROADS. The port authorities, however, have rubbished the government's observations. The MbPT handled 52 million tonnes of cargo in 2006-'07 and is expecting a ten per cent increase this fiscal. Said a senior secretary at Mantralaya, "Vehicles emanating from the port use Mumbai's roads. If more cargo comes to Mumbai, the number of trucks on Mumbai's roads will shoot up. This will further add to the traffic chaos and travelling to the eastern suburbs, Pune and Nashik will become difficult. We have been facing immense traffic snarls with increasing port activity in the last few years." Mumbai Port Trust planning cruise terminal, bird observatory PTI Jun 28, 2007, 11.42am IST MUMBAI: The Mumbai Port Trust has chalked out massive plans to further boost its capacity and put up new road and railway links to ensure the port traffic does not affect the city traffic, port trust chairperson Rani Jadhav said here on Thursday. THE PORT TRUST HAS ALSO PLANS TO SET UP INTERNATIONAL CRUISE TERMINAL AND RELATED FACILITIES LIKE MARINA, CONVENTION CENTRE, HOTEL, MALL ETC THROUGH A JOINT VENTURE. Also listed on the agenda of the port trust is a bird observatory at Sewri Fort at a cost of Rs 1 crore . Speaking at a seminar on 'Mumbai as shipping and logistics hub' organised by Bombay Chamber of Commerce, Jadhav said international cruise terminal will be set up through joint venture with private companies at an estimated cost of Rs 477 crore. The terminal is expected to be developed by 2011-12. SHE ALSO LISTED SOME OF THE NEW ROAD AND RAIL LINKS THAT WOULD ENSURE THE TRAFFIC TO AND FROM THE PORT WOULD NOT AFFECT THE ROAD OR RAIL TRAFFIC WITHIN THE CITY. She said Central Railway would set up Wadala-Kurla freight line which will help port traffic by pass suburban passenger traffic. Mumbai Port Trust would fund this project. The port also has plans to improve its linkage with highways. It will build Anik Panjarpole link at a cost of Rs 152 crore which will help by pass the congested Sion-Chembur road while it will also build a 700 metre link road from Wadala to the truck terminus. In both the projects, the port would share part of the cost of construction.

Re-interpre ng the urban resource: Sassoon dock, Mumbai

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Plan B for Victoria dock revamp TNN Feb 29, 2012, 07.05AM IST MUMBAI: If an experts' panel is to be believed, the new terminal meant for loading and offloading of containers, which is coming up near Victoria Dock, is a money-losing proposition. The Mumbai Docklands Regeneration Forum, a citizens' group comprising activists, urban planners and naval experts, has warned the Mumbai Port Trust (MbPT) that its on-going project at Mazgaon is bound to fail. THE MEMBERS MET THE PORT CHAIRMAN RAJEEV GUPTA LAST WEEK AND OFFERED AN ALTERNATIVE CONCEPT PLAN, WHICH ENVISAGES THE USE OF THE NEW JETTY-BEING BUILT FOR THE TERMINAL-FOR CRUISE LINERS AND THE ADJOINING AREAS TO PARK PRIVATE YACHTS AND BOATS-USUALLY LEFT HAPHAZARDLY OFF THE GATEWAY OF INDIA-RATHER THAN USING THEM FOR CONTAINERS. Their arguments is that the topography of the area is such that even after dredging, a few monsoons later, the depth of the sea will decrease and that will ground the containers. HOWEVER, PORT AUTHORITIES HAVE DEFENDED THE PROJECT, STATING IT WAS AN ESSENTIAL REQUIREMENT TO MEET THE INFRASTRUCTURE GAP. UNION SHIPPING MINISTER G K VASAN, IN A LETTER TO SOUTH MUMBAI MP MILIND DEORA IN 2009, HAD SAID THE PRINCE'S AND VICTORIA DOCKS HAD OUTLIVED THEIR UTILITY AND WERE NOW SUITED ONLY AS A STACK YARD FOR CONTAINERS FOR THE PROPOSED PROJECT. "THE APPREHENSION THAT IT WILL LEAD TO CONGESTION IN THE CITY IS UNFOUNDED AS ONLY 14% OF THE PORT'S TOTAL CARGO, MORE THAN HALF OF WHICH IS FOR THE CITY'S CONSUMPTION , USE THE CITY ROADS. REST OF THE CARGO IS MOVED THROUGH PIPELINES, RAIL AND WATERWAYS, WITHOUT USING THE CITY INFRASTRUCTURE," HE SAID. In November 2007, the Centre approved the new container terminal's plan. Following that, MbPT signed an agreement with ICTPL, a joint venture of Gammon India and Dragados of Spain , to execute the project by December 2010. The terminal is designed to have a 1,050-m-long jetty off Victoria Dock. The port trust's task includes capital and maintenance dredging, filling up of Prince's and Victoria docks to create the container stack yard, and a railway siding. But for the past four years, the forum has been opposing the project , citing the traffic congestion the containers will create in the city. "We suggested to the MbPT that the original concept is flawed. An alternative use for the new jetty be considered even though it will entail some expenditure to dredge the P & V docks filled partially with sand, silt and rubble," said retired Vice-Admiral and forum member I C Rao. THE FORUM HAS SUGGESTED THAT THE JETTY BE CONVERTED INTO A "MUCH-NEEDED TERMINAL FOR CRUISE SHIP, PASSENGER FERRIES AND WATER TRANSPORT SYSTEM." "THE PRINCE'S DOCK CAN BE USED AS A MARINA FOR YACHTS AND SAILING BOATS,MEREWETHER DRY DOCK SHOULD REVERT TO A SHIP REPAIR UNIT AND VICTORIA DOCK BE USED TO BERTH OFFSHORE VESSELS, COAST GUARD VESSELS AND COASTAL SHIPPING. THE DOCK SIDES MUST BE OPENED FOR RECREATION, WATER SPORTS AND A PROMENADE," SAID RAO.

Re-interpre ng the urban resource: Sassoon dock, Mumbai

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NTC, Mumbai Port Trust to sell-off land TNN Oct 18, 2002, 11.29pm IST MUMBAI: Random skyscrapers in south Mumbai are just the beginning. Over the next few years, the entire shape and form of the city may be irreversibly transformed, while you were sleeping.The city's two biggest landlords— the National Textile Corporation (NTC) and the Mumbai Port Trust (MbPT)—are in the process of hiving off vast chunks of land in primetime Mumbai. THE ISSUE OF MILL LANDS HAS BEEN FESTERING FOR A LONG TIME, BUT NOW THE PORT TRUST, WHICH OWNS A STAGGERING 1,800 ACRES FROM COLABA TO WADALA, HAS ALSO DECIDED TO SELL OFF ITS 'NON-CORE ASSETS',WHICH TRANSLATE INTO 836 ACRES OF LEASED LAND. It recently advertised 61 vacant plots—from a 70-acre space in Titwala to 5,000-odd square-metres along Mahim Causeway—for sale. Port trust secretary S.G. Tahiliani informed this newspaper that as part of its restructuring plan, the MbPT wanted to dispose off lands which had nothing to do with the port. With the port trust's proposal still pending approval, it is unclear if the Union shipping ministry is in favour of selling off all of its leased property. City architects and planners are shouting themselves hoarse that this is yet another opportunity lost to re-vision Mumbai and are calling for an integrated redevelopment plan. But the state government seems unwilling to intervene. Says a senior city planner, "Mumbai is a global city by default. We don't have a document on what to do with prime land and this shows our lackadaisical approach to planning." The most likely scenario is that land will be released in driblets, leading to a chaotic mess. If the state does not intervene, planners point out that the city will have to live with the absurd reality of having two remote ministries in New Delhi (shipping and textiles), who view land as a marketable commodity, determining land-use patterns and, in turn, the city's future growth. At the core of the debate is the issue of land ownership. What happens to land when the purpose for which it was originally earmarked is no longer viable? Should the landowners have the prerogative to decide the fate of their properties, or should all the stakeholders, including the public, have a say in the decisions? AJIT WARTY, COMMISSIONER OF THE MUMBAI METROPOLITAN REGIONAL DEVELOPMENT AUTHORITY (MMRDA), SAYS WHEN LAND IS NO LONGER BEING USED FOR WHAT IT WAS ORIGINALLY MEANT, IT SHOULD BE USED FOR OTHER PURPOSES. "AN INTEGRATED REDEVELOPMENT PLAN WOULD NATURALLY TAKE THE PORT'S INTEREST AS WELL AS THE COMMUNITY'S NEEDS INTO CONSIDERATION," HE SAYS. A GROUP OF ARCHITECTS HAVE ALREADY DRAFTED A REGENERATION PLAN FOR THE EASTERN WATERFRONT. A DRAFT GOVERNMENT RESOLUTION TO SET UP A TASK FORCE TO OVERVIEW THE REDEVELOPMENT OF THE AREA IS ALSO SITTING ON THE CHIEF SECRETARY'S DESK.

Re-interpre ng the urban resource: Sassoon dock, Mumbai

Ar cles

'Build JNPT, but first release MbPT land for public amenities' Nauzer K Bharucha, TNN Jun 16, 2011, 02.06am IST MUMBAI: IN 1980, THE THEN PRIME MINISTER INDIRA GANDHI HAD DIRECTED THAT THE MUMBAI PORT TRUST LAND BE OPENED UP FOR PUBLIC AMENITIES AS A PRE-CONDITION FOR SETTING UP THE JNPT PORT AT NHAVA SEVA. GANDHI HAD GIVEN CATEGORICAL INSTRUCTIONS ON THE ENVIRONMENTAL ASPECTS OF FOUR PROJECTS IN MAHARASHTRA, ONE BEING THE SETTING UP OF A NEW PORT IN NHAVA SHEVA. Her directive came about as a result of sustained campaigning by the Bombay Environmental Action Group (BEAG) to preserve the green belt at Nhava Sheva. The group was assured that areas within the Mumbai Port Trust would be released for parks and gardens once the new port commenced operations across the harbour. However, her directions were never implemented . In a note to the shipping ministry on April 23, 2010, environment minister Jairam Ramesh said the new offshore container terminal in Mumbai, which will have adverse environmental consequences, will also "violate conditions governing environmental clearance given in September 1988 to the JNPT port" . "There are also directives given by Smt Indira Gandhi way back in August 1980 that JNPT should result in the release of land and dock areas in the existing Mumbai port area for parks etc," said Ramesh. THE MUMBAI DOCKLANDS REGENERATION FORUM SAID BETWEEN 1988 AND 2008, THE MUMBAI PORT TRUST "BLATANTLY DEFIED THE PRIME MINISTER'S EDICT AND CONDITIONS OF THE LEGALLY BINDING ENVIRONMENTAL CLEARANCE" . An environment ministry note of 1980 based on Gandhi's directive said: "Project feasibility report (for the proposed Nhava port) being processed by the ministry of shipping and transport should be scrutinised to ensure that it would significantly decongest Bombay... The feasibility report should provide for the release of land in the port area for parks etc.â&#x20AC;? In September 1980, the environment ministry had constituted a monitoring committee to oversee the implementation of the Prime Minister's directives on several projects, including the Nhava Sheva port. For several years, nothing happened till the matter was brought to the notice of Prime Minister Rajiv Gandhi in 1986 by BEAG. On October 29, 1986, environment secretary T N Seshan wrote a strong letter to transport secretary P P Nayyar , asking for the implementation of the PM's directive: "Since the raison d'etre for the Nhava Sheva port was the diversion of traffic from Bombay port, so that decongestion in Bombay could be achieved, it is essential that both these projects, Nhava Sheva and Bombay Port, are considered together." The letter then pointed out that little or nothing had been done to implement the late Prime Minister's directive, that no land had been released by the MbPT for creating green belts or reducing congestion. On the contrary, the letter added, there were plans to expand the city's port operations, which would be a clear violation of the conditions laid down while approving the Sheva port. GROUND AND REALITY MUMBAI DOCKLANDS REGENERATION FORUM, COMPRISING NAVAL EXPERTS, FORMER BUREAUCRATS AND URBAN PLANNERS, WARNED : THE PROJECT IS IMPOSSIBLE TO IMPLEMENT IT INVOLVES FILLING UP OF THE TWO DOCKS, WHICH WILL CREATE 55 ACRES FROM THE SEA THE LAND MASS MIGHT BE APPROPRIATED FOR REAL ESTATE DEVELOPMENT A DEPTH OF 16 METRES TO ALLOW BIG CONTAINER SHIPS TO COME INTO THE NEW TERMINAL CANNOT BE ACHIEVED SILTATION AFTER MONSOON WILL HALVE THE DEPTH AT THE BERTH TO 8 M AND GROUND SHIPS CURRENT STATUS: BARELY 30% TO 47% OF THE WORK WAS COMPLETED TILL APRIL 2011

Re-interpre ng the urban resource: Sassoon dock, Mumbai

Case study

CHAPTER 9: CASE STUDY P.56

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FISHERMEN'S TERMINAL SEATTLE, WASHINGTON (the working waterfront) BROWN'S WHARF AT FELL'S POINT BALTIMORE, MARYLAND (the historic waterfront) LONG WHARF RECONSTRUCTION BOSTON, MASSACHUSETTS (the historic waterfront)

Re-interpre ng the urban resource: Sassoon dock, Mumbai

Case study

TYPES OF WATERFRONTS1. THE CULTURAL WATERFRONT (artistic, cultural, educational installations, including public art, aquariums, fountains) 2. THE ENVIRONMENTAL WATERFRONT (shore stabilization, wetland preservation) 3. THE HISTORIC WATERFRONT (including maritime preservation, adaptive reuse, lighthouse and ferry preservation and warehouse 4. 5. 6. 7.

conversions) THE MIXED-USE WATERFRONT (includes projects with some combination of housing, retail, office, restaurant, market, and/or cultural spaces) THE RECREATIONAL WATERFRONT (includes parks, walkways, and boating facilities) THE RESIDENTIAL WATERFRONT (includes resorts) THE WORKING WATERFRONTS (commercial fishing, boat repair, heavy industry and port uses)

CASE STUDIES 1. FISHERMENS'S TERMINAL, 1753 WEST EMERSON, SEATTLE, WASHINGTON 2. BROWN'S WHARF AT FELL'S POINT, THAMES STREET AT BROADWAY BALTIMORE, MARYLAND 3. LONG WHARF RECONSTRUCTION (PHASE 1), ATLANTIC AVENUE, BOSTON, MASSACHUSETTS

Re-interpre ng the urban resource: Sassoon dock, Mumbai

Case study

FISHERMEN'S TERMINAL 1753 WEST EMERSON SEATTLE, WASHINGTON (the working waterfront)

Re-interpre ng the urban resource: Sassoon dock, Mumbai

Case study

FISHERMEN'S TERMINAL 1753 WEST EMERSON SEATTLE, WASHINGTON (the working waterfront)

SUMMARY A beautifully executed, working commercial fishing facility that simultaneously welcomes neighbouring communities. DESCRIPTION A port of Seattle's Fishermen's Terminal has been home base to the North Pacific fishing fleet since 1913. In the early 1980's a clear need for redevelopment surfaced, because of the change in the fleet's vessel sizes and outmoded facilities. Today the facility includes 50 acres of water and 25 acres of land. The main building- a new Fishermen's Centre- houses retail business and offices serving the fishing industry. It contains a restaurant, an informal cafe, a tavern, a retail seafood market, a travel agency, a nautical supply store, a bank, a marine electronics store, as well as few other shops. DESIGN FEATURES The sense of place was the uppermost in the minds of the locals, who feared the renovation of the old terminal would â&#x20AC;&#x153;transform the fishermen's worn and familiar hangout, one last authentic artefact of Puget Sound's marine heritage, into a flashy tourist attractionâ&#x20AC;?. Project designer Robert Schneider said he chose the colours and materials to be in keeping with the industrial nature of the area. While the new installation no longer has a well-worn appearance, the strong overall impression is that of a working fishing port. The sheer number of boats here makes a strong visual statement. The memorial plaza and walkway in front of the terminal building provide access for the public to view the fleet close up. Heavy wooden benches, clean-lined iron railings and simple light bollards compliment the straightforward industrial design of Fishermen's Terminal itself. The main building obviously drew inspiration for its shape and colour from the pre-existing structures.

Re-interpre ng the urban resource: Sassoon dock, Mumbai

Case study

BROWN'S WHARF AT FELL'S POINT THAMES STREET AT BROADWAY BALTIMORE, MARYLAND (the historic waterfront)

Re-interpre ng the urban resource: Sassoon dock, Mumbai

Case study

BROWN'S WHARF AT FELL'S POINT THAMES STREET AT BROADWAY BALTIMORE, MARYLAND (the historic waterfront)

SUMMARY A sensitive, high quality mixed-used project combining rehabilitation with new construction in a historic working class neighbourhood. DESCRIPTION The Brown's Wharf project combines the restoration and conversion of four old warehouses, including two brick structures that date to the early 1800's, with sympathetic new construction. The bigger feat was to secure general community approval for the undertaking, in a prideful working class area that feels threatened by new development. Fell's Point is about 1 mile from the Inner Harbour redevelopment and the central business district. Real estate speculation hit the area years ago, and signs of gentrification are not hard to locate. As consequence, the neighbourhood organized itself to resist being overrun. DESIGN FEATURE A principal feature of the major addition is a roof line that echoes the shape of the dominant existing building. Windows in the new building are the same shape as in the old, brick is used throughout and copper roofs and stone trim on the storefronts add to the compatible details in the additions constructed. The frontage along the Thames street, the major waterfront street, is maintained at three stories, in scale with the stores, restaurants and the bars that are very much in evidence in Fell's Point. At the same time, the development does not try to disguise new as old. What has been added is pretty clear, while maintaining its fit. One nice touch: The painted name of the past warehouse owner, Rucket Terminal Corp; has been left on the waterfront side of one of the restored buildings.

Re-interpre ng the urban resource: Sassoon dock, Mumbai

Case study

BROWN'S WHARF AT FELL'S POINT THAMES STREET AT BROADWAY BALTIMORE, MARYLAND (the historic waterfront)

Re-interpre ng the urban resource: Sassoon dock, Mumbai

Case study

LONG WHARF RECONSTRUCTION (PHASE 1) ATLANTIC AVENUE BOSTON, MASSACHUSETTS (the historic waterfront)

Re-interpre ng the urban resource: Sassoon dock, Mumbai

Case study

LONG WHARF RECONSTRUCTION (PHASE 1) ATLANTIC AVENUE BOSTON, MASSACHUSETTS (the historic waterfront)

SUMMARY The rescue of a deteriorating eighteenth century industrial wharf provides a handsome public access point to Boston Harbour. DESCRIPTION The elegant appearance of the restored 1 acre end of Long Wharf masks the important restoration decisions and complicated engineering involved. On the surface, the visitor is treated to a stone and granite observation deck and boat landing, completely open to the public, in the centre of Boston's downtown waterfront. DESIGN FEATURE The design theme here is ruggedness. Large granite blocks, with heavy black bollards are principal features of the wharf edge. The centrepiece is a beautiful, embedded compass rose with a white, red and black graphic that dates to the early eighteenth century. There's an inlaid fleur-de-lis motif identifying north. The compass design comes from the research at the Peabody Museum in Samuel Thaxter, who worked at a shop on Long Wharf in 1792. The other three phases of the Long Wharf rehabilitation, identified in a plan approaching 15 years of age, call for restoration of the central portion of the wharf, additional access, establishment of a maritime exhibit and other features.

Re-interpre ng the urban resource: Sassoon dock, Mumbai

Case study

LONG WHARF RECONSTRUCTION (PHASE 1) ATLANTIC AVENUE BOSTON, MASSACHUSETTS (the historic waterfront)

Re-interpre ng the urban resource: Sassoon dock, Mumbai

Case study

BIBLIOGRAPHY “a study on eastern waterfront” - krvi and udri (kamla raheja college of architecture and urban development and research institute) “urban sociology” “http://www.indiatravelnext.com/places/mumbai/sasoon-dock-in-mumbai/” -website “waterfronts – cities reclaim their edge - by ann breen and dick rigby” book “times of india”- news paper “redevelopmentrules.com/redevelopment-crz-zone-mumbai/”- website “bhaucha dhakka - ferry wharf ”- thesis by richa raut academy of architecture “mirkarwada ”- thesis by j. j. architecture college student “the dark urban age of the world class city” - matias echanove and rahul srivastav “the project boject” - sameera rathod