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 BOMBAY

Contents

81 GeneraL 1

a. Harbor

(1) Location 2
(2)' Type of Harbor and Nature of Port 3
(3) Entrance Channel 4
(4) Anchorages 7
(5) Significant Hydrographic Features 9
(6) Local Weather Features 10

b. landing Facilities 12 ; ,.

(1) Piers, Wharves, Quiays', etc. 12

(2) Cranage 15
(3) Warehouses, Storage Facilities,
Supply Dumps 16
(4) Harbor Craft 19
(5) Facilities for Clearing Port
(a) Railway 23
(b) Road 25
(c) Waterways' 28
(d) Air 29
eCommunications 30
(6) Labor (Loading & Unloading) 33
(7) Capacity 36

a. Supplies 38 a

(1) Water . - 3
(2) Petroleum Products 41
(3) Coal 45 {
(4) Electricity and Gas 46 p
(5) Food 49
d. Repair Facilities 50

e. Vulnerability, sort Security 59

.f. Industry 61

g. 'Health and Sanitation 64

t 1
 :I ...:

i :e
:1*a
"ss
1 i;h ":"'
i ~i~iB~i~i~

BOMBAY

Illustrations

Following

Map No. 1 - Bombay Harbor'

Map No. 2 - Bombay Port Facilities
Photo No. 1 - Bombay Port. Facilities - Mosaic
Photo No. 2 - Alexandra- Dock and Hughes Dry Dock
3 - Alexandra Dock
4 - Naval Dockyard
5 - Alexandra Dock
6 - Alexandra Dock
7 - Outside Prince's Dock
$ The Rod El Fara~
9 - Landing-craft ramp - Victoria Dock
10 - anding-craft ramp
Diagram No. 1 - Diagrams of three heavy-lift cranes
Photo No. 11 - The crane "IBIS"
Photo No. 13,- Victoria Dock
14 - Open storage area, Prince's and
Victoria Docks
Map No. 3 - Bombay Railways
Map No. 4 - India - principal railways and highways
Photo No.' 15 - Sewree oil installation
Photo No. 16 - Oil discharge pier at Pir Pau
17 - Oil discharge pier at Pir Pau'
18- Hughes Dry Dock
19 - Merewether Dry Dock

I-.- n
81. General

Bombay, on an island of.the same name on the Guest coast of

India, is the second largest. city of India, and'itsr ost important
peacetime port; it is the headquar'ters and. main operating base of the
Royal Indian Navy.

The Port of Bombay is administered by the Bombay Port Trust,

a separate public body creatd ;.by ;.and .operated under the control of
the Government of India (bbiiunications Department).;he Ghai'ian is
customarily a high-ranking civil servant. The Board of Trustees is
composed of government nominees, including local service chiefs, and
of representatives of the.municipality, the British and Indian Chambers
of Commerce and, other special interests. The Port Trust operates as
a commercial as well as a' public service body, and in most matters acts
independently of outside authority.

The coastal terrain to the north and south of Bombay is

featured by low marshland, swamps, and streams in which patches of
dry land are isolated. This belt rises gradually to a low country
strip of 25 - 40 miles lwiidth thence the foothills rise gradually to
the ghats paralleling the coast and reaching a height of approximately
2,5001. The low coastal belt is marked by salt pans and rice paddies
with some farming country as the land rises. Palm-studded sand beaches
lie both to the north and south but are broken by.swamps, and low marsh-
land usually lies between the beaches and the firm coastal belt.

-1-
 BCMBAY

a. Harbor:
(1) Location: See Map #5

18°52' No, 720511 ~

Charts: H.0. 2460, 2461, 2462~ Admiralty 2621, 655.

Distances: (In nautical mi~les)

Aden 1,657 miles

Karachi 500 ?r
Colombo 889 If
Cochin 550
 * ~ ., 'OjOOLOL.

PIR PAU OIL PIER

Jo POWDER
SCRD (ROSENOACTUSLIFA
UNDER POWDERSUNDER)

* p-NOOORDO R IGTDYDC
BUTOCHER?
CCFROB4UIG
(SUBSIDIARY
MINOR
LANDINO
CROFT
ROSIN)
BIG
P000004BAS WAOL
BUNDED
OIL
INSTALLATION
NARALESUF SERESREATHER
CR0DORK I REEF
DROCOFBAS/N
(SURSIDIARO
MINOR
LANDING
CROFT
ROSIN) _ E UCOER I.
PRINCES
DCKI

I~ICTORIA
DOCK

ISLAND
CANLOCROSS

BA C K

BA Y {- ISTMQ®EPHINTONECIRCLE

F1IL? SL j ALLAROPIER
~
1)
TORPEDO
SMALLCGRAFT
DRY DORK
FLOAT
LANDING

I -DRYDOCRSI PPER DUNCAN

(NORTH) 00CR)
ILOWER 15SOUTH)
RORRAYDOOR)
I 0 UILDINO
SLIPS 00 BOVERNMENT
ROSIN

CU MIDDLOGROUND
ISLAND

SUNI)ROCR

PRONGS MAP #1
R EEF

BOMBAY HARBOR
1000 5OD 0 1000 200

72*5OI

z . A 9
r t
 (2)
-Tvoie of Harbor and Naur of Port.
~ ~~BOMBAY
j',.'..
''4~

Bombay Harbor lies between Bombay and Trombay islands (see

Map,#1) 'on the tiest' and 'northwest,'-and Ksranja Island and the mainland
on the eas 'and southeast.' It is :about 12 miles long from the entrance
to the riortheateh': limit of the port, betwean Hog, and, Trombay Islands.
The; width varies from ,about .4'to 6 miles, ard the harbor contains
severa.l islands, "rocks and shoals, .with.nunderous bgys and inlets n'
denting its shores. It is'a maignif icent, natural harbor, and accommo-
dates vessels of any .length up to 40' draft. Bombay harbor guffers
greatly from the lack of deep water. In the last 90 years, an increase
of 10' "of silt has .been recorded over the entire. harbor. Two suction
dredges and one bucket dredge are working continuously tQ keep open
main channels and berth approaches. Any one' of these channels or berths
"would'lose approximately 2-. to 3 should dredging be discontinued for
two or three months, and Bombay harbor is so large that the dredging of
any but the most important places would be too costly.

Back Bay, the bight formed between.Colaba and lalabar' Points,

is included in the area enclosed by the Bombay port limits.

The harbor. can be defended, but a. six-mile boom would be re-

quired from Pron'gs Lighthouse "to Thal Point. ' xperience indicates
that fixed anti-submarine defenses are maintained with difficulty dur-
'ing the southwest monsoon, The heavy swell and adverse weather add
considerable wear and ter'to such an installation and severely re-
strictthe effectiveness 'of'indicator loop systems. The anchorage is
Visible from close outside, the 'harbor..

The harbor is classified as a "C" anchorage, capable of ac-

comodatin 'a few capital
ships, ' by the Admiralt: ,, and is considered
'av.'i.tble to ships of the Courageous class. Bombay's size qualifies
it for an "A" anchorage' .capable' of accommodating an entire fleet.. The
lower classification' is given because of limitations imposed by com-
mercial use of the port and by limitation of shoal- water, in all areas
except at the outer anchorage,

rr.7

- 3-w mu-.--.-
 ___B_ AY

(3) .EntranceChannel:.

The channel is half 'a mile ceach side.: of a center line from
a position 1400, 1 mile from Sunk Rock Lighthouse in direction 2d8 for
2 miles to No. 4 buoy, conical with black and white vertical stripes
in position 180 51' N., 720 49? 40" 5.
Thence 255.50 for 12.5 miles
t-o No, 1 buoy, red conical with red staff and drum top mark in posi-
tion 180 48' N., 720 37' B. No. 2 buoy, red conical with numeral 2 in
white;, and No. .3 buoy, 'conical, with red and whit e horizontal stripes,
are 3.5 and 7 miles respectively from No. 1 buoy<.

Ships keep to port, ie., outgoing ships keep to the south

of the buoys,

An uniwatched and unli ghted light vessel is in position 180

52' N., 720 361 E.

Vessels proceeding nortiward are to keep west of position

196 00' N., 720 16' .

The seaward, approach to the entrance channel of Bombay Har-

bor. is free of underwater obstructions and there is a charted depth
of at least 32' until Sunk Eock Light bears 2700 relative (T). The
width at the outer entrance of the channel between the five fathom
lines is approximately 1.6 miles, Vessels drawing less than thirty
feet and even those with very shallow draft are cautioned to remain
outside the five-fathom limits inasmuch as the depths given within
the five-fathom lines are said to be inaccurate due to the difficulty,
of making corrections for seasonal and yearly changes.

Altbough all lights' onf the west coast of India are now
operating at full brilliancy som.of. the 21 lighted aids to naviga-
':tionin Bombay,, Harbor.
as shown on H.:0. charts.2461 and 2462 are not
presently in use for pracfical rather than, strategic reasons. The
following lights' are in operation:

Light Vessel (18 0 48' N., 720 37' E.)

Prongs Reef Lighthouse (on Colaba Point)
Khanderi Island Light
Sunk Rock Light
Dolphin Rock Light
U rani Beacon Light
Tucker Beacon Light
North Channel Beacdn Light
Two (2) light buoys marking north and south
limits of five fathom light at harbor en
trances

In thick weather when visible aids to navigation cannot be

-1
Th U -
 BOMBAY 4
utilized, ships may take radio beazrings, on the radio beacon at Khanderi
Island, to the south of the harbor entrance. The Khanderi radio beacon
operates on 287.7 meters (l050 Kc/s), VUK 16 times, 10 seconds dash,
VUK once, silence 180 seconds (complete word 4 minutes). The radio
beacon operates continually during fog, and in clear weather at 00 and
28 minutes past the hour from 5 .PM to 5 AM . At all times other than
those specified above the beacon will operate only as ordered by NOIC.

The swept channel is marked by the following four unlighted

buoys:

Number 1 buoy- Con. R., staff and drum' top

mark, 1O 4I N., 720 37? E.
Number 2 buoy Con. R4 4 (numeral 2 in white)
0750, 3.5 miles from buoy number l
Number 3 buoy Con. R.W.H.3. 0752°9 3.5 miles
from buoy number 2.
Number 4 buoy Con. B.W.V.S. 0752°o, 5.2 miles
from buoy number 3.

.Pilotage is compulsory for all vessels over 200 tons maneuver-

ing within the harbor area to the northward of a line running East and
West through Prongs Reef Lighthouse.' Vessels which are obliged by the
pilot to anchor outside the entrance to the wet docks due to congestion,
improper stage- of the tide, or other circumstances, shall not enter at
a later time without having a pilot aboard. Pilots are likewise to be
in charge of all vessels leaving the wet docks and the regulation ap-
plies to ships which may find it necessary to change their berths. within
the dock area.

Inbound vessels. will pick up their pilots at the examinat' gon

ground approximately one mile E.S.E. of Sunk Rock. Should the pilot
fail to appear immediately, ships are to lay to or anchor within a l2
mile arc swung E. and S. from Sunk Rock.

Pilots will furnish all masters with copies of the port rules
as well, as -the official arrival report forms which must be filled out
and returned to the pilot before the ship reaches Middle Ground Island.
The attention of masters in charge of vessels carrying dangerous cargo
is especially directed to the. port regulations concerning the handling
and disposition of such cargo. The master of any vessel entering the
harbor with petroleum having a flash point below 760 Fahrenheit, or
explosives exceeding in weight 100 pounds, shall give notice thereof to
the pilot imnediately on his boarding ship.

New standing orders for the working of vessels carrying ex-

plosives, dangerous petroleum and other dangerous goods were promul-
".gated 1 November 1944.

,~-# u -.
 public Traffic Regulation; governing navigation and pil6oage,
and the safetyr and security of vessels, were issued 1 January, 1l45

T en of war are ex mpt' from all pilot regulations.

-6-
 WMWl

(4) Anchorages.

The Bombay Harbor berthing plan provides definite anchorage

sites within the harbor area for 431 ships drawing over 12' of water.
94 of the anchorages have a minimum, depth of five fathoms, while '17
others can accommodate vessels with drafts som'ew-ffhat in excess of 36'.
The, latter anchorages are located l/ . of a mile northwest .and south-
west of Karanja Beacon. The deepest ,water (10 fathoms) lies between
Elephanta Island and the eastern shore of the harbor but adjacent
shoals 'preclude the entry of vessels into this area even at high tide
,if they draw more than 26'. It is considered that 75 large vessels
with drafts of more than 25' constitute a practical maximum number fof
ships which may be anchored with safety and facility inside: the harbor
limits, However, on one occasion early in' 1942, over 200 big ships
simltaneously took refuge in the harbor and more than 150 of these
were at anchor in the stream.

The holding ground is mud and is generally considered good.

Vessels: need not be anchored fore and aft at any time since the berth-
ing plan provides adequate space for all ships to, swing at single
anchor on '60 fathoms of scope and still clear one another when all
anchorages are in use, The fact that the tide does not ebb and flow
in the same line renders bow and stern anchoring impractical even
should such mooring appear feasible.

It has been observed that during the southwest monsoon, the

actual wind direction within the harbor is usually southerly, some-
times southeasterly, and rarely southwesterly. Undoubtedly this phe-
nomenon is the result of local tidal and topographical influences, but
it serves to underline the fact that the closer a ship's anchorage
is to the eastern shore,-the better are her chances of finding a lee.
The southwest monsoons create a considerable swell in the harbor which
is intensified when the tide is on the ebb. It is nonetheless possible
to handle
ship cargo by means of lighters in the northern part of the
harbor during the not infrequent moderations of the monsoon and this
is especially true provided the tide is coming in. Ship cargo may be
handled effectively by lighters under almost any conditions, to the
north-eastward of Butcher Island.

There is no specific anchorage for one class of vessel as

opposed to another since under the present port procedure allocation
of berths is primarily determined by a ship's' draft .and not by her
type or cargo, Thus warships, merchantmen,' and tankers, with or with-
out 'dangerous cargo, may be placed at any, suitable and available
anchorage. Ships with explosive and inflamnmable substances are de-
nied entry to the wet docks by the port regulations which further pro-
vide that such ships shall be anchored at least - mile from other
shipping and one mile to the eastward of Middle Ground. However, war-
time exigencies have forced a revision of this port rule and, following

~.I.. 4 : i 1.II~r.1.
::7 N 7r
kTif -

a; ~.81S
s li:':~ y
 : :: B~T,'B~AY

the disaster of 14 April 1944, the Government of India delegated re-

sponsibility for the entry of ships carrying dangerous cargo and for
the safety of all ships in the harbor to the Naval Officer-in-Charge,
Under this arrangement, all ships laden with dangerous :cargoes must be
certified, prior' to entry by the NO.IC., who also delegates a 'repre-
sentative officer' to supervise cargo handling and the education of
preventative measures stipulated in N.OI.C 1 's orders.

In fair weather, handling of dangerous cargoes .may.be under'

,taken any place within the harbor as long as built up areas and other
ships are net close aboard, During the southwest 'monsoons and, in
hea ry Tweather, dangerous petroleum and explosive cargo handling is
limited perforce to
an area - mile to the northeastward of TIBtcher
Island or the wet docks. There is ample water and usually a suitable
lee in the former locality to afford practicable working conditions.
Vessels with non-dangerous cargo may be accommodated likewise north-
east of Butcher Island during the monsoon when berths within the wet
docks are not available.

Anchorfng is prohibited within 3/14 of a mile radius of an

arc swung from 900 to 180° from the southern tip of Butcher Island
since ships in this locality would lay afoul of the D.G. range. The
degaussing loop and buoys are set 300 feet due east of Middle 'Ground
Islands

Vessels are also reminded that under no circumstances are

they to anchor within the three-mile radius of an arc swung from
Prongs Reef Light, even though they may be awaiting a pilot.

- 8 -
1 31 1 ~Y-
 BOM\BY
(5) Si nificn Hydrographic Features :

Springs rise - 14 .1';9 eaps 10.7'

MVean range, 8.2t- Mean spring range 11.'
Mlean ,high water interval - 11 h. 27 m.

The rate of strong spring tides beteween Thai Shoal and. Prongs
Reef 'is from 22- to. 3 knots, and perhaps as much as 4 knots"during rains,
on the ebb.

Southward of Dolphin Rock the flood cui'rent at springs has a*

rate of 2'knots, ,and. the ebb current 4-knots. In other parts of the
har~bor the nrate is fr-om 2-to 4 knots.
Tide rates along 'outside, galls of main dock areas:

Spring tides 3 to 4 knots..

Neap tides -1 to 2 knots.
Further details of the tidal' cu'rents are noted in ,HOG. 159,
"WV~est. Coast of India".

ri~ r j

-9-
 (6 Local weather Features:
November toApril - land and sea breezes, the sea breeze
Minrg f airly strongfrom the northwestward, and the' land breeze being
almost negligible.. The weather is .fine at this season.

June to September -thesouthwest monsoon~, moderate south--

twesterly or westerly winds with much rain. Betweeni the mocnsoonas,
thunder storms occurs a~nd there is the possibility of'a cyclone0 J'2st
befogie, and juist after the monsoon, the weather is hot and humid,

Tempzerature:

The mean annual 'temperature is 8O0 . The avrerage daily temn-

perature is consider ed to be from 85O to 900, and at. night from 65° to
70°. Extremnes of temperature !recorded are 1030 and 500.

Humidity o

Duiring the rainy sea son, the relative humidity is as much as

95, increasing the unc ornfortable effect of the higher temnperatur'e
The mnean~ annual relative humidity is 78?%.

Rainfall:

The average annual rainfal1 is 70 8"' Of this tota1, 66.91?

falls in the months. of June - September inclusive; 42,611 in the months
of Ju~ne and Ju1~r. The averag monthly rainfall during the months of
November - May is less than 11" per month, and for the months of Decem-
ber April inciusive does not exceed o',111, .per month.

Details of temperature and rainfall are found on page 11.

- 10'-
 BOMBAY

The followving table is tak~en from H.O. 159, "West Coast of

rIndia",s page 404:

Air Temperature OF. Rainfall

Mean Extreme

Month -A U)
co
I -
o
oH
c )

cd o

Fearuar 75'
jArh7
3
86.
69 952_J__
j3 97 62 175
1
-1 J , 2
1 1
L
.

Aril_,
Sember

July
Jun
82,.
81 ~1
88 .~
9 1771100-

80
:
:9'382
11 68

7
7: _____

13
. 1.1__

_______.
___6_1
78 9 73 .87 2 21 10.0
August
___
80 -5
8 77 8 72 8718 19 __11.3

Oc tber 80L282 77 1 1 86 1, 1 7
_ctbe____8 88 I77 95 70%81' 2.2 .3 5.8
November 180 87,t 96 64 7"0.4 .7 2.5
December J77 85 '70 91, 56 72 0 . el 1.0
~Mean ! 80 86 725 ~7 8
w
____

Total a wr
-- r. -' Izz I 0. 72 -

Extreme -~100 56 K-j 16.1

Number of _.
Years 43 -
32. 43

W11 -
b.
CLASSIFIED
Landing Facilities:
BT BAY

(1) Piers. Tfnarves, Quays, etc: (See Map #1; Photo #1)

The facilities of the port are administered and operated by

the Bombay Port Trust. The principal facilities for ocean-going craft
are described below, and include three wet docks have 4.42 miles of
quays and a total water area of 104.52 acres, and a pier and other.- ep-
water tidal berths. These facilities are served by approximately 100
miles of railway tracks and 20 miles of marshalling yards. There are
also 8,12 miles of wharves and bunders used by coastal sailing craft,
lighters, etc., and 1880 acres of storage area, a great part of which
was formerly covered by warehouses, sheds and similar storage struc-
tures.

In April, 1944, the explosion of a munitions ship in Victoria

Dock, severely damaged that facility and the immediate vicinity, and
started fires which destroyed warehouses and other structures over a
wide area, Repairs have restored the dock to its former condition.
Some relocation of the railway has been carried out and not all ware-
houses are being rebuilt in an attempt to secure a greater efficiency
in the handling of cargo through the port. In the descriptions of the
wet docks there are indicated fewer berths for ships than have been
reported previously; probably the docks could receive-a few more ships
than stated but the present facilities would not permit the working of
cargo on all, and movement of ships in the dock would be hampered, if
not prevented.

Details:

(a) Alexandra Dock: (See Map #2; Photos #2 and 3). The
newest and largest wet dock has 12 berths fully
equipped for cargo handling with adequate transit
sheds. Draft limitation is 32' for ships not ex-:
ceeding 475' between perpendiculars, The width of
the entrance lock is 100'. The inner sill is 23',
the outer 27', under water at mean low water level.
There is 10,000' of quayage and 49.92 acres of water
area. The outside wall has 3,000' of berthing space
alongside of which the authorities attempt to main-
tain a 28' depth of water. The railway serves every
berth. The Hughes Dry Dock is entered from the
Alexandra Basin.

LIBERTY and VICTORY ships can be accommodated

only in Alexandra Dock,

(b) Victoria Dock: (See Map #2, Photo #1). The draft
limitation is 22'. The entrance is 80' wide and

j ASS FIE
 UNCLNSSIF ED
MAP NO.2 MAP NQ. 2

Bombay Harbor Facilities SnallCraft

Land) Float

400 400 1200 FEET

3 Tanks1,000 tots Furry Steam,merWharf

high-speeddiesel [ 600

Na22 Cranes N.0N1

Na2E4-5?~5iRail
0 Tosls for pipe line waterc
RodEl Frag- Boatscomealongside Concrete
hulk at steelladdersattached to Ramp "* e.30,500 imperial
topsides Concrete
Romp.Couldheused sloping gllnso
forhaulingout Smaltseaplane acnrtherl motorsiits

ESTATEi

Fngtr oft LaSitewi Comun at~g Swringe jrenNo Gare.

cranes
at this
Swn asge

K
t! Ton Fixed Crante
- ALEXANDRA DOCK
Nollit sA TNo 10 I85-35 cwt.DockCrane,
Manganese Oln ®~ jGOT" Crane(Electric) plusotherCranesindicated
__ -ton Dock Crasne A N -0c Dc Cae
e49 -30cwt Dock Crones Shed S ttTADPIE -ihi m~
NaBSe Sh d

Toirn 0 TnN7Se
Re Bte 9 WTEIN PINS T E
Crane 4 q T
9 c struo

7 5 6 -a3Sh o2 Sed
No.S hsd No-4 shod
N4.

'T1i : 4 -t

Tj
-y -- - -.-.

M ANSON RO0AD hae"A W flhus

- P.T.Gas, qi

FRERE ROAD

1 n nrnmnH
L JL ILF
m[nn m m
FERE ROAD

ELPHINS TONE
H F7 F7V7F7F7
ESTATE
p N,

General
Port
I 1/2 Mile
Ahuslo,Bombay-

Offcee

gain H
wr
L
UNCLASSIFIED

- ti

i
Photo /'3-Alexandra Dock - N. j. Corner Photo I#2 -Alexandra Dock with Hughes Drydock
17 April 1944. containing cruiser -15 April 1944.
IN
CLASSIIFIED

Photo #4 - Naval Dockyard. Breakwater Pier at Upper-

right, Government Basin Lower right, Ballard Pier
extreme upper left - 30 April 1944.

i;1: I
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d
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qp
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A14

hP

Al
-
Som:
 ubL L

Photo aDock. Ira Lcoking west northwesterly across jetty head in Alexandra Wet Basin. Cranes,
4
' LW7io r , 60 ton, self-propelled floating crane; 60-ton fixed electric dock crane; 110-ton fixed
steam dock crane; two 35-cwt. cranes.

f / } 1 k y t e e

Photo #6 - Looking north across Alexandra basin from the inner end of the entrance locks. The three large
cranes in center are, respectively, those noted in Photo #5.
 I~ie~~
3 ~iiilU~

Photo #7 - Looking north along the outside wall of Prince's Dock. Note bridge to the Rod El Farag, sunk off
shed "K". Limited supplies of light diesel and gasoline are available for small craft from this
hulk.

":~ ;
8
Photo # - The Rod El Farag.

::
"; :* ;~
5 a
r ii i: r
i*
d,4 r~j r ~
;T
 bNCLASSFE

Photo r9 - Victoria Dock - landing-craft ranp.

C i-,

Photo J10 - South landing-craft ramp.

-; -a I~r: s
 J6JRi

b
ar~~a.i I: ~J
L "a~ O i~y, i~Si~L 1
Ct4:: ~_~ .. ;r
;I r :i -.i.
,
rr . - r ,, ~ .i B"s;
~ 4 C rr
'26t~

Photo #l11 - 100-ton fixed hydraulic crane IBIS.

 i~$t~ ~J~ ~f~
bH5 B sE~c~ 4'1

~Z4
8±
4a~ ~bN i

Photo #12 - Looking northeasterly over Prince's dock wet basin. Newly constructed sheds, and 30 cwt. cranes
at left. Nearly all cranes in Prince's and Victoria docks are of this type.
 BBIilAY.

the depth of the sill is 16', The dock has 25

acres of water, 7,425' of quays, ana additional
quayage of ,05' along the outer wall. Whaen re'-
pairs 'are completed there will be 14 berths,
whose maximum capacity can be obtained 'only if
used by ships of about 400' overall.' Berths 1,
2, 9, 10, 11, 12 and 13 can 450', take ships up to
and ships not exceeding 440? can use the jetty
berths, bit'rwhen they are so used, no ship exceed-
ing 440' overall can be maneuvered within the
turning basin, The width of the basin at jetty
berths is 151. For. practical purposes, 10 berths
in this dock may be regarded as the maximum avail-
able for tizorking c3- go,

The railroad tracks have been relocated and

the turntables which hampered the movement of cargo
have been eliminated. Tracks run behind all sheds,
but only at berths 1, 2, 9, 10, and 11, have they
been provided in front, p ermitting direct handling
of cargo into or from railway cars.

(c) prince's' Dock: (See iap #2; Photo #I1). The oldest
dock in Bombay has a draft limitation of 19'.,
Twelve berths are' provided, but sill, each, 450?
overall, are all. that can -be. relied upon for hand-
ling cargo as the remaining.berths are usually cc-
cupied by ships :undergoing r epair. The idth of
the entrance is 66', and that' ;f the 'pssage into
Victoria Dock is. 64'. The depth of the entrance
sill is . 14? ., and of the passage into ' Victoria Dock -
161. ; The water area is 30 acres, with'5,960' of
quayside, and 950' additional along the outer wall.

Rail lines are provided both in front of and

behind transit shed on the jetty from the north
wall, and along the west (shore) wall, permitting
the handling of cargo direct to or from railway
cars. Sheds on the south side have rail lines only
at the rear, while no tracks are located on the
east wall.

Access to the rerewether Dry Dock is through

Prince's basin.

Outside the northeast corner of Prince's Dock,

a small craft facilities pier has been created by
locating the hulk of a vessel damaged in the ex-
plosion of April 1944.

- 13 -
_ a ll
 (d), Ballard. Pier: (Photo .#1). This is an extension
-of the wall on the est side of the Alexandra
Dock entrance lock. 1,500' in length, and 400'
across the
southern end, there is an 800' berth,
with 30' of water alongside, on the eastern side.
The berth is available to the largest ships, and
is used chiefly for passenger and mail vessels.

(e) Pir Pau Pier: (See-Map #1). Used mainly for the
discharge of petroleum products from tankers, is
located on Trombay Island at the northeast end
of Bombay Harbor. It is 570' in len th, and can
accommdate ships of any beam. All ;hips must
await flood tide to enter or leave the entrance
channel to the pier. The depth of wi~ter along-
side at L;.UWOST. is 29' , The deptA of the dhan-
nel is 19- below LW.0o-S.T and at 233'.3" H.W O.S.T
The width of the entrance passage is 600'. There
are no rail line or cranes alongside. There are
no accommodations available for fuel stores, but
the pier is equipped with pipe lines leading to
the storage installations in the 3omb y area. Deg
tails are available from Aluslo, Bombay. or Op-16-PE.

Grner~eBasin:oPhoto #4). This faclli t-* of

the. Roya I 4idian Na y, between Breaka ter; Pier'
and "The Castle", has a tater area of ,-3/4 acres.
Wais are, 3851, 104'9 453' and 556' re;yectively
and., the entrance is 60' in width. Dert- on sill
at M.id'H.Wt .S. 22' 71"; in the basin - 24" 7"..

The above constitute the principal facil:.ties for ocean-

going vessels.' All other quays, whar1res,; ;pier/s, et c ,, are used
principally for coastwise vessels, and the handling of lighters and
similar shallow draft craft.

14- . I
 rG
Y:r
d

1 F5 '"

LS~P~;IYlt~~'~~""'II I

(2) Cranage:

All cranes listed below are hydraulic unless otherwise in-

dicated.

-Prince 's Victoria Al: exandra

.1 30-ton fixed 1 100-ton fixed 8 6-ton fixed

1.. -ton dock 38 30-cwt. dock 85 35-cwt. dock
49 30-cwt. dock
. 1 60-ton fixed (electric)
1 20-ton, fixed (steam)
1 "110-ton fixed (steam)
1 60-ton rail (electric).
Hughes dry dock.

A fixed, 30-ton hydraulic crane is located at the govern-

ment's RI.N. basin.

The following miscellaneous mobile cranes are available

for cargo handling within the dock area:

2 5-ton rail cranes

4 2-ton steam cranes
1 32-ton as crane
1 2-ton c :esel crane
1 '5-ton Morris crane (gas-electric)
3 _3-ton Hysters
4 3-ton Mercers
6
2 -ton Remson-Rapiers
3 3-ton coal cranes
2 4-ton caterpillar cranes
8 8-ton Orton cranes
2 60-ton floating cranes

In general,
cranage is numerically adequate but structurally
inefiicient This is especially true Of the 30 and 35-cwt, dock
cranes which constitute the majority of the equipment. Effective
cargo handling aboard large ships is difficult and sometimes impos-
sible with these cranes because of limitations of height of lift and
length of jib. The 100-ton fixed crane "Ibis" at Victoria Dock,
Berth #8 has a maximum height of lift of 46' above the quay level
taking into account the length of the strap from the crane-hook plus
the size of the cargo to be lowered into or, removed from the hold,
'the actual range of the lift may be reduced by 10' or 251 depending
on the dimensions of the piece of cargo handled.

The 60-ton electric rail ~cne at Hughes Drydock will not

plumb the centerline.
 r+{s i-

~!,MB
,;j
AZ,
via
T~- ~-i~i-~l~-~ 'Karhouss.
Sorae Failites, Suply Dmps

(3)
.Thefolloing omprie th ' prncipl acilitiesstoage ums ofpl

Transit sheds Warehouses

Alexandra docks 1,365,842 sq. ft. 468)471 sq. ft.

Victoria docks 319,200 sq. ft. nil
Princes's docks "461,200 sq. ft. 78,000 sq. ft.

Note: 164,000 sq. ft. of covered shedding is to be

built between Frere Road and the railway
tracks to the westward of Prince's and Vic-
toria Docks. This storage space will be
available early in. 1945.

The following covered storage accommodation is within easy

reach of the docks:

Sssoon Dock Godowns 90,000 sq. ft.

Cottn Depot "A" 800000 sq. ft.
Cotton Depot "B" 64,000 sq. ft.
Powder Works Bunder 33,000 sq. ft.
Elphinstone Estate 35,000 sq. ft. (qpprox.)
Grain MIrzkets 907,000 sq.. ft. (Available, 1945)

At the Hay Bunder, served by the railway, sheds for the

storage of 12,000 tons of cargo have been constructed.

Cold Storage Plants

Capacity Type of
Name and Owner Locationi _Cu.Ft. Storage Temperature

City Ice Cold 198 B Bazar- 100,000 Meat & 10-15° F,

Factory gate St. Fish Power freez-
.Owner: B.F,Mehta ing .unit.
and others.

*Boaay Ice liarau- 8--12 0 'Cochin 22,000 Meat & 220 F. Power
factorya St, Fish freezing
Owner: A.J. unit.
Sonawalla.

Central Ice & Saboo Siddik: .120,000 Meat & 10.15o F.

Cold Storage, Rd. Opp: Fish Power freez ng
Owner: F.J.D.'Sa. Crawford Market Unit.

%
- 16 - - ~m
1 -Pli~p- C i-1
 fi ' cs r >;, a Se

f, .
s
IN zt;.I IE

Photo #13 - Victoria Dock shed No. 11, under con-

struction. Shed is typical of those
erected in 1944.

Photo #14 - Looking south southwesterly along oper cargo area on the inshore side of Prince's and Victoria

qr
Docks.

UA
 gj ;~~ i"

'~41C~~~Y~*"~~ C tLi i:...

Cold Storae Pants (ContinLed)

Capacity, Type .of
Name and Owner Location _Cu 6 Ft. Storage Temperature

Dairy Cot, Ltd. Chhaktewadi, 1.l500 Pasteuri- Supplies appro-

Owner: C.M. Market Chhakte- zation of priate ternera-
Raj shekhar. wadi Road. milk tures.

Sunawalla Ice 188 Larington 150 Fruit 350 F.

Factory & Cold Road boxes & Ice "packing
Stg. Owner: ea. 2' X Butter only.
Kaikhusroo J4' X l-'
IMiancherji & Shawak, 6,720 cu.
uncherji & Jamshedji, ft. total.
Muncherj i.

Dhanjibhai Ice 4, Nesbit 14 rooms Food 150 F,

Factory. Rd. 100,000 articles. Power freezing
Owner: Gustad cu. ft. unit.
Mundegar Aga,. total.
Pestonji E.
Tarochand, H.D.
Arach & Dhanjisha
P. Tarachand.

Lightfoot Ice. 16, ,Hansraj 39,600 Food 30-35o F.

and Cold. Stg. Co.' Lane articles Power freezing
Ltd. . "Owner: except unit.
Sitaram M. fish
Sonkaria.

Karmani Ice 189, A, 2 rooms- Food 220 F. Power'

Factory. Arthur' 3,620 and articles -freezing unit.
Owner: K.G. Crawford 11,520 cu;
Karmani. Market ft.

**British Army Frere Rd. 2,000 tons- All. foods. 150 :F.
Cold Storage 4 tooms - Power,freezing
Warehouse 95,450 cu. unit..
ft. each.

Bombay Crystal Love Lane, 15,000 Ice stor- 30-32o F.

Ice Works. Mazagon. age room. Power freezing
Owner: Rutdongi- unit.
Pollongi Motisag.

Bombay Coastal -S 1ssoon 11,500 All foods 220 F.

Cold Storage Dc )cks. except Power freezing
Owner: ? fish. unit.

i 1 17ll~~s~~
3
 { T7; ~ -

BOMBAY

TOTAL COLD STORAGE AT BOMBAY - 816,260 cubic feef.

-Presently not serviceable; may be abandoned.

* 4 An ie plant is. coznected withi this cold storage plant capable of
opr ducing ten to twelve tons. This ice may be used only as packing
fp- transportation of perishables.

There is a marked paucity of cola storage facilities in

Bombay, Even before the war cold storage was barely adequate for
minniiurm needs of the city. The- huge influx of civilians and military
personnel during l9,2"-l944. placed an added burden on the already over-
taxed facilities . The situation was further aggravated by the fact
that the new civilian residents belonged to the privileged classes,
and they,. as well as the members of the armed forces, required the
best grades of perishables. Thus, the cold storage capacity, which
remained unchanged, was swamped by a demand way out of proportion to
the actual number of Bombay's new population.

The newi. British Army cold storage warehouse has obviously

helped to alleviate the problem of stowage of perishables. Yet two
of the above private companies stated that over g0% of 'their space
was requisitioned. by military authorities, and that it was only by
subterfuge that the remaining 20% could be held open for civilian use.

Thy municipality of Bombay operates an ammonia refrigera-

tion plant of 16,600 cu. ft. -,t the Arthur Crawford Mabket. Half of
the space is reserved for fish and mutton, and the remainder is main-
tained at proper temperatures for fruit. Primarily for reasons of
Indian religious susceptibilities, the municipal refrigerators: pro-
hibit storage of the following meats: ham, bacon, pork, beef,
sausages,. wild pig, milgai and peacock.

Supply dumps should be available readily, accessible to

road and rail.rodg but subject to the nature of the material stored
and usability during the rainy season.

It is believed id has been recommended that the capacity

of the port could be increased considerably through the use of ad-
ditional lighters,: landed at mud bunders, which could be created
easily at various points in the harbor.

(" :'" J"

P, i5
- .8 -
 FIFE~UK
(4) Harbor Graft:

NOTE: In some insta.nces the same boat or boats may ;be.

found;under two d, ffernt headings vi. the zTtGE0N is listed both
as ,a::dredger and a fire boat. This apparent contradiction 'is due to
the- fact that, many boats actually serve in dual 'capacities.

Almost all hbror "craft ire very old and carry no' modern
gear but they 'have been reconditioned and maintained at a reasonable
degree of serviceableness. -

:-he subjacent list of harbor craft includes only those "go. Ls

of operational value in the ptort. A complete report giving detailed
specif Idations, ownership, and use of every boat in :Bombay. Harbor -,is
available fr'og Aluslo, Bombay, or Op-16-E.

TUG- (20 )
CGROSS
NAME .TONS. 7MAF ENGINE H.P . OVIER.H:
~P,.
ZEPHYR 144.62 9161 Steam- 52.4 Bombay Port Trust
ROSE 3083.49' 146 Toll 13 011 1 11 11
11
DORIS 233.35 107:71! 121011 11 79 I it1'_ T1
*HARDY 77.79 12' 91 1T 49.27 tI
*CHET LJ" 81,Ql 621 51!f 35 11 1I 1!
*WILLI~G IOT 6215!. 11 1611-, . 11 35 11T
"IT" 11
*SPEEDY 57-.022 56 '8: 11
31'.. TI
11 1!
*READY 8.$ 571 51k W"
11
31
EJ1EP-AN~TA 288 1251 111 011 11 100 R.I.N.
*HANDY" 88 57151 31 BC P.T
*1 LPjFt 42.41 111011
91011
11
11, .12 11
461.5"
*AID-42.41 12 11
91011 11
SPRITI 123.47 851,61 320(IHP) 11
DOLPHIN 25.55 491.511 419!IT I1 _80(IHP) t
DEWAN 282.30 12010" 11 1
6'; 1 1100 Mazagon Dock Co.
CHET3IA 225.5 .112131!, 101t01t TI 1100 1I II IT
S H y ROCK 61. 741311
t -1 11
23.5 Cooper Loading Co.
THISTL.E 62;2 81 0J 11
.it
23.5 11 11 1

NOTFE: Two new. Diesel tugs (Nos, 61 and 64) have been placed
in .operation' by .the. Mini try of.."War Transport. They are 65' long
witah a net registered toiinage. of "8.29, A third tug of similar speci-
fications i s exp ected shortly:.
*Limnited enadurances. Require water reload after two hours
continuous operation.

**LI}fiTh9-
 u. 7 34
,4 , b'1

1-4 5t

Of 4AT
Pt i-S t

BN AA

FIREBOATS (6)
FIFE FIGHTING GROSS
NhAME EL EEIT TONS ~LGH DRAFT H. P. O
0 QRSSP
ROSE 2000 Gals. per 308.49 146' O" 1310". 154 B,P,T.
mine 6..22,?1 hoses
Foamite instal-
lation.
DEWAN Same as ROSE 1100 Ma zagon
also used as tug TDock Ltd.
PAI ELL Same as ROSE 342.14 fl7 1311 91011 75 B.P6T.
also used as
anchor bay.
WIGEON 1000 Gal1s. per 740.15 186 1011- 1.11611 151
min. 6-22x
hoses. Also
used as dredger.
DABOHICK Same as WIGEON 565.83
Also used a s (Nil?)
hopper.
M~OORHiEN Same a.s WIGEO4 565 .8
Also used as (NH?)
hopper.

DREDGERS. (12) (Only first five listed below capable of extensive work) .
TYPE OF
NAME DREDGER TONS LENGTH DRAFT H.P. OWNER
WIGEOY'N Suction Dredg- 740 :186'01t 131411 151. .B.P.T
ing 6 (NHP?)
SPOTBIL:L Stiction Drag *72.76 1g60 14121, 151 11
Dredger._
MOORHEN Stearn Hopper 565.83 1721011 121!6 11 86 (NHP)
barge.. 11
DABOHICK Steam Hopper 565.83 1721011 1211111 86 (NHP )
barges
CH"LUJRA Hopper' Dredger 1521..0 240' 3" 17.161 150
Noe 127 1Dred~r and
109.17 92'4" .510" 150
duiip: Popper

it 1 LA 109.017 92 1411 51011

150 11
N 13S 360 ' 12510t? 61311 Nil
Noh I3'9 if 360 1251011 61311 Nil
PO. 10 It
360 1251011 .:6131 Nil 11
9o. Scdop Mazagon Dock
Nob 10 l eceiving 11 11
barge

20 -
4
 BC-BBAY

_?OVJER LAUNFICHES (97)

58 Gasoline driven, averaging 30-40 ft. in length.

The' majority are owned by private companies and
individuals.

27 Steam launches, averaging 60-80 ft. in length (six

of the largest average about 100 ft. in length).
Majority owned by Miazagon Dock Company, Ltd. and
Bombay Steam Navigation Company,

10 Diesel launches averaging 30-40 ft. Majority

owned by Bombay Port Trust.

2 Kerosene launches, both 30 ft. long owned by Bombay

Port Trust.
CARGO BARGES (182)

20 Cargo transhiprnent barges, av. reg. tonnage 88,

owned by MacKinnon Mackenzie & Company.
119 Country craft barges, av. reg. tonnage 72, carrying
capacity 73 tons, owned by Ministry of War Shipping.

26.*,General barges, av. reg. tonnage 96, owned by Cooper

Landing Company.

17 Lighters, av. reg. tonnage 80.7 owned by Eastern K

Bunkers,. Ltd., 10 owned by Hill, Son & Knox, 13
miscellaneous ownership.:-

FLOATING CRANES (2)

1 60-ton floating cranes owned by Ministry of War

Transport.

i 60-ton self-propelled floating crane owned by Bombay

Port ,Trust.

WATER BOATS (14) All self-propelled.

TONS GAL. OUTPUT DRAFT
NAE CAPACITY PER HOUR LENGTH BEAM (LQADED) O~aER
EMPIRE ERIE 6,000 500 293 47 28 S.T.O.
HOKViANG 670 100 230 33 10
GEN. VAN SW1EITEN S45 2 pumps 90 230 39 14
VAN GOENS 330 60 230 38 14
(Continued)

- 21 . ~IS~-P
~L~
~-
 r
B.#flBAY
Water Boats (Continued)
TONS GAL. CUTFIJT DRAFT
TAM4E CAPACITY PER HU IENGTH BEAM jLODE) OWNER

BLGTIS 95 30 110 23 . S.120.

C-U I 110LIEJ 75 20 117 21 7 it
VESX"I 130 30 9Q 20 9 VT

120 30. 81 21 6
PANC4E LC 120 22-" hose 30 117 32 123/ B. P. T.
2" "t 25
100 21 6
500, -100 250 35 11 RO I.N.
RAN00 N 165 3.5 125 25: 15 It
TANJTJEP .165 30 125 25 15
. ThEDUCT 125 96 20; 8 It

'G=EL B'DATS (2)

OLOA:DES,' foyal Fleet Auxiliary, capacity - 10,500 tons,

self- prpelled, fleet use only.
Thumb fu~elling barge, under Ministry of War Transport,
capacity - 00 tons, :electric pumps (power suppied by
chip taking on fuel.0 )
New self.-propelied fuel boat, capacity - 15,0O& gals a
being. built for Royal Na y,

COA TJ BA RGES ( si.)

3 dumb barges with total carrying -capacity. of 400 tons
under Royal llavy.
30dumb barges with: total carryf g capa,.ty of 3 f 00
ton's under Ministry of War Tran~port;
18 dumb barges,. av. 75 .f.. long, av. reg. tonnage 83,
owned by Ma agon flock .

- 22-
 (5) Facilitiesfor Clearin Port:

(a) Railwa~

Port facilities are served by the Bombay Port Tfrtust Railway,

owned and operated by the Bombay Port Trust. See Map #3-for rail lines.
The system consists of approximately 100 miles of track and 20 miles
of marshalling yard. The railway owns and operates the following rol-
ling stock:

82 wooden sided box cars

210 steel sided box oars
11 Kutcha cars
37g Open cars
24 locomotives

No tank cars are owned by the B.P.T. These are borrowed from the
Great 'Indian Peninsula and. Bpmnbay; - Baroda and Central 'India Railways
and iare ,,used on the Port Trust.. system td-meet such reauirei&nts . as
ffi~y arsi~.

Equipment is maintained in good condition by the B.P.T. re-

pair facilities but major jobs must be turned over to the GI.P. and
B.B. & C.I. machine shops. B._P.TO locomotives handle all traffic
passing over their system. Prior to the explosion of April, much of
the rolling stock-at Prince's and Victoria Docks had to be moved by
manpower alone, due to the existence of small and poorly constructed
turn-tables; these have now been eliminated. A complete detailed
analysis of all B.P.T. rolling stock as well as a diagram-of the new
track layout is available from Op-16-FE, or Aluslo, Bombay:

The B.PT. has connections into the VUadala-arshalling Yard

and a single line connection at Wadi Bunder, Carnac Bridge, with the
Great Indiana Peninsula Railwtay, and the Bombay, Baroda & Central India
Railway, which, in turn, are connected with all the other railway
systems in India. :All are of the so-called broad guage The (5'6").
Great Indian Peninsula Railway has double tracked lines running from
Bombay to: (1) Poona with single tracked extension to Raichur; (2)
Itarsi and-Nagpur. The BOB. and 0.. Railway operates a double track
line X. to Baroda with single track extension to Agra. Bombay is
thus well served with railways linking it to all parts of India. See
Map #4.

1942 and early 1943 records of the volume of traffic handled

by the respective railroads are:

4_ 7 1i,
 A

Daily average number of

:f ro gIht trains into Bombay 9 12 10
out of Bombay 9 10 10
Avetagc No. freight cars, per
train 42 43 45
Ave "age load per car (tons) 13 14 15

,nor period December' -1942 to March:,

1943.
=F<ior period March and April, 1943~
* -AverE~age number of trains handled per 24-hour
day in July, 1942
was 2-6.

The heavy volume of traffic, .plus inability to maintain the

necessary r'epair schedules, has placed a'great strain on the railroads,
but it is believed-that they Will be. able to maintain approximately.
the above service for the 'duration cf the war,
Within the Bombay metropolitan area, the trains of. the two
le~rgo railw~ays are operated electrically. The Bombay*-Poona section
is also electrified~

1)istances from Bombay in railway miles and n ber of hours

requirped for passeniger rail travel:

Miles Hou.rs

Caldutt-a 1,350. 141

Delhi X356 24
Jubbulpore 550
Karachi. 26~
Lahore 37
Madras 794. 32
Peshawar .1143 49
Poona 119 4
Quetta 1,306

{#9
.. '- :
a w
4 ,a=i *t
..p}
'p r r

J '{T k
2

W"

-24-4
 MAP No. 3

BOMBAY RAILWAYS
(All Broad Gouge) VILE

-I---I SINGLE TRACK

I-+-I DOUBLE TRACK

SANTA
SCALE 3/4 /NCH= / MILE

KHAR

BANDRA

DEPOT

DEPOT
DEPOT

DOCK

IDRA DOCK

PIER
IN SFE

aj -. "

Al
"C4~7~""""~i~'~

(b) Rdad: (See'ap #4.)

Motor and truck transportation between Bombay and the rest

of"India is dependent on road conditions as described below.

Briefly, the main roads in Bombay Province are oiily barel)

adequate for military use. Since they were built for peacetime use,
heavier wear increases the problem of maintenance, Secoidaiy roads
are of military value only during the dry season.: Most of them would
break dovn quickly under heavy use. "Hairpin turns and heavy gradients
in the Western .Ghats (mountains) make special problems inauh as
large tranisports suich as tank carriers cannot negotiate them Every-
where on the coastal strip ari in the Ghats the southwest monsoon
annually threatens indefinite interruptions to road transpcr-t.

1. General.

The two salient natural factors controlling 'the under'de-

ydlopedr road" net of Bombay Province are the Western Ghat mountains
and the ami ual southwest monsoon. The Ghats, which iun parallel to
the coastline and about 45 miles inland of it, rise sharply to a
height of 2,500'r 'and' force the channelization of traffic crossing
them, in the length of province,- only 10 'motor roads cut' tshough
the Decanpte.u which. th'e mountains separat -from- the coastal strip.
Th e road's lare: . .:

i. Bombay - Agra.: -_Thai Ghat; '' .

ii. Bombay - Poona'- BhorGhat.

iiio 1 hap) .I LShkri'ial " - Tera
-- idah GhatE.
iv. Dharemtar - Mahableshar - Fitzgerald Ghat.
v. Karad ' Ceh plq- omarli ghat. -
vi.Rtl a'giA i - 'Kohapur Amba Ghat -

v e } &ga'tf 'ipan i Phonda Ghat

iiVengu.rfa - Amboli- Ght.
ix. Karwar - Bellary I Arbail Ghat.
x. Kumta - Hubli Devimane Ghat. -

The southwest monsoon,

which flourishes from June through
September, accounts for nearly
all the annual rainfall, except for -
scattered showers in the eastern section of the province during the
northeast monsoon from October to December. The southwest monsoon
rains vary from 75 to 100 inches along the coast, 125 to 150 inches
at the foot of the Ghats, and 200 to 250 inches at the top of the
Ghats. From that point eastward the rains rapidly diminish, until at
a distance of 50 miles from the top of the Ghats the fall is as little-
as 25 inches. The heavy rains in the coastal strip and the mountains
cause'-swollen streams which are inadequately bridged except on the
principal highways. These result in floods, washouts, and very gen-
eral interruptions to traffic.

hh at!4 r+. a25 -

 BCIAY

24 Characteristics of the Road Net.

Only two. all-weather motor roads proceed inland from Bombay:

the Bombay
- Agra road to the northeast, the Bombay - Poona road to
the southeast. The highway at Poona forks in three directions: the
Poona - Ahmednagar road to the large military establishment at the
latter place, the Poona - Sholapur"- Hyderbad road across the Deccan
plateau, and the Poona - Belgaum - Bangalore road to Mysore ,state.
Prewar traffic in Bombay province was so light that there are no all-
weather subsidiary highways to relieve the load on these main roads;
during the southwest monsoon the secondary roads which have submersi-
ble causeways are subject to extensive interruptions.

3. Durability.

.
..The principal roads are surfaced' with concrete, asphalt or
,waterbcrnd mmacadam, to widths of 14 to 22 feet and are rated to carry
loads not exceeding 5- tons at speeds of between 15 and' 30 miles .an
hour, For war purposes, _militart'trucks up to 7 tons are permitted.
-Under heavy' -traffic the -aterbound -macadam surfaces require:consider-
ablermaintenance. These roads are built on foundations, of hard. murum
or rabble stone! ,' Shoulders are soft and,- during the monsoon are wet
and dangerous, Bridges are usually stone slabs or reinforced con-
crete slabs over piers and abutments, but there are-,a few steelL
girder and concrete-1bowstring girder bridges; widths between parapets
vary from 1' to 24'. Further detailed information about the main
roads is available in Op.l-FE

4e Construction and Maintenance.

The construction and upkeep of provincial roads are the

responsibility of the Public Works Department of the Provincial Govern-
ment, The P.UD, has camps along each main roadfrom which mainter-
ance equipmnent is operated. Ordinary surface patch repairs can
usually .be made from murum stone available on the roadside. For
major works, materials are quarried and transported to the scene.
Apart from the provincial roads, municipal'roads are maintained by
the municipal bodies, and the district roads are-maintained by Dis-
trict Local Boards. The district roads, usually surfaced with murnu
or kankar stone or earth, carry smaller loads at reduced speeds.
The repair of roads and bridges damaged by enemy action is the re-
sponsibility of the P.W.D., which has requested aid from the Govern-
ment of India buthas not yet been able to acquire any reserve stocks
in anticipiation of such repairs.

.5. Special . Difficulties

In the Ghats, motor roads have gradients as high as in

10, and hairpin turns with inner radii.of as little as 20'. These

-26-

-i
: c ' f T g f ; C KL
roads are subject to interruptions from landslides,-falling boulders,
and-damaged and blocked- culverts. Roads on the coastal strip, except
where they cross occasional-spurs, have easy grades and curves. They
are sometimes closed, however, when high tides coincide with floods
to cause excessive heading up of water.

6. Vulnerability.

The entir'e road. net is vulnerable owing to the lack of pr e-

pared diversionary routes. Points of special vulnerability are brid-
ges over creeks where no diversion is possible.

7. Possibility of Cross-country Travel.

During the monsoon season, cross-country travel is im-

practicable'. In dry weather, sub-soils in many areas have adequate
bearing capacities to handle a certain. amount of traffic. Safe per-
missible loads on different soils can be secured from Aluslo, Bombay,
or 0p-l6-FE. The-particular subsoil at any point can be verified
from maps or on the ground.

8.1 Trans and Buses.

The Bombay Electric Supply and Tramways Company, Ltd.

(B.E.S.T.) owns and operates the only street railway and bus line on
the Island of Bombay. The number of vehicles owned are as follows:

Diesel powered buses 185

Electric Trami s -276 -
Trailers 30
Large Freight Wagon 1
Sand car I

Annual Passenger miles by buses (1944) -5,863,063

,Annual Passenger miles by tramns (194) 6,519,098

Nnber of empoloyees 8, 000

This company purchases its power from the Tata Hydro-

Electric Power Supply Co., Ltd. and is entirely dependent upon them
for the electric current operating the street railway.
Sadcr ,
The Intra-city transportation services offered by B.E.S.T.
are very, inadequate. The overloading of B.E..T. facilities can be
appreciated bar the fact that since 1938, the-population of Bombay
has been nearly doubled- to
the -present figure of
slightly over two
million people. Since 1938 there has been no increase in B.E.S.T.
trains and buses. The situation is aggravated by stringent ration-.
ing of gasoline for private motor cars.

T27
 i BOMBAY

There are also interurban electric trains operated by the

B.B. and C.I. Railway.

(c)' Waterways:

There are no navigable waterways or canals linked with

Bombay,

g ;.iai
" ~i
:~ '4 ;~~ ii;
~S
"" "i:~~1;
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i

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 r~f !~~c~~
-11~9~

(d) Air:
Bombay is served by several large airfields, one at Juhu
and the oher at Santa Cruz. Details are avilabe from Op-16-E,
f~om 4uslo, Bombay, orH.O. pub. D-274.

The R,AOFO has made plans indicating a potentially good

emergency aiht~g and beaching: airea for float planes in a section
off1 he~Back Bay ls a~ Suppementary site 'to
the Trombay Naval air
base ialihting -area. -:; :' :'i "

Air-Tr~n~ort -Service is rvided reguarly by the rRo~al

Air Force between Bomnbay and New Delhi (4~hours);CGcnitta via NEag~r
(8 hours); Karachi(4 hus} Colombo (8 hours); Bangalore (~Fhouis).
There are also conne~tions to Mad~as and~:chin\.K1 Th're is aso ser-
vice by Tata Air~Lines to these joints and by ATC to Karachi, Agra,
Delhi and Calcutta. (Services are restricted during the monsoon
season.)

Illi ~I
;f
,~:ZF
:'I
.~.;.~P~frs2~ ~*r

-29 ,b~b -~6LPC)Yllt-;d-Ij~

q(-
 (e) Communications: -7-
ri
:-i
i

1, Radio.
;-
I;
ii
n'~

.i. Navy.

Fixed service (point to point) to Whitehall, Simonstown,

Basra, Colombo, Belconnen, Wellington, New Delhi, and Indian ports.
High speed service with Whitehall and Colombo, remainder manual.
Keeps watch on naval ship-to--shore frequencies ard controls "I"
mt-thod group betweenColombo, Aden, Kilindini and Bombay for shore.-
to-ship traffic.

- World-wide range on high frequencies.

ii. Army.

Point-to-point schedules with various Army stations in

India.

i,.
L11, ROAOF.

Works schedules with various Royal Air Force stations in

India and reconnaissance aircraft operating over the Arabian sea.

iv. D/F

Medium frequency station available for use by merchant

ships. Naval intercept station. Radio location units for defense-
against both surface and air craft are being installed.

v. Port War Signal Station.

Three are in operation at Ballard Pier, Navy Yard Jetty and

Colaba ,Point and there are phone connections to points both north and
south of Bombay.

'2.- Carrier Pigeons.

Limited use for ship-shore communications and for air-sea

rescue.

3. Transportation of Messages.

Telephone system adequate for normal non-secret traffic;

very limited extent on bicycles for naval--messages-. Army operates
dispatch-rider service,

30 - -IJ
7-W 1 .i
k'
;:~

i.? :~i C!T:1

 _ Nook

4. Cable.

Bombay is connected by submarine cable to Aden, from which

place the cables radiate: to Colombo, Seychelles, and* P~'t Mlombasa
Sudan, and: f rom those places to the United Kingdom,. South and West
Africa, North and South America, and Australia and New Zealand. ' .The
company in India is
known as the Indian Radio and Cable Communica--
tions Company, hich is in association with the world-side systems
:of _cables and wireless. The company is controlled by the Government
of.:ndia and the system is adequate for service requirements and is
reliable~ . .- -

H0 M.I. Dockiyad, carries out repairs of all communications

aterial, and similar service is undertaken for commercial equipment
by the British. Wireless Marine $ervice.

The Indian Radio and Cable Communications dompany have in-

qugurated a direct high-speed, radio telegraph service between Bom: y;'
New York and London.

5. Telephone.

Local service is provided by the equipment formerly the

property of the Bombay Telephone Comp~any, Ltd
., whiich operated the
Lelephone systems in Bombay, iBmedabad and Karachij. The company was
purchased by the government, and is now operated by Indian Posts the
and Telegraph Department,

The installation is a 5-digit Strowger rotary ' line switch

automatic telephone system.. In the' Bombay area ' there ' are five main
exchanges in the city, and five in the suburban area.
On January 1,
1912 -there were 32,24.1 telephones in service, 107 manual switching
and .32,034 automatic or semi-automatic, of'.which 27,596 were in Bom-
..
bay. Local exchange wire totalled 138, 553 miles and inter-urban
5,470 miles.. Approximately 65% of the subscribers' .distribution
system is underground cable and 35% is overheadwire. Of the wire
;ruleage,. approximately .95%_. is underground and. 5% overhead. All
junction lines: area underground; The system had 607 employees en-
gaged exclusively in. tlepho-.wookand.658 partly in telephone work.

The telephone system is reliable and adequate but overloaded

due to war traffic and inability to obtain extension equipment,
Equipment is in good condition. 40% of 'the present instaJilation was
made in 1924 and the remainder since that time. (Note: Telecommuni-
cations are now being improved and extended through a program
scheduled for-completion in 1944/5. Land distance telephone and
telegraph circuits, particularly , will be improved,)

w 3 - L
u~t ;i m~
 The system is in direct communication with allother tele-
phone districts, served by the -Indian Posts 'And Telegraph Depsrtmient
trunk system0 The operating organization ,has 'facilities f o id n~fal
maintenance of telephone z't ents and switchboards. Heavy repairs
or extended work would be taken care of by the workshops.
6d.~ The Bombay Telephone Workshops.
The work shops at Gall Street, Byculla, Bombay, employ about
1,400 workers who are described as both resourceful and efficient in
their work. Until 1941, the shops were devoted principally to repair
work,'bat since that time, because of inability to secure parts and
equipment-they have entered upon the -manufactur~e of required items
~and now manufacture most of the parts. and equipment needed, for ,the
system and also such items as switchboards, railway signal systems,
various types of relays and other electrical equipment, and do ma-
chine work for- other telephone systems as 'well as other government
departmients.

The workshops include a wire and cable shop, a machine

shop, tool and die department, assembly department '(telephone coils,
cable, and- switchboard parts), switchboard apseinbly shop, repair and
test shop, spray paint shop, welding shop, plating shop, blacksmiith
-shop, Ecarpenter shop, and design and- drafting department.' The wire
and cable shop is capable of drawing wire from -" dowrn to #42 B&3S
gauge.. The machine shop is well equipped with several small turret
lathes, two .9"1 general. purpose lathes, punch presses, a. 421? guillo-
tine, shapers, milling machine's, multiple spindle drilling machines
and numerous',other small tools as well as manual toolse The tool
aind die .depa'rtmnt is capable 'of making dies, drills, reamers, etc.
'The other shop' i.e.,the spray paint shop, welding shop, carpentry
shop,: blacksmith shop .and.plating shop, while small, rare most 'complete.
The, standard of work is quiite high, particularly that .done in the
weldi.ng shop, which, does quite-a 'bit of work for A.OP, and -other
government agoncies.

In addition to work in the communication field, the shops

also manufacture plugs for shell fuses, and have designed, manufac--
tured and installed specialized equipment for use in other fields.

-32-
 _ii

()L}abor Loddin and Unloading):

There is no shortage of unskilled labor in Bombay, Attempts

to as&erta .n the average numb'er of unskilled labor in the dock areas
and the maximum forcel available were inconclusive because this type
of labor. is hired by the day and its availability is practically un-
limited. The Movement Control Officer stated that about the only-
definite figure he could give in regard to dock labor was that he
could supply one thousand additional workers ari time with less than
twenty-four hours notice.

Assuming that all the fifty berths (Prince's, Victoria and

Alexandra Docks) were occupied by the largest cargo ships that could
be accommodated and that cargo loading or discharge-in all was taking
place some five thousand workers would be engaged., However, ships
often double up along. the berths at Alexandra Docks. Also, passenger,
hospital, and war ships occupy these berths as do ships needing only
minor repairs or waiting for sailing orders. Thus the ships would
have varying requirements making "this figure very approximate.

Operation of equipment, police force maintenance crews, and

incidental labor
likewise is subject to
changing needs, but an un-
substantiated estimate would place their number a~t 'roughly four
thousand men for the three docks. The dock areas st Bombay are all
owned, completely maintained, and largely worked by Bombay Port Trust
personnel and as such Bombay is a civilian port.

At the present there are all sorts of labor working in, and
sueriing~ ovr;port operations. There are, for example, members
of the--British ''Arm y; Indian Army; Brit'ish Navy; Royal Marines; Indian
Navy; Bombay Port Trust Staff; private stevedore, transport, and ship
repair companies all working in different numbers and at various'
times within the docks. The problem of pinning down the exact com-
po'sition and nimber of those concerned in cargo handling and other
port activities is therefore rather self evident; it is further com-
6licated b'rthe pre sce.of women, Chinese, and prisoner of war labor.

Coolie labor, maintenance forces, and all other port labor,

except stevedores, skilled operators, and office personnel, is
largely supplied by Bombay Port Trust. Unskilled labor is note-
worthy because it is entirely local labor and also 'because'of its
heterogeneity. Among ordinary dock..labqr are individuals professing
every sort of caste, creed, and communalism;,

However, there is a'lac' of skilled and supervisory labor.

This-situation may safely be said to exist in the majority of enter-
prises in Bombay and probably ii all of India as well., It has been
reiterated consistently 'by both civil and military; employers that

K ' - 3 .
 the paramount consideration regarding the efficiency of any undertaking
carried out in India, is the amount of available labor in this cate-
gory. Inasmuch as unskilled labor is singularly lacking in the quali-
ties of intelligence, initiative, leadership, the effectiveness of
this force is said to be geometrically proportional to the number of
skilled supervisory personnel. Since the lack of skilled labor.is a
fact, inefficiencies are inevitable.

There are three main divisions of labor in the Bombay Dock

Areas:

(a) Military Labor:

Military labor handles and supervises all

military cargo on the quayside to and from
the hook. Their number is small in compari-
son with (b) and (c) below.

(b) Bombay Port Trust Coolies:

This labor group is responsible for handling

all cargo ashore on which dock dues are
payable.

(c) Stevedore Labor:

Stevedore labor handles all cargo within a

ship on authority from the Sea Transport
Office. The stevedores are responsible for
unloading a ship up to a hook and for load-
ing a ship from the hook to the hold.

Stevedore labor is considered semi skilled labor and is

paid at a rate of roughly two rupees eight annas per eight hour day,
These men are hired by the day from the four following private steve-
dore firms, which are the main sources of supply of this category:

Hillson & Knox

R. Sharp
Eastern Bunkerers
Drabshaw, B. Cursetjee & Son

Stevedores are mostly Phatans and their physical and mental

qualities are considered to be very much higher than that of unskilled
dock:coolies Stevedores work and are paid by gangs, each gang con-
sisting of six men, three winchm-en, and a supervisor.

A skilled laborer is paid on a basis warranted by the de-

gree of his skill. The pay is low, as for example, an expert craneman

I
i !- :%
. .
le
FisB~~
 ~h~mui~i~BBAY
does well to -earn four-rupees per-day., A large proportion of, labor
in the semi skilled and skilled category is made up of Anglo-Indians,
and some are Italian POW.'s.

Altihough skilled laoor is relatively strongly unionized and

there are certain days and hours in which it will not work, port
authorities have stated that their refusal to work could not tie up
port operations more than momentarily inasmuch as
there is adequate
military personnel to take their places in emergencies.

Port facilities can be, and often are, operated on a:twenty-

four hour basis. Coolie, or ordinary dock 'labor, is non contract
labor hired on a daily rate of one rupee eighta.anas for eight hours.
This dock- labor. is. not unionized and any "individual may work as many
hours out. ofthe twenty-four as he is physically capable. Working
overtime does.not, however, entitle a dock laborer-to increased pay
rates, Overtime pay is granted on a proportional hourly rate based
on the regular eight hour day wage.

There are no provisions for vacation with pay, living

quarters, medical facilities, or food allowances, for ordinary dock
and, semi skillped labor. The physical stamina or willingness to work
of coolie labor is very low but this difficulty is partially oversome
through sheer .weight of nuimber's and the military and Bombay Port
Trust as employers make it a practice to discourage. overtime work.-
The best that can be said for the intelligexnce of docklabor is that
instinct and habit are us-ed as substitut~es.

Generally speaking the threat of strikes among unskilled

dock labor is not serious, for the obvious reason that strikes depend
on strongunions, strong unions depend on large monetary contribu-
tions, and large union fees cannot and will not be paid, by a member-
ship receiving bare subsistence rates.

.,By way, of re apitulat: on. ..

t can be said,;thatunsklled
abor-is sufficient7,in:e ic'ent an~d -non Mnio
nized0 Semi sklid
and ski ed abo- -is' nsufficient, efficient, and u1 ionized. As ar
as unions are concered, it is safe to-generalize to the exteit that
none is strong enough as yet to maintain more than a three or four
day strike. Reliable authorities have averred that the&6 -a rapid -was

arid strong growth of union activity before the 'war, and. that this
trend would undoubtedly contirnue after the conclusion of peace. Most
sources agree that-the most powerful single union in Bombay is the
Transport Union whose membership comprises streetcar operators, truck
drivers, and' public busmen.

7-6
-'
35"
 uinhin - IaiC

(7) Capact :"0

During 1944, the following volume of cargo (long tons) was

handled through the principal Port Trust facilities:

Imports -.2,2479077
Vxports 887,272
Total - 3,134,349

This represents a weekly average of 59,138 tons; and a daily average

of 8,448 tons, During the f.scal quarter, the daily average is cal
culated at 9,642'tons. The figures include cargo handled at the
three wet docks, .and also cargo handled by lighters to Haji and Hay
Bunders, from ships in the stream, but excludes figures for petroleum
product tonnages.

It should be noted that from 14 April to about 1 Nove~ber

1944 the facilities of Victoria Dock were unusable as a result of
the explosion and subsequent 'reconstruction program.

Earlier estimates in 1944 placed the capacity of the port

as follows:

Tons Total Tons

Berths Day & Night Day & Night
Alexandra Dock 12 650 7S00
Princes Dock )
Victoria Dock) 12 500. 6000
Stream* 4 400 160
15400
*Stream working depends on the monsoon.

As repairs are completed and new handling equipment installed, con-

siderable improvement in the handling of cargo in the wet docks can
be expected:, -However, to secure the maximum capacity would require
perfection in planning and operation, with 100 % efficiency in the
operation of available equipment and the addition of cranes and
other handling equipment.

In addition to these problems, it is difficult to operate

the Port of Bombay in full theoretioal capacity for various reasons,
Draft limitations in Prince's and Victoria Docks-, as noted on pages
12 and 13, prohibit the use of these two wet docks for the principal
cargo vessels of this war--Liberty and Victory ships--while at- the
same time Alexandra must also be used for deep transport vessels
which, during the ,last half of 144, brought in an average of 60,000
British and 10,000 American troops monthly. Also the unsatisfactory
bulk cargo rail facilities across India, the local Bombay Port Trust

4 -36
railway "bottleneck" (insufficient rail siing, rolling stock, etc.)
and inadequate transit shedding have; necessitated greater -use of the
port of Calcutta as the most forward port of entry for military sup-
plies.

To allow the greatest possible freeom for cargo handling

at Calcutta, repair activities, insofar as' possible,.have been con-
centrated in Bombay, which is the headquarters of.-the Directorate
General of Shipbuilding and Repair. This .activiy,'_-i4 .turn, occupies
a: large number of berths:, .n Prince's and Victoria: Docks, Even so,
there are. considerable periods when berthing space, available is not
entirely:' filled, and, although tonnage figures of cargo handled showed
a - st&dy rise. in December 1944, and January 1945; af'ter the completion
of the reconstruction permitted full use of all pet. docks, cargo
handled in February 1945, showed a definite drop. due only to the
smaller amount of shipping directed to Bombaj . It is believed, how-
ever, that Bombay can accommodate the tonnage capacities estimated
as the port's potential at any time that such a. quantity of shipping
might be_ required.

37 - 1 "--3-~
.c. Sunplies:

(1) Water:

The sources of Bombay's water supply are four rainfed lakes

of which three are in use. Vehar Lake, whose capacity is 9,200,000,000
gallons, is located 14 miles from Bombay on the island of Salsette.
This lake is 184.71 'above sea level. Tulsi Lake, with a capacity of
2,400,000,000 gals. is also lccated on the island of Salsette, at 376'
above sea level. Tansa Lake, whose capacity of 35,600,000,000 gallons
makes it by far the largest, is located 60 miles northeast of Bombay
in. the Western Ghat mountains near Nasik, at an elevation -of 340',
On the island of Salsette, Powai"lake (1,100,000,-000 gallons), remains
at such a low level that water from it would require filtration; hence
its supply is not-used.

The average water consumption in Bombay ranges between 100

and 104 million gallons per day for all purposes, including domestic
and industrial use. This represents approximat ly 66 gallons per
capita. Calcutta, the largest city in India, uses 46 gallons per
capita for all purposes, and London had a daily consumption of 45
gallons per capita for all purposes. It is claimed that no city in
India has equalled Bombay in its water 'supply, e'.ther in quality or
quantity. Routine analyses; of the water are m.d6 every two weeks by
the health department. Samples are taken frorreach of the three lakes,
from the pipes outside of ,Bombay, and from eac4; of the two reservoirs.

The municipality has acquired ownership of the following

watersheds surrounding the lakes:

Vehar 4 square miles

Tulsi 2. "
Tansa 53 "

There are no villages situated close to any of the lakes,

There has not been a waterborne' epidemic from the Bombay system in
recent years.

The water supply for the cit, is considered adequate in

quantity, and good, in that it is safe to be taken aboard-ship. -Water
is not filtered in Bombay and purification is accomplished by the
forced injection of chlorine gas. The largest chlorination plant,
which can treat 90000,000 gallons a day from the Vehar and Tansa
lakes, is at Powai Lake. At Tulsi there is a plant which treats up
to 3,000,000 gallons a day, and at Ghatkoper, 13 miles from Bombay,
10,000,000 gallons a day can be chlorinated. Despite the pure quality
of the water, it is the custom, among Europeans, to boil water before
using.

38
*i ~w ;1-
~,
 t
r.

There are no. pumping stations in the system, and water is

supplied by gravity first to the two reservoirs in Bombay and thence
to the various parts of Bombay, Tansa and ITulsi lakes supply the-
Malabar Hill Reservoir, which is on the: highest point in Bombay, 167'
above sea level,' The' reservoir has a.. capacity o. approximately 33,000,
000 gallonsl of which :40 O00 are pumi~petd into a tank above the reseP-
voir by the two 28-horsepower and two 35-horsepower electric motors.
The tank:; supplies water. to several especially high points in Bombay.
Water.from. Vehar Lake runs to Bhondarwada, a reservoir rear the Bom-
bay docks with, a capacity- of 20,000,000 gallons 114 '2abobbe sea letel.
SThere is a small tank above the Bhondarwada reservoir used to dis-
tribute water to' several high points near it. Two 45 -hsepower
'
electric motors operate the pumps. used to fill the tank.:

Nearly the whole length of the pipe lines from the three
lakes lies exposed above the ground. There are two very vulnerable
spots:, one of which is protected by anti-aircraft 'guns. The pipe
line is patrolled night and day- by inspection. and _ntnsenoe per-
sonne :of the Bomibay.:Water Department and by the Bombay police, Ap-
proximately 500 men are employed by the Bombay.. Mlunicip alty .. cs- .main-
tenance. crews for the entire water system and a car t rack ruis .along
the pipe. lines.

All of the water supply is derived from, the rains of the

southwest monsoon. Rainfall at the three lakes in 1941 and 1942:

Lake - _1_91,x1 1
Tansa 91.21" 1.9611
Vehar 49.86' 89.24
Tulsi 61.68" 111.18"

Shortly befbre the monsoons break there usually remains approximately

two. months' supply of water. The rainfall of 1942 is considered
exceptional.

The water pressure available for fightingfires

is 25 to
45 pounds per square inch, depending on the location. In the event
of large fires the pressure i's increased by cutting off the water
supply from other sections of Bombay. Since the city'.s water supply
is'received through seriously exposed pipeline, eighty static tanks
have been built in the cit~ .to hold a reserve supply of 4,000,000
gallons of water for emergency fire fighting purposes, and the city
is planning to.- build 26 additional. tanks.

After: Japan entered the war, steps were taken to develop

a reserve system of water supply. Of 1,650 closed wells -under
municipal control, it was expected that all would be opened by De-
oember 1942. Several hundred wells under private control have also

iff
1 Yrminmmm mrn
 BOIBAY

been opened. Hoiver, this r'eserve 'would' not meet the requirements
of Bombay city in an emergency.

The chief engineer of the systemn has -stated that the pipe
lines could be tapped at: any .point to meet 'nilitary requiremnents, and
to provide water for camps accommodatiig as many as 50,000 troops.

In 1942 there was a shortage of water pressure at the docks,

and delivery to ships in the docks was at a rate of not greater than
20 tons in a day of eight hours, or 160 tons in a night o± eight hours,
for each hose. Since that time pressure has been xincreased by the
completion of a 100,000 gallon-tank, and by connecting docklines to
larger 24°' mains, and work is in progress on a 200,000 gallon under-
ground .tank ,with booster -pumps.

Ships in the stream suffered especially from the lack of

"pressure, for water 'boats could load not more than .250/300 tons daily,
while the number of vessels in the stream was the greatest in the
history of the port. The pressure tank installation was expected
to .raise the loading to 500/600 tons per day.

ti y 'tp- I p' yY~ ' c

' - 40-
 F P t : .

S-}

I?
Photo #15 -Sewree oil installations.

Photo #16 - Looking west northwesterly alongPir Pau oil pier.

 ap: .:a:i
.- i i:"i~r-
-- i ~ " ::
I----n:

p~.

~~ ri;~ ifia

Photo #17 - Looking northeasterly toward the outer end of Pir Pau oil pier.
 (2) Petroleum Products:

The three 'major petroleumm companies 'established in India,

operate in the Bombay area. They are the Burmah-Shell Oil Storage
and Distributing Company of India, L-td. , the Standard' .Vacuwm Oil
Company, and Caltex (India) :ltd.. "A~s,,a:.wartime measure, although
corporately separate, these firms have pooled all of their tanks in
Bombay. They also; handle their stocks of bulk products and lubri-
cating oils in a pool.

Uniform :.specif ications for products supplies "to commercial

and industrial consumers arefollowed 'as a result of the pooling
practice,

Constant examination of the petroleum position, including

stocks,.storage capacity, future requirements, etc., is made by the
so-called 'Cooper Committee', This officiallyrecogri d ;body con-
sisting of representatives qf the three companies was established
at the instance of the Overseas Supply Committee,London, and pro-
,vides a continuous flow of information about the position of the
industry in India to the Government of India and to' the British
Government.

Figures below are long tons, as of about 15.'August,19

Tank Storage ooed. T hroughout

Product 'apacit Tons Per' Month

Light diesel 20,208)

Varine diesel 17,177) 35,000/%0,000
Furnace 68,l87 10,000/15,000
Gasoline
Aviation . 30,000 '5,000
Qrdinary 35,000 = ,10,000
.
Kerosene 50,000' 15,000
Lubricants 0 .2,500 4,000

*Total ... 223,722

Brick and concrete 'sheathing is employed for the protection

of manyr tanks, and '-all storage tanks exceeding 30,000 imperial gal,
lone are gquipped..vith foamite apparatu-s, most of which is of a per-
manent typo z Static water' tanks are dispersed about the installa-
tions to supply trailer pumps, and separate water lines with hydrants
have also been laid, Valves are: protected by masonry construction,
and where possible. lnn.es have been' buried, while some pipe lines have
been protected by ,building masonry' walls on either side and filling
in with sand.

1,41
 BOMBAY

Facilities for Bunkering:

Pipe lines alongside docks:

Location of Pipe Lines Minimum

Outlets Number Size Outlets Depths

Princes Dock 1 6" 10 19'

Victoria Dock 1 6" 8 22'
Alexandra Dock
Berths 1-17 1 8" 18 25'
(1 10" 11 25'
(2 8ar 19 25'
Berths 18-22 (1 8"(kero) 7 25'
(1 6" 1 25'
(1 "4"(avia) 9 25'
Ballard Pier 1 6" 1 30'

(For plan of outlets see Map #2).

Fuel oil is moved by a booster pump located at Burmah-
Shell's installation at Wadi Bunder (see Map #1). The maximum fuel-
ling rate is considered to be 180 tons per hour with the following
specific rates:

670-750 .bbl:. per hour through 8" pipe line.

1350 " it "1 it 10" I
1675 It i" "i " 8" and 1011 pipe lines
combined..

The subjacent information sets forth the principal sources

and facilities for fuelling in-Bombay:

(a) The Admiralty fuelling installation at Wadi

Bunder consisting of three tanks with a capa-
city of 4,000 tons each.

(b) Ferry Wharf (Alexandra Dock Wall) three tanks

with total capacity of 1,000 tons high speed
diesel. One tank with a capacity of 30,500
imperial gallons of motor spirit. Two water
tanks for pipe line water circulation.

(c) Royal Fleet auxiliary oiler OLCADES Self pro-

pelled fuel barge.
Capacity: 7,000 tons furnace oil.
3,300 tons high speed diesel.
200 tons light diesel.

-42-
 -B CL
BCMBAY

(d) loyal Indian Navy 'dimb fuelling barge under

construction (reported..'. evailable May 1945).
Pumps driven by electric power which must be
-supplied bW- vessel being 'fueled (110/220) D.C.
Oapacityo

S 400. ton furiiace

110'tons light diesel
450 -tons, high speed diesel
Rate: 30 tons per' hour
(e) A 50-ton self propelled barge is now under
construction. The barge will be used to sup-
ply high octane gasoline to aircraft carriers
and, othr us'rs of' this grade of'fuel.

(f) All gasoline burning craft are' fulled =ex tank

trucks or by 40 or, 5 gallon cans. Pipe line'
feed from source of supply. (Ferry WUharf. tank)
is impracticable - i.e, too rapid and in too
large quantity.

Tankers are discharged at the Pir Pau at the N.E. end of

the harbor (see Map No, 1) which is specially equipped with pipe line,
pumps, .etc., for such work, and connected with ,the bulk storage fa-
cilities of Bombay. Description of the pier is at 8l-b(l) page 12,
and further details are available from Aluslo, Bombay, or Op-16-FE
Fuel oil is discharged through 6" or g" pipe lines at rates of 160'
to 200 tons per hour, through two lines, depending on the ships
pumps which are always required.

With sufficient notice (minimum 5 days) through the Princi-

pal Sea Transport Office, special arrangements can be made for de-
livery direct'from a navy oiler or other tanker. It is always de-
sirable that the maximum period of notice be given. regarding approxi-
mate requirements to enable the oil companies or P.S.T.. to make
arrangements.

Oil tinning. packing and stori:

The manufacture of oil tins and druns has been incrased

considerably since the beginning-of the war, One new company has been
added to those manufacturing tins and drums while one small company
has discontinued operations. All companies have added new machinery
and stepped up their monthly outputs.

All surplus two and four gallon tins are being used by the
government of'India for food storage.

J wi "} I Y, "

.:.-i.: :: W 411
 a'l -VP ~ :,

The following manufacturing plants are in operation in

Bombay as of 12 September, 1944:

2 Gal.. LGal. /14 Gal.

(Drum)
Caltex (India) Ltd, None 250,000 25,000
Standard Vac, Oil Co. .00,000 300,000 40,000
Burmah Shell Oil Co. 2.00,000 250,000.
None
Western India Oil Dist. Co. (Has discontinued operations)
Indo-Burmah Pet, Co. None 200,000 None
International Synd. 300, 000, (Only for
Govt.. of
India.)

All figures are monthly maximum production,

- 44 -
 tf +r {x BQ Aa

(3) Coal:
The Bunker coal in Bombay comes under the jurisdiction of
two agencies', each administered separately.' The Ministry of War
Transport. administers. coal bunkers for commercial vessels and Fuel-
ling Officer, -British
Naval Sea Transport, for all transports and.
His Majestyts Naval Ships. It is the practice to borrow stocks from
each other when necessary.

All coal -used' in India originates at the: Bihar and Bengal

coalffields and all .'is-shipped by rail. The two best grades for
bunkers 'are Desherghar (high, volatile') and Poniati.

Monthly. commercial bunker consumnption in Bombay dur~ing tie

last six moniths. of "1943 was .3000 tons and Sea Transport's was
26,000 to 40,000 tons. Both Sea Transport and Ministry of War
Transport consider their nor~mal requirements to be 30,000 tons per

moth ea..,The average mohthly stocks

of bunker coal held in Bombay
during the period noted were 110,9000tons, but, this wa:s ,later re-
duced. to 65, 000 tons~owing to the short raising of coal.. Sea Trans-
port nonrmally kept a two-month supply on hand (60,000 tans), but has
tried to raise this to a four-month reserve.,

Vessels in Bomnbay' are all bunkered by lighter. Cool'ies

load 'bukers in ba'skets, each 'basket 'weghing..approximately4
pounds. In this manner l 500 ,to 2, 000'f.6jns .:aregoaded into. a ves-
sel in . 4 hours.: .

Sea Transport stores their coal. at Mua zagon R~eclamation on

Tank Bunderwhich has 'an area of 1 ;,275 square yards. Commercial
stocks are sitored by various private' commercial' firms; whose storage
space will hold. sufficient stocks for 'a.'large increase of coal
bunkering in Bombay.

r .4.

:9 M%

. V ' "i c..

 J; 4

BQVIBAY

(4) Electricity and Gas:

Current commonly supplied in Bombay is AC, 3-phase, 50

cycle, at 230/400 volts, Converters make 'it possible to supoly DC
current at 230/400 voltages.

The Tata Hydro-electric System supplies power in bulk to

the raiJways,-'the Bombay Port Trust,, the Bombay Municipality, the
Bombay Electric Supply and Tramways Company (who in turn retail
power and lighting in Bombay city to consumers.using less than
500,000 kilowatts per year), to eight other distributing companies
in Bombay Provin~e as well as to large industial consumers located
on the Island of Bombay and vicinity.

Power is generated by three large hydroelectric stations

located at the foot of the Western Ghats, some 40 to 60 miles south-
east of Bombay City. The monsoon rainfall is impounded in five lakes
formed at Shirawata, Walwan, Lonavla, Andhra and Mulshi, The total
water. storage capacity of the system is approximately 40,000 million
cubic feet,

The electrioal system is completely interconnected and

power is transmitted to Bombay City and other areas at'100,000 volts
in the form, of ,3-phase alternating" current with a frequency of 50
cycles. At Bombay, two. min receiving stations transform the power
to 22, 000'volts or 6, 600 w'olts for "primary distribution to the
various load centers.

In addition to the three hydroelectric generating stations,

the Chola Steam Power-Station (capacity 40,000 Kwis.) of the G.I.P.
Railway, located near Kalyan, is connected to the system and operates
as a standby in the event of a breakdown. Due to the interconnec-
tion, the danger of serious interruption to supply due to enemy
action or sabotage is considerably reduced, Local civil disturbances
(Fall, 1942) provided experience in this respect. At ,the present,
armed police are still maintained at power stations and main receiv-
ing stations and transmission lines are patrolled regularly by the
company's staff and armed police.

The aggregate 'firm capacity (exclusive of the Chola Steam

Station) is 190,000 kilowatts. The present saleable output, ex-
/clusiveof steam generation, is approximately 1,000 million KWH
per year.

The 'company's equipment at the generating stations, the

transmission system, sub-stations, and underground distributing

rs ~c~r9;~ 1 ~~
7"T
_ 46 0
K ; ::
A; ' ,
 SBOMBAY

system are maintained in' first-class operating condition. An ade-

quate supply of material required for repair and replacements is
mdaintained as well as a fully equipped. electrical shop in 'Bombay.
It is considered that the company's' efficiency and operations are
on a par wi th that encountered in the United States.

Due to the country's overbuirdened transportation system

and to the tight position in coal /jsupply,every effort is Imade to
limit the consumption of jelec uici-ty to the amount which can be pro-
cuced by the hydroelectric plants in order to reduce the consumption
of ,coal which must be. transported from Bengal, Strict control of
new consumer connections is exercised and no new connections may be
made' without the' governme'nt,'s permi'ssion. The textile mill ihdustry
which represents a large part of the system load has cooperated in
reducing the system. peak load and increasing the efficient utiliza-
tion of impounded water by staggering the weekly mill holidays so
that oneseviith,of the mill load is shut down on each day of the week.

Gas:

Gas is manufactured and distributed by the Bombay Gas

Company, Ltd., with plant in the Chinchpokli area of Bombay, along
the. east side of Great Indian 'Peninsular Railway, about 150 yards
off the juction of Parel Road and 'Arthur Road. The plant cover,
about nine acres of land, employes about 1400 ,workmen, and an -office
staff of about. 100 persons.

Gas is produced by a coal carbonizing process which

utilizes 25 generating settings of horizontal retorts capable of
producing approximately 3,300,000 cu. ft,- of gas per day. Approxi-
mately 66,000 tons of coal were carbonized in 1943. The necessary
condensing, exhausting, washing and purification plant is installed
to handle the manufactured gas, and the necessary meters, gas
storage tanks, district governors, booster plant and a well-equipped
laboratory are maintained0 Machine-shops, smithies, foundries,
patternmaking, motor repair shops, tinsmiths, coppersmiths, large
stores and a fully equipped dispensary in charge of a, medical officer,
are maintained, making the gas works practically self-sufficient.
The company also maintains its own steam and electric generating
plant.

As of February 1943, maximum production has been, reached.

Application has been made for extensions and enlargements, but as
of the given date, it has not been' possible to obtain the necessary
materials.

The distribution system consists of approximately 250

miles of trunk and distributing mains and about 300 miles of service

f.4a
supply-pipes, all of which are controlled in the governor house
and works and fed through three trunk mains. The mains (24", 8"
and 8" ) allp pss from the. main entrance of the gas works through
a narrrcw lad-e for a distance of about 150 yards before branching
off to the three sections of Bombay Island. The 24" main supplies
the center and east of the Island that extends to the extreme sout
(Colaba Point), One 18" main supplies the Malabar Hill district
and the other supplies the northern part of the island, and Banda..
All mains are laid approximately four feet undergrouhd, Three gas
storage tanks at the works have a total capacity of/2,090,000 cu,
ft,) with individual capacities of 1,500,000, 350,000 and 240,000
Cu., ft,

The plant has its own private railway siding and a fleet
of 25 cars and trucks is maintained. All coal is received from the
Deshergarh fields in Bengal, about 1,000 miles from Bombay. The
coal is brought by rail, transferred into the company's light-gauge
tipping wagons,- and either discharged into breaker pits or stacked
in godowns or on open land,

Approximately 75% of the public street lighting of Bombay

is by gas, and gas is. largely us.ed for industrial and domestic
purposes,

.r48
;.

- 4 - r~p~i~iii~r~a~
 (5) Food:

Rationing of food was instituted in Bombay 2 May 1943. At

the time it-was being considered, it was proposed that rationing
would be in effect for food grainssuch as rice, wheat. bajr., and
jowar, and for any foodstuffs, including bread derived from these
grains. Previous to that time, ships calling at the port had found
sugar, flour and canned milk especially .difficult to procure, and
some lines had begun the practice of. provisioning their ships for
voyages of six to seven months, so that' it would be unnecessary to
obtain provisions in Indian ports.

The cost of living has risen tremendously in Bombay, and

.in,.April, 1943, food was estimated to be more than three times as
expensive as in WWrashington, D.C. for a similar, diet. Imported foods,
when obtainable, were almost prohibiively priced,, while native foods
of very inferior quality were priced at rates formerly quoted ftor
'imported ..items. of' superior' quality.

In September, I944, little improvement in the 'supply' or

prices of cereals was noted, though rationing had iinp±'oved distri-
bution somewhat, At the same tine a shortage of potatoes had de-
veoped with the. result that the price.. rose as high as .30 per pound,
against .the normal 6&¢ The Government took effective steps in this
instance, One of the greatest obstacles in maintaining reasonable
prices results from inadequate storage, space and poor transportation
facilities.

With reference to the: high, cost of. living in Bombay, it

should be noted thet prilce -rises in clothing and various toilet
sundries, are even greater than in food, sometimes as much. as' 1000%
to 1500°'0

Information ,regarding cold storage. qapacity and facilities

is found at page 16, '(See 81l.b(3)).

-' 49 " I=--"s~39~ l~na~rl

 .. " . aa 3 nV ,i' << :L_.
gBE~I
,. }

d. Re
PaiLr Facilties: (Extensive details areavailable from Aluslo
Bomoay or Op-16-FE)
The oinly repair facilities for technical gear (Radar, firing
circuits, echo sounding, gun mountings etc.) arethose of" the Royal
Indian Navy at H.M.I.0 Dockyard. Ordinary hull repairs and engine.
overhauls or. both merchant ships and war vessels are undertaken by
Mazagon Dock Co. Ltd., Alcock Ashdown & Co. Ltd., Scindia Shipyard,
& Co.,.Ltd', and to a lesser extent by Bombay steam Navigation Co.
HiM ,41 'Dockyard is .devoted exclusively to. warships. The facilities
include the Duncan. Diydock and the upper and lower Bombay docks0 All
facilities have been overextended since the. Mediterranean campaign,
and it is
doubtful if the repairs capacity will exceed the demand for
a longtime to in
Ime, the latter part of 1943, naval repairs by
the regular commercial firms had reduced their capacitiy fora repairs
to merchant ships by'about20%..

The Defensively- Equipped Merchant Ships Office, (D.E.M.S. )

is located at Bombay. This agency installs, makes repairs, and in-
structs crews in the care and use of armament on merchant ships that
call at Bombay

Of the various docks,. naval and private, there are several

wvhich will handle cruisers. One dock can-take all Royal Navy Aircraf't
Carriers except the Eagle, and another can take the .aus. All
types of repairs can be made to the types mentioned. Details are
found on pages 54-58.

The following shipbuilding and repair firms are prepared

to undertake nearly all types of repairs:

Mazagon Dock, Ltd.

Alcock Ashdown & Co., Ltd.
Scindia Shipyard & Co. Ltd.
Bombay Steam Navigation Co,
*Bombay Port Trust- Workshops
*Braithwaite, Burn,& '-asssop ,'

*Ship repairs in emergencies only.

Generally, the commercial repair facilities can be defined and de-

scribed as follows:

(1) Limis of Magnitude:

(a) The size of ship that can be repaired is limited by

size that can enter the port for work afloat, and drydocks' sizes
for underwater work.

I 50 -
 -t

S-
4 "~i:S

Photo #18 - Hughes dry dock with British CA, 'County' Class, under repair. At right, 60-ton electric rail
crane.
 ::

i- -
I -

Photo #19'- Looking southerly from head of Merewether dry dock toward south quay of Prince's dock.
 (b) Lifts are limited to 60 tons afloat, 60 tons in Hughes
Dry Dock, 100 tons in Alexandra, 100 tons in Victoria, and 30 tons in
Princes' Docks.

(c) Hull and structural repairs of any size can be under-

taken,

(d) Engine repairs are limited by the size of machine tool

and forge capacity. All usual repairs;to reciprocating engines, brth
steam and oil, can be ,carried out. T. the- case- of oil engines, spares-
should be carried by the vessel in order to avoid long delays.

Normal routine repairs to turbines can be carried out, but

as .a dynamic balancing machine is not available, 'reblading cannot be
undertak l . The industry has no large forge, and ordnance factories
and railway. orkshops: must: >~e.-depended upon for forgings in. excess-
of 10" - l2"9. diameter and 1 ton eight+ . Ordnance factory delays
are-generally serious.

Boiler repair of any nature can be carried out to Scotch

or water tube boilers . Scotch boiler. furnaces must be imported.
Water tubes of the correct specification may not be available..

(e) Electric repairs of any kind can be dealt with. Ana-

tureand pole piece stampings are not generally available, however.
Satisfactory electrical cable is in short supply.

(f) Repairs and alterations to wooden structures offer no

difficulty, provided indigenous timber. is accepted. Specialized
plywoods and laminated woods are very inferior and in short supply,

(g) Anc hors and cables must be-imported. Steel tubular

derricks are not manufactured in India.

(h) Painting and decorating - no limitation,

(2) Limits of Availabilit:

Factors, in. this .class are, unfortunately of far greater

effect in. limiting. facilities; than are tho-se described under the
Limits ofi Magnitude, -

(a) The. large Qrlume of shipping using the port has

cau sed amarked. shortage of. repair berths. The repair workshops
have no berths. of their own, and. with the exception of Ritchie Dry
Dock, men' and materials must be transported- over. considerbl-e dis-
tances. Delays in securing'a repair berth are frequent, and pre-
ference is given to short term repairs in the allocation of berths..

;-ar~is~y~llgC~PPC~s~PB-~-
 ^ r .

(b) Short term dockings can be arranged, ordinarily, with'-

out undue elay.. Long term coc1kings canmot, except in .very unusual
cases; be acdepted;

6
(c) The 0;-ton floating crane is fully employed,, and de-
lays may-be experienced if-- it is required.

/ (d) Al]l current materials are available; certain finished

products as mentioned under Limits of Magnitude (d) and (g), must be
impprted, In all other respects, no difficulties need be expected.

(e) Skilled labor is short. Continuous shift work cannot

-be manned regularly, but can be arranged-on special high priority
repairs, in some instances. The skilled force totals 6,000 men in
Bombay, but the output must not be compared with that of a similar
number of European workers. .There is a serious shortage -of .European
supervision which further militates against shift work and increased
out-put, generally.

The factors which have the greatest limiting effect, by

far, are Limits of Availability (a) and (e)0

Although smaller, in equipment and personnel than H.M.I.

Dockyard, the Miazegon Dockyard appears equally effective. Extensive
details of equipment available, and limiting factors can be secured
from Aluslo, Bombay or Op-l6-I1iE.

H. M.I. Dockyard:

The personnel of the dockyard exceeds 11,000 Indian civilian

'workmen. There are also 155' Admiralty civilian technicians and about
75 commissioned officers, mostly R.I.NVT.R.

Repairs for American vessels, or construction, except in a

few instances, would not be satisfactory, as spare equipment or parts
are not available, and because delays , must. be'.expected any work in
undertaken. Probably electrical repairs are performed most expertly
and satisfactorily; they include major repairs, rewinding 'of motors,
riaking of switches and' small automobilt batteries. The principal
bottleneck is cable as the available types of-Indian manufacture are
not satisfactory for U.S. specifications, and certain types - such-as
armored - are not.-made.
in 'India'. Further difficulties arise in con-
nection with the variations'in electrical standards between British,
Indian and the United States, such as light bulb sockets, and current
voltages. Repairs to fire control apparatus and gyro-compass may be
effected.

The battery shops are equipped to recharge and repair a

-~ ' -;T.a
- -:::
total of 1700 load acid (not alkaline) batteries at one time. It is
possible simultaneously, to recharge 700 submarine batteries (approxi-
mately equivalent to the equipment of two submarines) and 1,000
smaller batteries.

ITf/T and R/T repairs are fairly satisfactory; the lack of

parts and of technicians familiar with the equipment would hamper
repairs to other types of electronic material.

Construction off Fairmile "B's, "HD

tfs" and other small
craft was fairly satisfactory, but the program has been suspended in
favor of repai.r work. Construction work encountered the difficulties
of securing specialized imported equipment and, in some cases, local.
materials such as wood, which are., secured from other parts of India.
Althou-gh almost any hull job can be accomplished. on a, vessel' which
can be accommodated in the local drydocks, the recent practise has
been to make only temporary repairs that will enable the ship to pro-
ceed to its home port0

Mechanical repairs on U.S. ships are restricted by a lack

of equipment for carrying out work requiring special tools or fine
adjustments. In some cases they are impossible because of the in-
ability to use British equipment or tools which vary from, American
standards, eog., threads on pipe, sizes of nuts,-.or packings used
for specialized jointings.

The engineering shop of. the dockyard can rake iron castings
up- to 5-tons, and non-ferrous up to one ton; there are no facilities
for steel castings in the dockyard but very small castings can be
obtained, from commercial firms in Bombay. The, 'only annealing equip-
ment in. Bombay is that at the G.I.F. railroad shops.

Repairs to guns, mountings and accessories are fairly satis-

factory but limited by the supply of spare parts and a shortage of
certain repair equipment.

OF,; L ICU-

S53 -
 LenigthlfromBilge Maximum ENTRANC.E x
of Caisson or Length (a) Depth of Mean.. High, :=w(I
N7AME OF DOCK, ALSO Mitre Post of 0of BREADTH ATWater.Springs Over Recivin
BE
TAT0 __w__w______ 4RE
Ke s.P__~SGae (b) Depth below Tide Ta.ble H 0o Capct
Blocks r Q or:Chi't Datum level of o rzia
o D H 0 0o forvriu
N.R.
SR-Spring Rise
- Neap Rise COPING FOOR COPING .W.S.
1% H. OH
SilBokqtPpH ° H wc +s°so E-'O0
HEAD HADLEVEL Sil locs t Hshps

Entrance
Boba
BmaPogTrs
_

99
99:
_ _ _

6"1
t.rut
_ ___
____

997 6u
97997
'e"
100 100x
i
_ __ _

Vert.
___

(a)3611"
n

34191 9"
Head
131'!,I'
Q

3'
0°E-

Stone (h)4'4":102
4 SEENT
Hughes Dry.;Dock 101(b)22'O" 20181, 1918"- (E)3Ol
(Photo #2) Betwee Gates

Entrance Lock to
Alexandra Wet Dock 747-161 1001 loot Vert. (37'311Iner Sill) V
.(Photo #2)(131Ote il P

Dck

Merewether Dry Dock 5001011 500'011 492 '6" 651'6" 65 '6"1 Vert. (a)281111 1251'21 241'2" 11'01 Stone kh) 111671t911SEENTEI
(Photo #1) to 131101
M 0 H. W.S.
then I
I rtsni tan526 TO!, 526'011 (with Cai son in 1uter St ') (M14 1011 11 1"1 10 111lI301
Navigation .Co,,Ltd2 424' 424' 40719" 591911 59'9" Vert. (x)16}011 161'0" 1610O11 319!u Hard [h)3f9"! 58'O" SEENT1I
Mogul Dry Dock I(b)'2 1 J21 2'!Blue (s)3 10'1 on
(M,,-zagon) ITrap 1'floor1
54
Y . ?
!y4
p
1."1
.... .
C=v
..
 ILU
O'k'
i

Length from Bilge (a) Depth of' Mean High

NAME OF DOCK, ALSO of 'Caisson or Maximum ENTRANCE C

PROPRIETORS Tatsr Springs Over

Mitre Post of Length 0 Receiving
!SR--
N.R.-
Spring Rise
Neap Rise
.1 Gates- fKeel
Blocks
BREADTH AT

M.H.
0H

Cf)
(b) Depth below Tide, Table
or CQhart Datum- level of' ,lr
100 w
Capacity
for various
classes of
COPING FLOOR COPI .w.S. Blocks at ships )
LEVEL Sill
HEAD HEAD
i -- - -I
iEntrance IHead Hard T-
-- i----- {-------

P&\Steam. Navi- 495'? O' 493t 4.66'O'U b66'Ol 66 '6" Vert. (a)18 1111 17 1411 1'6", ~h)3 12t 62,61t SEE NOTE
gation COfl blue on
floor
Ritchie Graving. (b) 4'0" 31311
Trap ~s)2 16l,
Dock
Small Dock 152 t Ol 145 '11~ 126 1311 36' 36, Ve rt. (a)lO't7'r Hard 124' t0o 21Entered fi mt
(b). 31,611 Blue Tidal water
Trap Gates at
Above entrance.
Royal Indian Marine 619 11111
Dockyard 60411211 5$b 0ho L"in 6 (a) 23 11011 22 17-1t 21'2" Granite (h)) 3 SEE NOTE V
Duncan Dock 640 '101 1 I625 1102A11 (with a F:-oating ai ssonJ (b) 91911
Outer Stop)
Lower Bombay Dock 442'1 (a)15 'll-2
4421 OQn 3841loll 511101t 51 '10" Vert. 21131. Granite (h)3 '6k"r I SEE NOTE VI'
(one dock) (b) 21311 's)3' £1.
Upper Bomba.y Dock 202 1911 197 1Q11 1781O'I 4718A 't .47 r$ n Ve rt , (a)1 173Y1 Granit 'h)3 16-11 111 SEE NOTE VI
(b)Sill t Daum Is)3 10"1
floor.
Torpedo Boat Dry-I 3.6o 'o" 154'01 147 14.1 25 10"
25 ?Ott Ve rt.
(a)11 fi1l 911011 1 161 ranite I )2 19,1 25 c011 3EE NOTE VII
*dock 3 101
(b) 41311 ;) 1 0"' on
2aoor.
_ I 1 1
Above'
II t 1 - i 1.
,1
._...._.. .... _,...r.__ .... , . .__.,....._ __._.,....

<
- 55 -
-:;
f

:
i..!_...
. . :
 I .1
PORT NAME. OR NUN- Draugh~t over
BER OF SLIPWAY, C R. A D LJ E Keel Blocks at ~ nclina- Type of REMARKS
ALSO PROPRIETORS EXTREME~ Mean High Water z ion of Lifting Hauling Date ofd
LENGTH _____-Springs c:lipway Power Machinery 'Completion

Length With' Forward Aft H Cradle

Bombay Steamn Navi-

gation CO-., Ltd.
j1lin
79 '0" 250'0" 42' 86+" :11'6"1 3!411 22.5, 1600 Steam Reconstruc- Cradle con-
patent Slip ted 1911 '. structed of
wood and ion
,Largestship
*1 I that can be
I I taken 23O0'
38fQf'. Serve
I 7-tn han
~by
crane, radiu

Royal Indian Navy 1'

Dockyard 200' Skid is us ec 26,611 2 16" 4'6"1 314"! 25 ' Steam -- Vessels up t
Patent Slip in lieu of
cradle J_________ ___ ___ ____ ______takcen
80' can
be

At the Bombay Port Trust Workshops there are 3 slipways, 314', 270', 150' with hauling,' capacities of 350)- 300 and 70 tons, re
spectively. Thesa are served by two 10-ton' cranes and a 30-ton railway crane may' also be. used.

There are also 4 slips~ each 217' in length,, with hauling. capacities of 30 tons, end' accoimodatf .Rol"
WA

- 56-
NOTE I Entered from Alexandra Wet Dock, locked closed basin.
Ship caisson, at entrance. Sill, level. Breadth of
dock at top of .blocks: 10201!. Floor rises 10" in
full length of dock. Dock can be suodivided by an
intermediate caisson, for which 3 positions are pro-
vided,' I in the middle and the others 75'0" on either
side. Side docking blocks provided, 395 in number
and arranged as required from center of dock. Blocks
are of cast iron-with wood caps. Approved (1941) to
install a 6-ton crane Time required for pumping
out, 2 1/8 hours. No shore power available, but
work in hand (1941) to install a-500-amp., 220-volt
machine. Sanitary arrangements provided. Approved
(1941) to provide cooking-and washing facilities.
Four-inch F.W. main available, and water supply for
magazines. Electric power, 400 volts 3 phase, and
if required 110 D.C. can be made available.
CRUISERS:- All can be taken.
AIRCRAFT OARRIERS:- "Pegasus".

NOTE II Entered from Prince's Wet Dock. Ship caisson at en-

trance. Sill rises.from center to sides. Floor
rises l'0" in full length "of dock. Spacing of blocks
can be reduces.' if required, they are of cast iron
with wood caps. - Built up wooden side blocks are
used. 1 hydraulic crane to lift 30 cwt. at 34'0"
radius, Tine required to pump out, 2 hrs. Four-
inch F.V.W. mains available. Electric power 400 volts,
3 phase, and if required 110 D.C. can be made avail-
able. Sanitary arrangements and bath rooms provided.
CRUISERS:- "Arethusa" (with caisson in outer stop),
t'Danae" .
AIRORAFT CARRIER:- "Pegasus",

NOTE III Entered from Tidal Waters. with from 11' 6" to 1416"
of water in the aproach channel at high tide. Wooden
gates at entrance. Sill nearly level, Reconditioned
1942.

NOTE IV Entered from Tidal waters. Gates at entrance. Sill

rises about 116 3/411 from center to sides. The ap-
proach channel has 13'6" to 16'6" 'of water at high
tide. Sheerlegs to lift 20 tons.
CRUISERS:- "Danae" (at suitable draught and trim).

NOTE V Entered from Tidal waters. Gates at entrance. Sill,

curved.
CRISERS:- "Arethusa", "Dido" (clearance small).

=57
piagx"~ ~, ~~
 Thincaf% Dock 'has been altered *to handle two des-
tro ers in liner

ND±E VII 'Entered from Tidal waters.. Gates at entrance. Sill,

curved. Sides of dock .are very irregul ar~
NOTE VIILE Entered from a closed basin. Gates at entrance. Sill
nearly level.

58
CIPB~~7 111 liiiL~ a --:,--
~:~aa?
~:
,, j:~i:!~--2~: ~ ;:
e i 1 nsrabl i 'y Port --- C~rru a- t~ w ~i~ iia
1
r:_

Protection from air raid damage in Bomibay is a serious

problem because of (1) narrow croaked, streets in congestzd parts
oi the city, where the density of population is as high as 1,000
per acre; (2) the low level ci' the city which makes it almost i--
possible to construct shelters in dry excavations; (3). uncertain
water supply becavuse it arrives in exposed ,pipe lines from lakes 20
to 40 miles from the city,, perience in other Indian dities bombed
by the JSps in April 1942, indicates that a serious air raid might
result in the flight of one million persons, creating a possible
panic

In common with the practice elsewhere of relaxing re-

strictions no longer deemed necessary, Bombay now observes only a
dim-ou t, and other measures are similar to those in areas not under.
immediate danger from the enemy,

To meet possible dangers, various services were organized

under the Air Raid Patrol System, but due to the improbability of
hostile air activity in this area, the A.R.P. was disbanded in Dec.
19!4. All A.R.P. equipment has been turned over to various local
governnrent agencies including civil, army and naval fire fighting
forces. Mhe Central Control Station and air raid signalling appa-
ratus is still functioning but is'no longer a part of the AR.P.
system, Perhaps the chief deterrent
to effective air raid patrol
work is public, apathy i n connection with the various services re-
quired.

Although the majority of the buSildings in Bombay appear

to be of cement,- stone, or brick construction, and roofing is pre-
dominately red. tile or corrugated metal, construction is almost
always characterized by highly inflammable wooden inner frameworks
which would be quite vulnerable to bombing -- a situation simulated
by the explosion of 14 April 1944, when flying bits of white hot
metal spread fire 'over wide areas.- There are clusters of wooden
shacks in the poorer sections, located on the perimeter of the city,
but they are, relatively speaking, negligible insofar as they-could
be considered a general or widespread fire hazard, The principal
fire hazard is rather the paucity of hydrants, obsolesence of some
equipment, and lack of first class organization, as well as personnel

In the, port area, equipment and installations for fighting

fire is considered adequate, but presently (November, 1944) the
organization and the cooperation between the various activities con-
cerned, do not develop the efficiency and effectiveness that might
be desired.

*-;~~-PYP$sr[(liTPII~
~j~~
 Measures
relating to port security are studied by a com-
mittee of local military authorities, and practices are revised
periodically it. an effort to secure the desired security. Consider-
ing the complex nature of the problem in such a port, it is believed
that the measures have been reasonably successful and that those re-
sponsible are alert to discover dangers and to correct various sources
of weakness.

Bombay is an important stronghold of the All India Con-

gress party, and at times of political unrest is a potential center
of violent disturbances.

-60-
 SqIndustr:

(1) The four largest industries in and about Bombay are:

(a) Cotton, Silk and Woolen Mills.

By far the most important industry is the cotton 'textile

industry9 which can be described as of three kinds: 1) the big*
spinning and weaving mills where the number: of looms and spindles
run into thousands; 2') the smaller power loom i'actories -where the*
number of looms varies from 10 to 20 to a few hundred, and 3) the
handloom weaving industry.

Cotton of a fine grade is imported from Egypt and America,

Some mills use- only Indian cotton, but their products are of a lower
grade due to the short staple of the Indian cotton. Most silk mills--
have closed due to the elimination.: of Japanese sources. of supply.
Small quantities of silk are still obtained from Myore and Kashmir
states. The wool industry' gets -all of its r;aw wool 'from India.
Large quantities of finer quality articles for the urban population
are imported. from abroad and. from. other provinces. The rope industry
is largey.atral lindustry and uses mostly local fibres consisting
of cotton ambadi, tag, sisal :hmp and coconut. Of hiery goods
produced from cotton, silk and' .woolen yarn, only the cotton yarn is
Indian, ..the restf xeign.

(b) Engineering Factories'.

These- f'Thctories include engine ering -:,firms, ship -repair

work:s, ,railway Wiorkshops, etc. _ Most of the: iron and steel used is
produced in India. The bulk of the labor employed consists of well-
trained Indiani ,.mechanics, carpenters, and fitters -'with European
supervisors.

(c) Flour Mills.

The mills are not dependent upon imports. The flour is

sold locally and exported to the' rest of India, Ceylon and other
overseas markets.

(d) Cigarette Factories.

The tobacco used is almost wholly Indian tobacco.

(2) Tanning,

Although the tanning industry is not a leading industry of

Bombay, the city is one of the largest centers of the industry.

61 i

IiI
 . - ~II- a~g~
~~ Hi.,e

The tanning of skins is mainly an urban industry while the tanning of

hides is both a rural and an urban occupation. The tanning materai...s
used are largely vegetable materials found within the province, and
their collection 'and distribution is a separate trade, the rights
for the collection of barks being auctioned by the forest department
as most of the barks are :obtained from government forests. There are
five big tanneries in Bombay Province, one in Bombay city. The sup-
ply of local raw hides is augmented by imports from other provinces
and from Iran, Aden and South Africa. Most of the by-products, such
as fur -bristles, etc., 'are processed inBombay City)

(3) Bombay Industries as . -ahole.

In l938, the following figures obtained:

Induhtry Factories Workers

No., Percent
Government 22 11,987 . 5.2
Textiles 132 170,924 74.2
Engineering .235 19,920 g.6
Minerals and metals 20. 996
Food,. drink and tobacco 73 2:,665 1.2
Chemicals e-tc. dyes, 62 9,121 4.0
Paper and printing 175 7,650 3.3
Wood, stone, ' glass 41. 3-,775 1.6
Skins and hides 921 .4
Miscellaneous .4 2,545 1.1

(4) Of especial importance, in connection with military require-

ments are the following:

* (a) Motor Vehicles,

Bombay is an important center, of'the motor vehicle indus-

try, both for assembly and for tire manufacturing. Chassis are im-
ported from the United States or Canada. The number of. chassis for
military purposes ordered from September .1939 through June 1941 was
41,575. By the latter date, the number of vehicles completed was
17,400. The program for 1942 is 60,000 and as of 1 February 1942,
the Army in India had 60,000 motor vehicles compar'ed with 5,000 be-
fore the war,

The General Motors Assembly plant has a capacity of 4,000

trucks on a two-shift basis, which might become p0,000 on a three-
shift basis (or, as estimated elsewhere, an additional emergency
capacity of 24,000 per annum). The bodies are manufactured by General
Motors in Bombay (24,000) and when necessary by local body shops
(24;000),. General Motors can expend its body-building capacity to

"; p
:i :;I : ~~. 5
n~~~~"~:~Y i; j ?x
ii
;?w p:~a;:C . ,
:: :d
:
~ ::1:-
_I
~lrlc
"t ;-:
48,000 by adding buildings and equi pmexit In June 1942, the govern-
men t of India was reported to, have decided not ' to increase the body-
building capacity from 2,000 to 3,000 per month, These figures are
based on working two shifts, 26 days per month. The number of employ-
ees is 7,200, including both assemble and body-building (reported as
546 in 1937). The lumber, steel for bodies, and hardware are all
procured in India. This \company has been making 50 percent of the
vehicles for the Indian Army.

Ford's assembly plant in Bombay has a capacity of 1,750

chassis per month. The number of employees, in 1941 was 336.

Dodge (Chrysler) has no assembly plant in Bombay but General

Motors will assemble their chassis (Dodge) beginning early in 1945.

Firestone Tire and Rubber Company has a plant in Bombay

with a capacity of 1,000 tires per day. This company and Dunlop's in
Calcutta. have been supplying three-fourths of India's ordinary tire
demands (the actual figures are a- commercial secret). It is now
supplying tires to the ,Indian Army and has agreed with the Indian
government to make spcial size truck tires and to expand its output
by November 1942 from 18,000 to 65,000 units per. annum, the government
to furnish the -najor part. of the capital.

(b) Oil tinning, packing.

Details are found under 81-c (2) Petroleum Products, page

41.

- 63 - qiumum-flf~r
 onBA
OM Y
g, , aanj.Sa-nination

Bombay is said to have practically all communicable dis-

easesi Specifically:

(1) Venereal Disease:

In the general community, according to stastistics from

the Tata Memorial Hospital, a positive Wasserman is found in about
6 percent of the adult population. Treatment is very inadequate,
as patients cannot-afford arsophenamine and absolutely free clinics
are nion-existent. Gonorrhoea and soft chancre are moderately preva-
lent as in any seaport. Lymphogranuloma inguinale occurs but is not
common, nor apparently as virulent as in the American Negro. Ten
years ago prostitution was declared illegal, so there is no control
of the brothels nor of the health of prostitutes.

Military.

The venereal rate among military and naval personnel in

India is extremely highs An increasing incidence of venereal dis-
ease has been recorded among TT.S. Naval personnel on liberty in
Bombay. Areas that were for~rerly in bounds for American personnel
but out of bounds for the British are. now out of bounds for American
personnel. Prophylactic stations are maintained at various points,
throughout. the city. The military authorities carry out the follow-
ing program in an attempt to control venereal disease.

'(a) Certain areas are out'of bounds for British

troops.

(b)- Prophylactic packets are issued to all army

units on the "as required" basis. Condoms are
not an issue in the. British Army, but are in
the Rb5yal Navy.

(c) All units have fully equipped prophylactic rooms.

(d) Lectures. are given to troops by medical officers

of each unit.

(e) Blood for Wasserman and Kahn tests is taken every

Thursday at the R.I.N. Depot Sick Quarters, Castle
Barracks, Bombay. Wasserman blood test can also
be obtained at Haffkine Institute.

g rv r S Q ~ - 64 -
 -m ... ,

(2) Intestinal Diseases:

(a) Typhoid fever is endemic throughout the year. There

is a peak during April and May, the' premonsoon months, and another
in October and November, after the monsoon. The' disease was some-
what more common in 1943; p±esuimably due' to the opening in one year
of 12,000 wells for A.R...

(b') Paratyphoid fevers- also occur,..

c) c Mliary dysentery occurs but. is ;rather ;;rare; it is

most likely in Augiist anid September, during- the' monsoon. *..

(d) Amoebic dysentery- endemic an d very prevalent. There

appears to be very little control of restaurant kitchen sanitaton.,

S(e). %Other diarrheas are moderately common, but the city's

water supply is
.on the whole ',good and clean.

(f) holera - only sporadic' cases.

(3). Insect-borne Disea'seo:.........

(a) Malaria - Benign tertian and malignant .:are the only

types found. Only occurs endeically in= certain mill districts and
suburbs on the islands of Salsette and Colaba. Vector common through-
out the city.

(b) Dengue - enIemically and epidemically prevalent.

(c) Filariasis. - endemically present in the island 'of

Salsette,, presumably from infected wells.

'(d) Iala-Azaro only sporadic cases.

(4) Respiratory Diseases:

(a) Influenza. Less frequent than in New York, but occurs

throughout the year,: especially in June, July and August.

(by Pneumonia.

1. Pneumococcal lobar pneumonia - less frequent than

in New York.
2. EBosinophilic BronchoPneumonia - moderately fre-
quent, responds rapidly and well to Araphen.

(c) Common colds.' Probably half the incidence Qf New York.

E li
 fBOfBAY .

(d) Diptheria. Moderately. frequent, especially as pre-

ventive toxoid. littl6 employed. Occurs in 'adults especially in
palata\l and nasal, forms of 'mild degree.

(e): . Measles. No increased incidence over New York.

(f) "Meningococcal Meningitis. Less frequent than in New

York.

(gJ Poliomyelitis. Mild epidemic early in 1943.

(h): Tubercu.1osis,. Extremely, prevalent -.n all forms. Very.

little control of open cases General habit of extensive public
spitting -militates against contr-,-ol of the disease. No education of
the public has been attempted. -Bone and lymphatic types fill the
hospitals.

Milk supply is not'protected. TB testing of cattle

done only on one dairy supply in Bombay. Fortunately the water
buffalo is ihmmune to. the bovine strain; so that' source of milk is
safe.

(5). OtherCommunicableDiseases:

(a) Smallpox - endemic with mild epidemics. Vaccination

moderately well carried out, probably 5.0 percent of. the population.

(b) Chickenpox - endemic..

(c) Leprosy endemic and mostly untreated.

- Quite a few
leprous beggars in the main thoroughfares.

(d) Trachoma- common.

(e), Tetanus - relatively frequent among the suburban

agricultural population.

(f) Plague - not a frequent disease among troops.

No specific statistical incidence of diseases has been

given, as the municipal figures ar miisleading. There is no com-
pulsory notification of most communicable diseases in Bombay.

C,° E

6.6 - _ -
 B1.'-

(6) Faiiti e Avaiiable 'for M i, itar Persnnel.

(a) The British Military 'Hospital (ex Combined General

Hospital)' at Colaba' has ' 900 beds, including 52 beds in 'the Family
Hospital,' In an emergency, the: number of beds may be"iricreased to'
1200, Previously, all V.D. cases were evacuated to Deolali, ;but the
B.M H. now has 150 beds in the new V.D. wing. There are facilities
for ,all general medical and surgical treatment, and up to 8 mental
cases can be accommodated. All -tuberculosis oases are sent to Deolali.
There are X-ray facilities and a laboratory equipped to do:

1. Routine urinalysis.
2. ' Routine. blood counts' including' stained smears.
.3. . Roinhe 'bacterwologial- staining.
4.. Routrine stool examiniation for 'parasites, ova and
for-'blood,
'5. Ex'aininat-ions of blood smears for malaria.
6. Taking of blood smears for serilogical reactions.
7. Dark field'examina' oins: for syphilis.

(b)-T 'hi ', s.*'Army Hospital,

5 Carmichael Road, Cumballa.
Hill, has 250 beds, expandable to 300, and an additional 75'beds in
locked wards for mental cases, Its equpient is that of a modern
.mAerican hospital and it is possible to handle all types of cases.
Formerly,: p'edalt "medical or 'surgical 'procedurs,; and certain
types of laboratory 'Work
were referred to the' B.M .'H., and 'pr'sum-
ably this arraneient is -stil: available when required.' The 'hos-
pi'tal's out patient department 'is open froi: 9 - 12' daily, but
emergence's will be seen at any time, day, ornight. The hospital
'has four ambulances. Foimerly,' there -was'no autoclave, and all
materials to be autoclaved were taken to' the B.M.H. The staff in-
cludes:

11 Medical -off i'cers

2 Medical Administrative' Officers
2 Dentists
13 Nurses
89 Enlistbd mihen

Jarge stocks, of. the following items "are' maintained: (1) Mosquito
repellent; (2) Freon aerosol bombs ' (3) tndividual' mechanical pro-
phylactic packets';' '(4) ~Chemical for administering venereal pro-
phylaxis at Army' prophylactic stations.

Adequate dental equipmenat is available, although plates

cannot be made, Impressions are takeni in Boimbayg and sent"to the
Central laboratory for completion in emergency cases.

67-
 ~BOMBAY
(c-)' The, Royal Indian. Navy Hospital at Sewr{ has 300 beds.
It is expected' to-'b8 brought into operation by July 1, 1943;' The
general hospital with laboratories, X-ray and eye, ear, nose and
throat clinic, with general surgery and operating theater is avail-
able for .Royal
Indian Navy ratings, officers and-officers' families,
both Indian and European,

(d) The Royal Naval Hospital has 100 beds at St. George's
Hospital.: These may be increased.

(7) Facilities Available to U.S. Naval Personnel.

All U. S. Naval personnel in Bombay (permanent and transient)

are treated in the U. S. Army Hospital and formerly they were afforded
all the medical facilities
avai2.able to the Roy*al Navy in Bombay, in-
cluading admission to St.'-Gebrge's Hospital and venereal disease treat-
ment in British military hospitals. They are still used when occasion
warrants. - Medical 'care and hospital attention at St. George's Hos-
pital are considered acceptable, but there has been complaint that the
food is bad, and conditions in British military hospitals are con-
sidered-extremely unsatisfactory for U. S. personnel.

(8) Other Faciiities o

Measles and chicken pox cases are admitted to St. George's

Hospital, but all other infectious disease cases are sent to the
Arthur Road Infectious Diseases HospitalQ Eye cases arc treated at
the Combined General Hospital, Colaba, or sent, to the Sir. C. J.
Ophalins- Hospital. Malignant or suspected malignant diseases are
sent to the Tata Memorial Hospital.

(9) Convalscence.

Convalescents are sent to a convalescent camp operated on

behalf of the Royal Navy at Bandra.

The 'general' hospitals throughout the city provide about

1,900 beds, ranging from nursing establishments with 40 beds up to
fully equipped modern hospitals with about 425 beds. These are in
addition to naval and n ilitary facilities noted above, and availability
would be entirely dependent on circumstances at a given time.

(10) DrugSupplies

All drug supplies are under government control, and the

government has a complete monopoly on the distribution of quinine.

~* ; Cr~:;W _ '+' {t.'"'

K!.;
Y
 The following are agents for the respective products:

Volkart Brothers, Graham Road, Ballard Estate - a few

of the products of Roche and Co.
Jiva Kuka & Co., Princess Street, Bombay 2 - a few
of the products of the' Abbot Laboratories.
British Drug Houses, Ltd., Imperial Chemical House,
Fougall Road, Ballard Estate, provide a few of
their products in Bombay.
Sandox Swiss Products are supplied through J. L.
Morrison Son and Jones (India) Ltd. , Universal
Building, Sir Phirozshah Mehta Road, Fort, Bombay..
Parke Davis & Co., Canada Building, Hornby Road, Fort,
Bombay, supplies Parke Davis -specialities, bio-
logical products, capsules, hypodermid tablets,
pills, tablets, amplets, glandular. tablets,
vitarins, arsenical, and empty capsules. The
only sulfa drug. on hand at present is Sulfaguine,
which is used in the treatment of bacillary
dysentery and this only in small quantity.
Stocks are extremely limited and the company
works on 25 percent of normal stocks,
Burroughs Weellcin'-
& Company, Ltd., Stan House,
Barrack Road, Chobi Talso, Fort, are distributors
for Parke. Davis & Co.., and manufacturers of
indigenous pharmaceuticals.

Stocks of all medicines in B6mbay are low, but there is

plenty of opium. Aspirin, saline 'and a few barbiturates are being
manufactured locally. In general, about 60 percent of all crude
drugs are indigenous, and about 50 percent of surgical supplies are
manufactured in India, ;but they are considered inferior to those of
American production.

~ y

- 69 -
Y~ ;IWVab -
 A\\EU
CO\\\BI LIBRARY/
RESEARCH
COB R~AMS