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By:

Abhijit Mulye

21 August 2024 at 11:29:11 am

Multi-Crore ‘Land Jihad’ unearthed

Lawyer reclaims grabbed properties, exposes administrative lapses Advocate Sanjeev Deshpande Mumbai: In Bhusaval, a glaring example of what is being termed ‘Land Jihad’ has recently been brought to light, exposing a systematic grab of prime real estate worth hundreds of crores. At the center of this revelation is a hard-fought legal victory that successfully vacated ill-intentioned occupants from a plush property, prompting urgent calls for the administration to remain vigilant against...

Multi-Crore ‘Land Jihad’ unearthed

Lawyer reclaims grabbed properties, exposes administrative lapses Advocate Sanjeev Deshpande Mumbai: In Bhusaval, a glaring example of what is being termed ‘Land Jihad’ has recently been brought to light, exposing a systematic grab of prime real estate worth hundreds of crores. At the center of this revelation is a hard-fought legal victory that successfully vacated ill-intentioned occupants from a plush property, prompting urgent calls for the administration to remain vigilant against fraudulent land acquisitions. The catalyst for uncovering this massive scam was a protracted legal battle fought by the Central Cine Circuit Association (CCCA), an organisation comprising over 800 film distributors across Maharashtra, Madhya Pradesh, Chhattisgarh, and Rajasthan. Seeking a headquarters and guest house for their traveling members, the CCCA purchased a sprawling 5,000-square-foot bungalow in a prime locality in Bhusaval from a senior Parsi individual residing in Mumbai. Although the sale deed was executed in 1993, the notice of ownership change inexplicably failed to reach or was ignored by the local city survey office. This administrative blind spot lay dormant until 2024, when the family of one Afzal Kalu Gawali forcibly entered the premises and took illegal possession of the property. Physical Muscle Lacking the physical muscle to evict the encroachers, the CCCA was forced into an agonising two-year legal marathon spearheaded by Advocate Sanjeev Deshpande. The fight demanded navigating a labyrinth of government offices, from the Sub-Divisional Magistrate (SDM) and Bhusaval Sessions Court to the revenue tribunal, the High Court, and even Mantralaya. The process involved digging through decades-old records, exposing forged documents, and pleading with officials to rectify the injustice. The persistence finally paid off when the SDM ruled in favor of the CCCA on April 9, 2026. When the illegal occupants still refused to leave, police intervention was secured to forcibly vacate the premises, allowing CCCA employees to finally re-enter their headquarters on April 16 after a gap of nearly two years, said Sanjay Surana, president of CCCA. Fight Continues For Deshpande, the fight is far from over. During his exhaustive hunt for documents, he uncovered a deeply disturbing and systematic pattern of land grabbing operating in the region. The conmen utilised a calculated modus operandi. They tactfully acquired a power of attorney from the descendants of the original Parsi owners and forged purchase documents. Shockingly, the paperwork claimed that the CCCA bungalow, currently valued at around Rs 5 crore, was purchased by daily wage earners for a mere Rs 6 lakh. Deshpande discovered that this same syndicate had successfully encroached upon other highly valuable plots, including a six-acre cemetery (Aramgah) belonging to the Parsi Anjuman Fund and a significant parcel of land owned by the Masonic Lodge, an international religious institute. In total, the collective value of these illegally grabbed properties is estimated to easily surpass Rs 300 crore. The Masonic Lodge property is back to rightful owners after a battle at the High Court. But, for the Aramgah property, still much needs to be done, he said. This staggering real estate heist points to a severe breakdown in administrative oversight. Deshpande strongly emphasises that if the office of the Sub-Registrar at Bhusaval had conducted even a preliminary inquiry or verified the glaringly disproportionate financial details of these transactions, the fraudulent nature of the sales would have been immediately apparent.

Indian Shipbuilding A Must Win Marathon

Shipbuilding

With a coastline of 7500 KM, it is hard to imagine, that for the first 20 years (1947-1967) India had no ‘shipping ministry’. In 1967 a Shipping ministry “coupled” with ROAD transport was established. Since then, this ministry has been on a name changing ride, not once, not twice but six times. In 2009 the “ROAD Transport and Highways” was de-coupled and ‘Shipping’ ministry was formed. Turning point came in 2015 with a clear maritime vision for 2030 and 2047. Ministry was re-christened, aptly to Ministry of “Ports, Shipping and Waterways” in 2020.


Why is Shipbuilding important for a country?

a. A Shipyard becomes an opportunity hub and like a queen bee requires the support of an industrial colony to manufacture machinery and equipment.

b. National Shipyards support fleet renewal needs of the Navy.

c. Contributes to national GDP, increases inflow of FOREX.


Korea shipbuilding is 8% of GDP. Japan’s automobile industry is 2.9% of GDP. India’s shipbuilding a meagre 0.000578% of GDP. In context, India’s pharmaceutical industry, ranked third largest in the world is 1.72% of India’s GDP.


International Shipbuilding Market

The market is estimated to reach around USD 200 billion by 2029, growing at a CAGR of 4.84%. While India is at bottom with 0.07% of world share, behind Philippines 1.5% and Vietnam 1%, however on the positive side, India has done well in taking care of its defence needs, with 37 of 39 Naval ships being built in India yards. Rear Admiral S Shrikhande researching on maritime as a Fellow at Wollongong University, Australia, says “Shipbuilding in India needs both, serious incentivisation and dogged determination and not harping on being a big ship breaking country. That Garden Reach shipyard has a $54 million order for merchant ships from a German owner, is a good sign.”


Were Shipyards of 20th century in Flight mode?

Prominent shipyards in India were built in the colonial period. Mazagon Dock 1774, Garden reach 1884, Hindustan shipyard 1941 to cater to British navy and merchant fleet needs. Cochin shipyard 1972, Adani Katupalli 2013, Reliance Naval and Engineering, Rajula Gujarat 1997 and others have limited capacity, hence a lot more work to do. Capt. Subhangshu Dutt (Singapore) a mariner and now a shipowner, says “GOI should hold hands in any collaboration till the marriage with the foreign entity is reasonably stable. He also suggests that “new shipbuilding sites should be given to existing successful shipyards since they have decades of experience and talent. Consortium of 3 or more parties may also be good idea”.


Shipbuilding GOLD

As per SPLASH report the demand for LCO2 carriers could reach 2,500 ships by 2050. As per other estimates, 40% of global fleet of ships could have wind propulsion by 2050. A surge in such vessels is due to an unparallel waves of decarbonization in the shipping industry. Demand for ships with ‘carbon neutral’ badges, such as Dual fuel, Wind assisted, Nuclear fuel ships, Hydrogen powered ships, Liquified CO2 (LCO2) carrier, is outstripping supply. A must in the ‘bucket list’ of every Shipyard. Pinning down a standard ROI in shipbuilding is not easy, but experts suggest it could range from 4% to 15% for the high demand ‘carbon neutral’ ships. While an LNG new build vessel could cost US$ 250 million upwards.


International collaboration

On China’s shipbuilding success story, Manoj Pandalanghat (Singapore) a mariner and ship owner believes that “China has around 50 active Shipyards. Each have a few large dry docks. In each dock two or more large vessels are built simultaneously. Thus, a single yard is able to roll out 2/3 vessels/month, 36 vessels/year and 50 shipyards roll out 1800 vessels/year”.


China could be a jaldi-5, but India needs a sturdy Mount Fiji. Besides technology, Japanese bring the most important hand baggage of soft-skills and culture, essential for success from keel laying to delivery. Maruti’s is a standing example.


Food for thought for New Delhi

a. Expertise: Hire Naval Architects and shipbuilding experts with current international experience.

b. Government assistance: Land, Financial support, subsidies and timebound clearances.

c. Monitoring: PMO should monitor the first 5 to 10 years till Shipbuilding takes-off on this long-haul flight to destination 2047.


India’s Shipbuilding is expected to grow to $237 billion by year 2047. On a back of the envelope calculations this works out to about 4% of India’s 2047 projected GDP of $ 5 trillion. While cars are driven on roads, however the Ministry of roads and transport has little to do with “Automobile manufacturing”. On a similar note, ‘Shipbuilding’ as an industry has little to do with Ports, Shipping and Waterways, thus it may be worthwhile to consider a separate ‘Ship-building’ wing in the Ministry of Ports, Shipping and Waterways headed by a dynamic cabinet rank minister. Since 2047 targets are stiff and an uphill task, so in all probabilities, the officials in Ministry of Ports, Shipping and Waterways are likely to push beneath the carpet, delays and failures of Shipbuilding with sweet success stories of “Ports, Shipping and Waterways” and if this does happen then India will not only miss the Shipbuilding bus of 21st century but a lot more from a national security and strategic perspective.


(The author is a Shipping and Marine consultant. Member Singapore Shipping Association and empaneled with IMO as a specialist consultant. Views personal.)

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