Inspire Positivity

Yesterday, while flipping through the pages of the Times of India, I came across Bachi Karkaria’s column titled, “PApu? Who? Me?: We are all project-affected people. Blame nuisance Infra.” In her column, she highlighted the public inconvenience caused by infrastructural projects constructed in the name of ‘Viksat Bharat’ or ‘Developed India.’ In today’s blog, we will delve into the necessity of infrastructural projects and identify areas where their implementation in India’s metropolitan cities needs improvement.

In my earlier blogs, I have raised the issue of our societal habit of ‘First Populate then Plan’ and its adoption by our ‘Bureaucrats and Politicians’ as a matter of policy across India. This practice, coupled with lax administration, rampant corruption, and often a lack of application of mind, exacerbates the problem. Yet, we must acknowledge that a large section of our population is shifting from villages to urban areas. Currently, about 35.9 percent of people, or 498 million, live in urban areas, and this number is likely to increase to around 662 million by 2035.

Considering Mumbai, its population is expected to grow from the current 22 million to 29 million by 2035, while Navi Mumbai’s population is expected to grow from 1.12 million to 1.59 million. This means India will have 164 million additional people in her cities by 2035, with the Mumbai area itself adding 7 million and Navi Mumbai nearly 0.47 million. The key question is, “Should we let our bureaucrats and politicians continue with the policy of ‘First Populate and then Plan’ or should we alleviate the existing chaotic situation?”

The public inconvenience highlighted by Ms. Karkaria in her column is well-appreciated. Yet, we must do something to address the impending situation in all cities. If urbanization is a necessity, well-conceived and well-planned infrastructure development is equally important.

As a Delhiite, I have had my share of inconvenience. The earliest disruptions started when most people in our neighborhood wanted to convert our peaceful independent houses to builder floors, including a basement floor, all constructed without any approved plan by so-called ‘setting’—a term commonly used to grease the hands of authorities to ignore building bylaws, infrastructure load, noise pollution, and environmental concerns. We had to live with curtailed early morning sunlight and breeze on the terrace of my single-story abode and bear increased traffic in our colony, load on infrastructure, and so on silently because protesting would only add to my blood pressure.

Like Ms. Karkaria, we too have faced traffic snarls caused by the development of snaking flyovers in our city’s landscape, and the ordeal continues in some areas. But this doesn’t mean that infrastructure development is all useless. Existing residents, as well as new inhabitants of a city, have a right to better commutes with lesser driving stress or an improved transport system.

To quote Ms. Karkaria: “Take my microcosm. White elephant monorail swallowed half the carriageway. The Eastern freeway zipping past our windows could save us half an hour too, but we’d have to drive as long to get to it. It’s almost as bad for hurrahed trans-harbour link, which also cost us our totemic flamingos. Pray that we’ll have earlier access to Sewri-Worli connector whose construction has commandeered whatever remains of this arterial stretch—and our sanity. Hell will worsen with monsoon high water.”

Let’s delve into the ongoing infrastructure in Mumbai, mentioned in the above observation by Ms. Karkaria:

The Eastern Freeway

The observation is well taken. The Eastern Freeway in Mumbai is indeed a time-saving route for commuters traveling between South Mumbai and the eastern suburbs. However, the challenge lies in accessing it due to the distance required to reach its entry points. While it offers efficiency once you’re on it, the journey to reach the freeway can sometimes negate those time savings.

Mumbai Monorail

The Mumbai monorail project is primarily a feeder service to the Mass Rapid Transit System (MRTS), complementing other modes of transport like the metro and suburban railway. It connects areas where widening the road is difficult due to existing structures. Furthermore, it is eco-friendly and facilitates easy access for commuters. During 2022-23, it served 3.66 million commuters. This implies that the inconvenience of a restricted carriageway for some is also an advantage to about 3.66 million commuters annually, and the number can potentially increase to 5 million if the frequency during peak hours is reduced from 25 minutes to, say, 10 minutes. Doesn’t this outweigh the inconvenience of a restricted carriageway?

The alternative to constructing the monorail would be road widening by demolishing houses, like I witnessed in the posh areas of Hyderabad during the times of Chandrababu Naidu. Additionally, it would have added to vehicular noise and pollution. Would it have been better? No! Thus, in my opinion, the Mumbai Monorail seems to be a thoughtfully chosen alternative.

Mumbai Trans Harbour Link (MTHL)

The MTHL is a sea link connecting Mumbai with Navi Mumbai. It promises to ease travel and enhance connectivity between the two cities. Currently, there is estimated use by around 70,000 vehicles per day. Apparently, it qualifies to serve the larger interest.

Mumbai Coastal Road

The coastal road project aims to create a high-speed road along the western coast of Mumbai. The estimated advantage of saving 34 percent of fuel and saving time for 170,000 commuters seems to outweigh the criticism.

I must say that the way many projects are implemented in India is chaotic, with inadequate attention to safety and public inconvenience. This is evidenced by several incidents:

1. On June 18, 2024, a bridge over the Bakra River in Bihar collapsed just before its scheduled inauguration. The Rs 12 crore bridge fell with a loud thud at Padariya Ghat, shocking local residents. The collapse occurred when three pillars of the bridge sank into the flowing waters of the Bakra River, leading to the destruction of the structure.
2. On October 16, 2023, an under-construction flyover on the Mumbai-Goa highway in Chiplun, Maharashtra, collapsed. Fortunately, no casualties were reported. A pillar collapsed, leading to a subsequent collapse of a section of the flyover, which also damaged a crane being used at the site.
3. On September 17, 2021, a section of an under-construction flyover in Mumbai’s Bandra Kurla Complex collapsed, injuring nine people.

Besides this, the inordinate delays caused by haphazard processes of land acquisition and lack of clarity are also known. The Dwarka Expressway project in Delhi-NCR, designed to reduce Delhi-Gurugram traffic on National Highway-8 (NH-8) by about 50%, faced delays due to various factors. Initially envisioned by the Haryana government in 2006, the project encountered legal and land acquisition challenges. The Union government took over in 2016. Recently, the National Highways Authority of India (NHAI) strategically integrated slip roads from the Central Peripheral Road (CPR) and Southern Peripheral Road (SPR) with NH-8’s main carriageways to improve traffic flow. Till now only the Haryana section is fully operational with the hope that the entire expressway will be operational only by 2024.

During my stint with DHI, I noted that between 2010-2017, more than 601 gigawatts (GW) of proposed coal-fired power projects were cancelled in India. Many of these investors had approached us for water resources studies for the cooling plant and drainage studies within the plant. These cancellations were primarily due to challenges related to land acquisition, regulatory uncertainties, and the impact of the coal scam. The cancellation of such projects posed a significant risk to investors, resulting in substantial potential losses. But the political class is not accountable for any loss of money to the investors and loss of resources of the country. The point I want to make is that project planning as well as project implementation cannot be taken lightly by anyone, including decision-makers—after all, it involves public money! The ad hoc approach apparent in decision-making, planning, addressing concerns of project-affected persons, and execution and operation is not acceptable by anyone, whether decision-makers or implementors.

In spite of the rhetoric by the anti-dam construction lobby, which also seems to have influenced Ms. Karkaria’s thinking, I must say that there is no alternative to dam construction and the creation of reservoirs in India. Our food security is because of dams. Had there been no dams and no possibility of a buffer stock of food grain, how would free rations have been provided to the poor during COVID times?

Addressing Concerns of Project-Affected Persons

Infrastructure development can be made more friendly for project-affected people (PAP) through several key approaches:

1. Inclusive Planning and Participation: Engaging PAPs in the planning process ensures their needs and concerns are addressed. This can include public consultations, community meetings, and participatory decision-making processes.
2. Fair and Timely Compensation and Resettlement: Providing adequate compensation and support for resettlement is crucial. Compensation should reflect market values, and resettlement plans should ensure access to equivalent or better housing, services, and livelihood opportunities. During election times, it was reported by the media that people affected by road widening in recent development of Ayodhya continue to have grievances regarding settlement. Such situations should be avoided as it wastes years in litigation. Often, government officers display an egoistic attitude in such cases. Fair and timely compensation is a must before commencing the project.
3. Livelihood Restoration: Programs to restore or improve the livelihoods of PAPs can include job training, employment opportunities in the project, and support for small businesses or agriculture.
4. Social and Environmental Safeguards: Implementing safeguards to minimize negative impacts, such as environmental damage or social disruption, is essential. This can involve conducting thorough impact assessments and putting mitigation measures in place. The loss of totemic flamingos while implementing MTHL is disheartening.
5. Transparency and Accountability: Maintaining transparency in decision-making and implementation processes builds trust. This can be supported by establishing grievance redress mechanisms to address any issues that arise.
6. Community Development Programs: Investing in community development initiatives, such as education, healthcare, and infrastructure improvements, can enhance the overall well-being of PAPs.
7. Long-Term Support: Providing long-term support to PAPs helps ensure sustainable development. This can include monitoring and evaluating the impacts of resettlement and development initiatives over time.

Conclusion

Impetus to infrastructure project construction is important for a developing country like India, but it should involve inclusive planning and participation without overlooking the crucial interests of project-affected people.