Tag: MMRDA

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The city of carcentricity – Part II

Trupti Amritwar Vaitla explains how we all are paying for road infrastructure that caters to a small proportion of people.

Read Part I of the series here.

Yesterday, we featured Part I of Nidhi Qazi‘s interview with Trupti Vaitla (see pic on left), Chief of Operations at Mumbai Environment and Social Network (MESN), and also the head of Rachana Sansad’s Urban Design Cell. In the concluding part of the ‘City of carcentricity’ series today, Trupti explains how the majority pay for a small proportion of users’ car infrastructure by way of taxes and more.

Nidhi: Why this car-centric approach? Whom does this approach benefit and how?

Trupti: The projects in the city are car-centric as cars are a big business for many, like the car manufacturing industry, the road infrastructure industry and many car-related service industries. There is also a belief that car industry provides employment to a large number of people, and so, going against it is as good as going against the employment of working class.

We have a big impact of American lifestyle, where people live in sparse suburbs and are totally dependent on cars for mobility. For us, this model means ‘being developed’ and we are imitating them blindly in our cities which are dense, compact and actually ideal for mass transit. America is now seriously rethinking its car-centric ways which have proved unsustainable.

Our politicians, policy makers, bureaucrats and other authorities, are all car users, and view the entire situation from that lens and believe that owning a car is progressive and getting car infrastructure is the motorist’s right.

Big infrastructure projects like highways, freeways, sea links and flyovers which require huge investments, and are justified seeing the congestion on the road, but what causes that congestion never gets highlighted either by politicians, authorities or even by media.

N: How much does the government spend on the public transport system?

T: While in Mumbai, public transport carries 70 per cent passenger trips (down from 80 per cent about a decade back), the expenditure by users of public transport is less than 6 per cent. On the other hand, users spend more than 70 per cent on private transport which caters to barely 12 to 15 per cent of trips.

All the Western and Central railway suburban stations and tracks were completed by 1925, and since then, there was very little investment in upgradation till 2004 except in Navi Mumbai stations after Mankhurd. During the last 10 years, due to MUTP 1 (Mumbai Urban Transport Project) and MUTP 2 there was an investment of about Rs 2,000 crore for replacing the old tracks, coaches and extension of platform.

Recently some investment up to Rs 4,000 crore is made for the metro and monorails. Also 1,000 new buses more were bought under JNNURM, where half were in lieu of grant and the rest were bought by the Municipal Corporation. Of these, 600 were to replace the old buses and only 400 were added to the existing fleet. There is no investment in any kind of bus system to improve its efficiency. About Rs 8 to Rs 10,000 crore were spent on highways, the Sea Link and flyovers within Mumbai in the past 10 years.

N: Can you give us a comparison between the taxes paid by buses and car-users? Why is there a difference? What are the solutions?

T: Depending on the cost of the vehicle, the private vehicles have to pay a lumpsum one time tax of 7 to 14 per cent  for an individual and 14 per cent to 20 per cent for a company-owned vehicle for a lifetime. A bus has to pay tax annually and on per seat basis, depending on the type of vehicle (like basic, luxury, and AC bus). It is estimated that buses, considering a life of seven to eight years, pay 25 to 30 per cent tax i.e. two to three times higher than the private cars ! Also buses have to pay sales tax of 3 per cent on the sale of the tickets.

We also have a street tax which is based on the property value at 15 per cent  and not on the vehicle value or size. If we have pro-public transport policy, then why, under our tax regime, do buses pay much more than private vehicles? Why don’t we have taxation or road user fees that are designed to restrain private vehicle ownership and tilt in favour of buses? Also why can’t we charge nearer the real and total cost of parking spaces? Such rationalisation is easy and will make a great difference in favour of public transport usage.

It’s a Catch-22 situation, where it is unrealistic to expect migration from private transport to pay heavy charges and expect people to travel in the poor public transport. At the same time, it is not possible to wait for public transport to improve to restrain the growing numbers of private vehicles.

The basic rule is that mass transit can improve mobility, but it cannot solve congestion. Congestion can be solved only by a restraint on private vehicles and provision of good public transport. Both measures need to happen simultaneously to achieve a sustainable mobility. Instead of time consuming options like the metro rail to improve mass transit, this city needs solutions like improving the buses with dedicated lanes or BRTs, which are time and money efficient ways but which need vision, will and discipline.

Organising the existing intermediate public transport fleets like autos and taxies with dial system and shared routes to optimise its use and provide effective last mile connectivity.

Besides, we should focus on improving information and ticketing systems for better utilisation of public transport.

(Featured image courtesy purveshg.blogspot.com. Trupti’s pic courtesy bmwguggenheimlab.org)

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Trends

The city of carcentricity – Part I

The first of a two-part series on why public transport, and not cars, is the ideal solution for Mumbai’s roads.

Trupti Amritwar Vaitla (see pic on left), Chief of Operations at Mumbai Environment and Social Network (MESN), and also the head of Rachana Sansad’s Urban Design Cell, throws light on the state of public transport in Mumbai and the loopholes therein – the biggest one being the shift of focus from public transport to a private, car-centric model one that the city has resorted to.

Excerpts from an email interview that Nidhi Qazi conducted with her:

Nidhi: What is the increase in the number of cars seen on the roads in the past decade? How has that impacted the public transport system of Mumbai?

Trupti: As reported by MMRDA in its latest compilation of Basic Transport Statistics in Mumbai, the growth for the last 20 years is 214 per cent of four-wheelers (4W) and 432 per cent of two-wheelers (2W). If we consider also the growth together with Thane city, it is 2875 per cent of 4W and 1500 per cent for 2W.

This drastic growth, particularly in Thane district, is very striking and the reason is that many vehicles whose owners are residents of Mumbai get their vehicles registered in Thane to avoid paying octroi duty.

The huge growth in two wheelers indicates that bus users are shifting to this mode of private vehicles, which is affordable, faster and convenient till the last mile. On the other hand, the BEST bus trips have remained constant for the last 10 years on account of being stuck in traffic congestion (thus reducing its speed and reliability  thus becoming further unpopular and losing usership).

According to a National Urban Transport Policy (NUTP) report, “Millions of man hours (and fuel) are lost with people ‘stuck in traffic’. The primary reason for this has been the explosive growth in the number of motor vehicles, coupled with limitations on the road space that can be provided as it is a very expensive infrastructure.”

Today in Mumbai, this congestion has impacted the efficiency of buses, and intermediate public transport like taxies and autos, (and even cars) as they are unable to complete the required number of trips  to carry more passengers with better frequency (although the number of buses has increased by 50 per cent during the last 10 years).

N: The reason for such an increase in the number of cars?

T: On the one hand, the deteriorating quality of public transport and on the other hand private transport is getting more attractive, cheaper and easily available.

Potential car buyers are increasing with increasing income levels between the 25 to 30 age group. Car prices have gone down, and now provide better quality, reliability and fuel efficiency and are available with easy car loans with reduced interest rates, and with no waiting period.

Most importantly, billions of rupees are spent on car advertisements to sell dreams to young potential buyers, increasing their aspirations. And if this is not enough, all our mega road projects are adding further fuel to this fire by providing dreams of more road widening, highways and freeways. And easy loans on attractive terms are available for asking – a thing unheard of until recently!

N: What does ‘equitable road space’ mean? Where does the city stand on that front?

T: I would like to refer to the NUTP report, which says “At present, road space gets allocated to whichever vehicle occupies it first. The focus is, therefore, the vehicle and not people. The result is that a bus carrying 40 people is allocated only two and a half times the road space that is allocated to a car carrying only one or two persons. In this process, the lower income groups have, effectively, ended up paying, in terms of higher travel time and higher travel costs, for the disproportionate space allocated to personal vehicles. If the focus of the principles of road space allocation were to be the people, then much more space would need to be allocated to public transport systems than is allocated at present.”

In Mumbai, road space allocation for buses is less than 10 per cent, taxi, autos is about 20 per cent and private transport is about 60 per cent, while commercial vehicles is about 10 per cent. Exactly reverse is the ratio of  passengers carried by each mode, where buses carry more than 65 per cent passengers, taxi auto about 20 per cent and private vehicles 15 per cent.

A study done by transport policy institute shows comparative per person travel space needs. A bus commuter requires 75 sq ft space travelling in a bus at 50km/hr, whereas a person travelling in the car occupies 250 sq ft while standing and about 1,500 sq ft moving at a speed of 50km/hr. Each car requires at least three car parking spaces in the city, one at home, other at office and third at shopping and other activities. Each parking space demands not less than 400 sq ft which is more than an affordable dwelling unit for four persons. This clearly indicates how space intensive the cars are and the tremendous pressure on the road infrastructure.

In the last 10 years, many highways, flyovers and the Sea Link have got built in the name of solving congestion in our city. When MESN did the traffic count, we realised that on an average 2 per cent buses, 23 per cent taxi/auto and 75 per cent cars ply on flyovers; on the Sea Link, less than 1 per cent buses, less than 10 per cent taxi and above 90 per cent cars.

The buses do not take the flyovers and also the fast links like Sea Link and the new Eastern freeway have very few entry or exit points, which again discourage bus usage, as they need more stops with easy accessibility. This clearly indicates that these big infrastructure projects are not pro-public transport and are in effect, getting subsidised by non-users’ tax money.

Road transport projects require large investment and cannot be self-sustaining through users’ fee alone; they need some viability gap funds. Giving such funding to public transport is acceptable all over the world as it is in the interest of many. However, in the case of Mumbai, unfortunately all the road transport projects are in effect, car-centric.

Part II, tomorrow: How non-car users are paying for the upkeep of cars and infrastructure that supports them.

(Featured image courtesy akshardhool.com. Trupti’s pic courtesy bmwguggenheimlab.org)

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Big story

New metro systems for Mumbai, courtesy Britian

London firm specialising in metro infrastructure signs MoU with MMRDA for 150 km metro network in Mumbai and surrounding areas.
by The Editors | editor@themetrognome.in

It is the run-up to the General Elections in 2014, and Chief Minister of Maharashtra Prithviraj Chavan is seemingly playing several cards right. This is the year to get big business investment into Maharashtra, and Chavan has just pulled in a big player for Mumbai and the State.

Capitalising on Britain PM David Cameron’s visit to Mumbai yesterday, Chavan pushed for investment in Maharashtra, and what’s more, got the Britain-based Transport For London firm to ink and MoU with the Mumbai Metropolitan Region Development Authority (MMRDA), for a 150 kilometre metro rail network for Mumbai and surrounding areas.

As per a study conducted by a transport body, Mumbai needs a 300 km metro rail network to serve its burgeoning population. Of this, it is possible for the State to construct a 146 km-long metro line comprising nine lines; again, three lines admeasuring 33 km will be underground. The MMRDA does not possess the know-how to construct an underground line, but Transport For London does. In all, the MoU will help MMRDA execute its plans for the setting up of a 150 km metro rail network for Mumbai, plus a 300 km network in the MMR region.

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Watch

VIDEO: Activist Sulaiman Bhimani attacked

RTI activist Sulaiman Bhimani’s office was attacked by a group of men two days ago, but they fled within seconds. Bhimani himself sustained a minor injury.
by Krishnaraj Rao

On the afternoon of January 12, at about 3 pm, eight unknown men entered Mumbai-based RTI activist Sulaiman Bhimani’s office located at Goregaon with sticks and swords, and smashed a laptop, a printer-scanner and a computer keyboard.

The attack ended within 10 seconds as Bhimani’s neighbours raised an alarm. While retreating hastily, they slashed wildly at the nameplate with their swords, and kicked at the wooden door frame, smashing it. Bhimani escaped with only an injury on his finger.

Fortunately, this entire episode was captured on two CCTV cameras installed inside and outside Bhimani’s office. (The man seen on the right in the pink shirt is not Bhimani, he is a visitor. Bhimani, being directly seated under the CCTV camera, is not visible in the footage below.)

A man wearing a T-shirt is seen entering from the main door into the office of Sulaiman Bhimani, and abruptly smashing a laptop, before dropping his stick and fleeing. The other assailants are seen through the glass, swinging wildly to damage the office equipment before they retreat. The attack ended within 10 seconds. Bhimani, who suffered only an injury on his finger, is not seen in the footage as he was seated directly under the CCTV camera.

The man in the blue shirt talking on the phone is a visitor, and he completely fails to react as the people wearing handkerchiefs and carrying sticks and swords walk into the cabin. (This man is the “rounder” of a well known security agency.) While retreating hastily, the assailants slashed wildly at the nameplate with the swords, and kicked at the wooden door frame, smashing it.

Bhimani feels that the men were sent by a local builder due to his expose that involved a builder, MMRDA and a plot of land at Gilbert Hill. (Read details of the case here). The builder and unlawful elements mentioned in this report suffered losses of several crores when MMRDA cracked down on them recently, evicted 50 tenants with police action, and served eviction notices on 102 others. They have criminal records, and have allegedly threatened Bhimani in the recent past.

An FIR was registered under IPC sections 452, 427, 323, 143, 144, 147, 148, 149 in the matter. The case has been made against eight men for rioting, criminal intimidation and unlawful assembly.

Krishnaraj Rao is an RTI activist.

(Picture and videos courtesy Krishnaraj Rao)

 

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Guest writer

Of Ajmal Kasab and Chinese cemeteries

An insider on the monorail system writes on the challenges of the project and why Mumbai will benefit from it.
by Kanesan Velupillai

Mumbai is a densely populated and busy city. It is estimated that over 11 million people here travel by public transport daily, of which more than 60 per cent commute by the suburban railway networks. A huge chunk of the masses commute by state buses, across long stretches from one corner to another. So there is a constant pressure on the existing systems to cope with the urban populace. This highlights a need for better mobility.

The city today requires a transportation network that would act as a feeder service to connect the mass transport systems like the existing suburban rail and the upcoming metro rail in the city capable of serving maximum traffic. Thus, the monorail will be the most suitable mode of travel in Mumbai due to its manoeuvrability that improves connectivity to a great extent. It will easily move through the city’s narrow corridors, taking tight turns, thus saving much travel time and decongesting road traffic to a great extent. The route being linked through major areas in the city will benefit the commuters who travel longer distances with a much better and safer mode of transportation.

In 2008, Mumbai Metropolitan Region Development Authorities (MMRDA) proposed to implement a proven and established Monorail System in various parts of Mumbai Metropolitan Region (MMR). Scomi Engineering, in collaboration with its consortium partner Larsen & Toubro secured the Mumbai Monorail project from the MMRDA for an amount of USD 545.02 million for a dual phase construction. The first phase runs from Jacob Circle to Wadala and the second from Wadala to Chembur. The other contenders included Hitachi, Bombardier etc. who were bidding in consortium with Indian infrastructure developers.

Why a monorail?

The monorail, as a mass rapid transit system, comes with the minimum infrastructural needs that make it the most viable commute option in Mumbai. It does not involve dismantling of existing buildings and structures for construction. It is made to move in routes where there is no scope for road widening. The lighter and smaller monorail coaches also reduce implementation time. It has also proved to be highly cost-effective when it comes to machinery in its construction; it requires only a single beam and is elevated, so it calls for a smaller section of footprint than other rail networks. This leads to lesser space for tracks, and demand for less material. Hence, there are no constructional hazards in setting up the monorail.

The first 20-kilometre corridor of the system in Mumbai is established in dual phase – it runs across Chembur-Wadala-Jacob Circle area, which is the second longest in the world after the 23.8 km long monorail corridor in Japan. A monorail with four cars will have a capacity to ferry 562 passengers, while one with six cars will be able to accommodate 852 commuters.

Some challenges and a surprise

The few challenges that we faced were in terms of getting clearances from different concerned departments, specially the stay in construction work of the monorail line near Arthur Road where terrorist Kasab was housed in a jail following the terror attacks in 2008. While working, we also discovered that the monorail alignment passes many interesting parts of Mumbai, including a Chinese cemetery!  It was surprising to find this out.

Current status

In association with MMRDA, we have completed a successful trial run on the Chembur-Wadala route in February 2012. The second phase of testing and commissioning is scheduled in November 2012, followed by the commencement of commercial services in January 2013.

Kanesan Velupillai is Group Chief Operation Officer, Transport Solutions, Scomi Group Berhad, that is a Malaysia-based firm bringing the monorail to Mumbai.

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