How do we end this corruption?

#IndiaAgainstCorruption           #demonitization-will-end-corruption!

Below pictures capture the open loot and waste of public money that is being carried out across Mumbai in brazen public view. Footpath after footpath is seeing this.

The current type of paver blocks in perfectly usable condition are being removed and the new square kind are being put. A footpath which could have easily lasted for five more years is pulled apart.

More than the functioning of the BMC it is an insight into the poor capability of citizens even after so many years at being able to intervene in the simplest of public issues.

Not just waste of public money this is a waste of precious natural resources. If not those in the India Against Corruption side then those who fight for the environment and sand mining and forests etc. should have been moved by the sight of what is going on and done something. People move across the city with a smooth glazed vision.

It is easier to talk about big scams because then you have to only speak and do nothing. Or talk about big issues like the Shivaji statue because then you are flowing with the flow and part of the latest fad and talking point.

I used to scoff at those who participated in IAC in Mumbai, the idea of Jan Lokpal Bill, the naive enthusiasm around Anna Hazare. I would then challenge people to look into just MCGM and apply their energies there than the national level. The movement was another instance of flowing with the latest fad. Few of the people who participated have any self ability to address any issue (hyperlocal) or provide their energy and resource for anything which is not a national talking point.

Now the fad is demonetization will knock the wind out of corruption. Sure. Whats happening on the footpaths is plain blatant corruption in front of naked eyes, not hidden away. Whether the paver blocks or the grills, a whole racket within BMC is siphoning of public money through these expenditures, from politicians to officials and of course the contractor is only the medium who gets his commission for doing all the dirty work.

How will demonetization knock the wind of this corruption?

Let BJP leaders beginning from the PM and CM (since there is much agreement there that demonetization is the solution to corruption) swear on the Gita (Mein Gita ki saugandh kha kar…) or on an idol of Ram or on the shivling that none in the ranks of BJP has benefitted from these fake and shabby contracts?

Lets plan sustainable mobility for Mahatma Mandir, Gandhinagar

I was a delegate at the Urban Mobility India 2016 Conference organised by the Institute of Urban Transport at Mahatma Mandir Convention and Exhibition Centre at Gandhi Nagar. The theme this year was Planning Mobility for City’s Sustainability.

Several participants could not help but realise how the way the Mahatma Mandir convention centre is planned is itself not consistent with the theme of the conference. The Mahatma had said “be the change you wish to see in the world”. It will be good if the organisers of the conference will heed to those words and immediately undertake steps to plan for sustainable mobility for the complex and thus practice what they preach.

It will help safeguard the sanctity of giving themes to any conference and also help show genuine appreciation for Mahatma Gandhi beyond the usual accolades. Let Mahatma Mandir demonstrate highest standards of sustainability.

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The convention centre is massive spread over 35 acres and can hold programs attracting a few hundred to a few thousands. A number of programs attract delegates from outside Gandhinagar and Ahmedabad who require accommodation in hotels.  The immediate vicinity of the convention centre has no good quality accommodation forcing delegates to stay 3-20 kms away. This calls for long trip lengths, substantial time in transport, use of motorised means of transport and additional costs as well.

Sustainable Transport is the key theme for urban mobility. The principles of sustainable transport have been very well captured in a framework of steps to be taken – Avoid Shift Improve.

It is important to appreciate the need to avoid trips in the first place. If a trip does not take place or a much shorter length trip takes place then the following happens.

  • Number of people in a system whether on the road, in metro or in bus reduces, thus reducing crowding and congestion
  • If trip length is reduced then a number of people can shift to modes like walking and cycling. A 1-3km length is very favourable for walking and cycling compared with a 10km or more length.

How we use a given land area determines whether people are left with no choice but to take long trips or can conveniently do work with short trips.

The carbon footprint of holding an event at Mahatma Mandir is captured in terms of the sum total of fossil fuel based energy used by the various processes and participants. This consists of the electricity used for lighting and air conditioning the various halls and meeting areas, which uses electricity which is generated from burning coal. The other big component of use is the transport used by people who have to travel to the venue.

There are trips which are avoidable and those which are unavoidable. For those staying in Ahmedabad itself if they have to travel 20 kms one way to reach Mahatma Mandir then there is no way they can avoid the trip. But if there is a delegation of 20 people coming from 10 different cities of the country then it does not matter to them if they are staying 20 kms away, 7 kms away or 1 km away. Anybody would like to stay close to avoid long journey times and costs.

Now in the case of Mahatma Mandir there is no accommodation close to the venue itself. There is a five start hotel 3.5 kms away. Some of us stayed at a budget hotel 7.5 kms away. Every morning we would book three cabs and four people to one cab. A round trip would be about 15 kms – a litre or maybe half of fuel per cab per round trip. There is a corresponding amount of emissions per litre of fuel burnt.

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Providing good quality accommodation in a 500 meter – 3 kilometer vicinity of Mahatma Mandir with corresponding vibrant street life, entertainment and leisure facilities will ensure that:

  1. The carbon footprint of the events organised at Mahatma Mandir goes down.
  2. There is reduced congestion on the roads leading to Mahatma Mandir
  3. The delegates save time and money
  4. Delegates get to walk and cycle to Mahatma Mandir thus enabling zero emissions in their trips besides providing exercise and leisure. The neighbourhood streets of Mahatma Mandir which are otherwise desolate will also see life. They are not cycle friendly currently due to high speeding cars.
  5. The proximity of delegates staying close by would enable more opportunity for meeting already known industry colleagues from different parts of the country and make new contacts and friends within the industry.
  6. Possibility of organising informal side events, meetings, presentations would increase. Delegates could potentially hold these meetings in their hotels or specific facilities which could be provided as part of the plan.

Mahatma Mandir and Gandhinagar in general has the scope still to provide for high quality accommodation in various budget categories close to the venue of Mahatma Mandir since there are a number of empty plots.  With additional steps being taken a vibrant neighbourhood could be created around the complex making it great for off work hours as well. Great street food, art and culture. The complex and the buildings can become architecture and sustainability delights.

An analysis of the land use around Mahatma Mandir reveals that there are some plots which are completely empty as of now. One such is Sector 13D (shown in image below), which is about ten acres in size. It can be developed along the lines of a Khan Market, New Delhi with a lot of place for eating out and staying besides space for cultural activities as well. It will be good to have some scope for alcohol as well, which is a sore point in Gujarat for out of state visitors.

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Khan Market is less than 5 acres and can pack in so much. At 10 acres Sector 13 D could do a lot more. Some elements from the Khan Market typology can be used. A grid of walkable streets would be a great feature.

khan-market

From Sector 13 D the various entrances of the Mahatma Mandir range from 100-1000 meters at the maximum. The median would be 500 meters. This is completely walkable or there can be small electric buses and cycles for people to choose from. There seems to be some land around Gandhinagar Railway Station and Sector 11 as well.

The following individuals and organisations should be immediately tasked with creating a time bound plan to ensure enough hotel capacity and a vibrant neighbourhood in the immediate 1-2km vicinity of Mahatma Mandir:

  1. Institute of Urban Transport (the organisers of Urban Mobility India). There are numerous urban planners employed with the institute itself. The MOUD is the patron body and should directly look into this. I will become a member of IUT soon and would like to drive this as a member as well.
  2. CEPT – there are numerous departments within CEPT which should have already looked into this already but should do so now. Prof. Sivanand Swamy now is Director of Excellence in Urban Transport and the proposal outlined above confirms to excellence.
  3. There is a group called Sustainable Urban Mobility India Network, of which I became a recent member and on whose organisation (and support from Shakti Foundation) I attended the Conference. It will be good for the Network to engage in this as well.
  4. There are so many urban designers and urban planners friends and would be good to see them take this up as well.

Swacch Bharat – Can we have Work Area Management?

See the two pictures below

First picture from March 2012 in Hong Kong. The truck below is coming out of a major construction site in Kowloon.

HKDust13

When the trucks leave the construction site they are squeaky clean leaving no trail of dust back on the road.

Now look at the truck below. June 23rd 2016 just before the monsoon started.

Site: Under construction Gundecha School by Gundecha Builders. Next to Mega Mall, Andheri/Jogeshwari (West), Mumbai

The truck comes out of this gate

And leaves a trail of mud on an otherwise clean road

The effect lasts for almost 500 metres. See the three towers come closer.

    

And then there is this man who is then employed to clean up. This is how we do it in India. There was always somebody to pick up our shit. The corporate offices of developers are plush.

How do they do it in Hong Kong? All trucks coming out of a construction sites have their tyres and under parts thoroughly cleaned with powerful hose jet spraying. The trucks only leave the premises when there is no loose mud left anywhere on the tyres. Go back to the very first picture and see the condition of the tyres. They are cleaner than the road.

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All construction trucks leaving the site are thoroughly hosed to remove all mud and dust.

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And that is how the roads a dust free and a pleasure to walk

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Not like this

I have highlighted the issue in past entries as well and for about a decade now. Dust management, mud management, material management, noise management, labour safety management.

I have stopped criticising the Swacch Bharat Abhiyan or the Smart Cities program because both have their fundamentals wrong and are not worth discussing. Addressing issues like work area management is what makes our surroundings clean and our cities smart.

This is an issue to be taken up by MCHI and CREDAI. This is the least Corporate Social Responsibility that large developers can show. And the municipal corporation needs to have some sense of forming and enforcing appropriate rules rather than doing stupid photo ops with celebrities and brooms.

Airport Pre-paid cabs and the Taxi aggregators

Last weeks two pre-paid taxi rides from two big airports brought out starkly some concerns and questions about regulating the taxi sector, which seems to have become so important with the emergence of taxi aggregators.

In the first ride, I got off New Delhi airport Terminal 1 D at 1:15 am in the night and with my phone battery discharged was forced to stop by the pre-paid taxi window. For  Rs. 250 I was handed a green and pink slip for a trip to a hotel close by. I was asked to show the slip to an attendant close by who after some confusion about which vehicle I should get into pointed me in the direction of a ram shackle Maruti Omni, which turned out to be non AC and then I also noticed another passenger get into the same car as well from the other door.

That particular night was a crazy one with inclement weather at Delhi having completely thrown off gear flight schedules. The other passenger seemed equally tired and without much application of mind we both adjusted, more so because it was a 10  min ride. The driver was a cocky one, who seemed to know both the hotels and was confident that you could name any hotel in Delhi and he could reach us there. It was one racy high speed drive in a ramshackle vehicle.

So two people paid Rs.250 to receive the drop service of an individual taxi but were accommodated into one ramshackle one. This is as per regulation?

The second incidence was at Mumbai Domestic Airport. I came out late night. Saw a large line at the Meru counter. There was another newly opened counter of some Sai Travels, which offered a rate of Rs. 750 for the cab, which obviously was atrociously high on any benchmark. Any fare regulation here?

I could see an Uber cab far away on the app and no Ola cab. I decided to go for the pre-paid cab. For Rs. 350 I was again handed a receipt with a vehicle number I was to board. On coming to the location where the cool cabs are parked I was told that the taxi allotted to me had left and was asked by one of the drivers to inform the security person there who in turn went back to the counter and got another booking. There was some issue with that booking as well but then another of the drivers who had been noticing this back and forth asked me to come along and ushered me into his vehicle. It was a cool cab, Santro, with greasy upholstery and some of the fixtures on the door panel broken.

What began was a very risky high speed ride which left me with a feeling of having leapt of a cliff. The driver was leaning over the steering wheel as if that would contribute additional acceleration to the vehicle beyond what he was getting by putting his foot on the pedal. In the beginning of the drive after joining the highway he opened the door at high speed to empty his paan and tobacco full mouth. Immediately after that he edged out another vehicle in high speed, who abused him while passing by. I remained quiet at this point.

On another instance on the high way he dangerously manoeuvred a scooter driver who showered him with another set of abuses. At this point I had to indicate to him that I was in absolutely no hurry and so what exactly was the point in driving so unsafe. He replied that I might not be in a hurry but he clearly was. In an aggregator cab I would have given such a driver a single star and in the comments section reported him affecting future rides that he would get. But here there was no redress.

At a time when we discuss road safety in this country the rash driving of both the pre-paid drivers I engaged would have qualified for serious action. But it is instances like these which place poor faith in India’s ability to make any difference to the situation.

The pre-paid cabs at the airports and the cool cabs in Mumbai are run by a nexus of various government officials, not limited to just officials from the Transport Department, political lackeys and the usual mix. The drivers have no fear from the police or the laws about being involved in an accident or breaking traffic rules because who will police the police? They know they will be rescued by the framework under which they operate.

Which brings us to the essential question about what really is the regulation we want in the taxi sector and to what end? Bangalore has just banned Uber.

At all airports aggregator cabs are treated as pariahs even when it is the first choice increasingly for most users of the airports. Why is it that pre-paid taxis which are not the first choice is provided premium positioning at the airports? Are they in any ways safeguarding consumer/commuter interest better than aggregator cabs? Are the transport departments safeguarding commuter interests here?

Yes the basic argument will keep cropping up – that the aggregators are out to kill the competition with their deep discounting and once there is no competition left they will hike the rates. So how does that justify a closed nexus of who knows whom operating pre-paid taxi’s at all Indian airports? How are their rates determined and what are the service level standards? Is observing some archaic clause of Motor Vehicles Act all that is to regulating taxi services? Are the same authorities which are breathing down aggregators as interested in regulating pre-paid taxis and many other facets of the taxi trade or transport governance for that matter? Is regulating the aggregators at the airports all about protecting the business model of pre-paid taxis?

 

Mumbai Metro – Citiflo integration

The image below appeared in Times of India on 23rd March, 2016

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There will be difficulties in the success of the partnership between Mumbai Metro and bus aggregator Citiflo. The same obsacles which plague BEST buses and rickshaws will also affect the Citiflo operations leading to financial stress. No doubt Citiflo must have done its calculations but the moot point to observe in the information provided in image above is that a distance of 5kms is proposed to be covered in 30-40 mins i.e a speed of 10kmph or less. This is the same problem affecting BEST buses, they cannot turn around fast enough are spending most of their time idling in traffic, which is what the Citiflo buses will also do. Of course the passengers will be sitting in air-conditioned comfort, while still wasting as much of their time.

The objective has to be to make sure that a distance of 5 kms is covered in less than 15mins and the solution is to create new road(s) to access the hinterland consisting of Chandivali and Powai and to reduce load on the ridiculously overloaded Saki Vihar Road.

The low rise slum pockets which carpet between Saki Naka station and Subhash Nagar/Asalpha Station need to be the focus of attention and have indeed been so. Last year in September some of us were invited to view this presentation which had Asalpha as a case study.

The image below will help highlight the situation. Three placemarks to focus on – Asalpha Metro Station, Nahar Amrut Shakti Colony and the commercial complex called Boomerang. The straight red line between Asalpha and Nahar measures 800 meters. That is all that the distance is, which normally would get covered in 5 mins. But currently Nahar Complex has to be approaced via Saki Vihar Road and Saki Naka Station, doubling the distance and the time taken during peak hour congestion can easily be 20-30 mins.

All that is needed is a straight road to be developed from Asalpha Metro Station to Nahar Amrut Shakti. Beyond this there are existing roads connecting to Chandivali and Powai. The road should have a minimum of 15 feet wide footpaths on both sides, thus enabling those staying in Nahar Complex to just walk to Asalpha Station.

Even streamlining the existing Kherani Road can offer immediate relief. Kherani Road during peak hours is a sad sight to see and speaks volumes of the neglect of urban planning and the complete lack of compasion and vision within the city to offer the most simplest of solutions to its citizens.

Asalpha1

A close up image

Asalpha2

None of this is unsurmountble, even as the dense cluster of slums may look intimidating. With the right planners and adminstrators 2-3  years maximum. In a better governed city this would have been made mandatory on Nahar Developers to create such a road before undertaking any construction on their site.

But such kind of thinking and work draws no interest from anybody but the planners and those who are into advocacy. Companies like Mumbai Metro and Citiflo have their immediate balance sheets to look into and the commuters whose problems they (and activists) are trying to solve are plugged into FM Radio or playing video games on the phones. Most of them do not even read such news reports.

Why the Bombay HC order banning construction is stupid

The Bombay High Court has again passed some kind of an order prohibiting the municipal corporation from giving permissions for construction of any new building because of its inability to handle the waste crisis being faced by Mumbai. The media will be reluctant to capture my thoughts in quotes but I do have the freedom (hopefully and the tolerance of the Judges) to say it on my own blog post that the court order is totally stupid. It might have been passed with some other purpose in mind but not for solving the waste issue.

There is no relationship between additional construction and the current waste management crisis. Managed well, even if the garbage generated doubles there would still be no need for the current type of dumping grounds and only a fraction of land required for a single scientific land fill. To re iterate, if today Mumbai is generating 10,000 tonnes of waste and we have a crisis, then handled my way ( yes I will say my way) Mumbai can generate 20,000 tonnes of waste per day and I will assure closure of Deonar by 2020 and lush green parks and playgrounds on the same site by 2030. Let the buildings keep coming up and generating more waste. Open challenge to the Bombay HC and MCGM.

If I can show you ten buildings which are not sending any waste to Deonar today then I can very easily (with resources which are all being charred by MCGM currently) make 100,000 buildings also not send any waste to Deonar or any other dump. That is the key aspect, which makes the current order look so stupid.

If there is a ONE BIG co-relation it is between the failure of the Bombay HC in carrying out contempt proceedings for non-compliance of grand orders passed on waste management issues in the past 15 years by its own self. Something tells me that it would be expecting too much for the Judges or the Court to be doing that. If only the Judges who have passed this order, studied orders passed by their predecessors over the past 10-15 years – and more notably those by Justice Chandrachud and decided to initiate contempt proceedings against all the IAS officers who have handled or currently handle the relevant departments then it would have made more impact.

Just when did we last see the Court prosecute any senior official or politicians for any of its PIL orders in the past? PILs have become a joke. Only blind worshiping bhakts of the judicial system have faith in PILs because their blind belief enables them to not stray their looks and look at the reality.

Fine non-complying buildings Rs. 3000 for every instance of non-segregation back to back and the most stubborn and wealthy of buildings will end up complying. If MCGM is incapable, incompetent or insincere in implementing MSW 2000 then let them say so, let the Court take cognizance of it and lets talk ahead. But lets not waste time with these kind of stupid orders. Have a look at this public advertisement by MCGM in 2001 here

Materials below for those who might have missed them before or those whose eyes only keep glazing over all the evidence.

What a zero waste building looks like at this link

Suggestions to the MCGM for SWM in DP 2014 at this video

Points made during deposition on Coast Road Project in Mumbai

Independent Peoples Tribunal for Environment organised a Public Hearing on Mumbai Coast Road. The public notice for the same is at the end of my deposition.

Below are the points I submitted in my written deposition. I made a separate set of points in my spoken deposition, which is found in this presentation.

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Deposition before Commissioners by Rishi Aggarwal
Friday, 9th October, 2015
Mumbai
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I would like to place the following points on record for the consideration of the Commissioners with regards to my objection to the coastal road project proposed by the MCGM and supported by the state and national governments. The project in my opinion is symptomatic of bad governance and my points below argue against the project on governance grounds.

I am an environmental and civic issues activist for the past 15 years and have been closely involved with impacting numerous issues which would lead to a better quality of life in Mumbai. I take keen interest and involve myself on a continuous basis with aspects related to the good governance of Mumbai. I have been opposing the coast road since early 2011 when it was first proposed and have been expressed my views at numerous governmental and public forums till now.

I am attaching two different letters sent by me regarding the same and also a petition which I started in 2013 against the project. Some key points are below

Points for deposition

1. It pains me that a few politicians have chosen in their wisdom to call the coast road project as one of national importance. The lifeline of Mumbai, the suburban railway network carries 8 million people daily, it is a global marvel. Almost ten people lose their lives daily on this network. I would imagine that a project of national importance would be to find a solution to put a complete stop to these deaths. This would confirm with the tenets of good governance. The coastal road project will make absolutely no difference to the conditions on the suburban system or to saving the lives of those who die on it every day.

As per estimates the coastal road would have a capacity of transporting a maximum of 300,000 people every day (with a lot of doubt) as compared to the 8 million on the suburban system. The coastal road project has been projected to cost Rs. 13,000 crore in 2015 costs. A reasonable level of improvements in various aspects of the suburban system would cost less than Rs. 1000 crores from what I gather through various readings in the papers and official reports.

So it is a situation where there is enormous enthusiasm in the government to spend Rs. 13000 crores on transporting 300,000 people daily but almost zero enthusiasm in spending Rs. 1000 crores on improving a system which is transporting 8 million people daily. How can this be justified on a good governance parameter? Would not a government interested in delivering good governance have a balanced approach?

2. The National Urban Transport Policy 2006 by the Government of India explicitly states that the focus and priority of transport policies and investments in Indian cities should be to move people not cars. For a decade and more we have only seen a violation of that policy in Mumbai. Having received no resistance MCGM became brazen and has leapfrogged but not in the way the NUTP would expect.

3. The land use and mobility patter in Mumbai has undergone a drastic change in the past three decades. A large number of people who work in Greater Mumbai need not be staying within. These are people staying with other municipal corporations within the Mumbai Metropolitan Region (MMR). Mobility, residence and work patterns increasingly have an inter-regional pattern and our transport planning has not kept pace with the requirements. Multi-modal integration is still not convenient in the region. For these purposes development of functional Unified Metropolitan Transport Authority (UMTA) has been suggested for Mumbai for very long. Robust institutions as we know are the fundamental tenet of good governance.

Again the government has shown abysmal commitment to establish an UMTA for MMR. Enthusiasm for the coast road by releasing full page advertisements, carpeting the city skyline with self-congratulatory messages on hoardings has been there for all to see. The same politicians and administration shows a zero concern for addressing the day to day mobility challenges faced by millions in the region.

4. The coastal road proponent – the MCGM – is offering the coastal road project as a solution to the traffic congestion being faced in Mumbai. A city the size of Mumbai and with intentions of becoming world class does not see a functional and well equipped transport and traffic planning cell within itself. It is unimaginable a megapolis of this size in the developed world to not have a well functioning traffic and transport planning cell in its local self government.

The coastal road report alludes to the presence of similar roads in developed countries and uses them to build a case for the coastal road. But what about a traffic cell, which is a fundamental requirement if you want to handle traffic congestion? Why no interest in having a traffic cell? All of these world class cities have world class traffic monitoring departments staffed with the best trained staff and with budgets and facilities to match. There is an unmistaken sincerity in the way some of these global cities are governed, which is woefully missing from the governance of Mumbai.

Is the coast road a case of having cake when we do not even have bread?

End of deposition

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Public Notice about the Public Hearing

INDEPENDENT PEOPLE’S TRIBUNAL ON ENVIRONMENT
Public Hearing on Mumbai Coast Road

Organiser: Human Rights Law Network, Mumbai

Date: Friday, 9 October 2015.

Registration: 9.30 am; Tribunal hearings commence: 10am

Venue: St Paul’s Institute of Communication Education (SPICE)

The Independent People’s Tribunal on Environment aims to conduct fair and credible investigations focusing on issues concerning human rights and environmental justice and give voice to the struggles of grassroots organizations and affected communities.

We are setting up a Public Hearing to deliberate the feasibility of the proposed highway on the Rs 12,000 crore, 35-km long Coast Road on the western sea front of Mumbai that will connect Kandivali to Nariman Point on Friday October 9, from 10 AM to 6 PM.

At the Public hearing persons from various backgrounds ranging from the fishing communities, architects, town planners, governance, environmentalists and experts will be deposing on the effects of the coast road on the environment, fishing communities and on the financial viability of the project.

Justice (Retd.) Hosbet Suresh, former Bombay High Court Judge; D.M. Sukthankar and Jamsheed Kanga (former Municipal Commissioners); D.T. Joseph (former Urban Development Secretary); B.C. Khatua, Director of the Mumbai Transformation Support Unit (MTSU, a parastatal body); Gerson da Cunha, Action for Governance & Networking in India (AGNI); Shirish Patel, civil engineer and one of the three proponents of Navi Mumbai; Shabana Azmi, actor and activist; Prof V. Subramanyan, former IIT-Mumbai geologist; Sunil Shanbag, theatre director; Rambhau Patil, President, Maharashtra Machhimar Kruti Samiti; Dr Rakesh Kumar, Chief Scientist, in charge of National Environmental Engineering Research Institute (NEERI) in Mumbai; Ajit Ranade, economist, Nikhil Wagle, journalist, Major General S. C. N. Jattar, President, Nagrik Chetna Manch and Meenakshi Menon, media and communications expert and founder of Vanashakti NGO, are Commissioners.

Address: Third Floor, St Paul’s Institute of Communication Education (SPICE), TPS III, Near Tawa Restaurant, Opp. Duruelo Convent High School, Road Number 24, Bandra (West), Mumbai – 400050
Phone:022 2643 5709

The event is open to the public, who can also send written submissions to the Commissioners during the day’s proceedings.

We look forward to full coverage by the print and electronic media.
A PRESS CONFERENCE WILL BE HELD AT 1.30PM ACROSS THE HALL ON THE 3RD FLOOR
Anne Thomas Panicker,
Human Rights Law Network (HRLN),
First Floor, Jalaram Krupa, Janmabhoomi Marg, Fort, Mumbai – 400001
Tel: +91-22-2282 0109/2282 0192; 98924 61119 Email: mumbai@hrln.org