Abstract
Renu Modi examines the impacts of development-caused displacement in the urban context of Mumbai. She argues that, paradoxically, the reason for poverty is embedded in some of the same development projects that aim to reduce poverty by improving infrastructure to built sustainable cities.
This is a preview of subscription content, log in via an institution to check access.
Similar content being viewed by others
Notes
The Mumbai Urban Transport Project (MUTP) (hereinafter referred to as the ‘Project’) has been partly funded (45 percent of Project cost) by the World Bank. It comprises three segments: the upgrade of the railway transport system; improvement and widening of two highways, the 6.45 km of Santacruz Chembur Link Road (SCLR) and 10.6 km the Jogeshwari Vikhroli Link Road (JVLR); and the resettlement and rehabilitation (R&R) component that involves the dislodgement and relocation of about 20,000 project-affected households (PAHs) or an estimated 120,000 persons displaced by the project (The Inspection Panel, 2006). Resettlement of those affected due to the rail and non-rail segments, in accordance with World Bank safeguards on R&R, has been a pre-condition for Project financing. The total cost for R&R is estimated at Rupees 4678 million out of which the World Bank is expected to finance 81 percent of the cost. (MMRDA, 2002 (April) Mumbai Urban Transport Project: Resettlement Action Plan: 9)
For details, see Modi (2009).
The Government of India, Census of India (2001) Metadata and Brief Highlights on Slum Population defines slums as ‘a compact area of at least 300 population or about 60–70 households of poorly built congested tenements, in unhygienic environment usually with inadequate infrastructure and lacking in proper sanitary and drinking water facilities’. The data generated by various government agencies on the number of slum pockets vary.
As per the revised estimates of April 2004, mentioned in the Bank Management response following the request Inspection Panel Review of the India-MUTP, dated 28 April 2004, there has been an increase from 19,200 to 23,000 PAHs (approximately 20,000 houses and 3,000 shops, representing approximately, 120,000 people). This increase has been on account of ‘changes in scope of some sub-projects and detailed assessments that updated the preliminary numbers’. See Bank Management Response to Request for Inspection Panel Review of the India-Mumbai Urban Transport Project, IBRD Loan No. 4665-IN; IDA Credit No. 3662 IN, received by the Inspection Panel on 28 April 2004 and registered on 29 April 2004 (RQ04/3), section 17: 5. However, since 2004, there have been changes again as SATIS originally under the MUTP has been excluded and the Road Over Bridge (ROB) project in Jogeshwari is now being implemented by the MCGM (Note author).
This includes 6,901 in transit accommodation and 4,032 in permanent tenements at Antop Hill, Dharavi, Mankhurd, Wadala and Worli (MMRDA, 2002).
For details, see Inspection Panel (2006).
There are a few cases of private ownership in the area represented by these three associations.
For details see MMRDA (2002) (April), Mumbai Urban Transport Project (MUTP): Resettlement Action Plan (RAP) see Annexure I: 54–57.
In the case of the MUTP, the GoM R&R policy provides for a free residential tenement of 225 sq feet, ‘… in the form of leasehold rights of the land to the co-operative society of the PAPs and the occupancy rights of built floor space to the members of the society. The membership of the co-operative society and the occupancy rights will be jointly awarded to the spouses of the PAP household….’ (Objective (c), For details MMRDA (2002) (April), Mumbai Urban Transport Project(MUTP): Resettlement Action Plan (RAP) Annexure 1: 55). Compensation for commercial structures provides for space equivalent to the existing area with a maximum of 225 sq feet. Area in excess up to a maximum of 750 sq feet needs to be purchased at the specified rate. For details, see MMRDA (2002) (April), Mumbai Urban Transport Project(MUTP): Resettlement Action Plan (RAP) Annexure I: 62–65.
Although the matrix of entitlements in Appendix I of the above stated policy provided for compensation as per the Land Acquisition Act (LAA) of 1894 (amended 1984) or Transfer Development Rights (TDRs) as an alternative to the LAA in accordance with the Development Control Regulations (DCRs) for Greater Mumbai, 1991 (as amended from time to time) TDR is available as an alternative to compensation under the LA Act of 1894. If the landowner whose land is reserved for public purpose is prepared to surrender such land for free of cost and free of encumbrances to BMC he can opt for receiving TDR equivalent to floor space which he could have constructed had his land not been reserved to landowners and lessees on private land. (For details see R&R policy for MUTP, March 1997 (as amended 2000), GoM: 6.)
It is common practice in the city to undervalue land on paper to save stamp duty or taxes paid for land registration. For details, see www.worldbank.org/html/fpd/em/power/wbpolicy/4.30ODstm> at 22, accessed 7 June 2011.
References
Cernea, Michael M. and Christopher McDowell (eds.) (2000) Risks and Reconstruction: Experiences of resettlers and refugees, Washington, DC: The World Bank.
Ecosmart India Limited (2002) Rapid Impact Assessment of Initial Resettlement Under the Mumbai Urban Transport Project (MUTP), May 2002, Mumbai: MMRDA.
Government of India (2011) ‘Ranking of Districts by Population Size’, 2001 and 2011, http://www.censusindia.gov.in/2011-prov-results/prov_data_products_maha.html, accessed 6 June 2011.
Government of India, Census of India (2001) ‘Metadata and Brief Highlights on Slum Population’, http://censusindia.gov.in/Data_Products/Data_Highlights/Data_Highlights_link/metadata_highlights.pdf, accessed 6 June 2011.
Government of Maharashtra (GoM) (2000) Resettlement and Rehabilitation Policy for Mumbai Urban Transport Project (MUTP), Vide Government Resolution, Housing and Special Assistance Department, No. MIS 1094/CR 558/Slum 2, Dated 12th March 1997, Amended 12th December, 2000, GoM, Housing and Special Assistance Department Resolution No. Prakalpa 1700/cr 31/Slum 2, also Cited in IL&FS ECOSMART Limited (2006) R&R Implementation Manual for Mumbai Transport Project, 23 May 2006, Mumbai: MMRDA.
MCGM (2010) Mumbai Human Development Report 2009, New Delhi: Oxford University Press.
MMRDA (2002) MUTP: Resettlement Action Plan, Mumbai: MMRDA.
Modi, Renu (2009) ‘Resettlement and Rehabilitation in Urban Centres’, Economic and Political Weekly XLIV (6): 20–22.
Tata Institute of Social Sciences (TISS) (2003) An Impact Assessment of the Initial Phase of R&R Implementation for the MUTP, November 2003, Mumbai: Tata Institute of Social Sciences for the Mumbai Metropolitan Region Development Authority.
Tata Institute of Social Sciences (TISS) (2008) Impact Assessment of Resettlement Implementations Under Mumbai Urban Transport Project (MUTP), Mumbai: Tata Institute of Social Sciences for the Mumbai Metropolitan Region Development Authority.
The Inspection Panel (2006) ‘Investigation Report: India: Mumbai Urban Transport Project (MUTP), World Bank’, http://siteresources.worldbank.org/EXTINSPECTIONPANEL/Resources/IPNMUTPFINAL.pdf, accessed 2 June 2011.
World Bank (N.D.) ‘Mumbai Urban Transport Project Suspension Process’, http://web.worldbank.org/WBSITE/EXTERNAL/COUNTRIES/SOUTHASIAEXT/0,,contentMDK:20865681~pagePK:146736~piPK:146830~theSitePK:223547,00.html, accessed 29 September 2010.
Additional information
Looks at the impacts of development-caused displacement in the urban context of Mumbai
Rights and permissions
About this article
Cite this article
Modi, R. The Best and the Worst of the World Bank: Involuntary resettlement and the Mumbai Urban Transport Project (MUTP), India. Development 54, 400–406 (2011). https://doi.org/10.1057/dev.2011.69
Published:
Issue Date:
DOI: https://doi.org/10.1057/dev.2011.69