Sunday, October 20, 2013

scam news -India


NCP upset with Prithviraj Chavan for stalling builders bonanza



MUMBAI: A humungous floor space index (FSI) of up to 10, offered to builders rehabilitating slum dwellers in Pune and Pimpri-Chinchwad, has become a point of friction between the Congress and its alliance partner, Nationalist Congress Party.

The Sharad Pawar-led NCP, which has a firm political grip over this region, is believed to be upset with chief minister Prithviraj Chavan for staying it. Chavan ordered the urban development department to review the regulation 2(7) and is likely to drastically reduce this construction bonanza for private developers.

In Mumbai, rules allow a maximum FSI of 5 as compensation in the form of transfer of development rights (TDR) for builders who rehabilitate slum dwellers free of cost in new tenements on vacant land belonging to them. Top government sources said the largesse would benefit a few politically connected builders, who have accumulated large swathes of land in Kothrud and Kalyani Nagar in Pune.

FSI defines how much can be built on a plot. For instance, an FSI of 10 on a 1,000 sq m plot will allow a developer to build 10,000 sq m or ten times the area of the plot.

Political sources said the Pune FSI issue was one of the reasons for Pawar's broadside against Chavan last month. Without naming the CM, the NCP chief said he wasn't clearing files and was delaying decisions on crucial issues. "I don't know whether (his) hands are paralyzed when it comes to signing files. I hear there are files pending for three months," Pawar had said.

But Chavan hit back, stating his government's priority was to "take decisions which helped the common man" and not files which are "in the interest of individuals".

"The general consensus is that builders are being over-compensated for very little work,'' said a construction industry source based in Pune. Large tracts of public land in Pune reserved for public amenities are encroached by slum dwellers. The policy stipulates that builders rehabilitate these encroachers in new buildings on a portion of the plot free of cost and build apartments for free sale on the remaining land. On lands which are required for public purposes, the slum dwellers are accommodated in situ and the builders hand over the remaining area to the local authority to build a public facility. The local authority then grants TDR to the developer which can be used on any of his lands in addition to the FSI normally available on such lands.

As compensation, builders receive higher FSI to build on their own land, depending in which zone of the city it falls within.

For instance, developers' plots falling under zone C in Pune (comprising areas like Kothrud and Kalyani Nagar) receive the highest FSI of 10. Zone A (gaothans and peths) receive FSI 6 while zone B (Koregaon Park, Boat Club Road, Deccan Gym) could get FSI of 8.5.

"This regulation has been in the rulebook since 1994. No builder took advantage of it all these years because the transfer of development rates (TDR) in Pune were barely Rs 200 to Rs 500 a sq ft,'' said Pune municipal commissioner Mahesh Pathak. "But in the past few years TDR rates suddenly increased to Rs 2,000 to Rs 3,000 a sq ft, making it extremely lucrative. The government is considering reducing it because some felt it will lead to vulgar profits for builders,'' he added.

A few Congress MLAs are believed to have complained to Chavan about this unusually high bonanza, it is learned. "It would lead to rampant construction in areas where the civic infrastructure is lacking in terms of water supply and roads,'' said a housing expert.

Regulation 2(7) allows FSI 3 to rehabilitate slum dwellers on site.

Zone A: As compensation, builder receives FSI 7 on his land. For instance, if the rehabilitation component is 10 sq m of construction, then an additional 20sqm area will be permitted to builder to be sold in open market and the rehabilitation component subsidized

Zone-B: Builder will receive total FSI 8.5

If the rehabilitation component is 10sqm of construction, then additional 25sqm area will be permitted to builder for sale in open market

Zone-C & D: Builder will receive FSI 10

If rehabilitation component is 10sqm then additional 30sqm will be permitted to builder.
=================================================


Irrigation scam: Maharashtra BJP chief to submit proof



AURANGABAD: Maharashtra BJP president Devendra Fadnavis on Sunday said that he would furnish crucial documents to the Madhav Chitale committee here on Monday to substantiate his claims about direct involvement of ministers in the multi-crore irrigation scam.

Fadnavis claimed that he would provide enough material to the committee to prove the alleged involvement of deputy chief minister Ajit Pawar and water resources minister Sunil Tatkare in the scam.

Till recently, the special investigation team headed by the former water resources department official Madhav Chitale, had refused to accept evidence from private citizens. But after a high court order, the committee has started accepting documents from the citizens.

On Monday, Fadnavis and leader of the opposition in the legislative council Vinod Tawde, will submit documents to the committee that is conducting the inquiry into the alleged Rs 70,000 crore scam. "We have the tender documents and the supporting letters signed by the ministers. It will prove that the leaders who were at the helm of affairs had escalated the project costs and favoured certain contractors," he said.

Fadnavis said that he could prove that 'manipulators' had used similar procedure across the ministries (headed by Pawar and Tatkare during the scam) to siphon off money. "Scams involving such a huge amount cannot happen without the knowledge of ministers and hence action should be initiated against them," he said.

Although, Fadnavis said, he had gathered most of the documents from various departments, he is still expecting additional information to consolidate the claims. "We are in the process of digging out more skeletons from the concerned departments and that may take some more time. We may ask for another fifteen days time to provide more details," he said hoping that the committee would grand extension.

He said the mega scam in the water resources department might be more than what it appeared initially. "It is too early to comment on how much money was involved," he said.

The Chitale committee's terms of reference include reasons for lesser irrigated area, cost escalation in projects and the delay in execution and implementation of several irrigation projects in the state.












































==================================================


Ministers, mining barons pay-offs: I-T says it has no additional input



BHOPAL: In a new twist to the alleged pay-offs made by mining barons to the state government officers and ministers, the Income Tax (I-T) department has informed Madhya Pradesh Lokayukta that it does not have any additional documents to corroborate or back-up the contents of diary seized from residences of the barons during searches that referred to certain pay-offs.

The special police establishment (SPE) of Lokayukta had sought clarification from (I-T) department on the shared inputs by it. In its letter, SPE had sought for evidences on pay-offs involving the ministers and officials.

Responding to this communication, I-T department has said that they do not have anything else to share.

On May 17, joint director (investigations), I-T department, K B Goyal had shared a set of 17 documents with the anti-corruption ombudsman for action, attached with copies of few pages from diaries, they had recovered during searches at the premises of businessmen, Sudhir Sharma of SR Group, Dilip Suryavanshi of DBL group and J S Walia, and their associates in June 2012.

Lokayukta Justice P P Naolekar had forwarded these documents to SPE's director general (DG) Sukhraj Singh for further probe.

When contacted Lokayukta officials claimed that the I-T department has shared information that is 'vague', and cannot be taken cognizance of.

"The documents provided to us comprise notes on I-T findings on Sharma and Walia's group. It mentions about bribe to ministers and government officers without naming them or providing evidences or authenticating the transactions," said a Lokayukta official wishing anonymity.

Contents of report based on I-T search at premises of J S Walia reads, "...the entries recorded on page number 24 clearly specify that the requirement of funds for payments to the minister (min); OSD (officer on special duty); under secretary (US) was Rs 130 lakh. The balance available with JS Walia was Rs 70 lakh and Rs 60 lakh was to be arranged".

Next paragraph reads, "In the next set of entries, the payments of Rs 85 lakh made for the project at Jolly village are mentioned, viz Rs 50 lakh to the minister (min); Rs 20 lakh to the secretary (sec), Rs 10 lakh to the OSD (officer on special duty) and Rs 5 lakh to the under secretary (US)...".

I-T officials pointed out that the figure about the cash balance of Rs 70 lakh gets corroborated by the entries recorded on page number 25 (of their report) of BS-1 where it has been mentioned as to how the cash balance of Rs 70 lakh has been worked out. The report also mentioned alleged payment of Rs 25 lakh to OSD and Rs 5 lakh to the undersecretary.

Further the payments of bribe totalling to Rs 85 lakh for Jolly village land also get corroborated as the payments of Rs 50 lakh, Rs 20 lakh, Rs 10 lakh and Rs 5 lakh for Jolly village are also mentioned, says the income tax report, referring to a diary recovered during raids on business houses.












































==================================================

Holy scam: Adulterated ghee was used in Rupal



AHMEDABAD: When the Food and Drugs Control Administration (FDCA) took samples of ghee from Rupal near Gandhinagar - famous for its annual palli procession at which ghee flows as a pious offering - the team discovered evidence of adulteration. The palli or palanquin of Vardayini Mata is showered with ghee on the last day of Navratri to gain blessings; the volume of ghee runs into thousands of litres. The samples revealed that there was a significant volume of adulterated ghee.

Officials of the administration said that during a check on the procession day, they found that a brand of ghee which was used by devotees was adulterated. After collecting samples, officials began an investigation and found the samples contained oil, vanaspati and colour.

After performing "abhishek" of the palli with ghee, a tradition in the village for centuries, a rath of Mata Vardayini is taken out from the centre of the village at night to the main temple. This journey takes about four hours and lakhs pour ghee on the goddess.

After the confirmation of adulteration, the FDCA began raids and arrested Bhavin Gandhi from Aslali area and recovered adulterated and spurious ghee worth Rs 4 lakh.

The officials found pouches of 1 kg and 15 kg tins. Of the various brands that were recovered, majority of the fake ghee was from a Pune-based ghee manufacturing company.

The officials said that it appears that Bhavin was marketing the adulterated ghee.




Getting power connection takes 67 days in India: World Bank[can be done in a day with money power and political connections]

CHANDIGARH: The Rs 10,000 crore coal scam may have given a boost to private players owning coal-fired plants that make 57% of India's installed electricity capacity, but for a common man, getting power is still a painful job.

Getting an electricity connection for your house takes 67 days in India, according to World Bank's Doing Business 2013 report.

India, which stands at 105th position in ease of getting a household power connection, is much behind Iceland (1) and Germany (2), which take 17 and 22 days, respectively. India, however, has beaten the US by a day in ease of getting a power connection.

The US takes 68 days. In 2012, the world's second largest democracy, had claimed 99th position in ease of getting household electricity.

The report said that anyone seeking a power connection in India has to fill up at least seven different procedures or forms, spread over 67 days. The maximum time is consumed in submission of meter security deposit and the external wiring connection, which the report said, has been given to private companies in many state.

India ahead of Pak, Lanka

In ease of obtaining a power connection, India is far behind in both rankings and number of days among its Asian neighbours. It takes 28 days in China, 36 in Singapore, 41 in Hong Kong and 35 in Thailand.

It has only managed to stay ahead of Pakistan and Sri Lanka, which take 206 and 132 days, respectively.

Even among Middle East countries, India has lost the race to UAE (40 days) and Kuwait (42 days). Oman (62 days) and Saudi Arabia (61 days) come close to India, but even these countries give electricity connections faster.

According to the same report, the average amount required to purchase an electricity connection is Rs 1,76,444.

The WB data is only a damning re-assessment of India's power crisis where 43% of rural households are still using kerosene to up light their houses, according to Census 2011. According to the same census, there are still 11 lakh households in India with no source of lighting.









































==================================================






















Going off the rails-Seven years after PM laid its foundation

Seven years after PM laid its foundation, Mumbai's first Metro corridor is yet to see the light of day

MumbaiMumbai's first Metro corridor is yet to see the light of day. (IE Photo)
On a balmy evening in June 2006, Prime Minister Manmohan Singh laid the foundation stone for the Metro in Mumbai, its first alternate transport system.
In 2013, the country's biggest metropolis still awaits the completion of the 11.05-km elevated corridor that will connect the western and eastern suburbs of the city.
During the same seven-year period, China managed to start Metro trains in seven cities, covering a total distance of about 250 km.
Back home, Mumbai is still struggling to open the first Metro corridor, from Versova-Andheri-Ghatkopar. Though authorities have set December 2013 as the latest deadline, uncertainty hangs over the project.
One of the primary reasons is that the inordinate delay has pushed up the project cost by more than 80 per cent, prompting the concessionaire, the Reliance Infrastructure-led consortium Mumbai Metro One Pvt Ltd (MMOPL), to propose a fare hike to start and sustain operations.
However, with the state elections due next year, the Congress-led state government is wary of antagonising voters with a fare hike, although it is equally keen on rolling out the Metro before the model code of conduct sets in.
MMOPL claims a fare hike could be considered as per the concession agreement, which says the concessionaire can approach the government for any upward revision beyond the fare permitted in the notification if there is any unanticipated rise in the project's operating cost.
While the issue has become a hot potato only now, it was first flagged to the Mumbai Metropolitan Region Development Authority (MMRDA), of which Chief Minister Prithviraj Chavan is the chairman, nearly one-and-a-half-years ago. Despite this, there has been little intervention by the state government in settling the issue amicably or even investigating the claims of a cost escalation.
The Versova-Andheri-Ghatkopar Metro is the first such project in the country to be constructed and operated on a public private partnership basis. Lead consortium partner Reliance Infrastructure has a 69 per cent stake in MMOPL, while Veolia Transport of France has a 5 per cent stake. The rest lies with the MMRDA.
Correspondence on cost escalation, fare hike
When the project was awarded in 2006, the base price as per a fare notification of 2004 was Rs 9 to Rs 13 for different distance slabs. The fare was to be 1.5 times the fare of the Brihanmumbai Electric Supply and Transport (BEST) undertaking. There was also a provision to increase the fare by 11 per cent every four years.
Now, citing cost escalation, the MMOPL has mooted the base fare in the Rs 22-33 bracket.
MMOPL first wrote to the MMRDA in February 2012, stating that the estimated project cost of Rs 2,356 crore had surged by Rs 1,935 crore and requesting that the base fares be hiked from Rs 9-13 to Rs 22-33.
In March 2012, MMRDA replied seeking details supporting the cost escalation claim. In May 2012, a formal presentation was made before the MMOPL board, which meets quarterly and comprises two representatives from MMRDA, three or four representatives from Reliance Infrastructure and the principal secretary of the state's urban development department.
In December 2012, MMRDA wrote to MMOPL saying the matter was being reviewed.
In January 2013, MMOPL raised the issue in a meeting with Sudhir Krishna, secretary of the union ministry of urban development, who said the project should be financially viable for a public-private partnership, according to an official who was present at the meeting.
In March, MMOPL wrote to the principal secretary of the state's urban development department, detailing reasons behind the cost escalation and the demand for fare revision.
In April, the consortium wrote to Chief Minister Prithviraj Chavan requesting him to intervene and asked for a meeting with him to discuss the issue.
In July, MMOPL wrote to Chief Secretary Jayant Kumar Banthia seeking his intervention.
"The state government should examine the claims made by the concessionaire and see how many of them fit into the framework of the concession agreement and deal with them accordingly. Tackling the issues at an early stage always helps,"says Ajay Saxena, an expert on public private partnership with the Asian Development Bank.
Reasons behind the cost escalation
At the time of concession agreement, the project cost was pegged around Rs 2,356 crore, which has now shot up to Rs 4,291.
In February 2008, MMOPL started work on the project, which winds through one of the busiest and most crowded parts of Mumbai. MMOPL, at the time of commencement of work, had said in a press statement that it was aiming to complete the project in a record 30 months, although the concession agreement specified the period of construction to be five years.
"Project cost has mainly increased due to delays in acquisition of right of way by MMRDA. Despite severe impediments, we are confident of making the project ready for commercial use by the end of the year," an MMOPL spokesperson said.
Although it was supposed to have been given a 59 per cent right of way with land free of encumbrances, MMOPL started work with right of way being made available only on 45 per cent of the land.
Most importantly, piece of land for the Metro car shed, the controlling hub of the entire system, was handed over by the state a good six months after work on the project had begun.
Although MMRDA did manage to clear the right of way to complete civil works by 2012, there are still hindrances in getting access to land to construct staircases at five locations. MMOPL fears that if the staircases are not constructed in time, the project will not get a final "no-objection" from the fire department, without which it would be impossible to commission the Metro.
The absence of a clear mapping of underground utilities criss-crossing beneath the surface of the road threw up more hurdles once the company started construction. These often necessitated changes in original designs, thus impacting the project cost.
For instance, the earlier plan to having only 11 foundation designs for the piers to hold the Metro viaduct had to go in for a toss due to the dense maze of water, telephone, gas and electricity lines below the surface. The presence of multiple unforeseen utility lines and a tight right of way meant that a unique foundation had to be designed for each pier. The 11 foundation designs turned into 219 different types of foundation designs for the 400-plus piers.
Similarly, the design of a bridge that will take the Metro line over the suburban railway tracks at Andheri was also changed on three occasions in order to get the permission of the Western Railway to undertake construction in that area.
The company also faced a substantial increase in its debt servicing as the project got prolonged.
Besides, the change in the rupee rate as compared to dollar has also impacted the project cost substantially.
Many players in this entire scenario, including the chief minister, say the present problems show how government officials and private players have still not been able to adjust to the system of public-private partnership model.
In fact, the CM went to the extent of saying that his bureaucrats were "not mature enough" to draft public-private partnership contracts and make them work.
NEED FOR THE PROJECT
It will ease traffic congestion and link eastern and western parts of the city. It will reduce the travel time between Versova and Ghatkopar from 90 minutes to 21 minutes and will provide rail access to MIDC, SEEPZ and other commercial hubs.
The MAKERS
Mumbai Metro One Private Limited (MMOPL) is the Special Purpose Vehicle (SPV) formed to implement the Versova-Andheri-Ghatkopar (VAG) Metro corridor. It is a joint venture company formed by Reliance Energy Limited, a Reliance ADA Group Company, Veolia Transport of France and Mumbai Metropolitan Region Development Authority (MMRDA).
THE FUNDING
The project cost of Rs 2,356 crore was to be met through capital grant from MMRDA of Rs. 650 cr, a debt of Rs 1,194 cr and equity of Rs 512 crore to be shared 74/26 between Reliance and MMRDA. The consortium was to recover its investment with a concession period of 35 years.
THE FIRST LINE
Versova-Andheri-Ghatkopar Project cost: Rs 4,291 crore (Rs 2,356 crore was the cost estimated when the construction began)
Length: 11.07 km
Will carry Six lakh commuters every day
STATIONS
Versova, Azad Nagar, D N Nagar, Andheri, Western Express Highway,Chakala, Airport Road, Marol Naka, Saki Naka, Subhash Nagar, Asalpha, Ghatkopar
HOW IT WILL OPERATE
The service will run for 18.5 hours every day (5:30 am till midnight), with the station dwell time of 30 seconds. The frequency of the trains would initially be 3.5 minutes, which would be further increased over a period of time.
PROJECT TIMELINE
June 2006: PM Manmohan Singh performs Bhoomipujan. Project deadline announced as June 2009.
February 2008: Problems with handing over Versova car shed and other litigations mean actual work starts only on February 2008. The work was to be completed in three years, by February 2011, but has been delayed. Concessionaire repeatedly claimed that the entire project would be completed in 30 months.
December 2013: After extending the completion date four times, the project is expected to be fully completed by end of the year.
FARE STRUCTURE
As per the initial plan
Rs 6 up to 3 km
Rs 8 between 3 km to 8 km
Rs 10 beyond 8 kms
The fares will be revised @ 11% every fourth year. MMOPL has now demanded that the fare should be
between Rs 22-33.

Going off the rails

Reliance Infrastructure's Mumbai metro is caught up in a dispute over a fare hike even before it starts operations.
Suprotip Ghosh       Edition: Sept 29, 2013
Going off the rails
The demand to raise Mumbai metro fares has irked the Maharashtra government Photo: Nishikant Gamre/www.indiatodayimages.com
Mumbai's Ghatkopar railway station turned into a fish tank on many a rainy day this monsoon season, stopping trains from plying. While torrential rains are common in Mumbai, the station's troubles were man-made. A cascade of water would overflow from the under-construction Ghatkopar Metro station and flood the tracks on the city's busy central line rail network. Not a sight that inspires confidence in the future of Mumbai's transport infrastructure.

The confidence was shaken further in August when the company tasked with building, running and maintaining the metro sought a steep hike in fares even before it started operating the network. Mumbai Metro One Pvt Ltd (MMOPL), majority owned by Reliance Infrastructure, told the Maharashtra government last month that a fare hike was required because the construction cost has jumped 84 per cent from the original estimates due to delays.

Reliance Infrastructure, headed by industrialist Anil Ambani , owns a 69 per cent stake in MMOPL. The Mumbai Metropolitan Region Development Authority (MMRDA) controls 26 per cent while the remainder is held by French transport company Veolia.

People familiar with the development say MMOPL has asked for increasing the maximum fare to Rs 38. The company, however, says it has sought a maximum fare of Rs 33. Still, that is more than a three-fold hike from the current Rs 10.

The troubles with the Mumbai metro come barely months after Reliance Infrastructure exited New Delhi's airport metro line, citing disputes with Delhi Metro Rail Corporation.

The Mumbai project is the country's first privately built and operated metro railway. The first phase, from Versova in the west to Ghatkopar via Andheri, passes through 11.4 km of some of the most congested areas in the suburbs. Reliance Infrastructure won the bid for the project in 2007/08. Since then the project has undergone many changes in route, design and planning. It also faced delays in getting regulatory approvals. As a result, the project cost has surged to Rs 4,321 crore from Rs 2,356 crore estimated initially.

The state government isn't amused. Maharashtra Chief Minister Prithviraj Chavan has said the government might consider taking the project away from Reliance Infrastructure altogether. While that might be the last resort, there are few indications the state government will budge anytime soon.
"They have given us the revised project cost, but they still have to give us the break-up of that cost and the justification of those items," says U.P.S. Madan, Metropolitan Commissioner, MMRDA. He says the agreement between the state government and Mumbai Metro One has clear clauses that limit the scope of a fare hike. Even in the case of a proposed increase, the company will have to furnish detailed reports on why the delays happened and who is responsible. The company has not submitted any such report, says Madan.

Reliance Infrastructure, which also builds highways and power projects, refuses to take the blame. "This project was mired in extremely poor planning by government agencies," a spokesperson for MMOPL said in an email to Business Today. MMOPL estimated the construction period and cost based on a project report prepared by Delhi Metro Rail Corporation, it said. In its email, the company provided details of much of the extra work it has done. But, there was little clarity on the amount it spent for the extra work.

U.P.S. Madan, Metropolitan Commissioner, MMRDA
They have given us the revised project cost, but they still have to give us the break-up of that cost and the justification of those items: U.P.S. Madan, Metropolitan Commissioner, MMRDA
Not everyone is convinced by the company's arguments. A Mumbai-based analyst, who didn't want to be named, says Reliance Infrastructure failed to do proper due diligence on the project. It also ordered more rakes than it requires for starting operations, the analyst says. 

Madan, the metropolitan commissioner, says the company initially estimated its rolling stock cost would be Rs 500 crore but is now expecting it to be Rs 700 crore. "They can't claim any fare revision for that. That is their miscalculation of market conditions," he says. MMOPL, however, says that, as per the contract executed in 2008, it had estimated Rs 500 cr for additional 44 coaches. "This will make metro future proof to handle increase in demand. We have not revised our estimate," it says.

Madan also says that the onus of proving the delays were the government's responsibility lies with Reliance Infrastructure. "The agreement talks about increase in operational costs. Operation has not yet started," he adds. "So, whether that increase in costs can be considered at all, that is the first legal issue."

Analysts say the issue will likely go into lengthy arbitration, and there are few indications how it will pan out. Meanwhile, project cost continues to escalate. Both parties say they are keen to start the Versova-Andheri-Ghatkopar line, probably by December. But while they battle it out, Mumbaikars will be hoping it won't take until next year's monsoons to end.

Bye, bye Balcony



Bye, bye Balcony













I'm sitting with journalist and local historian Rafique Baghdadi discussing balconies in Mumbai and a slow smile spreads across his face. In Alain de Botton's perceptive book The Architecture of Happiness, the writer makes a case for how architecture can make us happy or sad, how buildings and houses can affect us whether we live in them or simply find ourselves looking at them. It is hardly surprising that balconies, those sheltered protrusions of our homes that are not quite inside and not quite outside, fall into the category of things that make us happy. 

Baghdadi is smiling at the memories of interactions made possible through the balcony. "Parsis clapping to get your attention from their balconies, baskets and bags being lowered from long ropes to the sabziwala, people falling in love across these spaces," he says. "And in Hindi films, people run away from the house through balconies." 

Balconies also provide a narrative of the city. "From just looking at the iron railings you can tell which year the building was built," Baghdadi says. In classical and neoclassical buildings, balconies were little projections outside French windows with railings containing the space while Gothic and Neo-Gothic buildings often had verandahs wrapped around the edifice. Airy wrought iron railings all the way to the bottom allowed the breeze in at a lower level into the house so that air could flow through the house. But later balconies began to sport a solid facade. In the Art Deco period reinforced cement concrete made it possible to have subtly ornamented balconies that could project out like little floating spaces. 

Balconies come in all shapes and sizes and serve all kinds of purposes. In chawls they offer communal spaces for interaction and access while traditional balconies are spaces just as social, not only providing ventilation but also providing connectivity with the street and the city, as well as a place to dry things - from clothes to chillies to the dog after its bath. 

Photographer Ayesha Taleyarkhan's new coffee table book Beyond Bombay Balconies makes us take a fresh look at the city's balconies: from tiny ones and those elegantly fronted with wrought iron railings to verandahs with jalis and wooden balconies with flowers tumbling out of containers. "There's something special about this space, it's a very versatile space. It's not like a bedroom where you have to put a bed. It's a place close to the heart, a free-for-all space that can be whatever you want it to be," says Taleyarkhan whose fascination for balconies started in 2002 which resulted in the book Bombay: Balconies & Verandahs. Eleven years later, she wanted to revisit things. "Eleven years on, a lot had changed. The city has changed, technology has changed, my equipment has changed, I wanted to make it contemporary." 

Things have changed. Now you can head to the mall for dried chillies and there are dryers to dry clothes. "People would wake up and walk to the balcony and stretch and take in the world," says Baghdadi, "Now the first thing they do is switch on the TV." The space crunch has made many families enclose their balconies for extra room - a structural alteration allowed by the municipality - as a result of which balconies have disappeared and the city deprived of an important architectural element. 

"Today, most buildings do not have overhangs or balconies, or portions have glass," says architect Suprio Bhattacharjee. "Earlier there was a proportion of your area that was free of FSI for balconies. Now builders have no incentive to provide balconies unless they sell it as a lifestyle thing or a luxury." 

With box grills and air-conditioners, enclosed balconies have also meant a disfigured facade, the sort of thing that Alain de Botton says we avert our gaze from, to avoid "the possibility of permanent anguish". "Balconies gave you the flexibility to play with the facade and break the facade," says conservation architect Vikas Dilawari. They gave a building character, a play of light and shadow. Architect Brinda Somaya says that though there can be good design without balconies, what's problematic is if a building is designed for balconies which are then enclosed. "There should be a regulator, design rules should be in place," she says. "It's a great pity that people want to do away with balconies." 

The pity is that people don't even complain about not having a balcony, says Baghdadi. "You don't hear anyone say anymore saying, I was standing in my balcony and saw the fire. It's gone. It's like words... you don't use them, you lose them."

Tuesday, October 15, 2013

Mhada may redevelop its 125-acre colony

READ MORE spread
MUMBAI: Mhada may redevelop its humungous Motilal Nagar Housing Colony in Goregaon (W) on its own.

The plan was discussed during a Mhada meeting on Tuesday. Spread over 125 acre, the colony comprises 3,700 ground-level tenements built by Mhada three decades ago. Each tenement, about 180 sq ft, was first given on rent and then subsequently sold for under Rs 50,000 in the early 1980s. Under the redevelopment plan, every family will be entitled to receive a 600 sq ft flat free of cost.

Mhada can exploit the remaining land to build an additional 32,000 affordable flats. It will receive an FSI of 3 under the amended DCR 33 (5). If the plan sails through, this will be the first time that Mhada will redevelop its property instead of handing it over to a private developer. But there are fears of builders with political affiliations scuttling the project as the stakes are very high, said a source.

"It is a prime property opposite the Inorbit Mall and its development potential could run into thousands of crores. We hope Mhada can pull it off," said an official.

The Bomaby HC is hearing a PIL claiming there are over 6,000 illegal constructions in the colony. Last month, it had asked authorities to complete a survey of illegal constructions. The matter will be heard on Thursday and Mhada is likely to its plan before the court.

Many of the residents have allegedly carried out horizontal and vertical extensions without permission.

Redevelopment of Motilal Nagar redevelopment came up for discussion on Tuesday in the Mhada meeting because of an on-going case in the Bombay high court.

Last month, the court had asked the authority to complete the survey of unauthorized constructions within the sprawling residential colony. Many of the residents have allegedly carried out horizontal and vertical extensions without permission.

The PIL said there are over 6,000 illegal constructions in the area. The housing board's plan is likely to be put up before the court when the matter comes up for hearing on Thursday.