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By:

Minal Sancheti

2 May 2026 at 12:26:53 pm

Lost in Transport

Mumbai’s grand transport infrastructure is undermined by potholes, Poor discipline and a last-mile gaps that keeps it crawling Mumbai: It is morning time, and Pawan Khandelwal is all set to leave for work. A creative lead at an ad agency in Malad, Mumbai, Khandelwal should take 12 to 15 minutes to reach the office, but that rarely happens because of the traffic, poor road quality and lack of civic sense among co-drivers on the road. He mostly ends up reaching the office in 30 to 40 minutes....

Lost in Transport

Mumbai’s grand transport infrastructure is undermined by potholes, Poor discipline and a last-mile gaps that keeps it crawling Mumbai: It is morning time, and Pawan Khandelwal is all set to leave for work. A creative lead at an ad agency in Malad, Mumbai, Khandelwal should take 12 to 15 minutes to reach the office, but that rarely happens because of the traffic, poor road quality and lack of civic sense among co-drivers on the road. He mostly ends up reaching the office in 30 to 40 minutes. Khandelwal firmly believes that road construction is not a major issue for traffic. “The road under construction is not a big issue because they usually don’t take very long to repair the roads. But even after their work is done, it is not done perfectly. At times when they are digging up the road for other purposes, they often leave a bump or a pothole,” he said. He gives an example, “One can see it on the western express highway. There are so many bumps. We call it a highway, but we can’t even drive at 15 km/h because it is not fixed properly.” He also blames people for not following traffic rules, which adds to the problem. Traffic Woes Although there are coastal roads and metros available, the traffic still seems to be a problem for many residents. A media professional and a daily commuter, Charlene Flanagan has been travelling in Mumbai for many years now. There is not much difference in her experience of the traffic congestion. From her experience, she believes the coastal roads and metros have not completely accomplished the mission of curbing traffic congestion. She says, “As a resident of Mumbai and as a person with a valid driver’s licence, I would say the traf f ic hasn’t really changed. It is still as congested, and whether the coastal roads have helped depends on the time of the day you leave and whether you are going against the traffic or along with the traffic.” The pedestrians also face problems. Saloni Mehta, a theatre artiste, says, “I prefer walking to my destinations. For example, I live in Versova, and if I want to see a play in the Prithvi Theatre, I will take a half-hour walk. However, this one time, I could not reach the venue, not just because of the traffic but also because there were no pavements left to walk on. The roads are dug up, and every road is just half a road.” Mumbai’s average speed covered is 5.2 km per 15 minutes. During the peak traffic hours in the morning, when most people travel to their workplace, the average speed is 18.5 km/h. It is important to understand the issue and address it with a solution. Sudhir Badami, an author of the book ‘Matter of Equitability - Making Commuting in Mumbai Enviable’, explains why people still prefer to use cars over metros, “The metro line 3 has definitely taken away some car users. But it has not taken away sufficient numbers of car users to make a difference in the state of road congestion. The reason behind this is essentially the last-mile connectivity in areas where the Aqua Line or Line 7 operates, especially in suburban areas. In the city area, it is supported by good BEST services on the one hand, and taxis being available near the metro stations on the other hand. But most car users still opt for using their cars, as public transport currently does provide assured exclusivity, comfort and good frequency, not forgetting last mile connectivity. The Coastal Road sees very few cars compared to the number of cars on Mumbai’s Roads. Badami, as a transportation analyst, says, “Mumbai has approximately 16 Lakhs motor cars, out of which only about 55,000 seem to be using coastal roads. It is such a minuscule proportion for whom so much has been spent. This is largely because in the city, people don’t go from one end of the city to the other end. They normally start from in between and go somewhere in between. If there is not much time saving for the shorter stretches, then people are not likely to take it, and there will be continued congestion on city roads.” “In general, the necessity of the last-mile connectivity is an important part, but the greater part will be how to get car users onto the public transport,” says Badami. Public transport must provide near exclusivity, comfort and safety to a car-using commuter for migration to take place. This is where the importance of last-mile connectivity is felt. Air Pollution The slow-moving traffic also adds to the air pollution in the city several times more than when they are moving at optimum speeds, he says. Joint Commissioner of Police (Traffic), Mumbai, Anil Kumbhare, denies that there is much traffic congestion in Mumbai as compared to five years back. He credits the coastal roads for curbing the traffic. He says, “Earlier, there used to be bumper-to bumper traffic near Haji Ali. That has come down drastically. As coastal roads shape, the traffic will go down.” He also adds that there is traffic congestion in the morning hours as people are travelling for work. But there is no traffic jam. Although coastal roads have helped, there are still pockets of the city that face traffic congestion every day. This can be solved with careful planning and execution.

A Bitter Harvest: Poverty and Promise in Assam’s Tea Gardens

Updated: Jan 23, 2025

Assam’s Tea Gardens

India’s Northeast, often referred to as the ‘rainbow country,’ is a captivating paradox. It brims with natural beauty, rich biodiversity and a mosaic of cultures yet persistent underdevelopment paints a troubling picture of neglect and missed opportunities. To state the obvious, this region, bordered by five countries—Bangladesh, Bhutan, China, Myanmar, and Nepal—stands as a geopolitical linchpin for India’s security and diplomacy. The culturally diverse ‘Seven Sisters’ region is a treasure trove of resources, enriched by rivers that sustain unique ecosystems. Regrettably, its potential remains stunted by historical isolation, inadequate infrastructure and a deep-seated frustration stemming from poor governance.


Historical Isolation

Connectivity—or the lack thereof—has been a defining issue for the Northeast. A staggering percent of its borders adjoin other countries, rendering it dependent on tenuous land corridors for trade, healthcare, and mobility. This has hindered private investment, exacerbated economic disparities and fuelled the region’s reliance on central government funds.


An uneven distribution of these funds further deepens the divide. Consider Assam, the region’s most populous state. With a population of 3.58 crore as of 2023, Assam accounts for 64 percent of the Northeast’s inhabitants. Yet, its per capita allocation of central funds trails behind other states. For instance, in the 2022–23 financial year, Assam received approximately Rs. 31,253 crore, while the remaining seven states, with just 36 percent of the region’s population, collectively garnered Rs. 37,600 crore. Such disparity undermines developmental efforts in Assam, especially for its most vulnerable communities.


Within Assam, stark inequities persist. While 2.38 crore people reside in cities and towns with relatively better access to education and healthcare, about 1.2 crore people live in abject conditions. Among them are tea garden workers, or Sadanis, descendants of labourers brought to Assam by the British from states like Maharashtra, Madhya Pradesh and Bihar.


Confined to remote tea estates in districts like Lakhimpur, these workers endure squalid living conditions, minimal healthcare, and limited access to education. The average life expectancy among tea workers is a dismal 50 years—18 years below the national average. Malnutrition, alcoholism and generational poverty plague these communities, perpetuating cycles of marginalization and unrest.


The plight of tea workers is emblematic of the Northeast’s broader challenges. Despite their historic loyalty to India, these communities have remained on the fringes of development. Their struggles reflect not only economic neglect but also a failure to integrate their narratives into the mainstream discourse.


The Assam government has initiated measures to uplift its underprivileged populations, but these efforts remain piecemeal. Without a holistic strategy to address structural inequalities, the region risks further alienation. Delays in improving living standards not only harm the marginalized but also jeopardize India’s national security.


Grassroots efforts provide a glimmer of hope. One such laudable effort is that of the Bhaskar Sanskar Kendra, a self-funded unit of the Utthan Charitable Foundation which is an exemplar of what community-led interventions can achieve. Based in Parbatipur No. 2, the Kendra has been working tirelessly since 1988 to improve education, empower youth, and uplift women in tea garden communities.


Run by Ashok and Alka Varnekar, the Kendra’s initiatives are driven by passion and commitment. Their efforts recently earned them the Sewa Gurav Puraskar from the Pune-based Natu Foundation. Yet, much more is needed in the form of volunteers, donations and systemic support to scale such interventions and achieve meaningful change.


Beyond Charity

The story of Assam’s tea workers is not just one of charity but of strategic importance. The Northeast serves as India’s gateway to Southeast Asia, a region crucial to New Delhi’s Act East Policy. Neglecting the region’s socioeconomic fabric risks exacerbating insurgencies and undermining national security.


Empowering marginalized communities is a moral imperative, but also a strategic one. A well-developed Northeast can serve as a bulwark against external threats, foster regional trade and reinforce India’s cultural and geopolitical ties with its neighbours.


The path forward requires a multi-pronged approach. First, the central and state governments must prioritize equitable fund allocation, ensuring that populous states like Assam receive their fair share. Second, targeted programs must address the specific needs of marginalized groups, such as tea garden workers, through better healthcare, education, and economic opportunities.


Third, private investment must be encouraged. By improving connectivity and creating business-friendly environments, the region can attract industries that generate employment and foster local entrepreneurship. Finally, grassroots organizations need greater recognition and support, as they serve as critical bridges between government initiatives and community needs.


The Northeast has long been viewed through the prism of its challenges rather than its potential. It is time to change that narrative. Recognizing the region’s strategic importance, celebrating its cultural diversity, and addressing its systemic inequalities are steps toward a more inclusive and secure India.


For the tea workers of Assam and countless others who endure hardship in silence, development is a necessity. Their future is India’s future, and it is high time we act with the urgency and commitment that this region deserves.


(The author is a retired naval aviation officer and geopolitical analyst. Views are personal).

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