58

Chapter: The Great Indian Expressway Revolution

Date: 18th March 1997

Location: Prime Minister's Office, New Delhi

It was a houseful in Prime Minister's Office meeting hall where top-level officials of the Ministry of Road Transport and Highways, Planning Commission, and state government individuals sat packed and bumping into one another, maps and documents neatly piled up on the table, and big projection screen on display highlighted India's great new road plan scheme.

Prime Minister Animesh Yadav occupied the head seat, his eyes scanning the documents. He had been given a difficult target—25,000 kilometers of roads within two years. Today was when he would be hearing the steps taken in meeting that target.

The Report of the Road Minister

Road Transport and Highways Minister, having decades of experience of infrastructural projects behind him, rose to present the report.

"Sir, according to your directions, we have conducted the national survey, and I'm pleased to report that land acquisition is not a problem anymore. As the government has already acquired the necessary land, we can proceed directly to construction."

Animesh nodded in contentment. "Good. Now, inform me about the most important corridors."

The minister motioned to his secretary, who moved to the next slide on the screen.

"Our priority projects are as follows:"

1. Delhi-Mumbai Expressway – 1,350 km

Progress: Land clearing began; contracts awarded.

Completion Target: December 1998

2. Mumbai-Bengaluru Expressway – 1,000 km

Progress: Ground breaking work commenced near Pune and Hubli.

Completion Target: November 1998

3. Mumbai-Kolkata Expressway – 1,850 km

Progress: Route alignment work finished, first phase (Mumbai-Nagpur) commenced.

Completion Target: March 1999

4. Golden Quadrilateral Phase 1 (Delhi-Kolkata, Delhi-Chennai, Mumbai-Kolkata, Mumbai-Chennai) – 5,800 km

Progress: Feasibility reports submitted; tendering in progress.

Completion Target: Mid-1999

5. North-South Corridor (Srinagar-Kanyakumari) – 3,700 km

Progress: Preliminary stretches in Tamil Nadu and Punjab began.

Completion Target: Late 1999

6. East-West Corridor (Silchar to Porbandar) – 3,300 km

Progress: Land clearance in Gujarat and Assam in progress.

Completion Target: Mid-2000

7. Greenfield City Expressways – Dedicated links to planned cities

Sarasvati City (Rajasthan) – Connected through Western Industrial Corridor

Dhruva City (Gujarat) – Connected through Ahmedabad-Delhi Expressway

Sangam City (UP) – Connected through Lucknow-Kanpur Expressway

Nalanda City (Bihar) – Connected through Patna-Ranchi Expressway

Kaveri City (Tamil Nadu) – Connected by Chennai-Coimbatore Expressway

The list continued, every one a breakthrough in India's infrastructure.

The Finance Minister interrupted to talk of finance. "Prime Minister, due to prudent financial management in the past, we have provisioned $12 billion for phase one. After accounting for inflation, labor, and material in 1997, this comes out to nearly $40 billion today."

Animesh nodded. "And what of foreign investment?"

The minister informed, "Japan and Germany have expressed interest in offering low-interest loans, whereas domestic private sector players like Tata, L&T, and Reliance have pledged $2 billion of investment."

Animesh was confident that ambitious plans must have had some obstacles. "What are the biggest challenges yet?"

The Road Minister replied:

Manpower shortage? "We are inducting and training thousands of fresh engineers and workers."

Material cost? "Government-owned cement and steel plants have been asked to give priority to road projects."

State resistance? "Mainly settled. State governments have joined up after seeing economic advantage."

While expressway discussions were nearing fruition, the Minister of Road Transport and Highways cleared his throat, indicating that he had one more significant proposal to make.

"Prime Minister, to the finish. I would like to discuss an ambitious infrastructure proposal that can redefine coastal connectivity for India."

Animesh raised an eyebrow, interested. "Go on."

The minister brushed his hand away from his secretary, and his secretary switched to a new schematic on the projector screen.

Mumbai-Goa Ocean Bridge: India's First Sea Link Highway

The picture depicted an ocean bridge looking breathtaking as it spanned the Arabian Sea connecting Mumbai and Goa, reducing traveling time considerably and opening up new economic prospects.

Minister: "Sir, this is the Mumbai-Goa Ocean Bridge, an expressway corridor and offshore sea bridge, a total of 180 km long, of which 80 km will be over the sea. It will be India's longest water bridge, shortening journey time from 10 hours to 3.5 hours."

Animesh's brows were creased in contemplation. "Go on. What about the feasibility?"

Minister: "Our engineers have made initial studies, and although difficult, the project is definitely possible. The technology is available, and we can learn from the experience of nations that have constructed huge ocean bridges, the U.S., Japan, and even Denmark with their Øresund Bridge. The bridge will be constructed to resist severe maritime weather and will feature:

1. Four-lane expressway with space for expansion to six lanes.".

2. Separate rail corridor for freight and high-speed passenger trains.

3. Intelligent tolling systems to provide free flow of traffic.

4. Cyclone- and earthquake-resistant design.

5. Energy-efficient lighting and solar-powered stretches.

Estimated at $4.2 billion on 1997 prices.

We suggest a PPP (Public-Private Partnership) model with Indian companies such as Tata, L&T, and Reliance investing, supplemented by international funding assistance.

Estimated completion date: By mid-2004 if construction begins forthwith.

Animesh folded his hands, studying the presentation. "This is historical. Not merely a bridge, but a marker of a new India."

He looked at the Finance Minister. "Can we make a case for this in our infra plan?"

The Finance Minister smiled. "Yes, but we must be clever. If we fund it in phased manner and arrange foreign tie-ups for technology, it will not put a sizeable burden on our budget."

Animesh turned to the Road Minister. "Draw up a proper proposal. I want this project approved within three months. Employ the best engineers in the world if that is what it takes. India will no longer lag behind."

There was pin-drop silence in the room, then sudden applause. The Mumbai-Goa Ocean Bridge was conceived, a wonder that would change India's infrastructure forever.

Date: March 22, 1997

Location: Prime Minister's Office, New Delhi

The conference was proceeding at a rapid speed. The Minister of Road Transport and Highways had finished his presentation on the Mumbai-Goa Ocean Bridge project, and now it was the turn of the Minister of Railways to submit his proposals.

The middle-aged Minister of Railways, with decades of experience in constructing infrastructure, rose confidently and offered a fresh proposal for the rail network of India.

Minister of Railways: "Prime Minister, as good as the expressways are, the future of India is in a robust, modernized rail network. I am suggesting a complete revamp of the railway system with priority for the Standard Gauge system for increased speed and efficiency."

Animesh's eyebrow shot up, a look of interest. The minister went on.

Minister: "We are now employing broad gauge tracks, which are adequate for normal working, but if we want to have India's railway system one of the fastest and most efficient in the world, we have to convert to Standard Gauge. This system will provide:

1. Higher speeds, hence trains can move at higher speeds on a streamlined system.".

2. Greater capacity, allowing heavier trains, which is necessary for the increasing demand for freight.

3. Worldwide compatibility, use of Standard Gauge worldwide allows future cross-border connectivity.

4. Enhanced safety standards, with the design minimizing accidents and derailments.

"I suggest Standard Gauge for high-priority roads like the Delhi-Mumbai Corridor, Mumbai-Kolkata Expressway, and the Delhi-Chennai Express. For very crowded areas, we can accommodate four-lane tracks to handle increasing traffic."

Animesh was interested, but he had a pertinent question. "And then there is the cost. The transition will cost a lot of money, and at present, funding is not a priority. Will the system be able to pay for the changeover?"

Minister: "Yes, sir. The costs are higher, especially for the new tracks and trains, but switching to Standard Gauge will make operations more efficient in the long run. As for the funding, I've spoken with several global companies, including Yadav Group, which has shown great interest in helping us. There are also Russian, French, and Japanese proposals, who will invest and share the technology and expertise needed. They will be engaged in the project through financial contributions and technology transfer support.

Animesh glanced in the direction of the Finance Minister. The sheer implications of such an offer would be enormous. He had to think in terms of short-term and long-term consequences. "Can we finance this transformation within the next three years? And when can we expect investment returns?"

Finance Minister: "The cost of creating infrastructure in the short term will be high, and we will have to borrow.". But long-term gain is worth the costs. By minimized travel times and added capacity to carry freights, we would gain tremendously by way of reduced cost of logistics, rise in trade and jobs generation along with tourism. Let me also recommend that we adopt foreign collaborative loans and we have close ties with these overseas firms so our cost is eased over a period. India-Japan Investment Fund could be such an ally.

Animesh nodded. He had anticipated this talk of finances but was adamant to proceed. This would be an important aspect of his entire strategy of economic reformation and modernization. "Yes, I want the ministry to go ahead with putting the Standard Gauge on major high-speed lines. I want also the electrification of the whole network finished by 2001."

The Minister of Railways considered. "Sir, 90% electrification by 2001 is a tall order. Electrification will be expensive, but it's necessary to save on fuel costs and reduce our reliance on fossil fuels.".

Animesh put up his hand, stilled the room. "I don't bother with the price tags at present. I desire results. Progress cannot be waited for. I desire a green, sustainable, and efficient railway system. Give this electrification the push it needs."

Minister: "Yes, Prime Minister."

Animesh spoke to Arnav, his colleague who was sitting in the room, offering his inputs on technology and infrastructure. "Arnav, your group must start working on high-efficiency electrification technology. Collaborate with the Yadav Group and global partners to make this happen at a quicker pace."

Arnav nodded strenuously. "We'll assemble the brightest minds for this, Prime Minister."

The Railways Minister took a deep breath and went on. "Besides, towards enhancing freight transport, we are also implementing a high-tech signaling system and an automated train protection system for safety and speed."

Animesh reviewed the suggested budget for this ambitious project. "I want detailed sketches of each one of these pieces. And I want progress reports every two months. This is a project that will shape the future of Indian railways, so it can't be delayed. I want to know about progress every two months."

Minister: "Yes, sir. We will give priority to this project and make sure everything goes as planned."

Animesh got up from his chair, which wrapped up the meeting. "Good. I wish the railways shall be a foundation for India's modernization. This is a step in that direction to emerge as a self-reliant, efficient, and green economy.".

The ministers concurred as Animesh exited the room, the wheels of revolution in motion. India's infrastructure would never be the same, courtesy of a vision of the world. The revolution on the railways was merely the start.