They build our cities and infrastructures yet are invisible to us while hiding in plain sight.
Case Study-“The Labour Chowks” of Delhi
In the evening, the four-way crossing outside the Sikandarpur Metro station seems like any other in the National Capital Region (NCR). Cars honk, vendors sell their wares, and a Metro train hums on overhead tracks that bisect the intersection. But between 7 and 11am, the crossing is transformed. Hundreds of men, and a handful of women, crowd on to the pavement, jostling for space. They have travelled great distances, mostly from Uttar Pradesh and Bihar, but also from Jharkhand, Chhattisgarh, and West Bengal. For a few hours every morning, this crossing functions as one of the NCR’s largest informal labour markets or chowks. Migrants assemble in the hope of finding temporary employment, primarily at construction sites that dot India’s expanding urban landscape.
Most of these migrants have not permanently relocated their families to the city. Instead, they circulate between village and city several times a year. Such circular migrants are an important population in India, with estimates suggesting they number between 60 million and 90 million.
However, surveying of these populations has been hampered by their high mobility, the informal nature of their urban worksites and residences, and their lack of official city-based IDs. Absent systematic information, our portrayals of these communities remain premised on stereotypes or anecdotes, and broadly fall into two camps. Most often, migrant communities are assumed to replicate village society in the city, and stay tightly wedded to their caste communities. Alternatively, they are described somewhat romantically as breaking with caste and adopting class-based identities and attitudes practically upon arrival.
Will caste or class prove more important within poor migrant communities in India?
To address this question, extensive fieldwork conducted at labour chowks across Delhi-NCR and Lucknow. And a large survey of 3,018 migrants, sampled from 58 chowks across both cities. The survey revealed striking insights about these populations, including that the close correspondence of caste and class in village life is broken within them.
Instead, the sample showed them to be ethnically heterogeneous yet economically homogeneous. On the one hand, 27% were from Scheduled Castes, 44% from the Other Backward Classes, 18% from the upper castes, and 12% were Muslims.
On the other hand, the average income of these social groups was practically identical—75% earned less than $2 per day. Also, 77% had no secondary education, and 74% had no household electric connection in their home villages. Such homogeneity sharply contrasts with survey data from the rural regions from which respondents came, in which the economic well-being of these same groups varied sharply.
Given the unique nature of their urban communities, circular migrants frequently engage with equally poor migrants of different caste backgrounds. The survey sought to understand whether class or ethnicity (caste or region) proved more important in such interactions across four key arenas of migrant life in the city.
First, whether ethnic divisions exacerbated competitive animosities at work. At labour chowks, competition manifested in the practice of wage-cutting, when one migrant undercut another to gain employment from prospective employers. Did migrants feel more negatively towards wage-cutters who come from a different ethnic group?
Second, if ethnic differences impeded willingness to share rented rooms with another migrant. Contrary to popular opinion, most respondents did not have prearranged roommates from their home villages. Instead they found roommates at the chowk itself.
Third, if migrants were less willing to support informal “market leaders” of their chowk who were from dissimilar ethnic backgrounds.
Finally, how much caste and region mattered in shaping migrant preferences for political candidates running in destination city elections, and in their rural regions of origin.
These attitudes were tested by an experiment in which migrants were presented with four short vignettes about a fictitious migrant wage-cutter, a migrant seeking a roommate, a migrant aspiring to be market leader, and a political candidate. The caste and regional profile of the fictitious migrant/candidate was randomly manipulated by varying their name and the state from which they had come. Respondents were then asked to evaluate the fictitious migrant/candidate. This protocol allowed to assess if these evaluations varied if the migrant/candidate was from the same or different caste or regional background as the respondent.
The results of this experiment push against portrayals of migrant populations as either completely retaining or discarding village-based ethnic ties. Respondents did sharply discriminate against migrants from other castes or regions when picking roommates, informal chowk leaders, and political candidates from their rural region of origin. However, ethnic differences did not exacerbate animosities towards wage-cutting migrants or reduce support for urban political candidates.
Why do poor urban migrants sometimes divide along caste lines, and sometimes unite across them?
Follow-up interviews suggested migrant attitudes are sharply affected by the presence of urban elites. Wage-cutting was seen as a practice engineered by exploitative employers who “make us cut each other’s rates so they can pocket more”. Importantly, migrants believe these elites perceive and treat them in class (and not ethnic) terms, noting “you think these maliks know I am a Brahmin? We are all just labour (to them)”. Such uniform mistreatment helped unite migrants when evaluating wage-cutters among them.
A similar logic informed the low salience of caste in evaluations of urban political candidates. Much of the motivation for voting on caste lines stems from expectations that politicians will disproportionately reward their co-caste supporters.
Such beliefs hinge on politicians actually knowing the caste of their supporters, as migrants believe rural candidates do. Respondents believed urban politicians viewed them as an undifferentiated lump of “labour log”. By contrast, decisions about whom to select as a roommate or chowk leader take place within migrant communities, away from the unifying presence of urban elites. In such decisions, ethnic differences continued to divide poor migrants of the same class.
Clearly, the simplified folk wisdom serving as our basis for understanding complex and multifaceted migrant communities is inadequate. Far more research is needed on these so-called “invisible” populations who build our cities, while hiding in plain sight.
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Petrol in India is cheaper than in countries like Hong Kong, Germany and the UK but costlier than in China, Brazil, Japan, the US, Russia, Pakistan and Sri Lanka, a Bank of Baroda Economics Research report showed.
Rising fuel prices in India have led to considerable debate on which government, state or central, should be lowering their taxes to keep prices under control.
The rise in fuel prices is mainly due to the global price of crude oil (raw material for making petrol and diesel) going up. Further, a stronger dollar has added to the cost of crude oil.
Amongst comparable countries (per capita wise), prices in India are higher than those in Vietnam, Kenya, Ukraine, Bangladesh, Nepal, Pakistan, Sri Lanka, and Venezuela. Countries that are major oil producers have much lower prices.
In the report, the Philippines has a comparable petrol price but has a per capita income higher than India by over 50 per cent.
Countries which have a lower per capita income like Kenya, Bangladesh, Nepal, Pakistan, and Venezuela have much lower prices of petrol and hence are impacted less than India.
“Therefore there is still a strong case for the government to consider lowering the taxes on fuel to protect the interest of the people,” the report argued.
India is the world’s third-biggest oil consuming and importing nation. It imports 85 per cent of its oil needs and so prices retail fuel at import parity rates.
With the global surge in energy prices, the cost of producing petrol, diesel and other petroleum products also went up for oil companies in India.
They raised petrol and diesel prices by Rs 10 a litre in just over a fortnight beginning March 22 but hit a pause button soon after as the move faced criticism and the opposition parties asked the government to cut taxes instead.
India imports most of its oil from a group of countries called the ‘OPEC +’ (i.e, Iran, Iraq, Saudi Arabia, Venezuela, Kuwait, United Arab Emirates, Russia, etc), which produces 40% of the world’s crude oil.
As they have the power to dictate fuel supply and prices, their decision of limiting the global supply reduces supply in India, thus raising prices
The government charges about 167% tax (excise) on petrol and 129% on diesel as compared to US (20%), UK (62%), Italy and Germany (65%).
The abominable excise duty is 2/3rd of the cost, and the base price, dealer commission and freight form the rest.
Here is an approximate break-up (in Rs):
a)Base Price | 39 |
b)Freight | 0.34 |
c) Price Charged to Dealers = (a+b) | 39.34 |
d) Excise Duty | 40.17 |
e) Dealer Commission | 4.68 |
f) VAT | 25.35 |
g) Retail Selling Price | 109.54 |
Looked closely, much of the cost of petrol and diesel is due to higher tax rate by govt, specifically excise duty.
So the question is why government is not reducing the prices ?
India, being a developing country, it does require gigantic amount of funding for its infrastructure projects as well as welfare schemes.
However, we as a society is yet to be tax-compliant. Many people evade the direct tax and that’s the reason why govt’s hands are tied. Govt. needs the money to fund various programs and at the same time it is not generating enough revenue from direct taxes.
That’s the reason why, govt is bumping up its revenue through higher indirect taxes such as GST or excise duty as in the case of petrol and diesel.
Direct taxes are progressive as it taxes according to an individuals’ income however indirect tax such as excise duty or GST are regressive in the sense that the poorest of the poor and richest of the rich have to pay the same amount.
Does not matter, if you are an auto-driver or owner of a Mercedes, end of the day both pay the same price for petrol/diesel-that’s why it is regressive in nature.
But unlike direct tax where tax evasion is rampant, indirect tax can not be evaded due to their very nature and as long as huge no of Indians keep evading direct taxes, indirect tax such as excise duty will be difficult for the govt to reduce, because it may reduce the revenue and hamper may programs of the govt.
Globally, around 80% of wastewater flows back into the ecosystem without being treated or reused, according to the United Nations.
This can pose a significant environmental and health threat.
In the absence of cost-effective, sustainable, disruptive water management solutions, about 70% of sewage is discharged untreated into India’s water bodies.
A staggering 21% of diseases are caused by contaminated water in India, according to the World Bank, and one in five children die before their fifth birthday because of poor sanitation and hygiene conditions, according to Startup India.
As we confront these public health challenges emerging out of environmental concerns, expanding the scope of public health/environmental engineering science becomes pivotal.
For India to achieve its sustainable development goals of clean water and sanitation and to address the growing demands for water consumption and preservation of both surface water bodies and groundwater resources, it is essential to find and implement innovative ways of treating wastewater.
It is in this context why the specialised cadre of public health engineers, also known as sanitation engineers or environmental engineers, is best suited to provide the growing urban and rural water supply and to manage solid waste and wastewater.
Traditionally, engineering and public health have been understood as different fields.
Currently in India, civil engineering incorporates a course or two on environmental engineering for students to learn about wastewater management as a part of their pre-service and in-service training.
Most often, civil engineers do not have adequate skills to address public health problems. And public health professionals do not have adequate engineering skills.
India aims to supply 55 litres of water per person per day by 2024 under its Jal Jeevan Mission to install functional household tap connections.
The goal of reaching every rural household with functional tap water can be achieved in a sustainable and resilient manner only if the cadre of public health engineers is expanded and strengthened.
In India, public health engineering is executed by the Public Works Department or by health officials.
This differs from international trends. To manage a wastewater treatment plant in Europe, for example, a candidate must specialise in wastewater engineering.
Furthermore, public health engineering should be developed as an interdisciplinary field. Engineers can significantly contribute to public health in defining what is possible, identifying limitations, and shaping workable solutions with a problem-solving approach.
Similarly, public health professionals can contribute to engineering through well-researched understanding of health issues, measured risks and how course correction can be initiated.
Once both meet, a public health engineer can identify a health risk, work on developing concrete solutions such as new health and safety practices or specialised equipment, in order to correct the safety concern..
There is no doubt that the majority of diseases are water-related, transmitted through consumption of contaminated water, vectors breeding in stagnated water, or lack of adequate quantity of good quality water for proper personal hygiene.
Diseases cannot be contained unless we provide good quality and adequate quantity of water. Most of the world’s diseases can be prevented by considering this.
Training our young minds towards creating sustainable water management systems would be the first step.
Currently, institutions like the Indian Institute of Technology, Madras (IIT-M) are considering initiating public health engineering as a separate discipline.
To leverage this opportunity even further, India needs to scale up in the same direction.