Tag: General

Corrupt Babus from the Stone Age are Impeding Better Transport

Many ‘futurists’ and a significant number of urban local government officials and policymakers I’ve met and/or interacted with hold the following view – ‘Internet, faster communication and changing social attitudes will soon make large urban agglomerations i.e cities in the form of cities irrelevant. We will be participants in an era of small, compact cities with innovators, job creators and seekers moving to such cities from megacities to make their fortunes’.

This view is often represented as a fact in many conferences, seminars and ‘talks’ by organized by the intelligentsia which in turn has transformed the view into conventional wisdom. They are wrong. The internet or any other faster means of communication (except  teleporting perhaps’ will never be able to match  This view combined with the very Indian tendency to ‘equalize’ development of different regions has led to some perverse policy prescriptions but that is a matter for another day. In this post, I will discuss a little on why the ‘compact future city’ view is incorrect and touch upon what we need to improve transportation outcomes..

In his book- The Rise and Fall of Nations, Ruchir Sharma writes:

‘In recent years it became fashionable to argue that location no longer matters, because the internet makes it possible to provide services from anywhere. But physical goods still make up the bulk of global trade flows, and location still matters for companies that want to be close to their customers and suppliers.’

Some of you may argue that physical goods will not constitute a majority of trade flows in the near future where trade will mostly constitute IT based service sector transactions; and that’s when we will see intelligent people leaving cities along with their businesses for small towns. You would then be wrong. Again. Later in the book, Ruchir Sharma writes this:

‘Today the internet is making geography irrelevant neither for manufacturing industries nor for service industries. People still meet face to face in order to manage and build service companies that provide everything from internet search engines to cargo logistics, and new companies in these industries typically set up in the same town to tap the same expert talent pool. The result is the rise of cities with a cluster of companies and talent in a specific service niche.’
‘In South Korea, Busan continues to thrive as the nation’s leading port and as a regional hub for logistics service companies. In the Philippines, Manila has been rising for some time as as a major global provider of back office services, and now that business is spilling over to its satellite cities, including Quezon and Caloocan. Dubai continues to build on its dual role as a major port moving oil and other goods and as a service hub for the Middle East.’

To the above list, I would add- Bangalore continues to thrive as India’s leading education hub and as a hub for R&D, IT-BPO companies; Mumbai continues to thrive as the city whose professionals arrange financing for mega projects across India and Kolkata for producing intellectuals who fill our history textbooks with crap.

In short, cities will NOT become small. Businesses and intelligent people will NOT move to compact cities. Most of India’s megacities will keep getting bigger. (I’m not saying that there is no future for second cities and therefore we should ignore them. They are a very integral part of the modern economy and need to be accorded that status. That discussion is for another post). Our planners and urban administrators need to imbibe this very basic fact when they are managing our cities. In my opinion, amongst these planners and urban administrators, the ones that need to learn this lesson the most are – public transport officials.

A few months ago, St Srikanth of Depot (Srikanth) and I had a chance to interact with officials of BMRCL (Bangalore Metro Rail Corporation Limited) and BMTC (Bangalore Metropolitan Transport Corporation). Almost every second conversation we had with a management level employee revealed their deep discomfort about private operated public transport facilities. Before these conversations, I admit to having hoped that public transport officials would recognize that government ownership of public transport infrastructure and the legal monopoly over these operations would increasingly lead to very bad transportation outcomes. Those hopes were dashed after the above mentioned conversation. I realized that these buggers are going to sit on their arses, wait for their retirement and meanwhile prevent and/or harass tech enabled transportation systems like Uber, Ola and ZipGo and oppose private entry into the business in the traditional forms.

Before continuing that rant, I will emphasise the need for an efficient public transportation system in every city. As mentioned before, every city is essentially a concentrated labor market. Businesses – low tech, high tech, service sector, manufacturing like to set themselves up in cities as these cities offer them access to a large pool of labor in short distance. This in combination with the fact that most of their suppliers and customers too do the same lead to something known as agglomeration benefits. All the above depends upon the efficiency of the transportation system and the density of urban living. The higher the efficiency of transportation networks and the density of urban living, the greater the agglomeration benefits and therefore higher incomes.

Let me illustrate this with an example from our National Capital Region. Say Srikanth decides to shift from Bengaluru [He is desperate to] to the wretched hellhole that is NCR and rents a place in Dharuhera (About 45kms from Gurugram). He is forced to rent here because he has a taste for luxury and but his bank account isn’t all that good enough to enable him to live in Gurugram. It takes about an hour to travel between Gurugram and Dharuhera as he travels through public transport, Uber and Ola aren’t available in Dharuhera and the nearest metro is HUDA city center which is about 40kms away.  What are the chances of him accepting a job paying ₹60k per month near Rajiv Chowk i.e. Connaught Place, New Delhi over a job paying ₹55k in Gurugram ? (It takes about 2.5 hrs to travel from Dharuhera to Connaught Place). Very low. He most probably will take the ₹55k job as it saves him 3 hours of travelling everyday. The company in Connaught Place will probably have to do with lower quality labor or increase the offer and thus incur higher labor cost.

Haryana Roadways is one of the worst state road transportation companies (SRTCs) with only about 100 buses in operation in Gurugram on about 15 routes. If one attempts to go via public transport from Dharuhera to Gurugram, he or she is forced to take the very rickety illegal buses as the Haryana Roadways buses on the route are very infrequent. The private ones that operate are harassed and sometimes seized if they use the Haryana Roadways logo to escape harassment. If private bus operators existed and the construction on the highway is completed, the route will take about half an hour. Srikanth might take up a job a little further away from Gurgaon say at Hauz Khas @ ₹58k.

Now, back to my rant on BMTC and BMRCL. The old geezers in BMTC and their parent PSU- KSRTC will NEVER give up their legal monopoly. The ones in BMRCL will take another 10 years to realize that Majestic and MG Road no longer are the locus of business activity in Bengaluru city and that the locus has shifted to suburbs like Whitefield and Sarjapur. If Karnataka and other states stop harassing tech based taxi and bus aggregators like Ola, Uber, ZipGo and ends the legal monopoly of SRTCs and their subsidiaries, the transportation outcomes in our cities will vastly improve and believe me and the years of Urban Economics research- the resultant increase in agglomeration benefits will make everyone richer off.

Why aren't those in power giving us better transport? Click To Tweet

This article was later republished on Swarajya.

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My fascination with buses

Impromptu Post Alert: I’m going to try and explain where my fascination for buses comes from.

It all dates back to 1998. I believe I had mentioned this on the second blog post where I spoke about why Bus No. 56 meant to much to me. This pretty much predates that. I spent my early days growing up in in Madras, known to most people as Chennai, where buses have an interesting story of their own. Earlier operated by the Pallavan Transport Corporation, and since renamed to the Metropolitan Transport Corporation, these buses [originally green in colour] enjoyed a notorious infamy similar to Delhi’s Blueline buses. They had a nickname too: Pallavan Kollavan, which literally means Killer Pallavan. My first encounter with a Pallavan bus was aroun 1997 when a bus drove off the bridge over the Adayar River at Ekkaduthangal and landed on the older bridge below. For some strange reason, this incident remained on my mind for weeks.

Fast forward to 1998, shift to Bombay, also known as Mumbai. The city that I today consider my home. I had been to Bombay back in 1996, but it was when I shifted in 1998 that things started falling into place. Staying in Vashi, the first thing that was done was to find a school to get into. The school we found, was in Santacruz. Thus, my first trip in a BEST bus, a 505 Ltd from Vashi to Bandra occurred.

A BEST Bus No. 505Ltd in its current avatar, with a scrolling LED display.
A BEST Bus No. 505Ltd of the Bandra Depot heading from Bandra Bus Station to CBD Belapur in its current avatar, with a scrolling LED display. Image copyright Srikanth Ramakrishnan, CC-BY-SA 4.0 International, available on the Wikimedia Commons.

Slowly, as I grew up, trips by buses increased. First, it was the school bus. Since we had multiple school buses going to the same destination, with different routes, several of my fellow bus mates started having mock rivalries with students in different buses. It became a matter of prestige when our bus reached before the other one.

Slowly, I started taking BEST buses when I missed the school bus, or had to come back late. I used to take BEST buses for various classes and my attachment to them began. Of course, living in Bombay meant that there would be an extra attachment to BEST because there were proper marked bus stops, both shelters and unipoles everywhere.

This slowly escalated to a point where I preferred my 56 to the school bus.  I used stuff all the tickets [then and now considered a Collectors item] in my backpack. I was once caught by a Ticket Checker and he went thru around 300 tickets in my bag looking for the right one. I’ve never had such a collectors fetish for any other city’s tickets.

Come 2008, and a shift to Bangalore. I have to take a bus home from college. I discover that the city’s buses were [and still are] lacking in many ways. No direct buses home! I had to switch buses for a 5km distance. This acute badly managed set of buses got me interested in how to fix the issues. I wrote numerous times to the BMTC and then Transport Minister R Ashok. I posted on Facebook, and Skyscrapercity. Not that it made much of a difference though. I had a box of BMTC tickets, and unlike BEST, had no special attachment to them. I decided to build a model plane [curiously named the Flightplane Vajra after BMTC’s Vajra buses from where most of the tickets originated]. I designed the template with a regular sheet of paper, and thickened it with layers of bus tickets. Of course, the plane never did get built, its fuselage and wings are lying in different sections of my cupboard, mainly because I abandoned my Engineering dreams to take up a BSc.

In 2009, I came to the conclusion that buses were the future of Transport. I badgered anyone around me who was willing to listen. It was the year I made my first long-distance bus trip from Bangalore to Bombay, one that was to occur frequently in the years to come. I just hunted around looking for validation for my theory. I thought I was right when Mercedes Benz launched their buses, but it fizzled out. Later on, Scania’s entry and its presently strong market share have proven me correct. The biggest validation I did receive, however, was in 2016, when R Jagannathan of Swarajya wrote an article titled Why The Future Of Urban Transport Is The Bus, And Not Necessarily The Metro. I lurk around Swarajya too, writing on transport and urban affairs.

Post Bangalore, I moved to Coimbatore. I took to buses again. I traveled around the city, the suburbs, nearby districts, exploring towns, villages, rivers, farmlands, temples, etc. During Republic Day 2013, I traveled 350km by bus to Ulundurpet and Villupuram to take a photograph of two Toll Plazas.

I made a few trips to Ahmedabad in this period where I got addicted to traveling by the Janmarg. Being my first BRTS experience, it had a profound impact on me.

Then came the next move to Pune. Along with Pune, came a few trips to Dehradun, Delhi and Gurgaon. I made full use this time, with complete travel across all cities, taking as many buses as possible. The Pimpri-Chinchwad BRTS has a special connection to me.

By 2015, I had decided that I *just had to* start writing about buses somewhere. Starting a blog seemed to be the most apt thing to do, and thus, I did.

Here is my philosophy behind taking buses:

  1. You learn the city. I don’t look at a city by its stores, malls and cafes. I look at it for its topography, its layout, the culture of each locality.
  2. Buy a Daily Pass, board a bus and just scoot off! Take a camera or a phone, and click random photographs while traveling. You learn a lot of interesting stuff.
  3. I learnt Kannada and Marathi thanks to buses. I went from knowing just Aai Kuthe [Where is your mother] to Bus kramank 56 ghe, ani Khar dandachya bus stop utara [Take Bus 56 and get down at Khar Danda bus stop. I know my Marathi is still weak].

So, that’s the story behind my bus-mania!

This post is dedicated to three very special friends:

  • Geetzy, who although doesn’t take a bus, encourages me to remain positive. To put it in perspective, don’t fret in traffic. You are in a bus with a Pass, not in an Uber, paying by the minute.
  • Nidhi, who till date is the only person who has understood my craze, and has bought a pass to accompany me in a bus with her camera.
  • Sammy, who clicked a photo of a bus when I badgered him to do so.

So go ahead, share my craze among your friends. We all have a passion or obsession. What’s yours?

I am taking my Alexa rank to the next level with Blogchatter. Current rank: 696991 globally and 59804 in India.

Why am I fascinated by buses? #TransitStories Click To Tweet

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Decentralising Transit

Decentralisation: Decentralization or decentralisation is the process of redistributing or dispersing functions, powers, people or things away from a central location or authority.

English: Graphical comparison of centralized (A) and decentralized (B) system.
English: Graphical comparison of centralized (A) and decentralized (B) system. Image copyright Kes47, CC-BY-SA 3.0 Unported, available on the Wikimedia Commons.

Now, transport, especially public transport is a very crucial matter in the lives of most people. People need to travel from home to work, or home to school/college, or to meet someone, or whatever. Transit thus becomes a core component of daily life, and in most cases in Urban India, it single-handedly manages to become the most time consuming part of the day.

It is important to look at how transit is handled by the government and how Who Controls What makes a big difference.

Transport in India is usually under the purview of all three levels of government: Centre, State, and City. In many cases, the first may not apply, and in most cases, the third does not apply. Among these, it is almost impossible for the State Government to not be part of local transport since all State Transport Undertakings [STUs] are under the respective State governments.

Let us take a few examples here:

Mumbai, is possibly the only city in India right now where all three levels of government handle transit. The Suburban Rail, operated by Western and Central Railway comes under the Government of India. Metro Rail, Monorail, and MSRTC [ST] come under the Government of Maharashtra, while BEST comes under the Municipal Corporation of Greater Mumbai [MCGM. Other transcos, such as TMT, NMMT, VVMT, MBMT, KDMT, all come under their respective Municipal Corporations.

Chennai and Hyderabad, both come under the category of zero local government in public transport. The Chennai Suburban Rail and Hyderabad Multi Modal Transit System [MMTS], both come under Southern and South Central Railway, therefore under the Government of India. Metro Rail, as always comes under the State Government, while MTC/TNSTC/TSRTC also come under the Governments of Tamil Nadu and Telangana.

Pune is an interesting case. Barring a few ST routes connecting Swargate or Pimpri-Chinchwad to nearby towns in the district, all routes are handled by the PMPML, while the Suburban Rail is handled by Central Railway, thus reducing the role of the State Government to almost nothing.

Surat and Coimbatore are polar opposites. In the former, the Surat City Bus and Surat Citilink BRTS are handled by the Surat Municipal Corporation while in the latter, TNSTC – Coimbatore operates buses as a State-level body.

Delhi, again is different. DTC and DIMTS are operated by the Government of the National Capital Territory of Delhi, while the Delhi Metro comes under both Centre and State.

Other cities, such as Bangalore, Mysore, Visakhapatnam, Ahmedabad, et al come under similar arrangements of Centre-State-City.

Now, before going further, I’d suggest a quick pre-read: The Escape Velocity of JnNURM Buses, which talks about legal definitions of Transport Bodies, Special Purpose Vehicles and Para-Statal Organisations.

Now, what is the problem if a Central or State-level body operates a transco?

Barring Delhi, which is a city-state and the National Capital, the major problem when one of the two upper levels operate transport is bureaucracy and red-tapism.

Take the case of Mumbai. Any improvements in the Suburban Rail has to go all the way to Delhi where it has to be approved. The previous Railway Ministers, from Bihar and Bengal, never bothered. Under Suresh Prabhu, things are certainly changing with Railway Divisions being granted more autonomy.

Similarly, is the case of a Coimbatore. While routes, planning, repairs, etc. are carried out by the Coimbatore division, fare revisions and new buses both come under the Transport Ministry, but is mostly under Chief Minister’s office! This means, whether you are in Coimbatore [under TNSTC Coimbatore] or Madurai [under TNSTC Madurai], fares and new buses are dependent on the Chief Minister’s mood.

The question is clear: Why should someone sitting in New Delhi be in charge of a person going from CBD Belapur to Andheri? Or for that matter, why should a person sitting Bangalore be in a decision making capacity for someone who wants to take a bus from Hubli Airport to Hubli Railway Station?

The issue is not so bad in cities where the state government has a dedicated transport body, such as Jaipur City Transport Services Limited [JCTSL], BMTC and MTC, however, all three are Capital cities. In the case of Mysore, where the MCTD operates, it is similar to BTMC’s set up, however, still controlled by Bangalore. However, it is worthwhile to note that KaSRTC gives more autonomy to its divisions than TNSTC.

Indian Railways has set up Special-Purpose Vehicles [SPVs] for certain projects with state governments, key being the Mumbai Rail Vikas Corporation [MRVC] which is a 51-49 JV between the Ministry of Railways and the Government of Maharashtra. MRVC does not operate any services, but is responsible for development and upgradation of the Mumbai Suburban Railway Network.

It is interesting to note, that the three Union Territories: NCT Delhi, Puducherry and Chandigarh have a similar, yet different model. DTC, PRTC, and the CTU, all come under the Union Territory Administration, but the DTC and PRTC are corporations that come under the elected Territorial Government, while the CTU is an undertaking which comes under the Central Government.

So, what should be the ideal situation:

For cities with multiple Municipal bodies in the vicinity, and depending on their sizes, let the Municipal Bodies handle operations. Mumbai has got it right, with its 7 Transport Undertakings, each handling their vast territories, and also running a few services into their neighbouring territories. For railway, an SPV should be set-up between the Government of India, Government of Maharashtra and all the Municipal Corporations covered. If needed, neighbouring Pune’s model can be adopted, where the PMPML was formed by merger of the erstwhile PMT and PCMT to serve a larger metropolitan area.

For areas separated by state borders such as the Tricity Area consisting of Chandigarh-Mohali-Panchkula, or the core NCR of Delhi-Gurgaon-Faridabad-Ghaziabad-Noida, a slightly different model needs to be explored. Since Municipally operated services may not be able to cross into another state, each entity must ideally have a State-Operated Transport body solely to serve the region, with a organisational board consisting of board members from the city itself.
For cities like Bangalore, Mysore, Mangalore, Chennai, Coimbatore, a separate Corporation under either State or Municipal control with board members from the city must be set up. The Transco should have a jurisdiction of upto 100km from the City Centre.
The Central Government should move out of Local Transit entirely and let local bodies handle it. Similarly, the state should also try and localise transit.
The same principles can be applied to other matters, such as:
  • Water Supply
  • Power Supply
  • Roads
  • Other Utlities
Transit should be with the local government, not with the territorial ones. Click To Tweet

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Free the Bus and Tax the Car: More harm done than good

I was asked to write this piece as a sequel to the post Public Transport and Capitalism.

Now, before I proceed with the article, a little disclaimer.

I am a staunch supporter of private investment. I support what I call Regulated Capitalism. I ride a cycle to work. I drive a car when I go long distance. I take a bus if I feel like it. If I’m too tired, I take an Ola or an Uber. I may sound blunt and harsh in this article, but sometimes, one needs to do that in order to put across a point.

Now, to get to the actual post.

In the light of the recent Tamil Nadu elections, I went thru two manifestos; that of the DMK and PMK.

If one takes a look at the 2014 Manifesto by the BJP in Maharashtra, you’d find no such thing; for two obvious reasons:
1. The BJP is unapologetically anti-populist.
2. Public Transport, barring ST is a Municipal matter in M’rashtra.

Now, after this, there has been some lengthy debate of sorts on various forums and social media about one single thing: Free bus travel, extra taxes on cars.

Now, this, is not a solution to the problem in anyway. If it all, it does anything, it will massively compound the situation into an unimaginable mess.

Now:

The Problem

Inadequate public transport is the problem that plagues most Indian cities. This includes Bombay, Delhi, Madras, Calcutta. Other cities, such as Bangalore and Pune developed their notorious and infamous two-wheeler culture purely because of lack of good public transport. Even Bombay and its BEST buses are not extremely efficient in an absolute manner, but in a relative one: Relative to other cities, relative to its own siblings [NMMT/TMT], relative to the larger network that it is a part of [Suburban Rail+Metro+Monorail]. The fact that BEST buses run crowded during peak hours alone shows the immense scope for further rationalisation and efficiency.

Now, Public Transport is not a preferred mode of transport by everyone. Among the various reasons, are the following:

  • Lack of connectivity: By far, the most common reason. This can be seen particularly in the city of Bangalore. Most buses in the city go to either Kempegowda Bus Station or KR Market. Buses to various parts of the city originate in these two terminal points. Thus, for someone who lives in Arekere, to go to Electronics City, a journey by bus will involve three trips: Arekere to Jayadeva Hospital, then to Central Silk Board, then to Electronics city. Similarly, if I were to go from Four Bungalows to Mulund Check Naka in Mumbai, I’d have to take a bus to Andheri Station [West], and a changeover to a bus from Agarkar Chowk to Mulund.
  • Irregular or unfavourable timings: Another important factor is the unsuitable timings that a bus or train may have. For example, if someone living in Shanthinagar wanted to visit the Bannerghatta National Park, and decides to take a Volvo [V-365], they may have to wait for a while to get a bus, especially in the afternoon. Similarly, if I were to go to NSCI Worli from Santacruz East in the afternoon by an AC bus, A74Express, A75Express and AS2 run only in the morning and evening.
  • Crowds: Public transport often gets crowded and overcrowded. I myself at times can’t stand too long due to a foot injury. In such times, I prefer to take an Uber or Ola over a bus or a train. If everyone takes a bus or a train at the same time, we get the Peak Hour rush, which anyone living in any major city in India can attest too.

The Solution

  • Diversification of Public Transport: Public Transport shouldn’t be restricted to certain corridors. It must be divided into multiple corridors of different types, from buses, trains and what not. Mumbai is the best example of this. The Suburban Rail forms a major corridor. Metro and Mono act as secondary corridors as well as feeders to the Suburban Rail. Buses act as both tertiary corridors [Eg: 28, 56, AS1, AS4, etc.] and feeders [anything that heads to the station, or a major bus station or a metro station].
  • Park and Ride: Integrate public parking lots with Major transit corridors. Build bus stations and railway stations with parking lots. Encourage people to drive to the Station and then take a bus or a train. A separate post on this will come soon.
  • Co-existence: Allow both private and public transport to co-exist freely. They need each other in order to survive. However, focus on improving the quality of public transport so that it remains a viable alternative for buses. Listen to passenger feedback, enable faster financial management.

How not to mess up the system.

  • Free public transport: Public transport can be subsidised to a certain extent, but not too much. Examples of good subsidies are: Discounted fares for students, senior citizens, frequent travelers, bonus cashback to those who use prepaid/cashless methods of payment. When bus transport is made free, it ensures that even those who do not have any work traveling will travel for the heck of it. This causes overcrowding, bleeds the corporation of its revenue and results in bad services, which can and will only result in the number of private vehicles going up.
  • Overtaxing vehicles: Taxation of private vehicles is good as it again, provides revenue to the state, and ensures that older vehicles that can cause pollution are taken off the roads. If private vehicles are overtaxed to prevent people from using or owning them, it will compound the already messed up system. The rich, will get away because they can afford it. The poor, well, they get the free bus. The middle class will get affected as they always do by most Socialist policies, because the bus is too crowded and they cannot afford a car.

That’s all for now from me. This is a lengthy rant aimed at those who think that being socialist wrt transport is cool.

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Public Transport and Capitalism: The Perfect Pairing

It is often said that a Developed Nation is one, not where the poor can drive their own cars, but the rich take Public Transport.

Public Transport, for a long time has been associated with Socialism. However, that isn’t always the case. Efficient Public Transport, along with its parent field of Transport tilts heavily towards Capitalist tendencies.

Let us examine the connection between the two and try and make some sense of the two.

Premise

Let us create a premise in order to go forward with this piece.

I’m defining capitalism as an environment, where anyone, be it an individual or a group of individuals, put in the capital, aka the investment, and earn their returns on it, in the process, employing others to operate the investment. A simple example of Capitalism would be if me and my friend invested in setting up a simple shop selling provisions to the people in a locality. We invest, operate the shop, maybe on our own, or if it is a larger one, employing a few other people, and earn back our investment over a period of time. Now, in the transport scenario, the simplest example of Capitalism would be:

A two-laned road exists from point A to point B. Traffic on this stretch is slowly increasing and the government decides that the road needs to be widened to four lanes, but doesn’t have the money to do so. It ropes in a private player who invests in the construction of the road, maintenance and operation of emergency services for a certain time period and collection of toll in the same time period. The concessionaire [I refrain from using the term Toll Operator or Contractor here] has to make up the cost of investment as well as make profits in order to pay its employees within this time period, known as the Concession Period, thus making it imperative for them to treat it as a business and not Social Service or Charity. Of course, if a company is unable to break even [forget earning profits], the quality of its services are bound to tank, right?

Equipment

The first major connection between Public Transport and Capitalism is equipment. By equipment, I’m opening a broad tent to fit in anything from Buses to Trucks to Earthmovers to Dumpers to Road Rollers to Concrete Mixers to Electric Cabling to Railway Tracks.

Let us take BEST as an example. Without capitalism, BEST wouldn’t be able to buy a Tata Starbus, or a Cerita or an Ashok Leyland, let alone a Volvo, because these vehicles wouldn’t exist. Can one imaging traveling from Andheri to Ghatkopar in an ICF Coach like the ones running on the Suburban Line? [I’m sure people from Calcutta are right now sulking.] Heck, even the printers used to print tickets by IR are TVS Dot Matrix printers, another private enterprise! Even the signals used by IR are made in Pune by a firm called PaisaFund, which operates out of Lakshmi Road. Imagine, if all buses were built by a state organisation. They’d be in bad condition, take ages to get delivered, and servicing them would mean that the bus would be off the road for god knows how many months.  Capitalism is what enables a Transport Corporation to purchase good quality equipment, at the best prices for that particular piece of equipment.

Operations

Another important point that links Capitalism and Public Transport is Operations. Operations involves private entities operating a service on behalf of the government. A simple example would be the earlier mentioned example on a Toll Road.

What all can be mentioned under Operations? A lot!

In the cities of Surat, Ahmedabad, and Nagpur, a Special Purpose Vehicle [SPV] was set up by the Municipal Corporation to operate city buses. These buses were owned and operated by Private Agencies under the Municipal name. Of course, buses under JnNURM were always owned and operated by the Government entity due to restrictions by the Central Government.

However, take a look at Delhi. Delhi is currently an interesting example of Private parties operating buses, both regulated and unregulated. Earlier, the killer Blueline buses were an example of how an inefficient government transport fleet wsa supplemented by private providers, although they were running amok killing people on the streets. The government changed the model to make it safer, ensure that operators have the basic minimum safety requirement buses and viola! You have the Cluster Buses. They don’t kill people like their older siblings, but they do their job of keeping Delhi running during troubled times such as the Odd-Even mela.

Privatised operations, too a certain extent also help in healthy competition that allows Transport bodies to understand their organisation and management skills. An example:
MSRTC has run their Shivneri and Ashwamedh on various long distance routes, including Mumbai-Bengaluru and Mumbai-Hyderabad. Both were subsequently scrapped. Why? ST couldn’t live up to the competition that private players and neighbouring STUs like KSRTC and TSRTC were offering. Hence, it decided to refocus its buses on the routes it does the best in: Mumbai-Pune with more diversified routes, such as to Hinjewadi and Mantralaya. Similarly, they had to pull out of their Shivneri Corporate service, because they couldn’t compete with BEST’s A77Express.

Recently, the government announced that it would amend the Motor Vehicles Act of 1988 to enable Private Players to get into Public Transport. This would make it better for corporations that are inefficient to curtail their loss making services and hand them over to a private player. It would also reduce inefficiency caused by labour unions.

Right to Choose

The most important aspect of Capitalism in Public Transport is that it gives me the right to choose. The right to choose whether I want to go to my destination by train or to drive there. If I want to go from Four Bungalows in Andheri to IIT Powai in Mumbai, I can choose to drive, take a 425, take an AS422, take a Metro to Saki Naka and a bus, or take an Auto, Taxi or an Ola/Uber. Why must I have only one way to travel?  If I have to travel from Kovaipudur to Gandhipuram in Coimbatore, I can take a bus, either via Ukkadam or via Perur. Till recently, there was no alternative. Autos are not metered and there are no proper cabs. Calling a Red Taxi or a Go Taxi would cost a lot and an auto, too much. Now, there options such as Makkal Auto and Ola/Uber which make travel affordable and comfortable.

These three are the most important connections that Capitalism has to Public Transport. Private Players, as long as they are answerable to a Government body, implement things faster, finish work faster, operate more efficiently, because efficiency is a direct indicator of income in the long run.

Public Transport and Capitalism: Made for Each Other Click To Tweet

Have anything to add, feel free to drop a line in the comments.

Note, a partial follow-up was written by me for Swarajya Magazine:

Karnataka: Govt Wants To Nationalise All Bus Routes. Here’s Why It Is A Bad Idea

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The Laws of Waiting for Buses

Ever waited for a bus only to get frustrated? Well, let’s have a closer look at it shall we?

Before we jump into this madness, let me keep two random statements in front:

  1. Murphy’s Law

    Anything that can go wrong, will go wrong.

  2. The Peter Principle

    In a hierarchy, every employee tends to rise to his level of incompetence.

Now, the above two statements are just there for the sake of being there. But, they will make a lot of sense after reading the rest of the article.

So, while waiting for a bus to arrive, you will observe some irritating and painful occurrences.

Presenting to you, my dear readers, The Laws of Waiting for Buses:

  1. As you reach the bus stop, you will miss as many buses possible and then none shall come.
    This law states that, ”As you approach the bus stop, maximum number of buses shall speed past you in the direction you intend to travel in, and shall cease as soon as you reach the bus stop.”
    Originally posted here.
  2. The bus you wait for shall never come, forcing you to take an alternative bus.
    This law states that, “If you are waiting for a specific bus number or a bus that follows a specific route, that bus or set of buses will not arrive till you are frustrated to the point of taking another bus, one that may involve multiple changeovers, or a longer route.”
    Originally posted here.
  3. When you give up on a bus is when it has the maximum probability of arriving.
    This law builds up on the previous law, and states that, “When you finally reach the frustration point and take the different bus, that is the moment in time when the bus you had been waiting for all along has the highest probability of arriving.”
    Originally posted here.
  4. When I was on the other side of the Road, a dozen buses sped by … Now I’m on this side, waiting, and not one bus is in sight …
    This law is similar to first one and states that, “When you are waiting for a bus that isn’t going to come anytime soon, you will see plenty of buses go by in the opposite direction.
    Originally posted here.
  5. The bus stops I choose have the least number of buses for my destination.
    This law states that, “When you reach a particular bus stop, it will have the least number of buses heading towards your destination.”
    Originally posted here.

So, in the end, the frustration builds up, and we end up taking an Uber, or an Ola. If you live in Mumbai, Navi Mumbai, Thane, you will end up taking an auto or a train.

Note: Most of these incidents happen due to a phenomenon known as Bus Bunching. Bus bunching, also known as Bus Clumping, refers to a group of two or more bus, which were scheduled to be evenly spaced running along the same route, instead running in the same location at the same time.

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Roads? Where we’re going, we don’t need roads.

Roads? Where we’re going, we don’t need roads.

– Doc Emmett L Brown, 27th October, 1985.

Fast forward to 21st October, 2015. Today. The day of the flying cars, Jaws 19, and Hoverboards.

Of course, there are no flying cars. Atleast not yet. I’m personally upset that while there was word of Nike’s Shoes with Powerlaces, I don’t have an auto-adjusting jacket that dries itself when wet. But enough of flying cars, we all know that’s still going to cause traffic jams, on the Skyway instead of the Highway. We have already seen a 100km long traffic jam in China, and with the number of cars being added to the roads each day, I won’t be surprised to see the same on the Western Express Highway. If flying cars did exist, expect a massive jam on the Western Express Skyway.

Now given that I am a Bus Aficionado, let us change our focus to buses. Right now, the closest we have got to Back To The Future is a Metro Rail, which is a railway line above the ground. Or, as they refer to the MRTS line in Madras, “Parrakum Rayil” [Flying Rail].

 

If Flying Vehicles existed in 2015, like BTTF predicted.

  • Western Railways and Central Railways would be plying flying trains from Chruchgate to Virar, or CST to Karjat and Kasara. Striking workers and rioters would have to tie themselves up to each other and suspend themselves, but the train would skirt them. Thankfully.
  • Idiots who drive like maniacs on the ground will do the same thing in the air. The impact of accidents may be worse because you’d fall a long way, but atleast people on the pavements won’t get run over.
  • BEST will operate them flying Purple Faeries on two types of routes: AS [AC Standard] and AExpress. AS-1 will fly on the Service lanes of the Eastern Express Skyway while A8Express will fly over all traffic. Don’t ask me how they intend to keep coming down to pick up passengers. Of course, they will continue to be loss making due to lack of passengers.
  • NMMT will continue to flood the Mumbai skyline with its fancy Volvo buses, introducing new routes from Worli to Navasari and Mulund to Dehu Road.
  • TMT will continue to operate it smokey, rickety rattle-trap buses, I wouldn’t be surprised to hear news of accidents caused due to the bus parts falling down.
  • The Bandra Worli Sea Link would become a place where homeless people hang out.
  • Thanks to technological advancements, the Metro tracks would be in a condition similar to that of IRs tracks with people using it as their personal loo.
  • Autos will fly and cause traffic jams. Some of them would be replaced by Tata Nanos. Don’t worry, Tata Nanos won’t catch fire in the air.
  • Jaywalkers will find a way to jump across the street, so high up.
  • MSRTC’s Shivneri will reach Pune faster. The Dadar (East) to Pune Railway Station journey will take 3 hours instead of the current 4 hour trip because of the sheer number of cars flying around Lonavala. Don’t forget flying cars selling Maganlal Chikki.
  • KSRTC’s Airavat will take 12 hours on the Bombay to Bangalore route. The Hubli Dharwad Skypass is still two lanes.
  • Ashok Leyland will flood the Skies with the SKiBus.
  • The Andheri flyover will be used by people on Hoverboards.
  • Dadar will continue to be a mess because of flying trains, buses, cars, taxis, everything. Kabootar Khaana would be the root cause of Congestion.

Note. I was originally intending to Photoshop a Cerita in the sky over the Western Express Highway, but it would have looked way too tacky. I’m laughing as I type this.

 

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Travelling with your television

So, I was randomly going thru the internet when this one thing stood out: Tata Sky Transfer. I couldn’t resist, so I went thru all the possible search results and came across this video:

It is a very interesting thought and I personally feel this would work wonders to provide a comfortable mode of transport for us. As you know, we spend quite a lot of travel time to work. Now imagine this scenario, I work at the World Trade Centre in Cuffe Parade, and I live in Thane. My work times are such that I am unable to catch the A8Express, so I end up catching AS1. Now I have to contend with sitting on that bus from 8am to 10am to reach work and sit from 7.30pm to 10pm on my way back as it makes its way thru Sion, Dadar, Parel and Byculla. I’m spending close to five hours of those in a bus. Now, I, for one would be happy because I love buses. But what if you wanted to do something else?

Let us assume that I want to catch up on my Television viewing instead. Now I’m a fan of Mash, Knightrider and Scooby Doo, and I hypothetically imagine that Comedy Central, Star World and Cartoon Network are playing the three of them respectively. So, I decide to record the episodes in the morning while I catch up on my sleep. I wake up, refreshed, and head to work. I finish my days work, and head back to Backbay Depot, from where I board my AS1. I want to unwind, so I pull out my phone, and turn on the latest episode that I recorded earlier in the day. What if one morning, I decided not to sleep, I could watch Scooby Doo instead. Or maybe, I recorded an episode of Alfred Hitchcock Present the previous night and decide to catch up on some intriguing mystery before I get to work? Imagine, one day, there is less traffic, and I reach home before I can finish my episode. I get home, and finish viewing it on my large screen TV. Or what if there is crucial Football or Hockey match that is going on, and I need to watch it, but don’t have the time, or am at work? I simply hit record, and watch it in the comfort of my AS1, and maybe even my home; that too with the added benefit of pausing and rewinding whenever I want.

Overall, I think #TATASkyTransfer seems to be a good deal. Go for it, and if you take A8Express or A13Express, ditch those for an AS1 so you could spend more time watching the Telly.

 

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