Written By murali772 - 24 November, 2009

Traffic Bangalore governance environment Bus Economy mobility efficiency Transportation public transport

The Transport Policy draft released by the GoK is not exactly very inspiring. What I would like to see in it has been covered more than adequately in this document, most of which I had prepared as long back as in '96.

The biggest stumbling block in the path of an efficient public bus transport system is the government's refusal to dismantle its monopoly regime; everything else is secondary. And, this is too critical an infrastructural area for it to remain constrained in the hands of a government monopoly operator. It very badly needs the managerial and technical capabilities of the organised private sector. If that much can be appreciated, then the entry of such players has to be facilitated through proper policy initiatives. And, that's what I have enunciated.

The GoK document had the following line which specifically attracted my attention - "Improving conditions for private transport". Now, is this what the 'signal-free corridors' project all about? While it may not be too bad an idea (though I have my personal reservations), unless the exercise is accompanied by usage deterrents for private vehicles like congestion tax, etc, it is only going to be adding to the clutter. There has to be a more holistic approach in such matters.

Reacting to comments by some members about the un-sustainability of the present approach to growth, Principal Sec (Transport), Mr Shankerlinge Gowda, seemed to suggest that cities can die if too many restrictions are imposed. Now, if he was referring to suggestions for imposition of congestion tax, it would perhaps interest him to know that cities like London, Paris, New York, etc are gaining in stature because of increased resort to such measures, and the businesses in the affected districts are doing increasingly better resulting out of the new 'life' in the city.

Besides, Singapore has long provided the most convincing example of how to manage life in a city without personal modes of transport. That is clearly the way forward for us, when we talk of sustainability.

Mr Bhaskar Rao, Commissioner for Transport and Road Safety, in his introductory remarks, openly admitted to his department being amongst the most non-performing components of the system. He then went to elaborate on how he was set to change it all. The fact of the matter is that he has been in the post long enough, and when he finally gears himself to take action, it will be time for him to be shifted elsewhere, leaving the same cycle to be repeated by the next incumbent. Whatever, even now, Mr Rao doesn't appear to be seized of the urgency to implement the HSRP (high security registration plates) scheme, which, considering its gravity, no less than the Supreme court had mandated, way back in May this year, for implementation within three months - check this. This even as the security scenario is becoming more and more challenging by the day.

The Adl CP, Traffic, Mr Praveen Sood, seemed to suggest that citizen participation had its limitations, in that the contradictory views eventually cancel themselves out. Later, during a one-to-one with me, however, he readily agreed that the debates on PRAJA were a lot different, in that the members were largely well-informed, and as such, it had a lot to contribute.

Mr Gaurav Gupta, MD, KSRTC & Chairman, DULT, emphasised the need for the co-ordinating agency, and empowering it adequately - what everyone has been saying from ages. Did I hear some talk of some bill being moved in the assembly to this effect, or something like that?

Mr Krishna Byre Gowda, MLA, talked about the constraints MLA's faced in concentrating on state policy issues, when they were required to play 'God' to their voters, particularly in the absence of the Corporators. Why have you and your party members been so ineffective in pushing for timely Corporation elections, Sir?

Mr Viswanath, the water & sustainability extert, Prof Ashwin Mahesh, contributed richly to the debate as they only can (though, I now don't quite recall all that they said). And, it was all moderated fantastically by V Ravichandar, with his characteristic touch of humour.

Subsequently, amongst others, I made presentations on "Role for Private Sector in Public Bus Transport Services", and " Traffic Marshalls" in smaller sessions. I will claim my presentations were well received.

I invited Mr Garg, IPS, Director, BMTC to my presentation on "Role for Private Sector in Public Bus Transport Services", and he very sportingly attended it. He couldn't take my criticism of BMTC's functioning for too long, and he intervened to say that the very people I was recommending for being invited to participate in the bus services sector (meaning TATAs), were not competent enough to do a proper job in their core area of bus manufacture, having badly defaulted on their delivery commitments to BMTC. The implication was that they can't be expected to perform well in this their non-core area.

Now, firstly, bus manufacture is a new area for TATAs. It is not quite a core area. In their core areas like steel, automobiles, telecom, chemicals, power, etc, they are amongst the leaders in the country (in steel, they figure amongst the best in the world). Considering their resources, both technical as well as managerial, bus manufacture (and bus services) is child's play for them. As such, if there have been problems with regard to their deliveries, the reasons have to be found elsewhere - my guess is political interventions in BMTC's decision-making - inevitable in a government undertaking, and thereby the need to insulate them, by privatisation. Well, it's not easy for anyone, including Mr Garg, to defend the indefensible.

There were quite a few other interesting and engaging presentations. I'll leave it to the others to report.

Muralidhar Rao
 

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