Wednesday, 13 February 2013
My new baby!
FIRST LOOK.....
The jacket of my next book, conceived and designed by daughter Krutika Ramesh.
Outcome of 21,000 Km on Indian Highways (cumulatively) in trucks.
Sex...
Crime....
Brutality...
Indifference...
Cheating ....
Crystal ball gazing ....
Worries ....
Etc. .. Etc....
Culled from live experience and interaction with stakeholders (except the sexual part!)....
Scheduled for March release ....
In Pune ....
Hardly three weeks away ....
God willing...
Insha Allah!
Monday, 21 January 2013
@ Mahindra Navistar, Pune
Beginning year 2013 with a visit to Pune.
In a way, it is a ploy to escape from the biting Delhi cold.
Boarded with heavy loads of woollen clothing (21 January 2013-Monday) and by the time, landed at Pune airport, could not resist the temptation to disrobe all woollen.
Temperature was 23 degree Celsius.
Not me alone. Almost most passengers on this Delhi-Pune-Bangaluru Indigo carrier which luckily took off on time from Delhi thanks to decent weather got into the act of zipping themselves out of woollen.
Had to spend more than an hour because the pre-fixed cab did not turn up. A replacement came but tyre got burst en route.
Mr Kiran Rakhe, Senior GM (SCM & Logistics) at Mahinavistar Chinchwad office patiently waited for my arrival.
Over tea and biscuits, spent an hour in his office.
Had lunch at MahiNavi office canteen and left for Chakan manufacturing facility with him and his team mates.
Visited Body shop and TCF (trimming, chassis and finishing) facility. Mayank Negi took us around at Body Shop ....
Later Shyam Ozarkar, GM (M&HCV) joined us at TCF.
Post Body Shop & TCF, reached Mahindra Logistics plant stock yard from truck despatches happen. Met the team and heard about their 'getting to know truck drivers more intimately' programmes.
Glad to hear their 'Tea With Drivers' format every month.
A systematic study is underway at Mahindra Logistics to understand drivers' challenges en route when they drive chassis to various destinations.
And,.... a structured pre-departure counselling of drivers is in place. Wonderful.
***
Had dinner with Rahul Shindolkar, GM (Contract Logistics), InterJAS Logistics, a long time friend though met for the first time in person. Almost for 2 hours he educated me on warehouse design, spare parts management and a lot of industry insight.
More to come ...
Sunday, 16 December 2012
On Road in North East India-10
Middle Men, not a dirty word!
I was ready and
raring to go on the chilly November morning when the lean and wire-framed
Horticultural Field Assistant Dhanpal Singh at Roing, Arunachal Pradesh knocked
on my doors .
My Samsung Galaxy
Note displayed
“Roing… 7 degrees Celsius”.
I need to meet as
many orange/ pineapple growers to understand their sales and marketing strategy
within 48 hours and Dhanpalji
– as I begun to address him right from the moment alighted the previous day
from Tezu – has already lined up a few meetings for the day.
“Sir, car ready.
Shall we go?” he asked.We climbed down quickly and got into the Maruti Gypsy – the most cumbersome vehicle given my tall frame and less legroom in the conductor’s seat (next to the driver). Sensing my discomfort, Dhanpalji smiled and said: “It is a very short distance!”
Before I could
settle down on the rickety and bumpy ride, we were inside a compound and saw a
short, portly young man rushing out to greet us with two kids in tow.
Chiliko Meto, I
must tell you, is a gregarious man. Good English and equally excellent command
over Hindi. Thankfully, no linguistic challenges unlike in Assam where I have
to encounter Bengali and Assamese – both languages I am unfamiliar with.
Some people quickly
put you at ease. Their personality is
total friendly. Of course, there are others at whose sight, you freeze. They
are guarded and every single word is measured before it slips out. Too cautious
and therefore lacks warmth. Even their handshake is firm, not warm. You would
have preferred shaking hands with an iron pillar.
Luckily Meto is a
warm personality. We exchange greetings and begin to talk business.“Have you sold your bagan (orchard)?” Dhanpalji asked Meto.
A beaming Meto nods
and blurts out, “at 70 paise per fruit”. A Congress man and Zilla Parishad
Chairman, he owns 3,000 orange trees spread across 10 hectare at Balali village
– say almost an hour long drive on the Trans Arunachal Highway coming up
linking Tezu with Roing. In fact this prestigious Highway passes along his bagan.
This was his maiden
year of harvest and he was proud of having sold his produce at 70 paise per
fruit.
“What?” Dhanpalji exclaimed almost jumping out of his seat.
… “70 paise?”
“Yes…. Something
wrong, Dhanpal?” demanded Meto.Meanwhile, the two little kids walked in with a tray of piping hot tea and some cookies and begun to serve. Cute little ones and they were serving us in the most dignified way. The girl Anina Meto – handing over cups and saucer to her elder brother Atindo – not more than five years – to be handed over to us seating in the aesthetically decorated drawing room of their sweet papa.
“Why did you sell at such a low price? I got it done at Rs.1.60 per fruit for the government nursery,” says the 18-year experienced Horticultural Field Assistant, hailing from Uttar Pradesh.
If you expect Meto
to drop his jaws down in horror, you’re mistaken.
“It’s okay,”
responds the 3,000 tree owner, having finished his maiden harvest. Assuming
each tree gives 100 oranges in its maiden year of harvest, the volume would be
300,000. His actual – not notional – loss of income is mind boggling: Rs.2.7
lakhs! Instead of pocketing Rs.4.8 lakhs, he settled down for Rs.2.1 lakhs.
Is he regretting
his poor decision? I ask.
No. Not at all.
“You learn from your own mistake. Next year, I will be more careful,” he says.
He was so full of
vigour and happy state of mind over his first year harvesting, he decides to
drive us down to the bagan. He hops into our
Maruti Gypsy – pushing our Nepali driver to the back seat – and takes control
to steer us through the under construction Trans Arunachal Highway to his
Balali farm. Meto is not the only one to sell at such low price to the buyers from Karimganj, Assam. These middle men – mostly Muslims – buy either the entire output for a lumpsum or per fruit basis and transport them to Karimganj – 700 km away – and from there push oranges into Bangladesh for some value addition and exported to Europe and the Persian Gulf under the label, “Produce of Bangladesh”!
Smart Bangladeshis!
Minonge Linggi,
another orange grower from Roing again with 4,000 trees, also does the same. He
also sells to the same Karimganj gang at rock bottom prices.
The previous
evening, when I visited the local market with Dhanpalji, we found the same oranges sell at Rs.7
per unit. Pine apples sold at Rs.5 at farmgates, selling at Rs.25 a piece. Farm
fresh ginger at Rs.2/kg at farmgates! (Rs.15/kg at the Pasighat mandi in
Arunachal Pradesh, hardly 100 km away from Roing…. Hang on, Rs.10 per 100 gm in
Karol Bagh, New Delhi!).
Why this
discrepancy? Obviously the role of middlemen crops up. What is that they do and
reap such huge windfall profit? Is it okay? Is it ethical? I thought to raise
these questions to my favourite supply chain friend.
“Do you know a box
of bananas bought at US$4 at the farmgate is sold at US$30 in supermarkets? Are
you aware the price of Moldovian apples have a 2:17 price from farm to when
they are sold in next door Europe!! This value change is not the only change
that so called middle men bring, they also allow the supply chain to function
as a conduit. Please don’t undermine the importance of middlemen, please do not
make them out to be wasteful,” thundered Capt. Pawanexh Kohli, Principal
Advisor CrossTree who also doubles as the Chief Advisor to National Centre for
Cold-chain Development, a government body under the Ministry of Agriculture
that is mandated to usher in the change to our cold chain. It was on the behest
of this nodal body that I was visiting the North East on a study tour.
“It is a process that
can be wasteful but if it exists then those who fulfill it cannot be tainted
the same. Someone has to hail the transport, someone has to aggregate the load,
produce has to be graded and accounted for, then possibly packed branded and
marketed too. A chain of activities which the producer or cultivator cannot do
or is not capable to undertake. The maligned middle man exists because he is doing
or facilitating this work and in this course may even take a business risk. Look
at ordinary logistics, the middle men there are the freight forwarders, the
ship brokers and the customs agent! Some fulfill a physical activity, some
facilitate the trade, but each exists because there is a need for that function.”
This was the longest I had heard Capt Pawanexh Kohli speak on what we
disparagingly call a ‘middle man’.
”What we need is to
change the process, the route, increase competition, enable reach into other
markets. Soon you will find that these market forces will perforce lead all
these middle functions to get consolidated. Such consolidation will bring
greater ownership and reduce the chain of custody. Which will mean better
handling, lesser wastage, more value, improved quality. You will then just call
the middle-man by another name, usually the function name”.
He continued to say
that true, more the number of independent functionaries, more the profit
skimming which is the very reason shipping companies have begun to reach out to
their customers in an attempt to take on the responsibility of freight
forwarding and thus trapping some of that profit component for themselves. “Are
the producers ready to take on the middle man’s role? And if not, then why?
Understanding this and then enabling them to do so or to partner with these
arrangers-of-supply-chain is how we will create value for them”, said Kohli.
He got me thinking,
what if the entire lot of orange ends up as surplus stock because another
region had a bumper yield too, what if it turns out diseased? Nobody will touch
it. What if the truck carrying farm fresh items gets delayed or meets an
accident en route? Yes, there were a lot of imponderables to contend with. For
taking that risk, these off-farmgate associates obviously add their margins.
So, when someone argues that these middlemen milk farmers it has to be taken
with a pinch of salt.
You can eliminate the
so called middle man, but not their middle function. Someone has to play that facilitating
role. In the publishing world, for example, with which am familiar, proof
readers no longer exist. Editorial page makeup artists are extinct.
Multi-tasking has become the norm. Sub-editors and news desk manage pages. Put
it differently, pages are made as in the past and proofing is done as in the
past. Those functions exist, but not those who executed in the past. Others
have taken charge of that vital role. Competition made that happen, brought
about role optimization but those functions do remain!
As I trawl through
Arunachal Pradesh trying to figure out how to help growers of fruits and
vegetables to market their produce and sense the role of ‘Karimganj gang’ – as
I have to come call them derisively – the role of middle men is on top of my
mind. Farmgate interactions do provide insight that growers’ disenchantment
with these Karimganj gang and their inability to do marketing on their own.
Will someone replace these sharks? is a constant refrain.
“One request. Don’t
throw these middlemen. They are playing a very important role of helping us
push our fruit out of our farmgates,” tells Pabu Tayang, 75-year old ex-Fauji
who had seen action in 1962 India-China war and an owner of 1,000 orange trees
spread over 4 hectares. He verily echoed what I heard earlier from Pawanexh
Kohli. “Yes, they are necessary evil,” adds his 50 plus nephew Tanyo Jerang at Tekong village near Pasighat on a
November evening.
“We’ve arrived,”
says someone. I come out of my reverie and notice Meto stepping out of Maruti
Gypsy and walking towards the bunch of Karimganj gang in action at his Balali
bagan, plucking oranges from trees.
“Would you like to
try?” asks Meto, the man who has lost out a huge sum a few hours ago to the
Karimganj gang.
I nod and would
like to climb the wooden ladder and try my hands at plucking oranges. Lifetime
opportunity, yes. I begin to walk behind him.
Saturday, 8 December 2012
On Road in North East India-9
Urban sensibilities sometime cause ripples unnecessarily and
disturb the equilibrium in rural settings. I committed that faux pas last month while travelling
through the virgin landscape of Arunachal Pradesh, on the Indo-China,
Indo-Bhutan and Indo-Myanmar border state in the north east. Yes, I am a Sinner – with capital ‘S’.
That also brought back memories of my Class 7 English
teacher Madame Annapurni explaining “what’s good for goose is not good for
gander” in the southern state capital of Madras (now known as Chennai) way back
in 1960s.
“Wow!” I said no sooner did the motorized
boat with our Tata Sumo vehicle move out of the banks of river Lohit en route to Roing from Tezu in Arunachal
Pradesh mid-November.
The flowing icy water under the boat was
crystal clear. I just could not control my joy on this boat ride. My palms
quietly dipped down to the water level to touch it.
My cup of joy was overflowing. Flowing
river. Gurgling, icy water. Mountainous backdrop. Motorized boat. Vehicles on
it. People also. Barring me, everyone of the dozen passengers on this boat were
Arunachalis.
Once again, a ‘wow!’ emanated from me.
“What ‘wow!”, I heard someone saying with a large dose of
anger.
My blood froze.
What have I done?
Am in an alien land. Arunchal Pradesh?
Alien land?
You will not understand till you travel
into this north eastern state of India, bordering China, Myanmar and Bhutan.
Over the 21-day travel through this state,
have not I been asked multiple times by many Arunachalis: “Are you from India?”
Am I in a foreign land or in my own country
of which Arunachal Pradesh is part and parcel of the Republic of India – like
any other state: Bihar, Uttar Pradesh, Karnataka, Gujarat etc? Was I not asked
to procure an “Inner Line Permit” (ILP) to enter this state and also requested
to specify districts (17 in all) which I wish to visit? These conditions are
fully valid given the sensitive location of this state on the India-China
border.
Quickly I looked up and saw this tall man
standing next to me.
Sharp Mangoliad features. Clean shaven. A
sweater casually slung over his neck. Sharp eyes. And a dagger in its swathe
hanging around his hip, like any other Arunachali.
I was speechless because I felt something
snapped in that gentleman to critique my “Wow!” comment on the beautiful ride.
“You must be from some Indian city. Right?”
he said matter of factly in Hindi.
I quietly nodded.
“For you cityfolk, rivers, mountains, boat
rides are entertainment…” he remarked.
I remained silent trying to figure out what
he is upto.
All eyes were on me.
“Have you ever thought about our lives?
Daily we have to ride in boats, riverbeds and wooden makeshift bridges because
we have no pucca roads. Not like you. Life becomes difficult to do this kind of
travel daily. You know, I am visiting my parents in Pasighat while work demands
my presence in Roing,” the tall Arunachali went on and on.
I was feeling guilty already.
Born and brought up in Chennai and
worked/lived in Bangalore, Mumbai and Delhi (and a few years in the Gulf), life
was in concrete jungle and on motorized movement. Naturally, a bit of natural
surrounding always is a joyful diversion. Am I not taking short vacations into
the hills and sanctuaries with family once in a while for this specific
purpose?
“My apologies if I offended your
sentiments….” I said.
He smiled for the first time. Oh my God! I
have been saved.
I introduced myself and he too.
Thirty five plus Tamiyo Tatak is an
Assistant Sub Inspector in Arunachal Police.
Had there been a proper road, this journey
from Roing to Pasighat (100 km approx) would have been a better option. Not
that there is no road. NH 52 is very much there, coursing through the
mountainous terrain but being made under the suzerainty of Border Roads
Organisation (BRO). Not only that route
is circuitous (145 km) but will take longer – almost double the travel time of
Tata Sumo ride in multimodal format: road, boat, road, boat, etc.
I could sympathise with Tatak. To say,
roads as we understand, does not exist in Arunachal is no exaggeration.
Connectivity between any two points within the largest north eastern state is a
challenge. Every time I tried to move from point A to point B, I have to exit
Arunachal, enter into the neighbouring state of Assam, travel a certain
distance and then re-enter Arunachal from a different point. Mind you, every
time you exit and enter, there are border checkposts and papers are checked
thoroughly. The only time, I moved seamlessly without this tiresome
Arunachal-Assam-Arunachal routine was the one bone-rattling ride from Pasighat
to Aalo via Pangin on NH 229 – the much talked about Trans Arunachal Highway at least in the state – which should
be ready linking 17 district headquarters with one another over the next 5-6
years under the special Prime Minister’s Package.
For instance, a ride from Tezu to Wakro on
NH 52 – again on treacherous mountainous stretch – would have consumed double
or treble the time over the most popular Tata Sumo multimodal ride: ride on
riverbed, boat ride along with your vehicle, again riverbed ride, boat ride
again, and finally ride on non-existing road. For a city folk – like me – this
kind of road-river-road combo is enchanting and thrilling. Because it is one
off kind of travel, not a daily routine which Assistant Sub Inspector
Tatak has to learn to live with. How
long, one does not know.
By the way, the Tata Sumo ride is
expensive. An Arunachal State Transport bus service – yes, such a thing does
exist – will cost you almost one-third of Tata Sumo experience. If you value
time highly, you won’t opt for state bus. And, no boat ride on barges because
they are too heavy to be accommodated on boats. Naturally, they have no option
but to go on terra firma – however long that might be. Bear in mind, these
state buses are not Volvo type, but basic government owned public service buses
– like in any other state. And Tata Sumo service is point to point with breaks
for breakfast/lunch in between. Any Tata Sumo trip will last for a minimum of
6-7 hours and the rattled bones and flesh needs some nourishment en route.
With the September 2012 floods causing
massive damage to the already frail infrastructure like bridges that had
collapsed and yet to be repaired, it is
like a wild life safari for outsiders. Not for locals.
Even
the ride to Tawang at 13,000 feet from sea level via Tezpur in Assam is not a
cakewalk. Maybe 10 hours or more it may
consume, given the road conditions. But it is a ‘wow!’ experience, no doubt for
cityfolks – like you and me.
Pardon me, Tamiyobhai!
Send your feedback to: supplychaindia@gmail.com
Sunday, 2 December 2012
On Road In North East India-8
35 days travel
covering 3,0 00 km plus in the lap of oranges, pineapple, kiwi, apple,
ginger, turmeric, black pepper, large cardamom and enthuriam-growing Arunachal
Pradesh in multi-modal format.
Heard of Tezu? Roing? Passighat? Pangin? Ziro? Sissen? Potin? Dirang? Rupa? Shergaon? Bomdila? Bleak chances. I can assert, almost zero recognition. No, they are not fictional towns like R K Narayan’s “Malgudi”.
These
names are real. And towns in Arunachal Pradesh. Maybe Bomdila is recognizable
due to its proximity to Tawang, the globally renowned tourist spot in
Arunachal Pradesh on the Bhutanese-Chinese border. Even I was unaware of these
places until a month ago.
The
decision to explore north east is actually a reaction to the acerbic comment
from a senior bureaucrat in Delhi who expressed disappointment sometime back
that my book, 10,000 KM on Indian Highways has no mention of roads
or highways in northeast consisting of seven sisters viz., Assam, Meghalaya,
Tripura, Mizoram, Manipur, Nagaland and Arunachal Pradesh.
The
main character in Paul Coelho’s celebrated work, Alchemist, claims that never stop dreaming. Actually, it will
happen because unknown external forces will help you realize those dreams. Yes,
I kept dreaming about travelling in north east because I had never crossed
Kolkota in the east. I had worked with several colleagues from northeast. The
only challenge was to look for an opportunity to visit which was not happening.
Out
of the blue, I get inducted as Member of the newly constituted National
Committee on Supply Chain and Logistics under the Ministry of Agriculture with
the focus on studying the prevailing post-harvest marketing infrastructure
across India and suggest measures to improve farmers’ marketing pangs. And, I
suggested exploring the north eastern states to begin with and the rest, as
they say, is history.
When
I sat down to draw the itinerary with Google, a 30-day, 7-state whirlwind tour
of four days each for each state emerged and I was happy. But it turned out to
be a damp squib because I believed in the existence of normal road
infrastructure in the north east. Due to some other planning glitches, my plan
got derailed in the sense that I could not realize what I dreamt about. Instead
of traversing through seven states, I managed to do just one state viz.,
Arunachal Pradesh over a period of 20 days after the first 10 days in Assam.
Well,
the travel through Assam – from Guwahati to Tinsukia via National Highway 37 –
was in a truck carrying Hyundai cars to its dealer over three days.
Approximately 580 km, the trip consumed. Never ever seen such a green-layered
landscape: tea gardens and fields most of the time. Very little industrial
activity was noticed. More about the NH37 experience in another dispatch. Now
back to Arunachal Pradesh.
Arunachal
Pradesh visit became the only choice for two reasons: one, getting an Inner
Line Permit (ILP), introduced by the British to protect the innocent tribes of
north east frontier from people from the plains, was easy, thanks to the good
offices of Mr Narang Tani, Deputy Director (Marketing) in the Government of
Arunachal Pradesh, compared to procuring ILP from Manipur, Mizoram and
Nagaland. There is no need for ILP to travel in Meghalaya and Tripura and
Assam. Secondly, having moved to the eastern most part of Assam viz., Tinsukia,
crossing into Arunachal Pradesh made more sense than returning to Guwahati for
a detour to Meghalaya and Tripura.
Interacting
with Assamese friends in Tinsukia, revealed that Tezu is the nearest Arunachal
Pradesh town in Lohit district. Then I began looking for a transporter who can
accommodate me in a truck. It did not materialize. What is the next alternative
route? It has to be in Tata Sumo/Tata Winger or Arunachal Pradesh State
Transport buses. “If you are looking for quicker travel, take Tata Winger,”
said someone. Bus will take a long circuitous route via Parashuram Kund and the
journey time will be over 12 hours whereas Tata Sumo ride will be half of that.
Why? “Don’t you know, Arunachal does not have good roads? Tata Sumo cuts short
travel time by crossing the Mighty Brahmaputra (or known as Mighty Siang river
in Arunachal Pradesh) in barge,” clarified a booking agent outside Tinsukia bus
stand. Wow, multimodal! I opted for Tata Sumo obviously.
It
was again NH 37 towards east for an hour or so in the packed Tata Winger. Then
you take a right turn at the railway crossing closer to Rupai Siding Railway
Station. Between Tinsukia and this siding, NH 37 was two lane and narrow with
several towns at frequent intervals including Doom Dooma, famous for its tea
gardens. Once, I moved onto NH 52, a highway maintained by Border Road Organisation
(a creation of government of India post-India-China 1962 war, the ride was
incredible. Well maintained and cared for truly. Crossing into Arunachal
Pradesh happened at Dhirak crossing with the Indian Army checking vehicle
papers. Nobody asked for my ILP at Dhirak! My tension was unwarranted, I felt.
But every other place, ILP was asked for at border crossing,as I stood out as
an odd man out in the midst of Arunachalis with Mangoliad features.
Till
Namsai T junction, the ride was superb. Then the nightmare began. BRO is
relaying or building a new road. It was like moving on a motorized rocking
chair. “A lady in labour will deliver within a few minutes of travel on this
stretch,” is how a fellow passenger put it. Spot on. You drove for 2 hours in such
condition and am sure the wear and tear of the vehicle would be phenomenal
warranting regular overhauling. The September 2012 floods was believed to be
the cause for such utter damage to whatever little Arunachal Pradesh could have
been proud of. Broken bridges – there were many over streams and rivulets –
meant, drive down onto the dry river bed and the climb up to move on the
non-existent road. Yes, it was NH 52! Of course, repair work is in progress.
But
the risk of taking Tata Winger route instead of State Transport bus was
rewarding and exhilarating. Otherwise I would have missed the spectacle of
driving on the river beds and watching the setting down of Sun on the Mighty
Lohit River and crossing in a barge with three Tata Sumos as my travelling
companion! Well, this was not the only time for river-crossing in motorized and
non-motorized barges. Over the next three weeks, I did cross the great river
multiple times as part of my multimodal passage through Arunachal Pradesh.
It
was a wise move I realized later. Commissioner Hage Kojeen (IAS) at Ita Nagar,
Arunachal Pradesh’s capital, remarked as I was about to take leave of him
before leaving Bomdila, 300 km away for my last three days halt for interaction
with kiwi and apple growers at 8000 feet above sea level there: “When I got a
call in October end saying that you’re coming to Northeast and plans to travel
in trucks in Arunachal Pradesh, I wondered what kind of joke is this. How can
someone travel in a truck in our state where roads or highways are yet to come
up!”
My
philosophy is simple: if it is there, experience it. If it is not there also,
experience the absence of it!
The writer is the author of 10,000
KM on Indian Highways and Member, National Committee on Supply Chain &
Logistics, Government of India. His second book, Naked Banana! -
a compilation of his recent writings, is out now.
Sunday, 4 November 2012
On Road In North East India-7
LETTER TO A FRIEND-2
Dear Vidhya,
I remembered you last week.
No, nothing to do with your new profile pix in Facebook, but
a different thing altogether.
Because it brought back memories my late mother also.
Your favourite ‘Chillu patti’.
I was in Kamrup village visiting a farmer on the outskirts
of Guwahati, Assam who is growing rajnigandha and chrysanthemum in polyhouses.
While returning from polyhouses, I spotted this.
Look at this…
Remember what it is?
My mother and your ‘Chillu patti’ (Chillu grandma) used to
tell you that it is a kuruvi koodu (nest of sparrow in Tamil) when you hardly 2
or 3 years in 1986-7!
Somehow whenever I see kuruvi koodu (sparrow nest), I always
remember you.
And my mother.
How beautifully these little creatures build their home out of straw, hay, dried leaves….
Beautiful civil engineering skillsets.
I saw plenty of them.
When we live in metros, we lose touch with nature.
You in Singapore and I in Delhi.
And we all go bonkers when we see animals in jungle or watch
tribal life on Geo wild or Animal Planet.
Talking about villages, reminded me of my niece Savita
Venkataraman, (now in Boston on a visit). Her mother in law (incidentally, she
was my school mate in Children Garten School, Mylapore, Tamilnadu in 1960s)
narrated this to me during a recent visit to their Mumbai abode.
One day, Savita when the family was on a vacation to
somewhere in the country, decided to take her two little sons to a nearby
village. “I did not understand this urge to show my grandsons these villages. ..
But Savita explained that her children need to know villages are also part of
India and they living in highrise concrete jungles should get exposed to mud houses, wihtout fans and airconditioners, cooking with wood-fed stoves (not LPG), wells, and how they grow
paddy, bullock carts etc.”
Savita was trying to get her children the rural connect or
Bharat connect.
We all must show our children (particularly the city bred)
these things.
Sorry… this also brought back memories of my own experience.
When my daughter Krutika was hardly 5 years, I took her in a
Haryana state transport bus to 50 km into rural backyard.
Both of us walked 5 km from the pucca road where we
alighted into the nearby village.
We saw gud (jiggery) making, men and women taking bath in a
temple tank, oil crushing with two bulls circling a manual crusher and someone milking a cow! For my daughter, who is familiar with sachet milk pockets, it was a revelation!
Lovely rural darshan.
Enough for today, Vidhya.
Next time when you visit India, take your children to
Mudikondan (near Mayavaram, Tamilnadu) from where your father hails.
Hope to catch up with you at your father’s 60th birthday in Chennai on April 30, 2013!
Cheers
On Road in North East India-6
Letter to a friend-1
Hi,
Imagine a second class non-ac sleeper in Indian Railways.
Well that sums up my sleeping mode in trucks when am on the
national highways jaunt.
Just me, driver and conductor for company on a truck that
moved on NH37 linking Guwahati with Tinsukia over two nights, covering 580 km.
Luckily the weather was pleasant – cool indeed forcing me to
wear sweater and stick to jeans pant.
Usually am in my trademark red T-shirt and shorts! Not this
time at least during nights.
Actually you cannot sleep because the ride is not smooth
thanks to bad roads.
You really sleep for a 4 hour deep slumber when the truck
halts past midnight and driver is tired to steer anymore….
Now I mastered the art of sleeping even such conditions!
But when you complete the journey, bones are rattled and
demand for a full-fledged bed rest.
Luckily, transporters whom take me on as a co-passenger arrange for 24-hour stay in a 3-star hotel for a good day/night sleep before I pack up and move on to another journey… another half-sleep journey.
Interesting part is I am wide awake the movement truck comes to a sudden halt at anytime… my sixth sense tells that there is something wrong. Either a RTO or policemen obstructing the smooth passage.
Like it happened on NH37 two nights ago.
Around 1.30 a.m. our truck was stopped by half a dozen Assam
policemen hardly a few kilometers before the Naogaon Paper Mills on NH 37.
Paper demanded. Checked.
Demand for Rs.2000 ‘entry’ fee cropped up. (Entry is nothing but a bribe!)
My driver Bharat Yadav refused to budge.
His driving license was asked for.
He valiantly handed over and began arguing with them.
“Rs.2,000 for what?”
One of the six policemen who plucked the license, walked away, leaving the rest of police team to haggle with driver.
I sat up and noticed the unfolding drama.
Then peace prevailed for a few minutes.
Traffic was building up behind us.
Policemen settled for Rs.20 for ‘chai paani’! (Haha!)
License was returned to Bharat and we moved on.
Now I have become immune to this kind of dramas.
This does not excite me except…
I make note of such happenings and write to the state
government Minister of transport, principal secy (transport) and a copy to NHAI
through which am passing through. Of course, a copy goes to cabinet secretariat
and to the Ministry of Transport in Delhi.
You must see the ‘glee’ in the faces of drivers when drivers
in opposing direction signal with waving hands that there are RTOs or Traffic
Inspectors (whom I referred to as highway vultures in my book) en route.
Every single pie saved from donating to RTOs & TIs is a
big bonus for drivers. They pocket it and write/tell their motor maliks that
they indeed ‘paid’ RTOs.
The only question is: who swindles whom?
Since drivers know that I know their maliks well, they
request not to share this info with their bosses.
But maliks know all these games. That is drivers are paid
peanuts as salary!
Enough for now.
Will catch up with another letter soon.
Ciao
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