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Riding the Delhi Metro

On my first visit to New Delhi, in 2009, my parents and I stayed in a hotel within walking distance of the Ramakrishna Ashram Marg station on the blue line of the Delhi Metro. At this station, the blue line still runs above ground, but this is the last elevated station before the line plunges underground. One of the first times my parents and I rode the Metro was on a Saturday morning. We climbed the stairs from street level to the station, bought RF-ID metrocards with value stored on them, went through a quick security check that made sure we weren’t carrying any guns or bombs, and then climbed the rest of the way to the platform level. When we got to the platform, there were only a few people milling around, waiting for the next train. As minutes passed, the platform slowly but steadily filled up with people, until there was a crowd of hundreds standing shoulder-to-shoulder on the platform.

The train had better be empty, I thought, because there is a trainfull of people standing here on the platform.

At last, the train arrived, and as it pulled up to the platform I saw that it was already packed full of people. The train slowed to a halt, the doors opened with a ding, and all at once the crowd on the station platform surged into the train. My parents and I had no choice but to go along. As we crossed the threshold and stepped into the coach, other people pressing in on us from all directions, I had a brief moment of panic. This is where I die, I thought, trampled to death in the Delhi Metro.

I am happy to report that I did not die while boarding the blue line. I did not even suffer any physical harm. Somehow, the bodies already in the coach managed to compress and make room for all the bodies that had been standing on the station platform. Once everybody was inside, the doors shut and we were off. As we pulled away from the station, a young man next to me started chatting with me and asked if he could take a photo with me (and the forty other people standing in close proximity with us) with his mobile phone. He told me that there was a fair today, and that explained why there were so many people riding the Metro on a Saturday.

When the Delhi Metro opened in 2002, it became the newest and sleekest addition to Delhi’s public transportation infrastructure, joining buses, local trains, Ambassador and Maruti taxis, autorickshaws, and cycle rickshaws. Each electric-traction Metro train consists of four, six, or eight coaches built by Bombardier, which have benches along the sides of the interior and plenty of standing room in the middle. The Indian broad-gauge lines of the Metro radiate out from the city center, covering the National Capital Territory and stretching out into the two adjoining states, Haryana and Uttar Pradesh. The biggest station is Rajiv Chowk, where the blue and yellow lines meet. The station is built under the center of the circular shopping district Connaught Place in the British-planned part of the city. Whenever I have been to Rajiv Chowk, it has always been busy, with long queues waiting on the platforms for the two lines.

The Delhi Metro Rail Corporation has had to socialize the population of Delhi to use the Metro, because subways are a technology that originated in the West during the Industrial Revolution and can only be adapted so much to Indian culture and conditions. Announcements piped over the station intercoms in Hindi and English (the Delhi Metro is totally bilingual) remind passengers boarding the train to allow other passengers to disembark first. Posters in the stations masquerade as fun trivia but really take part in the socialization as well: “Did you know? 95% of all passengers cooperate with CISF [Central Industrial Security Force] personnel during security checks.” I have a strong suspicion that this is part of the proverbial 40% of statistics that are made up.

The socialization has worked to some extent, but still not everybody follows the instructions for the security checks and it is common for passengers to shove into a coach while others are trying to disembark. Getting onto a train can be challenging, and getting off equally so, as you have to shove past passengers who are not getting off at the same station as you. For the most part, though, other passengers are courteous, asking you to make side if they are getting of before you, or helping to eject you from the train when you have reached your stop.

Fares on the Delhi Metro generally range from Rs. 9 to Rs. 21, which in US currency is 15¢ to 35¢. Most of the passengers I have seen on the trains appear to be businesspeople, students, or government servants, although tickets are cheap enough that working-class people can afford to ride too. In recent years, there has been plenty of infrastructural development in the Delhi area that has been for the privileged classes only, such as shopping malls where the guards at the doors are instructed to turn away anybody who appears working-class. The Delhi Metro, on the other hand, is for the aam aadmi (common people).

A later addition to the Delhi Metro system is the Airport Express Line; it opened in 2013. It runs from the suburb of Dwarka to New Delhi Railway Station in just 25 minutes. Unlike the main lines, the airport line is almost never crowded, and I have gotten a seat every time I have ridden on it. (On the main line, I almost never get a seat.) This speed and convenience comes at a higher ticket price: Rs. 90 or $1.50 for a one-way trip. This hasn’t stopped commuters who live in the suburbs from using the express line, in addition to the jet-setters for whom the line was ostensibly built.

I can’t help but be enamored by the Delhi Metro. It makes getting around the city so much easier. New Delhi was inaugurated 69 years before the Delhi Metro opened, and the history of civilization in the area goes back at least three thousand years before that. But for me, Delhi wouldn’t be Delhi without the Metro.

The Great Meghalaya Floods of 2014

Over the past two weeks, I have read with bewilderment as news has unfolded about a spate of catastrophic floods that struck the Garo Hills in Meghalaya state of northeast India. The Garo Hills have a special significance to me, because I spent nine months teaching at a school there, five years ago. I knew the Garo Hills mainly as a quiet place of farms and jungles, and friendly but reserved people. It is hard for me to imagine it as the site of a major natural disaster, and harder still for me to read about the destruction thousands of miles away without being able to do anything about it.

In the predawn hours of September 22, catastrophic floods struck parts of the Garo Hills, particularly the outskirts where the hills meet the plains of the Brahmaputra River Valley. According to the local and regional news, the floods are the worst in the hills’ recorded history. The rivers that flow down from the hills swelled from late monsoon rain and found new channels. The floods washed away almost everything in their paths, destroying huts, toppling trees, wrecking crops, and even demolishing some brick structures. More than a thousand villages were submerged, and fifty-six people lost their lives.

The floods disrupted the transportation and communication infrastructure of the Garo Hills. Landslides blocked NH-51, which is the main road to Tura, the Garo Hills’ largest town. The population of Tura depends on regular shipments of goods coming up on trucks from the plains below. At one point, the Shillong Times reported that Tura had stocks of rice for seven days and sugar for only four. Indian Air Force helicopters airlifted medical supplies into Tura, but since the town has no airport for fixed-wing aircraft, a full-scaled resupply airlift was not possible. Fortunately, relief crews were able to reopen the road before supplies in Tura reached critical levels.

Also affected was the Meghalaya electric power grid. The state’s grid runs entirely on hydroelectricity. Barapani Reservoir, near Shillong on the eastern side of the state, feeds water into the five-stage Umiam-Umtru Hydroelectric Project. In other circumstances, the heavy rainfall could have been a boon, as it filled Barapani to capacity. For the first time in several years, the Meghalaya Electric Corporation Ltd. was forced to open the spillway of the dam to prevent the reservoir from overflowing. At the same time, though, the floods damaged the state’s transmission infrastructure, leaving many areas incapable of taking advantage of the electricity. Some of the damage has proven difficult to repair. In Bajengdoba (where I lived and taught), the substation was flooded and powerlines washed away. Local boys and young men have volunteered to help the state authorities erect new powerlines, but according to the latest reports I have read, electricity has yet to return to Bajengdoba.

Although the immediate danger of the floods is past, the hazard of epidemics, particularly malaria, remains. Even after the monsoon ends, the hills dry out, and the mosquitoes die off for the winter, recovering from the floods’ destruction will be a continuing project. I have no doubt that the people of the Garo Hills will dig out and rebuild, but it may take years. In this work, I wish them all the best.

A Bajengdoba sunset in happier times (July 2012).

A Bajengdoba sunset in happier times (July 2012).

(For more about the Garo Hills, please see my post series that begins with “A Short History of Garo-Land.” Also, please see my posts about the Umiam-Umtru Hydroelectric Project, part one and part two.)

Camels at work

A camel passes by Surajpol, one of Jaipur’s seven original city gates.

A camel passes by Surajpol, one of Jaipur’s seven original city gates.

In his book The Camel and the Wheel, Richard W. Bulliet explores a curious problem in the history of technology: why much of the medieval Islamic world stopped using wheels, and instead transported goods on the backs of camels.1 Only in the nineteenth and twentieth centuries did wheeled vehicles return to some parts of the Islamic world that had abandoned them centuries earlier. Bulliet argues that the reason for the switch from wheels to camels was economic: camels were low-cost, low-maintenance, all-terrain animals. Pack camels were suitable for transport in all parts of the Islamic world, even in the former Roman empire where the old roads were deteriorating.

In some places, pack camels never supplanted wheeled carts; rather, camels were pressed into service pulling carts. One of these places was Islamic India east of the Indus River (now parts of Pakistan and India). Unlike other parts of the Islamic world, India always had wheels.

Camels still haul loads in parts of western India. In Jaipur, camel carts share the streets with mechanized forms of transport such as motorcycles, cars, and autorickshaws. In narrow alleyways of the eighteenth-century Old City, camel carts sometimes cause infuriating traffic jams.

Jaipur’s camel carts are a blend of technologies from different parts of the world, during different time periods. Although most of the carts appear to be build out of wood, all of them sport pneumatic tires borrowed from trucks or some other type of motor vehicle. Pneumatic tires first appeared in Britain in the late nineteenth century, where they were originally used on bicycles. These tires are suited for the paved roads of a modern city. In contrast to the tires, the camels are harnessed by an adaptation of a saddle design that originated in northern Arabia at some point between the years 500 and 100 BC.2

  1. Richard W. Bulliet, The Camel and the Wheel (Cambridge, MA: Harvard University Press, 1975). []
  2. Ibid., 87, 189-90. []

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