Category: bangalore

The Jayanagar Problem

I don’t know why there are no good mid-to-high end restaurants in the Jayanagar-Basavanagudi area. Ok I must admit there are a few that are quite good – Chung Wah Opus (run by the Kamats of Yatri Nivas fame) and Banjara come to mind, but there aren’t too many. What bothers me more is the profusion of positively bad mid-to-high end restaurants – Presto (Yediyur circle), Cable Car (inner ring road, near Raghavendra Swami temple), Baron’s Inn (9th Main 40th Cross) come to mind.

There are several other reasons as to why I won’t move out of this part of town (except maybe to Kathriguppe, where I own a house – and that area I must say is now quite well served in terms of restaurants) , but it is a big problem for us when we want to go out to a decent place for dinner and are in no mood to drive. One such occasion was last Friday and we ended up walking to Hotel La Marvella at South End Circle, which had an extremely awful lounge and fairly decent north indian food at the not-too-bad rooftop restaurant. Still, there was something missing (which I can’t describe here) which meant the experience wasn’t particularly fulfilling.

One thing to note is that this part of town is home to a lower proportion of upper middle class immigrants compared to other parts of town. Also, the fact that the growth in the mid-to-high-end restaurant industry in Bangalore is largely correlated with the growth in upper middle class immigrant population (read: the IT boom) lends credence to this line of thought.

Then, there might be people who argue that these are “traditionally traditional areas” so people won’t eat out much, and won’t spend much when eating out, and don’t look for diversity in cuisine and all that. But the fact that in recent times KFC has opened a few branches in this part of town (“few” is important – because it’s clearly been successful) refutes this argument.

I don’t have too many other ideas about why this is the case. If you do, plis to be enlightening me.

Gandhigiri – To be the change you want to see

I believe Citizens are mostly of 5 kinds :

(I am going to take a very Astoma Satgamaya (bad to good) kind of approach)

1. Those that are not in the system. People who are indifferent to governance.

2. Those that are in the system and realize there are problems.

3. Those that see these problems and complain about them. Just complain since they seem to have all the time in the world to complain but not to do anything to rectify them.

4. Those that see complain and wish to do something about these problems, but unfortunately either don’t know how to counter these issues or just do a bad job of it. But, potential are there.

5. Those that are the change they want to see.

I want to share one of my experiences with mentoring children for a civic project 2 winters ago. We were getting 7th standard kids to understand the concept of our neighborhood while most of us grown ups can’t even spell the word right!!

 For one, I liked the topic better than the previous years’. It was very diverse & vague which meant a lot of freedom to experiment with ideas, etc. The project guidelines in reality could set fewer boundaries. 

These children were given 3 months to work on their project. Each team consisted of 7 kids and there were 15 teams or so from 3 different sections of the Grade 7/8 from one school. Then the best team from each of the 8-10 different schools (different income level schools, aided & private) was made to present its project at the grand finale.

All these schools belonged to different wards of the same zone, mostly from North Bangalore.

You could see each of the above 5 kinds clearly among these groups.

There were ‘had no clue what the topic is’ group (but great presentation skills), cut copy paste group, ‘for the heck of it’ group, great research work group & ‘action with impact’ group.

 It wasn’t surprising to see that schools from Malleswaram were the ones that stood out since there is a strong resident welfare association that has done considerable work in keeping the citizens well informed and driven by community work. Rajajinagar schools also did well since my team had worked with them very closely and we knew exactly how to get the expected results. The children didn’t let us down either. I guess I would classify them as type 4.

Anyway, there was this one group that particularly impressed me. Being a high income group school was an added advantage which meant that the worldly exposure & quality of education they receive is superior compared to the govt schools.

What impressed me about them : This group had walked the entire stretch from Navrang circle to Malleswaram circle surveying the impact of Metro & Underpass on every house/ shop on that road. Since most people felt that dust and traffic congestion took a toll on them, these kids did a cycle rally on that road and distributed hand made paper bags to every shop on that road to encourage pollution reduction. It was probably a one day effort and might not have contributed in such a big way to reduction of pollution in Malleswaram but I see it as a strong belief that they can make a difference and just a desire in every kid’s heart on that team to be the change they want to see!

Crowding out with public transport

This is an idea that’s been in my head for a while. About whether it is possible to nudge people who normally travel in cars to use public transport by simply flooding the roads with buses. The motivation for this comes from the hassles associated with marking and enforcing bus lanes, a form of public transport that is generally considered superior to subway trains in terms of cost of implementation and effectiveness.

So the idea is that as the number of buses on the road increases, the average speed of cars comes down. And after a point, the number of buses on the road means there’s enough supply that one can travel comfortably in them. And there will come a point when people will give up their cars in favour of buses since they can now spend the time more usefully rather than waste it by concentrating on the road.

Of course, this point is still far away for a city like Bangalore, though the BMTC has been making efforts, with initiatives such as the Bus Day. Still, now I’ve begun to have my doubts about it. About whether just increasing bus connectivity and frequency and quality will be enough to take cars off the road. I’ve begun to think if the comfort of not having to drive but travel at the same speed is enough to compensate for the cost of walking to and from bus stops and waiting for buses. The other cost of traveling by bus is that once you get into a bus you travel by a fixed route rather than adapting to daily traffic flows.

The important thing here is the distribution of waiting time for catching a bus. If a passenger is convinced that he is very likely to get a bus within a certain span of time with a very high probability (using vague words to avoid putting random numbers) he is likely to wait for a bus. However, if there are no such bounds, then the passenger might choose to travel by an alternate means of transport.

Still it needs to be seen. From what I know, all cities that currently boast of great public transport actually built a lot of the basic public transport infrastructure before the boom of cars in the place. I can’t recall off the top of my head any city that has actually nudged passengers from personal cars to public transport after cars had become default mode of transport (if you know of such cases, please let me know). In that sense, this nudging towards public transport is still a hard problem to solve. Nevertheless, I still think it might still be a good idea to try crowd out private transport by public transport.

Vidyarthi Bhavan

Ok I give this one to North Bangalore. The best masala dosa in town is found at CTR in Malleswaram (ok I’m going by one data point, haven’t been there more often). The thing that goes by the name of masala dosa in Vidyarthi Bhavan is a completely different animal. It is thick, it is literally deep fried, and tasty, yes. But it’s not a masala dosa.

The problem with restaurants having “flagship dishes” (like the masala dosa at either CTR or Vidyarthi Bhavan) is that you are usually loathe to try out their other dishes which could be quite tasty as well. For example, the idli-vada at Vidyarthi Bhavan is quite good, and I’m told that the rava vada is awesome (unfortunately I went there on a weekday morning when they don’t make rava vada). And I don’t know if it’s good business practice for restaurants to have a “flagship dish”.

Coming back to “real” masala dosa and Gandhi Bazaar, you should definitely go to this quaint old little place called Mahalakshmi Tiffin Room on DVG Road, between Gandhi Bazaar circle and North Road. It’s a fairly old-fashioned place, doesn’t serve sambar with masala dosa (only chutney), happily serves one-by-two masala dosa and is generally not very crowded.

It is one of those places with a wooden door, with a wooden shelf in the corner which has pepsi, mirinda, etc. The service is quick and efficient and the food is tasty.

Of late I’m not too impressed by the masala dosa at Adigas, which not so long ago I used to absolutely crave (for example, when I returned to Bangalore after a 10-week trip to London 5 years ago, I went to an Adigas for masala dosa straight from the airport. Now it doesn’t seem to be all that worth it). Or maybe I’m biased in my opinion because the Adigas I most frequent is the one at Embassy Golf Links, where my office is located.

Oh and I need to mention here that I absolutely loathe the Madras masala dosa, the thing that is white and not very crisp, with soggy palya and served with some three varieties of chutney, and flat sambar.

Keeping Transaction Costs Low

The Bruhat Bangalore Mahanagara Palike’s coffers aren’t Bruhat, it seems. For the up-coming road widening project, for which considerable amounts of land need to be acquired, it seems like the BBMP can’t afford to pay in cash. Hence, it has been proposed that compensation will be paid in terms of Transferable Development Rights (TDRs). The basic funda is that when your land gets acquired, you get rights to construct more in some other existing site, or on the remaining part of your site, or some such.

Quoting

According to a BBMP official, TDR is an instrument through which the Palike facilitates landlosers to construct additional floor or building in the remaining portion of the property or anywhere in the City.

…

The BBMP would issue a Development Rights Certificate (DRC), which can be either be utilised for personal need or can be sold to anyone who wants to construct an extra floor. The owner gets the right to construct a built up area 1.5 times over and above of that the property acquired for development. For instance, if 600 sq ft built-up area is given up to the BBMP, the property owner will receive a DRC for 900 sq ft built-up area.

This is interesting on several counts. Firstly, do you realize that what the BBMP is paying for the land is effectively an option? A TDR is nothing but an OPTION to construct more than what would normally have been permitted. The valuation of this option hinges upon the fact that current building laws are highly restrictive (in terms of the built up area as a proportion of the site area) and so the option of constructing more will actually be valuable.

It would be interesting to see how these options get valued. You can trust that there will be a lot of litigation concerning this since you can expect most people to have problem with the valuation. First of all valuation of financial options is itself so tough, you can imagine how hard valuing these TDRs can be.

Then, there is the whole supply aspect. The whole model of these TDRs will hinge upon the unwritten promise that more such rights will not be given away any time in the near future, since that will cause the value of existing TDRs to drop sharply. Given that there is one single agency (the BBMP) that controls the supply of such rights, and that the potential supply of such rights is infinite, there is a chance that valuation of these rights might be depressed.

One important thing the BBMP needs to take into account while issuing these rights is to make sure there are no transaction costs for trading these rights. The “transferable” bit needs to be emphasized in order for the value of these rights to be truly unlocked. I can see a large number of individuals who will be compensated with these rights who will want to trade them away, since they are unlikely to possess another site to utilize them. And given the number of big buildings coming up on small sites, I can foresee there being a decent demand for it.

I do hope that investment banks (or their equivalent) come forward in order to make markets in these rights. I’m sure banks won’t miss opportunity to step in here, but the important thing is for regulation that will enable such intermediation. It is in the interests of the BBMP to keep these transaction costs low, since that is going to have a positive impact on the valuation of these rights, and eventually less such rights can be given.

Postscript: It would be interesting to study the impact of these rights on bribery rates of BBMP officials. I’m sure that currently a lot of money is made in illegally granting rights for buildings that don’t conform to regulations. Since there will now be a legal way of getting similar favours (I’m told that the Akrama-Sakrama scheme has similar intentions) it would be useful to see if bribes do drop.

JEE Results

Exactly ten years ago, they used to give a sum total of 3400 ranks for IIT-JEE. Typically, to get an engineering branch at one of the “big 5” IITs you needed to be in the early 2000s or better. Back then, there were ~40 people from Bangalore who made it to the merit list (I’ve forgotten the exact numbers but if I remember right, at least 30 people from Bangalore JOINED some IIT or the other). About 1.2% of all successful candidates back then were from Karnataka (for IIT/JEE purposes Bangalore = Karnataka since there are no other centres in the state).

JEE results for this year came out yesterday. Most of the second page of today’s The New Indian Express is spent in giving footage to people from Bangalore who got a rank. This year, they gave out 13,100 ranks, of which 58 were from Bangalore – 0.5% of all successful candidates. And you have the New Indian Express which puts the headline “City Students crack IIT by the dozen”. Yeah, five dozen out of thirteen kilopeople is worse than three dozen out of three kilopeople. But anyway…

Back in my days, there was one decently established factory and a couple of fledgling factories in Bangalore. The established factory (a small scale industry by national standards) had 100 students, of which over 30 got ranks in the JEE (and about 20 actually joined IIT). Today the same factory has some 500 students. And surely not more than 58 of its students could have cleared the JEE! And then there are several other factories in the city. Don’t know if any of them have done significantly well.

Madness. Sheer madness. I had written about this before.

Postscript: I must admit there is a small bit of hotteuri (stomach burn) at the amount of footage toppers get nowadays. Back then, it was an advertisement by the coaching factory in all major English dailies in the city, and little else.

Postscript2: This post might sound like one old thatha sitting in his armchair and ranting. It is meant to be that way.

The other side of the long tail

There are several people who talk about how the advent and the popularity of the internet has resulted in markets in many a long tail. Without loss of generality, let us just take the market for writing here. Several niches which were earlier not served since there wasn’t enough of a dedicated audience in a particular geographical area for a certain set of articles and so no one bothered to write and disseminate them.

For example, it is unlikely that there was enough of a “market” for a series of posts on the Studs and Fighters Theory in the days before the internet – a market big enough for a newspaper or a magazine or a journal to bother publishing. Now, the internet not only allows me to publish it without effort or cost, but also lets me know that there is enough of a market for this kind of a series for me to bother publishing it rather than just explain it to a few friends in a smoky bar or cafe.

Now, the funda is that sometimes the long tail can exist in geographically coherent markets and not online! For example, all of yesterday, while at work i was frantically searching for sources to follow the BBMP election results. Everyone led me to this TV9 video streaming but it didn’t open on my office network and I couldn’t find any other live sources that were constantly updating the results. I had had similar problems following the results of the Karnataka Assembly elections two years back.

It was then I realized that the “traditional market” can itself be the long tail! For example, the amount of information I found about the elections in this morning’s papers was really impressive – in fact, the much ridiculed ToI had pretty good coverage of the polls, as did the Deccan Herald or the New Indian Express. Earlier in the morning, yesterday, too there were the Kannada channels which focused exclusively on the election results.

What I’m saying here may be fairly obvious, but just wanted to point out that long tail need not refer exclusively to the new media, or new channels. When you look at it in certain ways, several of the traditional media are also catering esssentially to a long tail, though when there was only the traditional media, no one really used the term.

Talking of BBMP elections, take a look at this graphic that was presented in the Deccan Herald today. Don’t you see a pattern in this?

Bangalore Map

CTR

Ok this is a post that has been delayed by about a couple of weeks. One of those things that has been in my head now for a while so writing it. So some two or three Sundays back (more likely to be two) I went to the famous CTR in Malleswaram for breakfast. For the first time ever. Yeah I now it’s supposed to be a classic place and all that but it’s only now that I’m getting acquainted with north/west parts of Bangalore so had completely missed out on this so far.

So as per what several people had told me at various points of time in life, the Masala Dosa at CTR was brilliant. Unparalleled. The difference between CTR and Vidyarthi Bhavan is that the former makes masala dosa just the way that other restaurants do, but only much better and tastier. The dosa at Vidyarthi Bhavan is a different animal altogether and am told the has very different composition to what is made in other restaurants.

There is another important difference between CTR and Vidyarthi Bhavan and thats in terms of service and crowd management. Vidyarthi Bhavan does an excellent job in this regard, striving to “rotate table covers” as quickly as possible. Within moments of you taking your seat, your order gets taken, the dosa arrives, as does the bill and a look from the waiter asking you what the fuck you are doing there considering you have finished your tiffin. Extremely efficient from the point of view of the restaurant (in terms of maximizing capacity) and for customers looking for a quick dosa, but not so from the point of view of people who want to linger for a while and chat.

Unfortunately the one time I’ve been to CTR (2 sundays back) I was in a bit of a hurry since I had to go attend a quiz. Maybe the intention of the restaurant is to allow customers to sit for a while and chat up, but I don’t know if you can actually do that since at any given point of time (reports might be biased since this was a Sunday morning, 9am) there are four people waiting for you to leave so that they can grab your seat. This large crowd that is in waiting is also I think a result of slow service at the restaurant (simple queuing theory – for a given arrival rate, the slower the service rate, the more the average queue length).

There were some simple tasks in which CTR didn’t do so well. For example, making a customer wait for ten minutes before you take his order is not only ten minutes wasted for him, it is also ten minutes of absolutely unproductive “table time” – something that a fast food place like this can’t really afford. And then the ordered items also took a long time to arrive (again, most people at CTR have the same order – one “masaal” so I do hope the make dosas “to stock”) – but then their kitchen capacity may not match up to the capacity of the seating area (which isn’t too much). You pay bill at the table itself rather than at the counter which means you sit there for even longer. And so forth.

This post is supposed to be a part of this series that I was writing some four years back examining the Supply Chain practices and delivery models at various fast food restaurants in Bangalore. I have only one observation with respect to CTR and based on that I don’t give it very high marks in terms of supply chain and delivery efficiency. However, the dosa there is so awesome that I’m sure that I’ll brave the crowds and go there more often and might be able to make better observations about the process.

Bus Day and Extensions

So in Bangalore, the fourth of every month is celebrated as “bus day” when people are encouraged to give up on their private  transport vehicles and opt for the BMTC bus. So far, what the BMTC has been doing is to increase frequency of buses on certain corridors so that people who travel those routes are further encouraged to use buses. Hopefully soon there will be a time when public transport in the city is so good that every day is a bus day.

Problem with getting everyone to use public transport is that certain routes are extremely “illiquid” in the sense that there just aren’t enough passengers who want to travel between a particular pair of points for the BMTC to put a bus on that route. Even if they do put a route, it is likely to be extremely infrequent and not really serve the purpose.

Problem with growth of bus services in Bangalore over the years (starting with Jayanagar-Yeshwantpur) is that bus services are usually point-to-point. There hasn’t been much effort in terms of developing interchanges, and the only good interchanges that make sense currently are Majestic, Market and Shivajinagar – all of which are in the center of the city. Given the geographic expansion of the city, it doesn’t really make sense to go to the center to change buses. We need interchanges everywhere.

And the lack of viable interchanges is what I think makes bus transport much less popular than it should be (yeah, we still need lots more buses than we have right now). For example, my office is on intermediate ring road, behind the Dell office. And there is not a single bus from my office to the center of the city (majestic/market/shivajinagar) because of which it is extremely tough for people who work in my complex to commute by work. There are buses on the road that our office is situated on, but none that connect properly to buses that go to the city center, which also makes interchange difficult.

Similarly at Hudson Circle (“corporation”). There are bus stops all around the place but the problem is they are so far away from each other and it takes so much crossing to get from one to the other that this junction is not as good an interchange as it used to be a few years back! Encourages inefficiency in terms of having to go to one of the bus stands for changing buses!

The current system of segmentation of buses (in terms of various classes of service) is commendable and I think the air-conditioned premium service is doing a lot of good in terms of taking cars off the road. However, in order to get more people to use the system, what we need is a network where it is possible to go from any stop to any other with the minimum amount of time being spent in terms of waiting. Traffic is already bad so it is bad enough that we spend so much time just commuting, and one of the main reasons people are put off from taking buses that added to this commute time is the waiting time!

And once this system of convenient interchanges and “structured liquidity” (if a market is illiquid, there is a set of buses which are each operating on liquid routes and which together through convenient interchanges serve this market) is put in place, then my grand idea of flooding the city’s roads with buses in order to crowd out cars can be implemented.

Road Widening is NOT the solution

The other day, walking down Dr. Rajkumar Road in Rajajinagar, I saw several signboards on the road, on shopfronts, on buildings, etc. protesting against plans for widening the road. Apparently they want to widen the road and thus want to demolish shops, parts of houses, etc. Looking outside my own apartment building the other day, I saw some numbers written on the compound wall. Digging deeper, I figured that they want to widen the road I live on and hence want to claim part of the apartment land.

Now, the logic behind road widening is not hard to understand – due to increase in traffic, we need more capacity on the roads and hence increasing their width results in increased capacity in terms of vehicles per unit time and so it is a good thing . However, before going headlong into road widening and land acquisition for the purpose, road architecture in the city needs to be studied carefully.

There are two primary reasons why trafffic bottlenecks happen. The more common reason at least in western nations is road capacity. Roads just don’t have the capacity to take more than a certain number of cars per hour and so when more cars want to go that way, it results in pile-ups. The other problem, which I think is more common in India is intersections.

It is going to be a tough problem to model but we should split up roads into segments – one segment for each intersection it is part of, and one segment for each segment between intersections (ok it sounds complicated but I hope you get it). And then, analyzing capacities for these different segments, my hypothesis is that on an average, “capacity” of each intersection is lower than the capacity of road segments between intersections.

Now how does one calculate capacity of intersections? Assume an intersection with traffc coming from all four directions. Suppose traffic approaching the intersection from north sees green light for fifteen seconds a minute. And in each fifteen second interval, 25 cars manage to make it past the intersection. So the capacity of this intersection in this direction becomes 25 cars per minute. I hope you get the drift.

I’m sure there will be some transportation engineers who will have done surveys for this but I don’t have data but I strongly believe that the bigger bottleneck in terms of urban transport infrastructure is intersections rather than road width. Hence widening a road will be of no use unless flyovers/underpasses are built across ALL intersections it goes through (and also through judicious use of road divider). However, looking at the density of our cities, it is likely to prove extremely expensive to get land for the widened roads, flyovers etc.

I don’t see private vehicle transportation as a viable solution for most Indian cities. Existing road space per square kilometer is way too small, and occupation way too dense for it to be profitable to keep widening roads. The faster we invest in rapid public transport systems, the better! I’m sure the costs borne in that direction will be significantly lower than to provide infrastructure to citizens to use their own vehicles.