Delhi Traffic Quotes

Certainly Delhi is unimaginably antique, and age is a metaphysic, I suppose. Illustrations of mortality are inescapable there, and do give the place a sort of nagging symbolism. Tombs of emperors stand beside traffic junctions, forgotten fortresses command suburbs, the titles of lost dynasties are woven into the vernacular, if only as street names.

He disdains such cowardly acts as looking in wing mirrors or using his indicators. His Ambassador is his chariot, his klaxon his sword. Weaving into the oncoming traffic, playing ‘chicken’ with the other taxis, Balvinder Singh is a Raja of the Road.

Nostalgia washes over me with tons of memors and lifetime rolled on this land. Every oblivious memory from the childhood wraps open in the fragrance of these busy roads and familiar land, long signals, irritating traffic,honking cars,rushing people,excessive pollution defining Delhi at its best.

Bombay, you will be told, is the only city India has, in the sense that the word city is understood in the West. Other Indian metropolises like Calcutta, Madras and Delhi are like oversized villages. It is true that Bombay has many more high-rise buildings than any other Indian city: when you approach it by the sea it looks like a miniature New York. It has other things to justify its city status: it is congested, it has traffic jams at all hours of the day, it is highly polluted and many parts of it stink.

We entered the Taj Mahal, the most romantic place on the planet, and possibly the most beautiful building on earth. We ate curry with our driver in a Delhi street café late at night and had the best chicken tikka I’ve ever tasted in an Agra restaurant. After the madness of Delhi, we were astonished that Agra could be even more mental. And we loved it. We marvelled at the architecture of the Red Fort, where Shah Jahan spent the last three years of his life, imprisoned and staring across at the Taj Mahal, the tomb of his favourite wife. We spent two days in a village constructed specifically for tiger safaris, although I didn’t see a tiger, my wife and son were more fortunate. We noticed in Mussoorie, 230 miles from the Tibetan border, evidence of Tibetan features in the faces of the Indians, and we paid just 770 rupees for the three of us to eat heartily in a Tibetan restaurant. Walking along the road accompanied by a cow became as common place as seeing a whole family of four without crash helmets on a motorcycle, a car going around a roundabout the wrong way, and cars approaching towards us on the wrong side of a duel carriageway. India has no traffic rules it seems.

There is a new trend among authors to thank every famous people for inspiration, non-existent assistance, and/or some casual reference to the author’s work. Authors do this to pump themselves up. So, on the off chance that this is helpful, I wish to thank the following people: the Prime Minister of India for promoting literacy; Dr APJ Abdul Kalam, who called me up one day and said, “Hey, you’re a good writer”; Kabir Das, who inspired me to write about love; Shahrukh Khan, who is an awesome actor; and last but not least, President of India, who once waved to me in New Delhi as the convoy moved from the streets to the Rashtrapati Bhavan Building, screwing up traffic for half an hour, thereby forcing me to kill time by thinking of a great plot to write this book.

Every time, however, Atal rose to the defence of the RSS. For instance, on 27 May 1996, when the short-lived Atal government was sought to be replaced by Deve Gowda, Atal said on the floor of the Lok Sabha that the RSS was an organization that was wedded to the cause of the nation. He gave two examples, one of the Republic Day parade of 1963 (after the Chinese debacle) when the RSS was one of the organizations invited to send in representatives to participate in the march past to demonstrate national unity. The other one related to 1965 when, at the time of the Indo-Pak war, the government had deployed RSS men to regulate traffic on the roads of Delhi. Atal went on to quote Deve Gowda who, while speaking at a function in Bangalore in the midst of the Emergency, had said, ‘RSS is a spotless organization.’ Atal added that the RSS was an independent organization and while ‘you can differ with the RSS, the allegations against them are not required’.

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I’d be hard-pressed to find a better start to a brand story than the one that chronicles the birth of “the people’s car,” the Tata Nano. The story goes that Ratan Tata, chairman of the well-respected Tata Group, was travelling along in the pouring rain behind a family who was precariously perched on a scooter weaving in and out of traffic on the slick wet roads of Bangalore. Tata thought that surely this was a problem he and his company could solve. He wanted to bring safe, affordable transport to the poor—to design, build, and sell a family car that could replace the scooter for a price that was less than $2,500. It was a business idea born from a high ideal and coming from a man with a track record in the industry, someone with the capability to innovate, design, and produce a high-quality product. People were captivated by the idea of what would be the world’s cheapest car. The media and the world watched to see how delivering on this seemingly impossible promise might pan out. Ratan Tata did deliver on his promise when he unveiled the Nano at the New Delhi Auto Expo in 2009, six years after having the idea. The hype around the new “people’s car” and the media attention it received meant that any mistakes were very public (several production challenges and safety problems were reported along the way). And while the general public seemed to be behind the idea of a new and fun Indian-led innovation, the number of Facebook likes (almost 4 million to date) didn’t convert to actual sales. It seemed that while Tata Motors was telling a story about affordability and innovating with frugal engineering (perhaps “lean engineering” might have worked better for them), the story prospective customers were hearing was one about a car that was cheap. The positioning of the car was at odds with the buying public’s perception of it. In a country where a car is an aspirational purchase, the Nano became symbolic of the car to buy if you couldn’t afford anything else. Since its launch in 2009, just over 200,000 Nanos have sold. The factory has the capacity to produce 21,000 cars a month. It turns out that the modest numbers of people buying the Nano are not the scooter drivers but middle-class Indians who are looking for a second car, or a car for their parents or children. The car that was billed as a “game changer” hasn’t lived up to the hype in the hearts of the people who were expected to line up and buy it in the tens of thousands. Despite winning design and innovation awards, the Nano’s reputation amongst consumers—and the story they have come to believe—has been the thing that’s held it back.

Tutto cambiò in un pomeriggio di primavera, in una giornata come tante, in una Nuova Delhi brulicante di anime. Kajal e Kiran avevano deciso di allontanarsi per qualche ora da quelle strade trafficate, dagli odori forti, dal frastuono del mondo. Volevano prendere le distanze da tutto quel caos e godersi il silenzio di un abbraccio, sicuri di non essere disturbati da chi forse non avrebbe accettato il sentimento che aveva finalmente dato un senso ai loro giorni. Nessuno dei due aveva osato raccontare dell'altro alla propria famiglia; convennero che per il momento sarebbe stato meglio evitare qualsiasi turbamento. Decisero di andare a fare una gita nelle campagne fuori città; avrebbero preso un solo autobus e il viaggio non sarebbe stato neppure troppo lungo. Con l'euforia e l'impazienza tipica di due innamorati che non attendono altro che il momento in cui poter stare insieme, Kajal e Kiran si ritrovarono, puntualissimi, alla fermata del bus, che arrivò dopo qualche minuto di attesa.

In America, my father began working as a clerk for a government agency. He rented an apartment in a place called Queens, New York. A year after he left us, he sent airplane tickets. The Delhi of the seventies is hard to imagine: the quietness, the streets empty of traffic, children playing cricket in the middle of the street and rarely having to move out of the way to let cars by, the vegetable vendors who came pushing their carts down the streets in the late afternoon, crying out their wares in tight, high-pitched voices. There weren't VCRs back then, let alone cable channels. A movie would play for twenty-five or fifty weeks in huge auditorium theaters, and then once the movie was gone, it was gone forever. I remembered feeling grief when the enormous billboards for Sholay at the end of our street were taken down. It was like somebody had died. It is also hard to remember how frugal we were. We saved the cotton that comes inside pill bottles. Our mothers used it to make wicks. This frugality meant that we were sensitive to the physical reality of the world in a way most people no longer are. When my mother bought a box of matches, she had my brother sit at a table and use a razor to split the matches in half. When we had to light several things, we would use the match to set a twist of paper on fire and then walk around the apartment lighting the stove, the incense stick, the mosquito coil. This close engagement with things meant that we were conscious that the wood of a match is soft, that a bit of spit on paper split on paper slows down how it burns. By the time our airplane tickets arrived, not every family hired a band to play outside their house on the day of the departure to a foreign country. Still, many families did.

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Slanting sun rays entering through the window panes like an uninvited guest, chit chat of the neighbourhood aunties complaining about their maids, traffic scratching out its way with noisy horns, vegetable vendors, loud uncles, ironworkers and many other unrecognizable sounds; enough reasons to wake me up amidst the Chandni Chowk’s volant lifestyle.