One of the most anticipated mass transport systems, the Metro Rail - 6 (MRT-6)has just completed its first year of operation. Its introduction has given commuters a modern, efficient, fast and safe means of transportation in one of the slowest cities in the world. This week, all 20 stations in the MRT-6 line are to become fully operational spanning a 20.1-kilometer corridor. The service has not been without its critiques. Concerns had been raised about repeated delays and cost overruns but at the end of the day, a working metro rail service has become an indispensable part of a bustling city boasting around 18 million residents. As this is an entirely new experience for transport planners and the technology associated with the MRT service was a first for Bangladesh, there were inevitable delays in the planning and re-planning of the actual network. The terrorist attack in 2016 that caused the death of several Japanese citizens set the project back for some years. Then came the Covid shock which delayed the project again, but it has finally reached fruition.
Until now, MRT-6 trains operated for limited hours of the day, but authorities are confident that with the completion of the entire line, the existing schedule will change to make trains available for a much longer time during the day. The teething problems associated with learning to synchronise timing between Uttara-Agargaon and Agargaon-Motijheel portions of the journey took time to work out. As trains were introduced operating within limited timeframe, operational difficulties were encountered and dealt with on a piecemeal basis. This brings up the question as to why matters like flying lanterns interfering with electric lines were not thought of and dealt with before commencement of service. The concept of MRT is hardly new in Asia and would it not have made more sense to take into consideration the experience of other cities that operate metro rail to avoid small but expensive stoppages before inaugurating the service for public usage?
Progress remains uncertain about the other five MRT lines. It would be prudent to remember that these are very expensive infrastructure projects to begin with. The scarcity of land - not just for the physical construction of the elevated lines on which these trains travel, but situating the train stations within the constricted spaces of existing road infrastructure, have posed significant challenges for planners. A lot of time and financial resources had to be expended to settle proper compensation for people owning land / property and there was no way to fast track the process.
Of the remaining five lines, the most promising one is MRT-5 but according to a report in this newspaper, uncertainty over the co-financing of this US$4.8 billion project has surfaced. This particular metro line is of particular import as it would establish train communication on the east-west route of the capital city Dhaka. There is significant difference of opinion between Asian Development Bank (ADB) and the South Korean KEXIMBANK on the terms of finance, interest rates payable and time frame for total fund repayment. While ADB is advocating a loan, KEXIBANK is offering a grant and the advantages of a grant need no explanation.
Both these agencies are important to Bangladesh and policymakers are keen to have the project co-financed. What should remain on the priority list of policymakers however is that these negotiations need to be time-bound and not open-ended. The experience gained from constructing the MRT-6 line should be incorporated into all subsequent MRT line construction to bring down cost and emphasise transfer of technical knowhow so that more local manpower is involved in operations.
MRT-6 events should guide construction of five other lines
FE Team | Published: December 30, 2023 20:42:37
MRT-6 events should guide construction of five other lines
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