The Bangalore and Delhi experiences have lessons to offer metro projects in other Indian cities
The metro network in Bangalore started operations a few months ago.
It covers a relatively small stretch of about seven kilometres. In
comparison, the Delhi Metro has been operating its network for almost a
decade, and now covers a distance of over 190 kilometres. Yet, a
comparison between the two networks will tell you a lot about the way
public transport projects are conceived, executed and operated in India.
And there are obvious lessons for those who intend to embark on similar
projects planned for several cities across the country.
The Bangalore Metro network was initially conceived as a
public-private partnership (PPP) in 1993, almost at around the same time
as the Delhi Metro idea. The difference was that while the Bangalore
Metro could not make headway on the project for almost a decade,
breaking its head over how it could implement the correct concessionaire
agreement with the prospective operator, the Delhi Metro stayed away
from the PPP model and set up a project in which the Centre and the
state government were equal partners. It began implementing the project
from 1995 and, by 2002, trains began running on a short stretch of about
five kilometres.
That perhaps is the first lesson. How effective is the PPP model in
public transport projects? The Bangalore Metro explored various options
and even did the unthinkable by asking the prospective bidders of the
project to indicate along with their bids the nature of the
concessionaire agreement that they would prefer. Little did it realise
then that the framing of a concessionaire agreement should have preceded
the bidding process, so that the bidders made their offers on that
basis. Fortunately, the Bangalore Metro soon recognised the problems
with the PPP model, opted for what the Delhi Metro did, and work on it
began in 2003.
It is, therefore, important for policy makers to realise that the
choice of the PPP model is no guarantee for ensuring efficient and
smooth execution of a public transport project. Whatever be the model,
the project promoters should get the basics right and follow the
well-established principles of any model of executing a project. This is
not rocket science. There is no reason why the Bangalore Metro should
have wasted ten years before discarding the PPP model and allowing the
Centre and the state government to be the joint owners of the project.
Both models can work. If you opt for the PPP model, make sure that the
concessionaire agreement with the operator is foolproof and fixes all
responsibilities in a transparent way. Similarly, operational freedom
and accountability through an institutional framework are a necessary
precondition for the success of a metro project where the Centre and the
state are joint owners.
The Delhi Metro’s execution and operation stood out for another
reason — it had E Sreedharan as the managing director, who by the time
he came to head the project had acquired an icon-like status in
executing railway projects. Few in the government system or outside
could stand in the way if Mr Sreedharan decided a certain course of
action. It’s true that the Indian Railways succeeded in forcing the
broad-gauge model for the first phase of the Delhi Metro, against the
wishes of Mr Sreedharan. But the second phase did see the introduction
of standard gauge, an indication that the Delhi Metro managing director
would eventually have his way whatever the nature of his opposition.
Mr Sreedharan executed the Delhi Metro project with efficiency, speed
and only a few minor accidents. He introduced a lean management
structure. But he also showed scant regard for the established processes
for the selection of contractors or vendors, and decided to choose his
own methods. Since he enjoyed the reputation of a man of integrity and
had tasted of success as well, the voices of protest against the way he
ran the project were few and muted. In a system with an acute scarcity
of efficient managers with integrity, Mr Sreedharan enjoyed leeway that
would be denied to most others in similar situations.
In sharp contrast, the Bangalore Metro project is being executed
without a highly visible leader like Mr Sreedharan. The managing
director of the Bangalore Metro Transport Corporation is N Sivasailam, a
mechanical engineer who joined the Indian Administrative Service in
1985. He maintains a low profile, but that in no way has adversely
affected the efficiency of execution in the project, although there were
delays in the early stages of its implementation. The project is
running efficiently and it has already begun earning profit on the short
stretch on which it operates. It has a long way to go, but the
Bangalore Metro has established that an efficiently executed project
need not be a one-man show. Instead, it can be the result of team work
helped by a strong institutional framework.
Even in tariff-setting, the Bangalore Metro has charted a new path
that is more transparent and participative than that followed by the
Delhi Metro. The recommendations of the tariff advisory committee of the
Delhi Metro are binding on the operator. However, the composition of
the committee and the nature of its recommendations are not immune to
political influence or pressure. In the case of the Bangalore Metro,
tariffs are set transparently after a non-governmental organisation
conducts open consultations among all stakeholders including commuters.
Clearly, the new metro networks coming up in different parts of the
country have a lot to learn from the experiences of Delhi and Bangalore.
No comments:
Post a Comment