Perspective (Spotlight Weekly)

Electric buses for mass transit!

By Ananda B. Shrestha

The electric mass transport popularly known as trolley transport has reappeared on the road after being kept off it for a long time. The revival of the operation of trolley bus services following a series of inspection, check up, maintenance, repairs to the damages and deterioration caused to the system prior to its re-start was really a challenge. The trolley operation was actually closed along with Nepal Transport Corporation – a public sector incorporated for the operation of Ropeway, Railway, Trolley and Trucking services including container operation. Although the trolley bus service was revived initially with the operation from Tripureswore to Min Bhawan stretch only. After a month, it was extended up to Kaushaltar. The overhead cable track beyond Kaushaltar, in different points, seemed to have been misplaced or stolen away during the time it was off the road. So, the overhead cable and other accessories must be made available first, to revive its full operation up to Soorya Binayak. It might take few more months to install and repair the system prior to the final operation. Nevertheless the existing manpower within the Trolley Bus unit itself is capable enough to handle and undertake all mechanical and electrical installation.

The ferrying of 15/20 thousand commuters a day in a stretch of 13 km. between twin cities of Kathmandu and Bhaktapur was considered as an innovative approach for introducing pollution free transport in the capital city for more than three decades. Meanwhile, the recent study from a research organization revealed that to operate trolley buses and fully displace the buses and mini buses from the Ringroad, we may have to add about 125 trolley buses and thereby will lead to mitigation of about 177,000 tons of carbon dioxide on a span of twenty years. Such an improvement in the deteriorating vehicle polluted environment would be indeed a great relief for the commuters in the days to come.

In view of revival, the failures of the past must be reviewed for avoiding its future recurrence. Among the critical reasons, one of them can be reflected as irresponsible decision based entirely on the taste and whim of the Chief Executive of the Corporation. The bureaucrats seemed to have been unable to represent and transmit the realistic situation to the government ministers. The modality has a unique operation system with special features and inherent character limiting the chances of adjusting economic scale in terms of human resources, spares and inventories. The decision to manage and operate the autobuses along with the trolley under the same roof proved to be a blunder and catastrophe. The over shadowing of independent identity for the system without cost profit outlook encouraged demonstrative impact leading to parasitic trend and approach. Similarly, the high handedness, interference and domination of the Corporation as administrative apex body on its operation and management had often created negative impact on the efficiency and effectiveness. The rules and regulations appropriate for trolley operation were never being designed; rather the rules and regulations that were made exclusively to suit other segments/units of the Corporation were applied to the system too. As such, the decision making process was time consuming resulting management and administrative overhead cost surprisingly much higher beyond the limit of absorptive capacity of the system. The system should be recognized as a responsible urban transport for the movement of commuters and accordingly it should be provided with some subsidy in lieu of fulfilling social obligation and long-term sustainability.

The present stakeholders of trolley buses - Kathmandu, Madhyapur (Thimi) and Bhaktapur municipalities should have unified approach and consent to prove its operation successfully as a glaring example to operate pollution free transit in the Capital city. Alternatively, in view of prompt and effective decision-making process, it could be entrusted to one of the municipalities only. The popular public utility system transporting thousands of commuters daily should not be confined to remember its importance on a ritual basis during the strike/bandh only. The government must see and consider the tariff structure and subsidy to cope with the operation from early dawn to late in the evening regardless of seasonal variation, rigidity and its intrinsic limitation and social obligation for lasting sustainability. An acceptable matrix can be developed for granting subsidy for the shortfall component beyond the accepted target of minimum operational efficiency.

The existing transport act and the regulation have to be updated to authorize the initiation of action and penalty against ticket less riders. The mechanism of fare collection should be developed in such a way that the commuters should be requested to pay the fare as soon as they board the bus. The system can be developed in the bus itself with little modification in the interior of the buses. In addition, the surprise checking system from the management should be initiated frequently. The checking squad prior to undertake its checking operation should first publicize the alerting slogan of retributive punishment for ticket less riders upon detected. Accordingly in view of consequences, the riders will eventually develop the habit of traveling with valid ticket only. However, a statutory provision of fine and penalty incorporated in the existing Transport Act would be for the support and safeguard of investment.

The present stretch of operation from Tripureswore to Kausaltar is a very short stretch and it is really difficult to get ample occupancy of passengers. Therefore, the primary thrust even to be in a breakeven trend, should be to extend the track up to Soorya Binayak. The installation, repair and maintenance system could be initiated instantly provided the necessary spares are made available. So, it is the matter of spares that has to be managed with priority for smooth operation.

The apathy of the system is not to have its own arrangement for alternative source of power supply in case of supply failure from the national grid. The whole goodwill and the trust achieved by the system will be at jeopardy during the period of surprise trip off in the middle of the journey. Any abrupt failure/interruptions must be compensated by quantifying the negative impact on goodwill and revenue generation by authority.

As the existing stretch of 13 km. does not penetrate to the city center on either side, the extension to the possible stretch close to city center in either side must be made for facilitating the commuters. Similarly, the electric transport system, in view of long term strategy and economic viability, should be extended and developed to justifying areas around Kathmandu including the Ring Road (Chakra Path). Several studies (Economic and technical) in the past have been completed and some of the Chinese construction company was daring even to undertake the construction program in phase wise manner under deferred payment scheme.

The modality of entrusting the system to a single Municipality would be an innovative and effective approach to improve highly polluted environment of Kathmandu city. The Municipality should be given maximum freedom and autonomy in the operation to be operated as a cost profit center. However, an alternative idea would be to become a facilitator to provide the services and collect the rent/fees of the track, electricity and other infrastructures. The potential investors may have an option to ply their buses with their own driver and conductors under prescribed parameter, rule and tariff structure of the system.

(Shrestha is a former chief of National Transport Corporation)