That the metro rail service between Uttara and Motijheel has been in operation since 2023 without the mandatory safety certification is psychologically disturbing. Elevated metro rail systems the world over are subjected to a comprehensive evaluation by an independent safety assessor (ISA) or neutral accredited agency before opening for commercial operation. A high-powered independent committee constituted following a High Court order for a thorough inspection of the railway corridor in early December last has come up with some serious safety concerns. The metro railway system known as MRT Line-6 has, as the evaluation revealed, a number of construction and design flaws. After five months of inspection of the metro rail infrastructure, power supply, signalling and train control systems, rolling stock, operation and maintenance procedures, the committee submitted its evaluation report last week. The detailed findings by the committee could not be made public, according to the HC order, before the court perusal. It is the HC's preserve to make the findings public.

However, the fall of two bearing pads within months at nearby locations gave the indication that not all is well with the construction of metro rail infrastructure. Operation of the elevated metro rail before the mandatory evaluation by an ISA or accredited neutral agency and adequate trial runs goes against the safety rules followed all across the world. Political expediency got the better of compliance with the standard safety regulations. Now, after almost three years, non-compliance of the mandatory safety measures is made public. This is unacceptable. How serious the design flaws are will be known after the publication of the committee's report. Meanwhile, this paper has gathered information about the bearing pads. Displacement of these heavy pads at several piers was detected by the inspection committee. Even installation of protective brackets around the pads did not match the requirement as those were not suitably designed to prevent further displacement of the pads.

A consortium of international and local firms was assigned to accomplish the metro rail project. Different firms either jointly or separately were responsible for civil works — viaducts and piers — signalling, rolling stock etc. If the normal procedures were followed, the construction firms or companies responsible for the specific part or parts could be held accountable for the lapses or defects identified by the ISA or accredited agency. But after three years of operation, any such claim stands nullified unless the responsibility is specifically mentioned in the agreement.

So, the operation of the metro rail before completion of the required independent assessment of safety systems has led to a hotchpotch of evaluation and handover of the project. But because the latest inspection ordered by the HC has identified design flaws and absence of adequate safety measures, an internationally accredited agency should be engaged to evaluate the risks and suggest remedial measures. There is no point compromising on the safety standard of a popular mode of transportation that carries thousands of passengers at a time. Bearing pads stay between superstructure like elevated railway tracks and substructure such as piers in case of all metro rails but no displacement and fall is reported from such structures. This can be corrected to avoid a disaster. Given the responsibility, a high-level technical team could help.