Eight years on, Hyderabad Metro Rail faces growing pains

Hyderabad Metro Rail (HMR) Phase One marks eight years of redefining urban travel in the twin cities tomorrow. Yet, the three-corridor network that once promised seamless connectivity now struggles with overcrowded trains, neglected infrastructure, and no immediate relief in sight.

With Phase Two still stuck in approvals and new rolling stock nowhere on the horizon, the city’s lifeline is straining under the weight of its own success — leaving commuters to wonder how much longer they can cope. It is evident that it will take at least five years or more for the next metro lines to become operational. This is contingent on the Centre sanctioning the proposed Phase 2A section — five corridors covering 76.4 km at an estimated cost of ₹24,269 crore — early next year, as recently assured by Union Minister for Housing and Urban Affairs Manohar Khattar.

“First, the government must complete the acquisition process from L&T Metro Rail Hyderabad (L&TMRH), which could take six months to a year. The process hasn’t even begun. After the Centre and State sign a joint venture agreement for the second phase on a 50:50 partnership basis, funding from multilateral agencies will be sought, followed by tenders for the works,” said top sources, requesting anonymity.

This delay will directly impact existing services on the Red Line (LB Nagar–Miyapur, 29 km), Blue Line (Nagole–Raidurg, 29 km), and Green Line (JBS–MGBS, 11 km), as the expected addition of new train sets is not happening. L&TMRH appears to have shelved plans to purchase 10 three-coach train sets after deciding to hand over the project to the Telangana government for ₹15,000 crore.

“New train sets are likely only after Phase Two works begin or are finalised next year, when the government may sign the contract for rolling stock. It could take up to 15–18 months for these trains to become operational,” said senior officials.

Although L&TMRH installed barriers at Ameerpet interchange station to ease crowding near coach gates, rush-hour congestion—9 a.m. to 11 a.m. and 5 p.m. to 8:30 p.m.—remains a major issue.

HMR currently carries an average of 4.75 lakh passengers daily in 1,075 trips using 57 three-coach train sets, with a frequency of 2.5–5 minutes during peak hours and 7–10 minutes during non-peak hours, maintaining punctuality at 99.86%. Even with two-minute intervals on the Blue Line, trains are packed, forcing many commuters back to road transport.

“Passengers are already being stopped from entering platforms or stations during peak hours at certain stations like Raidurg, Hi-Tec City, and Ameerpet,” admitted a senior official. With more trains deployed on the Blue and Red corridors due to high demand, the Green Line continues to see low footfall—about 25,000 daily. Its frequency ranges from 8 to 20 minutes despite passing through densely populated areas.

If last mile connectivity continues to be a problem area, the infrastructure under metro stations—street furniture, footpaths, and other amenities—shows signs of neglect. Many areas have turned into garbage dumps, open toilets, and shelters for beggars, alcoholics, and drug addicts, with broken tiles and dim lighting compounding the problem. That neither HMR nor L&TMRH have announced any plans to celebrate the anniversary lays bare the sad state of affairs.