Hyderabad metro ridership stagnates amid demand for Phase Two expansion

For all the clamour to expand the Hyderabad Metro Rail (HMR) network under the proposed Phase Two, the fact remains that ridership on the 69.2‑km first phase has plateaued in the eighth year of operations. After touching a high of five lakh passengers a day in 2022, this figure is now being reached only occasionally. Metro Rail sources say daily ridership continues to hover between 4.50 lakh and 4.75 lakh.

The Red Line (Miyapur–LB Nagar, 29 km) and the Blue Line (Raidurg–Nagole, 29 km) each carry around 2.25 lakh passengers a day, while the Green Line (JBS–MGBS) accounts for about 35,000 commuters. Such stagnation has already had operational fallout: L&T Metro Rail Hyderabad (L&TMRH) recently withdrew night services introduced last year due to ‘poor patronage’.

“Night services were extended on a pilot basis until 11.45 p.m. for about six months, but the final trains were running almost empty. So, the last service was shifted back to 11 p.m. However, the mandated 125 train hours a week are being operated,” sources said. Trains begin at 6 a.m. on weekdays and 7 a.m. on Sundays.

The question remains, when main roads stay clogged late into the night and cab/bike aggregators remain busy, why are more commuters not opting for the metro? Officials and passengers cite familiar issues. First and last-mile connectivity continues to be the biggest deterrent. “It often costs double the metro fare just to reach our destination, whether by auto, taxi, or bike,” says Prasad, a regular commuter.

Tie-ups with start-ups providing electric bikes and autos collapsed during the COVID lockdown, and the limited options now available at a few stations do not meet individual drop‑off needs. Poor pedestrian infrastructure adds to the challenge. “Footpaths are broken, dirty or simply non-existent. Most stations don’t have proper parking facilities. Walking to or from the station is a hassle,” says Shekar, another commuter.

While metro stations are bright, clean and secure, the civic infrastructure around them often shows neglect — broken kerbs, dark patches, dirty footpaths, open urinals and pavements doubling as night shelters make the last stretch of the commute uninviting, points out Rama, a frequent user.

Peak-hour crowding, especially on the Blue Line, has also pushed some commuters towards other modes of transport. Withdrawal of fare discounts and delays in introducing a common ticketing system integrating RTC, MMTS and metro services have further dampened ridership, sources admit.

Though officials blame free bus travel for women for affecting metro and MMTS patronage, they remain unsure why other commuter groups too have not returned in expected numbers.

With L&TMRH expected to exit this year, the responsibility now shifts to the government. Procuring new train sets, implementing the National Common Mobility Card, and improving station‑level amenities are seen as immediate priorities.

“There has to be a collective effort involving GHMC, Transport and Police departments. IT/ITES firms should stagger office timings until new trains arrive. Ridership will certainly rise with better frequency and network expansion under Phase Two,” officials say.