BENGALURU: Fourteen years after its first train rolled out on October 20, 2011, Namma Metro, South India’s first metro system, remains far from achieving its promise of a fully connected Bengaluru. What began as a 6.7 km stretch between MG Road and Byappanahalli has grown to a 97 km network with 83 stations and an average daily ridership of over 10 lakh commuters — yet, the city’s traffic gridlock tells another story.
Despite steady expansion, the city’s vehicle population has ballooned to over 1.2 crore, with nearly 5.5 lakh new vehicles added every year. Meanwhile, Namma Metro’s network has expanded at an average pace of just 6.5 km per year, leaving vast sections of the city without reliable public transport.
Delays dog expansion projects
The slow execution of Namma Metro projects has become a defining feature of Bengaluru’s urban infrastructure planning.
- Phase I, spanning 43 km, took nearly six years to become fully operational after the first section opened in 2011.
- Phase II, covering 75 km, has seen even slower progress. Of this, only 54 km is currently operational.
The Pink Line (Kalena Agrahara–Nagawara), one of the most crucial corridors, has faced construction delays of over eight years. The elevated section is now expected to be ready by May 2026, and the underground section by December 2026.
Similarly, Phase II A and II B — a 58 km line from Silk Board to Kempegowda International Airport — is projected to open in stages by 2026.
Urban transport experts point out that while Delhi Metro expanded at a rate of more than 20 km per year, Bengaluru’s pace remains sluggish, impacting ridership, revenue, and citywide mobility planning.
Costliest metro network in India
Adding to commuter frustration, Namma Metro is now the costliest metro in India. A fare hike introduced in February 2025 triggered strong public backlash. Initially proposing an increase of over 110%, the Bangalore Metro Rail Corporation Ltd (BMRCL) scaled it down to 71% following protests.
Further discontent arose when the Fare Fixation Committee (FFC) report — which justified the hike — was made public only after intervention from the Karnataka High Court. The FFC also approved annual fare increases of up to 5%, a move that commuters deem excessive, especially when Delhi Metro’s latest hike was only 7% (Rs 1–4).
Shortage of trains compounds woes
Operational challenges have compounded the problem. Namma Metro currently runs 57 trainsets on the Purple and Green Lines, while the Yellow Line has only four, with a fifth expected by early November. Full-fledged operations and new train inductions are not expected until 2026, when additional rolling stock arrives.
Urban mobility experts warn that the shortage of trains and delay in Phase II projects are limiting the Metro’s potential to ease Bengaluru’s chronic congestion. They stress that speeding up both line completion and train deployment is vital to restoring commuter confidence and realizing the Metro’s goal as a dependable alternative to the city’s clogged roads.
Looking ahead
As Bengaluru marks 14 years of its metro journey, commuters are left with mixed feelings — pride in the progress made, but frustration over what could have been. The dream of a seamless, city-wide metro remains just that — a dream — as deadlines continue to shift and the city’s traffic chaos deepens.