Indore Metro’s Phase-3 hits roadblock over underground route plan:Residents protest proposed Malharganj station; officials divided over cost escalation

When Prime Minister Narendra Modi inaugurated the Indore Metro on May 31, it was hailed as the beginning of a new chapter in Indore’s urban mobility. The 5.9-km Priority Corridor between Gandhi Nagar and Super Corridor-03 station opened to much fanfare, drawing over 1.5 lakh passengers on the inaugural day. However, five months later, the excitement has largely faded. The average daily ridership, which crossed 50,000 passengers in early June, has now plunged to less than 50 a day in October, an extraordinary fall for a project built to symbolize Indore’s modernization. Declining ridership of Indore Metro Despite having the capacity to carry 350 passengers per train, the metro averaged only 80 riders a day in October. Limited route coverage, lack of connectivity Officials cite limited route coverage, lack of connectivity with dense residential areas, and poor public outreach as key reasons. With operations confined to a short, isolated stretch, commuters still find buses, autos, and app cabs more practical for daily travel. A costly ride: more spent than earned Between June and September, the metro carried about 95,000 passengers, generating roughly Rs 19 lakh in ticket revenue (average fare Rs 20). However, the monthly electricity bill alone crossed Rs 20 lakh, meaning the system spent more on power in one month than it earned in four. Even after free rides ended in June, the drop in passengers outpaced all projections. By September, the metro operated only from 3 PM to 7 PM, reflecting its limited utility to commuters. Ridership will automatically improve once the network expands. At this stage, our focus is on completing the priority corridor and ensuring quality, safety, and timely delivery. said an official of Indore Metro. Work progress on the priority corridor Despite low ridership, construction on the remaining 17-km elevated ‘Priority Corridor’ between Gandhi Nagar and Malviya Nagar (Hotel Radisson) is moving steadily. Managing Director S Krishna Chaitanya recently inspected the sites between Malviya Nagar station and SC-02 station, reviewing civil structure quality, cable integration, signaling systems, and safety measures. Officials said the station finishing, lighting, and system integration work is now in its final phase. The MD has directed that all civil and technical work maintain strict safety standards and adhere to the January 2026 completion deadline. Once operational, the corridor will connect residential, industrial, and commercial areas, a move expected to boost daily ridership. We are working to ensure that when Indore Metro runs its full 17-km priority corridor at the earliest. Work of the stations is running at the war footings and trial run on the stretch is also be done. Chaitanya added. Phase III hurdles: The underground ‘Tug of War’ While Phase I nears completion, Phase III, meant to complete the 37-km ring corridor from Airport–Super Corridor–Vijay Nagar–Palasia–Rajwada–Airport, has hit major roadblocks. The dispute centers on whether to make the 14-km section through MG Road and dense city zones underground. The Indore Metro’s existing plan estimates an underground stretch cost of Rs 2,700 crore, but local representatives and experts have demanded realignment from Khajrana to Bengali Chouraha, which would raise the cost to Rs 3,500 crore, a Rs 800 crore difference. The state government’s hesitation to bear the extra cost has stalled the decision. Meanwhile, the Asian Development Bank (ADB) has already sanctioned a Rs 1,668 crore loan for the 8.6-km underground segment, to be repaid over 20 years. Urban planners argue that an underground metro is essential along MG Road, one of Indore’s most congested and heritage-sensitive stretches. Public opposition and political resistance Public resistance has intensified in Malharganj, where residents objected to preparatory work for the Chhota Ganpati underground station, citing lack of consultation and congestion fears. Mayor Pushyamitra Bhargav met residents and assured them the issue would be reviewed with Urban Development Minister Kailash Vijayvargiya. We woke up to see containers and construction materials near the temple garden. No one informed us that a station was being planned here. This area can’t handle such heavy excavation. said Rohit Soni, a local resident. A high-level meeting next week will finalize whether the section between Rajwada and Bada Ganpati will remain underground or partially elevated. Officials say small realignments and removal of two proposed stations, including Patrakar Colony and Chhota Ganpati, could save around Rs 700 crore. Comparisons with other metro networks Indore’s current ridership struggles are striking when compared to other cities: Experts say limited reach, incomplete routes, and delayed expansion have prevented Indore Metro from achieving its potential. The metro’s success depends on end-to-end connectivity. A 6-km ride won’t attract regular commuters. said a senior transport planner associated with the project. The track ahead Despite setbacks, officials remain optimistic. With the 17-km corridor scheduled to open by January 2026, the focus is on completing Phase I and securing financial clarity for Phase III. It’s too early to write off the metro. Once the route connects the markets, Rajwada, and airport, people will start using it naturally. said Mayank Tiwari, a shopkeeper. For now, the Indore Metro remains a symbol of premature celebration, launched before it was ready for the city it serves. Whether it can regain its promise depends on how quickly authorities resolve the underground route impasse and complete the full network that Indore’s commuters were promised.