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CAG's rap on Delhi metro phase I ridership projection


2.5 Projection of ridership
2.5.1 According to the DPR of 1995, 31.85 lakh passenger trips per day (i.e. ridership)
was expected on completion of the Project in the year 2005. The subsequent DPR of 2003
projected daily ridership of 22.60 lakh. With this extent of ridership projection, benefits
of speedier and safer travel for commuters, abatement of atmospheric pollution, reduction
in fuel consumption, reduced accident rates and decongestion of roads were expected.

2.5.2 The highest daily average ridership attained was, however, 6.62 lakh only in
November 2007, which was 21 per cent of the original projections and 29 per cent of the
revised figure. The reasons for the shortfall in ridership were stated to be mainly as
(i) Higher fare structure of Metro in comparison to the other modes of Public
Transport (Bus);
(ii) For commuters the cost barrier went beyond the cost of Metro tickets, to also
include cost of travel from the residence to the Metro Station and from the Metro
Station to the workplace;
(iii) Lack of proper connectivity; and
(iv) Lack of feeder bus system for adjoining area to Metro System.

2.5.3 Despite low ridership, there was congestion on the Metro during peak hours. The
congestion was attributable to various factors like lower number of passenger cars, suboptimal
speed over the rail network, lower frequency of trains, and absence of differential
fares during peak hours.

When i read through the report i felt what manivanan  said regarding the efficiency of governments holds true, even if its DMRC headed by a stalwart like Sreedharan.  Delhi metro phase I was on schedule, which is commendable.  Overall the ridership is 1/3rd or less compared to the projection(both original and revised).


With these figures the hopes of decongesting bangalore(namma metro) with phase I seems like a pipe dream.  It wouldn't meet any projection i feel.  It would be good if someone can shed more  light on ridership targets for phase I of bangalore metro.



idontspam's picture

Reach and Reliability again

 (iii) Lack of proper connectivity; and

(iv) Lack of feeder bus system for adjoining area to Metro System

I dont know how DTC works but these 2 are killers anywhere. A feeder bus system should focus on reach and not speed. More stops and penetration into local streets in the residential localities are required. Even if the frequency is less adherence to timelines to the minute will help plan travel. If the feeder does not have reach AND reliability any backbone transit system Metro/Mono/Tram/BRTS will fall through.

Either ways Phase 1 of bangalore metro is too less to make any significant impact. We need to build more distance and multiple modes faster.

asj's picture

Full report

Only read the conclusions - the problems run deeper than just ridership.


Vasanthkumar Mysoremath's picture

Will they follow the ecommendations of the CAG?


Talk about solutions

Aoart from Rap and Conclusions of CAG's report, it is worth while having a look at the considered opinion and recommendations of CAG for creating proper benchmarks while executing such mega projects:


Is BMRCL listening?  Just trying to meet the deadlne will not ensure Q&A of such public related mega projects.   Sitting in ivory towers and leaving the field work to probationers or apprentices will only bring bad name to the work.

- Vasanthkumar Mysoremath


vinod_shankar's picture

Lets focus on solutions to increase ridership....

I agree there are a number of issues raised by the CAG report, testing to transparency in the bidding process.  It has questioned the standing of DMRC with respect to its legality and accountability.  Most of the recommendations are related to processes to be put in place, which DMRC has to wake up to.  But ridership is where we at praja can discuss/suggest solutions to sustain/increase ridership which might serve DMRC/BMRCL  hopefully.  So lets focus on ideas/ways to increase ridership for metros.


sanjayv's picture

CAG report... not that bad

 The press seems to be now in a Delhi Metro beat up mode. The CAG report does bring up some important and relevant issues, but I did not find anything which indicates a major scam or disaster.  There is always scope for improvement and the Metro and the govt will do well to act on some of these recommendations.

Maybe I am ignorant here... but the CAG appears to be making some engineering recommendations and judgements (automation in trains, wear and tear in rolling stock etc.) based on recommendations made by an IIT study.  Personally, I am not sure if academic institutions such as IIT and their faculty are the right people to review stuff like this.  Secondly, is it really within the scope of a CAG audit to comment on the engineering aspects?  Second guessing these decisions needs a lot of expertise and benchmarking against golbal projects.

I think the reasons for the recent accidents will have to be determined through an analysis of engineering qualitys, processes, practices of the contractor etc.  This is best left to an expert engineering committee. The general press appears to be trying to find some flaw in Mr. Sreedharan or corruption to explain these accidents.

The biggest worry from a Praja perspective is the low ridership numbers.  As Vinod mentioned... maybe causes and solutions is what we should focus on.  What do people think of the ridership projections of the Bangalore metro?


blrsri's picture

Byp-Majestic ride is needed

The phirst phase when it opens up between Byappanahalli and MG road is going to be not more than a TD(Technology Demonstrator). 

Everyone will try the train as it starts and thats will be of very less practical purpose..btw I plan to use it to Bagmane tech park ride..lets see..

The following is the minimum needed to increase ridership:

- Fully functional line ending at Majestic atleast

- A fully operational TTMC at byappanahalli where mofussil busses will terminate and passengers will be using the metro to get into the city.

- All Andhra/Kolar side busses start from Byappanahalli TTMC instead of Majestic. Even HYd/Anantpur busses shd start from there cos they are planning a signal free ring road anyway and getting to Hebbal should be a breeze from there

sanchitnis's picture

Increasing ridership for namma metro

Here are some suggestions:

1. There should be ample and secure parking place at Byappanhalli

2. Remove parking in public places on Indiranagar side on M G Road.

3. Start interesting events around Byappanahalli/Whitefield area: Shopping festivals, food festivals, Cultural fests, religious yatra, circus etc. There can be shuttles running between Byappanahalli and the actual venue.

4. Give discounted 'enjoy rides' tickets or lucky draws based on BMTC tickets etc. which can be used in non-peak hours. This can be started after the initial 'let me try' rush is over. Provide food just like todays news about food in Vajra services in such specific coaches

I liked the idea of Singapore of setting up 'expo' (venue for exhibitions etc.) just before the airport so that the MRT creates some more traffic other than that for the airport. This can be used for HS link to bangalore airport.



Vasanthkumar Mysoremath's picture

CAG goes back to KG School when Audit starts

@ SanjayV

/Secondly, is it really within the scope of a CAG audit to comment on the engineering aspects?/

browse: for CAG's (Duties, Powers and Responsibilities) Act as amended from time to time.  CAG's organisation is more than a century old.

- CAG's men are the watchdogs of public money - He and his hounds at States level have the powers of taking up any transaction for suo moto examination in public interest - Even a newspaper report can become his unearthing scams etc. They are always around where the public money is being spent.

- When an Audit is planned,

-there will be preliminary study of the subject matter,

-understanding the basics,

-pilot study at ground level,

-test checks,

-discussions with deptl. officers,

-discussions with experts picked from his panel of technocrats, scientists pool, financial experts,

-their views are scrutinised and are superimposed to the audit points unearthed,

-elaborate documentation follows,

-a draft audit para is floated and sent to all concerned, their views are considered,

-escalations of further discussions at higher level takes place, if satisified, points/paras are either dropped or modified,

-final report sent to the highest level and another chance given to immediately rectify or take immediate action and show results thereof so that the audit objection can be dropped after verification whether the public money is safe / back in treasury,

-if not satisified, the point is included as a paragraph in his annual Audit Report for submission to Government

-for placing the Audit Report on the table of the the Parliament / State Legislature as the case may be for further necessary administrative action according to the provisions of the Constitution of India.

- The above is the position with regard to the power of CAG and he is actually the IVth Pillar of Democracy but his contributions are not being recognised due to inherent witholding of functional powers for him to prosecute the defaulters who are involved in the process of implementation.

- Vasanthkumar Mysoremath, IAAD (Retd)


sanjayv's picture

thanks for the info on CAG

@ VKM sir,

Thank you for that primer on the CAG's sudit process.  Very informative. 

bharatm's picture

Did we decide on Metro after good analysis


I think metro is most expensive idea which govt has slapped on us.


Apart from the findings above cost factor is absolutely zero feasibilty for it. If in the end problem will come to 

1. Feeder Buses

2. Feeder Autos

3. Proper Car parks

Why not try the same to day itself for today system. Much cheaper, less interuppting, less time consuming. 



Sanjeev's picture

DMRC registered a net loss before tax of Rs275.46 crore in 14-15

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The government has initiated "necessary action" to set up a committee to revise the Delhi Metro rail fares, Rajya Sabha was informed today.

Delhi Metro Rail Corporation Ltd (DMRC) has requested to constitute 4th Fare Fixation Committee (FFC) for recommending fares for Delhi Metro network. Government has initiated necessary action for this," Urban Development Minister Venkaiah Naidu said in a written reply.


According to the data provided by the ministry, DMRC registered a net loss before tax of Rs 275.46 crore in 2014-15, a whopping increase of 353 per cent from Rs 60.74 crore in 2013-14.


The net loss was to the tune of Rs 7.94 crore in 2012-13.

Recently, DMRC chief Mangu Singh had also hinted that it was time for a fare hike as the current charges did not reflect the increase in costs of operation.

The fares were last revised in 2009.

The fare revision, however, can only be implemented after the recommendations of a panel set up by the Urban Development Ministry have been received.



Sanjeev's picture

DMRC may raise maximum fare to Rs 70

Faced with growing expenses and outgo on repayment of Japanese loan, the Delhi Metro Rail Corporation (DMRC) has sought to double the fares, proposing a minimum fare of Rs 15 instead of the present Rs 8 and maximum of Rs 70 as compared to the current Rs 30.

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Faced with growing expenses and outgo on repayment of Japanese loan, the Delhi Metro Rail Corporation (DMRC) has sought to double the fares, proposing a minimum fare of Rs 15 instead of the present Rs 8 and maximum of Rs 70 as compared to the current Rs 30.

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DMRC has submitted to the fare fixation committee that the fares should be in the multiples of five to avoid hassles in providing small change to passengers who pay cash to buy tokens from the counters.

The last fare revision had taken place in 2009 when the minimum fare was increased to Rs 8 and maximum to Rs 30. The fare fixation committee, headed by a retired high court judge, will submit its recommendations in the next two months for the government to take a final decision.

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It is learnt that DMRC's submission for hike in fare is a result of the sharp increase in expenses for buying electricity and also on account of growing expenditure on its staff.

Sources said that 40 per cent of DMRC's total expenditure is on account of electricity charges which has increased by almost 100 per cent in the past six years. Nevertheless, the Metro network has expanded manifold with trains running long distances in the ncr covering places like Noida, Faridabad, Gurgaon  ..



Sanjeev's picture

Ridership of Delhi Metro Airport Express Line crosses 50,000 mar

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Ridership of Delhi Metro Airport Express Line crosses 50,000 mark


Three years after Delhi Metro started operating the premium Airport Express Line, its daily ridership has finally breached the 50,000 mark, riding on the back of cheaper fares.

"The Airport Express line of the Delhi Metro has recorded the highest-ever ridership of 50,000 on August 12. The overall ridership registered was 50,077. This is the first time that its ridership crossed 50,000," a Delhi Metro spokesperson said.


"The Airport Express line of the Delhi Metro has recorded the highest-ever ridership of 50,000 on August 12. The overall ridership registered was 50,077. This is the first time that its ridership crossed 50,000," a Delhi Metro spokesperson said.

As per official data, the daily ridership figure of July, 2013, when DMRC had taken over its operations was 10,069. It subsequently rose to around 12,000 in March 2014 and further to 19,466 a year later.

On August 28, 2015, more than 32,000 people had taken the 23-km-long corridor, also known as Orange Line.


As the ridership failed to pick up pace, metro resorted to slashing fares by up to 50 per cent in September last year to popularise the relatively expensive corridor which connects New Delhi Railway Station to IGI Terminal 3.


As per the current fare structure, the minimum single journey fare on the corridor is Rs 10 and the maximum Rs 60. comment guidelines

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