The Bengaluru Metro Rail Corporation Limited (BMRCL) has confirmed that it will soon make public the much-anticipated report from the Fare Fixation Committee (FFC) that approved the city’s steep metro fare hike earlier this year.
The disclosure follows a prolonged silence from the transport body, even as questions linger about the delay and the wider implications of fare adjustments on equitable access to public transport in one of India’s fastest-growing urban regions. The confirmation comes amid growing criticism from civic stakeholders and government representatives, who have emphasised the importance of transparency in fare governance—especially after Bengaluru Metro fares became the highest in the country. The delay in publishing the committee’s recommendations had drawn particular scrutiny from Members of Parliament, who had repeatedly urged the transport authority to share the report in the public domain.
The FFC, constituted in 2024 following a request by BMRCL to the Union Government, was tasked with reviewing and recommending revisions to the existing fare structure. The committee was given a deadline of three months starting mid-September 2024. It included a retired High Court judge, a senior official from the Union Ministry of Housing and Urban Affairs, and a former state bureaucrat—marking a mix of legal, policy, and administrative expertise. The primary concern that sparked public and political outcry was the quantum of the fare hike. BMRCL had initially sought a 105.15 per cent increase in metro fares, arguing that the last revision took place in 2017, and that operational costs had risen significantly over the intervening years. However, the FFC recommended a moderated increase of 46 per cent, after factoring in a 5 per cent discount for smart card users. The result still led to a substantial change in ticket prices, with the maximum fare for distances exceeding 25 kilometres rising from ₹60 to ₹90—making it the most expensive metro ride in India.
This upward revision triggered widespread dissatisfaction, especially among short-distance travellers, who saw their fares double in some cases. Following strong public backlash and a subsequent directive from the Karnataka state leadership, BMRCL partially rolled back the hike. The revised fare caps, implemented in February 2025, restricted the stage-wise increase to 71 per cent. Despite the rollback, many commuters and urban mobility advocates expressed concern over the lack of consultation and disclosure surrounding the fare decision-making process. Critics also highlighted the deviation from best practices observed in other Indian metros, such as the Delhi Metro Rail Corporation, where fare revision reports have historically been made available for public scrutiny.
The demand for the FFC report intensified after a letter from a senior Member of Parliament stressed that public interest demanded immediate transparency. The letter pointed out that no official communication or web publication of the report had occurred, despite earlier formal requests. The lawmaker emphasised that transparency in fare determination not only fosters trust among commuters but also aligns with principles of good governance and open data in public service delivery. The BMRCL, however, remained evasive regarding the reason for the delay in releasing the report, even while confirming that it would be made public “soon.” This ambiguity has raised eyebrows, particularly given that the corporation had previously declined to share the report under the Right to Information Act, citing procedural reasons.
On the financial side, BMRCL has cited several operational challenges justifying the fare hike. From 2017 to March 2024, staff salaries have increased by 42 per cent, while maintenance and administrative expenditures have surged by an astonishing 366 per cent. Electricity bills have also gone up by 34 per cent during the same period. Additionally, security costs have climbed to ₹7 crore per month, constituting 14 per cent of the metro’s ₹50 crore monthly operating expenditure. Loan repayment obligations also weigh heavily on BMRCL’s financial planning. The corporation is slated to repay ₹770.60 crore in 2024–25, including ₹647.66 crore in principal and ₹122.94 crore in interest. These liabilities are expected to balloon to ₹2,776.58 crore by the end of the 2029–30 fiscal year. The corporation’s argument hinges on the sustainability of the metro operations, particularly in the absence of regular fare revisions or significant government subsidies.
The FFC, as part of its research, had also visited international metro systems in Singapore and Hong Kong, along with consultations in Delhi and Chennai. The combined expense of these visits was nearly ₹26 lakh, shared between the committee and BMRCL. While global benchmarking is a commendable strategy, critics argue that the metro’s affordability should not be sacrificed at the altar of global parity, especially in a developing urban context where mass mobility must be both inclusive and sustainable. Urban mobility experts have argued that a balanced approach is necessary—one that ensures the financial viability of metro services while safeguarding accessibility for lower-income segments. Steep fare increases, they caution, risk discouraging metro ridership and pushing commuters back towards more polluting and congested road-based alternatives. This outcome runs counter to the broader goal of creating sustainable, low-carbon cities.
As Indian cities confront the dual challenge of rapid urbanisation and climate change, metro systems like Bengaluru’s are central to the shift toward clean, efficient, and equitable public transport. Fare structures, therefore, must be designed with a clear emphasis on inclusivity, transparency, and long-term urban sustainability. The pending release of the FFC report could mark a critical moment in Bengaluru’s public transport evolution—one that might set a precedent for participatory decision-making and financial transparency in city infrastructure projects. The coming days will reveal whether BMRCL’s promise of disclosure aligns with the public’s demand for accountability, and whether India’s tech capital can also emerge as a model of equitable urban mobility.
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