Hyderabad Metro Rail Phase II B, an ambitious 86.1 km extension spanning three strategic corridors, has reached a pivotal moment with the Telangana government formally submitting the Detailed Project Report (DPR) and associated documents to the Union government on Saturday, 21 June. The submission signals the next phase in comprehensive, sustainable urban transit planning aimed at enhancing equity, accessibility and low‑carbon growth for India’s fourth‑largest city.
According to Hyderabad Airport Metro Limited (HAML), the proposals have now entered central consideration following state cabinet clearance earlier this week. The corridors encompass: the Rajiv Gandhi International Airport to Bharat Future City (39.6 km, Rs 7,168 cr); Jubilee Bus Station to Medchal (24.5 km, Rs 6,946 cr); and Jubilee Bus Station to Shamirpet (22 km, Rs 5,465 cr). These new lines are expected to integrate with the existing network, responding to Chennai-style edge growth, high‑density suburbs and emerging employment zones. Under the joint venture model backed by both state and central governments—used already in Phase II A—Phase II B’s total project cost of Rs 19,579 crore will be financed in a blend of equity, debt and public‑private means. Telangana will contribute Rs 5,874 crore (30%), with the Union government at Rs 3,524 crore (18%). International financial institutions will lend Rs 9,398 crore (48%), while a PPP component of Rs 783 crore (4%) will further support construction and operations.
Officials from HAML confirm that Phase II B mirrors the financial and structural model of Phase II A, whose 76.4 km of five corridors—costing Rs 24,269 crore—are similarly awaiting central sanction. Both phases are designed to significantly expand urban mobility options, reduce emissions, and more fairly serve all genders, age‑groups and income levels. An urban mobility expert working with Pune and Ahmedabad transport agencies noted that corridors connecting to airports tend to have high environmental payback. “Airport metro connections reduce road congestion, lower private car use and cut emissions. Delivering the airport to Bharat Future City link will bring measurable carbon reductions.” The project aligns with the national vision for zero‑net carbon cities and supports gender‑neutral, equitable access by ensuring step‑free entrances and integration with feeder services.
Transport planners emphasise that Phase II B corridors were selected based on demographic pressure, economic opportunity and existing congestion. The Jubilee Bus Station-centred radiating lines—one reaching Medchal in the north and another heading to Shamirpet in the northeast—serve sprawling residential communities, industrial clusters and educational hubs. These lines offer crucial first- and last-mile coverage for communities that would otherwise depend on high‑emission autos or private vehicles. Evidence from Metro operations in Delhi and Bengaluru shows that each kilometre of metro track can remove hundreds of cars from city roads, dramatically cutting pollution. According to sustainable transport experts, Hyderabad is poised for similar gains, given its rapid urbanisation and existing mobility gaps in its peripheries.
Officials from HAML have stated that airport‑to‑economic zone connectivity will be welcomed by business travellers and tourism-linked transit users. Meanwhile, corridors serving inner suburbs to Medchal and Shamirpet promise to improve access for women, students and the urban poor. The Phase I Metro network, spanning 69.2 km across three corridors since its commissioning, was delivered under a Rs 22,000 crore PPP model. It is the world’s largest metro project under similar structure. Phase II seeks to build on its success by doubling down on equity, sustainability and operational resilience. Recent ridership data from Phase I shows women comprising 45% of passengers—a figure planners hope to maintain and enhance through accessibility features and safe travel advocacy along the new lines.
The submission to the Union government marks only the penultimate step. Following central review, Ministry of Housing and Urban Affairs clearance will be required, after which detailed tendering and construction timelines will be initiated. Officials have suggested that once state and central approvals are finalised, construction could begin in early 2026. Financial analysts tracking infrastructure financing caution that raising debt from international institutions will depend on environmental safeguards and governance standards. “Lenders will look closely at social safeguards, especially for land acquisition and gender-inclusive service delivery,” said one advisor involved in an ADB-funded metro project in India.
Meanwhile, civic advocates stress that integration with existing transit modes—bus, para‑transit, bicycle, and pedestrian networks—will determine the real-world success of any metro extension. Hyderabad currently lacks a high‑quality, gender‑sensitive feeder system. Enhanced last‑mile infrastructure will be essential. “Deploying safe and accessible feeder services, especially for women commuters and low‑income riders, will determine whether these high‑span corridors succeed in promoting equitable urban access,” said a women’s transit NGO spokesperson. The extension also prioritises green infrastructure. HAML has confirmed plans to integrate solar panels, rainwater harvesting systems, green stations and energy‑efficient rolling stock, aligning with global best practices for sustainable transit projects.
As Hyderabad braces for significant urban expansion in the next decade, Metro Phase II B could become a strategic backbone of its public transport ecosystem—embedding low‑emission mobility into its development trajectory. Whether the national approval comes swiftly or stalls, stakeholders agree that execution will define its city‑wide impact. With the DPR now in the central pipeline, the question remains whether the Metro’s next phase will usher in a greener, more equitable Hyderabad—or simply mark another infrastructural milestone.
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