Questioning Assumptions with the Delhi Metro
In this train system, impeccably clean trains pull into the station every 2.5 minutes. They carry 1.5 million daily commuters over 100 miles of track to 132 stations around the city. No trash lies on the ground of the station, no rats scurry between the tracks, no one eats or drinks inside the cars, and a clear voice makes announcements over the loud speaker. Despite appearances, we are not in Singapore, or Japan, or the United States. We are in Delhi, India.
India is notorious for its red tape and corruption, especially when it comes to large-scale infrastructure development. The Calcutta metro, for example, the only other metro system in the country, took 22 years to construct and was 12 times over budget due to “political meddling, technical problems and bureaucratic delays.”[1] These characteristic barriers to large government-led projects in India can be cause for pessimism and frustration, and in some cases, inaction.
But the Delhi metro paints a different picture. It defies the expectations of Indian infrastructure development and has been described as “nothing short of a miracle.” One that has come none too soon for the 18 million residents of Delhi. The first phase of the Delhi metro was completed in 2006, on budget and three years ahead of schedule. In 10 years, 100 miles of track have been laid and 132 stations opened. The process ran smoothly and efficiently, resulting in a train system that is state of the art, not just for India, but also for the world. It certainly beats the metro in my former home, New York City.
Yet, I am confident that the Delhi metro is not merely an once-in-a-lifetime “miracle” and could be the birth of a new set of expectations that will become the norm for Indian infrastructure development. It was not chance, but a few concrete mechanisms that allowed it to proceed so effectively. These strategies can be emulated by new infrastructure projects across India.
First, Indian infrastructure projects are often stalled due to a lack of clarity over which government agency has authority and responsibility for the project. The result is a confusing web of players with no accountability and conditions that are perfectly set up for skirting obligations and passing off blame. As someone working on affordable housing in Delhi, I see this problem play out constantly. Yet in the case of the Delhi metro, full power was given to the Delhi Metro Rail Corporation (DMRC)—an agency developed purely to carry out this project—to hire people, give tenders, and control all funds. This did wonders for overall efficiency and for the level of accountability and clarity on roles and responsibilities.
Second, many large scale projects in India start and stall due to a lack of funds. This contributed significantly to the painfully slow progress of the Calcutta metro. Instead of waiting for the Indian government to fund 100% of the project, the DMRC decided to tap foreign investment and secured 60% of the financing from the Japan Bank of International Cooperation. As a result, the speed at which DMRC moved forward was in its control instead of dependent on the periodic release of funds from the government.
Finally, the Delhi metro is one of only 5 metro systems globally that is profitable without government subsidy. It achieved this partly by prioritizing high quality design and construction practices to reduce the need for maintenance and by tapping into alternative revenue from advertising and leasing out its trains for film shoots.
But perhaps more interesting than the magnificent success on the infrastructure development side is the different way in which Delhi’s citizens treat the metro. While Indians pride themselves on their immaculately clean homes, public spaces are traditionally not awarded nearly the same level of respect and care. The streets are littered with trash and spit stains cover the sidewalks and floors of public buildings.
But entering the metro is almost like entering a new cultural context. There is no garbage on the ground, no stains on the train walls, no smell of urine in the corners. It is as if the riders take collective responsibility for maintaining it. It is hard for me to think of another example of a public space in India that is treated this well by its users. Many would not think twice about throwing trash on the ground of a beautiful park, but the metro is a different story.
Even so, there’s no mistaking that we are still in South Asia. The mosh pit-esque crowds are of South Asian size and women clad in colorful saris congregate together in the designated “Ladies Car.” The metro is a retreat from the typical grime of urban India, but it has not lost its Desi flavor.
Why do citizens treat the metro so differently? The only reason I can deduce is that Delhittes take great pride in their outstanding metro and so they take care of it. The metro is a symbol of modern India and its potential to build world-class cities. When I told an Indian colleague that the Delhi metro is cleaner than the metro in New York, he gleamed and exclaimed, “Sweet, let’s keep it that way!” Pride is a powerful thing. Perhaps more powerful than we think.
All this gives me great hope for the ability of Indians to overcome expectations and cut through red tape and corruption in order to build, and then take care of, exceptional infrastructure around the country.
Contributed by
Aden van Noppen
Associate micro Home Solutions
[1] “Delhi Metro showcases public sector success”. The Indian Express. 2007-04-13. Retrieved 2009-09-10.
