Chennai, November 26, 2025 – In a move that has ignited fresh accusations of Centre-state friction, the Union Ministry of Housing and Urban Affairs (MoHUA) returned the Detailed Project Reports (DPRs) for proposed metro rail networks in Coimbatore and Madurai on November 14, 2025, citing technical shortcomings under the Metro Rail Policy, 2017. Tamil Nadu Chief Minister M.K. Stalin has decried the decision as a "disgraceful approach" rooted in "revenge politics," while the Bharatiya Janata Party (BJP) insists it stems from flawed planning by the state government. As the 2026 Assembly elections loom, the standoff over these ₹10,000-crore-plus projects underscores deepening divides over urban development and federalism.
The proposals, submitted by the Tamil Nadu government in December 2024 and prepared by Chennai Metro Rail Limited (CMRL), envisioned a 34-km elevated metro corridor in Coimbatore and a 32-35 km network in Madurai, aimed at alleviating traffic congestion, curbing pollution, and bolstering economic growth in these industrial and cultural hubs. The state had sought ₹3,000 crore in equity and subordinated debt from the Centre, equating to an annual outlay of about ₹750 crore.
## Centre's Technical Grounds: Population, Viability, and Infrastructure Hurdles
MoHUA's official communication emphasized that metro projects are "cost-intensive" and must prioritize "long-term sustainability," recommending alternatives like upgraded bus networks or Bus Rapid Transit Systems (BRTS) for Madurai, where current travel demand aligns better with such options. Key reasons include:
Population Threshold: Both cities fall short of the policy's two-million-resident criterion based on the 2011 Census—Coimbatore at 15.84 lakh and Madurai below 15 lakh—despite projections showing Coimbatore exceeding three million today and Madurai nearing the mark.
Ridership Skepticism: The ministry questioned the DPRs' optimistic projections, such as Coimbatore's estimated 5.9 lakh daily passengers, arguing that short trip lengths and comparable road speeds would limit modal shifts from private vehicles or buses, reducing the metro's time-saving appeal.
Engineering and Spatial Challenges: Proposed routes traverse narrow roads (7-12 meters wide), inadequate for elevated tracks and stations requiring 20-22 meters, potentially necessitating extensive demolitions and land acquisitions in densely populated areas.
Economic and Timeline Discrepancies: The three-year construction timeline and financial models were deemed overly ambitious, diverging from national norms for mid-sized cities.
An anonymous metro official noted, "In reality, many stretches already have buildings, narrow lanes, high density. To build elevated metro there without disruption would require huge demolition and it is socially, economically, politically difficult." BJP state president K. Annamalai echoed this, urging the state to "correct its technical mistakes and resubmit." Senior BJP leader H. Raja went further, holding the DMK government "solely responsible" for the rejection due to inadequate preparation.
Urban planners and activists, however, decry the reliance on outdated 2011 data, pointing to inconsistencies: Cities like Agra (15.5 lakh), Patna (16.8 lakh), and Bhopal (17 lakh) have secured metro approvals despite similar profiles. Coimbatore-based planner R. Naveen called the return a "setback after 15 years of pursuit," warning it denies mobility benefits to millions.
## TN's Rebuttal: Vendetta Over Viability?
Tamil Nadu's response has been swift and sharp, framing the rejection as discriminatory amid the state's high urbanization rates and per-capita vehicle ownership, which demand high-capacity public transit. In a letter to Prime Minister Narendra Modi dated November 22, Stalin expressed "deep disappointment" and public "resentment," arguing the Centre's criteria are selectively enforced—ruling out metros in other Tier-II cities that were greenlit—and that ridership assessments ignore localized Comprehensive Mobility Plans projecting strong demand.
Stalin highlighted that land acquisition barriers are surmountable, with the state committed to fair compensation and balancing short-term disruptions against long-term gains in sustainability and safety. He urged Modi to intervene personally, offering to meet in New Delhi with his team for a detailed review. "Self-respecting, rich Tamil Nadu will never accept the destruction of federalism," Stalin declared in a public statement.
DMK allies and ministers, including Udhayanidhi Stalin and Palanivel Thiaga Rajan, have accused the BJP-led Centre of "step-motherly treatment" and bias against opposition-ruled states, vowing protests and revised submissions. Local leaders in Coimbatore and Madurai emphasized the projects' urgency for tackling pollution and accidents, with MLAs like N. Karthik organizing rallies.
## A Flashpoint Ahead of Polls
The episode amplifies longstanding Centre-TN tensions, from education funding disputes to NEET controversies, positioning the metros as a symbol of eroded federal trust. With Tamil Nadu's 2026 elections on the horizon, the DMK is leveraging the narrative of deliberate sidelining to rally urban voters, while the BJP counters by linking project revival to "technical corrections" under NDA governance.
CMRL officials remain optimistic, stating the return does not preclude approval and that revised DPRs—with bolstered data on current populations and alignments—could be resubmitted post-consultations. Transportation activist Dayanand Krishnan questioned the Centre's priorities: "The Union government has sanctioned larger projects elsewhere, including a high-speed rail system costing around Rs 1 lakh crore... rejecting on grounds of cost and population would deny transport benefits to a sizable commuter base."
As the debate rages—technical oversight or political ploy?—Tamil Nadu's push for equitable urban infrastructure hangs in the balance, testing the contours of cooperative federalism in India's federal framework.
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