Critically evaluate the Centre–State joint-venture model of metro governance in India, with reference to DMRC.

Delhi Metro Rail Corporation (DMRC) is a 50:50 Special Purpose Vehicle of the Government of India and GNCTD [1]. It became the template for the equity-sharing option in the Metro Rail Policy, 2017 [3]. The model pairs central finance with local ownership and has delivered metros at scale. Its weak points are in decision-making and accountability.

Strengths of the JV model

• Shared financial risk: Both governments put in equity. This lets large projects go ahead, such as the ₹6,230 crore Rithala–Kundli Phase-IV corridor [1].
• Corporate autonomy and delivery: As an SPV, DMRC runs on professional lines and is shielded from routine political pressure. It is building the 3 Phase-IV priority corridors (65.202 km, 45 stations) [1].
• Replicability: The 50:50 option has spread to other cities. India's network is now about 1,000 km, the 3rd largest in the world [4].
• Cooperative federalism: The State provides land and local knowledge. The Centre provides funding and technical oversight.

Weaknesses

• Equal equity does not mean smooth decisions: In April 2019, GNCTD told DMRC not to start sanctioned Phase-IV work until cost-sharing was revised. Work resumed only after the Supreme Court stepped in, and land cost was then split 50:50 [2].
• Federal friction: Delhi has a contested Centre–UT arrangement under Art. 239AA. This required Delhi-specific amendments to the Metro policy [2], and those disputes slow projects.
• Blurred accountability: During the October 2026 protests, entry was regulated at 45 of 303 stations. Ridership fell from about 58 lakh to 32 lakh [5]. DMRC filed the affidavit, but Delhi Police reports to the Union, so it is unclear who actually decided.
• Viability pressure: The 2017 policy makes PPP mandatory for central assistance [3]. Fare revenue and costs are not always aligned.

Overall, the JV model has built and run metros at scale but struggles when its two owners disagree. The way forward is a statutory dispute-resolution mechanism, publicly reasoned orders for any service curbs, and functional Unified Metropolitan Transport Authorities as envisaged in the 2017 policy [3]. With these, the model can remain the basis of cooperative federalism in urban transport and advance SDG 11.2 (accessible, sustainable transport).