Evolution of Urban Mobility in India

By

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24/10/2025

Introduction

Today, urban areas play a major role in the economic growth of the nation. They have become hubs for employment, education, manufacturing, and healthcare, which has led to a continuous migration of people and businesses toward cities. This migration, however, has placed immense pressure on urban centres and slowed their pace of growth. The influx of people has strained infrastructure, particularly transport systems, which form the backbone of city life and are struggling to keep up with rising demand.

India’s urban population is expected to cross 600 million by 2036 (World Bank), which accounts 40% of total population. This situation necessitates a strong infrastructure to match the pace with this growth. In addition to this, the infrastructure will play a critical role in propelling India towards its vision of becoming a developed nation by 2047 which also signifies 100 years of India’s independence.

Since nearly 70% of the urban infrastructure needed by 2047 is yet to be built. This study will particularly focus on the evolving transport infrastructure in urban areas. A major share of India’s sector-wise growth relies on urban transport. The more efficient urban transport systems become, the better utilisation of resources will take place.

The rail transit, among other modes of transport, holds a crucial value in urban areas due to its efficiency, affordability, and capability to serve millions of passengers of each economic section. The journey of rail transit in Indian cities began with the Mumbai Suburban Railway in 1853, which today carries more than 8 million than passengers every day, making it one of the busiest commuter rail systems in the world. Trams in Kolkata and other cities also played a role in early urban mobility. The Kolkata Metro, inaugurated in 1984, introduced the first modern rapid transit system in the country. A new phase began in 2002 with the Delhi Metro, which set new benchmarks in efficiency and planning for metro systems to become a central part of urban mobility strategies.

At present, India has over 1000km of operational metro rail across more than 20 cities, while several projects are under construction. Advanced rail systems such as the Regional Rapid Transit System (RRTS), Vande Metro, and the Mumbai–Ahmedabad High-Speed Rail corridor are expanding the scope of rail-based mobility into new dimensions of speed, technology, and regional connectivity.

This paper will navigate through the evolving landscape of rail transit in urban centres and assess its impact on the growth of cities.

The Beginning of Urban Rail Mobility in India

Suburban Rail Network

Mumbai, India’s economic capital, was the first city in the country to have a dedicated railway line. The service began on 16 April 1853, with the first train running between Boribunder (now Chhatrapati Shivaji Maharaj Terminus) and Thane. Over the last 172 years, this suburban rail network has expanded into a vast system of 465 km, carrying nearly 8 million passengers daily. Its scale and indispensability have earned it the title of the lifeline of Mumbai.

The success of Mumbai’s suburban railways highlighted the potential of such systems in addressing the mobility needs of rapidly growing urban centres. Suburban railways are designed to connect satellite towns and peripheral areas with central business districts.

Inspired by Mumbai’s model, other cities also adopted suburban rail networks. Cities like Kolkata, Lucknow, Hyderabad, Delhi, Pune, and Bengaluru gradually developed their own systems, each contributing to urban expansion and offering commuters a cost-effective alternative compared to other modes of transport.

India’s Suburban Rail Network at a Glance

City	Length in Km
Kolkata	1501
Chennai	1,211
Mumbai	465
Hyderabad	123
Pernem-Karwar Suburban Railway	117
Lucknow-Kanpur	72
Barabanki-Lucknow	65
Pune	63
Delhi	35
Bengaluru	149 (Under Construction)

The suburban rail network has long played a vital role in helping Indian cities address the mobility challenges brought about by rapid urbanisation and population growth. While several suburban systems have reached saturation, networks in cities such as Chennai, Mumbai, and Lucknow, are still expanding.

However, ageing infrastructure and outdated rolling stock, have limited their ability to meet the rising expectations of commuters, who increasingly demand modes of transport that are not only faster but also safer and more comfortable.

Despite these challenges, the significance of suburban rail cannot be overlooked. To maintain their relevance and effectiveness, there is a need to revitalise these systems by upgrading infrastructure, modernising rolling stock, and integrating them with other transport networks. Such improvements would ensure that suburban rail continues to act as a strong backbone for urban mobility in India.

Trams in Colonial and Post-Independence India

During the colonial era, India developed an extensive network of tramways in several cities, including Madras (now Chennai), Kolkata, Delhi, Kanpur, Bhavnagar, and Mumbai. These tram systems supported early urban mobility and contributed to the growth of commercial and residential areas.

The first electric tram began operating in Chennai in 1895, which was a milestone in modern public transport in India. Soon after, Kolkata also introduced its own electric tram system. At the time, the adoption of electric trams was regarded as a marker of progress and modernisation, which reflected a city’s aspiration to match global urban standards.

However, after India’s independence, urban transport priorities shifted. Many city planners considered trams outdated and began focusing on alternative modes of transport, such as buses and road expansion. The rapid growth of private vehicles further complicated matters, as trams and automobiles shared the same road space, which led to congestion.

Tram services were unable to compete with the demands of a rapidly motorising society, and in most cities were gradually phased out. The last holdout was Kolkata, where trams continued to operate for over a century. Finally, in late 2024, Kolkata discontinued its last commercial tram service, which was the end of an era for India’s tramways.

The Emergence of Metro Systems in India

The rapid expansion of cities in India prompted large-scale migration from rural to urban areas, as people sought better economic and social opportunities. This swift urbanisation exerted immense pressure on road transport infrastructure. Although road networks expanded considerably, they soon became inadequate in handling the growing volume of vehicles, resulting in severe traffic congestion.

Public transport systems, primarily buses and suburban rail lines, also struggled to cope with the surging demand. The challenge was especially acute in metropolitan cities such as Kolkata and Delhi, which serve as key drivers of the nation’s economy.

Kolkata was the first Indian city to introduce a metro system to address this crisis. The decision stemmed from the city’s unique constraints: a dense, historic urban core with narrow roads that left little scope for road network expansion. To provide a sustainable alternative, the Kolkata Metro project was initiated, and on October 24, 1984, the city experienced the inauguration of India’s first metro line.

Nearly two decades after the inauguration of the Kolkata Metro, India witnessed another milestone in urban transport with the commissioning of the Delhi Metro in December 2002. Delhi Metro was designed with modern technology, international standards of safety, and efficiency, and it quickly transformed the way people commuted in the national capital region.

Its success in minimising road congestion, providing reliable services, and meeting the mobility needs of a rapidly growing metropolis demonstrated the potential of metro rail as a sustainable urban transport solution. The Delhi Metro soon became a benchmark for other Indian cities, and it led to the development of metro systems across the country.

The last decade has been the most progressive period for metro systems in India. The data mentioned below outlines the growth in metro rail infrastructure, daily ridership, and budgetary allocations, which highlights how metro rail has evolved into a key pillar of urban mobility in the country.

Metro Rail Network Growth in India between FY 2014 – 2025

India’s operational metro network has grown from 248 km in 5 cities in 2014 to 1,013 km in 23 cities by May 2025. This means 763 km of new lines have been added in 11 years. The average pace of expansion has also changed: while metro projects moved at around 0.68 km per month before 2014, they are now being commissioned at close to 6 km per month.

The Increase in the Annual Budget for Metro Development 2014-2025

Average daily ridership has increased from about 28 lakh in 2013–14 to more than 1.12 crore by 2025, reflecting the growing role of metro systems in daily urban travel.

The Increase in Ridership of Metro Systems 2014-2025

The annual metro budget for 2025–26 has been allocated at ₹34,807 crore, more than six times higher than ₹5,798 crore in 2013–14.

Initiatives for the Advancements of Metro Systems in India

Make in India Drive for Metro Rail Systems

As part of the government’s Make-in-India initiative, metro rail projects are being developed with a strong focus on domestic manufacturing. Policy provisions mandate that at least 75% of metro coaches and 25% of critical equipment and sub-systems be procured from within the country. This push not only strengthens self-reliance in urban mobility but also supports indigenous industries and job creation.

Over the past decade, India has invested nearly ₹2.5 lakh crore (US$ 28.86 billion) in metro network expansion. Public Sector Undertaking BEML Ltd., under the Ministry of Defence, has played a leading role in this effort, supplying over 2,000 metro coaches to major systems including Delhi, Jaipur, Kolkata, Bengaluru, and Mumbai.

Metro Rail Policy, 2017

The Metro Rail Policy 2017 introduced a structured framework for planning and implementing metro projects in India. It mandates cities to prepare Comprehensive Mobility Plans (CMPs) and establish Unified Metropolitan Transport Authorities (UMTAs) to ensure that metro development is aligned with sustainability, economic viability, and integrated urban mobility objectives.

To qualify for central financial assistance, metro projects must demonstrate a minimum Economic Internal Rate of Return (EIRR) of 14%. The policy also makes private sector participation mandatory, primarily through Public-Private Partnership (PPP) models, to improve efficiency, innovation, and long-term financial sustainability.

As India moves toward becoming the world’s third-largest economy with a projected GDP of $7.3 trillion by 2030, the role of reliable public transport will become increasingly important. Metro rail systems, in particular, are expected to provide a sustainable and efficient means of urban mobility. With continued policy support and systematic execution, India is on course to expand its metro network further, making it an integral part of the country’s urban transport framework.

Regional Rapid Transit System-New Heights of Speed & Safety in Urban Rail Transit

The nation’s first Regional Rapid Transit System (RRTS) is being developed between Delhi and Meerut via Ghaziabad. Unlike metro systems, which primarily serve short-distance urban travel, the RRTS is designed to provide high-speed, long-distance connectivity between regional nodes in the National Capital Region (NCR). The trains are designed for a maximum speed of 180 km/h and an operational speed of 160 km/h. Once fully operational, the Delhi–Meerut RRTS is expected to reduce approximately 2.5 lakh tons of CO₂ equivalent emissions annually.

Current Status:
As of September 2025, the Delhi–Ghaziabad–Meerut RRTS corridor is partially operational, with the 55-kilometer section from New Ashok Nagar (Delhi) to Meerut South open to the public.

Future Outlook of RRTS System:
Alongside the Delhi–Meerut corridor, other RRTS corridors are planned to strengthen regional connectivity in NCR:

Delhi–Alwar Corridor (164 km)
Delhi–Panipat Corridor (103 km)
Delhi-Jewar Corridor (72.44 km)

The RRTS systems are planned to address the mobility requirements of urban and regional centres by providing reliable, high-speed intercity connectivity. These systems will minimise travel times between major nodes, improve passenger capacity, and ease pressure on existing road and rail networks.

High-Speed Rail Operations: The Future of Urban Mobility

India is entering a new phase of urban and regional mobility with the launch of the country’s first Bullet Train Project the Mumbai–Ahmedabad High-Speed Rail (MAHSR) corridor. The MAHSR corridor will span 508 km and connect Mumbai in Maharashtra with Ahmedabad in Gujarat. The corridor is designed for an operating speed of 320 km/h, and it will reduce travel time while strengthening economic linkages between key cities such as Mumbai, Vapi, Surat, Anand, Vadodara, and Ahmedabad. The project, being developed at an estimated cost of ₹1,08,000 crore (USD 17 billion). Its initial section is going to be operational by August 2026.

Challenges and Barriers in the Path of Urban Transportation Development

Financial and Funding Constraints: The development of metro systems, suburban rail networks, RRTS corridors, and high-speed rail projects demands high capital investment. Although India is currently the fourth-largest, but ensuring consistent and adequate funding for such large-scale infrastructure projects continues to be a major challenge for implementing agencies and urban authorities.

Land Acquisition and Regulatory Hurdles: Urban transit projects in India frequently encounter difficulties in acquiring land and securing necessary regulatory clearances. These challenges often result in delays, escalate project costs, and complicate the timely implementation of essential infrastructure.

Sustainable Development and Infrastructure Balancing: One of the major challenges in urban transit development is to ensure sustainability while building efficient and inclusive systems. This requires addressing the mobility needs of growing urban populations without compromising environmental objectives.

Conclusion

India’s urban transportation landscape is undergoing a transformative shift, and it is imperative to accommodate rapid urbanisation, growing populations, and increasing commuter demands. From the historical roots of tramways and suburban rail to the metro systems, RRTS corridors, and high-speed rail projects, the country is heading towards a more connected and sustainable future.

Key developments, such as the Delhi Metro, Mumbai-Ahmedabad Bullet Train, and Delhi-Meerut RRTS, exemplify India’s commitment to modernising urban mobility. These projects not only alleviate traffic congestion and reduce carbon emissions but also promote economic growth by improving accessibility and promoting regional development. Technological advancements, sustainable practices, and innovative funding models are shaping these endeavors to ensure efficiency and eco-friendliness in operations.

However, achieving this ambitious vision requires continued investments, policy support, and public-private collaboration. By prioritising intelligent, sustainable, and inclusive transportation solutions, India can achieve equitable urban growth while addressing the challenges of climate change and urban sprawl. As the nation progresses, these advancements in urban transit highlight India’s resilience and its resolve to usher in a new era of mobility.

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Evolving High-Speed Rail: The Maglev and Hyperloop Era

By

Kapil Saini

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24/10/2025

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Introduction

The demand for faster, safer, and more sustainable modes of transportation is influencing the global mobility landscape. As metropolitan regions continue to expand and populations surge, existing transport systems are struggling to keep pace with the growing need for efficiency, reliability, and reduced travel times. Railways, traditionally known for their ability to move large volumes of passengers and freight, have undergone an evolution over the decades. The introduction of high-speed rail, often referred to as bullet trains, has improved intercity travel by drastically minimising the journey times and offering a viable alternative to air transport on many routes.

Despite their success, conventional high-speed rail faces inherent limitations. Factors such as wheel–rail friction, aerodynamic drag, and energy consumption restrict trains from surpassing certain speed thresholds efficiently. To overcome these barriers and push the boundaries of rail transport, engineers and innovators have turned to futuristic alternatives such as magnetic levitation (Maglev) and Hyperloop systems. Both technologies represent a paradigm shift in high-speed travel. Maglev trains operate by eliminating physical contact between the train and the track through electromagnetic suspension, thereby reducing friction and enabling speeds far beyond those of conventional rail. Hyperloop, on the other hand, envisions passenger pods travelling through near-vacuum tubes at supersonic velocities. While Maglev technology is already operational in countries like Japan and China, the Hyperloop remains largely in the experimental and developmental phase, with various prototypes and pilot projects being tested across the world.

Together, these emerging technologies are creating a new era in high-speed transportation. This study aims to explore the evolution of high-speed rail beyond conventional bullet trains, with a particular focus on Maglev and Hyperloop systems. It will examine their technological principles, potential advantages, and challenges in large-scale implementation.

A Journey Through Time: Tracing the History of High-Speed Rails

Speed has always been a defining parameter in the modernisation of rail transportation. Over time, the pursuit of reduced travel times has driven the transition from conventional rail to dedicated high-speed systems. The International Union of Railways (UIC) defines high-speed rail as services operating at commercial speeds of 250 km/h or more on purpose-built infrastructure.

However, the UIC also recognises a secondary operational threshold in specific corridors where competition with air travel is minimal or where geographical and demand conditions make extreme velocity unnecessary. In such cases, sustained speeds between 220–230 km/h, or at a minimum above 200 km/h, are considered sufficient to ensure a modal shift from conventional rail and road transport, while maintaining operational efficiency and economic viability.

Early Planning and Experiments

Germany (1899–1903)

The pursuit of higher rail speeds can be traced back to Germany at the end of the 19th century. Between 1899 and 1903, the Prussian State Railway, in collaboration with ten electrical and engineering firms, electrified a 72 km stretch of track between Marienfelde and Zossen for experimental purposes. These trials were the first systematic effort toward high-speed rail. By 1903, experimental electric railcars reached a maximum speed of 210.2 km/h. However, these trains were confined to testing and never entered regular passenger service.

Diesel-Electric Advancements in Germany (1930s)

DRG Class SVT 877 Hamburg Flyer 1932

The introduction of the DRG Class SVT 877 Hamburg Flyer (Fliegender Hamburger) in 1933 was another achievement in regular high-speed service. This diesel-powered train operated between Hamburg and Berlin at a top commercial speed of 160 km/h. Three years later, in 1936, the steam-powered Henschel-Wegmann Train also entered service with similar performance parameters. Although the outbreak of the Second World War curtailed further advancements.

Early Developments in the United States (1930s)

Parallel to German efforts, the United States also made progress in high-speed rail technology during the 1930s. The Zephyr, introduced in 1934, demonstrated operational speeds of 124 km/h, with test runs reaching up to 185 km/h.

United Kingdom 1938: Breaking world speed record for steam locomotives

In 1938, the United Kingdom established a speed benchmark for steam-powered locomotion. The locomotive “Mallard” achieved a world-record speed of 202.58 km/h on 3rd July 1938. Although the achievement was largely symbolic, it highlighted the maximum potential of steam technology before the widespread transition to diesel and electric propulsion systems.

First Bullet Train Enters Commercial Operations: 1964

While many countries were still experimenting with higher-speed rail systems, Japan took the decisive step of launching the world’s first high-speed rail service. On 1 October 1964, the Shinkansen, popularly known as the “bullet train,” began operations between Tokyo and Osaka. The initiative was approved by the Japanese Diet in March 1959, with a clear timeline: completion before the 1964 Tokyo Olympic Games. This ambitious schedule gave the project less than five years for design, construction, and commissioning. The target speed was over 210 km/h (131 mph).

Japan’s success with the Shinkansen in 1964 became the beginning of global high-speed rail development. Inspired by this model, several countries in Europe and Asia initiated their own high-speed rail systems in the following decades. A major milestone was reached in 1990, when France introduced the TGV Atlantique, the first high-speed train to operate commercially at 300 km/h (186 mph). The service was launched on the Paris–Le Mans and Paris–Tours sections of the LGV Atlantique line, which set a new benchmark for operational speed in passenger rail transport.

Current Developments in Bullet Train
At present, China’s Fuxing Hao CR400 is the fastest conventional bullet train in the world. The train is certified for a design speed of 400 km/h (249 mph), while its regular operational speed is capped at 350 km/h (217 mph) to ensure safety, energy efficiency, and long-term reliability of track and rolling stock components.

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India’s Drive for High Speed Rail Operations

India, currently the world’s fourth-largest economy, has set its sights on attaining developed nation status by 2047. Achieving this goal requires advancements in infrastructure, where transportation plays a critical role. India’s first high-speed rail corridor, spanning about 508 km, is currently being developed between Mumbai and Ahmedabad, a major commercial hub of the country. By 2026, bullet trains are expected to begin operations on the initial section of this corridor.

The Beginning of the Maglev Era: A Leap in High Speed Rail

Despite achieving higher speeds, conventional bullet trains faced inherent limitations that restricted further advancements. The reliance on wheel-to-rail contact introduced friction, wear and tear, and noise at high speeds, which makes sustained operations above 350–400 km/h less efficient. Additionally, aerodynamic resistance increased as trains approached higher velocities, which further constrained performance. These factors collectively encouraged the transition towards magnetic levitation (maglev) technology, which eliminates wheel-rail friction, reduces noise, and allows trains to operate at much higher speeds while providing efficiency, safety and passenger comfort.

Evolution of Maglev Technology: A Track from Blueprint to Reality

Robert Goddard (1904): Robert Goddard was an American professor who wrote a paper on a frictionless system that would use electromagnetic repulsion to raise a train from its track in 1904.

Emile Bachelet (1914): In 1914, French-born American inventor Emile Bachelet introduced the concept of a magnetically levitated vehicle and demonstrated it with a working model

Hermann Kemper 1922: German engineer Hermann Kemper began systematic research on magnetic levitation in 1922. By 1933, he constructed a working circuit that demonstrated hovering based on electromagnetic attraction. His efforts culminated in 1937, when he was granted a German patent for a magnetic levitation train powered by linear motors.

1962: Japan began research on a linear motor propulsion magnetically levitated railway system in 1962

1969: Building upon the theory of Kemper, the German government sponsored the first full-scale maglev model, the Transrapid TR01

1970s: Japan developed superconducting magnet-based electrodynamic suspension (EDS) systems and began test runs.

1979 – The Transrapid 05 became the first passenger-carrying maglev, showcased at the International Transportation Exhibition in Hamburg (Germany).

1984 – The Birmingham Maglev became the world’s first commercial maglev train. It was a slow-speed (up to 42 km/h / 26 mph), short-length (600 m / 2,000 ft) shuttle between the Birmingham Airport and the Birmingham International railway station.

1991: A 42.8 km maglev test track was built in Yamanashi Prefecture to advance EDS-based technology.

1997(Germany): The Transrapid 07 achieved over 450 km/h on the Emsland test track.

2004: The Shanghai Maglev Train (SMT), also known as Shanghai Transrapid, began commercial service in China.

2005: Japan’s first commercial maglev, the Linimo (Tobu Kyuryo Line), opened for the 2005 World Expo in Aichi.

2015: Japan Railway Central’s L0 Series maglev sets a world record speed of 603 km/h on the Yamanashi Test Track.

2021: CRRC Qingdao Sifang unveiled a prototype maglev train capable of 600 km/h, which is the fastest ground vehicle developed in China.

2025: China reported a new world speed record where a maglev train prototype reached the top speed of 650 km/h.

The Principle of Maglev Technology

Maglev (Magnetic Levitation) technology is based on the principle of using magnetic forces to lift, propel, and guide a vehicle instead of relying on wheels, axles, and bearings. The system eliminates physical contact between the train and the track, which minimises the friction and allows for higher speeds and smoother rides.

The principle of maglev technology rests on three main concepts:

Magnetic Levitation: The train is equipped with strong magnets which lift the train above the guideway. This removes rolling resistance, as there are no wheels in contact with the track.
Magnetic Propulsion: For moving the trains, Linear motors (Linear Induction Motor or Linear Synchronous Motor) are employed, which generate a moving magnetic field. This magnetic field pulls and pushes the train forward along the guideway.
Magnetic Guidance: The same magnetic forces are used to keep the train aligned laterally and prevent it from drifting sideways. This becomes possible with the help of sensors and control systems, which constantly adjust the magnetic field to ensure stability and safety.

Types of Maglev Systems: There are two types of Maglev trains, electrodynamics suspension trains (EDS) and electromagnetic suspension trains(EMS).

Electromagnetic Suspension trains

Electromagnetic Suspension (EMS) technology relies on the principle of magnetic attraction to achieve levitation. In this system, powerful electromagnets are installed on the underside of the train, which partially wrap around the guideway. The guideway itself contains a complementary arrangement of magnets with opposite polarities. The attraction generated between these two sets of magnets is carefully controlled so that it counterbalances the train’s weight, creating a stable lift. This allows the train to hover at a distance of around 1.3 centimetres above the guideway, while an additional clearance of 8–10 centimetres is maintained between the lower body of the train and the underside of the track. One of the distinct advantages of EMS is its ability to sustain levitation even when the train is at rest.

The train movement is facilitated using linear motors, where alternating magnetic fields embedded in the guideway interact with the propulsion system housed on the train. This arrangement eliminates the need for traditional wheels, axles, or rails.

Germany has been at the edge of EMS research and development. Transrapid International (TRI), a collaborative initiative between Siemens AG and ThyssenKrupp, began systematic studies of electromagnetic levitation in 1969. That same year, they produced the first prototype of an EMS vehicle. Over subsequent decades, eight successive generations of EMS trainees were developed. The culmination of this research was realised when the final two generations entered commercial service in Shanghai in January 2001.

Electrodynamic Suspension (EDS) trains

In contrast to Electromagnetic Suspension (EMS), which relies on magnetic attraction, Electrodynamic Suspension (EDS) trains use the principle of magnetic repulsion to counteract Earth’s gravitational pull. This system makes extensive use of superconductors, which are special materials that conduct electricity with zero resistance when cooled below a certain threshold known as the critical temperature. Once an electric current is induced in a superconductor, it can circulate indefinitely without energy loss, even for years. They can generate extremely powerful magnetic fields and withstand forces thousands of times greater than their own weight.

In EDS trains, superconducting magnets mounted on the vehicle interact with conductive coils arranged along the guideway. When the train moves, the changing magnetic fields induce currents in the guideway coils, creating opposing magnetic fields. The interaction produces a repulsive force that lifts the train above the track, allowing it to levitate. Unlike EMS systems, EDS maglev trains are equipped with retractable wheels that support the vehicle at low speeds and are withdrawn once the train reaches the critical speed required for stable levitation. The EDS Maglev can not levitate in the standing position.

Propulsion in EDS systems is achieved using a configuration similar to linear motors but inverted. The guideway is lined with sequential coils which carry alternating currents. By carefully switching the polarity of these coils, a moving magnetic wave is created along the track. The superconducting magnets on the train are repelled by the coils behind them and attracted to the coils ahead, pulling the train forward. As the coils continuously change polarity in synchronisation with the train’s position, this cycle repeats. The faster the switching frequency, the faster the train travels.

Japan has established itself as a global leader in developing EDS-based maglev technology. It has carried out extensive testing on the Yamanashi Maglev Line, where trains have achieved record-breaking speeds exceeding 600 km/h.

Maglev in Operations

At present, Maglev trains are operating in 3 countries.

Japan

In Japan, the Linimo line in Aichi was built for the 2005 World Expo and remains in operation today. The line covers 9 km, has nine stations, and runs at speeds of up to 100 km/h.

In addition, the SCMaglev (Superconducting Maglev) is currently under construction for the Chūō Shinkansen line between Tokyo and Nagoya. The trains on the new route are expected to operate at speeds exceeding 600 kmph.

South Korea

South Korea operates two commercial maglev systems. The first is the Korean Rotem Maglev in Daejeon, which opened in 1993 and covers a 1 km stretch between the Expo Park and the National Science Museum. The second is the Incheon Airport Maglev which was inaugurated in 2016. It covers 6.1 km via six stations between Incheon International Airport and Yongyu Station.

China

China has three maglev systems in operation. The Shanghai Maglev, opened in 2003, is the world’s first high-speed commercial maglev line. It runs for 30 km between downtown Shanghai and Pudong International Airport, with trains reaching speeds up to 430 km/h.

The Changsha Maglev was launched in 2016. It connects Changsha Huanghua International Airport to the South Railway Station over an 18.5 km route at a speed of 100 km/h.

The third system is the Beijing Subway S1 Line, which was opened in 2017. It spans 9 km with seven stations and operates at 100 km/h as part of the city’s metro network.

China Sets New Maglev Speed Record

China reported a new world speed record for a maglev train after a prototype reached 650 km/h during a trial. The test was conducted on June 17 2025, at the Donghu Laboratory High-Speed Magnetic Levitation Electromagnetic Propulsion Technology Innovation Centre in Hubei province.

The Obstacles in Bringing Maglev into the Mainstream

Cost Concerns over Innovative Rail:

The single biggest obstacle for maglev technology is the need for a completely new infrastructure. The cost per kilometre of maglev construction (estimated at USD 50–120 million) is higher than conventional HSR. Maglev trains cannot run on existing conventional rail tracks, which means new, dedicated guideways must be built for the entire route. This makes initial construction costs astronomically high compared to upgrading existing rail lines.

Non-Interoperability with Conventional Rail:

Unlike high-speed rail (HSR), maglev vehicles are not compatible with steel-wheel tracks. This lack of interoperability prevents integration into existing railway corridors.

Energy and Power Demand

Although rolling resistance is eliminated in Maglev trains, but high-speed maglev systems exhibit high aerodynamic drag at velocities above 400 km/h. In electrodynamic suspension (EDS) systems, cryogenic refrigeration is required to maintain superconductivity, which adds to the base-load power demand. In this situation, sustaining propulsion at ultra-high speeds (≥ 500 km/h) requires continuous high-capacity power supply infrastructure.

Complexity of Electromagnetic Systems & Technological Gaps

Both Electromagnetic Suspension (EMS) and Electrodynamic Suspension (EDS) technologies require highly sophisticated electromagnetic control systems to ensure safe levitation, stability, and propulsion. The integration of these systems demands extensive research and development (R&D) in advanced materials, superconducting technology, and real-time control algorithms. Furthermore, their deployment necessitates a specialized and highly skilled workforce trained in areas such as power electronics, high-frequency control systems, and cryogenic engineering expertise that is not yet widely available within the existing conventional railway ecosystem. This gap in technical competency acts as a major barrier to mainstream adoption.

Evacuated Tube Transport & Hyperloop Systems

The demand for high-speed transportation will continue to grow as urbanization intensifies and cities evolve into megacities. In such environments, the efficiency of supply chains will remain critical to sustaining urban life and economic activity. However, conventional transportation systems are constrained by physical and technological speed barriers, which limit their ability to meet future requirements. The emerging concepts such as Evacuated Tube Transport (ETT) and Hyperloop present potential solutions by offering ultra-high-speed, energy-efficient, and sustainable transit systems which are designed to overcome these limitations.

Evacuated Tube Transport (ETT)

The origins of Evacuated Tube Transport (ETT) can be traced to the early 20th century, when Dr. Robert Hutchings Goddard proposed the concept of a vactrain. His idea involved a magnetically levitated vehicle operating within a vacuum-sealed tube, aimed at reducing aerodynamic drag to enable higher travel speeds.

The concept was later developed further by Daryl Oster, founder of ET3, who received a patent for ETT. Theoretically, such a system could achieve speeds in the range of 6,000–7,000 km/h under controlled conditions.

In practice, implementation faces major constraints. Constructing and maintaining long-distance vacuum tubes requires substantial capital investment, precision engineering, and advanced material technology to ensure structural integrity and energy efficiency. Additionally, safety systems for passenger operations in such an environment remain underexplored. For these reasons, ETT has not advanced beyond the conceptual stage. Although continued progress in relevant technologies may enable more applied research in the future.

The Era of Hyperloop: A Practical Approach for High Speed Transportation

On August 12, 2013, Elon Musk, then serving as the CEO of Tesla and SpaceX, released the Hyperloop Alpha white paper. The document outlined a conceptual design for a high-speed transportation system that would use low-pressure tubes and pod-like vehicles to achieve speeds exceeding 1,000 km/h. The proposed system combines principles of magnetic levitation (Maglev) with near-vacuum conditions to minimise aerodynamic drag and rolling resistance.

The foundational principles of the Hyperloop system bear a strong resemblance to the earlier concept of Evacuated Tube Transport (ETT). However, a crucial distinction lies in their operational environments: while ETT envisions capsules moving through tubes maintained at a complete vacuum, the Hyperloop proposes travel within low-pressure tubes. This approach avoids the technical and financial challenges of maintaining a perfect vacuum over long distances while still minimising aerodynamic drag.

The white papers state, much like how aircraft ascend to high altitudes to fly through thinner air, the Hyperloop concept encloses capsules in a tube where air pressure is drastically reduced. Specifically, the operating pressure of the Hyperloop is proposed to be around 100 Pascals, which is approximately 1/6th the atmospheric pressure on Mars. Under these conditions, the drag force on a moving pod would be reduced by nearly 1,000 times compared to sea-level conditions, creating an effect equivalent to travelling at an altitude of over 150,000 feet.

Global Initiatives for the Development of Hyperloop Systems

Hyperloop technology is still in its developmental stage, and currently, multiple companies and research institutions worldwide are working to translate the concept into a commercially viable transportation system.

Virgin Hyperloop (formerly Hyperloop One): Virgin Hyperloop, established in 2014, constructed a test facility in Nevada, USA, where it conducted the first full-scale Hyperloop test in May 2017. In November 2020, the company performed the first human passenger trial, where the pod reached approximately 160 km/h. Although this was a significant step, it remained well below the projected speeds of over 1,000 km/h.

In 2022, Virgin Hyperloop shifted its focus from passenger transport to freight systems due to regulatory, financial, and technical challenges. By 2023, reports confirmed that the company had closed operations and sold its assets.

Other Global Efforts:
In addition to Virgin Hyperloop, several other companies and organisations are actively exploring hyperloop systems:

TuTr Hyperloop (India): A startup from the Indian Institute of Technology Madras (IIT Madras), TuTr Hyperloop, has entered into partnerships with international companies and is developing a freight-focused hyperloop system.

Hardt Hyperloop (Netherlands): Hardt Hyperloop was founded in 2016 and operates from Delft, Netherlands. It has developed a test facility and focuses on key technologies such as lane-switching mechanisms, which allow pods to change tracks within the tube.

TransPod (Canada): TransPod, headquartered in Toronto, is developing the “FluxJet,” a pod system based on Hyperloop principles.

Current Status: While these initiatives highlight a strong global interest, hyperloop technology still faces engineering, financial, and regulatory challenges. Issues such as vacuum maintenance over long distances, passenger safety in emergencies, land acquisition, and infrastructure costs remain major hurdles. As of now, no commercial hyperloop system is operational.

Conclusion

Maglev and Hyperloop technologies show very potential in high-speed ground transportation. Urban-scale applications of Maglev, including Japan’s Linimo and South Korea’s Incheon Airport Maglev, have shown the practicality of medium and low-speed systems in improving travel time, passenger comfort, and reducing environmental impacts. At the same time, high-speed test lines, such as the Yamanashi Maglev in Japan, demonstrate the potential for intercity connections at higher speeds. The concept of the Hyperloop builds on Maglev technology by combining it with low-pressure tube environments to minimise aerodynamic drag. Despite its potential, Hyperloop systems and Maglev face major technical, financial and regulatory challenges. Further research and phased implementation are necessary to determine the long-term feasibility of both Maglev and Hyperloop. If successfully developed, these technologies could serve as complementary or alternative solutions to conventional high-speed rail.

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Maha-Metro Begins Feasibility Study for Sitabuldi-Koradi Corridor of Nagpur Metro

By

Staff Reporter

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24/10/2025

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NAGPUR (Metro Rail News): Nagpur Metro Rail Project progressed as the Maharashtra Metro Rail Corporation Limited (MahaMetro) has initiated the feasibility study for Nagpur Metro’s proposed Phase 3 corridor linking Sitabuldi to Koradi.

MahaMetro Managing Director Shravan Hardikar stated, “We started analysing the feasibility of this stretch, which includes the PHPDT (Peak Hour Peak Direction Traffic), implementation aspects, and corridor alignment. The study will help us assess ridership potential and identify the most suitable model for the project’s execution.” as reported by Times of India.

As part of the technical assessment, MahaMetro’s team is evaluating existing road patterns, available right-of-way (ROW), and adjoining urban development zones to ensure minimal disruption and enhanced commuter accessibility.

According to the Comprehensive Mobility Plan (CMP), the Sitabuldi–Koradi corridor is projected to handle a PHPDT of about 5,600 by 2031, rising to 8,050 by 2041 and 11,800 by 2054. The overall daily ridership is expected to reach 65,000 by 2031, 91,000 by 2041, and 147,000 by 2054.

The feasibility study will also consider financial viability, funding mechanisms, and multimodal integration with city bus and feeder services to promote seamless travel. The findings of this study will form the foundation for preparing a Detailed Project Report (DPR), which will subsequently be submitted to the state and central governments for approval.

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Building on a decade of trust, Metro Rail News is pleased to announce the Metro Rail News Awards to recognise organisations and leaders for their outstanding contributions to the rail transit industry. The awards will be presented across 30+ categories, with the ceremony scheduled for 12 December in New Delhi.

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Indian Railways Approves 4th Railway Line in Tamil Nadu

By

Staff Reporter

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24/10/2025

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Indian Railways has approved the construction of a new fourth railway line between Tambaram and Chengalpattu in Tamil Nadu, a move aimed at improving train operations and regional connectivity in the Chennai division. The 30.02-km project will come under the administrative control of the Southern Railway (SR) zone.

The project will be implemented under Plan Head–15 (Doubling) and has been categorized as part of the ‘Energy, Mineral & Cement Corridor’ of Indian Railways. The estimated cost of the work stands at Rs 713.56 crore, which is expected to reach Rs 757.18 crore upon completion.

Presently, the Tambaram–Chengalpattu section is a three-line stretch on the Chennai Beach–Villupuram–Tiruchchirappalli–Kanyakumari main line. It plays a crucial role in handling both suburban and long-distance train services.

In a statement, Southern Railway said the line capacity utilization between Tambaram and Chengalpattu currently stands at around 87%, and is expected to rise to 136% if the project is not undertaken. The proposed fourth line, it added, will help ease congestion, extend the dedicated suburban network up to Chengalpattu and encourage a shift from road to rail – benefiting both passenger and freight movement. As reported by The Indian Express.

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Building on a decade of trust, Metro Rail News is pleased to announce the Metro Rail News Awards to recognise organisations and leaders for their outstanding contributions to the rail transit industry. The awards will be presented across 30+ categories, with the ceremony scheduled for 12 December in New Delhi.

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Hydrogen Fuel Cells for Trains: A Transition to Green Mobility

By

Priyanka Sahu

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23/10/2025

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Introduction

Rail transport is widely recognized as one of the most energy-efficient and cost-effective modes of transport. Over the past few decades, the sector has seen progressive developments in electrification, traction systems, and energy optimisation. A part of this transition has been the gradual replacement of diesel locomotives with electric traction to reduce dependence on fossil fuels. Despite this, only about one-third of the global railway network is electrified, while the majority continues to operate on diesel traction due to challenges such as high capital expenditure, operational feasibility in low-density corridors, and the technical complexities of installing overhead systems in difficult terrains.

Electrification, while an important initiative toward reducing emissions, does not on its own achieve carbon neutrality. This is because the electricity supply for railway operations in many regions is still derived from non-renewable sources such as coal, oil, and natural gas. Moreover, extending electrification across entire networks is not always economically justifiable, especially on regional, rural, or low-traffic lines where the cost-benefit ratio remains low.

To address these limitations, railways require propulsion technologies that are both operationally flexible and environmentally sustainable. Hydrogen fuel cell systems are gaining attention worldwide as a technically viable alternative in this context. Hydrogen fuel cells generate electricity through an electrochemical reaction between hydrogen and oxygen, which eliminates direct carbon emissions. The only by-product of this process is water vapor, which makes the system well-suited for decarbonising non-electrified rail corridors where conventional electrification is neither practical nor cost-effective.

The Need for Hydrogen-Powered Trains in Railways

The Indian Railways has set an ambitious target of achieving net-zero carbon emissions by 2030. In this context, hydrogen fuel cell technology can support Indian Railways in achieving its decarbonisation target while ensuring operational reliability and cost-effectiveness.. This paper examines the technical viability of integrating hydrogen fuel cell systems into existing rolling stock, while keeping the focus on their operational feasibility, energy efficiency, and lifecycle costs. The study also highlights the engineering challenges associated with such adoption, including hydrogen storage and refueling infrastructure, safety protocols, fuel cell durability under Indian operating conditions, and the compatibility of fuel cell systems with the current railway ecosystem.

The requirement for applying hydrogen fuel cell technology in Indian Railways arises from a combination of operational, environmental, and economic considerations. India has one of the largest railway networks in the world, with a significant portion still dependent on diesel traction. While electrification is progressing rapidly, hydrogen fuel cells can complement this effort by addressing specific challenges and gaps.

1. Large Dependence on Diesel Traction
Despite the ongoing electrification drive, Indian Railways continues to operate a sizable fleet of diesel locomotives, especially in non-electrified and remote sections. Hydrogen fuel cell trains offer a zero-emission alternative to diesel traction without the need for complete overhead electrification infrastructure, thereby saving on long-term electrification costs.

2. Net Zero Emission Targets
The Indian Railways has set the target of achieving net zero carbon emissions by 2030. Hydrogen-powered trains, producing only water vapor as a by-product, align directly with this goal by eliminating greenhouse gas emissions from non-electrified corridors.

3. Cost of Electrification vs. Green Alternatives
Electrification across the entire 68,000+ km route length is capital intensive and may not always be economically viable in sparsely used or geographically challenging routes (e.g., hilly terrain or low-traffic density lines). In such cases, hydrogen fuel cell technology provides a more practical and flexible solution compared to overhead wiring investments.

4. Renewable Energy Integration
India has ambitious renewable energy generation targets. Hydrogen produced through electrolysis using solar and wind power can serve as a sustainable energy carrier for railway applications. This allows Indian Railways to integrate surplus renewable energy into mobility, enhancing grid stability and energy security.

5. Reduction in Fuel Import Dependence
India is heavily dependent on crude oil imports to meet its diesel demand. Hydrogen as a fuel, if indigenously produced using renewable sources, reduces reliance on imported fossil fuels and enhances energy independence.

6. Technological Modernization of Rolling Stock
Hydrogen adoption promotes modernization of India’s rolling stock through hybrid propulsion systems (fuel cell + battery) and regenerative braking. This can reduce lifecycle maintenance compared to traditional diesel locomotives while improving efficiency.

7. Pilot Projects and Feasibility
Indian Railways has already announced pilot projects for hydrogen fuel cell trains on heritage and regional routes. These trials will serve as a test bed for wider adoption, helping to evaluate performance, hydrogen storage, refueling infrastructure, and cost-benefit ratios under Indian operating conditions.

8. Global Alignment and Competitiveness
Countries such as Germany, France, and China are already deploying hydrogen fuel cell trains. For Indian Railways, embracing this technology ensures alignment with international best practices and positions India as a potential hub for hydrogen-powered rail innovation.

In summary, the application of hydrogen fuel cell technology in Indian Railways is driven by the dual objective of decarbonization and operational efficiency. It serves as a critical alternative to full electrification, especially for remote and low-density routes, while contributing to India’s broader goals of sustainability, renewable energy utilization, and fuel import reduction.

Rising Energy Demand: It is predicted that by 2050, the global energy demand will increase by almost 18%. In this scenario, green hydrogen offers a sustainable, renewable and versatile alternative to fossil fuels. This could help industries ranging from heavy manufacturing to transport by providing a cleaner path to meet their high energy requirements while reducing emissions.

Working Principle of Hydrogen Fuel Cells in Trains

Hydrogen fuel cells operate on the principle of an electrochemical reaction that directly converts the chemical energy stored in hydrogen into electrical energy, without the intermediate step of combustion.

In railway applications, the most widely used configuration is the Proton Exchange Membrane Fuel Cell (PEMFC) due to its relatively low operating temperature, quick start-up capability, and suitability for variable power demands encountered in train operations.

The process begins with hydrogen stored onboard the train in high-pressure tanks, typically at 350–700 bar. This hydrogen is supplied to the anode side of the fuel cell stack, where it undergoes catalytic dissociation. At the anode, each hydrogen molecule (H₂) splits into two protons (H⁺) and two electrons (e⁻). The protons migrate through the polymer electrolyte membrane, which is selectively permeable to protons but impermeable to electrons.

The electrons, unable to pass through the membrane, are forced to travel through an external circuit, generating a direct current (DC) that is used to power traction motors, auxiliary systems, or be routed into an onboard energy storage system. On the cathode side, oxygen drawn from the ambient air combines with the incoming protons and electrons to form water (H₂O), which is the only by-product of the reaction.

The overall electrochemical reaction can be expressed as:

Anode reaction: H₂ → 2H⁺ + 2e⁻
Cathode reaction: ½O₂ + 2H⁺ + 2e⁻ → H₂O
Net reaction: H₂ + ½O₂ → H₂O + Electrical Energy + Heat

The efficiency of a fuel cell stack typically ranges between 45–60%, which is considerably higher than the thermal efficiency of internal combustion engines (~30–35%). Additionally, the waste heat generated can be partially recovered for onboard heating systems, improving overall system efficiency.

In train applications, the fuel cell system is usually integrated with a hybrid architecture, where the fuel cell provides the base load power, while batteries or supercapacitors handle peak loads such as acceleration and regenerative braking. This hybrid configuration not only enhances energy efficiency but also prolongs the operational life of the fuel cell stack by avoiding high transient stresses.

The modular nature of fuel cell stacks allows scaling of power output to match the requirements of various rolling stock categories, ranging from light commuter trains to heavier regional trains. Depending on the design, a single trainset may house multiple stacks to deliver a combined output of several hundred kilowatts, sufficient for mainline operations on non-electrified routes.

The Framework Required for Implementation of Hydrogen Fuel Cell Technology in Indian Railways

The current railway ecosystem in India does not support the adoption of hydrogen fuel cell technology. Transitioning to this system will require not only a change in propulsion methods but also the development of a parallel ecosystem. This would include hydrogen production, distribution, and storage infrastructure, along with rolling stock adaptation, regulatory frameworks, and workforce skill development, to make the initiative both technically viable and economically sustainable.

Technological Adaptation of Rolling Stock

The existing diesel-electric rolling stock in India would need modifications to accommodate hydrogen fuel cell systems. This primarily involves the replacement of diesel engines with fuel cell stacks, coupled with the integration of hydrogen storage tanks, power electronics, and compatible electric traction systems. The Integral Coach Factory (ICF), Chennai, is currently retrofitting a Diesel Electric Multiple Unit (DEMU) train to operate on hydrogen fuel cell technology. This pilot project is expected to provide insights into the technical feasibility, operational safety, and cost-effectiveness of this technology.

Hydrogen Production and Supply Chain

Since hydrogen does not occur naturally in a usable form, establishing large-scale production facilities will be necessary for its application in Indian Railways. Currently, India does not produce hydrogen on a large scale for railway applications. Instead, it is gradually building capacity in this area, beginning with pilot projects. The country’s first hydrogen-powered train is planned to operate on the Jind–Sonepat route in Haryana, and will source hydrogen from a local 1 MW Green Hydrogen Electrolysis plant. The larger production and distribution networks are yet to be established in India.

Refueling and Storage Infrastructure

Hydrogen refueling depots that are specifically designed for railway applications will be necessary across the railway network, particularly on non-electrified routes. These facilities will be required to be equipped with high-capacity storage tanks, compressors, and dispensers that are capable of meeting the operational requirements of long-distance and high-frequency train services.

Safety and Regulatory Framework

The adoption of hydrogen fuel cell technology in railways will demand safety protocols. Hydrogen’s flammability and storage under high pressure create unique challenges that can only be encountered by setting up new regulatory standards for railway operations, storage systems, refueling procedures, and accident management.

Skill Development and Workforce Training

The present railway ecosystem in India is primarily oriented toward diesel and electric locomotives. The transition to hydrogen fuel cell systems will necessitate reskilling the workforce to manage new technologies and safety requirements.

Economic and Financial Considerations

The adoption of hydrogen fuel cell technology presents multiple benefits in the long term. However, the large-scale adoption of this technology in railways will require substantial costs related to rolling stock development, infrastructure deployment, and hydrogen production. For effective adoption, government subsidies, incentives, and public–private partnerships will be essential to reduce financial risks for both Indian Railways and industry stakeholders.

Research and Pilot Projects

Research and development institutions & pilot projects will play a crucial role in the large-scale implementation of hydrogen fuel cell technology across the railway network. They will help to understand the practical challenges of deploying hydrogen fuel cells in Indian conditions. The pilot projects can help assess energy efficiency, durability of components, climatic resilience, and lifecycle costs. Currently, one such pilot project is being implemented in India

The Ongoing Efforts: India’s First Hydrogen-Powered Train to Meet the Tracks Soon

The initiative to deploy hydrogen-powered trains originated from Indian Railways’ vision to reduce carbon emissions and promote sustainability in its operations. In 2021, Indian Railways issued a tender for a pilot project to convert a Diesel Electric Multiple Unit (DEMU) rake into a hydrogen-powered train. This pilot service is planned to operate on the Jind–Sonipat section of the Northern Railway. In the same year, the Research Designs and Standards Organisation (RDSO) finalised the design for India’s first hydrogen-powered train.

The Integral Coach Factory (ICF), Chennai, was assigned the task of manufacturing the train. This involved designing and producing coaches capable of carrying passengers while accommodating key components such as hydrogen cylinders, fuel cell converters, batteries, and air reservoirs.

In February 2023, Indian Railways announced its plan to operate 35 hydrogen trains under the ‘Hydrogen for Heritage’ initiative, which aims to reduce carbon emissions and encourage environmentally sustainable practices. This was confirmed by the Union Minister of Railways, Ashwini Vaishnaw, in a written reply to the Rajya Sabha in 2023.

To support this initiative, the Ministry of Railways allocated ₹2,800 crore in the Union Budget 2023–24 for the development of hydrogen-powered trains. The estimated cost of each train is around ₹80 crore, with an additional ₹70 crore required per route for supporting ground infrastructure.

Timeline of Key Developments in India’s Hydrogen Fuel Cell Train Project

September 2022: Medha Servo Drives initiated procurement of hydrogen fuel cell modules for the DEMU retrofit pilot project. The order, placed with Ballard Power Systems, comprised eight 100 kW FCmove™-HD+ fuel cells.

October 2023: GreenH Electrolysis (a joint venture between H2B2 Electrolysis Technologies and GR Promoter Group) entered into a contract with Medha Servo Drives to establish a hydrogen production and refuelling facility at Jind, Haryana.
October 2024: GreenH Electrolysis announced the completion of a 1 MW PEM electrolyser at its manufacturing site in Jhajjar, Haryana. This unit is designated for installation at the Jind refuelling station to supply hydrogen for the pilot project. The electrolyser is designed to operate continuously, generating approximately 430 kg of hydrogen per day at a delivery pressure of 40 bar(g), and it meets ISO 14687 purity standards for fuel cell applications. The refueling facility at Jind will additionally incorporate 3,000 kg of hydrogen storage capacity, a hydrogen compressor, and two hydrogen dispensers with pre-cooler integration.

July 2025 – Testing Phase Initiated: Indian Railways commenced the testing of its first hydrogen-powered coach, developed at the Integral Coach Factory (ICF), Chennai.

There are several challenges and safety considerations associated with the project, as hydrogen is a highly flammable gas. The pilot initiative involves retrofitting two diesel-powered cars into hydrogen fuel cell-powered units. Each power car is designed to carry approximately 220 kg of hydrogen, stored in specially engineered cylinders at 350 bar pressure. The design and testing of the cylinder mounting structures and fuel cell systems are critical to ensuring safety and reliability. Hydrogen, being the lightest element, is colourless, odourless, tasteless, and highly flammable. These inherent properties make rigorous safety protocols and multiple testing phases essential during its deployment in rail operations.

To minimise risks, Indian Railways has undertaken Computational Fluid Dynamics (CFD) studies to analyse potential worst-case scenarios of hydrogen leakage and other possible failure modes. The hydrogen-powered train will incorporate multiple layers of safety features such as pressure relief valves, hydrogen leak detection systems, flame detection sensors, temperature monitoring systems, and scientifically designed ventilation arrangements. These measures aim to ensure operational safety and system reliability during deployment. An independent third-party safety audit is being conducted by Technischer Überwachungsverein Süd (TÜV-SÜD), Germany, to validate and ensure compliance with international safety standards.

Global Developments in Hydrogen-Powered Trains

Germany – Alstom Coradia iLint

Germany became the first country to deploy hydrogen-powered trains for passenger service. Alstom’s Coradia iLint, introduced in 2018, operates commercially in Lower Saxony. The train offers a range of nearly 1,000 kilometers on a single hydrogen fill which proves it suitable for regional routes without electrified tracks.

France – SNCF Hydrogen Regional Train: France is progressing with hydrogen adoption through SNCF, which has placed orders for regional multiple units that will be powered by hydrogen fuel cells. These trains are designed to replace diesel units on non-electrified lines and form part of France’s broader commitment to reduce emissions in regional mobility.

regiolishybride2 christiancreutz alstom illim banner

United Kingdom – HydroFLEX Project

The UK has focused on retrofitting existing rolling stock for hydrogen trials. The HydroFLEX project converted a Class 319 electric multiple unit into a hybrid hydrogen-powered train. It serves as a demonstrator for future large-scale applications.

Japan – Hybari Prototype

The Hybari prototype is Japan’s first hydrogen-powered test train. It was developed by East Japan Railway (JR East) in collaboration with Toyota and Hitachi. The prototype has an operational speed of up to 100 km/h and a range of about 140 km per hydrogen charge. While the prototype has been successful in its testing phase, JR East’s target for commercial application of the technology is still set for around 2030.

China – Hydrogen Trams in Qingdao

China has deployed hydrogen-powered trams in Qingdao since 2015, making it one of the earliest large-scale applications of hydrogen in rail transit. These trams demonstrate the feasibility of hydrogen technology in urban public transport and reflect China’s push toward cleaner mobility solutions.

World’s First Hydrogen-Powered Semi-High Speed Train

CRRC is planning to launch the world’s first hydrogen-powered semi-high-speed train. The prototype is capable of reaching the speed of 250kmph and will be ready by the end of 2025.

United States – Stadler FLIRT H2

In the United States, Stadler is developing the FLIRT H2 trainset for California. The commercial rollout of this hybrid train is expected by 2027. The project aims to provide a zero-emission alternative for regional rail corridors.

During its testing period, the FLIRT H2 made a Guinness World Record for the longest distance covered by a hydrogen-powered train without refueling.

Distance: 2,803 kilometers (1,741.7 miles).

Max. Speed: 130 km/h (79 mph).

Duration: 46 hours on a single tank at a test track in Pueblo, Colorado.

Technical Challenges and Limitations

Despite the promise, hydrogen technology faces significant challenges. At present, most hydrogen is produced from natural gas, known as “grey hydrogen,” which releases carbon dioxide in the process. Sustainable alternatives, such as “green hydrogen” produced via electrolysis powered by renewable energy, remain expensive, with current costs ranging from four to six dollars per kilogram. Storage and transport pose another challenge, as hydrogen has a low volumetric energy density and requires high-pressure tanks or liquefaction facilities.

From a financial perspective, the capital cost of a hydrogen train is 30 to 50 percent higher than a comparable diesel unit, while fuel cell stacks degrade over time, with a typical operating lifespan of 20,000 to 30,000 hours. Moreover, in high-density corridors, electrification still remains more efficient, creating competition for hydrogen adoption.

Future Outlook

Global trends suggest that the cost of green hydrogen will fall sharply in the coming decade, potentially reaching one to two dollars per kilogram by 2030 as electrolyzer technology advances and renewable energy capacity increases. Hybrid hydrogen-battery systems are also under development to optimize performance and reduce hydrogen consumption. For large-scale deployment, India will need to establish hydrogen corridors with dedicated refueling infrastructure. Policy support, public-private partnerships, and integration with renewable energy projects will be critical in this transition.

Conclusion

Hydrogen fuel cells represent a transformative opportunity for railways, providing a clean, quiet, and efficient alternative to diesel on non-electrified routes. Their technical merits include zero tailpipe emissions, long operating range, and fast refueling capabilities, though they remain constrained by high costs and infrastructure requirements. For India, hydrogen trains could serve as a bridge technology, supporting decarbonization goals while reducing reliance on imported fossil fuels. As global case studies demonstrate, the continued advancement of hydrogen technology, coupled with the scaling of green hydrogen production, has the potential to reshape rail mobility and contribute meaningfully to a carbon-neutral future.

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Vande Bharat Sleeper: A Milestone in India’s Journey Towards Modern Rail Travel

By

Staff Reporter

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23/10/2025

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Introduction

Indian Railways, the world’s fourth-largest rail network, has long served as the backbone of India’s transport infrastructure. Beyond driving economic growth, it has been a vital force in strengthening social and cultural connectivity across the nation’s vast geographies. Over the years, Indian Railways has modernized its infrastructure and network extensively, enabling remarkable progress while also paving the way for meeting the rising expectations of passengers.

As India expands, the rising economic growth and modernization have elevated passenger expectations. The passengers now look for trains that offer speed, reliability, and advanced amenities that support both convenience and comfort. However, the conventional train services, with long travel times and limited amenities, struggle to meet these evolving needs.

To address these growing demands and expectations, Indian Railways launched India’s first indigenous, semi-high-speed train, Vande Bharat Express, which set new benchmarks in efficiency, safety, and passenger-focused design, marking a transformative step in India’s rail. To further maximize the potential of the Vande Bharat Train Series, Indian Railways took a major step and launched the upgraded version of Vande Bharat known as Vande Bharat 2.0. Not only this, the Indian Railways is now bringing in the sleeper version of Vande Bharat. The upcoming sleeper version of Vande Bharat will not only address the growing demand for faster and more efficient long-distance travel but also reinforce Indian Railways’ ambition to bridge the gap between conventional express services and future high-speed rail networks.

Evolution of Vande Bharat Trains

The evolution of the Vande Bharat train marks a transformative journey in India’s railway history, showcasing the nation’s strides in speed, technology, and passenger-centric innovation.

Vande Bharat 1.0

The Vande Bharat Train, previously referred to as Train 18, is the nation’s first semi-high-speed train, which can run up to a maximum speed of 160 kmph and has travel classes like the Shatabdi Train but with better facilities.
The Integral Coach Factory (ICF) located in Chennai was responsible for the design and construction of the Vande Bharat Trainsets. The trains were officially commissioned in February 2019.

Vande Bharat 2.0

Building on the success of the first Vande Bharat, Indian Railways introduced the second version of Vande Bharat, which incorporates enhanced safety features and improved passenger amenities.
On 21 January 2021, Medha Servo Drives Ltd. secured a contract worth INR 2,211 crore from the railways to manufacture 44 Vande Bharat trains, each comprising 16 coaches. The first trainset of the Vande Bharat 2.0 version was flagged off by Prime Minister Shri Narendra Modi on September 30, 2022, traveling from Gandhinagar to Mumbai.

vande bharat sleeper train 1755426851819

Vande Bharat 3.0

The sleeper version of the Vande Bharat train series marks a new milestone for Indian Railways, which is designed for enhanced comfort on long-distance journeys.
The Vande Bharat 3.0 model is designed with features such as automatic doors, ultra-comfortable berths, on-board WiFi & an aircraft-like design. The 16-coach rake consists of 1 First AC, 4 AC 2-tier, and 11 AC 3-tier sleeper coaches, designed to accommodate over 1,100 passengers.

Vande Bharat Sleeper Trains: A New Era of Comfort and High-Speed Mobility

Indian Railways is undergoing a paradigm shift in its pursuit of modern, high-speed, and passenger-centric mobility solutions. The Vande Bharat Sleeper trains 3.0 have been engineered for long-haul overnight journeys, combining speed, safety, and comfort with globally benchmarked design standards. The sleeper variant of the Vande Bharat series is designed to redefine overnight journeys for millions of travelers. Built under the Make in India initiative, the Vande Bharat Sleeper trains reflect India’s engineering prowess and its dedication to redefining the future of rail travel.

Vande bharat Sleeper Coaches Concept Image 02

Vande Bharat Sleeper Trains: From Concept to Prototype

On 23 May 2023, BEML secured a ₹675-crore contract from the Integral Coach Factory (ICF), Chennai, to manufacture the first 10 Vande Bharat Sleeper trainsets.

On 1 September 2024, the Hon’ble Union Minister for Railways, Shri Ashwini Vaishnaw, flagged off India’s first Vande Bharat Sleeper trainset at BEML’s Bangalore rail complex. A team of engineers from ICF was responsible for the design of the sleeper version, while the rake was manufactured by BEML, a public sector enterprise previously known as Bharat Earth Movers Limited.

In October 2024, the Integral Coach Factory (ICF) unveiled the prototype of the Vande Bharat Sleeper rake in Chennai. ICF completed manufacturing of India’s first Vande Bharat Sleeper Train set on 17 December 2024.

Vande Bharat Sleeper Train Trial Runs and Achievements

1. Early Field Trials

The Vande Bharat Sleeper prototype completed a two-day field trial between Khajuraho and Mahoba in Uttar Pradesh on 21 and 22 December 2024. The train achieved speeds of 115 km/h on the first day and 130 km/h on the second day.

2. 28 Days Trials by RDSO

The sleeper version of the Vande Bharat train completed a comprehensive 28-day trial run conducted by the testing team from Lucknow-based Research Designs and Standards Organisation (RDSO), with trials concluding on January 15, 2025.

The trials included oscillation tests at speeds of up to 115 km/h in the Jhansi division of North Central Railway (NCR) and up to 180 km/h in the Kota division of West Central Railway (WCR).

The Brake performance trials were conducted in the Kota division at 160 km/h under various conditions, including dry and wet conditions, to assess emergency braking distances.

For the first time, coupler force trials were conducted in the Kota division at a speed of 160 km/h to assess the maximum forces experienced by the couplers during various braking and acceleration modes.

Finally, confirmatory run trials were conducted between Ahmedabad and Mumbai at 130 km/h, covering an extended distance of approximately 1,000 km to assess overall performance.

Vande Bharat Sleeper Train Successfully Reaches 180 km/h During Trials

The Vande Bharat Sleeper Train successfully achieved a top speed of 180 km/h during a series of trial runs. These trials were carried out in a fully loaded condition to evaluate performance, stability, and operational efficiency at high speeds.

Note: The Vande Bharat sleeper train prototype has completed multiple trials, including rigorous speed and safety tests, but the launch of the train was delayed after the Integral Coach Factory (ICF) identified over more than 73 design and technical issues, particularly related to safety, Although these issues have been addressed by BEML but the train is still awaiting final approval from the Commissioner of Railway Safety (CRS) before it can be commissioned for passenger service.

Specification of Vande Bharat Sleeper Train

1. Passenger Experience and Onboard Comfort

Improved Air Conditioning: The Vande Bharat Sleeper Train features an advanced air conditioning system with precise temperature control throughout all coaches, ensuring optimal comfort in any weather condition.

Oxygen Level Maintenance System: The train features an advanced oxygen level maintenance system that continuously monitors and optimizes air quality, ensuring a healthier and more comfortable journey.
Redesigned Toilets: The train features modern touch-free bio-vacuum toilets with automated water flow and high-efficiency sanitation, designed for superior hygiene and full accessibility for differently-abled passengers

New-Generation Seating & Sleeper Berths: Ergonomically designed seats and sleeper berths feature premium cushioning, offering long-distance comfort. They are equipped with adjustable reading lights, personal USB ports, and optimized luggage space for added convenience.

Onboard Wi-Fi: The train offers high-speed onboard Wi-Fi, keeping passengers connected throughout their journey

2. Facilities for Crew and Operators

Dedicated Loco Pilot Cabins: The train features ergonomically designed loco pilot cabins that reduce physical strain and fatigue during extended operating hours.
Driver Restrooms: The train provides separate, well-equipped restroom facilities for drivers, ensuring their comfort, hygiene, and convenience during long journeys.

3. Safety Systems and Performance Features

KAVACH System: The Vande Bharat Sleeper Train is equipped with the indigenous KAVACH Automatic Train Protection system, which prevents collisions by automatically controlling speed and braking.

Fire Safety & Emergency Measures: The Vande Bharat Sleeper Train features advanced fire safety measures, including automatic detection systems, smoke alarms, and extinguishers in all coaches. Additionally, the train complies with the EN 45545 HL3 fire safety standard, featuring a fire barrier wall for added protection.

Regenerative Braking System: The Vande Bharat Sleeper Train uses a regenerative braking system that recovers energy during deceleration, improving efficiency while ensuring safe braking.

Key Vande Bharat Sleeper Train Manufacturing Contracts

Manufacturer / JV	Contract Details	No. of Train Sets / Coaches
RVNL-TMH ( Kinet Railway Solutions)	₹35,000 Cr – 36,000 Cr contract + 35 years maintenance	120 train sets
BHEL-Titagarh	Rs 9,600 crore contract + 35 years maintenance	80 Trainsets
BEML	Rs 675 crore	10 Trainsets

Contract Revisions and Updates

Indian Railways has revised its ₹ 58,000 crore contract for Vande Bharat sleeper trains. Initially, the contract covered the manufacturing and supply of 200 trains with 16 coaches each. Under the new plan, each train will have 24 coaches, while the total number of trains has been reduced to 133.

Contract for 120 Vande Bharat: In March 2023, RVNL-TMH ( Kinet Railway Solutions) bagged a contract to supply & manufacture 120 Vande Bharat Sleeper Trains. However, the joint venture will now supply 80 Vande Bharat Trains instead of 120. Now, each train will have 24 coaches instead of the original 16 coaches.

Contract for 80 Vande Bharat: Bharat Heavy Electricals Ltd (BHEL) and Titagarh Wagons bagged the contract to supply 80 Vande Bharat Sleeper trains. The price for each train is set at Rs 120 crore, resulting in a total contract value of Rs 9,600 crore. Under the revised terms, the consortium will now supply 53 trains instead of 80.

Vande Bharat Sleeper Train Rollout Plan as per Revised Contracts
Manufacturer	Configuration	No. of Trainsets	Status
RVNL-TMH ( Kinet Railway Solutions)	24 Coaches	80	The JV will roll out the prototype by June 2026
BHEL-Titagarh	24 Coaches	53	The JV will roll out the prototype by June 2026
BEML	16 Coaches	10 Trains	Commissioning is delayed due to safety Issues.

Alstom & Medha to Supply Propulsion System for 50 Rakes

On 17th December 2024, Indian Railways placed a major order for propulsion electric systems for 50 rakes of the 24-car Vande Bharat Sleeper Train Sets. This order has been allocated to two prominent Indian manufacturers, with an expected delivery timeframe of 24 months.

M/s Medha will supply propulsion systems for 33 rakes
M/s Alstom will supply propulsion systems for 17 rakes

Delhi–Howrah Route to Get Vande Bharat Sleeper

Indian Railways is planning to commission the Vande Bharat Sleeper train on the Delhi–Howrah Route. The Vande Bharat Sleeper train will be the third premium train on this route after the Rajdhani Express and Duronto Express. The Delhi-Howrah Sleeper train will cover a distance of 1449 km in under 15 hours.

Conclusion

The Vande Bharat Sleeper train marks a defining milestone in India’s pursuit of modern, efficient, and passenger-centric rail travel. With its advanced features and modern design, the Vande Bharat sleeper stands as a symbol of Indian Railways’ transformation and the nation’s engineering progress. The prototype of the Vande Bharat Sleeper was designed by ICF and manufactured by BEML, which was unveiled in October 2024. The Vande Bharat Sleeper train successfully achieved a top speed of 180 km/h during extensive trial runs, demonstrating its capability to deliver high-speed, stable, and comfortable overnight travel while setting new benchmarks for long-distance rail journeys in India. Nearly ₹58,000 crore worth of contracts have been awarded to major firms for the supply and manufacturing of the Vande Bharat Sleeper train, which highlights India’s industrial prowess and reinforces its commitment to the “Make in India” initiative. Once operational, it will not only enhance overnight journeys but also pave the way for India’s future in high-speed rail travel.

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MPMRCL MD Inspects Indore Metro’s Priority Corridor

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Staff Reporter

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23/10/2025

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MPMRCL MD Inspects Indore Metro’s Priority Corridor

INDORE (Metro Rail News): The Indore Metro project advanced as Managing Director Mr. S. Krishna Chaitanya, IAS, conducted a comprehensive inspection of the ongoing works along the priority corridor of Indore Metro.

During the visit, Managing Director Mr. S. Krishna Chaitanya reviewed construction progress with officials and contractors, emphasizing timely completion and adherence to quality standards.

The Phase 1 of Indore Metro consists of one metro corridor (Yellow Line). The Yellow Line of Indore Metro spans 33.53 km connecting Palasia – Railway Station – Rajwara – Airport – Bhawarsala – MR10 – Palasia (Ring Line).

Recently, the Asian Development Bank (ADB) also approved a $190 million loan for the Indore Metro Rail Project. To know more about this news: Click Here.

Furthermore, Madhya Pradesh Metro Rail Corporation (MPMRCL) also conducted successful trials run between SC03 Station and Malviya Nagar Chauraha Station of Yellow Line earlier in this month.

To get real-time updates on metro and railway tenders, join our WhatsApp Community:https://chat.whatsapp.com/GP8MIGQ7fP6Eapgbm3d8og?mode=ems_copy_c

Building on a decade of trust, Metro Rail News is pleased to announce the Metro Rail News Awards to recognise organisations and leaders for their outstanding contributions to the rail transit industry. The awards will be presented across 30+ categories, with the ceremony scheduled for 12 December in New Delhi.

Get Recognised for Your Contribution & Innovations – Nominate Now

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DFCs and the Future of Indian Logistics: Insights from Shri Praveen Kumar, MD, DFCCIL

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Staff Reporter

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22/10/2025

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Metro Rail News conducted an exclusive interview with Shri Praveen Kumar, Managing Director, DFCCIL. In this discussion, Shri Kumar shared insights into the transformative role of Dedicated Freight Corridors (DFCs) in strengthening India’s logistics sector. He highlighted the operational performance of the corridors, their current freight-handling capacity, and the efficiency gains being achieved through dedicated infrastructure. Shri Kumar also elaborated on innovative initiatives such as “Trucks on Train,” which aim to decongest highways, reduce emissions, and enhance multimodal freight movement. This approach not only supports environmental sustainability but also contributes to improved utilisation of road infrastructure. Furthermore, he emphasised the potential of DFCs to reduce India’s logistics costs to below 10% of GDP, aligning with the national objective of building a more competitive and efficient freight ecosystem. Here are the edited excerpts:

1.You have been associated with the Dedicated Freight Corridors for over a decade. How would you describe the journey of DFCs from conceptualisation to the current stage? What are the milestones that DFCCIL has achieved under your leadership?

I have been associated with DFCCIL for over a decade. I have witnessed and contributed to the remarkable journey of Dedicated Freight Corridors (DFCs) from the visionary concept to the near completion of sophisticated freight infrastructure that is revolutionising India’s logistics landscape. The journey, marked by persistent efforts to overcome challenges related to land acquisition, complex project execution, and stringent procurement procedures, has been both demanding and rewarding.

While working for DFCCIL, I have crossed several critical milestones that underscore DFCCIL’s commitment and capability to deliver large-scale railway infrastructure projects. One of the hallmark achievements has been the commissioning of the Rewari-Dadri section, a strategic link that connects the Western and Eastern Dedicated Freight Corridors, effectively integrating these two major freight arteries into a cohesive national network.

In the past year, 37 Road Over Bridges (ROBs) were completed to ensure safe and smooth traffic flow along the corridors. A significant milestone was the breakthrough of the Kundevahal Tunnel, the last major segment of the JNPT-Vaitarna section, scheduled for completion by December 2025.

New Pirthala yard modification, the largest on the DFC network, featuring advanced interlocking and integration with key railway corridors, has set a new benchmark in freight yard modification. The Gati Shakti Cargo Terminal at Gothangam, operated by Emirates Logistics, marked a successful public-private partnership to boost freight handling. Another major step was the inauguration of the New Sanjali GCT in Gujarat, the first terminal built on private land under the Gati Shakti Policy. These developments highlight DFCCIL’s focus on expanding capacity, improving efficiency, and fostering innovation in freight logistics. Throughout my tenure, I have strived to ensure these projects not only meet but surpass safety, quality, and operational efficiency standards, recognising that the infrastructure we build today will drive India’s freight economy and industrial growth for generations. The journey of DFCs exemplifies a convergence of visionary planning, technical excellence, and meticulous execution, supported by a skilled, motivated workforce and robust stakeholder engagement.

2.You have extensive experience in railway infrastructure. What is your long-term vision for DFCCIL and its role in transforming freight movement in India?

As Managing Director of DFCCIL, with over three decades of extensive experience in railway infrastructure, my long-term vision for DFCCIL centers on transforming India’s freight transportation landscape into a world-class, efficient, and sustainable network that underpins the nation’s economic growth and global trade aspirations. Having been deeply involved in every phase of multiple mega railway infrastructure projects from conceptualization to commissioning, I understand the complex challenges and immense opportunities inherent in creating dedicated freight corridors of this scale.

I envision DFCCIL to be the pioneer in integrating cutting-edge technologies, advanced project management practices, and digital innovation to optimize operations and maintenance. Our corridors will incorporate multimodal connectivity, linking ports, industrial hubs, and consumption centers with seamless logistics solutions. This holistic infrastructure delivery will reduce logistics costs, improve supply chain reliability, and support the Make in India and Atmanirbhar Bharat initiatives.

3.Could you please reflect on the current freight carrying capacity of EDFC and WDFC, and what proportion of the nation’s railway freight movement do they currently handle?

Praveen Kumar: The Eastern Dedicated Freight Corridor (EDFC) and Western Dedicated Freight Corridor (WDFC) together span a total corridor length of 2,843 kilometers, of which 2,741 kilometers have been commissioned so far. The EDFC is fully commissioned, covering 1,337 kilometers from Ludhiana to Sonnagar, enabling seamless freight movement across this vital route. The WDFC has commissioned 1,506 kilometers from Dadri to Jawaharlal Nehru Port Trust (JNPT), with only about 102 kilometers remaining, which is scheduled for completion by December 2025.

Together, these corridors currently carry over 13% of the nation’s total railway freight while only accounting for about 4% of the total railway network. This disproportionate contribution demonstrates the immense capacity and efficiency gains achieved through the dedicated freight corridor model.

The operational performance of DFCs has also been robust. In August 2025 alone, 11,706 trains ran on the corridors, averaging 386 trains per day. From April 1 to August 31, 2025, the DFC network successfully operated 58,985 trains, demonstrating its reliability in handling high volumes of freight.

The performance metrics further reinforce this success. In August 2025, the corridors recorded a Gross Tonne Kilometre (GTKM) of 16,572 million tonne-km, while the cumulative GTKM from April to August stood at 82,950 million tonne-km. Similarly, the Net Tonne Kilometre (NTKM) performance reached 9,214 million tonne-km in August, with a cumulative 46,320 million tonne-km achieved over the five-month period.

4.How have the operational sections of the DFCs impacted freight efficiency, cost reduction, and reliability for Indian Railways so far?

The operational sections of the Dedicated Freight Corridors (DFCs) have significantly reduced logistics costs for Indian Railways and the overall economy. By providing dedicated, high-capacity, and high-speed freight routes, the DFCs have halved transit times in key corridors, allowing faster movement of goods and improved supply chain efficiency. This efficiency translates directly into lower freight charges and reduced overall logistics costs, a critical objective aligned with the National Logistics Policy’s goal to reduce logistics costs from 14-15% of GDP toward a sustainable target of below 10%.

The DFCs have also played a pivotal role in decongesting rail routes traditionally shared by freight and passenger trains. By shifting heavy freight movement to these specialized corridors, passenger train punctuality and reliability have improved significantly. The reduced congestion on existing lines further enhances Indian Railways’ overall operational efficiency.

In terms of reliability, the DFCs have enabled the provision of scheduled maintenance blocks in the Indian railway network by shifting freight traffic from Indian railway routes to these specialised freight corridors. These planned maintenance blocks ensure improved reliability of railway assets, enhancing safety in operations.

5.In terms of economic benefits, what measurable impact do you foresee DFCs will have on India’s logistics sector and industrial growth in the next 5–10 years?

The Dedicated Freight Corridors (DFCs) are set to bring profound and measurable economic benefits to India’s logistics sector and industrial growth over the next 5 to 10 years. By providing specialized, high-capacity freight routes that separate goods movement from passenger traffic, DFCs dramatically improve supply chain efficiency. This leads to significantly reduced transit times and freight costs, which are projected to lower commodity prices. Such cost savings enhance the competitiveness of Indian manufacturers and exporters, making Indian goods more attractive in global markets.

Furthermore, the corridors stimulate regional economic development, especially in previously underdeveloped areas. Integrated connectivity along the DFCs attracts investments in manufacturing clusters, logistics parks, and related industries, generating employment and fostering inclusive growth. The presence of state-of-the-art infrastructure like Gati Shakti Cargo Terminals ensures seamless multimodal transport solutions, reducing delays and enhancing cargo handling capabilities.

The DFCs also play a vital role in boosting India’s export-import capacity by connecting key port terminals more efficiently to the hinterland, thereby accelerating international trade flows.

6.What role will DFCs play in the government’s vision of reducing logistics costs to single digits as a percentage of GDP?

The Dedicated Freight Corridors (DFCs) are playing a pivotal role in achieving the government’s vision of reducing logistics costs to single digits as a percentage of GDP. Traditionally, India’s logistics costs have been around 14-15% of GDP, significantly higher than those of developed economies. DFCs will specifically help lower logistics costs to under 10% of GDP by creating a more efficient, reliable, and high-capacity freight transport ecosystem. By providing exclusive, high-speed freight routes separate from passenger traffic, DFCs drastically reduce transit times, fuel usage, and delays, directly cutting down transportation and inventory holding costs for businesses. The ability to run longer, heavier, and double-stack container trains means more goods can be moved per trip, significantly improving operational efficiency and cost-effectiveness.

DFCs also encourage a modal shift of freight from road to rail, which is not only cheaper but also reduces road congestion and wear-and-tear costs on highways. Integration with multimodal logistics parks and last-mile connectivity further streamlines cargo handling and reduces overheads. Electrification of the corridors enables energy-efficient train operations, which lowers fuel costs and emissions.

Additionally, the government initiatives like PM Gati Shakti and the National Logistics Policy complement DFCs by enhancing multimodal connectivity, enabling integrated logistics data platforms, and reducing procedural bottlenecks such as clearance delays and paperwork. Together, these efforts reduce wastage, improve supply chain transparency, and boost the competitiveness of Indian products.

7.How is DFCCIL integrating sustainability in its operations, particularly in terms of energy efficiency and emission reduction?

DFCCIL is deeply committed to integrating sustainability into every aspect of its operations, with a focus on energy efficiency and emission reduction as a core strategic priority. Central to this commitment is DFCCIL’s ambitious mission to achieve net-zero carbon emissions by 2030, aligning with India’s broader climate goals. This mission drives extensive efforts across corridor design, construction, and operations to minimise ecological footprints and advocate for railways as the most environmentally friendly freight transport mode.

Energy efficiency is being pursued through the complete electrification of the Dedicated Freight Corridors (DFC), which enables the use of electric traction that is far more efficient and cleaner compared to diesel alternatives. DFCCIL actively promotes renewable energy adoption, including solar power installations at its operation control centres at both corridors to offset energy consumption from conventional sources.

Emission reduction benefits are substantial, as DFCs enable a modal shift from road to rail, which is more energy-efficient and emits significantly fewer greenhouse gases per ton-kilometer of freight moved. By increasing freight volumes on electric corridors designed for high axle loads and double-stack containers, DFCCIL is reducing the number of trucks on roads, cutting congestion and vehicular emissions in urban and rural areas. For example, innovative service offerings such as the Trucks-on-Train (ToT) initiative on the Western Dedicated Freight Corridor (WDFC) are redefining sustainable freight transport. By shifting freight movement from road to rail, ToT significantly reduces carbon emissions—from 64 gms of CO₂ per Net Tonne Kilometre (NTKM) on road to just 28 gms on rail. Each ToT operation effectively removes nearly 45 trucks from highways, thereby alleviating road congestion and enhancing overall traffic safety. Beyond its environmental and decongestion benefits, the service also delivers substantial time savings, reducing transit duration from 24–26 hours by road to just 10–12 hours by rail.

Beyond infrastructure, DFCCIL embeds sustainability in corporate governance through rigorous environmental management systems, social responsibility engagement, and implementation of Global Reporting Initiative (GRI)-compliant sustainability practices. This includes community development, biodiversity conservation, waste management, and water stewardship along the corridors.

8. The 519 km Sonnagar–Dankuni stretch of EDFC is proposed to be developed under the PPP model. In this context, what opportunities do you see for public-private partnerships (PPPs) in the expansion and operation of DFCs?

The Sonnagar–Dankuni stretch of the Eastern Dedicated Freight Corridor (EDFC), spanning 519 kilometers, was initially proposed to be developed under the Public-Private Partnership (PPP) model. This approach aimed to leverage private sector participation for faster project delivery, innovation, and efficient operation. However, after careful consideration and evaluation of various factors, the decision has been made to shelve the PPP model for this particular stretch. The project’s development and operational responsibilities have now been shifted back under the direct purview of the Railway Board.

9. What are DFCCIL’s plans for increasing axle load capacity on the Dedicated Freight Corridors, and how will this upgrade impact freight efficiency and wagon design?

DFCCIL has increased axle load capacity on the Dedicated Freight Corridors from the initially designed 25 tonnes to 32.5 tonnes. This upgrade is a significant enhancement compared to the conventional Indian Railway network’s existing axle load of around 22.9 tonnes. The infrastructure, including track, bridges, and formation, has been constructed and strengthened to support these heavier loads at higher speeds, enabling the running of long, heavy trains efficiently.

The increase to 32.5-tonne axle loads will dramatically improve freight efficiency by allowing each wagon to carry substantially heavier loads, which reduces the number of trains required to move the same volume of cargo. Longer trains, some up to 1,500 meters in length, combined with higher axle loads, will increase throughput manifold on the corridors, accelerating goods movement and reducing congestion on other rail routes.

Wagon design will correspondingly evolve to accommodate these heavier loads, leading to more robust and durable rolling stock capable of sustaining higher stresses while maintaining safety and reliability. This demands innovations in materials, suspension systems, and braking technologies to ensure the upgraded wagons perform optimally at increased axle loads.

Ultimately, the axle load enhancement represents a leap toward world-class heavy haul freight rail operation, offering India a competitive edge through cost-effective, high-capacity, and rapid freight transportation, which supports the country’s expanding industrial and economic growth needs.

10.Beyond the Western and Eastern corridors, what is the current status of the new proposed DFCs?

Beyond the fully operational Eastern Dedicated Freight Corridor (EDFC) and the nearly completed Western Dedicated Freight Corridor (WDFC), with just 102 km of its length pending completion by December 2025, several new Dedicated Freight Corridors are in the planning and development stage. The Ministry of Railways has undertaken detailed project reports (DPRs) for three new corridors: the East-Coast Corridor (Kharagpur to Vijayawada), the East-West Corridor (Palghar-Bhusawal-Nagpur-Kharagpur-Dankuni and Rajkharsawan-Kalipahari-Andal), and the North-South Sub-corridor (Vijayawada-Nagpur-Itarsi). These DPRs are currently under examination, and these corridors are yet to receive formal sanction.

While the Eastern and Western corridors handle the bulk of current freight volumes and operational traffic—more than 400 trains running daily—the introduction of new corridors will alleviate pressure on existing routes, and drive sustained growth in rail-based logistics in the coming years.

11.How do you see the role of global funding agencies like JICA and the World Bank in the success of DFC projects?

Global funding agencies like the Japan International Cooperation Agency (JICA) and the World Bank have played a crucial role in the success of Dedicated Freight Corridor (DFC) projects in India. Their financial support has been instrumental in facilitating the construction and modernization of these high-capacity freight networks. JICA has been the primary financier for the Western Dedicated Freight Corridor (WDFC), providing concessional loans that have enabled the development of critical infrastructure spanning from Delhi to Mumbai.

Similarly, the World Bank has been a key partner in financing the Eastern Dedicated Freight Corridor (EDFC), supporting multiple phases of its development. Their involvement encompasses not just funding but also technical expertise, capacity building, and implementation oversight. The World Bank’s financial packages have helped expand India’s freight capacity while ensuring adherence to global best practices in environmental and social standards.

Beyond funding, both agencies contribute to strengthening institutional capacity within DFCCIL by promoting transparency, project management excellence, and sustainability frameworks. Their support aligns with India’s goals of fostering regional economic development, reducing greenhouse gas emissions through cleaner rail transport, and enhancing freight logistics efficiency.

12. What message would you like to convey to the readers of Metro Rail News?

I would like to emphasize the transformative impact that Dedicated Freight Corridors (DFCs) are having on India’s freight logistics sector. DFCs have significantly increased the contribution of rail freight to the country’s overall logistics ecosystem by enabling faster, safer, and more efficient transportation of goods. Innovative services like “Trucks on Train” offer seamless integration between road and rail, allowing cargo to move efficiently over long distances while retaining the flexibility of last-mile trucking. High-speed small cargo services complement freight operations, catering to time-sensitive shipments.

The introduction of double-stack container trains on the Western Dedicated Freight Corridor (WDFC) has dramatically boosted container handling capacity, while the Eastern DFC’s design accommodates heavy-haul trains with higher axle loads, enabling the transport of larger volumes with fewer trips.

DFCs act as catalysts for building integrated, multimodal logistics networks that connect industrial hubs, ports, and cargo terminals seamlessly. This integration not only optimises freight movement but also improves supply chain reliability and transparency. Ultimately, the growth of the DFC network is positioning India’s freight logistics sector to meet future economic demands with world-class infrastructure, contributing significantly to national GDP growth, regional development, and environmental sustainability.

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Bhopal Metro: Addressing Infrastructure Deficit and Urban Transport Demand in Madhya Pradesh

By

Staff Reporter

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22/10/2025

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About Bhopal

Bhopal, the capital city of Madhya Pradesh, is recognised as the 16th largest city in India and is notable for its rich history and cultural diversity. Established by the Parmara King Bhoj during the 11th century, the city exhibits a wide range of both natural and artificial lakes. As a pivotal hub within Madhya Pradesh, Bhopal is home to numerous research and educational institutions of national significance, including the Indian Institute of Science Education and Research (IISER) and the Maulana Azad National Institute of Technology (MANIT). Additionally, the city hosts a diverse array of industries, encompassing sectors such as automobile manufacturing, textiles, pharmaceuticals, and electrical appliances. Bhopal is one of the greenest cities in India, which reflects the city’s commitment to sustainability.

Urban Growth and the Demand for Metro Transit in Bhopal

Bhopal has experienced remarkable growth over the past few decades. This growing urbanization led to some major challenges in the city that put immense pressure on the city’s existing transport infrastructure. Some of the key challenges faced by the city have been mentioned below:

Rapid Urbanisation: Bhopal has experienced a consistent and steep rise in population, growing from fewer than 100,000 residents in 1950 to over 2.5 million by 2025. This potential growth started to put strain on the city’s infrastructure, particularly the transport infrastructure. As the city continued to expand, the need for a more efficient and sustainable transport solution became urgent.

Bhopal Population Total Population By Year 2025 08 05 12 47 1

Dependence on Personal Vehicles: Bhopal has witnessed a significant surge in the number of private vehicles, particularly two-wheelers and cars. As per the data provided by the Transport Department in the MP Assembly on February 25, there are a total of 1,507,613 vehicles in Bhopal.

Vehicle	Total Number
Two-Wheelers	1,080,556
Four-Wheelers	290,272
Total Vehicles	1,507,613

This growing dependence on private modes of transport has led to increased traffic congestion, pollution, and pressure on urban infrastructure. The metro system will ease congestion and pollution by reducing dependence on private vehicles.

Traffic Congestion in Bhopal: Bhopal faces severe traffic congestion, especially during peak hours, due to the overwhelming number of private vehicles on the roads. The lack of efficient public transportation forced the citizens to rely heavily on personal vehicles. The introduction of the metro system will alleviate the traffic congestion in the city.

Bhopal Metro: From Congestion to Connectivity

May 2013: Rohit Associates Cities & Rails Pvt. Ltd. was appointed to prepare the master plan for the Bhopal Metro Project. The master plan proposed a 105 km network with 6 corridors for Bhopal Metro, out of which Lines 2 & 5 were identified for Phase 1.

December 2016: The State Government approved the Detailed Project Report (DPR) for Phase 1, covering a route length of 27.90 km.

October 2018: The Central Government approved the DPR of Phase 1 with a route of 27.90 km

January 2019: Construction work for Phase 1 of the Bhopal Metro officially commenced.

September 2019: The Chief Minister of Madhya Pradesh laid the foundation stone of the Bhopal Metro and named it Bhoj Metro, in honor of Parmar King Bhoj.

Bhopal Metro: Paving the Way for Modern Urban Transit

Overview

The Bhopal Metro, also known as Bhoj Metro, is an under-construction Mass Rapid Transit System (MRTS) for the city of Bhopal. The project is being managed and operated by Madhya Pradesh Metro Rail Co. Limited (MPMRCL). Phase 1 of the Bhopal Metro comprises two corridors, featuring a total of 28 stations. Phase 1 is projected to become operational by the year 2027.

Bhopal Metro Phase 1
Corridor	Route	Length	Total No. of Stations
Line-2 (Orange Line)	Karond Circle – AIIMS	14.99 km	16 Stations
Line-5 (Blue Line)	Bhadbhada Square – Ratnagiri Tiraha	12.91 km	14 Stations

Funding Mechanism of Bhopal Metro

The Bhopal Metro Project is estimated to cost Rs. 6941.40 crores.

Loans from International Agencies

The project will be financed through a 400 million euro loan from the European Investment Bank (EIB) signed on December 20, 2019, and an official development assistance (ODA) loan from the Asian Development Bank (ADB).

Financial Support From the Government

In the fiscal year 2024, the Union Ministry of Housing and Urban Affairs approved Rs 882 crore for the Bhopal Metro with an increase of Rs 269 crore from last year’s budget.

Till now, the Union government has allocated Rs 2239 crore for the Bhopal metro, including this fiscal year.

Rolling Stock for the Bhopal Metro Project

In May 2022, Alstom bagged the Bhopal Metro’s rolling stock contract from MPMRCL. The contract included the supply and manufacture of 27 trainsets (81 coaches) for the Bhopal Metro Rail Project.

In March 2023, Alstom started the manufacturing of train sets in Savli, Gujarat. In September 2023, Alstom delivered the 3-coach train set for the Bhopal Metro at Subhash Nagar Depot.

Alstom Rolling Stock Production Bhopal Indore Metro Project 2

Key Specification

Authorized Authority	Madhya Pradesh Metro Rail Co. Limited (MPMRCL)
Speed and Track	Top Speed: 80 kmph
	Average Speed: 34 kmph
	Track Gauge: Standard Gauge – 1435 mm
Electrification	750 V DC Third Rail
Signalling	Communications-Based Train Control (CBTC)
Project Cost	Rs. 6941.40 crores ( Approx)
Estimated Ridership	2.20 lakh/day (2027)

Contractor’s List

Contract	Contractor
Preparation of a Detailed project report (DPR) of Bhopal Metro	Rohit Associates Cities & Rails Pvt.Ltd
Package-01: Construction of Line-2’s 6.225 km viaduct from AIIMS to Subhash Nagar, including entry/exit viaduct to the depot.	Dilip Buildcon Ltd.
BH-04: Construction of 3.39 km underground twin tunnels and 2 underground stations at Bhopal Junction Station and Nadra Bus Stand.	KPIL – Gulermak JV
BH-07: Ballastless Track (BLT) of Standard Gauge at Elevated and Underground sections, along with Ballasted & Ballastless Track in Depot	Larsen & Toubro (L&T)
BH-IN-02: 156 Rolling Stock cars for Bhopal metros, including Signaling and Train Control and Telecommunication Systems	Alstom
BH-05: Construction of 12.91 km Blue Line’s viaduct and 13 elevated stations	Afcons Infrastructure
BH-03: Construction of elevated viaduct and 6 stations between Subhash Nagar – Aish Bagh Ramp and Sindhi Colony Ramp – Karond Circle	URC Construction (Lowest Bidders)
BH-06: Construction of Subhash Nagar Depot	KEC – SAM JV (Lowest Bidders)
BH-02: Construction of 8 elevated stations on Line-2 between AIIMS – Subhash Nagar	URC Construction (Lowest Bidders)
BH-IN-21: Detailed Design Consultant for E&M works at : IN-04 (5 elevated stations) and IN-O5 (7 underground stations) on Yellow Line	Ayesa India (Lowest Bidders)

Bhopal Metro Route Information

Operational	0 km
Under Construction	6.22 km
Approved	21.65 km
Proposed	77.13 km

Bhopal Metro Phase 1 Route

Line-2 (Orange Line): Karond Circle – AIIMS

Length: 14.99 km
Type: Elevated & Underground
Status: 6.225 km is under construction between AIIMS and Subhash Nagar
Depot: Subhash Nagar Underpass (Jinsi)
Number of Stations: 16
Station Names: Karond Square, Krishi Upaj Mandi, DIG Bungalow, Sindhi Colony, Nandra Bus Stand, Bhopal Junction, Aish Bagh Crossing, Bogda Pul (interchange), Shubhash Nagar Underpass, Kendriya Vidyalaya, DB City Mall, Sangam Cinema, Rani Kamlapati Railway Station, Habibganj Naka, Alkapuri Bus Stand, AIIMS

Recent Development on the Orange Line
Tunnel Segment Casting Begins
In March 2025, Kalpataru Projects International Ltd. (KPIL) – Gulermak JV started pouring concrete to cast the first batch of tunnel ring segments for the underground Package BH-04 of Orange Line. This tunnel ring segment will be utilised for constructing twin tunnels, which come under package BH-04.

2. Trial Runs
In March 2025, the MPMRCL successfully conducted an inaugural trial run from the Rani Kamlapati to AIIMS stations along the Priority Corridor of the Bhopal Metro project.

LLLine-5 (Blue Line): Bhadbhada Square – Ratnagiri Tiraha

Length: 12.91 km
Type: Elevated
Depot: Subhash Nagar Underpass (Jinsi)
Number of Stations: 14
Station Names: Bhadbhada Chauraha, Depot Chauraha, Jawahar Chowk, Roshanpura Chauraha, Kushabhau Thakre Hall, Parade Ground, Bogda Pul (interchange), Prabhat Chauraha, Govindpura, Govindpura Industrial Area, JK Road, Indrapuri, Piplani, and Ratnagiri Tiraha

Recent Development on Blue Line
1. Afcons Cast First Segment For Blue Line
In July, Afcons initiated the casting of segments at Anna Nagar Casting Yard for Package BH-05 of Blue Line. MPMRCL awarded the Rs 1006.74 crore Package BH-05 to Afcons Infrastructure in December 2024.

Proposed Routes

Line-1 (Green Line): Bairgarh – Awadhpuri

Number of Stations: 24
Station Names: Bairagarh, Bairagarh Stadium, Hemu Kalani, Hala Pura Bus Stand, Lal Ghati Square, Idgarh Hills, Collectorate, Cambridge School MG Hospital, Curfew Wali Mata Mandir, Kamala Park, Polytechnic Square, Roshanpura Square, TT Nagar Stadium, Mata Mandir, Jain Mandir, Sharda Mandir, Nutan College, Mansarovar Complex (Habibganj Station), Khushabhau Thakrey ISBT, Anna Nagar, Carmel Convent, Piplani Gurdwara Square, Mahatma Gandhi Square, Awadhpuri

Line-3 (Red Line): Bhauri Bypass (NH12 Junction) – Vasant Kunj Bus Stop

Number of Stations: 24
Station Names: Bhauri Bypass/NH12 Junction, Peepainer Village (Aerocity), Airport Road, Gandhinagar, Airport Tiraha, Manubhan Tekri, Lalghati Square, Idgarh Hills, Collectorate, Cambridge School MG Hospital, Curfew Wali Mata Mandir, Kamala Park, Polytechnic Square, Roshanpura Square, TT Nagar Stadium, Mata Mandir, Jain Mandir, Sharda Mandir, Nutan College, Mansarovar Complex (Habibganj Station), Habibganj Naka, 10 No. Square, Sai Board, Vasant Kunj Bus Stop.

Line-4 (Yellow Line): Ashok Garden Auto Stand – Mother Teresa School

Number of Stations: 21
Station Names: Ashok Garden Auto Stand, Krishna Campus, Railway Station, Jumerati Road, Curfew Wali Mata Mandir, Kamala Park, Polytechnic Square, Roshanpura Square, TT Nagar Stadium, Mata Mandir, MACT Square, Panchsheel Nagar Bus Stop, Ekant Park, Sahapura Lake, Bhoj University (Chunnabhatti), IIPM Sarvadham, Mansarovar School, CI Height Nayapura Bus Stop, Sanskar Marriage Garden, Bhairagarh Chichali, Mother Teresa School

Line-6 (Brown Line): Habibganj Naka – Mandideep

Number of Stations: 12
Station Names: Habibganj Naka, RRL, BU University, Bagsewania Bus Stop, Ashima The Lake City Mall, Sri Ram Colony, C21 Mall, Scope College (Bharopur), Regional 1 / NH-12, Harigangar Nagar, Regional 2, Mandideep.

Recent Developments on the Bhopal Metro Rail Project

1. Madhya Pradesh CM Inspects Bhopal Metro Project

In July 2025, Madhya Pradesh Chief Minister Mohan Yadav inspected the under-construction Bhopal Metro Project. The Chief Minister boarded a three-coach metro train and undertook a trial run from Subhash Nagar to AIIMS and from AIIMS to Rani Kamlapati Station.

The Chief Minister mentioned, “The Commissioner of Metro Rail Safety (CMRS) will soon inspect the metro works. Once the CMRS gives clearance, the priority corridor of the Bhopal Metro will be opened for public transport,”.

2. RDSO Completes Oscillation & EBD Trials for Rolling Stock

In July 2025, the Research Design and Standards Organisation completed Oscillation and Emergency Braking Distance (EBD) trials for the Bhopal Metro’s rolling stock, supplied by Alstom India. The trials were conducted within the time frame of July 9, 2025, to July 21, 2025. The trials took place between Nagar Metro Station and AIIMS Metro Station.

The Impact of the Bhopal Metro Rail Project

Connectivity to Key Landmarks

The Bhopal Metro Project will play a crucial role in strengthening the city’s connectivity by linking important destinations such as Habibganj Railway Station, ISBT, DB Mall, AIIMS, universities, and key residential clusters. The establishment of the metro system will enable residents to commute across different parts of the city with greater ease and in less time. This enhanced mobility will not only simplify daily commuting but also improve overall accessibility and convenience for the people of Bhopal.

Shifting Traffic Patterns

The rapid growth of Bhopal has led to a substantial rise in traffic congestion, mainly due to the increasing number of private vehicles on the roads. The Bhopal Metro Project will provide a fast, efficient, and reliable public transport system that will encourage people to shift from private vehicles to mass transit. By reducing the dependency on cars and two-wheelers, the metro will ease the pressure on road networks, reducing traffic congestion in the city.

Boost to Local Economies

The Bhopal Metro Project will stimulate the economic growth of the city by generating employment during its construction and operation phases. The introduction of the metro system will attract businesses and investments. In addition, metro stations are expected to become new commercial and retail hubs, and they will also influence real estate growth.

Cleaner, Greener Urban Mobility

The Bhopal Metro will promote sustainable urban mobility by providing a clean and eco-friendly alternative to conventional road transport. Reduced dependence on private vehicles will directly lower fuel consumption and cut emissions of harmful pollutants such as carbon dioxide. This transition will improve air quality and create a healthier environment for residents.

Conclusion

The Bhopal Metro is being built to improve the city’s transport system. As the city continues to expand, the metro will provide a reliable alternative to private vehicles, addressing critical challenges such as traffic congestion and rising pollution levels. The under-construction Phase 1 of the Bhopal Metro Rail Project consists of two corridors and is expected to become operational by 2027. The project is estimated to cost ₹6941.40 crores and is being financed through international loans along with funding from both the central and state governments. Once completed, it is projected to serve more than 2.20 lakh passengers daily and will improve access to major residential, commercial, and institutional hubs. The project highlights Bhopal’s focus on advancing infrastructure while ensuring sustainable growth for the future.

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Indore Metro: Strategic Infrastructure for a Growing Metropolitan Hub

By

Staff Reporter

-

22/10/2025

0

Introduction

Indore is the largest and most populous city in Madhya Pradesh, India, serving as the state’s commercial, educational, and financial hub. It has been recognised as India’s cleanest city for seven consecutive years. Located on the Malwa plateau at an altitude of 553 meters above sea level, Indore is positioned along the banks of the Saraswati and Khan rivers. Indore is also the largest metropolitan area in Central India.The city functions as a central business zone, with more than 1,000 factories and a major industrial area (Pithampur), which is known for its automotive and pharmaceutical manufacturing sectors.

Growing Population and the Need for a Metro System in Indore

Indore Population Total Population By Year 2025 08 11 14 38 1

Indore’s Total Population By Year

The metro area population of Indore has shown a remarkable and consistent rise since 1950, as reflected in the graph. From a modest figure of under 200,000 residents in 1950, the population has surged past 3 million by 2025. This rapid growth, especially over the past two decades, has placed immense pressure on the city’s infrastructure, road networks, and public transport systems.

The surge in population has led to an increase in the number of private vehicles in the city, resulting in severe traffic congestion, longer commute times, and escalating air pollution. These challenges underscore the pressing need for a modern, high-capacity transit system for the city.

Indore Metro: A New Era of Urban Mobility

Overview

The Indore Metro is an under-construction Mass Rapid Transit System (MRTS) designed to serve Indore. The project is being developed by the Madhya Pradesh Metro Rail Co. Limited (MPMRCL).

Phase 1 of the Indore Metro consists of one metro corridor (Yellow Line), which spans 33.53 km, connecting Palasia – Railway Station – Rajwara – Airport – Bhawarsala – MR10 – Palasia (Ring Line).

On May 31, Prime Minister Narendra Modi inaugurated the Super Priority Corridor of Indore Metro, which is a part of Indore Metro’s Yellow Line. The super priority corridor spans 6 km, featuring 5 stations.

Stations: Gandhi Nagar, Super Corridor 6, Super Corridor 5, Super Corridor 4, Super Corridor 3

Planning and Approval

The master plan for the Indore Metro was prepared by Rohit Associates, Cities & Rails Pvt. Ltd. It envisions a 94 km network consisting of four metro lines and two spurs crisscrossing the city. For Phase 1, the Yellow Line (Line-3), designed as a ring line, was chosen for implementation.

The Detailed Project Report (DPR) for Phase 1, spanning 33.53 km, was approved by the state government in December 2016 and by the Central Government’s cabinet in October 2018.

The Chief Minister of Madhya Pradesh laid the foundation stone for the project in September 2019. Construction work began in February 2019, and the project is expected to be completed by 2027.

Key Specification

Speed and Track	Top Speed: 80 kmph
	Average Speed: 34 kmph
	Standard Gauge: 1435 mm
Electrification	750 V DC Third Rail
Signalling	Communication-based Train Control (CBTC)
Estimated Daily Ridership	2.50 lakh/day (2027)
Estimated Cost	Rs.7500.80 crore

Alstom India delivers 1st trainset for Bhopla Indore Metro Project

Funding Mechanism of Indore Metro

The Indore Metro Rail Project will be financed partly from the Central Government and the State Government of Madhya Pradesh on an equal equity basis and partly as a loan from the Asian Development Bank (ADB) and the New Development Bank (NDB).

The total cost of the Project is estimated to be USD 1,200 million.

The NDB will finance USD 225 million, accounting for 18.8% of the total estimated cost. The Project is proposed to be co-financed with the Asian Development Bank under a parallel co-financing arrangement.

Source of Fund	Amount
New Development Bank	225 USD Million
Other Banks	250 USD Million
Counterpart Funds	725 USD Million

Rolling Stock for Indore Metro

In May 2022, Alstom secured the contract for the rolling stock of the Indore Metro from the Madhya Pradesh Metro Rail Corporation Limited (MPMRCL). The contract entails the supply and manufacturing of 25 trainsets, consisting of 75 coaches, for the Indore Metro Rail Project.

In March 2023, Alstom commenced the manufacturing of these trainsets at its facility in Savli, Gujarat. Subsequently, in August 2023, Alstom delivered a three-coach trainset for the Indore Metro.

In July 2025, Alstom delivered the 15th trainset for the Indore Metro Rail Project.

Alstom Rolling Stock Production Bhopal Indore Metro Project 1

Contactor’s List

Contract	Contractor
Detailed Project Report (DPR) Preparer	Rohit Associates Cities & Rails Pvt.Ltd
General Consultant (GC)	DB Engineering & Consulting GmbH – Geodata Engineering S.p.A. – Louis Berger Group JV
IN-02A/01: Construction of 5.29 km viaduct between ISBT/MR10 Flyover – Mumtaj Bag Colony	Dilip Buildcon Ltd.
IN-04: Construction of 5.2 km viaduct and 5 elevated stations between Shaheed Bagh – Palasia Chauraha	RVNL – URCC JV
IN-05R: Construction of twin tunnels (up & down by shield TBM), cut & cover, cross-passages with/without sump, ramps, and 7 underground stations	HCC – TPL Indore Metro JV
IN-08: Ballastless Track of Standard Gauge for the underground corridor and the Gandhi Nagar Depot	Texmaco Rail – ISC Projects JV
IN-09: Electrification – 750 V DC 3rd Rail, SCADA, Power Supply, RSS, TSS & ASS	Kalpataru Power Transmission (KPTL)
BH-IN-02: 156 Rolling Stock Cars for Bhopal & Indore metros, including Signaling and Train Control and Telecommunication Systems	Alstom Transport

Indore Metro Route Details

Operational	6 km
Under Construction	25.3 km
Approved	57.18 km

Phase 1

Yellow Line (Line-3): Palasia – Railway Station – Rajwara- Airport – Bhawarsala – MR10 – Palasia (Ring Line)

Length: 33.53 km
Type: Elevated & Underground
Status: 16.217 km is under construction between Gandhi Nagar – Mumtaj Bag Colony
Depot: Super Corridor
Number of Stations: 29
Station Names: Bhawarsala Square, MR 10 Road, ISBT / MR 10 Flyover, Chandragupta Square, Hira Nagar, Bapat Square, Meghdoot Garden, Vijay Nagar Square, Radisson Square, Mumtaj Bag Colony, Bengali Square, Patrakar Colony, Palasia Square, Indore Railway Station, Rajwada Palace, Chota Ganpati, Bada Ganpati, Ramchandra Nagar Square, BSF / Kalani Nagar, Airport, Gandhi Nagar Nanod, Super Corridor 6, Super Corridor 5, Super Corridor 4, Super Corridor 3, Super Corridor 2

Recent Development on the Yellow Line
Rail Vikas Nigam Ltd. and URC Construction (RVNL–URCC) Joint Venture has commenced the casting of box segments for Package IN-04. These segments will be utilized in constructing the viaduct that will link the elevated stations included in this package. In March 2024, RVNL–URCC secured Package IN-04 of the Indore Metro project from the MPMRCL at a value of Rs. 543 crore.
Stations: Shaheed Bagh, Khajrana Chauraha, Bengali Chauraha, Patrakar Colony, Palasia Chauraha

Indore Metro Proposed Lines

Line-1A: Sri Aurobindo Hospital – Collectorate office – Indore Bypass 1

Number of Stations: 18
Station Names: Sri Aurobindo Hospital, Bhawarsala Square, Sanwer Industrial Area, Ganesh Sham Colony, Banganga, Laxmibai Nagar Square, Mara Mata Square, Imli Bazar Chowk, Rajwada Palace, Collectorate Office, Indore Icchapur Rail Crossing, Tower Square, Bhawarkuan Square, Holkar University/IT Park, Rani Bagh, Limbodi, Ralamandal, Indore Bypass 1

Line-1B: Sri Aurobindo Hospital – Collectorate office – Regional Park (1B)

Number of Stations: 13
Station Names: Sri Aurobindo Hospital, Bhawarsala Square, Sanwer Industrial Area, Ganesh Sham Colony, Banganga, Laxmibai Nagar Square, Mara Mata Square, Imli Bazar Chowk, Rajwada Palace, Collectorate Office, Central Excise, Choithram, Regional Park

Line-2: Dewas Naka – Juni Indore – MHOW

Number of Stations: 28
Station Names: Dewas Naka, Niranjanpur Circle, Aranya Nagar, IDA Park, Vijay Nagar Square, Bhamori, Patni Pura/St Joseph Church, Malwa Mill Square, Raj Kumar Bridge, Indore Railway Station, Juni Indore, Collectorate Office, Mhow Naka, Dusshera Maidan, Annapuran Temple, Narmada Public School (Ring Road), Rajendra Nagar, Reti Mandi, IPS Academy, Shramik Colony, Indore Bypass-2, Pigdambar, Umariya, Maa Vaishanodevi Hospital, Haranyakheri / IIT Indore, Chinar Residency, MHOW

Line-4: MR9 – Indore Railway Station – Indore Bypass 4

Number of Stations: 16
Station Names: MR9, Convention Center, Lahiya Colony, Chandragupta Square, Sukliya, Nanda Nagar Main Road, Mazdoor Maidan, Rajkumar Bridge, Indore Railway Station, Chhavani, Sri Agrasen Maharaj Chowk, Navlakha Bus Station, Teen Imli, Babul Nagar, Musakhedi, Indore Bypass 4

Progress on Indore Metro Rail Project

1. MPMRCL MD conducts Trolley Trials

On August 6-7, Mr. S. Krishna Chaitanya, Managing Director of Madhya Pradesh Metro, conducted a trolley trial from SC-02 to Malviya Nagar and performed an on-site inspection at the Indore Metro Gandhi Nagar Depot and the Priority Corridor. He issued directives to ensure the timely completion of the ongoing work.

Impacts of Indore Metro

3. Streamlined Urban Mobility
The Indore Metro Project is designed to strengthen urban mobility by creating direct transit linkages between major nodes such as educational institutions, healthcare facilities, employment hubs, and commercial zones. By integrating these high-demand areas into a structured mass transit network, the system will facilitate predictable and time-efficient travel across the city.

2. Mitigation of Traffic Congestion
The commissioning of the Super Priority Corridor of the Indore Metro is expected to reduce vehicular load on arterial roads and intersections. The Indore metro system provides an incentive for modal shift from private vehicles to public transit by offering a high-capacity, reliable, and scheduled transport alternative, thereby contributing to more balanced traffic distribution within the urban road network.

3. Economic and Developmental Impact
The Indore Metro is anticipated to generate positive economic externalities by enhancing intra-city connectivity and improving accessibility to key commercial and industrial clusters. The project will not only support employment generation during construction and operations but also facilitate transit-oriented development (TOD) along the metro corridors, that will encourage investment in real estate, retail, and service sectors.

4. Ridership Concern

Ridership level remains a major concern for the Indore Metro project despite the launch of its super-priority corridor. The 5.9 km corridor began commercial operations on June 1, 2025, and carried 26,803 passengers on its first day. However, daily ridership dropped sharply to just 680 by July 1, which indicates a decline of 97.46%. This sharp decline in ridership raises concerns about the long-term sustainability of the project.

Conclusion

The Indore Metro outlines a transformative phase in the city’s urban development, aiming to address the challenges posed by rapid population growth and traffic congestion. The under-construction Indore Metro Project, developed by MPMRCL, marks a major step in modernizing the city’s urban transport. Phase 1 consists of one metro corridor, which spans 33.53 km. Recently, Prime Minister Narendra Modi inaugurated the Super Priority Corridor of Indore Metro in May 2025. The Indore metro project aims to improve connectivity and reduce traffic congestion in the city. However, challenges like fluctuating ridership levels remain a major concern for the authorities. Addressing these issues will be essential to ensure the long-term success and transformative impact of the Indore Metro on the city’s urban mobility.

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