Indian Railways’ Push for Safer Stations: Implementing Access Control Systems

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16/09/2025

Indian Railways/Representational Image — Representational Image

Indian Railways, the backbone of India’s transportation system, is recognised as the fourth largest railway network in the world. It operates a vast fleet of more than 13,000 passenger trains. These include 4,111 Mail and Express trains, 3,313 Passenger trains, and 5,774 Suburban trains, ensuring connectivity across urban, semi-urban, and rural regions.

While addressing the financial position of Indian Railways, the Railway Minister highlighted that despite the challenges posed during the COVID-19 pandemic, the system has regained financial stability. Nearly all operational expenses are now met through internal revenue sources. Key components of expenditure include staff costs of ₹1,16,000 crore, pensions for approximately 15 lakh pensioners amounting to ₹66,000 crore, energy expenses of ₹32,000 crore, and financing costs of ₹25,000 crore. The total expenditure currently stands at ₹2,75,000 crore, against a total income of around ₹2,78,000 crore, which reflects a balanced fiscal structure.

Overcrowding: A Persistent Challenge for Indian Railways

Despite being one of the largest and busiest railway networks in the world, Indian Railways continues to face the persistent challenge of overcrowding at stations. While the system has achieved significant milestones in connectivity, capacity, and financial performance, passenger congestion remains a major vulnerability that directly impacts safety and service quality.

Incidents of Stampedes in Indian Railways due to Overcrowding

New Delhi Railway Station Stampede: On February 15, 2025, the tragic stampede at New Delhi Railway Station resulted in at least 18 deaths and 15 injuries, which highlights the urgency for effective crowd control mechanisms. In response, Indian Railways has started implementing Access Control Systems (ACSs) as a modern solution to regulate passenger entry, minimise unauthorised access, and streamline movement within stations.

Elphinstone Road-Parel Station Stampede (2017): A stampede on a narrow foot overbridge during a heavy downpour in Mumbai’s suburban network claimed 23 lives.

Allahabad Railway Station Stampede (2013): During the Kumbh Mela, a stampede at the Allahabad (now Prayagraj) railway station resulted in 36 deaths. The tragedy was attributed to overcrowding and confusion, as people rushed to board trains

The Need for Implementing Access Control Systems at Railway Stations

The implementation of advanced ACS systems, similar to those already deployed in metro networks, can reduce the risk of accidents caused by overcrowding and play a crucial role in safeguarding passenger lives.

1. Passenger Safety and Crowd Regulation

ACS helps regulate the flow of passengers by controlling entry and exit points at stations. This reduces the risk of uncontrolled surges, prevents overcrowding on platforms, and minimises the chances of stampedes, particularly during peak hours or festival seasons.

2. Preventing Unauthorised Access and Ticketless Travel

One of the persistent issues in Indian Railways is ticketless travel, which affects both revenue and crowd management. During the year 2023-24, a total of approximately 2.16 crore passengers were detected travelling without a ticket across the Indian Railways. ACS ensures that only valid ticket holders can access platforms.

3. Faster and Efficient Passenger Throughput

Automated fare collection gates process passengers far more efficiently than manual ticket checks. By supporting QR-code tickets, smart cards, and mobile ticketing systems, ACS reduces long queues and congestion, particularly at high-volume stations.

4. Data-Driven Planning and Analytics

ACS generates valuable passenger flow data that can be analysed to predict demand patterns. Such insights enable railway authorities to optimise station design, allocate resources effectively, and plan train operations more efficiently. Additionally, the data collected by Automatic Fare Collection (AFC) gates can be continuously monitored in real time. In situations where passenger density begins to exceed safe limits, authorities can be alerted before the issue escalates, which allows them for a timely interventions to prevent overcrowding or potential stampede-like situations

6. Emergency Management Capabilities

In emergencies, ACS can be switched to “free flow” mode, enabling rapid evacuation without compromising safety.

7. Alignment with Global Best Practices

Metro systems within India and railway networks abroad, including those in Japan, the UK, and France, have successfully implemented ACS. Indian Railways’ adoption of similar systems brings its operations closer to international standards in safety and efficiency.

Indian Railways Launches Pilot Project to Implement Access Control System at 60 Stations

As per the PIB press release dated March 26, 2025, Indian Railways has initiated a pilot project to implement Access Control Systems (ACS) at 60 railway stations across the country. The move aims to address the persistent issue of overcrowding at stations, which has often led to tragic incidents in the past.

Key Features of the Pilot Project:

Complete access control will be initiated at the 60 stations.
Passengers with confirmed reserve tickets will be given direct access to the platforms.
Passengers without a ticket or with a waiting list ticket will wait in the outside waiting area.
All unauthorised entry points will be sealed.

Industry Role in Strengthening ACS Implementation

While Indian Railways has taken a decisive step toward addressing overcrowding through ACS, successful implementation at scale will require seamless technology integration, reliable hardware, and robust software solutions. In this context, industry players such as Aurionpro Toshi Automatic can contribute meaningfully. With proven expertise in access control technologies, digital fare collection systems, and passenger management solutions, Aurionpro Toshi Automatic is positioned to support Indian Railways in deploying ACS effectively across its stations. Their involvement can help ensure that the systems are technologically reliable, scalable, and aligned with the long-term objective of building a safer and more efficient railway network.

Proven Track Record of Aurionpro Toshi Automatic in Metro AFC Deployments

Noida Metro (2019): Aurionpro led the implementation of an open-loop Automated Fare Collection system, featuring QR-code tickets, RuPay contactless smart cards, and mobile ticketing, one of the first such systems in India.
Kanpur Metro Project: Aurionpro Toshi was selected by UPMRCL for the supply, installation, and 10-year support of NCMC-based AFC infrastructure, valued at near ₹140 crore.
Delhi Metro (2024): The company won a major contract to deliver AFC technology, including gates, validators, and card readers across multiple Phases of the system. These components are fully manufactured in India at Aurionpro’s Ghaziabad facility.

Mumbai Metro 2025: Mumbai Metropolitan Region Development Authority ( MMRDA) awarded Aurionpro the Automated Fare Collection (AFC) systems contract worth Rs. 250 Crores for Mumbai Metro’s Line 4 & 4A.

. Aligning with Make in India: Aurionpro Toshi is notably the first in India to have a contactless payment reader certified for RuPay QSPARC, along with their own issuance and acquiring platform.

Indigenous Manufacturing: The company currently operates three production facilities, with two additional units in the planning stage. This expanding domestic manufacturing capability plays a crucial role in reducing India’s dependence on foreign imports for critical public infrastructure.

Technological Self-Reliance: By combining Toshi’s manufacturing expertise with Aurionpro’s technology and software capabilities, the company has created an end-to-end solution for automatic fare collection. This means India now has a fully indigenous solution for its metro and railway AFC needs, rather than having to rely on foreign companies for both the hardware (gates) and the software (fare management systems).

Conclusion

Aurionpro Toshi Automatic is a practical example of how the Make in India initiative is being applied in the public transit sector. It reflects a gradual shift from dependence on foreign technology towards the development and implementation of indigenous solutions. The company contributes to reducing reliance on imports by providing domestically manufactured systems such as Access Control and Automatic Fare Collection, which can directly support projects like the pilot rollout of ACS at 60 railway stations. Furthermore, with its established production facilities and planned expansions, the company is equipped to meet larger demand requirements if Indian Railways decides to scale up this initiative nationwide.

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Mizoram Joins Rail Map of India with First Rail Link Inaugurated by PM Modi

By

Staff Reporter

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16/09/2025

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Bairabi–Sairang broad-gauge line Inaugurated

Prime Minister Narendra Modi inaugurated the Mizoram’s first railway link, the Bairabi–Sairang broad-gauge line on 13 September, outlining a landmark step in the state’s transport infrastructure.

The Bairabi–Sairang broad-gauge line spans 51.38 km and is completed at an estimated cost of ₹8,070 crore. The project is regarded as one of the most challenging works ever undertaken by Indian Railways.

The project was originally approved in 2008–09 and formally launched for construction in 2015. The Bairabi–Sairang broad-gauge line consists of 45 tunnels, 55 major bridges, 87 smaller bridges, and 10 road overpasses and underpasses.

More than half of the project’s stretch runs through tunnels and bridge structures. One of its most iconic features of the project is Bridge No. 144 near Sairang, which rises 114 metres high, making it the highest pier railway bridge in the country. The project has also provided four new stations along the track.

Stations: Hortoki, Kawnpui, Mualkhang, and Sairang.

The Prime Minister’s Office said the line would provide “safe, efficient and cost-effective travel options,” while ensuring timely supplies of essentials like food grains and fertilisers, as stated by Times of India.

Railway minister Ashwini Vaishnaw underlined that the project had to overcome “Himalayan geology and complex terrain,noting that engineers even had to solidify loose sand into rock formation before tunneling could proceed’. as stated by Times of India.

At the inauguration, the Prime Minister also flagged off three new long-distance passenger services:

Sairang–Delhi Rajdhani Express
Sairang–Guwahati Express
Sairang–Kolkata 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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Concord Control Systems Bags Kavach 4.0 Contract Worth ₹19.45 Crore

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Staff Reporter

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16/09/2025

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Railway Track — Representational image only

Concord Control Systems Limited (CNCRD), through its associate firm Progota India Private Limited, has bagged an order worth ₹19.45 crore for the supply of Kavach 4.0, the indigenously developed train collision prevention system.

The order covers the design, development, supply, installation, trial and commissioning of onboard Kavach equipment in locomotives and trackside systems of the South Central Railway.

According to the company, the upgraded version of Kavach has already cleared several stages of the Indian Railways’ rigorous approval process. The system has achieved product-level approval and completed close to 70 percent of its Safety Integrity Level 4 (SiL4) independent certification, with the remaining stages expected to align with trial operations.

Commenting on the development, Joint Managing Director Nitin Jain said “This field order is not just a validation of our engineering capabilities but also a stepping stone for scaling our Kavach deployment across the Indian Railways network. We are confident that our fully in-house developed system will set new benchmarks for safety, reliability, and self-reliance in railway technology.” as reported by ET Infra.

Recently, Concord Control Systems Limited (CCSL), through its Advanced Rail Division, announced India’s first fully indigenous zero-emission propulsion system. To know more about this news: Click Here.

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HMRTC Initiates Handover of Gurugram Rapid Metro Operations to GMRL

By

Staff Reporter

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16/09/2025

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GURUGRAM (Metro Rail News): The Haryana Mass Rapid Transport Corporation Limited (HMRTC) has started the process of handing over the operations of Gurugram’s Rapid Metro from Delhi Metro Rail Corporation (DMRC) to the Gurugram Metro Rail Limited (GMRL)

During this transition phase, both DMRC and GMRL will jointly oversee the operation and maintenance of the Gurugram’s Rapid Metro.To ensure a smooth and uninterrupted shift, joint committees have been formed with clear Terms of Reference and defined timelines.

This decision was taken in the 62nd board meeting of HMRTC held under the leadership of Chief Secretary Anurag Rastogi, who also serves as its chairperson.

The meeting highlighted that Gurugram’s Rapid Metro has recorded growth in both ridership and revenue. From April to July 2025, about 62.49 lakh passengers used the network, which is 13.59% higher compared to the same period last year. Fare collections also rose by 11.87%, demonstrating growing confidence among commuters in the system’s reliability and service quality. Operational expenses were reduced by 6.33%, strengthening the overall financial position of HMRTC.

At the same time, non-fare revenues such as rentals, marketing, and advertisement rights showed robust improvement. Between April and July 2025, these sources brought in Rs 21.11 crore compared to Rs 15.56 crore a year earlier.

Gurugram Rapid Metro, is a Light Rail Transit System (LRTS) and consists of one operational corridor which spans 12.1 km between Moulsari Avenue (Cybercity) and Sector 55-56.

Gurugram Metro’s New Corridor: A major expansion of the network is now underway with the construction of a new metro route that will cover 28.8 kilometres. This extended corridor is planned to connect HUDA City Centre with Cyber City (Moulsari Avenue) and will include 27 stations

Also Read: Haryana CM Lays Foundation Stone for Gurugram Metro Phase 1

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Hyderabad Metro Crisis: Why L&T Says It Can’t Sustain Phase I Anymore – What Commuters Must Know

By

Kapil Saini

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15/09/2025

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Hyderabad Metro/Representational image only

HYDERABAD (Metro Rail News): The L&T Hyderabad Metro Rail project, the world’s largest Public-Private Partnership (PPP) in the metro sector, has faced a major setback as Larsen & Toubro Limited (L&T) has formally expressed its intent to exit the venture by offloading over 90% of its stake in the metro operations. The company has proposed that its stake be taken over by either the Telangana state government or the central government through the creation of a new Special Purpose Vehicle (SPV).

This decision stems from the operational difficulties and mounting financial losses that the project has faced since its commissioning. In its communication to the Ministry of Housing and Urban Affairs (MoHUA), L&T Metro Rail conveyed that the Telangana government has not extended financial support despite multiple representations. The prolonged delay in disbursement is intensifying the concessionaire’s fiscal stress, adversely impacting liquidity management and complicating the sustainability of ongoing operations under the PPP framework.

The company said it is prepared to transfer its equity stake in the existing metro network to the Government of Telangana (GoTG) or the Government of India (GoI) through the formation of a new Special Purpose Vehicle (SPV). This proposal includes the takeover of Phase I along with its operations and maintenance (O&M), as well as Phase II-A and Phase II-B, to ensure project continuity and achieve the intended objectives.

The company said that the project has been impacted by a combination of structural, financial, and regulatory hurdles, which have contributed to major cost escalations and schedule delays.

Financial Performance of L&T Metro Rail

Financial Year	Revenue from Operations & Other Income (₹ crore)	Loss Before & After Tax (₹ crore)
2023-24	1399.31	555.04
2024-25	1108.54	625.88

In September 2010, the company executed a Concession Agreement with the Government of Andhra Pradesh, and following this, it achieved financial closure in March 2011. The project’s debt requirements were met through a consortium of 10 lending institutions, led by the State Bank of India.

As a result of project delays and cost escalations, the concessionaire lodged claims of ₹3,756 crore with the state government in March 2017. The claim escalated to nearly ₹5,000 crore in 2020 when Hyderabad Metro became fully operational.

The financial strain on the concessionaire was further intensified by the impact of COVID-19. Metro operations were suspended for 169 days, and even after services resumed, ridership has not fully recovered, largely due to the widespread shift towards remote working practices and evolving travel patterns.

In this context, L&T Metro Rail informed that it would not be in a position to act as a PPP partner for the Telangana government’s planned Phase-II A and Phase-II B corridor extensions, proposed under the leadership of Chief Minister Revanth Reddy.

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.

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Dedicated Freight Corridors: Strengthening India’s Supply Chain

By

Kapil Saini

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15/09/2025

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Abstract

Over the past decade, India has risen from the 11th to the 4th largest economy globally, which reflects the country’s sustained economic growth and its increasing role in the global economic landscape. According to current projections, India is expected to become the third-largest economy by 2030, with a GDP of approximately $7.3 trillion. This growth is being supported by improvements in supply chain infrastructure, which continues to adapt to the increasing demands of the logistics sector.

In 2024, India’s logistics market generated an estimated revenue of USD 228.4 billion and is projected to reach USD 357.3 billion by 2030. Between 2025 and 2030, the sector is expected to grow at a compound annual growth rate (CAGR) of 7.7%.

India transports approximately 6.3 billion tonnes of freight annually, with the volume of freight movement increasing at an average annual rate of 6% since 2014. Despite these developments, logistics costs in India have remained high, estimated at 14-8% of GDP, compared to the global average of around 8%.

The freight transport sector is dominated by road, which carries about 65% of the total volume, followed by rail at 26%. The remaining 9% is managed through coastal shipping, inland waterways. However, the dominance of road transport in freight movement has contributed to higher greenhouse gas (GHG) emissions and elevated logistics costs. In contrast, rail transport offers a more energy-efficient and cost-effective alternative for moving large volumes of goods over long distances.

The development of Dedicated Freight Corridors (DFCs) has played a key role in improving the share of rail in freight transportation. DFCs are designed to operate high-capacity freight trains on segregated tracks, which will enhance the capacity, reliability, and cost-efficiency of rail-based freight movement. These corridors align with India’s broader objective of creating a more sustainable and competitive logistics ecosystem.

This article examines the role of DFCs in strengthening India’s supply chain infrastructure and their potential contribution to long-term economic development.

Post Independence Era: Decline of Railways’ Share in Freight

After independence, Indian Railways held a dominant position in the country’s freight movement. It inherited a well-established and extensive rail infrastructure, both in terms of track length and rolling stock. In 1950–51, the Indian Railways network spanned 53,956 route kilometres, outpacing the 19,811 kilometres of the National Highway network at the time. This infrastructure advantage enabled railways to carry over 85% of the nation’s freight, which made it the primary mode of goods transportation in post-independence India.

Railways’Capacity in Freight

However, over the decades, the share of rail in freight transport has steadily declined. As of 2022–23, rail’s share has dropped to around 26%, while road transport has grown to dominate with nearly 65% of freight movement.

This shift occurred due to several factors, including the expansion of the national highway network, inadequate railway infrastructure, easier door-to-door delivery through road transport, and the flexibility road transport offers for short-haul and time-sensitive goods. Additionally, limited investment in freight-specific rail infrastructure and longer transit times discouraged industries from relying on railways.

In response, Indian Railways has initiated a strategy to reverse this trend by enhancing rail’s modal share to 40% by 2040, through dedicated freight infrastructure such as the Dedicated Freight Corridors (DFCs).

Dedicated Freight Corridors: An Initiative to Revive Rail’s Dominance in India’s Freight Movement

The Tenth Five-Year Plan (2002–2007) projected a consistent annual increase in freight traffic, estimating a growth rate of 5%. According to this forecast, freight volume was anticipated to escalate from 489 million tonnes in the fiscal year 2001–2002 to 624 million tonnes by the fiscal year 2006–2007. This projection highlighted the necessity for establishing Dedicated Freight Corridors (DFCs). The primary objective of this initiative was to enhance the capacity for rail freight transport, improve operational efficiency, reduce overall transportation costs, and accommodate larger volumes of freight.

In 2005, the Minister of Railways announced plans for the development of high-capacity, high-speed Dedicated Freight Corridors along the Golden Quadrilateral. An additional aim of this initiative was to create a distinct network for freight and passenger trains, thereby facilitating a more streamlined and efficient movement of goods throughout the rail network.

Preparation of DPR: In 2005, RITES was entrusted to carry out feasibility and Preliminary Engineering Cum Traffic Survey (PETS) for both Eastern Dedicated Freight Corridor and Western Dedicated Freight Corridor.

Establishment of DFCCIL: In 2006, the Dedicated Freight Corridor Corporation of India Limited (DFCCIL) was set up with the mandate to plan, develop, and implement the Dedicated Freight Corridors (DFCs). Its responsibilities include mobilising financial resources, overseeing construction, ensuring efficient operation and maintenance, and promoting business development related to the DFCs.

Project Cost & Approval: In February 2008, the Government of India sanctioned the development of the Eastern and Western Dedicated Freight Corridors (EDFC and WDFC), with an initial estimated project cost of ₹28,181 crore. However, the project’s cost has undergone several revisions over time. In June 2015, the Cabinet Committee on Economic Affairs approved the revised budget for the EDFC and WDFC, amounting to ₹81,459 crore. This allocation includes a construction cost of ₹73,392 crore, which comprises a soft cost of ₹19,390 crore, as well as a land acquisition cost of ₹8,067 crore.

The financing for this project has been sourced from a combination of debt from bilateral and multilateral agencies, such as JICA and the World Bank, and equity contributions from the Ministry of Railways. The capital structure of the Dedicated Freight Corridor Corporation of India Limited (DFCCIL) will reflect a debt-to-equity ratio of 3:1.

Route Details: Initially, DFCCIL (Dedicated Freight Corridor Corporation of India Limited) was tasked with developing two Dedicated Freight Corridors (DFCs), the Eastern and Western Corridors, with a total cumulative length of 2,843 kilometres. As of now, 2,741 route kilometres (96.4%) have been commissioned and are operational.

Corridor	Length	Total Completion Status
Eastern Dedicated Freight Corridor	1337 Km	2741km (96.4%)
Western Dedicated Freight Corridor	1506 Km	2741km (96.4%)

Eastern Dedicated Freight Corridor: The Eastern Dedicated Freight Corridor (EDFC) is planned to cover a total length of 1,856 km, stretching from Ludhiana (Punjab) to Dankuni (WestBengal). However, DFCCIL is currently implementing a 1,337 km section between Sahnewal (near Ludhiana) and Sonnagar (Bihar) under Phase-1. The remaining 519 km stretch from Sonnagar to Dankuni is planned to be developed under the Public-Private Partnership (PPP) model.

Section	Length	Status
Ludhiana to Sonnagar	1,337 km	Sanctioned, constructed, and managed by DFCCIL
Sonnagar to Dankuni	519 km	Planned as a PPP project under Phase 2.
Total Length	1,856 km

State-wise Route length
Punjab	88 km
Haryana	72 km
UP	1078 km
Bihar	239 km
Jharkhand	195 km
West Bengal	203 km
Total	1,337 km

Completion Timeline of Eastern Dedicated Freight Corridor (EDFC)

Section	Length (Km)	Status	Inauguration Details
Sahnewal – Pilkhani	179	Commissioned (100% Complete)	12 March 2024
Pilkhani – Khurja	222	Commissioned (100% Complete)	12 March 2024
Khurja – Dadri	46	Commissioned (100% Complete)	25 January 2024
Khurja – Bhaupur	351	Commissioned (100% Complete)	29 December 2020
Bhaupur – DDU	402	Commissioned (100% Complete)	18 December 2023
DDU – Sonnagar	137	Commissioned (100% Complete)	07 July 2023

Western Dedicated Freight Corridor: The Western Dedicated Freight Corridor (WDFC) spans 1,504 km and features a double-line electrified track (2 x 25 kV) which connects Jawaharlal Nehru Port Trust (Maharashtra) to Dadri (Uttar Pradesh). The alignment passes through key locations such as Vadodara, Ahmedabad, Palanpur, Phulera, and Rewari.

The WDFC passes through 5 states, which are mentioned below:

State-wise Route length
UP	19 km
Haryana	177 km
Rajasthan	567 km
Gujarat	565 km
Maharashtra	178 km

Completion Timeline of Western Dedicated Freight Corridor (WDFC)

Section	Length (Km)	Status	Date
Dadri – Rewari	127	Commissioned	25 January 2024
Rewari – Madar	306	Commissioned	7 January 2021
Madar – Palanpur	353	Commissioned	18 June 2022
Palanpur – Makarpura	290	Commissioned	30 September 2022 / 30 October 2023
Makarpura – Sachin	135	Commissioned	12 March 2024
Sachin – Vaitarna	193	Commissioned	—
Vaitarna – JNPT	102	Under Construction	31 December 2025

Update on WDFC: The final section of the Western Dedicated Freight Corridor (WDFC), covering 102 km from Vaitarna to Jawaharlal Nehru Port Trust (JNPT), is currently under construction. A major milestone was recently achieved with the breakthrough of the Kundevahal Tunnel in Panvel, which concludes all tunnelling work along this stretch. While the section was initially expected to be commissioned by March 2025, delays in execution have pushed the deadline to December 2025.

Advanced Rolling Stock Inspection System:In July 2025, Indian Railways entered into a Memorandum of Understanding (MoU) with the Dedicated Freight Corridor Corporation of India Limited (DFCCIL) to implement a Machine Vision Based Inspection System (MVIS). This is used for monitoring the condition of rolling stock. This advanced technology solution, which employs artificial intelligence and machine learning, is installed at the wayside and is capable of capturing high-resolution images of the undercarriage of moving trains. It automatically identifies any hanging, loose, or missing components. Upon detecting anomalies, the system generates real-time alerts, enabling timely interventions and preventive measures to enhance operational safety and efficiency.

A Long-Term Vision for Freight Mobility: New DFC Alignments in India

As part of the long-term vision to enhance freight transportation efficiency, the Ministry of Railways (MoR) announced in the 2016 Union Budget its intent to develop three new Dedicated Freight Corridors in addition to the already operational Eastern and Western DFCs.

Initially, the following corridors were proposed:

Corridor Name	Route	Length (Approx.)
East–West Corridor	Kolkata to Mumbai	2328 km
North–South Corridor	Delhi to Chennai	2327 km
East Coast Corridor	Kharagpur to Vijayawada	1114 km
Southern Corridor	Madgaon – Ankola – Rinigunta	893 km

Planning and Preliminary Work

To initiate development, RITES Ltd., a public sector enterprise under the Ministry of Railways, was entrusted to carry out the Preliminary Engineering cum Traffic Surveys for these proposed corridors. Based on these studies, RITES submitted the reports to the Railway Board for administrative approval and further action.

Administrative Approval for DPR Preparation

In 2022, Indian Railways approved the preparation of Detailed Project Reports (DPRs) for new Dedicated Freight Corridors (DFC) on three routes:

East Coast Corridor
East–West Corridor
North–South Corridor

This responsibility to prepare DPRs for these was formally assigned to the Dedicated Freight Corridor Corporation of India Limited (DFCCIL).

Corridor Alignments as per Approval

Corridor Name	Sub-Corridor	Route	Length (km)
East Coast Corridor	—	Kharagpur – Vijayawada	1115
East–West Corridor	Sub-Corridor A	Bhusawal – Wardha – Nagpur – Rajkharsawan – Kharagpur – Uluberia – Dankuni	1673
	Sub-Corridor B	Rajkharsawan – Kalipahari – Andal	195
North–South Corridor	Sub-Corridor	Vijayawada – Nagpur – Itarsi	972

Note: As of now, none of the above-mentioned corridors have received final sanction for implementation.

Primary Challenges in the Dedicated Freight Corridor (DFC) Project

1. Development of Advanced Locomotives: At present, the axle load capacity of Dedicated Freight Corridor Corporation of India Limited. is designed for 25-ton axle load. However, there is a need to develop the rolling stocks capable of sustaining higher axle loads of 25 tonnes to 32.5 tonnes. These wagons must be structurally stronger to accommodate heavier freight while maintaining safety standards. WAF-12B is the most powerful locomotive currently used by DFCCIL in its operations. It has a power output of 12,000 HP and is designed with an axle load capacity of 22.5 tonnes, which can be upgraded to 25 tonnes. The locomotive is capable of achieving a design speed of 120 kmph. The introduction of high-horsepower locomotives is essential, as they will be required to haul longer and heavier trains at greater speeds.

2. Establishment of Multimodal Logistic Parks (MMLPs): To unlock the potential of DFCs, it is imperative to develop the logistics parks along the corridors, which will serve as hubs for freight consolidation, distribution, and multimodal transfers. These parks must be equipped to handle intermodal connectivity (rail-road-port-air), warehousing, customs clearance, and allied services such as container handling. Without these facilities, the benefits of faster and more efficient freight movement could remain underutilised. The government has sanctioned the establishment of 35 locations for the development of Multi-Modal Logistics Parks across India. Among the approved locations, five Multimodal Logistics Parks (MMLPs) located in Jogighopa, Chennai, Bengaluru, Nagpur, and Indore are currently under development. These facilities are anticipated to become operational in the fiscal years 2025-26 and 2026-27.

Impact of Dedicated Freight Corridors on India’s Logistics Sector

Reduction in Logistics Cost: The logistics costs in India have been substantially high due to the predominance of road transport within the sector. However, the establishment of DFCs will increase the railways’ share in freight transportation, which is comparatively more economical than road transport. This transition is anticipated to reduce overall freight and logistics expenses. In addition to this, DFCs will support India’s broader vision of reducing logistics costs to below 8% of GDP.

Industrial Development: DFCs facilitate the establishment of industrial zones, logistics parks, and container terminals along their routes, which attract investments and generate employment opportunities in various regions, including those that have historically been less industrialised.

Decongestion of Existing Lines: Indian Railways manages the fourth-largest railway system in the world and operates over 13,000 trains a day. On the existing lines, congestion is primarily caused by the sharing of tracks between passenger and freight trains. As of October 2024, DFCs were handling approximately 13% of India’s total railway freight load, up from about 10% in July 2024, despite the DFC network accounting for only about 4% of the overall rail network. The expansion of DFCs will not only decongest lines but also help to achieve the goal of increasing the rail share in freight transport to 45% by 2030.

Lower Carbon Emissions: DFCs primarily use electric locomotives, resulting in a reduction in greenhouse gas emissions compared to diesel-propelled trains and road transport. Estimates suggest DFCs will generate 2.25 times fewer greenhouse gas emissions over 30 years. In the fiscal year 2013-2014, the railway system transported approximately 1,055 million tons of cargo. This figure has increased to 1,617 million tons by the year 2024-2025, positioning our railway as the second largest cargo-carrying railway in the world. Based on analyses conducted by experts, this transition of cargo transportation from road to rail has contributed to a reduction of over 143 million tons of carbon dioxide emissions within our country.

Projection of GHG emissions due to freight transportation by DFC (in million tons CO2)

Conclusion

The Dedicated Freight Corridor project represents a shift in India’s freight transportation strategy. It aims to enhance railways’ efficiency in moving freight, reduce logistics costs, and support sustainable growth of logistics sector. DFCs will play a critical role in lowering logistics expenses while offering a more sustainable alternative to road transport. Their expansion will help reduce congestion on existing railway lines and improve passenger train frequency. However, challenges related to infrastructure expansion and technology integration must be addressed. Successful implementation will be essential for achieving India’s objective of developing a more competitive, environmentally responsible, and globally aligned freight transportation system.

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A Dream Deferred for a Century: The Udhampur-Baramulla Rail Line Story (USBRL)

By

Kapil Saini

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15/09/2025

0

Abstract

Indian contribution to the nation has been unparalleled from the beginning. After independence, Indian Railways has played an instrumental role in strengthening and enhancing economic activity and improving connectivity across the country. However, in the post-independence period, the Jammu and Kashmir region remained disconnected from the national mainstream, primarily due to political reasons. As a result, the people of the region had limited access to quality education and employment opportunities, which hindered socio-economic progress and kept the region on the periphery of national development.

The Udhampur–Srinagar–Baramulla Rail Link (USBRL) project stands as one of the most challenging and remarkable railway infrastructure ventures ever undertaken by Indian Railways. The USBRL project spans 272 kilometres. This strategically planned rail corridor connects the Kashmir Valley with the rest of the country. Traversing the formidable Himalayan terrain, the project overcame extremely complex and adverse geological conditions, which outlines engineering excellence. The USBRL project not only exemplifies India’s growing technical capabilities but also reflects the progress the nation has achieved in executing infrastructure projects in some of the world’s most difficult environments.

This paper investigates all the critical aspects of the Udhampur–Srinagar–Baramulla Rail Link project and the hurdles encountered during its implementation. In addition, the study examines the impact of this project on the Kashmir region. The USBRL project doesn’t just strengthen the connectivity; it will be beneficial in multifaceted ways.

The Conceptualisation of the Rail Link to Kashmir:

The Railway Connectivity in the Jammu Region Before 1947- Connecting the Remains

A little-known fact about the Jammu region is that it once had its own dedicated railway line, long before the modern rail network reached the area. Maharaja Pratap Singh, the ruler of the princely state of Jammu and Kashmir, played a key role in introducing rail connectivity to the region. He facilitated the construction of a 43 km (27 mile) broad-gauge railway line between Sialkot (now in Pakistan) and Jammu. This line linked the city with Lahore, which was then the capital of undivided Punjab.

This railway line was an extension of the North Western Railway (NWR) from Suchetgarh in the Sialkot district to Jammu city. It was officially opened for traffic on 13th March 1890. The section from Suchetgarh to Jammu covered approximately 17 miles and served as a critical link for trade, mobility, and administrative connectivity between Jammu and the larger Punjab region during the pre-independence era.

At the time, the train journey from Sialkot to Jammu Tawi took approximately 90 minutes and included scheduled stops at five intermediate stations: Sialkot Cantonment, Suchetgarh, Ranbir Singh Pura, Miran Sahib, and Jammu Cantonment.

In the early 1890s, Maharaja Pratap Singh not only submitted a formal proposal to the British authorities through the Diwan but also directed British engineers to survey the challenging Himalayan terrain for a potential railway route to the Kashmir Valley. He proposed three possible alignments:

Abbottabad to Srinagar (never realised)
Jammu to Srinagar line,
Jammu to Sialkot route

The Jammu to Sialkot Rail Link was discontinued in September 1947 following the suspension of services between India and Pakistan after Partition. As a result, the line was abandoned and gradually fell into disuse and disrepair.

The pre-Partition Ranbir Singh Pura railway station

Post Independence Era:

After 1947, the Jammu & Kashmir region had no rail connectivity and which disconnected the region from the rest of the country. In 1949, efforts were made again to bring Jammu & Kashmir on the railway map by extending the Jalandhar–Mukerian branch line to Pathankot. The construction on this 44km railway line began in November 1949. This line became operational for public use on 7th April, 1952. This line was further extended from Pathankot to Madhopur and then up to Kathua in 1966.

First Train in Jammu after Independence

The vision to reintroduce rail services in the Jammu region materialised in 1969 with the initiation of the project to extend the railway line from Kathua to Jammu. The project holds particular significance as it was executed under challenging circumstances, including the Indo-Pak war of 1971, during which construction work continued without interruption. The line was officially commissioned on 2 October 1972 by then Prime Minister Indira Gandhi.

The Srinagar Express (later renamed the Jhelum Express) became the first train to enter the Jammu region post-independence. It brought Jammu back onto the railway map after a gap of 25 years.

In 1981, the Government of India proposed extending the railway line from Jammu to Udhampur to improve connectivity within the Jammu region. The foundation stone for the project was laid by Prime Minister Indira Gandhi on 14th April 1983. However, due to various delays, construction began only in 1995. After prolonged execution, the 53 km-long Jammu–Udhampur section was finally commissioned in 2005, 21 years after the project’s formal initiation.

The Udhampur-Srinagar-Baramula Rail Link

In 1981, the Government of India proposed extending the railway line from Jammu to Udhampur to improve connectivity within the Jammu region. The foundation stone for the project was laid by Prime Minister Indira Gandhi on 14th April 1983. However, due to various delays, construction began only in 1995. After prolonged execution, the 53 km-long Jammu–Udhampur section was finally commissioned in 2005, 21 years after the project’s formal initiation.

While the Jammu–Udhampur railway line was still under construction, the Government of India, in 1994, announced plans to further extend the line from Udhampur to Baramulla via Srinagar. This led to the beginning of what would later become the Udhampur– Baramulla Rail Link (USBRL) project.

The 272 km Udhampur–Srinagar–Baramulla Rail Link (USBRL) project received official approval from the central government in 1995, with an initial estimated cost of ₹2,500 crore. However, due to the project’s complex terrain, engineering challenges, and time overruns, the total project cost has escalated to ₹43,780 crore. In recognition of its strategic importance and scale, the USBRL project was declared a national project in 2002.

Salient Features of the Udhampur-Srinagar-Baramula Project

Length	272 km
Completion Cost	₹ 43,780 crore
Total Tunnels	36 (119km)
Bridges	943
Engineering Marvels	Chenab Bridge (World’s Highest Rail Bridge)
	Anji Khad Bridge (India’s first cable-stayed railway bridge)
	T-50 (India’s Longest Tunnel-12.775 km)

The Implementation of the USBRL Project in Phases

The Udhampur–Srinagar–Baramulla Rail Link (USBRL) project has been implemented in phases over the years. The project has been divided into three main sections:

To facilitate execution, the project is further broken down into the following legs:

Leg 1: Udhampur–Katra (25 km)

Katra – Chak Rakhwal
Chak Rakhwal – Udhampur

Leg 2: Katra–Banihal (111 km)

Katra – Reasi
Reasi – Sangaldan
Sangaldan – Banihal

Leg 3: Banihal–Baramulla (136 km)

Banihal – Qazigund
Qazigund – Anantnag
Anantnag – Mazhom
Mazhom – Baramulla

Qazigund-Baramulla Rail Link (2009): This 119km section lies entirely within the Kashmir Valley, surrounded by mountain ranges on all sides. The final segment of this line was inaugurated on 28 October 2009 by then Prime Minister Dr. Manmohan Singh, which began rail connectivity within the valley.

Commissioning Timeline of Qazigund-Baramulla Rail Link

11 October 2008	Anantnag – Mazhom	66km
14 February 2009	Mazhom – Baramulla	35km
28 October 2009	Quazigund – Anantnag	18km

Qazigund- Banihal Rail Link (2013):

TThe Qazigund–Banihal section, a vital 18 km stretch of the Udhampur–Srinagar–Baramulla Rail Link (USBRL) project, was inaugurated on 26 June 2013 by then Prime Minister Dr. Manmohan Singh. This segment includes the 11.2 km-long Pir Panjal Tunnel, one of the longest railway tunnels in India. The construction of this section was executed by IRCON International at an estimated cost of ₹1,672 crore.

Udhampur- Katra Section (2014)

The 25.6 km Katra–Udhampur railway line was inaugurated on 4 July 2014 and developed at an estimated cost of ₹1,132.75 crore. The route comprises two segments:

15.5 km between Katra and Chak Rakhwal,
9.4 km between Chak Rakhwal and Udhampur

This route connects the Reasi and Udhampur districts. This section passes through hilly terrain within the Shivalik and Trikuta ranges, featuring complex geological conditions and elevation changes. Engineering works on this stretch include 10.9 km of tunnels.

The section plays a functional role in regional connectivity and forms a part of the larger Udhampur–Srinagar–Baramulla Rail Link (USBRL) project.

First Passenger Train from Udhampur to Katra

Katra–Banihal Section:

This section of the USBRL project encountered some of the most complex engineering challenges, primarily due to unstable geological conditions, unpredictable terrain. The alignment traverses a young mountainous fault region and a thrust fault zone within a seismically active Himalayan environment, adding to the construction difficulties.

One of the most demanding components along the Katra–Banihal stretch is the Chenab Bridge, designed to cross the Chenab River Gorge at a height of 359 meters above the riverbed. With a total length of 1,355 meters and a main arch span of 467 meters, it stands as one of the tallest railway bridges in the world.

Another engineering feat is the Anji Khad Bridge, constructed to span a deep gorge of approximately 330 meters. A cable-stayed design was adopted for this bridge, which makes it the first instance of such a structure being used in Indian Railways.

Sangaldan- Banihal section: The 48km section connecting Sangaldan and Banihal became the first leg to become operational on the Katra Banihal section of the USBRL project. This line was inaugurated on 20 February 2024 by Prime Minister Narendra Modi.

Sangaldan-Reasi section: The work on this 46 km section was completed in June 2024.
Reasi Katra section: This 17km section was completed in December 2024

First Trial on Katra-Banihal Section: After years of waiting, Indian Railways conducted the first successful trial run on the Banihal–Katra railway section on January 4, 2025.

Inauguration of USBRL Project: Prime Minister Narendra Modi inaugurated the Udhampur-Srinagar-Baramulla Rail Link (USBRL) on 6 June 2025.

Engineering Marvels on India’s Most Challenging Railway Route

Chenab Rail Bridge

The Chenab Rail Bridge, part of the Udhampur–Srinagar–Baramulla Rail Link (USBRL) project, stands as a major engineering accomplishment in the history of Indian infrastructure. The Chenab bridge stands at a height of 359 metres above the riverbed. It is the world’s highest railway arch bridge, exceeding the height of the Eiffel Tower. The total length of the bridge is 1,315 metres, and it plays a crucial role in connecting Jammu with the Kashmir Valley.

The bridge is constructed at an estimated cost of ₹1,486 crore, the bridge is designed to withstand extreme terrain and climatic conditions. It can endure wind speeds up to 260 km/h and is built to last 120 years. Engineers used advanced tools like Tekla software for structural detailing, which enabled them to model and execute the bridge with high precision.

Anji Khad Bridge

The Anji Khad Bridge, located on the Katra–Reasi section of the USBRL project, is situated approximately 80 kilometres from Jammu. The bridge stretches 725 metres in length and soars 331 metres above the riverbed, which makes it one of the tallest railway bridges in the region. At its core is an inverted Y-shaped pylon that rises 193 metres from the foundation, supporting the main span with the help of 96 high-tensile stay cables.

The bridge’s construction involved approximately 653 kilometres of cable strands and over 8,200 metric tonnes of structural steel, built to withstand the complex geological conditions of the area, including seismic activity and strong winds. The bridge construction took only 11 months to complete.

Tunnel T-50: India’s Longest Transportation Tunnel

Tunnel T-50 is India’s longest transportation tunnel, and it lies in the Sumber–Khari section of the USBRL project. The tunnel stretches 12.77 km, and it includes a Main Tunnel (MT) for rail operations and a parallel Escape Tunnel (ET) to ensure safety and support emergency evacuations. The construction team used the New Austrian Tunnelling Method (NATM) to excavate the tunnel through challenging geological formations.

The South Portal opens in the scenic Sumber Valley, near Sumber village, while the North Portal is located near Arpinchala village in the Mahu-Mangat Valley, Ramban district. The tunnel’s completion highlights a major engineering accomplishment in one of India’s most geologically complex regions.

The Impact of the USBRL Project

Employment: During the construction phase of USBRL, project executing agencies provided employment to 14,069 individuals, with approximately 65% of these opportunities allocated to local residents of Jammu & Kashmir. Additionally, the project has generated over 525 lakh man-days of employment. The commissioning of the project will further create employment in the Kashmir Valley.

Connectivity and Regional Integration: The Udhampur–Srinagar–Baramulla Rail Link (USBRL) project holds strategic importance as it reestablishes rail connectivity between the Union Territory of Jammu & Kashmir and the rest of India. This rail corridor enhances both passenger and freight movement and improves accessibility to remote areas. The improved rail connectivity is expected to facilitate growth in tourism by providing easier access to important pilgrimage destinations such as the Amarnath Cave Temple, Hazratbal Shrine, and Charar-e-Sharif. This is likely to result in increased footfall from devotees and tourists alike, which will contribute to the local economy through greater demand for hospitality, transport, and ancillary services, including hotels, restaurants, and retail establishments. Beyond tourism, the railway line enables more efficient goods transportation, which is important for trade and supply chains across the region.

Push for Economic Activities

Local Businesses: The establishment of this rail line clears the path to the national market for local businesses, particularly those engaged in agriculture, handicrafts, and local products. The connectivity to national markets is expected to drive revenue growth by enabling wider distribution of products.

Ecosystem for new Industries: The improved rail connectivity strengthens the logistical efficiency for the movement of raw materials and finished products. The smoother movement of freight will create favourable conditions for the development of industries in sectors such as manufacturing, agriculture, and technology. This improvement in the supply chain is expected to facilitate the expansion of medium-sized enterprises (SMEs).

Strategic and Security Implications:

The USBRL project also has importance from the perspective of national security. In addition to enabling the movement of passengers and goods, the connectivity enhances the operational preparedness of security forces and enhances the region’s strategic accessibility. It also adds to long-term stability by improving administrative reach and infrastructure growth in remote regions.

Conclusion

The completion of the Udhampur–Srinagar–Baramulla Rail Link (USBRL) reflects a major development in the history of Indian Railways. Developed through complex terrain using tunnels, bridges, and modern construction techniques, the project has established all-weather rail access to the Kashmir Valley. It enables more efficient movement of goods and passengers, supports local economic activities, and improves access to essential services. The project features engineering marvels like the Chenab Bridge (the world’s highest railway bridge), the Anji Bridge, and India’s longest transport tunnel. It represents a holistic approach to streamlining economic activity, promoting tourism, and improving the overall quality of life in the Jammu & Kashmir region.

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6 Firms Bid for Package C-01 of the Thane Metro

By

Staff Reporter

-

15/09/2025

0

THANE (Metro Rail News): 6 firms have submitted bids for the first civil construction contract Package C-01 of the Thane Metro Rail Project.

In May 2025, MahaMetro (Maharashtra Metro Rail Corporation Ltd.) floated a tender for this contract with a Rs. 1424 crore estimate and a 30 month deadline. Technical bids were opened on 10 September revealing that 6 firms have submitted bids for the contract.

Bidders for Package C-01

Afcons Infrastructure Ltd.
G R Infraprojects Ltd. (GRIL)
J Kumar Infraprojects Ltd. (JKIL)
Kalpataru Projects International Ltd. (KPIL)
Larsen and Toubro Ltd. (L&T)
Rail Vikas Nigam Ltd. (RVNL)

MMRCL’s Brief Scope: Design and Construction of Elevated Metro Viaduct of length 20.527 kms between UG Ramp and Balkum Naka including Depot Approach Viaduct and three Special Spans for Thane Integral Ring Metro Project.

The Thane Metro Phase 1 project, officially named the Thane Integral Ring Metro, is a 29 km mass rapid transit system (MRTS) designed with a single circular line encompassing 22 stations.The 29-km corridor will run along the periphery of the west side of Thane city.

The bids submitted by 6 firms have now been sent for technical evaluation. Once the technical evaluation is completed the financial bids will be opened for the technically qualified bidders to announce the lowest bidder for the contract.

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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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CMRS Inspection Begins for the Last Leg of Mumbai Metro Line 3

By

Staff Reporter

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15/09/2025

0

MUMBAI (Metro Rail News): Mumbai’s first fully underground metro line (Mumbai Metro Line 3) has come closer to becoming fully operational, as CMRS initiated the inspection of the last section of Aqua Line spanning from Worli to Cuffe Parade on 12 September.

Once this section receives safety clearance from CMRS, the entire Mumbai Metro Line 3 will be opened for the passengers. According to officials, the inspection report is expected to be finalised by next week, after which the commission will conduct a final verification. Once the remaining 10.99 km stretch receives approval, passenger services across the entire 33.5 km Colaba–Aarey corridor can be initiated.

Before the next CMRS visit, all observations and recommendations from the current inspection will be complied with, as mandated in the process.

At present, the metro trains on Line 3 are operating on a 22.46 km stretch between Aarey and Acharya Atre Chowk. The upcoming segment will add 11 stations and push the corridor further south, which will facilitate a link between key major business districts while establishing connectivity between Colaba, Worli, Bandra-Kurla Complex (BKC), and Aarey in the western suburbs.

The opening of Mumbai Metro Line 3 will ease the burden on the existing transport network, especially the Mumbai Suburban Railway, known as the city’s lifeline. It will also help reduce road traffic congestion.

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 for12 December in New Delhi.

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BHEL Bags KAVACH Contract From South Western Railway

By

Staff Reporter

-

13/09/2025

0

Bharat Heavy Electricals (BHEL) has secured an order to supply and install KAVACH equipment, an automatic train protection system, from South Western Railway.

Contract Value: Rs 22.87 crore

Contract Duration: 18 months

The contracts scope of work includes the design, development, supply, installation, trial and commissioning of on-board KAVACH equipment in locomotives and trackside KAVACH equipment at station/LC/IB/ABS locations, along with associated works in South Western Railway,”

The Kavach equipment for the contract will be manufactured at BHEL’s Bengaluru plant.

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 19 September in New Delhi.

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