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Digital Twin in Railways: A Practical Solution to Managing Complex Rail Systems

Narendra Shah & Editorial Team
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Digital Twin in Railways: A Practical Solution to Managing Complex Rail Systems

The railway sector is getting reliant on digital mechanisms and data driven technologies for the betterment of railway safety and operations. The digital twin is one of the technologies that can enable efficient rail management. In simple terms, a digital twin is a dynamic digital model that mirrors the condition and behaviour of real-world railway assets such as locomotives, tracks, bridges, stations, and signalling systems. It continuously receives data from sensors and connected devices, which allows operators to visualise performance in real time and simulate operational scenarios.

In the context of railways, digital twins are being deployed to improve asset lifecycle management, predictive maintenance, and infrastructure planning. By integrating inputs from IoT devices and advanced analytics platforms, these models help engineers monitor structural health, detect anomalies, and plan maintenance before failures occur. 

Globally, rail operators such as Deutsche Bahn, SNCF, and Network Rail have incorporated digital twin platforms into their operations to optimise infrastructure management and network reliability. In India, similar adoption is underway as part of Indian Railways’ digital modernisation initiatives. DMRC and NCRTC have also started using Building Information Modelling (BIM) and digital twin frameworks for construction, maintenance, and operational analysis.

As the scale and complexity of rail networks continue to grow, the use of digital twins offers a unified, comprehensive view of interconnected assets, which empowers rail operators with faster decision-making and better coordination across departments. This technology is gradually becoming a core component of smart railway ecosystems.

This paper studies the application of digital twin technology in the context of metro systems and other rail-based networks. The focus of this study is to examine how digital twins are being implemented across different operational layers from asset design and construction to maintenance and real-time operations. It will also explore the underlying technologies that enable these systems, including IoT-based sensing, cloud computing, and data analytics, along with their integration into existing railway infrastructure. Furthermore, the paper highlights global and Indian case studies that demonstrate the practical benefits of digital twins in improving efficiency, safety, and asset reliability, while also identifying key challenges in large-scale deployment and system interoperability.

Core Technology and Architecture for Digital Twins

The implementation of a digital twin in railways relies on the integration of hardware, software, and data analytics systems that together create a virtual representation of physical assets. Data acquisition is the creation of the foundation of this system.

seo hero data ingestion hfnzuo

The architecture of a digital twin in railway systems is built upon the integration of multiple digital technologies, including Building Information Modelling (BIM), the Internet of Things (IoT), Geographic Information Systems (GIS), and data analytics platforms. Together, these technologies create a unified framework that connects the physical and digital environments of railway infrastructure and operations.

1. Building Information Modelling (BIM):
BIM provides the foundational layer by offering a detailed 3D representation of railway assets such as stations, tunnels, bridges, and rolling stock. It captures the geometric, spatial, and functional attributes of each asset, which enables visualisation and documentation throughout the project lifecycle. When extended to higher dimensions (4D to 7D), BIM incorporates elements such as construction sequencing, cost estimation, asset performance, and sustainability indicators.

2. Internet of Things (IoT):
The IoT layer enables real-time data acquisition from sensors installed across assets. The continuous flow of data from field devices to central systems provides a live operational picture of railway infrastructure. IoT connectivity, often supported by wireless communication protocols like LTE, 5G, or LoRaWAN.

3. Geographic Information System (GIS):
GIS integrates spatial data into the digital twin environment, which empowers operators to visualise assets within their geographical context. It supports corridor-level mapping of tracks, stations, and depots while accounting for terrain, land use, and environmental constraints. The combination of BIM and GIS provides both micro- and macro-level visibility.

4. Data Analytics and Cloud Integration:
The analytics layer processes and interprets the data collected through IoT systems. Using artificial intelligence (AI) and machine learning (ML) algorithms, the system identifies patterns, predicts failures, and optimises operational decisions. Cloud computing platforms host these analytics tool

In the context of railway projects, digital twins are also used during the construction phase. The engineering teams utilise BIM-based models that evolve into operational digital twins once the assets are commissioned. 

For example, the National Capital Region Transport Corporation has adopted an advanced approach by utilising most of the 7 dimensions of Building Information Modelling (BIM) for the Delhi – Meerut Regional Rapid Transit System (RRTS) project. Through the integration of BIM with a Geographic Information System (GIS) platform, NCRTC has successfully developed a digital twin of the RRTS corridor.

Applications of Digital Twin Technology in Railway Systems

Digital twin technology in the railway sector functions as a virtual representation of physical assets. It enables continuous synchronisation between real-time operational data and the digital environment.

In metro and mainline rail systems, digital twins are being applied across several operational domains:

  1. Asset Management and Maintenance
     Digital twins enable predictive and condition-based maintenance by continuously analysing asset health parameters such as vibration, temperature, and wear rates. This helps in predicting component failures and scheduling maintenance activities proactively.
  2. Infrastructure Monitoring
     The railway structural components, like bridges, tunnels, and elevated viaducts, can be digitally replicated to monitor stress, fatigue, and deformation. The embedded sensors on these structures support early detection of anomalies.
  3. Operations Optimisation
    The integration of operational data, including train movements, energy consumption, and passenger flows, allows operators to simulate different scenarios and optimise timetables, headways, and energy use. In dense networks such as urban metro systems, this contributes to improved punctuality and efficient energy utilisation.
  4. Design and Construction Management
    During the planning and construction phase, digital twins facilitate clash detection, sequencing of construction activities, and monitoring of progress against schedule baselines.
  5. Passenger Flow and Station Management
    The operators can monitor passenger movement at stations by combining sensor-based data collected from Automatic Fare Collection (AFC) systems with digital station models. This integration helps implement crowd control measures effectively and supports the adjustment of platform management strategies to ensure smooth passenger flow and operational efficiency. 

Global and Indian Case Studies of Digital Twin Implementation in Railways

The adoption of digital twin technology in the railway sector has gained momentum across the world. There are many prominent rail operators in the world that are utilising this technology enhance the reliability, efficiency, and safety of rail operations

1. Crossrail Project, United Kingdom

With a £14.8 billion (about US $21 billion) budget, Crossrail is currently the biggest engineering project in Europe, and it is also one of the most prominent global examples of digital twin application.

11A 002 General Large Projects CW Crossrail station 1
Canary Wharf Group

The project utilised advanced BIM-based digital twin models to coordinate design, construction, and maintenance activities across a complex underground network. The Crossrail model actually consists of more than 250,000 little models joined together in a database and linked to another database containing all the data and documentation about all of the railway’s assets, from 1-watt LED lightbulbs to the giant fans that extract smoke in the event of a fire as well as detailed descriptions of all the work that’s going on

Londons 15bn Crossrail service to miss scheduled opening by months © Association for Project Management

It integrated real-time data from thousands of assets into a unified model for improving coordination between contractors and enabled efficient asset handover to Transport for London (TfL). The digital twin also continues to support predictive maintenance of tunnel ventilation, track systems, and electrical infrastructure. 

SNCF, France

RER NG Adnane Wikipedia CC BY SA 4.0

SNCF, the national railway operator of France, has collaborated with Akila, a digital twin and AI platform provider, to implement a real-time simulation and analytics system at the Monte-Carlo train station in Monaco.  This setup enables real-time monitoring, operational optimisation, and simulation of passenger flow, environmental conditions, and energy performance, supporting data-driven management of station assets and passenger experience.

Digital Twin Implementation in NCRTC’s Delhi–Meerut RRTS Corridor

RRTS
RRTS (Representational image)

The National Capital Region Transport Corporation (NCRTC) initiated a Proof of Concept (POC) to establish a comprehensive Level 4 Digital Twin ecosystem for the Sahibabad-Anand Vihar section of the Delhi–Meerut Regional Rapid Transit System (RRTS). This initiative integrates Building Information Modelling (BIM), Internet of Things (IoT), Operational Technology (OT), Artificial Intelligence (AI), and data analytics into a unified digital environment designed to enhance operational efficiency, asset reliability, and passenger safety.

Assets Covered under the RRTS Digital Twin Framework

  • Track Infrastructure
  • Overhead Electrification (OHE)
  • Rolling Stock
  • Station Facilities
  • Civil Structures
  • Signaling and Telecommunications

The pilot focuses on two critical nodes, Sahibabad Elevated Station and Anand Vihar Underground Station, along with the connecting viaduct and tunnel section. The objective is to develop a real-time, data-driven digital twin capable of supporting predictive maintenance, optimising station operations, and improving commuter experience through AI-based decision-making.

The project’s target is to achieve Level 4 maturity on the digital twin scale, where predictive and prescriptive analytics guide maintenance and operations, and Level 5 readiness, which allows eventual self-learning and autonomous decision-making. The solution is being developed at NCRTC’s Aparimit Lab at Duhai Depot, with final deployment planned on MeitY-approved cloud infrastructure.

Challenges and Implementation Barriers

While digital twin technology offers advantages in improving operational efficiency, predictive maintenance, and asset reliability, its large-scale implementation in railway systems presents technical and other challenges. These challenges stem from the complexity of integrating multiple subsystems and managing diverse data sources.

1. Data Integration and Standardization
 Railway infrastructure involves heterogeneous systems, rolling stock, signaling, OHE, and civil works, where each asset generates data in different formats. The consolidation of this information into a unified digital environment requires extensive data mapping, standardisation, and interoperability. Inconsistent data models can hinder the accuracy of simulations and predictive insights.

2. Legacy Systems 

 Many operational systems in Indian Railways and metro networks were not originally designed for real-time data exchange. Integrating legacy systems with modern IoT and BIM platforms demands complex interface development and cybersecurity validation.

3. High Initial Cost and Resource Requirements
The development of a fully functional digital twin ecosystem involves investment in sensors, edge devices, cloud storage, analytics platforms, and high-performance computing infrastructure. 

4. Skill Gaps and Organizational Readiness
Digital twin implementation requires expertise in data engineering, AI/ML, BIM modeling, and cloud computing. These skills are still developing within the traditional railway workforce. To bridge this skill gap, it is imperative to initiate upskilling and capacity-building programs.

5. Cybersecurity and Data Governance
As digital twins rely on extensive data exchange between field sensors, control systems, and cloud platforms, in this case, ensuring cybersecurity becomes critical. Data breaches, unauthorised access, or system disruptions could impact both safety and service reliability.

Conclusion

Digital twin technology is becoming an important tool for improving railway operations and maintenance. It allows operators to create a digital version of physical assets such as tracks, trains, and stations, helping them monitor conditions in real time and make decisions that are completely data based. This approach supports predictive maintenance, reduces failures, and improves overall service reliability.

Global rail operators like Deutsche Bahn, SNCF, and Network Rail have shown how digital twins can improve infrastructure management and network efficiency. In India, agencies such as DMRC and NCRTC are also adopting this technology. The Delhi–Meerut RRTS corridor is a practical example where a digital twin integrates BIM, GIS, IoT, and analytics to support daily operations, maintenance, and passenger management.

However, some challenges remain. Integrating data from different systems, ensuring interoperability, and maintaining cybersecurity are major issues. There is also a need for skilled personnel and standardised procedures to manage and use digital twin platforms effectively.

The proper planning, investment, and training in digital twin technology can play a key role in making Indian railways more efficient, reliable, and sustainable.

Join the 6th edition of InnoMetro to explore how the progressions in AI are improving the railway systems, including ticketing, rolling stock, and signalling. Witness the innovation from 200+ exhibitors at India’s leading show for metro & railways which is going to held on 21-22 May 2026 at Bharat Mandapam, New Delhi

Register now: https://innometro.com/visitor-registration/

The Mumbai Ahmedabad High Speed Rail: Engineering India’s Future Transport

Narendra Shah & Editorial Team
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The Mumbai Ahmedabad High Speed Rail: Engineering India’s Future Transport

Introduction

Indian Railways, one of the world’s largest and most diverse rail networks, has continually evolved over more than a century to meet the nation’s growing mobility and economic demands. From the early days of steam-powered locomotives that connected distant towns and facilitated trade, to the introduction of diesel engines and later electrified networks, the system has consistently adapted to emerging technologies and increasing passenger expectations. 

In recent decades, India has witnessed a growing emphasis on semi-high-speed rail services, exemplified by the Vande Bharat Express, which set new standards for speed, comfort, and modern passenger amenities. These developments reflect India’s ambitions to transform its rail sector into a world-class transportation system which is capable of meeting rising passenger expectations and the demands of a rapidly urbanizing population. 

Building upon this legacy of innovation, India is now entering a transformative phase in urban and regional mobility with the launch of its first high-speed rail corridor, the Mumbai–Ahmedabad High-Speed Rail (MAHSR) project. The Mumbai–Ahmedabad High-Speed Rail project is designed to drastically reduce travel time between two of India’s most important economic hubs while enhancing regional connectivity and establishing a benchmark for modern and sustainable rail infrastructure. 

Bullet train 1

Historical Background of Bullet Train Project

  • The Ministry of Railways (MOR), Government of India, prepared the Indian Railways Vision 2020 in December 2009, outlining plans for the modernization and expansion of passenger transport infrastructure. As part of this vision, pre-feasibility studies were initiated sequentially on seven potential routes identified for the construction of High-Speed Rail (HSR) corridors.
  • Among these, an expert committee on railway modernization recommended the Mumbai–Ahmedabad corridor (approximately 500 km) as the first HSR section to be constructed in India.
  • In FY 2009, a pre-feasibility study for the Mumbai–Ahmedabad line was undertaken by RITES (India), Systra (France), and other partners. 
  • Building upon these studies, the Governments of India and Japan issued a joint statement on May 29, 2013, agreeing to conduct a joint feasibility study on the project. Subsequently, on October 7, 2013, the Japan International Cooperation Agency (JICA) and the Ministry of Railways signed a Memorandum of Understanding (MoU) to carry out the joint feasibility study.
  • The project reached a historic milestone on September 14, 2017, when Prime Minister Narendra Modi of India and Prime Minister Shinzo Abe of Japan jointly laid the foundation stone for the country’s first high-speed rail project between Mumbai and Ahmedabad.
  • To implement the project, a Memorandum of Cooperation was signed between the Governments of India and Japan on December 15, 2017. 

India’s First Bullet Train: The Mumbai–Ahmedabad High-Speed Rail Project

Overview 

The Mumbai–Ahmedabad High-Speed Rail (MAHSR) corridor, India’s first bullet train project, is a 508.17 km long under-construction high-speed rail line designed to link Mumbai in Maharashtra with Ahmedabad in Gujarat through 12 stations. 

Stations: Mumbai (Bandra Kurla Complex), Thane, Virar, Boisar, Vapi, Bilimora, Surat, Bharuch, Vadodara, Anand/Nadiad, Ahmedabad, and Sabarmati

image 10 1

The National High-Speed Rail Corporation Limited (NHSRCL), incorporated on 12 February 2016 under the Companies Act, 2013, is the implementing agency responsible for financing, constructing, maintaining, and managing the corridor.

Established as a Special Purpose Vehicle (SPV), NHSRCL functions as a joint venture with equity participation from the Central Government, through the Ministry of Railways, and the state governments of Gujarat and Maharashtra. 

Key Specification of MAHSR Corridor 

Speed and Track Maximum Speed: 350 kmph
Operational Speed: 320 kmph
Average Speed: 250 kmph
Standard Gauge – 1435mm
Traction2 x 25 KV AC overhead catenary (OHE)
SignallingCommunication-based Train Control (CBTC)
SafetyUrgent Earthquake Detection and Alarm System (UrEDAS) for automatic breaking in case of an earthquake
Power supply12 Traction substations, 2 Depot substations and 16 Distribution sub stations

Funding and Financial Structure of Bullet Train Project 

The Mumbai Ahmedabad High Speed Rail Corridor project has an estimated cost of INR 1,08,000 crore (USD 17 billion) excluding taxes. 

The project is being implemented with financial support through an Official Development Assistance (ODA) loan from the Japan International Cooperation Agency (JICA).

Approximately 81% of the total project cost will be financed by the Government of Japan through JICA, while the remaining cost will be borne by the Government of India. 

Funding Received So far from JICA 

TrancheDateLoan Amount (Japanese Yen)Approximate Amount (INR Crore)
Tranche 1September 201889.54 billion JPY₹5,500 crore
Tranche 2November 2018              — ₹9,600 crore
Tranche 3July 2022100,000 million JPY₹6,000 crore
Tranche 4March 2023300 billion JPY₹18,750 crore
Tranche 5December 2023400 billion JPY₹22,627 crore 
JRE TEC E5 omiya 1

Major Contracts Awarded for Bullet Train Project

Contract Contractor 
Package C1: 1.028 km Underground Station at BKC, MumbaiMEIL – HCC JV
Package C2: 20.377 km underground tunnel between BKC Station to Shilphata, Thane (3 Mega TBMs to be used)Afcons Infrastructure
Package C3: 135.450 km elevated line between Shilphata, Thane and Zaroli Village (MH/GJ Border)Larsen & Toubro
Package C4: 237.1 km elevated line between Zaroli Village (MH/GJ Border) and VadodaraLarsen & Toubro
Package C5: 8.198 km elevated viaduct and station within VadodaraLarsen & Toubro
Package C6: 87.569 km elevated viaduct between Vadodara and AhmedabadLarsen & Toubro
Package C7: 18.133 km elevated viaduct and station within AhmedabadIRCON – DRA JV
Package C8: 2.126 km viaduct, building works at Sabarmati DepotSCC – VRS JV
Package P1(B): Construction of 4 PSC Bridges & 7 Steel Truss Bridges between Zaroli and Vadodara.MG Contractors Pvt. Ltd. (MGCPL)
Package P1(C): Construction of 1 PSC Bridge & 4 Steel Truss Bridges between Vadodara and Ahmedabad.MG Contractors Pvt. Ltd. (MGCPL)
Package T1: Design, Supply & Construction of Track & Track related works between HSR station at BKC/ Mumbai and Zaroli Village on MH/GJ border (156.855 km)Larsen & Toubro (L&T)
Package T2: Design, Supply & Construction of Track and Track related works between Zaroli Village and Vadodara (237.10 km)IRCON International
Package T3: Design, Supply & Construction of Track and Track related works between Vadodara and Sabarmati Depot and workshops (114.60 km)Larsen & Toubro (L&T)
Package S-1: Design, Manufacture, Supply, Installation, Over all Integration, Testing Commissioning, and Comprehensive Maintenance, of Signalling & Train Control System, Telecommunication System, and Operation Control Center SystemDRA Infracon – Siemens JV
Series N700A F20 1

Rolling Stock for the Bullet Train Project 

  • The initial procurement plan for India’s Mumbai–Ahmedabad High-Speed Rail (MAHSR) project involved the E5 Shinkansen trainsets. However, due to subsequent project delays and technological advancements in Japan, India has now been offered the next-generation E10 Shinkansen series.
  •  The Japanese government has agreed to introduce the E10 Shinkansen trains for the Mumbai–Ahmedabad High-Speed Rail project. The E10 series will be launched concurrently in both Japan and India. 
  • Designed by East Japan Railway Company (JR East), the E10 draws inspiration from Japan’s iconic sakura, or cherry blossom, symbolizing elegance and innovation. 
  • In addition to safety innovations, the E10 series introduces several passenger-centric upgrades. These include expanded luggage compartments, dedicated window-side spaces for wheelchair users, and a reconfigurable seating layout that can be adapted for additional passenger capacity or increased cargo space.

Assessing the Progress of Mumbai-Ahmedabad High Speed Rail Corridor 

1. India’s first Undersea Tunnel 

The Mumbai–Ahmedabad High-Speed Rail (MAHSR) corridor features a 21 km long tunnel, out of which 7 km will run under the Thane Creek, making it India’s first undersea rail tunnel. The tunnel will be built using a combination of tunneling methods: 5 km through the New Austrian Tunnelling Method (NATM) and the remaining 16 km with Tunnel Boring Machines (TBMs) for faster mechanized excavation.

Completion of the 5 km NATM Section (Ghansoli–Shilphata)

The project achieved a major milestone on 20 September 2025 with the completion of the 5 km NATM-driven tunnel section between Ghansoli and Shilphata in Maharashtra. The excavation was executed simultaneously from both ends, with teams progressing from the Ghansoli side and the Shilphata side to ensure timely completion.

Historic Milestone Major Tunnel breakthrough achieved in Mumbai Ahmedabad Bullet Train Project 2 0 1

In July 2025, the first NATM tunnel breakthrough was achieved at the Sawli Shaft in Ghansoli, where a 2.7 km section was completed between BKC (Bandra-Kurla Complex) and Ghansoli. This was followed by steady progress to link the excavation fronts between Ghansoli and Shilphata.

Historic Milestone Major Tunnel breakthrough achieved in Mumbai Ahmedabad Bullet Train Project 0 1

To accelerate progress, an Additional Driven Intermediate Tunnel (ADIT) was constructed. This allowed access to the underground alignment and enabled simultaneous tunneling operations towards both Ghansoli and Shilphata, thereby cutting down construction time and enhancing safety during excavation.

2. Mountain Tunnel for the Project 

The MAHSR corridor features a total of 8 mountain tunnels. Seven of these tunnels are situated in the Palghar district of Maharashtra, while the remaining one is in the Valsad district of Gujarat.The tunnels will be  constructed using the New Austrian Tunneling Method (NATM).

Breakthrough of First Mountain Tunnel on MAHSR Corridor

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In 2023, the National High-Speed Rail Corporation Limited (NHSRCL) achieved a major milestone in the Mumbai-Ahmedabad High-Speed Rail (MAHSR) Corridor project with the breakthrough of the first mountain tunnel.The tunnel is located approximately 1 kilometer from Zaroli Village, Umbergaon Taluka, in the Valsad district of Gujarat. The tunnel was completed in a remarkable span of just 10 months.

3. Steel Bridges For the Project 

A total of 28 steel bridges are planned along the Mumbai–Ahmedabad Bullet Train corridor, with 11 located in Maharashtra and 17 in Gujarat.

Completion of 9th steel bridge 

In September 2025, the second 100-meter span of a 2 x 100-meter long steel bridge was successfully launched over National Highway 48 (connecting Delhi, Mumbai, and Chennai) near Nadiad in Gujarat. The first 100-meter span of this bridge had been completed earlier in April 2025. With this achievement, the ninth steel bridge was completed in Gujarat, out of the 17 planned for the state.

Completion of River Bridge on Vishwamitri River for Mumbai Ahmedabad Bullet Train Project 3 1 1

Launching of 10th Steel Bridge 

In October 2025, the Mumbai–Ahmedabad Bullet Train project achieved another milestone with the successful launching of its 10th steel bridge in Ahmedabad, Gujarat. The 60-meter-long bridge, weighing 485 metric tons, was installed over a Western Railway facility (laundry) situated adjacent to existing railway tracks. Measuring 12 meters in height and 11.4 meters in width, the structure was fabricated at a dedicated workshop in Wardha, Nagpur (Maharashtra), and transported to Ahmedabad using specially designed trailers.

10th Steel Bridge Launched for Mumbai Ahmedabad Bullet Train Project 3 1 1

Details of the Steel Bridges Completed so far in Gujarat

Sr. NoLocationLength of the steel bridge (in meters)Weight of the steel bridge (in MT)
1Across National Highway 53, Surat70 673
2Over Vadodara-Ahmedabad main line of Indian Railways, near Nadiad1001486
3Over Delhi-Mumbai National Expressway, near Vadodara230 ( 130+100)4397
4Near Silvassa in Dadra & Nagar Haveli1001646
5Over Western Railways, Vadodara60645
6Over two DFCC Tracks and two Western Railways tracks, Surat100, 60 2040
7Over two DFCC tracks, near Vadodara70 674
8Over DFCC tracks near Bharuch1001400
9Over NH-48, near Nadiad2 X 100 2884
10.Over Railway Facility (Laundry) in Ahmedabad, Gujarat60485 

4. River Bridges For the Project 

The Mumbai Ahmedabad Bullet Train corridor features 25 river bridges, out of which 21 are in Gujarat and 4 in Maharashtra. On 6 August 2025, The bridge on Vishwamitri River, Vadodara district, Gujarat was completed for the Mumbai-Ahmedabad Bullet Train project. This is the seventeenth river bridge completed out of the planned 21 river bridges in Gujarat for the project.

Railway Minister and Japan’s Transport Minister Reviewed the Progress of Bullet Train Project

In October 2025, Union Railway Minister Shri Ashwini Vaishnaw and Japan’s Minister of Land, Infrastructure, Transport and Tourism H.E. Hiromasa Nakano visited sites of the Mumbai–Ahmedabad Bullet Train project in Surat and Mumbai. 

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  • Visit to Track Slab Laying Site at Surat: The ministers visited the Surat High-Speed Rail track construction base, where they reviewed ongoing works related to the J-slab ballastless track system being installed on the viaduct. During the visit, Railway Minister Shri Ashwini Vaishnaw also witnessed the first track turnout installation near Surat HSR station.
  • Visit to BKC HSR Station at Mumbai: Following the site review in Surat, both delegations travelled to Mumbai aboard the Vande Bharat Express. The ministers reviewed the ongoing works at the Bandra Kurla Complex (BKC) High-Speed Rail Station.

Overall Status of Bullet Train Project as of 10th October 2025

Category Progress Status 
Viaduct Completed325 km out of 508 km
Pier Work Completed400 km
Noise BarriersOver 4 lakh installed along a 216 km stretch
Track Bed Construction217 track km of Reinforced Concrete (RC) track bed completed
Overhead Equipment (OHE)More than 2300 masts installed, covering approximately. 57 route km of mainline viaduct
Station Works – GujaratSuperstructure work at all stations is in the advanced stage
Station Works – MaharashtraWork started on all three elevated stations; base slab casting at Mumbai underground station is in progress

Impacts of Mumbai Ahmedabad High Speed Rail Corridor

Economic growth and job creation

The project is expected to integrate the economies of major commercial centres along the corridor. Research on HSR projects in other countries has shown a direct correlation between increased market access and a rise in GDP. The construction of the corridor is providing employment opportunities, while its operations will also offer long-term job prospects in areas such as train operations, maintenance, station management, passenger services, and logistics support. The high-speed rail network is anticipated to attract new investments in real estate, manufacturing, and service sectors along the alignment.

The project has also created extensive opportunities for small and medium enterprises (SMEs) through subcontracting and supply chain participation. Companies engaged in civil construction, machinery supply, precision engineering, and material logistics have benefited from consistent project-related demand. 

Social and Connectivity Impact

By linking two major metropolitan regions and several Tier-II cities such as Thane, Surat, Bharuch, Vadodara, Anand, and Sabarmati, the MAHSR will improve regional mobility and promote urban development along the corridor. This will strengthen social and economic ties between urban and semi-urban regions and enhance access to employment, education, and healthcare facilities. The development of the high-speed rail stations is designed to encourage transit-oriented development (TOD). The creation of commercial, residential, and recreational zones around station precincts will lead to planned urban expansion rather than unstructured sprawl.

Skill Development

The establishment of the High-Speed Rail Training Institute (HSRTI) in Vadodara has enabled training for engineers, technicians, and operational staff in high-speed rail technology. This has created a technically skilled manpower and introduced advanced engineering practices in India’s railway ecosystem.

Long-Term Strategic Impact

The MAHSR is a strategic initiative toward modernising India’s railway network. It establishes the technical, operational, and institutional framework for future high-speed rail corridors planned under the National Rail Plan. The project also strengthens India-Japan bilateral cooperation in transport technology and infrastructure development. 

Environmental Impact

The social benefits of the corridor also extend to environmental quality. As a fully electric, low-emission mode of transport, high-speed rail will contribute to cleaner air, lower greenhouse gas emissions, and a reduction in noise pollution compared to conventional diesel-based modes. Once operational, it is expected to shift a portion of passenger traffic from air and road to rail.

Conclusion

The Mumbai–Ahmedabad High-Speed Rail (MAHSR) project is a landmark in India’s railway infrastructure. The project represents India’s first attempt to establish a high-speed rail network, integrating advanced Japanese technology with domestic engineering and execution capabilities. The project has made steady progress in civil works, bridge construction, and station development, but it has also faced delays due to land acquisition issues, environmental clearances, and coordination between multiple agencies. 

The long-term success of the MAHSR corridor will depend on several factors. Achieving projected ridership levels and maintaining affordable yet financially sustainable fares will also influence the project’s economic viability. In addition, continuous skill development, safety assurance, and adherence to quality standards will be essential for reliable operations. If these factors are addressed effectively, the MAHSR corridor can serve as a model for future high-speed rail projects in India.

Join the 6th edition of InnoMetro to explore how the progressions in AI are improving the railway systems, including ticketing, rolling stock, and signalling. Witness the innovation from 200+ exhibitors at India’s leading show for metro & railways which is going to held on 21-22 May 2026 at Bharat Mandapam, New Delhi

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Mumbai Metro: Landmark Corporation Becomes L1 for Architectural Finishing Works Contract of Line 2B

Narendra Shah & Editorial Team
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0
Mumbai Metro: Landmark Corporation Becomes L1 for Architectural Finishing Works Contract of Line 2B

MUMBAI (Metro Rail News): Mumbai Metropolitan Region Development Authority (MMRDA) has announced Landmark Corporation Pvt Ltd as the lowest bidder for the architectural finishing contract for 7 stations of Mumbai Metro Line 2B which spans 23.643 km from DN Nagar to Mandale through 20 stations. 

MMRDA invited bids for this contract and technical bids were opened on 14 August 2025 revealing that 8 firms have submitted bids for this contract and on the same day technical evaluation of the bids occurred. However during the technical evaluation round 4 firms’ bids got rejected. Subsequently, financial bids were opened and on 12 December financial evaluation of the bids took place during which 3 firms’ bids got rejected, announcing Landmark Corporation as the lowest bidder for the contract. 

Financial Bid Values 

Firm Bid Values 
Landmark Corporation Pvt Ltd₹ 151.2 Cr
Gawar Construction Limited₹ 187.9 Cr
Godrej and Boyce Mfg Co. Ltd₹ 175.4 Cr
M/S J. Kumar Infraprojects Ltd₹ 185.4 Cr 

Contracts Scope of Work: Architectural finishing works including interior fitouts design and construction of external facade water supply sanitary installation, drainage for 7 elevated stations from ESIC Nagar to Bandra of Metro Line 2B Corridor.  

Join the 6th edition of InnoMetro to explore how the progressions in AI are improving the railway systems, including ticketing, rolling stock, and signalling. Witness the innovation from 200+ exhibitors at India’s leading show for metro & railways which is going to held on 21-22 May 2026 at Bharat Mandapam, New Delhi

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Light Rail Transit: A Cost-Effective Mobility Solution for Growing Urban Centers

Narendra Shah & Editorial Team
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0
Light Rail Transit: A Cost-Effective Mobility Solution for Growing Urban Centers

Introduction: The Need for Cost-Effective Urban Mobility in India

India’s rapid urbanisation has placed immense pressure on its urban transport systems. By 2035, over 480 million people are projected to live in cities, which highlights the demand for reliable and affordable public transport. The Metro rail systems have become the backbone of mobility, covering over 1000km of operational network in major metropolitan regions, including Delhi, Kolkata, Chennai, Bangalore, among others. However, the high capital cost and long gestation periods of metro systems make them less feasible for medium-sized cities with moderate population densities and travel demand.

Light Rail Transit (LRT) systems, often referred to as Metro Lite in the Indian context, can be a cost-effective and scalable alternative. An LRT system typically operates on segregated or partially segregated tracks with an average capacity of 20,000 and 30,000 passengers per hour per direction (pphpd) (PHPDT). The infrastructure cost of an LRT system ranges between ₹180 crore and ₹250 crore per kilometre, which is substantially lower than conventional metro systems that can cost ₹350–800 crore per kilometre, which primarily depends on whether they are elevated or underground.

For cities that require mass transit solutions but cannot justify the financial and operational commitments of a full-fledged metro, LRT offers an intermediate mode that can balance capacity, cost, and efficiency. In addition to this, LRT systems have shorter construction timelines and lower energy consumption. LRT systems can be integrated into existing road corridors with minimal disruption. This makes them particularly suitable for Tier-2 and Tier-3 cities such as Nashik, Dehradun, and Warangal, which are currently exploring or preparing detailed project reports (DPRs) for such systems.

As India’s urban transport policy prioritises affordable and sustainable modes, LRT projects are gaining attention from both public authorities and private sector stakeholders. For investors, contractors, and technology providers, the growing interest in LRT represents a business opportunity provided that planning, funding, and execution frameworks are aligned to ensure long-term operational viability and financial sustainability.

The purpose of this paper is to present a comparative assessment of LRT systems in relation to other urban transport modes, particularly in terms of operating cost, passenger capacity, and operational speed. It also aims to evaluate the feasibility of implementing LRT in Indian cities, taking into account factors such as energy efficiency, carrying capacity, and urban adaptability. Globally, several cities have adopted LRT systems due to their relatively low noise levels, high ride comfort, and flexibility in alignment design. The ability of LRT to negotiate sharp curves and integrate with urban road networks makes it well-suited to the spatial and economic characteristics of medium-sized Indian cities.

Understanding Light Rail Transit (LRT) 

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Light Rail Transit (LRT) is a modern form of electrically powered urban rail transport that is engineered to operate with medium passenger capacity and moderate construction cost. It generally functions on a dedicated or semi-exclusive right-of-way, which enables higher speeds and reliability compared to road-based systems. LRT vehicles typically use standard-gauge steel tracks, which allow interoperability and easier maintenance through existing rail supply chains.

  • Traction: From a technical standpoint, an LRT system operates with electric traction power, usually drawn through overhead catenary systems at 750V DC or 1,500V DC. 
  • Speed: The operational speed of LRT systems generally ranges between 25–35 km/h, with maximum speeds of 60–80 km/h, depending on corridor design and signal priority. 
  • Capacity: The passenger carrying capacity lies in the range of 10,000 to 30,000 passengers per hour per direction (PHPDT), which positions LRT between Bus Rapid Transit Systems (BRTS) and heavy metro rail systems. 
  • Alignment: In LRT, trains generally consist of 2 to 4 articulated cars, and the platform lengths span from 60 to 90 metres.

Why is LRT a Viable Alternative in Tier 2 and 3 Cities?

Rapid Urban Population Growth

India’s urban population is expected to increase by 416 million by 2050, which will shift the country from a primarily rural to an urban demographic. This growth creates the need for cost-effective urban mobility solutions, particularly in Tier 2 and Tier 3 cities, which are increasingly emerging as economic hubs. Tier 2 cities have populations between 1 and 5 million (e.g., Visakhapatnam, Kochi, Raipur), while Tier 3 cities, including Nagpur, Indore, Patna, and Bhopal, range from 0.1 to 1 million residents.

Economic Significance of Tier 2 and 3 Cities

These cities play a critical role in India’s economic growth. They host a substantial fraction of registered MSMEs, accounting for 51% of the total, which contributes to employment creation and regional development. Economic activity in these cities drives improvements in infrastructure, healthcare, and technical education..

Investment Opportunities for LRT

Tier 2 and 3 cities present favorable conditions for Light Rail Transit (LRT) projects. LRT systems provide medium-capacity urban transit, improve connectivity for businesses and residents, and enable transit-oriented development (TOD), including commercial, residential, and mixed-use projects along corridors. The implementation of supportive government policies, expanding economic activity, and urban expansion offer a promising environment for cost-effective and sustainable urban transport investments.

LRT over Heavy Metro Systems

LRT differs from conventional Metro systems in several key aspects relevant to the Indian context. While metro rail systems are typically designed for high-demand corridors exceeding 30,000 PHPDT, they require fully segregated alignments, complex civil structures (tunnels, viaducts), and higher capital investments. 

In contrast, LRT systems can be implemented at lower costs, and can operate both on elevated sections and at-grade alignments within existing road medians. This makes them financially viable for medium-density cities and corridors that do not justify metro-scale infrastructure.

LRT vs BRT

If we compare LRT with Bus Rapid Transit (BRT), which is based on rubber-tyred vehicles operating on dedicated lanes, LRT offers higher passenger capacity, smoother acceleration, longer service life, and lower energy consumption per passenger-kilometre. Additionally, LRT vehicles produce less noise, emit no local pollutants, and have lower maintenance costs over their operational lifecycle.

Advantages of LRT over Other Modes of Transport

The cost structure and operational efficiency of Light Rail Transit (LRT) systems make them particularly attractive for medium-sized Indian cities seeking to expand urban mobility infrastructure without incurring the high capital expenditure associated with conventional metro systems. LRT offers a balanced trade-off between capacity, speed, and investment, which enables Tier-2 and Tier 3 cities to implement high-quality public transport solutions at a sustainable financial scale.

Cost Efficiency

From a capital cost perspective, the development of an elevated or at-grade Light Rail Transit (LRT) system generally ranges between ₹180 crore and ₹250 crore per kilometre, depending on factors such as alignment, land acquisition costs, system configuration, and civil structure requirements. In comparison, elevated metro systems in India typically cost between ₹350 crore and ₹550 crore per kilometre, as seen in the case of the Namma Metro Yellow Line in Bengaluru, which averages around ₹400 crore per kilometre. The cost escalation in metro projects primarily stems from heavier civil structures, larger stations, higher design speeds, and more complex traction and signalling systems.

On the other hand, Bus Rapid Transit Systems (BRTS) are more economical at ₹40 crore to ₹70 crore per kilometre, but their capacity, comfort, and service life are comparatively lower.

Lower Operating Cost

The operating cost of an LRT system is generally lower than that of a metro due to lesser energy consumption, smaller train configurations, and simplified maintenance regimes. The absence of complex tunnel systems, advanced HVAC installations, and heavy-duty traction equipment contributes to further cost savings.

In terms of lifecycle benefits, LRT systems offer longer vehicle lifespans, typically around 30 years, and infrastructure longevity exceeding 40 years with periodic maintenance. The modular nature of LRT infrastructure allows cities to expand line capacity incrementally by adding more cars, extending platforms, or increasing service frequency as ridership grows.  This scalability enables a phased approach to investment, aligning with budgetary and ridership projections.

Energy Efficiency 

Energy efficiency is another major advantage of LRT. Electric traction results in lower specific energy consumption, approximately 0.08–0.10 kWh per passenger-kilometre, compared to 0.15–0.20 kWh per passenger-kilometre for metro systems. The use of regenerative braking technology further enhances efficiency by returning up to 25–30% of energy to the grid. This makes LRT systems a more environmentally sustainable option for developing cities.

Risk Factors Impacting the Planning, Implementation, and Operational Sustainability of LRT Projects in India

While Light Rail Transit (LRT) offers a cost-effective and scalable solution for urban mobility, its successful implementation in Indian cities depends on addressing several technical, financial, and institutional challenges. Understanding these risks is imperative for investors, contractors, and policymakers to ensure long-term project viability.

1. Right-of-Way (ROW) Constraints


 Urban corridors in Indian cities are often densely built, with narrow streets and mixed land use, where securing a dedicated or partially segregated ROW for LRT can be challenging. It requires strategic land acquisition, relocation of utilities, and coordination with municipal authorities.

2. Funding and Financial Viability
Although LRT systems are less expensive than metro projects, the upfront capital requirement is still substantial for medium-sized cities with limited fiscal resources.

3. Ridership and Revenue Risk

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The financial and operational feasibility of LRT depends on achieving projected ridership levels. Overestimation of demand can lead to underutilised assets and revenue shortfalls, while underestimation may result in overcrowding and service inefficiency.

4. Regulatory and Institutional Coordination

LRT projects often involve multiple agencies, including urban local bodies, state transport authorities, traffic police, and utility providers. Fragmented decision-making or slow approvals can lead to project delays. Since LRT has yet to be implemented in India, it requires clear governance structures, defined roles, and a central project authority to streamline execution

Global Applications and Operational Examples of Light Rail Transit

Citadis Light Rail (North America)

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Technical details

SpecificationDetails
TypeArticulated with LRV or Multi-articulated (Streetcar)
Type of bogies2 types (Ixege or Corege)
The highest passenger capacity310
Track gauge1,435 mm or 1581 mm (Pennsylvania gauge)
Low floor ratio100%
Vehicle width2.65 m

Citadis Light Rail Vehicles (LRVs) provide an efficient solution for reducing urban congestion by transporting passengers reliably across metropolitan areas of North America. Citadis light rail vehicles (LRVs) first became operational in North America on September 14, 2019. 

They are suitable for operation on existing networks, as replacements for aging rolling stock, or as part of newly constructed lines or extensions. In city centers, they can operate as streetcars in mixed traffic, reaching a maximum speed of 70 km/h. On dedicated light rail tracks, they can connect suburban areas to the city at speeds up to 105 km/h.

The modular design of Citadis LRVs allows flexibility in train configuration, which enables vehicles to be coupled to form longer trains as passenger demand increases. In such configurations, the system can carry over 20,000 passengers per hour per direction (PHPDT). 

Charleroi Light Rail (Belgium)

Technical details

SpecificationDetails
ManufacturerLa Brugeoise et Nivelles (BN); electrical components and motors by ACEC
DimensionsLength: 22.88 m (75 ft) • Width: 2.5 m (8 ft 2 in)
Passenger CapacityTotal: 192 passengers (44 seated, 148 standing)
Power OutputTwo electric engines with a combined output of 456 kW (612 hp)
Maximum Speed65 km/h (40 mph)
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The Charleroi Light Rail, known locally as the Métro Léger de Charleroi (MLC), is a hybrid light rail and tram network in Belgium, comprising a central loop and branches to the suburbs. The system is operated by the public transport company TEC Charleroi and consists of a 33 km network with four lines. The system primarily uses a fleet of older, bi-directional, articulated trams built between 1980 and 1982. Since 2022, operator TEC has been investing in the renewal of this fleet.

Upcoming Modern Light Rail Systems

Astana Light Metro Train

Technical details

SpecificationDetails
ManufacturerCRRC
CapacityEach four-car trainset can carry over 600 passengers
Maximum speed80 km/h (50 mph)
Track gauge1435mm
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The Astana Light Metro is a driverless, elevated light rail system under construction in Astana, Kazakhstan. The project has faced delays since it was first conceived, but has recently been revived and is now scheduled to open in the first quarter of 2026. The initial line will be a 22.4-kilometer (13.9-mile) north-south route with 18 stations. It will link Nursultan Nazarbayev International Airport with the Astana Nurly Zhol railway station.

Conclusion

Light Rail Transit (LRT) offers a practical and cost-effective approach to strengthen urban mobility in India’s rapidly expanding cities. LRT stands between Bus Rapid Transit (BRT) and heavy metro systems in terms of cost, capacity, and infrastructure requirements. LRT offers a balanced solution for Tier-2 and Tier-3 cities that require efficient transit but cannot sustain the financial or operational burden of full-scale metro systems.

Globally, successful LRT models in North America, Belgium, and Central Asia show that the technology can be adapted to a variety of urban layouts, from mixed-traffic street alignments to elevated segregated corridors. However, the introduction of LRT in India will require careful planning and institutional coordination. The absence of prior LRT experience in India highlights the need for pilot projects and strong feasibility assessments.

As cities continue to grow, Light Rail Transit can play a pivotal role in bridging the gap between low-capacity road-based systems and high-cost metro infrastructure. If implemented with well-structured governance and long-term financing models, LRT systems can become a core component of India’s next phase of urban transport.

Dev- N.ROSE (JV) Bags Architectural Finishing Works Contract of Mumbai Metro Line 2B

Narendra Shah & Editorial Team
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Dev- N.ROSE (JV) Bags Architectural Finishing Works Contract of Mumbai Metro Line 2B

MUMBAI ( Metro Rail News): Dev – N.ROSE (JV) has received a Letter of Acceptance (LoA) from Mumbai Metropolitan Region Development Authority (MMRDA) for the architectural finishing contract of Mumbai Metro Line 2B which spans 23.643 km from DN Nagar to Mandale through 20 stations. 

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MMRDA invited bids for this contract with a 450 days deadline. Technical bids were opened on 19 Jun 2025 revealing that 5 firms have submitted bids for the contract. Technical evaluation of the submitted bids occurred on 5 Aug 2025. However during the technical evaluation round one firm’s bids got rejected. 

On 5 Aug financial bids were opened for the technically qualified bids. On 12 Dec 2025, financial evaluation of the bids in which 3 firms bid were rejected announcing Dev Engineers as the lowest bidder for the contract and on the same day the firm received LoA for the contract. 

Financial Bid Values 

Firm Bid Value 
Dev – N.ROSE (JV)₹ 201.4 Cr
Gawar Construction Limited₹ 246 Cr 
Godrej and Boyce Mfg Co. Ltd₹ 203.8 Cr 
M/S. Kumar Infra Projects Ltd₹ 250.4 Cr 

Contracts’s Scope of Work: Architectural Finishing Works Including Interior Fit outs, Design & Construction of External Facade, Water Supply, Sanitary Installation, Drainage for 07 Elevated Stations Viz. 3 Iconic elevated stations ITO, ILFS & MTNL and 4 elevated stations viz. S. G. Barve Marg, Kurla East, EEH & Chembur station of Metro Line 2B Corridor [D.N. Nagar to Mandale] of Mumbai Metro Rail Project Of MMRDA. 

Witness the innovations & AI- powered solutions in railway & metro systems from over 200 exhibitors at the 6th edition of InnoMetro. Join India’s dedicated show for the rail transit sector which is going to held on 21-22 May 2026 at Bharat Mandapam, New Delhi

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Delhi Metro Phase 4: DMRC Initiates Construction Work on Golden Line Extension

Narendra Shah & Editorial Team
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Delhi Metro Phase 4: DMRC Initiates Construction Work on Golden Line Extension

NEW DELHI (Metro Rail News): Delhi Metro Rail Corporation (DMRC) has started construction work on Lajpat Nagar-Saket G Block Corridor of Delhi Metro Phase 4’s Golden Line (Line-11). The Lajpat Nagar–Saket G-Block Corridor will span 8.385 km and will feature 8 stations. 

Stations: Lajpat Nagar, Andrews Ganj, GK-1, Chirag Delhi, Pushpa Bhawan, Saket District Centre, Pushp Vihar, Saket G Block

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The First Test Pile and Ground Breaking Ceremony took place at Pushpa Bhawan near Saket, marking a historic step in expanding Delhi’s metro network. The occasion was graced by Dr. Vikas Kumar, MD/ DMRC and other senior officials from DMRC, along with officials from Rail Vikas Nigam Limited (RVNL), the contractor for this section. 

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The Golden Line corridor serves as a crucial link in South Delhi, boosting connectivity and enabling seamless integration with existing metro lines. The Lajpat Nagar-Saket G Block corridor will connect directly with the Magenta Line at Chirag Delhi, and with the Violet and Pink Lines at Lajpat Nagar.

As per the DMRC, the other two corridors of phase-IV extension – Inderlok to Indraprastha and Rithala to Narela are also progressing with the tendering work and other preconstruction related activities.

Witness the innovations & AI- powered solutions in railway & metro systems from over 200 exhibitors at the 6th edition of InnoMetro. Join India’s dedicated show for the rail transit sector which is going to held on 21-22 May 2026 at Bharat Mandapam, New Delhi

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Patna Metro: TBM Breakthrough Achieved at PMCH Metro Station

Narendra Shah & Editorial Team
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Patna Metro: TBM Breakthrough Achieved at PMCH Metro Station

PATNA (Metro Rail News): Patna Metro Rail Project progressed with the successful TBM breakthrough at Patna Medical College and Hospital (PMCH) station of Patna Metro Line 2, which spans 14.05 km between Patna Junction Railway Station and New ISBT. 

The TBM was originally launched from Moin-ul-Haq Stadium, and is advancing along the alignment from Rajendra Nagar Metro Station to Patna Junction. It passes through key locations including Moin-ul-Haq Stadium, Patna University, PMCH, Gandhi Maidan, and Akashvani.

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This development was recorded under the underground Package PC-03 which spans 8 km connecting Rajendra Nagar-Patna Junction Railway Station of Line 2. 

Larsen & Toubro bagged the Package PC-03 from Delhi Metro Rail Corporation (DMRC) in December 2021 at an estimated cost of Rs. 1989 crore with a 42-month deadline.

Package PC-03’s Brief Scope: Design and Construction of Twin Tunnel by Shield TBM, Tunnel by Cut & Cover, Underground Ramp at Rajendra Nagar and Six Underground metro stations viz. Rajendra Nagar, Moin Ul Haq Stadium, University, PMCH, Gandhi Maidan & Akashvani with Entry/Exits & Connecting subway including Architectural Finishing, Water Supply, Sanitary Installation & Drainage works on New ISBT to Patna Station of corridor-2 of Phase-I of Patna MRTS.

Witness the innovations & AI- powered solutions in railway & metro systems from over 200 exhibitors at the 6th edition of InnoMetro. Join India’s dedicated show for the rail transit sector which is going to held on 21-22 May 2026 at Bharat Mandapam, New Delhi

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Jindal Steel Becomes India’s Largest Heat Treatment Player with 60,000 Tons Monthly Capacity 

Narendra Shah & Editorial Team
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Jindal Steel Becomes India’s Largest Heat Treatment Player with 60,000 Tons Monthly Capacity 

Jindal Steel Ltd. (formerly Jindal Steel and Power Ltd.) has significantly expanded its manufacturing footprint, positioning itself as the company with the largest heat treatment capacity in India at 60,000 tons per month. 

The company now offers a comprehensive product range in Furnace Normalised (FN) and Quenched & Tempered (Q&T) categories. This facility is capable of processing plates with thicknesses ranging from 6mm to 200mm and widths up to 5 meters. To ensure superior quality, Jindal Steel has deployed cutting-edge technology from DUBONG, featuring precision temperature control for uniform properties throughout the plate. 

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This technological advancement equips Jindal Steel to manufacture high-end products previously imported into India, directly supporting the Atmanirbhar Bharat initiative. The expanded portfolio includes: 

● High Strength Q&T products (2000 MPa and above). 

● Abrasion Resistance products (>600 BHN). 

● Defence products with guaranteed ballistic properties for armoured vehicles. 

● Tool, die, and alloy steels with critical simulation. 

Speaking on the expansion, Mr S.K. Pradhan, Head of Flat Products at Jindal Steel, said: “High-quality heat-treated plates manufactured by Jindal Steel are playing a pivotal role in strengthening India’s industrial competitiveness. This capacity expansion enables Indian manufacturers across sectors—such as infrastructure, engineering, energy, and heavy machinery—to produce world-class products that meet stringent global standards. Consequently, these premium plates are directly contributing to India’s growing export capabilities and global industrial presence.” 

About Jindal Steel 

Jindal Steel Limited is one of India’s foremost integrated steel producers, renowned for its scale, efficiency, and commitment to excellence. Operating on a robust mine-to-metal model, the Company leverages captive resources, advanced manufacturing capabilities, and a global distribution network to deliver high-performance steel solutions. With an investment footprint exceeding USD 12 billion, Jindal Steel runs state-of-the-art facilities in Angul, Raigarh, and Patratu, and maintains strategic operations across India and Africa. Its diversified and future-ready product portfolio underpins core sectors such as infrastructure, construction, and manufacturing, powering progress through strength and sustainability.

Witness the innovations & AI- powered solutions in railway & metro systems from over 200 exhibitors at the 6th edition of InnoMetro. Join India’s dedicated show for the rail transit sector which is going to held on 21-22 May 2026 at Bharat Mandapam, New Delhi

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Maharashtra CM Urges PMRDA to Complete Pune Metro Line 3 by March 2026 

Narendra Shah & Editorial Team
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Maharashtra CM Urges PMRDA to Complete Pune Metro Line 3 by March 2026 

PUNE (Metro Rail News): Chief Minister of Maharashtra Mr. Devendra Fadnavis instructed the Pune Metropolitan Region Development Authority (PMRDA) to complete Pune Metro Line 3 by its scheduled deadline, with services set to launch by the end of March 2026.

During a PMRDA planning committee meeting he chaired, Fadnavis mentioned that the metro route must deliver on its core objectives to serve citizens’ interests. He also announced sanctioning of Rs 32,523 crore for 220 development projects across the Pune metropolitan region.

Pune Metro Line-3, also referred as the Puneri Metro is an elevated metro corridor which spans 23.3 km between  Hinjawadi and Civil Court covering 23 stations. The Pune Metro Line 3 is being developed on a public-private partnership (PPP) model through a joint venture of TATA and Siemens under the name Pune IT City Metro Rail Ltd. 

In July 2025, Pune Metropolitan Region Development Authority (PMRDA) successfully completed the first trial run on Line 3 from Hinjawadi to Shivajinagar. To know more about this news: Click Here. 

Join the 6th edition of InnoMetro to explore how the progressions in AI are improving the railway systems, including ticketing, rolling stock, and signalling. Witness the innovation from 200+ exhibitors at India’s leading show for metro & railways which is going to be held on 21-22 May 2026 at Bharat Mandapam, New Delhi

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Kolkata Metro: From India’s First Metro Rail to a 21st Century Urban Rail Transit Network

Narendra Shah & Editorial Team
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Kolkata Metro: From India’s First Metro Rail to a 21st Century Urban Rail Transit Network

Introduction

Kolkata, the capital of West Bengal, is located on the eastern bank of the Hooghly River. Kolkata is known for its cultural and historical significance; the city has long been regarded as the cultural centre of India. Kolkata is the third most populous metropolitan area in India, with an estimated 2025 population of around 15.5 to 15.8 million people, which places it behind Delhi and Mumbai. This city serves as the primary financial and commercial hub for eastern India.

During the colonial period, Kolkata served as the capital of British India from 1772 to 1911 and played a central role in the country’s administrative and economic activities. After independence, the city underwent major demographic and infrastructural changes, particularly following the partition of Bengal in 1947, which brought a large influx of refugees from East Bengal.

By the late 1960s, Kolkata faced increasing challenges related to traffic congestion and inadequate road capacity. The existing transport infrastructure could not keep pace with the city’s growing population and economic activities. To address these issues, the Government of India and the Government of West Bengal proposed the development of a metro rail system to provide a reliable, fast, and sustainable mode of urban transport.

This initiative led to the establishment of the metro system in Kolkata. Kolkata Metro holds the distinction of being India’s first metro railway. It was designed to ease traffic pressure, improve urban mobility, and modernise the city’s transport network. Since the opening of its first 3.4 km section between Esplanade and Bhowanipore (now Netaji Bhavan) in 1984, the Kolkata Metro has gradually expanded and now forms a crucial part of the city’s transport infrastructure. It continues to evolve through new corridors and technological upgrades to meet the demands of a growing urban population.

Kolkata Metro: Journey from Concept to Operation

Early Proposals 

The concept of a metro system in Kolkata dates back to the early 20th century. In the September 1919 session of the Imperial Legislative Council at Shimla, a committee led by Sir William Erskine Crum recommended the construction of a metro line beneath the Hooghly River. The proposed route was to connect Bagmari in the east to Benaras Road in Howrah, which spanned approximately 10.4 km. However, due to financial constraints and the complexities of implementing such a project during colonial times, the proposal was shelved. 

Establishment of the Metropolitan Transport Project (MTP)

In 1969, recognising the escalating traffic issues, the Government of India and the Government of West Bengal established the Metropolitan Transport Project (MTP). The MTP aspired to develop a comprehensive urban transport plan for Kolkata. A master plan was developed in 1971, outlining the construction of five metro lines totaling 97.5 km. Based on traffic studies, three corridors were prioritised for construction:

  • Line 1 (North–South Corridor): This line was designed to connect Dum Dum to Tollygunge. This line was identified as the highest priority due to its high traffic volume.
  • Line 2 (East–West Corridor): This corridor connects Bidhannagar to Ramrajatala. This line was planned to serve the eastern parts of the city.
  • Line 3: This line was designed to connect Dakshineswar to Thakurpukur. This line was later divided into two sections: Line 1 (Noapara to Dakshineswar) and Line 3 (Joka to Esplanade).

Foundation Stone and Construction Challenges

On 29 December 1972, Prime Minister Indira Gandhi laid the foundation stone for the metro project in Kolkata. The construction commenced in 1973–74, with the Soviet Union providing technical assistance. The project faced several challenges, including land acquisition issues, shifting of underground utilities, and coordination among various agencies. Despite these hurdles, the project made steady progress.

Inauguration of the First Line

After years of construction, the first section of the Kolkata Metro, covering a 3.4 km stretch between Esplanade and Bhowanipore (now Netaji Bhavan), was inaugurated on 24 October 1984 by Prime Minister Indira Gandhi. This was the beginning of India’s first metro railway service. The metro system in Kolkata had set a precedent for urban transit systems across the country.

Key Specifications of Kolkata Metro

Speed and Track 
Top Speed: 80 kmphAverage Speed: 34 kmphTrack Gauge: Broad Gauge – 1676 mm (Line-1) & Standard Gauge – 1435 mm (Line-2)
Safety and ElectrificationElectrification: 750 V DC Third Rail

Kolkata Metro: A Comprehensive Overview of Operational Network, Ongoing Expansions, and Upcoming Corridors

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Overview

The Kolkata Metro network spans approximately 74 kilometers with 57 stations, which positions it as the third-largest metro system in India by route length. 

Operational Network of Kolkata Metro

Blue Line: Dakshineswar – Kavi Subhash (New Garia)

  • Length: 32.25 km
  • Depot: Noapara and New Garia
  • Number of Stations: 26
  • Station Names: Dakshineswar, Baranagar, Noapara, Dum Dum, Belgachhia, Shyambazar, Shobabazar, Shobhabazar Sutanuti, Girish Park, MG Road, Central, Chandni Chowk, Esplanade, Park Street, Maidan, Rabindra Sadan, Netaji Bhavan, Jatin Das Park, Kalighat, Rabindra Sarobar, Mahanayak Uttam Kumar, Netaji, Masteda Surya Sen, Gitanjali, Kavi Nazrul, Shahid Khudiram, Kavi Subhash (New Garia)

Yellow Line: Nopara-Jai Hind Bimanbandar

  • Length: 6.77 km
  • Type: At-grade, elevated & underground
  • Number of Stations: 4
  • Station Names: Noapara, Dum Dum Cantt., Jessore Road,  Jai Hind Bimanbandar

Note: PM Shri Narendra Modi commissioned the Nopara-Jai Hind Bimanbandar stretch of the Yellow Line on 22 August 2025 from Jessore Road Metro Station.

image 12

Orange Line: Kavi Subhash (New Garia) – Beleghata

  • Length: 9.79 km
  • Type: Elevated
  • Depot: New Garia
  • Number of Stations: 9
  • Station Names: Kavi Subhash, Satyajit Ray, Jyotirindra Nath Nandy, Kavi Sukanta, and Hemanta Mukherjee, VIP Bazar, Ritwik Ghatak, Barun Sengupta, Beleghata.

Timeline of the Orange Line

Operational date   Section Length 
6 March 2024Kavi Subhash – Hemanta Mukhopadhyay 5.68 km
22 August 2025Hemanta Mukhopadhyay- Beleghata4km

Purple Line: Joka – Majerhat

  • Length: 7.74 km
  • Type: Elevated
  • Depot: Joka
  • Number of Stations: 7
  • Station Names: Joka, Thakurpukur, Sakherbazar, Behala Chowrasta, Behala Bazar, Taratala, and Majerhat

Timeline of Purple Line

Operational Date Section  length  
30 December 2022Joka – Taratala 6.5 km
6 March 2024Taratala – Majerhat1.25 km

Green Line: Salt Lake Sector V – Howrah Maidan (East-West Corridor)

  • Length: 13 km
  • Type: Elevated (5.3 km) & Underground (7.7 km)
  • Depot: Central Park in Bidhannagar (Salt Lake)
  • Number of Stations: 12
  • Station Names: Howrah Maidan, Howrah, Mahakaran, Esplanade, Sealdah, Phoolbagan, Salt Lake Stadium, Bengal Chemical, City Centre, Central Park, Karunamoyee, Salt Lake Sector V

Timeline of Green Line

Operational date   Section Length
13 Feb 2020Sector V – Salt Lake Stadium 5.3 km
05 Oct 2020Salt Lake Stadium – Phoolbagan  1.7 km
14 July 2022Phoolbagan – Sealdah2.1 km
6 March 2024Howrah Maidan – Esplanade3.9 km
22 August 2025Esplanade – Sealdah2.6 km
Total16. 55km
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Note: The Green Line of the Kolkata Metro network became completely operational on 22 August. The corridor features India’s first underwater metro stretch spanning 520m from Howrah Maidan to Esplanade. 

Under Construction Routes of Kolkata Metro

Yellow Line: Jai Hind Bimanbandar – Barasat

  • Length: 11.36 km
  • Type: Underground and Elevated
  • Number of Stations: 6
  • Station Names: Birati, Michael Nagar, New Barrackpore, Madhyamgram, Hridaypur, and Barasat

Note: The Yellow Line (Line 4) of the Kolkata Metro is slated for a 2.5-kilometre extension from the current airport terminal to Michael Nagar. This development, expected to be completed within the next three years, will further strengthen the metro’s connectivity to the northern suburbs.

Orange Line: Beleghata – Jai Hind Bimanbandar

  • Length: 22.28 km   
  • Type: At-grade, elevated & underground
  • Depot: New Town, New Garia
  • Number of Stations: 15
  • Station Names: Beliaghata, Gour Kishore Ghosh, NICCO Park, Saltlake Sector V, Technopolis, Nazrul Tirtha (formerly Bidhan Nagar), Swapno Bhor (formerly Sub CBD-1), Biswa Bangla Convention Centre (formerly CBD-1), Kala Kshetra, Mother’s Wax Museum (formerly New Town), Eco Park (formerly Convention Center), Siksha Tirtha (formerly Sub CBD-2), City Centre II (formerly Titumir), Chinar Park (formerly Rabindra Tirtha), VIP Road/Teghoria (Haldiram), Biman Bandar (Airport).

Purple Line: Majerhat to Esplanade

  • Length: 7.55 km
  • Type: Elevated (2.5 km) & Underground (5.05 km)
  • Number of Stations: 5
  • Station Names: Mominpur, Kidderpore, Victoria Memorial, Park Street, and Esplanade.

Planned Routes of Kolkata Metro

Pink Line: Baranagar – Barrackpore

  • Length: 12.50 km
  • Type: At-grade & elevated
  • Number of Stations: 11
  • Station Names: Baranagar, Kamarhati, Agarpara, Panihati, Sodepur, Subhash Nagar, Khardaha, Tata Gate, Titagarh, Talpukur, Barrackpore

Purple Line: Joka – Diamond Park

  • Length: 3.63 km
  • Type: Elevated
  • Number of Stations: 3
  • Station Names: Joka, Diamond Park, IIM

Note: In September 2025, Rail Vikas Nigam Limited (RVNL) issued a tender valued at over ₹377 crore for the construction of a viaduct and an elevated metro station on this section of the Kolkata Metro’s Purple Line. The project, estimated at ₹377,82,01,812.74, covers the 3.63-kilometre stretch from Joka to Diamond Park. This development is part of the ongoing efforts to enhance connectivity in southwestern Kolkata and expand the operational reach of the Purple Line.

The Gaps in Growth of India’s Oldest Metro System

  • Infrastructure failures: Managing old infrastructure remains a challenge for Kolkata Metro. Critical failures continue to affect operations. For example, in July 2025, Kavi Subhas station, the terminal station of the North–South Blue Line and one of the city’s busiest hubs, was found to have irreparable cracks in its supporting columns. Due to the severity of the damage, Metro Railway has decided to demolish and completely rebuild the station. Commuters may have to wait up to a year before the station becomes operational again.
  • Outdated systems: Older parts of the network suffer from outdated technology. The system is still in the process of upgrading from an older third-rail power system to a more modern and efficient one that will allow for closer train intervals.
  • Financial Performance: Though Kolkata metro has witnessed a surge in ridership yet financial increasing financial losses remain a major concern. According to a statement by Metro Railway, Kolkata Metro recorded a loss of ₹224.7 crore up to January 2025, compared to a loss of ₹207.9 crore during the same period in the previous financial year. The increase in losses reflects the ongoing financial challenges faced by the metro, including operational costs, infrastructure maintenance, and limited revenue recovery from ridership and fares
  • Expansion delays and cost overruns: The construction of new lines has been plagued by delays, which have led to budget revisions. For example, the Barasat extension project saw its costs grow from ₹2,397.72 crore to ₹4,829.57 crore.

Signs of improvement

Positive Ridership Trends Across Kolkata Metro Network

Kolkata Metro ridership trends show a recent surge, with daily passenger counts exceeding 8.69 lakh in late September 2025. This increase follows the recent launch of new lines and extensions, which boosted ridership by over 1 lakh in a single day.

  • Traffic on Blue Line: Among the stations on the Blue Line, Dum Dum recorded the highest footfall, with over 66,000 passengers. Esplanade and Rabindra Sadan followed with around 57,000 and 41,000 passengers, respectively. These numbers indicate that the Blue Line remains the busiest corridor in the Kolkata Metro network, handling the majority of the city’s daily metro travel.
  • Traffic on Green Line: On the Green Line, more than 2.04 lakh passengers traveled between Salt Lake Sector V and Howrah Maidan. The Sealdah Metro station recorded the highest usage on this corridor with over 49,000 passengers, followed closely by Howrah Metro station with around 48,700, and Howrah Maidan with about 25,500 passengers.
  • Orange Line: With extensions, this line has begun to show growth, recording around 4,800 daily commuters in September 2025.
  • Yellow Line: The newest addition is still in its early phase of operation, but is serving approximately 7,600 daily riders.

Growing non-fare revenue: The metro has successfully increased its earnings from sources other than tickets, with one report from 2023–24 noting an 80.5% increase in non-fare revenue.

Conclusion

Kolkata Metro, India’s oldest and third-largest metro network, continues to play an important role in meeting the growing demand for sustainable urban transport in the city. Over the past four decades, the system has expanded and evolved to serve a wider population. The ongoing expansion of the Kolkata Metro is expected to improve traffic conditions and reduce congestion across the city.

According to the former General Manager of Metro Railway, Kolkata, Shri P. Uday Kumar Reddy, the network is expected to reach over 130 km by 2027. However, to fully realise the potential of the system, it is essential to address several key challenges. Persistent delays in project execution have led to cost overruns, while financial losses remain a concern for long-term sustainability.

Despite these challenges, the Kolkata Metro has set a strong precedent for other metro systems in India by demonstrating the importance of early urban rail development and consistent public investment in sustainable transport.

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