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West Central Railway Floats ₹389.74 Cr Tender For Project Management Services

Narendra Shah and Editorial Team
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West Central Railway Floats ₹389.74 Cr Tender For Project Management Services

DELHI (Metro Rail News): West Central Railway (WCR) has invited bids for Project General Management Services (PGMS-1) for projects being handled by its construction organization under the chief administrative officer (construction). The estimated cost of the tender is  around ₹389.74 crore and a contract period of 60 Months.

Tender details

Information Details 
Tender NumberCPC-WCR-PGIMS-06
Estimated Coast₹389.74 crore
EMD (Earnest Money Deposit)₹77.94 crore
Completion Period60 Months
Pre-Bid Meeting15 October 2026 15:30
Bid Validity120
Tender Closing Date30 October 2026 15:00

Scope of work

Project General Management Service (PGMS-1) for Projects in Construction Organization under CAO/Const of West Central Railway.

About the project

West Central Railway’s Construction Organisation is responsible for executing multiple railway infrastructure projects across its jurisdiction, spanning Madhya Pradesh and parts of neighbouring states. The West Central Railway has three headquarters at Jabalpur comprising Jabalpur and Bhopal divisions of former Central Railway and Kota division of former Western Railway. 

On a daily basis the West Central Railway network handles a substantial volume of passenger movement. They schedule over 466 trains on an average day. By operating 466 scheduled trains per day WCR ensures that the passenger transportation is seamless and the network is connected across the Indian Railway system.

Also Read: North Central Railway Strengthens Safety With Kavach on Gwalior-Jhansi Route  

Railways Approve ₹166.5 Cr Four-Lane RoB to Replace Vadodara’s Alkapuri Underpass

Narendra Shah and Editorial Team
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Railways Approve ₹166.5 Cr Four-Lane RoB to Replace Vadodara’s Alkapuri Underpass

VADORARA (Metro Rail News): Indian Railways has approved the construction of a four-lane Road Over Bridge (ROB) at Alkapuri in Gujarat’s Vadodara division of Western Railway, at a total cost of Rs 166.5 crore. A Road Over Bridge is built above a railway track allowing vehicles to cross the railway line without waiting at the level crossing.

The cost of the project will be shared equally between Indian Railways and the Gujarat state government. Each side will contribute around Rs 83.28 crore.

New bridge planned near Vadodara railway station 

The new bridge will be built at Alkapuri, near Vadodara Railway Station. It will replace the current road arrangement at the spot. It is known as the Alkapuri Road Under Bridge (RUB), which allows vehicles to pass under the railway track, unlike an ROB, which goes over it.  

This road link connects the Alkapuri and Kalaghoda areas of Vadodara city and is an important east-west route through this part of town.

The Problem with the Current Underpass

The existing bridge has a height clearance of only about 3 meters. This means vehicles, such as trucks and buses, often cannot pass through it. The low height also causes water to collect inside the underpass during the monsoon, at times making it unusable.

These problems lead to traffic assessment at the peak-hour of more than 1,600 PCU (in passenger car units) per hour, along with the several points where traffic movement clashes. Footpaths for pedestrians are also limited.

Features of the New ROB

The new structure will have four lanes, wide enough to handle more traffic than the current underpass. Being an over-bridge rather than an under-bridge, it will not face the same height or waterlogging problems.

The bridge will also improve access to some key locations nearby – Vadodara Railway Station, the GSRTC state bus stand, and the upcoming high-speed (bullet train) station is being built in the city.

Impact on Commuters

For residents and commuters using the Alkapuri route, this approval marks the first formal step toward fixing a crossing that has long caused delays and inconvenience, especially during the monsoon. The actual relief will depend on how quickly the project moves from approval to construction and completion.

Also Read: Indian Railways Approves Four Projects Worth ₹736 Crore Across Four States 

North Central Railway Strengthens Safety With Kavach on Gwalior-Jhansi Route  

Narendra Shah and Editorial Team
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North Central Railway Strengthens Safety With Kavach on Gwalior-Jhansi Route  

DELHI (Metro Rail News): North Central Railway has commissioned the standard kavach automatic train protection system on the Gwalior-Jhansi rail section. The system now covers a 97.1 km stretch of the route, with 1,596 Radio Frequency Identification (RFID) tags installed to support its operation. The commissioning marks an important safety upgrade for this section of the railway network. 

Railway commissioned Kavach on the gwalior-jhansi route

The system has been commissioned over a distance of 97.1 km on the Gwalior-Jhansi section. As part of this work, 1,596 RIFD tags have been installed along the route. RIFD tags are small electronic tags fixed along the track. They help the Kavach system identify a train’s exact location and movement, which is essential for the system to work correctly.

The commissioning covers the section between Gwalior and Jhansi, excluding the Gwalior and Virangna Lakshmibai Jhansi stations themselves. 

Understanding Kavach

Kavach is an indigenous train safety system built in India. It is designed to reduce collisions caused by human error. If a train driver misses a signal or does not slow down in the time, Kavach can automatically control the train’s speed and apply brakes when needed. The system works alongside the driver, acting as a backup safety layer.

How Kavach improves Safety

The standard Kavach system offers protection against:

  • Head-on collisions– when two trains moving towards each other on the same track risk crashing.
  • Rear-end collisions– when one train hits another moving in the same direction ahead of it.
  • Standstill situations– ensuring a train stays safely stopped when required.

In simple terms, Kavach acts as an extra set of eyes for the driver. It constantly checks the train’s speed and position, and if something is not right, it can slow down or stop the train automatically.

With Kavach now commissioned on this stretch, train operations between Gwalior and Jhansi are expected to have an added layer of safety. The system is meant to work continuously in the  background during train movement, passengers will not experience any difference in their journey. Kavach works quietly in the background; it will only take action if there is a safety risk, such as a driver misses a signal.

Also Read: HBL Engineering wins Rs 24 cr ICF contract to supply on-board Kavach equipment for Indian Railways

Bengaluru Metro: Pink Line Clears Another Hurdle, But Opening Still Hinges on CMRS Nod

Narendra Shah and Editorial Team
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Bengaluru Metro: Pink Line Clears Another Hurdle, But Opening Still Hinges on CMRS Nod

BENGALURU (Metro Rail News): Bengaluru Metro’s long-delayed Pink Line has cleared another key hurdle after the Railway Board gave provisional approval to run the new BEML trains. The 7.5-km elevated section can now move towards the final safety inspection, but passenger services still depend on CMRS authorisation and government approvals.

The Bangalore Metro Rail Corporation Limited (BMRCL) received the Railway Board’s provisional sanction on Wednesday to operate the new trains on the Kalena Agrahara-Tavarekere section of the Pink Line.

BMRCL said the approval is a necessary step before commissioning the 7.5-km elevated stretch. The documents will now form part of the submission to the Commissioner of Metro Railway Safety (CMRS) for the statutory inspection.

Railway Board sets operating conditions on Bengaluru Metro’s Pink Line

The Railway Board has approved the operation of six-coach trains on the Bengaluru Metro’s Kalena Agrahara-Tavarekere section, but with specific speed and automation conditions. The trains can operate at:

  • 80 kmph with the secondary air spring in fully inflated mode
  • 49 kmph when the secondary air suspension is deflated
  • GoA2, or semi-automatic train operation

The approval does not allow driverless operation at this stage. BMRCL will need separate approval before moving to higher levels of automation. The Railway Board has said the Unattended Train Management System (UTMS) must first undergo complete capability testing.

Risks linked to remote and unattended train operations must also be assessed by an independent third party, preferably an Independent Safety Assessor (ISA), before BMRCL approaches the safety commissioner for driverless or unattended operation.

CMRS inspection expected by September-end

BMRCL officials met CMRS Southern Circle V Venkatasubramanian on Wednesday and submitted documents for the statutory inspection. The safety inspection is expected by the end of September. If the CMRS gives its authorisation, BMRCL has said it will be ready to start passenger services, subject to the required government approvals. The corporation plans to deploy six trains on the 7.5-km section of Bengaluru Metro Pink Line. The proposed service pattern is:

  • Peak hours: One train every six minutes
  • Non-peak hours: One train every 10 minutes

BMRCL has also received the Independent Safety Assessor (ISA) certificate for the signalling system, removing another major technical requirement from the commissioning process.

First Pink Line section of Bengaluru Metro covers six stations

The elevated section will run for 7.5 km from Kalena Agrahara to Tavarekere. It will have six stations:

1. Kalena Agrahara

2. Hulimavu

3. IIM Bangalore

4. JP Nagar 4th Phase

5. Jayadeva Hospital

6. Tavarekere

Jayadeva Hospital will provide an interchange with the operational Yellow Line. 

Bengaluru Metro’s Pink Line has a long history of missed deadlines

The latest approval comes after another missed target for the elevated section. Bengaluru Metro’s Pink Line was initially expected to become operational in 2020. The target was subsequently pushed to December 2025. For the elevated Kalena Agrahara-Tavarekere section, BMRCL had earlier worked towards May-June 2026, then August 15, and later a September opening. None of those targets translated into passenger operations.

The latest delay also highlights the gap between completing technical work and completing the approval process. Even after speed clearances and the ISA certification, the project remained stuck until the Railway Board formally sanctioned operation of the new trains.

Full Pink Line still has a longer road ahead

Bengaluru Metro’s 7.5-km elevated section is only the first part of the larger 21.25-km Pink Line. The full corridor will connect Kalena Agrahara with Nagawara and include around 13.76 km of underground alignment. It will have 18 stations. The underground section will connect important areas including MG Road and Pottery Town, while the southern section will serve IIM Bangalore, JP Nagar and Hulimavu.

For now, however, the immediate question is much narrower: whether the elevated section can finally clear the last statutory hurdles after missing several earlier targets.

Also Read: Bengaluru Metro: Rolling Stock Approval Brings Pink Line Closer to Launch  

Kochi Metro Phase 2: Rail Consignment Arrives for 11.2 km Pink Line Corridor

Narendra Shah and Editorial Team
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Kochi Metro Phase 2: Rail Consignment Arrives for 11.2 km Pink Line Corridor

KOCHI (Metro Rail News): Kochi Metro Rail Limited (KMRL) has received the complete consignment of steel rails for the 11.2 km Phase 2 corridor, also known as Pink Line. The corridor will run from the JLN Stadium to Info Park via Kakkanad and will have 11 stations. The arrival of the full rail consignment marks an important milestone ahead of track installation on the Kochi Metro Corridor.

specification and quality checks of Kochi Metro Phase 2

The consignment consists of 2,444 rail pieces each, 18 meters long. Together the rail will cover 44 track km and weigh around 2,700 metric tonnes. Jindal Steel Limited manufactured the head-hardened rails at its Raigarh facility in Chhattisgarh. The rails meet the international EN 1367-1 standard and can handle regular urban transit loads while offering better durability and lower wear over time. 

KMRL will use these rails for the corridor’s slab track system, which fixes the rail to a concrete base instead of stone ballast. KMRL, general consultant SYSTRA, and inspection agency RITES supervised the manufacturing clearance and quality checks. 

Next step track installation

With the full rail supply and alignment/design work completed, KMRL can now prepare for track installation as it hands over the elevated sections of the corridor. KMRL said that track laying will proceed section by section after the completion of other pending works. 

The arrival of the rails marks an important supply and readiness milestone, but the track-laying work has not started yet. Texmeco Rail & Engineering is the contractor for track works, while Prime Rail carried out track alignment and design for the corridor.

Kochi Metro Phase 2 corridor details

Kochi Metro Phase 2 spans 11.2 km and comprises 11 stations, running from JLN Stadium to Infopark and SmartCity via Kakkanad. The alignment includes stations serving:

  • District Headquarters
  • Cochin Special Economic Zone (CSEZ)
  • KINFRA
  • Rajagiri Vidyapeetham
  • Infopark
  • SmartCity

The corridor links central Kochi with the city’s major IT, administrative and commercial hub in Kakkanad.

Delays, revisions and the road to 2027

The Phase 2 project has faced delays related to utility shifting, land acquisition and funding related clearances. As a result, KMRL has moved away from its earlier plan to commission the corridor in partial stages and is now targeting full-corridor commissioning by August 2027. Integrated and testing of systems are expected to follow completion of civil and track works, ahead of the revised opening target.

Rail Consignment complete 

Kochi Metro Phase 2 is an extension of the Kochi Metro network’s operational Blue Line, designed to extend connectivity from central Kochi to the Kakkanad IT corridor. The rail consignment milestone comes as KMRL continues civil construction, station works and utility relocation along the corridor in preparation for track and systems installation.

Also Read: Kochi Metro’s Aluva-Angamaly Alignment Faces Backlash for Bypassing Angamaly Railway Station

Mumbai-Ahmedabad Bullet Train Corridor to Use Movable Crossings for 320 km/h Operation

Narendra Shah and Editorial Team
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Mumbai-Ahmedabad Bullet Train Corridor to Use Movable Crossings for 320 km/h Operation

DELHI (Metro Rail News): The Mumbai-Ahmedabad High-Speed Rail Corridor will use movable-crossing turnouts for the first time on the Indian railway network. The technology is designed to provide a continuous rail path through turnouts, which helps bullet trains operate safely at speeds of up to 320 km/h. 

According to NHSRCL, The Mumbai-Ahmedabad High-Speed Rail (MAHSR) project will use movable crossings, also known as swing-nose crossings, as part of its high-speed track system. Unlike fixed crossings, these crossings move along with the switch rails. This design removes the gap found in fixed crossings and gives bullet train wheels a continuous rail surface to run over. 

This difference becomes important on a bullet train corridor designed for commercial speeds of up to 320 km/h because higher speeds increase the forces between the wheels and rails. 

Why fixed crossings are a challenge for the bullet train at high speed

A conventional turnout has a fixed crossing nose with a gap that the wheel has to cross. At high speeds, this interruption can increase the forces generated between the wheel and rail. It can lead to:

  • Higher dynamic impact on the track
  • More vibration and structure-borne noise
  • Faster wear of rails, crossings and wheel flanges
  • Greater demands on track maintenance
  • Increased risk of irregular wheel movement when combined with existing track irregularities

The movable crossing addresses the gap by moving the crossing nose into position along with the switch rails. This creates a continuous running surface through the turnout. The arrangement is expected to reduce wheel-rail impact and vibration while lowering wear on both the track and rolling stock.

Two point machines control each turnout

The high-speed turnout uses two separate point machines rather than relying on a single drive system. One machine operates the switch rails at the switch end. The second controls and locks the movable crossing nose. Both systems work together through the signalling and interlocking system. When a route is set, the interlocking sends a coordinated command to both machines. A train cannot be cleared over the turnout until the system receives confirmation that both components have reached their required positions and are securely locked. This creates two critical control points within the same turnout:

1. Switch rails: Positioned and locked by the first point machine.

2. Movable crossing: Positioned and locked by the second point machine.

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Millimetre-level accuracy required for the bullet train

High-speed turnouts face greater mechanical and operational demands than those used on conventional lines. The point machines need to handle the higher forces and larger components used in high-speed turnouts. They must also maintain very precise positioning to keep the wheel continuously guided through the turnout. The locking arrangements must withstand the lateral forces generated when bullet trains pass at high speeds. The equipment also needs to perform reliably under Indian climatic, vibration and electromagnetic conditions.

The safety system does not depend only on the two point machines. Independent detection and verification systems monitor the turnout before the route is released. These checks cover:

  • Final position of the switch rails
  • Final position of the movable crossing nose
  • Mechanical locking of both components
  • Confirmation that the complete turnout is correctly set

Only after the required conditions are confirmed does the signalling interlocking permit a train movement through the turnout. This layered approach is particularly important for high-speed rail, where a failure at a turnout could have serious consequences.

A first for India’s railway network

The adoption of movable crossings marks a significant change from the fixed-crossing turnouts commonly used on conventional Indian railway routes. For the MAHSR project, the technology is closely linked to the bullet train corridor’s planned 320 km/h design speed. Maintaining a smooth wheel-rail interface through turnouts is essential not only for safety but also for controlling vibration, wear and maintenance requirements.

The system is therefore not just a track component upgrade. It forms part of the wider signalling, track and safety architecture needed to operate a high-speed railway at sustained speeds.

Also Read: India Moves Towards 350 Kmph Bullet Train With B35, B28 Trial Set For 2027

Eastern Railway Floats ₹531 Cr EPC Tender For Mahagama-Pirpainti New Rail Line

Narendra Shah and Editorial Team
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Eastern Railway Floats ₹531 Cr EPC Tender For Mahagama-Pirpainti New Rail Line

BIHAR (Metro Rail News): Eastern Railway has invited bids for the construction of a new railway line between Mahagama and Pirpainti in Jharkhand, Bihar as part of the Pirpainti-Jasidih new broad gauge rail line project. The estimated cost of the project is Rs 531.03 crore and covers a nearly 32 km stretch between Mahagama and Pirpainti.

Tender details

Information Details 
Tender NumberEPC-04-CAO-C-ER-2026
Estimated CoastRs 531.03 crore
EMD (Earnest Money Deposit)Rs10.62 crore
Completion Period630 days
Pre-Bid Meeting9 October 2026 at 15:00 pm
Bid Validity180 days
Tender Closing Date10 December 2026 at 11:00 am

Scope of work

The scope of work includes execution of civil, P-Way, electrification, signal and telecom works for construction of new rail line between Mahagama station (Excluding) and Pirpainti station (Excluding) from km 60.000 to km 92.100 in connection with Pirpainti-Jasidih new BG Rail line project of Eastern Railway.

About the project

The Mahagama-Pirpainti New Rail Line is a key section of the larger Pirpainti-Jasidih new board-gauge railway line project, connecting Piripainti in Bhagalpur district, Bihar, with Jasidih in Jharkhand via Godda district. The project aims to improve rail connectivity in the Santhal Pargana region, linking the Godda-Mahagama corridor with Bhagalpur via Pirpainti and strengthening onward access toward Jasidih and Deoghar.

The Pirpaiti-Jasidih line is being executed in phase, with the Godda-Mahagama section tendered and taken up earlier. Land acquisition for that stretch has already been completed, while land acquisition for the Mahagam-Pirpainti section has also progressed alongside preparation of the current EPC package. Once complete, the new line will connect Mahagama and Pirpainti, making passenger and freight transportation faster and more efficient, while extending broad-gauge rail access to a region that has so far had limited direct connectivity.

Also Read: East Central Railway Floats ₹4,039 Crore EPC Tender for Koderma Detour Rail Link

Indore Metro Enters Underground Phase as TBM ‘Narmada’ Begins First Tunnel Drive

Narendra Shah and Editorial Team
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Indore Metro Enters Underground Phase as TBM ‘Narmada’ Begins First Tunnel Drive

INDORE (Metro Rail News): Indore Metro has entered a new phase of metro construction with TBM Narmada starting the city’s first underground tunnelling work. The machine will dig the tunnel from Airport Station towards the Bada Ganpati area. The tunnel will run nearly 20 metres below the ground. 

Indore Metro has started its first underground tunnelling operation with the launch of TBM Narmada from Airport Station. The development marks the first time a tunnel boring machine has been deployed for underground metro construction in the city.

According to a TOI report, Madhya Pradesh Metro Rail Corporation Limited (MPMRCL) managing director S Krishna Chaitanya said safety, construction quality and technical standards must remain the priority throughout the tunnelling work.

Indore Metro begins underground tunnelling with TBM Narmada 

Narmada will construct the underground tunnel from Airport Station of Indore Metro towards the Bada Ganpati area. The machine will operate at a depth of around 20 metres below the surface. The TBM uses Earth Pressure Balance (EPB) Mix Shield technology. As it moves forward, the machine excavates the soil and installs precast concrete segments to form the tunnel lining.

The technology is designed to support controlled excavation in underground conditions while maintaining the stability of the tunnel as the machine advances. Key specifications of TBM Narmada include:

  • Cutting wheel diameter: 6.65 metres
  • Total machine length: About 102 metres
  • Technology: Earth Pressure Balance (EPB) Mix Shield
  • Launch point: Airport Station
  • Tunnelling depth: Nearly 20 metres

Machine tested in Thailand before arriving in Indore

The TBM completed its Factory Acceptance Test (FAT) in Thailand on April 25, 2026. It was then transported to Indore, where engineers assembled the machine at the launch site. After assembly and preparations, Narmada was launched from Airport Station to begin the underground drive.

The machine will install precast concrete rings as it progresses. These segments will form the permanent lining of the tunnel behind the cutting head. The underground operation will use several systems to monitor the TBM and the surrounding construction environment. Officials said the tunnelling system includes:

  • Continuous monitoring from a control room
  • Gas detection and monitoring
  • An emergency stop system that can halt the machine within one second
  • Precise control of the TBM along the approved tunnel alignment
  • Precast concrete ring installation as tunnelling progresses

The focus on monitoring will be particularly important as the machine moves beneath the built-up parts of the city.

A new phase for Indore Metro

The launch of Narmada takes Indore Metro construction beyond elevated viaduct work and into underground construction for the first time.

The Airport-Bada Ganpati tunnel will require the TBM to maintain its planned alignment while operating deep below the surface. The progress of this drive will therefore be an important construction milestone for the city’s underground metro network.

Also Read: Indore Metro Launches First TBM ‘Narmada’ for Underground Construction

India Moves Towards 350 Kmph Bullet Train With B35, B28 Trial Set For 2027

Narendra Shah and Editorial Team
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India Moves Towards 350 Kmph Bullet Train With B35, B28 Trial Set For 2027

DELHI (Metro Rail News): India will develop its own bullet train with a design speed of 350 kmph by 2030, according to the Railway Ministry’s proposal to the Union Cabinet. The plan is designed to bring India’s proposed train in a similar speed category to Japan’s next-generation E10 series Shinkansen,which Japan also plans to put into production around the same time.

This is the second step in India’s high-speed rail programme. The first step is a 280-kmph train called the B28, which is already being built. The upcoming 350-kmph train is called the B35.

India’s first Indigenous Bullet Train

The B28 will be India’s first home-made bullet train. It will be developed by BEML Limited, a state-owned company based in Bengaluru, together with the Integral Coach Factory (ICF) in Chennai. The B28 has a design speed of 280 kmph, but when services begin it will initially run at 249 kmph. BEML has received contracts for 47 of these trains. Two prototypes are expected to be ready for trials in the first quarter of 2027.

The B35 will be a more advanced train, its design speed of 350 kmph matches the top design speed of the Mumbai-Ahmedabad bullet train corridor. The National High Speed Rail Corporation Limited (NHSRCL), which manages India’s first bullet train project, has already started assessing the capability of train manufacturers to build a 350 kmph train. The 350 kmph will match the top design speed set for India’s high-speed rail network. The B35 is proposed for future high-speed rail corridors. The B35 is intended to become the standard train for a group of seven additional high-speed rail corridors, covering close to 4,000 km across the country.

Japan’s next-generation E10 Bullet Train

Japan’s E10 series is the next model in its famous Shinkansen bullet train family, built by East Japan Railway Company (JR East). It is still under development and is scheduled to enter production in 2030. The E10 could be considered for the Mumbai-Ahmedabad corridor once it becomes available, but only in the early 2030’s, because the train will not be ready before then.

B28 Bullet Train set for 2027, B35 targets 2020

The two bullet train programmes are moving on similar timelines but at different stages. India’s B28 programme is already underway, with manufacturing of the B28 prototype underway and trials are planned for 2027. The B35 is targeted for 2030, and its development is still at the capability-assessment stage. Japan is also planning to begin the production of its E10 bullet train in 2030, while the trains are expected to start services by 2034 as reported by Economic Times.

There is also a sequencing difference. The Mumbai-Ahmedabad corridor will be opened first, in 2027, using India’s own B28 trains, because the E10 will not enter production until the early 2030s. Japan’s trains will join the corridor later. In effect, India’s home-grown programme fills the gap left by the E10’s development timeline, while Japan’s newest train remains part of the project’s long term plan.

From assembly to design

The 508-km Mumbai-Ahmedabad High-Speed Rail Corridor has received Union Cabinet approval for its revised cost. The first section, between Surat and Bilimora, is expected to open in 2027. The Railways also plans to start B28 bullet train operations on the Surat-Vapi section in August 2027.

If the project progresses as planned, this section could give India’s B28 its first commercial run. The government plans to open the remaining sections in phases. This phased opening will also support India’s plans to develop 350-kmph high-speed trains under the B35 programme by 2030.

Also Read: Parliamentary Panel pushes for Indigenous Bullet Trains and clearances before new corridors

Noida Metro Ridership Surges 20% Following Sector 51-52 Skywalk Opening 

Narendra Shah and Editorial Team
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Noida Metro Ridership Surges 20% Following Sector 51-52 Skywalk Opening 

NOIDA (Metro Rail News): Daily ridership on Noida Metro’s Aqua Line has crossed 85,000 in September, up from around 70,000 in August. Officials link the increase to the opening of the Sector 51-52 skywalk, which has made transfers between the Aqua Line and Delhi Metro’s Blue Line easier.

Noida Metro Rail Corporation (NMRC) data shows that average daily ridership on the Aqua Line has reached around 85,000 this month. This is more than 20% higher than the roughly 70,000 daily passengers before the skywalk opened. 

Noida Authority CEO Krishna Karunesh said the new interchange facility has helped increase ridership. He said around 85,000 commuters now use the station every day, compared with about 70,000 before the skywalk opened. He put the rise at around 21%. 

Noida Metro’s Aqua Line ridership picks up

The latest increase on the Noida Metro’s Aqua Line comes after a gradual rise in passenger numbers over the past few months.

  • June 2026: 60,705 daily passengers
  • July 2026: 61,811 daily passengers
  • August 2026: 73,298 daily passengers
  • September 2026 so far: Around 85,000 daily passengers

The September figure is about 16% higher than the August monthly average. Compared with the roughly 70,000 daily passengers recorded before the skywalk opened, the increase is around 21%. The skywalk opened to the public on August 28.

One-kilometre transfer replaced by direct connection

Before the facility opened, passengers had to walk nearly one kilometre to transfer between Delhi Metro’s Blue Line Sector 52 station and the Noida Metro’s Aqua Line Sector 51 station. The new connection has made the transfer much shorter and easier. It also lets commuters switch between the two Metro lines without buying another ticket.  

The facility is a 400-metre-long, L-shaped, air-conditioned skywalk. It also has travelators to help passengers cover the distance more easily. A Sector 50 resident, Akansha Singh, said the facility has made the interchange more convenient, particularly during extreme weather. She said the journey now takes around four to five minutes, with travelators helping passengers along the route.

Project took more than 3 years to complete

The skywalk was launched in March 2023 with a target of completing it within a year. It eventually took more than three years to reach public use. Several changes during construction pushed up both the timeline and cost. The original design called for a single-pillar structure. During excavation, workers found an underground metro cable, forcing a redesign with two-column supports.

Another obstruction was later found near the Sector 51 station entry. A beam was blocking the planned access point, prompting the Noida Authority to modify the design and extend the skywalk. Construction was also affected by restrictions imposed by the National Green Tribunal during the winter season. These changes increased the project cost from ₹25 crore to ₹33 crore.

The ridership jump suggests that the physical gap between two connected metro networks can influence how passengers use them. The Sector 51-52 link has removed a major inconvenience for commuters transferring between the Noida Metro‘s Aqua Line and Delhi Metro’s Blue Line.

Also Read: L&T Bags ₹1,234 Cr Noida Metro Aqua Line’s Civil Contract

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