NHSRCL | Construction of elevated section in Maharashtra | Bullet Train Project (English)

Added: 2026-06-03

[00:00:00]Contributing to the journey of a developed India, the Mumbai Ahmedabad bullet train corridor stands as a pivotal project accelerating the pace of progress.

[00:00:15]Spanning 156 km in Maharashtra and 352 km in Gujarat. This transformative endeavor is rapidly taking shape. The corridor will feature 12 state-of-the-art stations with four located in Maharashtra and eight in Gujarat. Each designed to enhance connectivity and redefine travel experiences. The Maharashtra section of the project is being developed through multiple specialized packages including three civil packages, a depo and a track package. Notably the stretch from Mumbai station to the next 21 km will run underground.

[00:00:55]Beyond this the alignment transitions to an elevated structure extending from Shil Fata near Tani to Zari village at a Gujarat border spanning 135 km. This elevated section is one of the most challenging stretches of the entire corridor.

[00:01:16]It navigates through rugged terrains of the Sahiatri mountain range in Tanane and Palar districts. Integrated rail crossings and multiple mountain tunnels making it a truly unique and complex engineering marvel. As the route progresses near Desai Khari in Tane, the bullet train corridor encounters a challenging 1.5 km stretch of the marshland. To overcome this, temporary access bridges have been built to ensure the seamless movement of workers, engineers and machinery. Similarly, in Bhandi, an 85 m long temporary access bridge is being constructed over a tributary of the Ulhas River facilitating access to further 4 kilometer of remote and difficult terrain ahead of construction teams and equipment. Among the stations in this section, Tane stands out as the most challenging due to its location within a sensitive mangrove area committed to preserving this viral ecosystem. NHSRCL has designed the Tani station with a unique approach that sets it apart from others. The unique floating design where the concourse and platform are elevated on PS to protect the mangroves is now clearly visible. The station's entrance will be located on separate premises while the concourse and the platform structures are elevated entirely on peers. These two premises will be connected by a rigid frame minimizing the removal of mangroves during construction. This innovative design ensures minimal environmental impact maintaining the ecological balance in the area. Tane station has been meticulously planned to accommodate future high-speed rail lines ensuring seamless connectivity with upcoming routes. Efforts are also underway to connect the Tane bullet train station with the Vir Alib multimodal corridor aims to further enhance connectivity.

[00:03:19]Immediately after Tane station, the corridor will cross the central railway main line which consists of nine railway tracks. To achieve this, a massive via duct will be constructed featuring three 75 m long steel girders. This innovative bridge design ensures uninterrupted train operations and traffic flow on the central railway. The four platforms at Tani station will accommodate four lines that pass over these railway tracks utilizing the same girders. Right after this crossing lies a challenging 410 m stretch of inaccessible terrain flanked by the central railway tracks to the east and the Olas River to the west.

[00:04:04]This segment presents significant logistical difficulties for the movement of vehicles and machinery. Beyond this point, a 460 m long steel bridge will span the Olas River, weighing approximately 9,000 tons, making it the heaviest bridge in the entire project.

[00:04:22]Unlike conventional river bridges that use full span PSC girders, this structure incorporates 200 m and two 130 m steel girders to accommodate the navigation channel used by fishermen.

[00:04:37]The temporary access bridge needed to construct the main peers of the bridge now stands completed. Adding to the complexity the river experiences, water level fluctuations of up to 4 m during tidal cycles posing in significant challenges to construction. Furthermore, with access to the site limited to one side of machinery and equipment, this bridge exemplifies the extraordinary challenges faced by engineers on this project. In Bandi, the bullet train corridor passes beneath Mumbai Metro line 5. To ensure safety and structural integrity, a 4 m buffer height will be maintained between the metro's corridor girders and the high-speed lines overhead equipment.

[00:05:24]This intricate task requires meticulous and advanced construction techniques ensuring the safety of the metro infrastructure while achieving the precise alignment necessary for the bullet train. As the corridor traverses various regions of Maharashtra, it encounters terrains with elevated ground levels where constructing vioduct peers is not feasible. To address this, the project has utilized Japan's advanced RR reinforced soil road structures with rigid facing technology for the first time in India. This technique prevents soil subsidance and ensures structural stability marking it first ever application in a rail corridor in the country.

[00:06:10]While RE walls are widely employed across the country for roads and other infrastructure, this marks the first instance of their application in a rail corridor, showcasing a groundbreaking innovation in the Indian railway construction. As the corridor passes through Karbao, it navigates a narrow 80 to 100 m channel between Sanjay Gandhi National Park and Antungareshwar Wildlife Sanctuary. In this section, the corridor must cross existing infrastructure including the central railways DVA Vasai line, PWD roads, the western dedicated freight corridor and the MMRDA's multimodal corridor to ensure the protection of local wildlife. A 30 m wide wildlife passage is being constructed with majority of its peers structurally completed. This innovative wildlife passage is a collaborative effort involving Central Railway, DFCCIL, PWD, MMRDA and NHSRCL.

[00:07:14]It will run underneath the bullet train corridor and the multimodel corridor while passing over the Central Railway, WDFC and PWD roads. The peers in this area rise 20 m high, providing a 4.5 m of headroom above the wildlife passage.

[00:07:32]Additionally, the existing PWD road will be restructured, lowering it by 3 m to align with the environmental requirements and ensure smooth passage for wildlife. In addition to these structures, the Maharashtra section of the corridor includes the construction of seven mountain tunnels cutting through rugged rock formations and challenging geological conditions. Each tunnel represents a monumental engineering endeavor requiring the application of advanced technology and exceptional technical expertise. The longest of these spans 1.4 km. All tunnels being constructed using the new Austrian tunneling method NATM.

[00:08:17]In Maharashtra's coastal regions, the presence of high sulfate saline water posed a challenge to construction. To address this, high-grade concrete and at some places stainless steel reinforcement bars are being utilized for construction. The Var bullet train station is uniquely nestled into the hills and its design is inspired by the winds flowing through the surrounding mountains.

[00:08:44]While the roof structures have started emerging and the over station is now getting seen in Maharashtra the project will feature its longest river bridge spanning 2.32 km across the Varna River. The bridge stands out not only for its impressive scale but also for the unique challenge it presents. It can only be constructed from one side. Accessing the area between the western railway and the Verna River on the eastern side is nearly impossible. To address this, a temporary access bridge is being built, facilitating the movement of workers and equipment and ensuring uninterrupted progress in construction. Overcoming this, many marine peers are already standing tall in the water. Foundation works are active on the intermediate island supported by a temporary access bridge over the eastern river bank near Kale Road in Palahar. Another viatuct will be constructed where the high-speed rail corridor will cross six lines including the MRVC suburban line, the western railway mainline and the western dedicated freight corridor. Unlike the Tani via duct, this crossing is not perpendicular but aligned at an angular trajectory, making it significantly more challenging to execute. To tackle this complexity, the foundation will employ advanced Shinszo pile technology.

[00:10:17]The 380 m long vio will consist of 300 m steel girders and 80 m girder. The massive peers are now visible that would support the gigantic steel structure over the railway lines. Moving further north, the alignment reaches Boiser station. Uniquely designed to reflect the cultural essence of the region, Boiser. Being a coastal area inhabited predominantly by the Kongani community engaged in fishing industry features a station design inspired by the intricate patterns of fishing nets used by local fishermen. The roof structure is now being placed while the foundation works proceed towards completion. Beyond Biser, the corridor weaves through mountain ranges and tunnels, eventually arriving at Zaroli, marking the beginning of the Gujarat section. This transition includes another mountain tunnel adding to the engineering marvels of the project as it seamlessly connects Maharashtra with Gujarat. Traversing through marshy terrains like Desai Kari, Olas River, Karbab and Verna as well as overcoming numerous other challenges. The elevated section of the Mumbai Ahmedabad bullet train in Maharashtra stands as a testament to the technical brilliance, unwavering dedication and bold innovation. This project is not just a rail corridor. It is a remarkable step towards realizing the vision of Sashakta Bharat Vikaset Bharat.