Twenty years ago, the idea of Dedicated Freight Corridors (DFCs) was conceived to revolutionize freight transport in India. These corridors were designed to enhance efficiency and speed while alleviating congestion on the overburdened railway network along the Golden Quadrilateral (GQ)—a critical route linking Delhi, Mumbai, Chennai, and Howrah, including its diagonals. This network handles 58% of Indian Railways’ revenue-generating freight traffic, but its utilization often exceeds 115%-150% of capacity. This overutilization underscored the need for an alternative, leading to the conceptualization of Dedicated
Freight Corridors.
Today, with more sections of DFCs operational, they are ushering in a new era for rail-based logistics. Freight traffic is increasingly transitioning from the traditional railway network to these parallel freight corridors, signaling a shift in India’s logistics ecosystem.
As per information from a senior official from the Dedicated Freight Corridor Corporation of India Ltd. (DFCCIL), 90% of freight traffic on the Eastern Dedicated Freight Corridor (EDFC)—roughly 90 trains daily—has moved to the new network, approaching its 100-train capacity. On the Western Dedicated Freight Corridor (WDFC), the shift stands at 60%-70%.
Between April and October 2024, DFCCIL recorded 62,282 million net tonne kilometers (NTKMs)—a significant jump from 66,719 million NTKMs during the previous fiscal year. Average daily train movement across both corridors rose from 241 trains in FY24 to 339 in the current year.
The EDFC, stretching from Sahnewal in Punjab to Son Nagar in Bihar, largely parallels Indian Railways (IR) tracks, easing freight train transitions. Similarly, the WDFC, running from Dadri in Uttar Pradesh to Mumbai’s Jawaharlal Nehru Port Authority (JNPA), has absorbed substantial freight traffic from IR divisions such as Jaipur, Ahmedabad, and Vadodara.
The WDFC primarily handles containerized cargo, petroleum products, and truck-on-train services connecting western ports like Mundra and JNPT to northern markets. Meanwhile, the EDFC focuses on bulk materials such as coal, steel, and food grains. The final stretch of the WDFC is slated for completion by December 2025.
The DFC’s modern infrastructure offers average freight train speeds of 60 km/h, significantly higher than the IR’s 25 km/h. For instance, transporting coal over 100 km on the DFC takes only 4 hours, compared to 7+ hours on the IR network.
Container Corporation of India Ltd. (CONCOR) is among the biggest beneficiaries. The company plans to launch double-stack container trains on the WDFC, enabling 180-container loads in a single journey, improving both speed and cost-efficiency.
Well, it turns out that despite DFC advancements, significant upgrades are required in IR’s feeder routes and railway sidings to fully realize the DFC’s potential.
Considering that cargo originates from various locations, it has to cover a certain distance on the IR system before moving on to the DFC. For example, cargo travelling from Gurgaon to Mundra Port must first cover the stretch from Gurgaon to Rewari via the IR network before joining the DFC starting from Rewari.
While DFC infrastructure supports higher axle loads (up to 80 tonnes) and double-stack containers, these benefits are limited by IR’s existing specifications. For example, low overhead wire heights on some IR routes hinder double-stacking.
To address these gaps, DFCCIL is already enhancing terminal infrastructure and attracting private players to develop Gati Shakti terminals, enabling faster, endto-end freight movement potential of the freight corridors. Efforts to upgrade feeder routes like NCR–Rewari and Ludhiana–Rewari to DFC standards will further streamline operations, particularly for markets supplying major ports.
On top of it, there is a need for wider modernization that the Indian railways will need to look into.
Upgrading feeder routes leading up to the DFCs can be a big plus. The railways have already identified sidings and feeder routes with high density of cargo traffic for upgradation; however, the process is expected to take its own time.
One such initiative aimed at complementing the DFC is the Manikpur–Iradatganj 3rd Rail Line project.
Recently, the Union Cabinet approved the Manikpur–Iradatganj 3rd Rail Line project, a strategic initiative to bolster freight capacity and reduce logistics costs.
Key highlights of the project include:
Estimated Cost: ₹1507 crore+
Route Length: 84.4 km
Track Length: 100.19 km
States Covered: Uttar Pradesh and Madhya Pradesh
A notable feature of the project is the construction of a rail flyover between Lohgara and Madaraha, which will ease congestion and enhance operational efficiency. The new line is expected to reduce freight detention times from 141 minutes to just 30 minutes, accelerating goods transportation. Furthermore, the project will improve connectivity for 534 villages, positively impacting approximately 8 lakh people by enhancing access to essential services and markets.
This development aligns with the government’s broader strategy to modernize rail infrastructure, fostering economic growth by reducing logistics costs and improving trade potential.
The Road Ahead
The DFCCIL plans to enhance its terminal infrastructure, aiming to develop 22 Gati Shakti terminals across the DFC network with private sector involvement.
These terminals will enable faster and more reliable end-to-end freight movement.
As part of broader modernization efforts, projects like the Manikpur–Iradatganj rail line will play a pivotal role in easing congestion, lowering logistics costs, and improving service quality. With reduced transit times, higher capacity, and reliability, the DFCs are set to revolutionize India’s freight logistics, fostering economic growth and improving supply chain efficiency.
Speed and reliability remain game-changers, making India’s freight corridors a cornerstone of future infrastructure development. Such projects highlight the need for continuous infrastructure improvements to maximize the benefits of freight corridors.
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