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Ahmedabad cannot remove every railway level crossing simply by building a span over the tracks. A bridge also needs land, road width, safe approaches and connections on both sides; an underpass needs a workable alignment, drainage and room for utilities. A 26 October 2026 report by Gujarat Samachar says proposals at nine crossings are constrained by narrow roads, limited approach space, underground water and sewage lines, an overhead Metro corridor or unresponsive agencies. The Railway Gati Shakti department has initiated overbridge processes at Maninagar and Vatva-Vinzol, but that does not mean either project is fully approved, under construction or complete. The result is an uneven programme: some crossings have active processes, while others remain stalled because the surrounding city leaves nowhere practical to build.
Why does a bridge need more than space over the railway?
Railway tracks occupy only the middle of a grade-separated crossing. The road must rise to an overbridge or descend to an underpass, connect safely to the existing network and preserve access to nearby properties. At dense urban crossings, those approaches can require more land than the railway span itself.
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- Road width and alignment: A narrow road may not fit ramps, retaining walls, footpaths and traffic lanes. A road that forks immediately beyond the tracks may prevent a straight underpass connection.
- Land and access: Approaches need space at both ends, including turning movements and links to adjoining roads. Encroachments, buildings or private plots can make acquisition impractical.
- Utilities: Water and sewage lines may sit where an underpass, ramp or foundation would have to go. Relocation adds design, cost and coordination work.
- Existing infrastructure: An overhead Metro corridor can restrict the height, alignment and construction method for a new overbridge.
- Institutional responsibility: Railways, the Ahmedabad Municipal Corporation (AMC), road agencies, utility owners and other authorities may each control part of the work. A proposal can wait even after one agency has submitted it.
These are engineering and governance constraints, not evidence that every level crossing in Ahmedabad is impossible to eliminate.
Which nine crossings are covered by the 26 October report?
Gujarat Samachar identifies the following nine locations in its account of stalled or difficult proposals. The list and status below should be read as that report’s description; independent reporting corroborates the broader feasibility problem at only some locations.
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| Crossing | Section or reported issue |
|---|---|
| LC-308 Maninagar | Ahmedabad–Vadodara section; overbridge process initiated by Railway Gati Shakti, with road width and approach space challenges. |
| LC-305 Vatva-Vinzol | Ahmedabad–Vadodara section; overbridge process initiated, while usable approach space remains a concern. |
| LC-1 Asarwa | Ahmedabad–Himmatnagar section; AMC considered the town-planning road too narrow for the required approach and recommended retaining the existing situation. |
| LC-10 Naroda GIDC | GIDC reportedly did not accept the proposal. |
| LC-8 Vijaynagar | Sabarmati–Botad section; proposal reported as stalled amid narrow roads, utilities and inadequate authority responses. |
| LC-9 Sanghvi High School | Sabarmati–Botad section; approach and infrastructure constraints reported. |
| LC-10 Naranpura | Sabarmati–Botad section; narrow roads and underground services complicate an underpass, while the Metro corridor complicates an overbridge. |
| LC-12 Navrangpura | Sabarmati–Botad section; proposal reported as stalled amid road, utility and coordination constraints. |
| LC-18 Bhudarpura | Sabarmati–Botad section; proposal reported as stalled, with road width, utilities and Metro infrastructure among the obstacles. |
What is the current status at Maninagar and Vatva-Vinzol?
The Railway Gati Shakti department has initiated overbridge processes at LC-308 Maninagar and LC-305 Vatva-Vinzol, according to the 26 October report. “Initiated” means the process has started; it is not a statement that land, funding, all technical approvals or construction contracts are complete.
LC-305 also has a separate, specific approval from the Ministry of Railways. In a 12 August 2026 announcement, the Ministry said a four-lane road overbridge on the Geratpur–Ahmedabad section had been sanctioned at ₹153 crore. The approved design includes a 106-metre railway bridge portion made up of two 53-metre composite girders, a 150-metre viaduct and a 595-metre railway approach. Those figures document the sanctioned project’s scope; they do not establish that construction has finished.
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Asarwa: an approach-road problem
For LC-1 Asarwa, the reported issue is not the railway span alone. AMC assessed the town-planning road as too narrow for the approach needed and recommended keeping the existing arrangement.
Naroda GIDC: agency non-acceptance
At LC-10 Naroda GIDC, the report says GIDC did not accept the proposal. That is a coordination or jurisdiction barrier rather than a single structural defect.
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Five Sabarmati–Botad crossings: several constraints at once
The report says proposals at Vijaynagar, Sanghvi High School, Naranpura, Navrangpura and Bhudarpura have not progressed while authorities’ responses remain inadequate. Narrow roads and buried water and sewage lines make underpasses difficult; the overhead Metro corridor can obstruct an overbridge.
A 21 October 2026 Times of India report separately described at least five Ahmedabad–Botad crossings as infeasible for an overbridge or underpass under the existing road layout. Its named locations were Navrangpura, Sanghvi, Vijaynagar, Sarkhej Highway and Bhudarpura. That list differs from the nine-location account and should not be merged with it as though the reports covered identical sites.
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Which option works better: an overbridge or an underpass?
Neither option is automatically preferable. Engineers and agencies must test the route at both ends, existing services and construction impacts before choosing a solution.
| Decision factor | Overbridge | Underpass |
|---|---|---|
| Road width and approach | Needs ramps, retaining walls and sufficient length to gain height. | Needs a continuous descending and rising alignment; forks or nearby junctions can make it unworkable. |
| Utilities and Metro | Foundations and clearance may conflict with an overhead Metro structure. | Water and sewage lines must be protected, relocated or built around; drainage is critical. |
| Land and access | Requires land for ramps and may affect adjoining properties. | Requires land for ramps, portals and service diversions at both ends. |
| Construction and traffic | Large elevated works can disrupt roads and nearby buildings during girder and ramp construction. | Excavation, groundwater control and utility work can create prolonged local disruption. |
| Approvals | Railway, road, land and utility agencies must coordinate. | Those agencies plus drainage and underground-service authorities must coordinate. |
How does this fit India’s level-crossing policy?
The Ministry of Railways said in a 2019 policy explanation that all unmanned broad-gauge level crossings had been eliminated by January 2019. For manned crossings, it described road overbridges in lieu of crossings as cost-sharing works subject to traffic-density conditions and state consent for closure and cost sharing. It also noted that approach works can be delayed by land availability, encroachments, alignment and funding.
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The same Ministry release attributed this explanation to then Railway and Commerce and Industry Minister Piyush Goyal: “Level Crossings are not closed unnecessarily. These are closed against road traffic for the safe passage of train or trains or any other Railway operations.” The national policy explains why a crossing cannot simply be shut before a safe alternative exists; it does not provide an Ahmedabad completion timetable.
Why could congestion worsen while projects wait?
A September 2023 report said increased train movements were expected to worsen congestion at western Ahmedabad crossings. A senior AMC official, quoted anonymously, said underpasses at several crossings were technically infeasible because of road alignments and proximity to other roads. That background helps explain the present pressure, but it is a dated warning rather than a 2026 schedule.
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One free scan finds every outdated or missing driver and matches the right update for your exact hardware.Free scan · exact hardware matchThe practical question is therefore “Where is the space?” Removing a crossing requires a continuous, approved route—not merely a structure above or below the tracks. Until agencies resolve approach land, utilities, Metro clearances and responsibilities, a level-crossing-free target can remain blocked at street level.
Independent reader supportYour contribution helps us test, update, and keep practical guides available for everyone.Frequently Asked Questions
Does the ₹153 crore approval cover all nine Ahmedabad crossings?
No. The Ministry’s 12 August 2026 announcement applies to the specific four-lane ROB at LC-305 on the Geratpur–Ahmedabad section. It is not approval for the other eight locations in the Gujarat Samachar list.
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Can Ahmedabad close a crossing before its bridge opens?
Closure requires a safe alternative and the relevant state and railway decisions. The Ministry’s policy says crossings are not closed unnecessarily and links closure and cost sharing to agreed conditions.
Why can’t an underpass simply be routed around a utility line?
A diversion may require relocating major water or sewage infrastructure, acquiring additional land or redesigning junctions. At a dense intersection, the alternative route can be blocked by another road, building or property access.
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No. Gujarat Samachar lists Vijaynagar, Sanghvi High School, Naranpura, Navrangpura and Bhudarpura. The 21 October Times of India report names Navrangpura, Sanghvi, Vijaynagar, Sarkhej Highway and Bhudarpura, so their scopes overlap but are not identical.
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