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Odisha’s rail density, unfortunately, continues to remain below the national average. This situation, however, did not seem to have changed the attitude of either the state government or the civil society over the last quarter of a century. Both have been steady with their business-as-usual approach; greatly tolerant to the abnormally slow progress of projects of great importance. A genial approach to sluggish land acquisition and other operational constraints persisted. Issues related to rail-line construction were hardly monitored with seriousness and professional competence. No official was ever punished for the delay in acquiring lands. As a result, railway projects have languished for years and have moved at a snail’s pace. There were hardly any pressure groups in the civil society that kept a close watch on the different actors connected with these projects.
It is worth recalling that in 1960, the Indian Railway took up three projects: the Kothavalasa–Araku–Koraput–Jeypore–Jagdalpur–Dantewara–Kirandaul line (445 km), the Sambalpur–Bargarh–Balangir–Titlagarh (183 km) project and the Rourkela–Bimlagarh–Kiriburu ( 85 km) project. All three projects taken together (713 km) were popularly known as the DBK Project or the Dandakaranya–Bolangir–Kiriburu project. The Kottavalsa-Kirandul Line (widely known as the KK Line) was an engineering marvel on treacherous hilly terrain. It was commissioned in 1966-67. The line had many tunnels, the longest being the Malliguda tunnel that is 4422 metres long near Jeypore. It was then India’s longest and was made in 1963. The Bondomunda -Barsuan(66km) line was constructed by 1961 and the Bimlagarh-Kiriburu (40 km) connection was completed by 1964. Sambalpur-Titlagarh line was commissioned in 1963 in just three years.
The speed and skill displayed in the 1960s’ by Indian Railways in completing the DBK project is hardly remembered and celebrated in Odisha by a grateful society. This is in contrast to the celebration of the silver jubilee of the Konkan Railway.
Most Odisha projects are yet to demonstrate the speed of DBK projects during construction. Completion dates remain open-ended. Kiriburu and Barbil are yet to be connected. This connection would reduce the distance between Kendujhar and Rourkela considerably. The other project is the Talcher-Bimalagarh link. The land acquisition process has been delayed and it seems there is societal indifference to its early completion. This project, going on since 2003-04 has registered small physical progress. Out of the total length of 150 km, only 34 km from Talcher side up to Parbil has been completed. Progress up to Khamar is expected by December 2024 and up to Pallahara, a year later.
Work from the northern end (Bimlagarh) is yet to commence. The pathetic rate of progress of this important rail link that is going to play a significant role in freight and passenger movements for further industrial and economic growth of the region is a glaring example of both government and societal indifference.
Recently Government of India have sanctioned (i) the 82.52 km long Gunupur-Theruvali line for Rs 1325 crore; (ii) the 201 km long Malkangiri-Pandurangapuram line for Rs 4109 crore; (iii) the 131.22 km long Junagarh- Nabarangpur line for Rs 3274 crore; (iv) the 82 km long Badampahar-Kendujhargarh for Rs 2106 crore; (v) the 60 km long Buramara-Chakulia line for 1639 crore; (vi) the 85.6 km long Bangriposhi-Gorumahisani line for Rs2549 crore; (vii) the 37 km long Sardega-Bhalumunda double line for Rs 1360 crore; (viii) the 138 km long Bargarh Road – Nawapara Road for Rs 2926 crore. All these eight projects would add 817 km of rail lines at an investment of Rs 19,288 crore.
It is worthwhile taking note that Odisha has been the focus of India’s rail connectivity push and is receiving much higher budgetary support. For example, the annual average Budget during 2009-14 of Rs 838 crore has been increased by 12.5 times to Rs 10,586 crore in 2024-25; the annual average new track laying of 53 km during 2009-14 has increased to 183 km during 2014-24. 59 Stations will be developed as Amrit stations and 427 rail flyovers and under-bridges have been constructed since 2014. Odisha tracks are now 100% electrified. There are now 40 ongoing projects of new tracks for 4,017 km involving an outlay of Rs 54,434 Crore.
These developments would substantially improve rail connectivity and infrastructure in Odisha and help its faster economic growth. It is however essential that the important new lines sanctioned since June 2024 and the ongoing projects get completed soon. Experience with ongoing projects like Khurda Road-Bolangir, Talcher-Bimalagarh, and Nabarangpur-Jeypore-Malkangiri, however, does not inspire that these critical projects would be completed soon. It is possible that most projects could be completed within three years if state government and civil society are active. For speedier completion to happen, the average annual new track laying progress needs to be stepped up from the present 183 km to, say, close to 300 km. Performance in land acquisition, and handing over government and forest lands would have to improve substantially. Odisha must give up the prevailing business-as-usual policy to make it happen. If this happens, by the time Odisha goes to the polls in 2029, it could show many critical lines completed and many important places connected.
(DISCLAIMER: This is an opinion piece. The views expressed are the author’s own and have nothing to do with OTV’s charter or views. OTV does not assume any responsibility or liability for the same.)
