Know How about India’s First Cable-Stayed Rail Bridge

The Anji Khad Bridge, located in Reasi district of Jammu and Kashmir, was officially opened for railway traffic on 6 June 2025. This marks an important step in completing the Udhampur–Srinagar–Baramulla Rail Link (USBRL). The bridge is built over the Anji River, a tributary of the Chenab, and is the first cable-stayed railway bridge in India. Part of the ₹43,780-crore USBRL project, the railway line crosses challenging Himalayan terrain and includes 36 tunnels, 943 bridges, and two of the most remarkable railway structures in the country.

The Anji Khad Bridge is located between Katra and Reasi stations on the Jammu–Baramulla railway line. It has a total length of 725.5 metres, including a 473.25-metre cable-stayed span that stretches across a deep gorge. The bridge deck is built 331 metres above the riverbed, making it one of the highest railway bridges in India.

Interesting Trivia- The Bridge Was First Planned as a Steel Arch

The idea for this rail link was first proposed in the late 1970s to provide year-round railway connectivity between Jammu and the Kashmir Valley, as road travel is often blocked by snow during winter. But work picked up in the mid-1990s after funding was approved. The Jammu–Udhampur section opened in 2005, followed by the Baramulla–Banihal section between 2008 and 2013, and the Udhampur–Katra section in 2014. The most challenging stretch—Katra to Banihal—passes through difficult mountainous terrain and requires several tunnels and bridges, including the Anji Khad Bridge.

Originally, engineers planned to build a steel arch bridge over the Anji River, with a main span of 265 metres and a deck height of 189 metres. But after a detailed study in 1997, Indian Railways found the site’s steep slopes and unstable geology unsuitable for an arch design. In 2016, the plan was changed to a cable-stayed design, which was considered safer and more stable for the region’s tough terrain.

Design of the Anji Khad Bridge

The Anji Khad Bridge was conceptualized to address the topographical extremities of the Reasi-Katra corridor in the Himalayan region. Engineered as India’s first cable-stayed railway bridge, the structure integrates advanced load management, high-altitude resilience, and long-span bridge technology. It forms a critical link in the Jammu–Baramulla railway corridor and is designed to endure both seismic disturbances and high wind velocities common to the region.

Key Structural Specifications

• Total length of bridge: 725.5 metres
  
• Main cable-stayed span: 473.25 metres
  
• Deck height from riverbed: 331 metres
  
• Approach viaduct (Katra side): 38 metres
  
• Approach viaduct (Reasi side): 120 metres
  
• Transition embankment: 94.25 metres
  
• Main pylon height: 193 metres
  
• Track provision: Single railway track
  
• Ancillary walkways: 1.5 metres wide on both sides
  
• Service lane: 3.75 metres wide
  

Cable System Details

• Total number of cables: 96
  
• Cable length range: 82 to 295 metres
  
• Cable anchorage: Stress-anchored to the steel pylon using saddle and bearing assemblies
  
• Installation method: Sequential pre-stressing and post-tensioning for balanced load distribution
  
• Cable material: Galvanized parallel wire strands (PWS) sheathed in HDPE
  

Deck and Load-Bearing Features

• Structure type: Composite steel–concrete deck with orthotropic steel girders
  
• Dynamic load rating: Designed for axial train loading and lateral seismic vibration
  
• Rail speed design: Up to 100 km/h
  
• Wind resistance: Designed to withstand gusts up to 213 km/h
  
• Thermal movement provision: Expansion joints and deck articulation points provided
  
• Side barriers: Wind deflector panels integrated for safety and aerodynamic balance
  

Resilience and Monitoring Provisions

• Seismic zone classification: Zone V
  
• Structural Health Monitoring System (SHMS): Integrated with sensors for displacement, acceleration, strain, and temperature monitoring
  
• Maintenance access: Walkways and internal service lanes allow full inspection and cable-accessibility
  
• Safety design codes: Conforms to Indian Railway Standards, IRC codes, and relevant Eurocodes

Construction of the Anji Khad Bridge

The construction of the Anji Khad Bridge was implemented between 2017 and 2023 under an EPC contract model. The process involved multiple phases—from slope stabilization and pylon erection to cable installation and deck completion—executed under complex Himalayan conditions. Testing and trial runs were completed in 2024, and the bridge was officially opened for rail traffic in June 2025.

Geological and Preparatory Works

• Geotechnical investigation: Included slope stability assessment, rock mass classification, and core drilling
  
• Slope stabilization: Performed using soil nailing, rock bolting, and reinforced shotcrete
  
• Retaining structures: Gravity-type retaining walls and reinforced earth embankments were constructed along approach zones
  
• Pylon base: Deep rock socketed foundations with micro-piling on the Reasi end
  

Main Pylon Construction

• Construction system: DOKA jump form shuttering for modular vertical casting
  
• Concrete mix: Self-compacting high-performance concrete (HPC) designed for height casting and early strength
  
• Rebar system: High-yield TMT and epoxy-coated rebars used for corrosion resistance
  
• Tower height achieved: 193 metres by March 2021
  

Deck and Cable Erection

• Stay cable installation: Cables were installed in pairs using balanced cantilever method from pylon outward
  
• Deck segments: Prefabricated in steel yards and transported in modular lengths
  
• Segment placement: Lifted using a 40-tonne tower crane with a reach of 205 metres, imported from Spain
  
• Deck alignment: Hydraulic jacks used for alignment and adjustment
  
• Welding & testing: All deck joints subjected to ultrasonic and radiographic testing
  

Advanced Construction Techniques

• Temporary logistics base: Established at Reasi for batching plant, steel segment storage, and cable assembly
  
• On-site fabrication: Steel components prefabricated by HCC and transported to site in modules
  
• Real-time monitoring: Embedded sensors provided live structural status updates during erection
  
• Safety systems: Harness access zones, cable tension monitoring, and weather-linked suspension protocols ensured worker safety

Challenges in Constructing the Anji Khad Bridge

• The bridge was constructed over shifting slopes and a landslide-prone landscape, which made conventional foundation techniques unfeasible and required advanced geotechnical reinforcement.
  
• Located in a high seismic risk zone (Zone IV), the structure had to be designed to endure strong earthquakes, leading to complex dynamic modeling and adaptive structural solutions.
  
• The site was originally planned for an arch bridge, but geological studies showed the terrain unsuitable for arch foundations, prompting a major mid-project redesign to a cable-stayed configuration.
  
• Accessibility was a major hurdle, as the remote location lacked roads; materials, equipment, and even bridge components had to be transported via temporary paths and airlifted in many sections.
  
• Installing 96 tension cables across a deep gorge demanded extreme precision, but unpredictable high-altitude winds and limited working space made every cable placement a high-risk operation.
  
• The pylon construction, rising 331 meters above river level, required vertical formwork systems and high-capacity tower cranes, making it one of the tallest and most challenging single-column builds in India.
  
• The area is prone to strong winds reaching 213 kmph, which regularly disrupted crane operations and cable launching, necessitating constant weather surveillance and work rescheduling.
  
• Winter construction brought further complications, with sub-zero temperatures and snowfall affecting both worker safety and concrete curing, requiring heat enclosures and modified mix designs.
  
• The project faced an extremely narrow seasonal working window due to fog, rain, and snow, which made efficient time management and scheduling important  to prevent multi-month delays.
  
• Ensuring worker safety in such an isolated, high-altitude zone was a continuous challenge, with medical aid far away and rescue protocols needing to be in place throughout the execution phase.

The Anji Khad Bridge’s complex challenges were overcome through expert interventions across disciplines. Landslide-prone terrain was stabilized using rock bolting and soil nailing by geotechnical teams. Seismic risks in Zone IV were addressed through dynamic structural modeling and seismic-resilient designs. The shift to a cable-stayed design came after expert geological assessments found the site unsuitable for an arch bridge. 

Logistics experts managed tough access by building temporary roads and using airlifts. Erection of 96 stay cables and the 331-meter pylon was achieved with GPS-guided equipment, tower cranes, and jump form shuttering. Wind conditions up to 213 kmph were monitored by wind engineers using real-time systems. Cold weather concreting was supported by anti-freeze admixtures and insulated curing blankets. Prefabrication, efficient scheduling, and onsite safety systems ensured timely, safe delivery despite extreme site constraints.

Construction Stakeholders Involved

The Anji Khad Bridge project brought together a wide network of engineering firms, suppliers, and technical institutions to meet the complex demands of high-altitude cable-stayed construction in a seismic zone. The following key agencies contributed to various phases of execution:

• Hindustan Construction Company (HCC) – Lead EPC contractor responsible for end-to-end construction, including site preparation, pylon erection, cable-stayed deck assembly, and structural integration.
  
• Northern Railway (Indian Railways) – Project owner and executing agency under the Udhampur–Srinagar–Baramulla Rail Link (USBRL) initiative. Oversaw project governance, land acquisition, commissioning, and final certification.
  
• ITALFERR (Italy) – Provided independent construction supervision and engineering services to ensure adherence to design specifications and international standards.
  
• COWI (United Kingdom) – Engaged as the proof-checking consultant for critical structural components such as cable systems, deck geometry, and pylon load transfer mechanisms.
  
• Indian Institute of Technology (IIT) Delhi – Conducted structural stability analysis, with focus on stress behavior, long-term load distribution, and durability of key elements.
  
• Indian Institute of Technology (IIT) Roorkee – Specialized in seismic evaluation, assessing the bridge’s behavior under Zone V earthquake scenarios and ensuring compliance with IS 1893 seismic codes.
  
• IRICEN (Indian Railways Institute of Civil Engineering) – Responsible for verifying technical documentation, railway-specific loading configurations, and construction-stage audits.
  
• DOKA (Austria) – Supplied the self-climbing DOKA jump-form shuttering system used for casting the 193-metre-high single pylon with vertical alignment precision.
  
• COMANSA (Spain) – Provided a 40-tonne high-reach tower crane, capable of lifting deck and cable components at heights up to 205 metres within narrow gorge constraints.
  
• HCC Fabrication Units and Approved Indian Testing Labs – Managed modular steel fabrication, non-destructive testing (NDT), and quality control for all prefabricated and cast-in-situ components.
  
• Adani Cement – Supplied approximately 65,000 metric tonnes of OPC 43 Grade cement, chosen for its durability and high compressive strength as per geological conditions.
  
• CMAC – Supplied its BIMP Series Bridge Inspection Platform, enabling safe and efficient execution of maintenance, cable alignment, and final-stage cleaning and inspection.

Right Inauguration Timing Amid Security Concerns

The rail inauguration follows recent unrest in the valley. The Pahalgam attack in April 2025 and subsequent cross-border shelling disrupted normalcy in border districts. In this context, the rail link is being viewed not only as a connectivity project but also as a part of the government’s broader approach to regional development and integration.

Prime Minister Narendra Modi described the bridge and the railway line as critical infrastructure that will support mobility and services in the region. The project adds to the government’s ongoing post-2019 initiatives aimed at enhancing Jammu & Kashmir’s connectivity and administrative integration.

Strategic Importance

The Anji Khad Bridge, along with the Chenab Rail Bridge, plays a pivotal role in completing the Jammu–Baramulla railway corridor. This enhances logistical, passenger, and defence movement capabilities in the region. The completion of USBRL enables direct train movement between the Kashmir Valley and mainland India. A Vande Bharat Express service was flagged off between Srinagar and Katra, reducing travel time to 3 hours.

• Full train connectivity to New Delhi is expected by late 2025, cutting end-to-end travel time to approximately 13 hours.
  
• The alignment includes 36 tunnels covering 119 km and 943 bridges, many of which span active fault zones and steep river valleys.
  
• The railway line has strategic relevance for faster troop movement and logistics in border areas near Pakistan and China.

Conclusion

The Anji Khad Bridge marks a significant achievement in India’s railway infrastructure journey. Its successful completion showcases the country’s ability to overcome engineering and environmental challenges with innovation and coordination. As a landmark structure in the Himalayas, it not only enhances regional access but also sets a benchmark for future high-altitude bridge projects across the nation.