Mangaluru: Railway passenger associations representing Udupi, Kundapur and Uttara Kannada have opposed demands to divert trains bound for the northern coastal belt through Mangaluru Central or Mangaluru Junction, arguing that the move could substantially increase travel time for passengers.

The Kundapur Railway Association and Uttara Kannada Rail Sewa Samiti said routing long-distance trains into Mangaluru’s central stations could add two to three hours to journeys because of operational requirements, congestion and the need for trains to return to the main route.

The debate has emerged amid discussions over the proposed Bengaluru-Karwar Vande Bharat service and the extension of the existing Mangaluru-Madgaon Vande Bharat to Yesvantpur. Passenger groups in Dakshina Kannada have sought better access to Mangaluru, while groups from Udupi, Kundapur and Uttara Kannada are concerned that additional diversions could affect passengers travelling further north along the coast.

Passenger groups oppose longer diversion

Kundapur Railway Association president and Konkan Railway Consultative Committee member Ganesh Putran and Uttara Kannada Rail Sewa Samiti representative Rajeev Gaonkar said railway associations representing the Mangaluru North-Surathkal region to Karwar had rejected claims that trains on the Bengaluru-Karwar route were simply “bypassing Mangaluru”.

According to the associations, Mangaluru is already served by several railway stations, including Bantwal, Padil, Jokatte and Surathkal, also known as Mangaluru North.

They argued that these stations can provide access to different parts of Mangaluru without requiring every long-distance train to enter Mangaluru Central or Mangaluru Junction.

The representatives said passengers getting down at Bantwal can reach Mangaluru Central by road in roughly 20 minutes, while a train travelling from Bantwal towards Mangaluru Junction could take considerably longer because of railway operational requirements.

Loco reversal and congestion cited as concerns

The railway forums said trains entering Mangaluru Junction or Central could face operational complications, including loco reversal, signalling requirements, platform availability and congestion.

After entering the city’s main stations, a train bound for Udupi, Kundapur or Karwar would have to return towards the coastal route before continuing north. The passenger associations believe this could result in a substantial increase in running time.

They estimated that such a movement could add between two and three hours to the journey.

For passengers travelling towards Udupi, Kundapur, Karwar and other destinations in Uttara Kannada, the additional time is significant because trains still have a long distance to cover after passing Mangaluru.

The associations pointed out that the coastal railway corridor stretches for nearly 300 km beyond Mangaluru towards the northern parts of the state.

Debate grows over Bengaluru-Karwar Vande Bharat

The disagreement has gained attention following plans to provide a direct Vande Bharat connection between Bengaluru, coastal Karnataka and Goa.

The existing Mangaluru Central-Madgaon Vande Bharat service is being extended towards Yesvantpur. The proposed service will operate as Train Nos. 26655 and 26656 and will connect Bengaluru with destinations along the coastal belt before continuing to Madgaon.

The proposed route has generated different expectations among coastal districts.

Passenger groups in Dakshina Kannada have demanded that Mangaluru receive adequate service, with campaigns seeking stops at both Mangaluru Central and Mangaluru Junction.

However, passenger representatives from Udupi, Kundapur, Surathkal and Karwar have opposed routing the service into Mangaluru Central if it results in a significant increase in travel time for passengers heading towards the northern coast.

Vande Bharat trials already conducted

The proposed Bengaluru-coastal Karnataka Vande Bharat service has already undergone trial runs.

A 16-coach Vande Bharat rake was tested between Yesvantpur and Mangaluru in September. The trials were conducted to assess running time, sectional speeds, safety and operational requirements, particularly across the Western Ghats section between Sakleshpur and Subrahmanya Road.

One of the trials covered the Yesvantpur-Mangaluru route in about seven hours, while railway officials assessed the operational requirements before preparing the final timetable.

The extended service is expected to connect Bengaluru with Hassan, Sakleshpur, the coastal Karnataka region and Goa. However, the final commercial timetable and detailed stopping pattern remain important factors in determining the actual journey time.

Associations seek stronger alternative stations

Rather than diverting every long-distance train through Mangaluru’s central stations, the passenger associations have suggested improving infrastructure and passenger facilities at stations such as Padil and Jokatte.

They want better road connectivity and access facilities so that passengers travelling to Mangaluru can conveniently use these stations.

The argument is that strengthening peripheral and alternative railway stations could serve the city without imposing additional travel time on passengers travelling beyond Mangaluru.

For example, passengers heading to Udupi, Kundapur and Karwar would be able to continue on a direct route instead of spending additional time entering the city and then reversing direction.

The associations said improving access to existing stations would provide a more balanced approach to railway connectivity in Coastal Karnataka.

Coastal connectivity remains the larger issue

The disagreement highlights the difficulty of balancing the needs of different passenger groups along the coastal railway corridor.

Mangaluru is the largest urban centre in the region and an important destination for education, healthcare, business and employment. At the same time, Udupi, Kundapur, Byndoor, Murdeshwar, Gokarna, Karwar and other towns depend heavily on rail connectivity.

Passenger representatives from northern coastal Karnataka have therefore argued that improving connectivity to Mangaluru should not come at the cost of significantly longer journeys for passengers travelling beyond the city.

The proposed Vande Bharat service is expected to strengthen links between Bengaluru, coastal Karnataka and Goa, making the question of route efficiency particularly important.

Mangaluru railway region now under Mysuru division

The debate comes shortly after the Mangaluru railway region was transferred from the Palakkad division of Southern Railway to the Mysuru division of South Western Railway.

The jurisdictional change took effect from October 1, with operational control moving to the Mysuru division. The transfer is expected to bring the Mangaluru region under a single South Western Railway administrative structure with the Mysuru division.

Passenger associations have indicated that the administrative change should be used to improve operational efficiency across the wider Coastal Karnataka network.

The immediate focus, however, remains on ensuring that new services provide useful connectivity without unnecessarily increasing journey times.

Conclusion

The opposition from the Kundapur Railway Association and Uttara Kannada Rail Sewa Samiti adds another dimension to the ongoing debate over the proposed Bengaluru-Karwar and Bengaluru-Goa Vande Bharat connectivity.

While passenger groups in Dakshina Kannada want better access to Mangaluru, associations from Udupi, Kundapur and Uttara Kannada are seeking a direct and time-efficient route towards northern coastal Karnataka.

Their main concern is that routing long-distance trains through Mangaluru Central or Mangaluru Junction could involve operational delays and add up to two or three hours to journeys.

The associations have instead called for better facilities and road connectivity at stations such as Padil and Jokatte, arguing that this could improve access to Mangaluru without affecting passengers travelling further north along the coast.