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High-speed rail in India

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India does not currently have any railway lines with trains operating at internationally defined standards of high speed (exceeding 250 km/h).[1] The fastest train at present is the Vande Bharat (Train 18) with operation speeds of up to 180 km/h, though the fastest service is Gatimaan Express with an operational speed of 160 km/h (99 mph) and average speed of 113 km/h (70 mph) on the Delhi-Agra section, since the routes used by Train 18 are capped at 130 km/h for safety reasons.[2][3]

A new 500 km high speed railway is currently under construction between Mumbai and the western city of Ahmedabad at a top speed of 320 km/h (200 mph).[4][5] It will be built in standard gauge using Shinkansen technology. Japan will cover 80% of the ₹98,000 crore (equivalent to ₹1.4 trillion or US$17 billion in 2023) project cost through a soft loan.[6] It is expected to carry passengers between the two cities in just three hours and ticket prices are expected to be cheaper than air planes i.e. ₹2,500-₹3,000. Completion is targeted in 2022-2023.[7]

At the 2014 general elections, the Bharatiya Janata Party (BJP) had voiced its desire to build the Diamond Quadrilateral high speed rail project, which would connect the cities of Chennai, Delhi, Kolkata, and Mumbai via high-speed rail.[8] This project was approved as a priority for the new government in the incoming president's speech.[9] Construction of one kilometre of high speed railway track will cost ₹100 crore (US$12 million) - ₹140 crore (US$17 million) which is 10-14 times higher than the cost of construction of standard railway.[10]

India will have two types of gauges for high speed rail. The new high-speed rail lines with Japanese technology will be in standard gauge, whereas older tracks upgraded to high-speed rail standard will be in Indian broad gauge. For this reason, there will be no interchangeability between newly laid tracks and the older-upgraded tracks for passenger and cargo traffic.

History

One of the first proposals to introduce high-speed trains in India was mooted in the mid-1980s by then Railway Minister Madhavrao Scindia. A high-speed rail line between Delhi and Kanpur via Agra was proposed. An internal study found the proposal to not be viable at that time due to the high cost of construction and the inability of passengers to bear much higher fares than those for normal trains. In a feasibility study published in 1987, RDSO and JICA estimated the construction costs to be ₹4.9 crore per km, for a line dedicated to 250–300 km/h trains. In 2010, the 1987-estimated cost, inflated at 10% a year, would be ₹43.9 crore per km (US$9.5 million/km).[11] The railways instead introduced Shatabdi trains which ran at 140 km/h.[12]

The Indian Ministry of Railways' white-paper "Vision 2020",[13] submitted to The Parliament of India on 18 December 2009,[14] envisages the implementation of regional high-speed rail projects to provide services at 250–350 km/h, and planning for corridors connecting commercial, tourist, and pilgrimage hubs. Six corridors have been identified for technical studies on setting up of high-speed rail corridors: Delhi–Chandigarh–Amritsar, Pune-Mumbai-Ahmedabad, Chennai-Vijayawada-Dornakal-Kazipet-Hyderabad, Howrah–Haldia, Chennai-Bengaluru-Coimbatore-Kochi-Thiruvananthapuram, Delhi-Agra-Kanpur-Lucknow-Varanasi-Patna. These high-speed rail corridors will be built as elevated corridors.

The Ministry of Railways set-up the National High-Speed Rail Corporation Limited as a government company on 12 February 2016 to promote high-speed rail corridors.[15]

RVNL set up a corporation called High Speed Rail Corporation of India Ltd (HSRC) on 25 July 2013, that will deal with the proposed high-speed rail corridor projects. The corporation is a wholly owned subsidiary of Rail Vikas Nigam Ltd. (RVNL).[16][17] It will handle tendering, pre-feasibility studies, awarding of contracts, and execution of the projects.[18] The corporation will comprise four members, all of whom will be railway officials.[19] All high-speed rail lines will be implemented as public–private partnerships on a Design, Build, Finance, Operate, and Transfer (DBFOT) basis.[20] The corporation was officially formed on 29 October 2013.[21]

The Mumbai–Ahmedabad high-speed rail corridor, India's first high-speed rail corridor, started construction in 2017 and is expected to be completed by 2022. The foundation stone ceremony was held on 14 September 2017 when Japanese Prime Minister Shinzō Abe and the Prime Minister of India, Narendra Modi, flagged off the construction work in Ahmedabad. The JR East/Hitachi E5 Series Shinkansen trains will be used in this line. It has a maximum operational speed of 320 km/h and an average speed of 260 km/h.[7]

Proposed routes

In India, trains in the future with top speeds of 250–300 km/h, are envisaged to run on elevated corridors to isolate high-speed train tracks and thereby prevent trespassing by animals or people. The current conventional lines between Amritsar-New Delhi, and Ahmedabad-Mumbai runs through suburban and rural areas, which are flat and have no tunnels. The Ahmedabad-Mumbai line runs near the coast and therefore, has more bridges, and parts of it are in backwaters or forests. The 1987 RDSO/JICA feasibility study found the Mumbai-Ahmedabad line to be the most promising.[11]

  under construction   planned

Summary of proposed and under construction high-speed rail lines in India (standard gauge)
High-speed Corridor Speed Length Further extension Status
km/h mph km mi
Nationwide
Diamond Quadrilateral 350 220 7,000 4,300 Approved in Rail budget 2014
North India
Delhi–Kolkata high-speed rail corridor 350 220 1,500 930 Howrah Approved by Planning Commission & PMO
Delhi–Amritsar high-speed rail corridor 450 280 Approved by Planning Commission & PMO
Delhi–Dehradun high-speed rail corridor 200 120 Approved by Planning Commission & PMO
Delhi–Jodhpur high-speed rail corridor[22] 591 367 Proposed
East India
Howrah–Haldia high-speed rail corridor 300 190 Approved by Planning Commission & PMO
West India
Mumbai–Ahmedabad high-speed rail corridor 320 200 534 332 Under construction
Mumbai–Nagpur high-speed rail corridor 350 220 883 549 Approved
Mumbai–Hyderabad high-speed rail corridor[23] 350 220 747 464 Approved
Ahmedabad–Dwarka high-speed rail corridor
Rajkot–Veraval high-speed rail corridor 350 220
South India
Chennai–Hyderabad high-speed rail corridor 664 413 Howrah (Via Visakhapatnam) Approved by Planning Commission & PMO
Chennai–Thiruvananthapuram high-speed rail corridor 350 220 850 530 Approved by Planning Commission & PMO
Chennai–Kanniyakumari high-speed rail corridor 350 220 850 530 Waiting for Approval from Planning Commission & PMO
Bengaluru–Mysuru high-speed rail corridor[24] 350 220 110 68 Approved in Rail budget 2014
Thiruvananthapuram–Kasargode Semi High Speed Rail Corridor 200 120 532 331 Mangalore Waiting for approval from the Railway Board of India[25]

Feasibility studies

Potential High Speed Rail lines[26][27]

Multiple pre-feasibility and feasibility studies have been done or are in progress.

The consultants for pre-feasibility study for four corridors are:[28]

In September 2013, an agreement was signed in New Delhi to complete a feasibility study of high-speed rail between Ahmedabad and Mumbai, within 18 months.[29] The study will cost ¥500 million[30] and the cost will be shared 50:50 by Japan and India.[29]

Location of the stations, its accessibility, integration with public transport, parking and railway stations design[31] will play an important role in the success of the high speed railway system. Mumbai may have an underground corridor to have high-speed rail start from the CST terminal.[32] European experiences have shown that railway stations outside the city receive less patronage and ultimately make the high-speed railway line unfeasible.[33]

High Speed Rail Corporation has called for international bidders for carrying out a pre-feasibility study of the 458-km Delhi - Chandigarh - Amritsar High Speed Corridor.[citation needed]

The feasibility study for the Chennai-Bengaluru high-speed rail corridor was completed by Germany in November 2018. The study found that the route was feasible. The proposed corridor would be 435 km long and would have an end-to-end travel time of 2 hours and 25 minutes with trains operating at a speed of 320 km/h. The study proposed constructing 84% of the track on viaducts, 11% underground and the remaining 4% at-grade. The current fastest train on the Chennai-Bengaluru route, the Shatabdi Express, completes the journey in 7 hours.[34]

Diamond Quadrilateral project

Further information: Diamond Quadrilateral

The Diamond Quadrilateral high speed network connecting the four major cities of Chennai, Delhi, Kolkata, and Mumbai was a key plank in the BJP's election manifesto.[35][36] PM Modi mentioned in his address to the joint session of Parliament on 9 June 2014 that the new Government was committing to launch the project.[37]

Cost

The costs for constructing such rail lines in India are estimated to be ₹70-100 crore per km (US$15–22 million/km).[citation needed] Therefore, the Mumbai-Ahmedabad route of 500 km, will cost up to ₹500 billion (US$8.04 billion) to build and to make a profit, passengers will have to be charged ₹5 per km (US$0.11/km). Delhi to Amritsar one-way, a distance of 450 km, will cost about ₹2,000 (US$43.48).[38] At US$15–22 million per km, cost estimates are in line with US$18 million per km of the Wuhan–Guangzhou High-Speed Railway in China.[citation needed]

The Mumbai - Ahmedabad line is expected to cost ₹65,000 crore.[21]

Upgraded conventional lines

Indian Railways are currently improving their existing conventional lines to handle speeds of up to 160 km/h (99 mph), and with certain improved corridors seeing speeds of more than 200 km/h (120 mph).[13] Trains have already been built by native companies that can reach speeds of 200 km/h, but these trains are limited to lower speeds on legacy tracks due to safety restrictions.[39]

In July 2014, a trial run of a "semi-high speed train" with 10 coaches and 2 generators reached a speed of 160 km/h (99 mph) between New Delhi and Agra. The train, named Gatimaan Express, had its first commercial run at 5 April 2016. It is expected to reach the maximum speed of 160 km/h and an average speed of 113 km/h (70 mph).[40]

Dedicated Freight Corridor Corporation of India is overseeing the development of dedicated freight corridors across India to move cargo traffic from most of the current passenger railway tracks and to support Indian Railways effort to increase the speed of the passenger trains to 200 km/h.[citation needed]

New trains such as the Train 18 will be built that can reach speeds in excess of 200 km/h, but these trains may be restricted to lower speeds on normal tracks due to safety restrictions. Dual locomotives are used for this purpose, one at each end, thus accelerating and decelerating from both ends.[citation needed]

Proposals

In February 2014, Henri Poupart-Lafarge of Alstom, manufacturer of trains used on TGV in France, stated that India is at least 5–10 years away from high-speed trains. He suggested the country should first upgrade the infrastructure to handle trains travelling 100–120 km/h (62–75 mph).[41]

French National Railways (or SNCF) proposed to upgrade the Shatabdi train track between Delhi and Chandigarh to run the trains at a maximum speed of 220 km/h.[42] This is expected provide hands-on expertise for Indian Railways to implement Semi-High speed trains across India, specifically running Rajdhani and Shatabdi trains at maximum speed 220+ km/h with average speed of 150 km/h.

Feasibility study of running semi-high speed trains on the 500 km Chennai–Bengaluru and Mysore section has been submitted by the China Railway Eryuan Engineering Group Co Ltd (CREEC) to Railway Board. It envisions reducing travel time from existing 7 hours to 4 hours and 45 minutes.[43] The German finance ministry has agreed to finance a government feasibility study into a high-speed rail link between Chennai and Mysore, and had discussed a project to modernise the Chennai–Hyderabad route.[44] Germany is conducting a feasibility study for running trains at a speed of about 300 km/h on the 450 km long Chennai-Bengaluru-Mysuru route. It has already completed pre-feasibility study in 2016. A consortium of consultants comprising DB E&C, Intraplan Consult and Ingenieurburo Vossing are conducting the study.[45]

During the trial run in Delhi–Mumbai route Spain's Talgo trains reached a peak speed of 150 km/h (93 mph), observing laid-down speed cautions and halting at the usual stoppages as the Mumbai Rajdhani, Talgo clocked an average speed of 117.5 km/h (73.0 mph). The Mumbai Rajdhani took 15 hours and 50 minutes at an average speed of 87.7 km/h (54.5 mph).[citation needed]

Projects

With the great success of Gatimaan Express, the Indian Railways plans to start additional semi-high speed services along the Delhi - Bhopal / Chandigarh / Kanpur routes shortly.[46][47]

Railway minister Mr Sadananda Gowda mentioned in his Rail budget 2014 speech that the railways will start high speed trains at 160–200 km/h (99–124 mph) on 9 routes. Indian Railways is also testing to increase the speed of the Delhi-Mumbai Rajdhani express train. Proposed increased speed will be 160 km/h between Delhi-Mathura stretch and 130 km/h for the remaining stretch.[citation needed]

  operational   under construction   planned

Semi high-speed rail lines (Indian broad gauge)
Semi high-speed corridor Speed Length Status
Delhi - Agra 160 km/h (99 mph) 195 km (121 mi) Inaugurated on 5 April 2016
Mumbai - Goa 130 km/h (81 mph) 579 km (360 mi) Inaugurated on 22 May 2017
Delhi–Meerut 160 km/h (99 mph) 82 km (51 mi) Under construction[48]
Delhi–Alwar Regional Rapid Transit System 160 km/h (99 mph) 164 km (102 mi) Approved[48]
Delhi-Sonipat-Panipat Regional Rapid Transit System 160 km/h (99 mph) 103 km (64 mi) Approved[48]
Ahmedabad - Rajkot 160 km/h (99 mph) 247 km (153 mi) Approved[49]
Pune - Nashik 160 km/h (99 mph) 231 km (144 mi) Approved
Chennai - Hyderabad 160 km/h (99 mph) 915 km (569 mi) Approved in 2014 Railway Budget
Delhi - Chandigarh 200 km/h (120 mph) 244 km (152 mi) Approved in 2014 Railway Budget
Delhi - Kanpur 200 km/h (120 mph) 441 km (274 mi) Approved in 2014 Railway Budget
Mumbai - Ahmedabad 200 km/h (120 mph) 493 km (306 mi) Approved in 2014 Railway Budget
Mysuru - Bengaluru - Chennai 200 km/h (120 mph) 495 km (308 mi) Approved in 2014 Railway Budget
Nagpur - Raipur - Bilaspur 160 km/h (99 mph) 413 km (257 mi) Approved in 2014 Railway Budget
Nagpur - Secunderabad 200 km/h (120 mph) 575 km (357 mi) DPR Submitted[50]
Visakhapatnam - Bhubaneswar 160 km/h (99 mph) 444 km (276 mi) Approved in 2014 Railway Budget
Delhi - Mumbai 200 km/h (120 mph) 1,386 km (861 mi) Approved in 2017 Budget
Delhi - Kolkata 200 km/h (120 mph) 1,500 km (930 mi) Approved in 2017 Budget

Rolling stock

Indian railways has proposed EMU train sets to operate at semi-high speed (180 km/h). These are of two types "Train 18" which will be a day train replacing Shatabdi Express and "Train 20" which will be an overnight train replacing Rajdhani Express. Train 18 has entered service on 15 February 2019 while Train 20 will roll out in 2020. These trains will be manufactured by Integral Coach Factory (ICF).[51]

These trains will have loco pilot cabins on both ends. This will prevent the need to reverse the locomotive which will save time. As these are EMU train sets, the time and distance taken to accelerate and decelerate will reduce, enabling the train to travel at top speed for more distance. Each coach will be fitted with traction motor so the train will be self propelled. The train coaches will have automatic sliding doors, on board Wi-Fi connection, GPS based information system, wide windows and will be fully air conditioned. Bio toilets will be installed in coaches. The rake of Train 18 will have 16 coaches consisting of 2 Executive Chair Cars and 14 AC Chair Cars, it will operate at 160 km/h, while Train 20 will have 20 coaches consisting of AC First Class sleeper, AC II Tier sleeper, AC III Tier sleeper classes and an AC Chair Car, it will operate at 160 km/h. Train 20's proposed top speed to be 176 km/h.[52][53]

Criticism

Critics point out that Delhi-Agra time savings are not based on the speed of train but based on other factors. According to critics, the reduction in travel time due to speed is a mere three minutes, and that other maneuverings are largely responsible for the drastic drop. The reduction of time is largely due to shifting the train's departure point from New Delhi railway station to Hazrat Nizamuddin and doing away with the scheduled stop at Mathura reportedly saving 14 minutes. Limiting the locomotive to 10 coaches (Bhopal Shatabdi has 14) leads to a decrease of another two minutes. Thus track improvements and superior infrastructure lead to a decrease of only five minutes, three minutes owing to route relay and interlocking at Agra, and one minute each due to the approval to run a passenger train on the third line at Palwal and Bhuteshwar, installation of thick web switches at four points and putting up a track station at Chhata.[54]

There were also serious questions raised about the safety of the passengers as the infrastructure on which semi-high speed trains are running may not be able to run at such high speeds. For example, it is preferred to run these higher speed trains on 60-kilogram tracks, but as of now they are running on 52-kilogram tracks.[55]

Super-high-speed proposals

Maglev

Indian Railways is exploring the possibility of super-speed, also called ultra-high-speed, rail network in India. The Railway Minister's vision is to make rolling stock the driver for India's shift from being a technology importer to a manufacturer and developer, by becoming a designer for future rolling stock technology.[56] Ultra-high-speed trains running on magnetic levitation, maglev for short, will bring in efficiency, time-reduction and cost-reduction for the Indian industry, the general public and the overall economy of the country, at almost the same cost as wheeled high-speed trains. Such trains could make the Indian industry and economy the most efficient in the world. However, the major blocking financial hindrance is that maglev technology has consistently been shown to be more than double the cost of "standard steel-to-steel bullet trains" and thus has been a major economic hindrance to the beginning of any construction of the Chuo Shinkansen in Japan.

The Andhra Pradesh state government has decided to build its metro train system in major cities using the Maglev technology. The Changsha Maglev system was studied by a team to gain better understanding of running the metro using Maglev. Vijayawada, Visakhapatnam and Amaravati metro railway systems will be built using low speed Maglev train systems.[57][58] It is expected make the industrial sector in the Andhra Pradesh the most cost efficient and exports competitive in world market by reducing the logistics cost for the transport of people and freight.[59] Maglev based metro systems improve the quality of life in cities and provide efficient, high-speed rail systems to generate far higher levels of economic output.[60] This is expected to create an industrial base, hands-on expertise and lower costs for Maglev in India.

Kochi Metro explored using the South Korean Maglev technology used in the Incheon Airport Maglev, but it was not fully operational in 2011. So, Kochi Metro opted for wheeled-train set technology for initial routes. But, future routes may use Maglev technology.[61]

India may build its future metro train systems using Maglev as it has faster acceleration and deceleration than traditional metro systems. China is building new lines for Beijing Metro and Changsha Metro using Maglev technology to retain Chinese cost competitiveness in the world market by reducing the transportation time and cost.

Earlier in 2016, Indian Railways announced a seminar with ultra-high-speed train manufacturers to explore the possibility of introducing an ultra-high-speed train system on a public–private partnership basis.[62] The corporation has issued an Expression of Interest (EOI) to global investors to implement an over-500-kilometre-per-hour (310 mph) rail system. Transport infrastructure (including stations, platforms, tracks, signal systems, fare structures and timetables) would be developed by private firms; Indian Railways would handle land-related issues, and the revenue would be shared.[63] The new railway system, parallel to the current one, should support passenger and freight traffic.[64] In February 2019, a train model based upon MagLev systems was unveiled by scientists from Raja Ramanna Centre for Advanced Technology for a speed of 600 km (370 mi) per hour.[65] In September 2020, Bharat Heavy Electricals Limited signed a pact with SwissRapide AG to bring MagLev metro systems in India.[66]

Hyperloop

There is no currently operational hyperloop system in the world today, and no experimental system has yet been conducted with human beings. Speed projections depend on significant engineering advances, and have not yet been observed.[67]

Mumbai-Pune Hyperloop

It is a proposed 1,000 km/h hyperloop system that will take 14 minutes compared to the current 3 hours to commute between these two cities while carrying 10,000 commuters per hour (5,000 in each direction). Hyperloop One, the firm proposing the route, believes that it is feasible and can be made operational by 2026 as per its Detailed Project Report submitted to Pune Metropolitan Region Development Authority (PMRDA) in January 2018. Hyperloop One propose three possible terminal end-points options in Mumbai, namely Dadar, Santacruz and the Mumbai International Airport. Currently, 3,00,000 people commute daily between these two cities daily in 1,10,000 vehicles (including 80,000 cars and 6,000 buses).[68]

Vijayawada-Amaravathi Hyperloop

The Andhra Pradesh state government is currently studying the feasibility of the project and if introduced, the 40 km distance between the two cities can be covered in just six minutes. AP Economic Development Board (AP-EDB) and US-based Hyperloop Transportation Technologies (HTT) have signed a memorandum of understanding (MoU) for the same.[69] Andra Pradesh already has decided to build its metro train systems using Maglev technology and has sent the study teams to China for practical study of the operational Maglev based metro train systems.[58]

Bengaluru-Chennai Hyperloop

Los Angeles-based Hyperloop One, has signed a MoU with Karnataka government to conduct a feasibility study for the route between Bangalore and Chennai. According to its sponsors, such a Hyperloop will reduce the travel time to 20 minutes between the two cities.[70]

R&D institutions

India does not have indigenous high-speed or super-speed railway technology. It is currently dependent on other countries. In a campaign promise made in January 2014, Prime Minister Narendra Modi promised to build four railway universities so that India can be a world leader in high-speed railway technology.[71]

Manufacturing base

A manufacturing base will be constructed for production of high-speed trains in India. The project will be executed on PPP basis, though no formal announcement has been made yet, as the project is still in planning stages, and is yet to be executed.[citation needed]

See also

Wikimedia Commons has media related to High-speed rail in India.

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