High-speed rail in India


High-speed rail in India refers to any railway line with trains operating at and above, of which there are not any lines currently operating in India.
India does not currently have any railway lines with trains operating at internationally defined standards of high speed. The fastest train at present is the Vande Baharat with operation speeds of up to 180 km/h, though the fastest service is Gatimaan Express with an operational speed of and average speed of on the Delhi-Agra section, since the routes used by Train 18 are capped at 130 km/h for safety reasons.
A new 500 km high speed railway is currently under construction between Mumbai and the western city of Ahmedabad at a top speed of. It will be built in standard gauge due to limitations of the technology being used by the Japanese, who are funding 80% of the project cost through a soft loan, even though this would prevent high speed trains from running on regular Indian broad gauge tracks. 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. ₹2500-₹3000. Completion is targeted in 2022-2023.
At the 2014 general elections, the 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. This project was approved as a priority for the new government in the incoming president's speech. Construction of one kilometer of high speed railway track will cost - which is 10-14 times higher than the cost of construction of standard railway.
A prototype hyperloop is currently being developed in Maharastra by Virgin Hyperloop One, connecting Mumbai with Pune in 25 minutes. Though the proposal has been approved by the state government, latest news reports state that there has been little progress in terms of development within 2019 and 2020.
India will have two types of gauges for high speed rail. The new HSR tracks with Japanese technology will be in standard gauge, whereas older tracks upgraded to the HSR standard will be in broad gauge. Therefore there will be no interchangeability between newly laid tracks and the older-upgraded tracks for passenger and cargo traffic.

Higher-speed rail

Background

are currently improving their existing conventional lines to handle speeds of up to, and with certain improved corridors seeing speeds of more than. 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.
In July 2014, a trial run of a "semi-high speed train" with 10 coaches and 2 generators reached a speed of 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.
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.
French National Railways proposed to upgrade the Shatabdi train track between Delhi and Chandigarh to run the trains at a maximum speed of 220 km/h. 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 to Railway Board. It envisions reducing travel time from existing 7 hours to 4 hours and 45 minutes. 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. 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.
During the trial run in Delhi–Mumbai route Spain's Talgo trains reached a peak speed of, observing laid-down speed cautions and halting at the usual stoppages as the Mumbai Rajdhani, Talgo clocked an average speed of. The Mumbai Rajdhani took 15 hours and 50 minutes at an average speed of.

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.
Railway minister Mr Sadananda Gowda mentioned in his Rail budget 2014 speech that the railways will start high speed trains at 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.
Green background for the systems that are under construction. Blue background for the systems that are currently being planned.
Semi High-Speed CorridorSpeedTrack gaugeLengthFurther extensionStatus
Delhi - AgraInaugurated on 5 April 2016
Mumbai - GoaInaugurated on 22 May 2017
Delhi–MeerutUnder construction
Delhi–Alwar Regional Rapid Transit SystemApproved
Delhi-Sonipat-Panipat Regional Rapid Transit SystemApproved
Ahmedabad - RajkotApproved
Pune - NashikApproved
Chennai - HyderabadApproved in 2014 Railway Budget
Delhi - ChandigarhApproved in 2014 Railway Budget
Delhi - KanpurApproved in 2014 Railway Budget
Mumbai - AhmedabadApproved in 2014 Railway Budget
Mysuru - Bengaluru - ChennaiApproved in 2014 Railway Budget
Nagpur - Raipur - BilaspurApproved in 2014 Railway Budget
Nagpur - SecunderabadDPR Submitted
Visakhapatnam - BhubaneswarApproved in 2014 Railway Budget
Delhi - MumbaiApproved in 2017 Budget
Delhi - KolkataApproved in 2017 Budget

Use of Train sets

has proposed EMU train sets to operate at semi-high speed. 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 ICF.
;Description
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.

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 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.
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.

Progress in introduction of 250-350 km/h trains

Current Status

India's 1st High-speed corridor between Mumbai and Ahmedabad 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 Indian Prime minister Narendra Modi flagged off the construction work in Ahmedabad.
The JR East/Hitachi E5 Series Shinkansen trains will be used in this corridor. It has a maximum speed of 350 km/h, and a maximum operational speed of 320 km/h and an average speed of 260 km/h.

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. The railways instead introduced Shatabdi trains which ran at 140 km/h.
The Indian Ministry of Railways' white-paper "Vision 2020", submitted to Indian Parliament on 18 December 2009, 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-Bangalore-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.
RVNL set up a corporation called High Speed Rail Corporation of India Ltd 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.. It will handle tendering, pre-feasibility studies, awarding of contracts, and execution of the projects. The corporation will comprise four members, all of whom will be railway officials. All high-speed rail lines will be implemented as public–private partnerships on a Design, Build, Finance, Operate, and Transfer basis. The corporation was officially formed on 29 October 2013.

Cost

In a feasibility study published in 1987, RDSO and JICA estimated the construction costs to be ₹49 million 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 ₹439 million per km. RITES is currently performing a feasibility study.
According to the media, the costs for constructing such rail lines in India are estimated to be ₹700-1000 million per km. Therefore, the Mumbai-Ahmedabad route of 500 km, will cost up to ₹500 billion to build and to make a profit, passengers will have to be charged ₹5 per km. Delhi to Amritsar one-way, a distance of 450 km, will cost about ₹2000. At US$15–22 million per km, cost estimates are in line with US$18 million per km of the recently completed Wuhan-Guangzhou HSR line in China.
The Mumbai - Ahmedabad line is expected to cost ₹650 billion.

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.

Project execution

To put the construction in perspective, in the period 2005-09 Indian Railways took on construction of 42 completely new conventional lines, a total of 4060 km at a cost of ₹167 billion, or ₹41 million per km. A public-private-partnership mode of investment and execution is envisaged for the 250–350 km/h high-speed rail project.

Feasibility studies

Multiple pre-feasibility and feasibility studies have been done or are in progress.
The consultants for pre-feasibility study for four corridors are:
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. The study will cost ¥500 million and the cost will be shared 50:50 by Japan and India.
Location of the stations, its accessibility, integration with public transport, parking and railway stations design 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. European experiences have shown that railway stations outside the city receive less patronage and ultimately make the high-speed railway line unfeasible.
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.
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.

Diamond Quadrilateral project

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. 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.

Proposal to introduce 500 - 550 km/h trains

Current Status

As of November 2016, the Indian Railways has asked Rail India Technical and Economic Service to prepare a detailed project report within the next six months. The railways aims to implement the first stretch of the project in less than three years' time.
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. 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. 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. 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.
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. The corporation has issued an Expression of Interest to global investors to implement an over- rail system. Transport infrastructure would be developed by private firms; Indian Railways would handle land-related issues, and the revenue would be shared. The new railway system, parallel to the current one, should support passenger and freight traffic.

Purpose

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.
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.
China wanted to build its high-speed rail network using maglev technology. But, in 1998, there was no commercial train service running on maglev anywhere in the world. Hence, China took a decision to go with the older wheel-based technology for its HSR network. Now, after around 20 years, India has the opportunity to take a decision to build its HSR network using maglev as presently there are multiple maglev railway lines in operation and construction stages in multiple countries.
India is focusing on bringing in 500–550 km/h trains within the next 5 years through a public-private partnership model, where Indian Railways will be a partner by providing land for the railway lines and infrastructure. Every other aspect of the system will be decided and operated by the private partner. It is expected to provide the following benefits to the Indian economy:
High-speed trains provide almost the same speed as air travel, while providing multiple additional benefits:
China and Japan are constructing long distance train systems. Maglev train systems have been built in Japan, China, South Korea and Germany. A few other countries are conducting research projects on implementing futuristic railway systems. China is building new Metro trains using Maglev systems. It will reduce travel times and improve the efficiency of the economy. The S1 line, Changsha Maglev, Shanghai Maglev, Incheon Airport Maglev and Linimo are examples of Maglev intracity trains. In October 2016, Railway Minister Suresh Prabhu said that six global companies had expressed interest and Indian Railways was building tracks to test trains at speeds of over.

Technology choice

India is preferring to go with magnetic attraction over magnetic repulsion technology for cost competitiveness purposes. Because of this India may not build the world's fastest Maglev trains as Japan did. India is expected to standardise the High-speed railway locomotives and systems, as China did for interoperability between multiple private and public players operating the high-speed railway within the country.

Cost reduction and economic viability

These are the few proposed solutions to reduce the cost of Maglev trains in India
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.

Mumbai-Pune Hyperloop

It is a proposed 1000 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. 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 in January 2018. Hyperloop One propose three possible terminal end-points options in Mumbai, namely Dadar, Santacruz and the Mumbai International Airport. Currently, 300,000 people commute daily between these two cities daily in 110,000 vehicles.

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 and US-based Hyperloop Transportation Technologies have signed a memorandum of understanding for the same. 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.

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.

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.

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.