Professional Documents
Culture Documents
Indian Railways
Indian Railways
Indian Railways
This article is about the organisation. For general information on railways in India, see Rail transport
in India.
Indian Railways
Type
Industry
Railways
Founded
Headquarters
Area served
Key people
Services
Revenue
Profit
Owners
Employees
Parent
Divisions
17 Railway Zones
Website
www.indianrailways.gov.in
Indian Railways
Reporting mark
IR
Locale
India
Dates of operation
16 April 1853Present
Track gauge
1,676 mm (5 ft 6 in)
1,000 mm (3 ft 3 38 in)
762 mm (2 ft 6 in)
610 mm (2 ft)
Headquarters
Website
www.indianrailways.gov.in
places in India and are assigned codes identifying their gauge, kind of power and type of operation.
Its operations cover twenty nine states and seven union territories and also provides limited
international services to Nepal, Bangladesh and Pakistan.
Indian Railways is the world's seventh largest commercial or utility employer, by number of
employees, with over 1.307 million employees. As for rolling stock, IR holds over 239,281 Freight
Wagons, 62,924 Passenger Coaches and 9,013 Locomotives (43 steam, 5,345 diesel and 4,568
electric locomotives).[7]The trains have a 5 digit numbering system and runs 12,617 passenger trains
and 7421 freight trains daily.[8] As of 31 March 2013, 20,884 km (12,977 mi) (31.9%) of the total
65,436 km (40,660 mi) route length was electrified.[9] Since 1960, almost all electrified sections on IR
use 25,000 Volt AC traction through overhead catenary delivery.
Contents
[hide]
1 History
2 Organisational structure
o 2.1 Railway zones
o 2.2 Recruitment and training
o 2.3 Production units
o 2.4 Other subsidiaries
3 Rolling stock
o 3.1 Locomotives
o 3.2 Goods wagons or freight cars
o 3.3 Passenger coaches
4 Freight
o 4.1 Wagon types
5 Technical details
o 5.1 Track and gauge
o 5.2 Research and development
6 Railway links to adjacent countries
7 Types of passenger services
8 Accommodation classes
9 UNESCO World Heritage Sites
10 Notable trains
o 10.1 Tourist trains
o 10.2 Other trains
11 Problems and issues
12 See also
13 References
14 Notes
15 External links
History[edit]
Main article: History of rail transport in India
Map of the completed and planned railway lines in India in 1871, thirteen years after the end of Company rule.
The history of rail transport in India began in the mid-nineteenth century. The core of the pressure for
building Railways In India came from London. In 1848, there was not a single kilometre of railway
line in India. The country's first railway, built by the Great Indian Peninsula Railway (GIPR), opened
in 1853, between Bombay and Thane.[10] A British engineer, Robert Maitland Brereton, was
responsible for the expansion of the railways from 1857 onwards. The Allahabad-Jabalpur branch
line of the East Indian Railway had been opened in June 1867. Brereton was responsible for linking
this with the GIPR, resulting in a combined network of 6,400 km (4,000 mi). Hence it became
possible to travel directly from Bombay to Calcutta. This route was officially opened on 7 March 1870
and it was part of the inspiration for French writer Jules Verne's book Around the World in Eighty
Days. At the opening ceremony, the Viceroy Lord Mayo concluded that it was thought desirable
that, if possible, at the earliest possible moment, the whole country should be covered with a
network of lines in a uniform system.[11]
By 1875, about 95 million were invested by British companies in India guaranteed railways.[12] By
1880 the network had a route mileage of about 14,500 km (9,000 mi), mostly radiating inward from
the three major port cities of Bombay,Madras and Calcutta. By 1895, India had started building its
own locomotives, and in 1896, sent engineers and locomotives to help build the Uganda Railways.
In 1900, the GIPR became a government owned company. The network spread to the modern day
states of Ahom Kingdom, Rajputhana and Madras Presidency and soon various autonomous
kingdoms began to have their own rail systems. In 1905, an early Railway Board was constituted,
but the powers were formally vested underLord Curzon.[13] It served under the Department of
Commerce and Industry and had a government railway official serving as chairman, and a railway
manager from England and an agent of one of the company railways as the other two members. For
the first time in its history, the Railways began to make a profit.
In 1907 almost all the rail companies were taken over by the government. The following year, the
first electric locomotive made its appearance. With the arrival of World War I, the railways were used
to meet the needs of the British outside India. With the end of the war, the railways were in a state of
disrepair and collapse.
In 1920, with the network having expanded to 61,220 km (38,040 mi), a need for central
management was mooted by Sir William Acworth. Based on the East India Railway Committee
chaired by Acworth, the government took over the management of the Railways and detached the
finances of the Railways from other governmental revenues.
The period between 1920 and 1929, was a period of economic boom; there were 41,000 mi
(66,000 km) of railway lines serving the country; the railways represented a capital value of some
687 million sterling; and they carried over 620 million passengers and approximately 90 million tons
of goods each year.[14] Following the Great Depression, the railways suffered economically for the
next eight years. The Second World War severely crippled the railways. Starting 1939, about 40% of
the rolling stock including locomotives and coaches was taken to the Middle East, the railways
workshops were converted to ammunitions workshops and many railway tracks were dismantled to
help the Allies in the war. By 1946, all rail systems had been taken over by the government.
On 23 April 2014, Indian Railways introduced a mobile app system to track train schedules.[15]
Organisational structure[edit]
Railway zones[edit]
Indian Railways is divided into several zones, which are further sub-divided intodivisions. The
number of zones in Indian Railways increased from six to eight in 1951, nine in 1952 and sixteen in
2003.[16][17] Each zonal railway is made up of a certain number of divisions, each having a divisional
headquarters. There are a total of sixty-eight divisions.[18][19]
Each of the seventeen zones is headed by a general manager who reports directly to the Railway
Board. The zones are further divided into divisions under the control of divisional railway managers
(DRM). The divisional officers of engineering, mechanical, electrical, signal and telecommunication,
accounts, personnel, operating, commercial, security and safety branches report to the respective
Divisional Manager and are in charge of operation and maintenance of assets. Further down the
hierarchy tree are the station masters who control individual stations and the train movement
through the track territory under their stations' administration.
Zonal railway details
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A pantograph on an IR train.
Production units[edit]
CLW made WAP-5 30022(CLW made WAP-5 locos don't have fluted body shell) rests at Bhopal
Indian Railways manufactures much of its rolling stock and heavy engineering components at its six
manufacturing plants, called Production Units, which are managed directly by the Ministry. Popular
rolling stock builders such as CLW andDLW for electric and diesel locomotives; ICF and RCF for
passenger coaches are Production Units of Indian Railways. Over the years, Indian Railways has
not only achieved self-sufficiency in production of rolling stock in the country but also exported rolling
stock to other countries. Each of these production units is headed by a general manager, who also
reports directly to the Railway Board. The production units are:-
Name
Abbr.
Year
Established
Location
Main products
BWEL
1978
Muzaffarpur
Passenger Coaches
(manufacturing +
maintenance).
Jamalpur Locomotive
Workshop
JLW
1862
Jamalpur
Diesel/Electric Loco
maintenance.
GOC
1928
Trichy
Diesel-electric Locomotives
Name
Abbr.
Year
Established
Location
Main products
Chittaranjan Locomotive
Works
CLW
1947
DLW
1961
Varanasi
Diesel Locomotives
Diesel-Loco Modernisation
Works
DMW
1981
Patiala
Diesel-electric Locomotives
ICF
1952
Chennai
Passenger coaches
RCF
1986
Kapurthala
Passenger coaches
RSK
1988
Gwalior
RWF
1984
Bangalore
RWF
2012
Chhapra
Railway wheels
RCF
2012
Raebareli
Passenger coaches
Other subsidiaries[edit]
There also exist independent organisations under the control of the Railway Board
for electrification, modernisation,research and design and training of officers, each of which is
headed by an officer of the rank of general manager. A number of Public Sector Undertakings, which
perform railway-related functions ranging from consultancy to ticketing, are also under the
administrative control of the Ministry of railways.
There are fourteen public undertakings under the administrative control of the Ministry of
Railways,[24] viz.
Delhi Metro Rail Corporation Limited (DMRC), that has constructed and operates Delhi
Metro network, is an independent organisation not connected to the Indian Railways. Similar metro
rail corporations in other cities (except Kolkata Metro inKolkata) are not connected to the Indian
Railways.
Rolling stock[edit]
Locomotives[edit]
Main article: Locomotives in India
Locomotives in India consist of electric and diesel locomotives. Biodiesel locomotives are also being
used on experimental basis.[26] Steam locomotives are no longer used, except in heritage trains.
In India, locomotives are classified according to their track gauge, motive power, the work they are
suited for and their power or model number. The class name includes this information about the
locomotive. It comprises 4 or 5 letters. The first letter denotes the track gauge. The second letter
denotes their motive power (Diesel or Alternating - on Electric) and the third letter denotes the kind
of traffic for which they are suited (goods, passenger, Multi or shunting). The fourth letter used to
denote locomotives' chronological model number. However, from 2002 a new classification scheme
has been adopted. Under this system, for newer diesel locomotives, the fourth letter will denote
theirhorsepower range. Electric locomotives don't come under this scheme and even all diesel locos
are not covered. For them this letter denotes their model number as usual.
A locomotive may sometimes have a fifth letter in its name which generally denotes a technical
variant or subclass or subtype. This fifth letter indicates some smaller variation in the basic model or
series, perhaps different motors, or a different manufacturer. With the new scheme for classifying
diesel locomotives (as mentioned above) the fifth item is a letter that further refines the horsepower
indication in 100 hp increments: 'A' for 100 hp, 'B' for 200 hp, 'C' for 300 hp, etc. So in this scheme, a
WDM-3A refers to a 3100 hp loco, while a WDM-3D would be a 3400 hp loco and WDM-3F would be
3600 hp loco.
Note: This classification system does not apply to steam locomotives in India as they have become
non-functional now. They retained their original class names such as M class or WP class.
Diesel Locomotives are now fitted with Auxiliary Power Units which saves nearly 88% of Fuel during
the idle time when train is not running.[27]
Passenger coaches[edit]
Indian railways has several types of passenger coaches.
Electric Multiple Unit (EMU) coaches are used for suburban traffic in large cities mainly Mumbai,
Chennai, Delhi, Kolkata, Pune, Hyderabad and Bangalore. These coaches numbered 7,793 on 31
March 2012. They have second class and first class seating accommodation.
Passenger coaches numbered 46,722 on 31 March 2012. Other coaches (luggage coach, parcel
van, guard's coach, mail coach, etc.) numbered 6,560 on 31 March 2012.
Freight[edit]
Indian Railways earns about 70% of its revenues from freight traffic (Rs. 686.2 billion from freight
and Rs. 304.6 billion from passengers in 201112). Most of its profits come from transporting freight,
and this makes up for losses on passenger traffic. It deliberately keeps its passenger fares low and
cross-subsidises the loss-making passenger traffic with the profit-making freight traffic.
Since the 1990s, Indian Railways has stopped single-wagon consignments and provides only full
rake freight trains
Wagon types[edit]
Wagon types include:[29]
BOXNHL
BOBYN
Technical details[edit]
Broad gauge is the predominant gauge used by Indian Railways. Indian broad gauge
1,676 mm (5 ft 6 in)is the most widely used gauge in India with 105,000 km (65,000 mi) of track
length (91% of entire track length of all the gauges) and 56,000 km (35,000 mi) of route-kilometre
(86% of entire route-kilometre of all the gauges).
In some regions with less traffic, the metre gauge (1,000 mm (3 ft 3 38 in)) is common, although
the Unigauge project is in progress to convert all tracks to broad gauge. The metre gauge has about
8,000 km (5,000 mi) of track length (7% of entire track length of all the gauges) and 7,000 km
(4,300 mi) of route-kilometre (10% of entire route-kilometre of all the gauges).
The Narrow gauges are present on a few routes, lying in hilly terrains and in some erstwhile private
railways (on cost considerations), which are usually difficult to convert to broad gauge. Narrow
gauges have 2,000 route-kilometre. The Kalka-Shimla Railway, the Kangra Valley Railway and
the Darjeeling Himalayan Railwayare three notable hill lines that use narrow gauge, but the Nilgiri
Mountain Railway is a metre gauge track.[32] These four rail lines will not be converted under the
Unigauge project.
The share of broad gauge in the total route-kilometre has been steadily rising, increasing from 47%
(25,258 route-km) in 1951 to 86% in 2012 whereas the share of metre gauge has declined from 45%
(24,185 route-km) to 10% in the same period and the share of narrow gauges has decreased from
8% to 3%. About 21,500 route-km of Indian railways is electrified.
Sleepers (ties) are made up of prestressed concrete, or steel or cast iron posts,
though teak sleepers are still in use on a few older lines. The prestressed concrete sleeper is in wide
use today. Metal sleepers were extensively used before the advent of concrete sleepers. Indian
Railways divides the country into four zones on the basis of the range of track temperature. The
greatest temperature variations occur in Rajasthan.
Train
Description
Duronto Express
These are the non-stop (except for operational stops) point to point rail services
introduced for the first time in 2009. They connect the metros and major state capitals
of India and are faster than Rajdhani Express. They provide first AC, two-tier AC and
three-tier AC accommodation. Some of them provide Sleeper Class accommodation.
Rajdhani Express
These are air-conditioned trains linking major cities to New Delhi. They have high
priority and are one of the fastest trains in India, travelling at an average speed of
130 km/h (82 mph). They have only a few stops. In the Railway budget of 2014, the it
was proposed that the speed of Rajdhani express, and Shatabdi Expresses would be
increased up to 200 km/h.
AC Express
These are fully air-conditioned trains linking major cities in the country. They have
high priority and are one of the fastest trains in India, travelling at about 130 km/h
(82 mph). They have only a few stops.
Shatabdi Express
The Shatabdi trains are air-conditioned intercity trains for travel during day. They
have seats and executive class seats. Some of them 3-tier AC berths. They are the
fastest trains in India, travelling at about 130160 km/h.
Garib Rath
Air-conditioned no-frills trains with seats and 3-tier Economy AC berths. The
maximum speed is 130 km/h.
Jan Shatabdi
Express
Jan Shatabdi Express are a more affordable variety of the Shatabdi Express, which
have both AC and non-AC classes. The maximum speed is 130 km/h.
Intercity Superfast
Express/Mail
These are trains travel at a speed greater than 100-120 km/h (60-75 mph). Tickets for
these trains have an additional superfast surcharge.
Express
These are the most common kind of trains in India. They have more stops than their
super-fast counterparts, but they stop only at relatively important intermediate
stations.
9
Passengerand Fast
Passenger
These are slow trains that stop at most of the station or every station along the route
and are the cheapest trains. The trains generally have unreserved seating
accommodation but some night trains have sleeper and 3-tier AC compartments.
These also travel about 40-80 kmph
10
Suburban trains
11
Metro
These trains are designed for city transport. Indian Railway constructed Kolkata
Metro for the city of Kolkata.
Accommodation classes[edit]
Description[39][40]
1A
First class AC: This is the most expensive class, where the fares are almost at par with air fare. There
are eight cabins (including two coupes) in the full AC First Class coach and three cabins (including
one coupe) in the half AC First Class coach. The coach has an attendant to help the passengers.
Bedding is included with the fare in IR. This air conditioned coach is present only on popular routes
and can carry 18 passengers (full coach) or 10 passengers (half coach). The sleeper berths are
extremely wide and spacious. The coaches are carpeted, have sleeping accommodation and have
privacy features like personal coupes. This class is available on broad gauge and metre gauge trains.
2A
AC-Two tier: These air-conditioned coaches have sleeping berths across eight bays. Berths are
usually arranged in two tiers in bays of six, four across the width of the coach and two berths
longways on the other side of the corridor, with curtains along the gangway or corridor. Bedding is
included with the fare. A broad gauge coach can carry 48 passengers (full coach) or 20 passengers
(half coach). This class is available on broad gauge and metre gauge trains.
FC
First class: Same as 1AC but without air conditioning. No bedding is available in this class. The
berths are wide and spacious. There is a coach attendant to help the passengers. This class has been
phased out on most of the trains and is rare to find. However narrow gauge trains to hill stations have
this class.
3A
AC three tier: Air conditioned coaches with 64 sleeping berths. Berths are usually arranged as in 2AC
but with three tiers across the width and two longways as before giving eight bays of eight. They are
slightly less well-appointed, usually no reading lights or curtained off gangways. Bedding is included
with fare. It carries 64 passengers in broad gauge. This class is available only on broad gauge.
3E
AC three tier (Economy): Air conditioned coaches with sleeping berths, present in Garib Rath
Trains. Berths are usually arranged as in 3AC but with three tiers across the width and three longways.
They are slightly less well-appointed, usually no reading lights or curtained off gangways. Bedding is
not included with fare.
CC
AC chair car: An air-conditioned seater coach with a total of five seats in a row used for day travel
between cities.
EC
Executive class chair car: An air-conditioned coach with large spacious seats and legroom. It has a
total of four seats in a row used for day travel between cities. This class of travel is only available on
Shatabdi Express trains.
SL
Sleeper class: The sleeper class is the most common coach on IR, and usually ten or more coaches
could be attached. These are regular sleeping coaches with three berths vertically stacked. In broad
gauge, it carries 72 passengers per coach.
2S
Seater class: same as AC Chair car, but with bench style seats and without the air-conditioning. These
may be reserved in advance or may be unreserved.
UR
Unreserved: The cheapest accommodation. The seats are usually made up of pressed wood in older
coaches but cushioned seats are found in new coaches. These coaches are usually over-crowded and a
seat is not guaranteed. Tickets are issued in advance for a minimum journey of more than 24 hours.
Tickets issued are valid on any train on the same route if boarded within 24 hours of buying the ticket.
Seen here is the Mumbai Rajdhani Express. Rajdhanis are long-distance high-speed and high-priority trains
connecting major state capitals with New Delhi
Seen here is the Secunderabad Yeshwanthpur Garib-Rath Express. Garib-Rath's are low cost A/c trains
At the rear of the train is a special compartment known as the guard's cabin. It is fitted with
a transceiver and is where the guard usually gives the all clear signal before the train departs.
Notable trains[edit]
Tourist trains[edit]
Palace on Wheels is a specially designed luxury tourist train service, frequently hauled by a
steam locomotive, for promoting tourism in Rajasthan. The train has a 7 nights & 8 days
itinerary, it departs from New Delhi (Day 1), and coversJaipur (Day 2), Sawai
Madhopur and Chittaurgarh (Day 3), Udaipur (Day 4),Jaisalmer (Day 5), Jodhpur (Day
6), Bharatpur and Agra (Day 7), return to Delhi (Day 8).[44]
Royal Rajasthan on Wheels a luxury tourist train service covers various tourist destinations in
Rajasthan. The train takes tourists on a 7-day/8-night tour through Rajasthan. The train starts
from New Delhi's Safdarjung railway station (Day 1), and has stops at Jodhpur (Day
2), Udaipur and Chittaurgarh (Day 3),Ranthambore National Park and Jaipur (Day
4), Khajuraho (Day 5), Varanasiand Sarnath (Day 6), Agra (Day 7) and back to Delhi (Day 8).[45]
Maharaja Express a luxury train operated by IRCTC runs on five circuits[46]covering more than 12
destinations across North-West and Central India, mainly centered around Rajasthan between
the months of October to April.
Deccan Odyssey luxury tourist train service covers various tourist destinations
inMaharashtra and Goa. The 7 Nights / 8 Days tour starts from Mumbai (Day 1) and
covers Jaigad Fort, Ganapatipule and Ratnagiri (Day
2), Sindhudurg,Tarkarli and Sawantwadi (Day 3), Goa (Day 4), Kolhapur and Pune (Day
5),Aurangabad and Ellora Caves (Day 6), Ajanta Caves and Nashik (Day 7), and back
to Mumbai (Day 8).[47]
The Golden Chariot luxury train runs on two circuits Pride of the South[48] andSplendor of the
South.[49]
Mahaparinirvan Express an a/c train service also known as Buddhist Circuit Train which is run
by IRCTC to attract Buddhist pilgrims. The 7 nights/8 Days tour starts from New Delhi (Day 1)
and covers Bodh Gaya (Day 2), Rajgir andNalanda (Day 3), Varanasi and Sarnath (Day
4), Kushinagar and Lumbini (Day 5 and 6), Sravasti (Day 7), Taj Mahal (Agra) (Day 8) before
returning to New Delhi on (Day 8).[50]
Other trains[edit]
Samjhauta Express is a train that runs between India and Pakistan. However, hostilities between
the two nations in 2001 saw the line being closed. It was reopened when the hostilities subsided
in 2004. Another train connectingKhokhrapar (Pakistan) and Munabao (India) is the Thar
Express that restarted operations on 18 February 2006; it was earlier closed down after
the 1965 Indo-Pak war.
Lifeline Express is a special train popularly known as the "Hospital-on-Wheels" which provides
healthcare to the rural areas. This train has a carriage that serves as an operating room, a
second one which serves as a storeroom and an additional two that serve as a patient ward.
The train travels around the country, staying at a location for about two months before moving
elsewhere.
A view of the Pamban Railway Bridge that links Rameshwaram to the mainland
Fairy Queen is the oldest operating locomotive in the world today, though it is operated only for
specials between Delhi and Alwar. John Bull, a locomotive older than Fairy Queen, operated in
1981 commemorating its 150th anniversary.Gorakhpur railway station also has the distinction of
being the world's longest railway platform at 4,483 ft (1,366 m). The Ghum station along the
DarjeelingToy Train route is the second highest railway station in the world to be reached by a
steam locomotive.[51] The MumbaiPune Deccan Queen has the oldest running dining car in IR.
Vivek Express, between Dibrugarh and Kanyakumari, has the longest run in terms of distance
and time on Indian Railways network. It covers 4,286 km (2,663 mi) in about 82 hours and 30
minutes.
Bhopal Shatabdi Express is the fastest train in India today having a maximum speed of
160 km/h (99 mph) on the FaridabadAgra section. The fastest speed attained by any train is
184 km/h (114 mph) in 2000 during test runs.
Double-decker AC trains have been introduced in India. The first double decker train was PuneMumbai Sinhagad express plying between Pune and Mumbai[52]while the first double-decker AC
train in the Indian Railways was introduced in November 2010, running between
the Dhanbad and Howrah stations having 10 coaches and 2 power cars.[53] On 16 April 2013,
Indian Railways celebrated its 160 years of nationwide connectivity with a transportation of 23
million passengers in a day.[54]
Indian Railways is left with a surplus cash of just INR 690crores ($115mn) by the end of March
2014. [55]
It is estimated that over 5 lakh crores (about $85 bn at 2014 exchange rates) is required to complete
the ongoing projects alone. Railways is consistently losing market share to other modes of transport
both in Freight and Passenger Segment.[56]
New railway line projects are often announced during the Railway Budget annually without securing
additional funding for them. In the last 10 years, 99 New Line projects worth 60,000 crore were
sanctioned out of which only one project is complete till date. In fact, there are 4 projects that are as
old as 30 years, but are still not complete for one reason or another.[8]
Sanjay Dina Patil a member of the Lok Sabha recently accused that additional tracks, height of
platforms are still a problem and rise in tickets, goods, monthly passes has created an alarming
situation where common man is troubled
While India has one of the largest rail networks in the world, as of 2014 it does not have any
kilometers classed as high-speed rail (HSR), which allowing a operation speed of 200 km/h or more.
For a line to be classed as high-speed rail, the speed must be at least 250 km/h (155 mph) on lines
specially built for high speed, or 200 km/h (124 mph) on existing or upgraded lines.[1] Compared to
China, which has 15,448.7 km in operation and 18,149.4 km under construction.[2] The
current fastest train in India is the Bhopal Shatabdi that runs with a top speed of 150 km/h.[3]
Prior to the 2014 general election, the two major national parties (BJP and INC) both pledged to
introduce high-speed rail. The INC pledged to connect all of India's million-plus cities by high-speed
rail,[4] whereas BJP, which won the election, promised to build the Diamond Quadrilateral project,
which would connect via high-speed rail the cities of Chennai, Delhi,Kolkata, and Mumbai.[5] The
project was confirmed as a project of priority for the new government in the President's speech.[6]
Contents
[hide]
8 References
Initially the trains will have the maximum speed of 160 km/h, with railway coaches which can run at
the speed of 200 km/h will be rolled out from Railway Coach Factory of Indian Railway from June,
2015.[11]
Status
Delhi - Agra
Broad
Gauge
195
Chennai Hyderabad
160
kmph
Broad
Gauge
915
Delhi Chandigarh
160
kmph
Broad
Gauge
244
Delhi - Kanpur
160
kmph
Broad
Gauge
441
Mumbai Ahmedabad
160
kmph
Broad
Gauge
493
Mumbai - Goa
160
kmph
Broad
Gauge
1230
160
kmph
Broad
Gauge
495
Broad
Gauge
413
Nagpur Secunderabad
Broad
Gauge
575
160
kmph
30 min
November
2014
160
kmph
Criticism[edit]
India's quest to run rails at the 160 km/h has its own critics. Critics point out the that Delhi-Agra time
savings are not based on the speed of train but based on other factors.
Critics point out that the reduction in travel time due to speed is a mere three minutes, and other
manoeuvrings are largely responsible for the drastic drop. Reduction of timing largely because of
shifting the trains departure point from New Delhi railway station to Hazrat Nizamuddin and doing
away with the scheduled stop at Mathura reportedly account for a saving of 14 minutes, limiting the
locomotive to 10 coaches Bhopal Shatabdi has 14 leads to a decrement of another two minutes,
approximately five minutes are being saved on account of track improvements and superior
infrastructure, three minutes owing to route relay interlocking at Agra, and one minute each on
approval to run a passenger train on the third line atPalwal and Bhuteshwar, installation of thick web
switches at four points and in putting up a track station at Chhata.[16]
Also, India is targeting only lower end of 160200 km/h speed of semi-high speed trains. So, focus is
to achieve 160 km/h not the 200 km/h.
There is serious question 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 trains on 60 kilogram tracks but now they are running on 52 kilogram tracks.[17]
There are multiple railway projects which are in different stages of implementation like doubling of
tracks, electrification, new track laying, changing of gauge etc. But Indian railways has not come up
with any guidelines to channelize all current and new efforts to run trains at semi-high speed.
Cost[edit]
In a feasibility study published in 1987, RDSO and JICA estimated the construction cost to be Rs 49
million per km, for a line dedicated to 250300 km/h trains. In 2010, that 1987-estimated cost,
inflated at 10% a year, would be Rs 439 million per km (US$9.5 million/km).[26] RITES is currently
performing a feasibility study.[27]
According to news media, the costs for constructing such rail lines in India are estimated to be
Rs 700-1000 million per km (US$1522 million/km). Therefore the Mumbai-Ahmedabad route of
500 km, will cost Rs 370 billion (US$8.04 billion) to build and to make a profit, passengers will have
to be charged Rs 5 per km (US$0.11/km). Delhi to Amritsar one-way, a distance of 450 km, will cost
about Rs 2000 (US$43.48).[28] At US$1522 million per km, cost estimates are in line with US$18
million per km of the recently completed Wu-Guang HSR line in China.
The Mumbai - Ahmedabad line is expected to cost Rs 650 billion.[25]
Routes[edit]
In India, trains in the future with top speeds of 300350 km/h, are envisaged to run on elevated
corridors to isolate high-speed train tracks and thereby prevent trespassing by animals and 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. Ahmedabad-Mumbai line runs near
the coast therefore have more bridges, and parts of it are in backwaters or forest. The 1987
RDSO/JICA feasibility study found the Mumbai-Ahmedabad line as most promising.[26]
Maharashtra state government has proposed a link between Mumbai and Nagpur. The government
also wants a corridor to connect to Navi Mumbai International Airport.[31]
High-Speed
Corridor
Route
Trac
Lengt
k
Statio Spee
h
gaug
ns
d
(km)
e
Further Extension
Status
Nationwide
Diamond
Quadrilateral
1676 TBA
6,500
250 No Extension
350
7,000
Approved in
Rail budget
2014
East India
Howrah - Haldia
High-Speed
Passenger
Corridor
Howrah-Haldia
1676 TBD
250135
300
TBD
Approved by
Planning
Commission
& PMO
North India
Delhi - Kolkata
High-Speed
Passenger
Corridor
Delhi-AgraKanpur-Lucknow1676 TBD
Varanasi-PatnaKolkata
Delhi - Amritsar
High-Speed
Passenger
Corridor
Delhi-Chandigarh1676 TBD
Amritsar
Delhi - Jodhpur
High-Speed
Passenger
Corridor[32]
Delhi-JaipurAjmer-Jodhpur
Howrah
Approved by
Planning
Commission
& PMO
450
TBD
Approved by
Planning
Commission
& PMO
591
TBD
Proposed
200 991
350
1676 TBD
West India
1676 TBD
TBD
Mumbai/Navi
Mumbai - Nagpur Mumbai/Navi
High-Speed
Mumbai - Nashik - 1676 TBA
Passenger
Akola - Nagpur
Corridor
TBA
Mumbai
Ahmedabad high- Mumbaispeed passenger Ahmedabad
corridor
1676 11
320
Rajkot - Veraval
High-Speed
Passenger
Corridor
1676 TBD
350
Proposed
Approved by
Planning
Commission
& PMO
534
TBD
South India
HyderabadKazipet-Dornakal1676 TBD
VijayawadaChennai
Chennai Thiruvananthapur
am High-Speed
Passenger
Corridor
TBD
350
300
350
TBD
850
Approved by
Planning
Commission
& PMO
Scrapped by
Kerala State
Government[33]
Thiruvananthapur
am - Mangalore
Thiruvananthapura
High-Speed
1435 9
m - Mangalore
Passenger
Corridor
Bangalore Mysore
664
Approved by
Howrah(ViaVisakhapatn Planning
am)
Commission
& PMO
[34]
585
Udupi
Approved by
Planning
Commission
& PMO
110
Not planned
Approved in
Rail budget
2014
Project execution[edit]
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 Rs 167 billion (US$3.63
billion),[36] or Rs 41 million per km (US$0.89 million/km).[7] A public-private-partnership mode of
investment and execution is envisaged the 250350 km/h high-speed rail project.[7]
Feasibility studies[edit]
Multiple pre-feasibility and feasibility studies have been done or are in progress.
The consultants for pre-feasibility study for four corridors are:[37]
In September 2013, an agreement was signed in New Delhi to complete a feasibility study of highspeed rail between Ahmedabad and Mumbai, within 18 months.[38] The study will cost 500
million[39] and the cost will be shared 50:50 by Japan and India.[38]
Location of the station, its accessibility, integration with public transport, parking and railway stations
design[40] play an important role in the success of the high speed rail. Mumbai may have underground
corridor to have high speed rail start from the CST terminal.[41] European experiences have shown
that railway stations outside the city receive less patronage and ultimately making the high speed
railway line unfeasible.
High Speed Rail Corporation has called for international bidders for carrying out a pre-feasibility
study of the 450-km Delhi - Chandigarh - Amritsar High Speed Corridor.
Speed of trains[edit]
Indigeno
Type
Avera
Government
Operatio
us
of
ge
Approval/Commit
nal Speed
Producti
Train
Speed
ment
on
Manufacturers/Operators
Super
Speed
500
450 km
yes
550 km/h /h
NO
JR Central(Japan), Transrapid(Germany)
High
Speed
250
200 km
NO
350 km/h /h
NO
SemiHigh
Speed
Tentatively
160
110 km scheduled to start
200 km/h /h
operation in Nov,
2014
YES
70
Express
Already in
130 km/h 90 km/
Trains
operation
h
YES
below
Already in
36 km/
operation
h
YES
Passeng 40
er
50 km/h
R&D institutions[edit]
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.[51]
Manufacturing base[edit]
Bombardier India
Alstom India