High Speed Railway Corridor

[Indx TechStyle]

Hyderabad may get bullet train connectivity with Mumbai and Bengaluru

The seven identified rail networks in the high-speed rail corridor contain vital routes, such as Delhi-Varanasi, Delhi-Ahmedabad, Delhi-Amritsar, Mumbai-Nagpur, Chennai-Mysuru, and Varanasi-Howrah.
Synopsis
Hyderabad has been identified among seven potential routes for bullet train connectivity, as proposed in India's National Rail Plan. The plan aims to develop a high-speed rail network between Mumbai and Hyderabad spanning 709 km. The survey also projected that Hyderabad may get bullet train connectivity to Bengaluru by 2041.

Hyderabad may get a bullet train connectivity with Mumbai and Bengaluru. Union railway minister Ashwini Vaishnaw, in a written reply to the Lok Sabha, revealed that the National Rail Plan (NRP) outlines seven potential routes, including Mumbai-Hyderabad, for the development of the High-speed rail network.

As per a ToI report, the NRP envisions a bullet train network spanning 709 km between Mumbai and Hyderabad. The report said that the preliminary preparations are already underway to assess the feasibility of the ambitious project, slated for completion by 2051.

"The proposal aims to establish a robust network between these prominent commercial cities, taking into account the anticipated future demand for seamless connectivity between the two states. The feasibility study will encompass various aspects, including soil testing, property and land acquisition requirements, culminating in the preparation of a Detailed Project Report (DPR)," ToI quoted an official.

As per the high-speed rail master plan in the NRP, Hyderabad is also projected to gain bullet train connectivity to Bengaluru by 2041, while a network connecting Chennai to Bengaluru via Mysuru is under consideration for 2051.

In addition to this initiative, the government is currently undertaking the Mumbai-Ahmedabad High-Speed Rail project in collaboration with technical expertise and financial support from the government of Japan.

The seven identified rail networks in the high-speed rail corridor contain vital routes, such as Delhi-Varanasi, Delhi-Ahmedabad, Delhi-Amritsar, Mumbai-Nagpur, Chennai-Mysuru, and Varanasi-Howrah. The development of high-speed rail corridors promises to revolutionize travel in the country, ushering in a new era of rapid and efficient transportation.

 

[Indx TechStyle]

Mumbai Ahmedabad Bullet Train: NHSRCL awards last civil package contract of project

MAHSR Viaduct construction work in Anand, Gujarat (Express photo)
The 135-km alignment includes seven tunnels and the longest bridge of 2 km over the Vaitarna river in Maharashtra.

The National High Speed Rail Corporation Ltd (NHSRCL) undertaking Mumbai-Ahmedabad bullet train project on Thursday declared that on Wednesday it has awarded the last civil package (C3) contract for the 135-kilometre stretch between Shilphata and Zaroli village on the Maharashtra-Gujarat Border.

The alignment includes seven tunnels and the longest bridge of 2 km over the Vaitarna river in Maharashtra.

With this, all the three civil packages of the Maharashtra portion: Construction of Mumbai (Bandra Kurla Complex) station (C1), 21 km of tunnel, including 7 km undersea tunnel (C2) and 135 km of alignment (C3), have been awarded.

MAHSR Viaduct construction work in Ahmedabad, Gujarat (Express photo)

This also marks the award of all the 11 civil packages of the 508-km-long Mumbai-Ahmedabad High Speed Corridor, comprising 465-km-long viaducts, 12 high speed rail stations, three rolling stock depots, 28 steel bridges comprising 10 km of viaduct, 24 river bridges, nine tunnels, including a 7-km-long India’s first undersea tunnel.

The Mumbai Ahmedabad Bullet train project has been divided into 28 contract packages, out of which 11 are civil packages, which were awarded in a span of 33 months.

The first civil contract for the construction of 237 km viaducts, including four stations (Vapi, Bilimora, Surat and Bharuch) and the Surat rolling stock depot in the state of Gujarat was awarded on October 28, 2020, which was also the largest civil contract awarded in India. The last civil contract of the 135-km viaduct with three stations (Thane, Virar and Boisar) in the state of Maharashtra was awarded on July 19.

Meanwhile, to expedite the construction of viaducts, for the first time in India, full span girders of 40 metre length weighing 970 tonne have been launched through one of a kind full span launching equipment set: Straddle Carrier, Bridge Gantry, Girder Transporter and Girder Launcher, which are designed and manufactured in India. This technology is about 10 times faster than the conventional segment launching technology and has provided a new dimension to the construction industry.

A full span launching gantry at work in Valsad, Gujarat. (Express photo)

This mega infrastructure project is expected to consume 1.6 crore cubic metre of cement and 17 lakh metric tonne of steel and will act as a catalyst to give the cement and steel industries a boost.

The tenders for track works for the complete bullet train section in Gujarat i.e. 352 km out of a total 508 km have also been awarded.

The training of Indian Engineers and Work Leaders for High-Speed Rail Track system for the said corridor has already started. About 1,000 engineers/work leaders/technicians are planned to be trained in the specially created facility at the Surat Depot. Around 20 Japanese experts will impart intensive training to the Indian engineers, supervisors and technicians and certify their skills.

Additional details of package C-3:
• Total length 135 km (Between Shilphata & Zaroli village on Maharashtra -Gujarat Border)

• Viaduct and Bridges: 124 km

• Bridges and Crossings: 36 Nos. including 12 steel bridges

• Stations: 3 nos. namely Thane, Virar and Boisar (all elevated)

• Mountain tunnels: 6 nos.

• River Bridges: Ulhas River, Vaitarna and Jagani, longest bridge (2.28 km) of MAHSR project will be on Vaitarna river

Project Progress in Maharashtra:

· All civil packages (C1, C2 and C3) have been awarded

· Preliminary works for construction of Mumbai station and 21 km tunnel between Mumbai station and Shilphata have been started.

Land Acquisition Status:

Overall: – 99.45%

Gujarat: – 99.30%

Dadra and Nagar Haveli: – 100%

Maharashtra: – 99.79%

 

[Indx TechStyle]

Maharashtra Govt Boosts Funding For Nashik-Pune Semi-High-Speed Rail Corridor
This financial injection underscores the state's commitment to advancing the ambitious rail corridor, projected to cost around Rs. 16,000 crores.

Maharashtra Govt Boosts Funding For Nashik-Pune Semi-High-Speed Rail Corridor | File Photo

In a significant development for the eagerly awaited Nashik-Pune semi-high-speed rail project, the Maharashtra State Government has allocated a substantial fund of Rs 196 crore to the Maharashtra State Rail Infrastructure Development Company recently. This financial injection underscores the state's commitment to advancing the ambitious rail corridor, projected to cost around Rs. 16,000 crores.

However, the project is not without its challenges. Deputy Chief Minister Devendra Fadnavis has recently announced a reroute decision, aiming to enhance economic viability and avoid costly tunnel construction in hilly terrain. The proposed alteration, shifting the route via Shirdi, has thrown a curveball for the district administration, particularly concerning the 45 hectares of land acquired earlier for the original alignment.

The Maharashtra Rail Infrastructure Development Corporation, operating under the government's umbrella, initiated the land acquisition process, compensating farmers with Rs. 59 crores for the initial 45 hectares. With the proposed route change, uncertainty looms over the fate of this acquired land and the compensation provided.

The altered route extends the Nashik-Pune railway line by 33 km, including Shirdi in its path. This adjustment is expected to make the semi-high-speed train more efficient in covering the distance between Mumbai and Shirdi, addressing challenges posed by numerous tunnels on the original route, which substantially increased project costs.

Despite the route change announcement, the district administration is in a 'wait and watch' mode, seeking clarity on the fate of the already acquired land and compensation. Deputy Chief Minister Devendra Fadnavis's decision has prompted the administration to await specific instructions from the railway authorities.

An official of Nashik district collectorate, emphasized the crucial need for information from Maharail to make informed decisions regarding the acquired land and compensation. The district administration has submitted a demand for Rs. 100 crores from a fund of Rs. 250 crores for further land acquisition, highlighting the ongoing challenges posed by the altered route.

ALSO READ

Mumbai-Ahmedabad High-Speed Rail Corridor Achieves Significant Milestones With 100% Land Acquisition

"As the project moves forward, final approval from the Cabinet Committee of Economic Affairs (CCEA) is awaited. The work on this ambitious rail corridor is poised to commence only after receiving the green light from the apex body, ensuring that the Nashik-Pune semi-high-speed rail becomes a reality for the residents of Maharashtra" said an official of Maharail.

 

[Indx TechStyle]

India’s first Bullet Train will be ready in 2026, confirms Railways Minister Ashwini Vaishnaw on Rising Bharat Summit 2024
‘Bullet trains are not just about travel and journeys, they will be a major boost to economy,’ Railways Minister Ashwini Vaishnaw said at Rising Bharat Summit 2024

Railway Minister Ashwini Vaishnaw

“India’s first Bullet Train will be ready in 2026, will run in one section from Surat to Bilimora in Gujarat,” Railways Minister Ashwini Vaishnaw said on Tuesday at the Rising Bharat Summit 2024.

The Centre is working on the 508-km-long Mumbai-Ahmedabad HSR (highspeed rail) project that will initially cover Surat-Bilimora in Gujarat, and the full stretch is expected to be completed in 2028.

As per reports, India is expected to seal the deal for procuring 24 E5 Series Shinkansen trains (bullet trains) from Japan by March end.

The minister further informed that work on the 284-kilometer stretch of the Mumbai-Ahmedabad HSR (highspeed rail) project is already completed.

“Bullet trains are not just about travel and journeys, they will be a major boost to economy,” Vaishnaw said.

3 things help fast-track upgrading of India

In his address, the minister pointed out three things that have helped fast-trach upgrading of Indian Railways’ technology.

1. Increased funding to Indian Railways.
2. Systematic plan for future maintenance of Railway technology.
3. Depoliticising Indian Railways.

Increased funding

Vaishnaw said railways in India have seen a massive transformation with a remarkable change in its budget. “Earlier only Rs 15,000 crore was allocated for the railway budget. Ever since it was merged with the general budget, it has been increased to Rs 2,52,000 crores,” he added.

Systematic plan for future maintenance

The Railways Minister said India in the 10 years of Prime Minister Narendra Modi-led government at the Centre, “practically all states have been electrified.”

“As much as 40,000 kms have been electrified in the 10 years of Modi government, as opposed to 20,000 kms in the 60 years before that. Also, new tracks have been laid on 30,000 kms,” the minister said.

“We added as much railway tracks as Germany’s entire railway network and we have been adding about one Switzerland worth of railway networks each year,” Vaishnaw said.

India is building the capacity to handle 1,000 crore annual passengers, by 2030, the minister said, adding that currently the Indian Railways carry about 700 crore passengers annually.

Depoliticising railways

The minister said, before 2014, the Indian Railways was treated like “a cow carrying milk”.

“Earlier, ministers would only focus on announcing new trains, coaches, stations, and no one was bothered about whether the tracks had capacity,” Vaishnaw said.

“Their focus was not on passengers or the railways, it was on their politics. PM Modi depoliticised railway and put it through a technical overhaul,” the Railways Minister said.

Railways now working with a changed culture

Vaishnaw said there has been a change in culture in how Railways work. “PM Modi gave us a free hand in taking tough decision.”
The minister also gave an example saying, earlier regular maintenance of tracks was not being done because of contracts and improper planning. Often, maintenance workers would assemble near a segment of the track, but leave by the end of the day without working because their supervisors failed to get permissions on time.

Now, we plan out regular maintenance schedules for 26 weeks in advance, on every Fridays.

“Railway employees are happy that they can work freely and that the railway is operating as a technical organisation should,” he added.

Goal to strengthen Viksit Bharat foundations in next 5 years

Vaishnaw said the government has been laying the foundations of a Viksit Bharat and “in the next five years, the goal is to strengthen these foundations.”

The minister further said Vande Bharat and NaMo Bharat trains have been giving middle class Indians and aspirational youth an experience that is truly world class.

“NaMo Bharat is great for regional transport,” he said, adding that Vande Bharat sleeper coach trains are coming soon.

“Vande Metro and Amrit Bharat Train are also on the way,” the minister added.

Kavach or ATP should’ve been adopted earlier, opposition failed

Vaishnaw said, ATPs or Automatic train protection technology was started in 1980s in other major countries across the world, but in India it started in 2016 only by PM Modi.
“Previous Indian governments should have invested in safety as early as 2000s… Had the Opposition started it in 2000s, the country would have had Kavach-like ATPs all over,” Vaishanaw said.

“Now, we have invested over Rs 1,87,000 crores,” he added.

 

[HariPrasad-1]

I always like Desi solution for any sort of Problem. We are now constructing Bullet train corridor between A'bad and Mumbai. It is very costly. If we attempt to do something like China, we too go bankrupt like them. Chinese railway incurs heavy losses. I like semi high speed like solution where we can build something which is affordable and people may overwhelmingly use it like what we do with Indian railway. It is always fully occupied. If we are able to achieve average speed of 120 to 140 at an affordable cost, it should be good enough for most of our requirement. This is like buying Rafale and making MWF at home. First one can be used for highly specialized mission and second one should be sufficient for 80% of mission requirements. Moreover, making Desi improves our skill and empower us for improvement and cost reduction. Look what we did with Vande Bharat. In competitive bidding, Titagadh wagon has coated very competitive price of about 130 Crore for 1 train set which may further go down or more value addition can happen at same cost.

 

[Indx TechStyle]

IMO one time investment, if comes with learning (and employment for lacs of people), doing it is only beneficial thing. We are not replacing railway network with costly high speed circuits where people will be using flights otherwise.

Railway Academy and RDSO are working on indigenous bullet trains too which will be cheaper. Bringing a foreign one for operations will help them a lot too.

I always like Desi solution for any sort of Problem. We are now constructing Bullet train corridor between A'bad and Mumbai. It is very costly. If we attempt to do something like China, we too go bankrupt like them. Chinese railway incurs heavy losses. I like semi high speed like solution where we can build something which is affordable and people may overwhelmingly use it like what we do with Indian railway. It is always fully occupied. If we are able to achieve average speed of 120 to 140 at an affordable cost, it should be good enough for most of our requirement. This is like buying Rafale and making MWF at home. First one can be used for highly specialized mission and second one should be sufficient for 80% of mission requirements. Moreover, making Desi improves our skill and empower us for improvement and cost reduction. Look what we did with Vande Bharat. In competitive bidding, Titagadh wagon has coated very competitive price of about 130 Crore for 1 train set which may further go down or more value addition can happen at same cost.

 

[Azaad]

IMO one time investment, if comes with learning (and employment for lacs of people), doing it is only beneficial thing. We are not replacing railway network with costly high speed circuits where people will be using flights otherwise.
View attachment 244856

Railway Academy and RDSO are working on indigenous bullet trains too which will be cheaper. Bringing a foreign one for operations will help them a lot too.

More than our bullet train routes I see no long term plan vis a vis passenger train services in terms of development of new train sets , the speeds at which they should operate in - now & say 2 decades hence in terms of minimum & maximum speeds , indigenization of all such tech & creation of local mfg giants as opposed to giving orders to an Alsthom or a Bombardier or a Siemens .

Instead of a concrete plan to do away with locomotives within a stipulated time span & full conversion to train sets in that time span with a minimum - maximum speed bandwidth of say 150-250 kmph , we're seeing old wine in new bottle vide the Amrit Bharat locomotives & bogeys in new livery .

Instead of a concrete plan to prepare existing tracks across the country for a speed of say 150-200 kmph towards a deadline in the future , we're seeing a piece meal ad hoc approach. Simultaneously we also need multiple HSR lines like the RRTS to connect multiple city clusters like in the case of Delhi Meerut & other such lines connecting Delhi to the greater NCR , across the country . That's how you decongest a city & build an ecosystem of a principal city connecting it to satellite cities forming a metropolitan cluster.

Plenty of other points like full air-conditioning of coaches , upgradation of seating facilities in trains etc which I lack time & articulation to elaborate on .

 

[Indx TechStyle]

Alsthom or a Bombardier or a Siemens

The case of Alstom and Siemens though, they manufacture in India and are as domesticated as Maruti Suzuki and cute cats.

 

[HariPrasad-1]

IMO one time investment, if comes with learning (and employment for lacs of people), doing it is only beneficial thing. We are not replacing railway network with costly high speed circuits where people will be using flights otherwise.
View attachment 244856

Railway Academy and RDSO are working on indigenous bullet trains too which will be cheaper. Bringing a foreign one for operations will help them a lot too.

This is a great news. Desi bullet train at a cheaper cost will attract many new buyers like Vande Bharat has attracted many countries. We can supply Japanese quality at Chinese price. Our two wheelers have proved this. Launch of our Desi XUV 700 and Tata safari has found many admirers across the the globe. We are doing exceedingly well in Railway engine manufacturing, we are doing quite well in Metro rail train set. I fore see a time when any country plans to put Metro rail in their country, first name which will struck their mind will be India. We should ensure that we are able to hit 220 KM on our track and may operate train at 180 KMPL in actual conditions.

 

[Azaad]

The case of Alstom and Siemens though, they manufacture in India and are as domesticated as Maruti Suzuki and cute cats.

Our long term plan should be to replace them like the Chinese have with our homegrown companies like Medha in the domestic markets initially & eventually in foreign markets not boost Alsthom or Siemens balance sheets

 

[HariPrasad-1]

Our long term plan should be to replace them like the Chinese have with our homegrown companies like Medha not bolster Alsthom or Siemens balance sheets

Chinese railways has gone Bankrupt. We should ensure that whatever we do remains commercially Viable. Let any company make it but should be make in India like GE has made India a Hub for Railway engine manufacturing. Let them Compete and win.

 

[Azaad]

Chinese railways has gone Bankrupt. We should ensure that whatever we do remains commercially Viable. Let any company make it but should be make in India like GE has made India a Hub for Railway engine manufacturing. Let them Compete and win.

Chinese railways in under huge debt . It hasn't gone bankrupt & likely never will since they're being subsidised by the Chinese government much like Indian Railways. And they're under huge debt coz of their own megalomania in building 75000 kms of HSR not because they're mfg everything in house successfully achieving import substitution & now executing such projects overseas.

 

[HariPrasad-1]

Chinese railways in under huge debt . It hasn't gone bankrupt & likely never will since they're being subsidised by the Chinese government much like Indian Railways. And they're under huge debt coz of their own megalomania in building 75000 kms of HSR not because they're mfg everything in house successfully achieving import substitution & now executing such projects overseas.

Ofcourse, they manufacture in house but making something commercially inviable will ensure bankruptcy. We therefor should ensure that It always remain viable and generate some surplus

 

[Azaad]

Ofcourse, they manufacture in house but making something commercially inviable will ensure bankruptcy. We therefor should ensure that It always remain viable and generate some surplus

I think you're mixing up laying huge amounts of HSR lines with in house capacities in state of the art rail technology. These are two different topics.

 

[Indx TechStyle]

Chinese railways has gone Bankrupt. We should ensure that whatever we do remains commercially Viable. Let any company make it but should be make in India like GE has made India a Hub for Railway engine manufacturing. Let them Compete and win.

Metros and high speed trains, mostly make losses everywhere around world including India, and not just China. The amount of GDP they indirectly boost is huge and that's why government's back them.
So as long as China is happily making and operating them, it's good for them. Chinese high speed rail might be making losses but China itself is only making profits from them.

 

[HariPrasad-1]

Metros and high speed trains, mostly make losses everywhere around world including India, and not just China. The amount of GDP they indirectly boost is huge and that's why government's back them.
So as long as China is happily making and operating them, it's good for them. Chinese high speed rail might be making losses but China itself is only making profits from them.

Losses may happen but it should be seen whether it is operational loss and if yes, to what extent. Chinese railways incurring losses to the extent to which it may go Bankrupt.

 

[Indx TechStyle]

Losses may happen but it should be seen whether it is operational loss and if yes, to what extent. Chinese railways incurring losses to the extent to which it may go Bankrupt.

1. Please care to elaborate what is the extent of loss Chiense HSR making which calls for bankruptcy.
2. State organisations do not go bankrupt. Government happily bears commercial implications if purpose is being served.

 

[slayingheaven]

As of present, the Indian Railway pathways are too curved to utilize speeds of HSR, or even Semi-HSR. Maybe before we upgrade tracks or such, we need to figure out whether they can straighten the routes. Because curves means losses whether efficiency or time or Material stress. Can we do that?

 

[fooLIam]

As of present, the Indian Railway pathways are too curved to utilize speeds of HSR, or even Semi-HSR. Maybe before we upgrade tracks or such, we need to figure out whether they can straighten the routes. Because curves means losses whether efficiency or time or Material stress. Can we do that?

It’s complex.
Indian railways does have classification of tracks on basis of speed and top speed being 160 kmph. Though don’t know exact kilometrege of such track.
Railways says they will bring(as prescribed in their manuals) all existing section to the speed of above wherever possible but it will be done only when renewal of track is slated than realignment of curves should be done besides these funds ,priorities also plays role.
The biggest problem is lack of upto date technology,good training , lack of mechanisation in track maintaince, absolute degraded quality of management the so called upsc babus and culture itself and there so shear amount of train is such that you don’t get block/sufficient block for maintenance and thereafter it keeps degrading.

IMHO
there should be complete overhaul of Indian railways and board. This is one gigantic in-efficient British -era institution.even rules and entitlements are from those times.officers don’t perform but splurge tax payers money.
There is already Mishra committee reports,recommendation of those should be applied.
Few suggestion from my side.
Heavy mechanisation in track maintenance should be pursued
All construction staff should be merged in one PSU (railway construction company) .
Creating different investigating agency for railway accidents

 

[Azaad]