High-speed rail in India

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India has one of the largest rail networks in the world, but as of 2015 it does not consist of any line classed as high-speed rail (HSR), which allows an operational speed of 200 km/h or more.[1] The current fastest train in India is the Gatimaan Express that runs with a top speed of 160 km/h, with average speed of above 100 km/hr[2] between Delhi and Agra.

Prior to the 2014 general election, the two major national parties (Bharatiya Janata Party and INC) pledged to introduce high-speed rail. The INC pledged to connect all of India's million-plus cities by high-speed rail,[3] 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.[4] The project was confirmed as a project of priority for the new government in the President's speech.[5] Construction of one kilometer of high speed railway track will cost Rs. 100 - 140 crore which is 10 to 14 times higher than the construction of a normal railway track.[6]

India's Prime minister Narendra Modi approved the choice of Japan to build India’s first high-speed railway. The planned railway would run some 500 kilometers (310 miles) between India’s financial capital Mumbai and the western city of Ahmedabad, at a top speed of 320 km/h.[7][8] Under the Japanese proposal, construction is expected to begin in 2017 and be completed in 2023. It would cost about ₹980 billion (US$15 billion) and be financed by a low-interest loan from Japan.[9] India will use the wheel based 300 km/hr HSR technology, instead of new maglev 600 km/hr technology of the Japan used in Chūō Shinkansen.

Current effort to increase speed to 160-200 km/h

Indian Railways aims to increase the speed of passenger trains to 160–200 km/h on dedicated conventional tracks. They intend to improve their existing conventional lines to handle speeds of up to 160 km/h, with a goal of speeds above 200 km/h on new tracks with improved technology.[10]

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 to 120 km/hr.[11]

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 between New Delhi and Agra, but no date has been set for commercial operations.[12] The train, named Gatimaan Express, had its first commercial run at 5 April 2016.It is expected to reach the maximum speed of 160 kmph and an average speed of 113 kmph.[13]

Dedicated Freight Corridors

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.[14]

Current Semi-high speed systems

Recently just in the start of 2016 India has inaugurated the semi high speed rail system in India . Gatiman Express is India's first semi high speed train and also the fastest train of India till date which runs at the top speed of 160 km/hr from Delhi to Agra . After the Inauguration of Gatimaan express on 5 April 2016 by honourable Railway minister of India Mr Suresh Prabhu has marked as a starting point of semi high speed rail system in India . Now India is proud to have a semi high speed rail system . After the great success of Gatmaan Express and due to high public support the Government of India is planning to start these trains on Delhi - Bhopal / Chandigarh / Kanpur / Lucknow sections shotly.[15][16] Railway minister Mr Sadananda Gowda[17] mentioned in his Rail budget 2014 speech that the railways are going to start high speed trains at 160–200 km/h on 9 routes.[18] But as of 2015, no semi-high speed trains are running in Indian Railway network.

Green background for the systems that are under construction. Blue background for the systems that are currently in planning.

Semi High-Speed Corridor Speed Track gauge (mm) Distance (km) Time reduced Operations per day Start Operations Status
Delhi - Agra 160 km/h 1676 195 30 min Inaugurated on 5 April 2016
Chennai - Hyderabad 160 km/h 1676 915 Approved in 2014 Railway Budget
Delhi - Chandigarh 160 km/h 1676 244 Approved in 2014 Railway Budget
Delhi - Kanpur 160 km/h 1676 441 Approved in 2014 Railway Budget
Mumbai - Ahmedabad 160 km/h 1676 493 Approved in 2014 Railway Budget
Mumbai - Goa 160 km/h 1676 606 Approved in 2014 Railway Budget
Mysuru - Bengaluru - Chennai 160 km/h 1676 495 Approved in 2014 Railway Budget
Nagpur -Raipur - Bilaspur 160 km/h 1676 413 Approved in 2014 Railway Budget
Nagpur - Secunderabad 160 km/h 1676 575 Approved in 2014 Railway Budget

Criticism

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 train’s 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 at Palwal and Bhuteshwar, installation of thick web switches at four points and in putting up a track station at Chhata.[19]

Also, India is targeting only lower end of 160–200 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.[20]

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.

Proposal to introduce 300-350 km/h trains

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 not to be viable at that time due to the high cost of construction and inability of travelling passengers to bear much higher fares than those for normal trains. The railways instead introduced Shatabdi trains which ran at 130 km/h.[21]

The Indian Ministry of Railways' white-paper "Vision 2020",[10] submitted to Indian Parliament on December 18, 2009,[22] 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, Hyderabad-Kazipet-Dornakal-Vijayawada-Chennai, Howrah–Haldia, Chennai-Bangalore-Coimbatore-Kochi-Thiruvananthapuram, Delhi-Agra-Lucknow-Varanasi-Patna. These high-speed rail corridors will be built as elevated corridors.

Ministry of Railways has 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 {भारत के हाई स्पीड रेल निगम} (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).[23][24] It will handle tendering, pre-feasibility studies, awarding contracts, and execution of the projects.[25] The corporation will comprise four members, all of whom will be railway officials.[26] All high-speed rail lines will be implemented as public–private partnerships on a Design, Build, Finance, Operate, and Transfer (DBFOT) basis.[27] The corporation was officially formed on 29 October 2013.[28]

Cost

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 250–300 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).[29] RITES is currently performing a feasibility study.[30]

According to news media, the costs for constructing such rail lines in India are estimated to be Rs 700-1000 million per km (US$15–22 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).[31] 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 Rs 650 billion.[28]

Routes

Potential High Speed Rail lines[32][33]

In India, trains in the future with top speeds of 300–350 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.[29]

Maharashtra state government has proposed a link between Mumbai and Nagpur. The government also wants a corridor to connect to Navi Mumbai International Airport.[34]

High-Speed Corridor Route Track gauge Stations Speed Length (km) Further Extension Status
Nationwide
Diamond Quadrilateral Delhi - Mumbai - Chennai - Kolkata - Delhi 1676 TBA 250 - 350 6,500 - 7,000 No Extension Approved in Rail budget 2014
East India
Howrah - Haldia High-Speed Passenger Corridor Howrah-Haldia 1676 TBD 250-300 135 TBD Approved by Planning Commission & PMO
North India
Delhi - Kolkata High-Speed Passenger Corridor Delhi-Agra-Kanpur-Lucknow-Varanasi-Patna-Kolkata 1676 TBD 200 - 350 991 Howrah Approved by Planning Commission & PMO
Delhi - Amritsar High-Speed Passenger Corridor Delhi-Chandigarh-Amritsar 1676 TBD 450 TBD Approved by Planning Commission & PMO
Delhi - Jodhpur High-Speed Passenger Corridor[35] Delhi-Jaipur-Ajmer-Jodhpur 1676 TBD 591 TBD Proposed
West India
Ahmedabad - Dwarka High-Speed Passenger Corridor Ahmedabad - Rajkot - Jamnagar - Dwarka 1676 TBD TBD
Mumbai/Navi Mumbai - Nagpur High-Speed Passenger Corridor Mumbai/Navi Mumbai - Nashik - Akola - Nagpur 1676 TBA TBA Proposed
Mumbai–Ahmedabad high-speed passenger corridor Mumbai-Ahmedabad 1676 11 320 534 Currently under construction
Rajkot - Veraval High-Speed Passenger Corridor Rajkot - Junagadh - Veraval 1676 TBD 350 TBD
South India
Hyderabad - Chennai High-Speed Passenger Corridor Hyderabad-Kazipet-Dornakal-Vijayawada-Chennai 1676 TBD 664 Howrah(Via Visakhapatnam) Approved by Planning Commission & PMO
Chennai - Thiruvananthapuram High-Speed Passenger Corridor Chennai-Bengaluru- Coimbatore - Kochi - Thiruvananthapuram TBD 350 850 Approved by Planning Commission & PMO
Chennai - Kanniyakumari High-Speed Passenger Corridor Chennai-Tiruchirappalli - Madurai - Tirunelveli - Kanniyakumari TBD 350 850 Waiting for Approval from Planning Commission & PMO
Thiruvananthapuram–Mangalore high-speed passenger corridor Thiruvananthapuram - Mangaluru 1676 9 300 585 Udupi High Speed Rail Corridor Survey by DMRC in Progress by Kerala government (Not listed by High Speed Rail Corporation of India Limited (HSRC)) [36]

Approved by Planning Commission & PMO
Bengaluru - Mysuru High-Speed Passenger Corridor[37] Bengaluru - Mysuru TBD 350 110 Not planned Approved in Rail budget 2014

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 Rs 167 billion (US$3.63 billion),[38] or Rs 41 million per km (US$0.89 million/km).[10] A public-private-partnership mode of investment and execution is envisaged the 250–350 km/h high-speed rail project.[10]

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:[39]

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.[40] The study will cost ¥500 million[41] and the cost will be shared 50:50 by Japan and India.[40]

Location of the station, its accessibility, integration with public transport, parking and railway stations design[42] 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.[43] 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

Type of Train Operational Speed Average Speed Government Approval Indigenous Production Manufacturers/Operators
Super Speed 500 – 550 km/h
(Max. Speed 603 km/h)		 450 km/h NO NO JR Central(Japan), Transrapid(Germany)
High Speed 250 – 350 km/h 200 km/h Yes[44] NO Shinkansen Japan, AGV France, Velaro/Zefiro/ICx Germany and CRH China
Semi-High Speed 160 – 200 km/h 110 km/h NO - Commissioner of Railway Safety has blocked the proposal.[45]
(Only max. 160 km/h has been achieved in India)		 YES Kapurthala Rail Coach Factory (Indian, max. speed of 160 km/h)
Express Trains 120 – 140 km/h 70 – 90 km/h Already in operation YES WAP-5, WAP-7 and LHB coaches of Indian Railways
Passenger 90 – 110 km/h 40 – 60 km/h Already in operation YES Rail Coach Factory of Indian Railway

Diamond Quadrilateral project

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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.[46][47] 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.[48]

Plan to introduce 500 - 550 km/h trains

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India can compete with other economies of the world, only if it improves overall productivity and reduce inefficiencies. The speed of India's railway system is one of the major contributors to the measure of economic efficiency which can help India to build a cost-effective export-oriented economy.[49] Time-cost reduction, inventory reduction, business-travel time and accommodation requirements reductions, zero-inventory operations are going to make India one of the world's lowest-cost and highly productive economies.

The technology choice Indian government will make for High-Speed Railway(500 km/h vs 300 km/h) will determine the Indian Railway landscape for next 100 to 200 years.

Trains running above 500 km/h are expected make Indian economy competitive, as super-speed trains provide connectivity to interior areas of India with railway stations every 50 km. It would cause drastic reduction in travel time compared to the air-travel since high speed railway lines does not have 4-hours check-in buffer(to and fro) and time to travel to airports located outside the city. Prices of constructing super speed train tracks in plain geographical area are almost similar to the wheeled high speed railway technology, but with ultra low operational costs.[50] If India embraces Broad-gauge for High speed railway, India will have lowest ticket prices and operationally efficient HSR railway network in the world as longer, wider and double-decker trains with more seating capacity than anywhere in the world will bring down the operational costs of the HSR network. A study by France-based rail consultants M/s Egis Rail appointed by MEGA to undertake a comparative Cost Benefit Analysis of Broad Gauge (BG) and Standard Gauge has recommended Broad Gauge (BG) over Standard Gauge to make railway networks operationally cost effective and accessible to low income citizens of the society. In world over, most of the Standard gauge High Speed Railway networks are running in losses. Unlike in other countries India has a huge population which can sustain the High Speed Railway network, but ticket prices have to be affordable and competitive to other modes of transport.

India is considering a high speed train with speeds above 500 km/h, instead of 50-year-old conventional wheeled high speed rail.[51] High speed rail in India is still in feasibility study stage with the running of first high-speed rail is at-least 15 years away(2025-2030, considering Dedicated Freight corridor implementation timeline). Japan's new high-speed rail lines will be built to run trains above 500 km/h.[52][53] India may choose this technology as the standard for the high-speed railway in India.[54] Japan's L0 Series Shinkansen and China's Shanghai train have maximum speed above 500 km/h. Such railway systems are expected to increase of the competitiveness of the Indian economy multi-fold by substantially decreasing the time-cost and logistical delays compared to other economies of the world. Such railway systems have low maintenance cost (2 weeks for 10 years as seen in Shanghai maglev), low operational cost, environment friendly and highly efficient.

Unlike Japan, China and South Korea, who have funded public sector, private sector and university research in the above 500 km/h super-speed railway technologies and created ecosystem for such railway systems, India has been lagging in creating a competitive public-private ecosystem for super-speed trains in Indian industry and academia. China has an operational and work-in-progress tracks in Shanghai, Beijing and Changsha cities. Japan has such operational railway lines in Aichi, Yamanashi Prefecture and 286-km Super-Speed railway construction is going on in full swing. South Korea has operational tracks in Incheon.

World over there are 3 railway lines are operational, 5 railway lines are being constructed and 4 Test tracks are operational using the maglev railway technology.

Japan's new railway system has the maximum speed of 603 km/h.[55] If introduced in India this will transform Indian economies competitiveness compared to other economies of the world, with lowest time-cost and transportation time. Overnight journeys will become 1 hour affair.

Japan is planning to build demonstration lines in other countries to showcase and export the new technology, as China and other countries are providing conventional wheeled High speed rail at much cheaper price. Japan may build an maglev line in India, on the same lines as proposed to US.[56] Japan hopes to win HSR contracts world over using this technology as other countries(Spain, France, China) have price advantage in below 350 km/h HSR railway technology over Japan.

China is expected to dominate Indian High Speed Railway push, as India is proposing HSR in India to be a PPP initiative. It has been historically seen in India that PPP(Public-Private Partnership) railway projects in India depend on China manufactured train sets. Private sector Metro projects (Mumbai, Gurgaon) which are built in PPP are depending on train sets manufactured in China, as Cost is the main factor, where as government funded Metro projects in India also look at other criteria such as manufacturing within India, Technology Transfer etc. China has already built a personal relationship with many of senior employees of the Indian Railways with sponsored visit to China and training programs conducted in China.[57]

India is building its first high speed railway line between Mumbai and Ahmadabad. The technology choice made for this line is expected to become standard for all the subsequent HSR lines in India for interoperability. India will decide whether to use the 300 km/hr technology or the 500 km/hr technology for the HSR railway during the technology choice for this line. India's High-speed Railway line is not expected to be running at-least till 2028 as it takes at-least 8-years to build the railway line, once the construction starts, which is at-least 4–5 years away.

Once constructed for above 500 km/h speed such railway systems can be upgraded to run at 300 km/h by introducing gradual upgrades to the system to remove the aerodynamic resistance as demonstrated by China.[58] A section or complete line can be upgraded to run trains at 300 km/h.

Effects on Indian economy

  • India may have to build HSR in large scale, may be 10,000 km/year of the High Speed Rail lines every year, as achieved by China to bring in development to the common man and in the ground level.[citation needed]
  • A bullet train-type high-speed railway network and refurbishing existing tracks to crank up their speed limits would help India, the world’s fastest-growing large economy, substantially improve its growth rate.[59]
  • Indian economy will become cost-competitive and will reduce the time-cost substantially.[citation needed]
  • Migration of people and goods from Petroleum-based transport option to Electrical traction of the Railways will reduce the import bill of the India to a great extent.
  • India may have to adopt Broad gauge for the High speed railway for bringing down the ticket prices and cargo transportation cost, as wider and higher train coaches can accommodate more people and goods, bringing down the cost of operation substantially. India may have to incur one time cost of higher construction cost to decrease the recurring cost of high operational cost. India is the only railway system in the world, which transports standard sized containers in flat car on a double decker configuration with an electrical traction.[citation needed]

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.[60]

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

References

  1. ↑ [1][dead link]
  2. ↑ India's fastest train completes final test run in record time - Times of India
  3. ↑ INC Manifesto - infrastructure Archived 2 April 2014 at the Wayback Machine
  4. ↑ BJP Manifesto 2014
  5. ↑ Diamond quadrilateral of high-speed trains - A Dastidar, Indian Express, June 10, 2014
  6. ↑ Lok Sabha March 16 2015
  7. ↑ India to sign deal with Japan to get first bullet train - The Hindu
  8. ↑ Japan’s High-Speed Rail Breakthrough | The Diplomat
  9. ↑ India Said to Pick Japan for High-Speed Rail Project - WSJ
  10. ↑ 10.0 10.1 10.2 10.3 Lua error in package.lua at line 80: module 'strict' not found.
  11. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  12. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  13. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  14. ↑ First high speed train on Delhi-Agra section on November 10 - timesofindia-economictimes
  15. ↑ Railways coerrorsmpletes pilot project for semi-high-speed train
  16. ↑ Indian Railways To Launch Semi High Speed Bullet Trains On Three Routes
  17. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  18. ↑ Rail Budget 2014: Nine routes on which bullet trains, network of high speed rail proposed
  19. ↑ Delhi-Agra in 90 min, but is India’s fastest train just a bluff? | india | Hindustan Times
  20. ↑ Railway bending rules, standards for PM Modi's plan | india | Hindustan Times
  21. ↑ High Speed Railways in India: imperative for current times - IBNLive
  22. ↑ India getting ready for bullet trains - Central Chronicle Archived 17 July 2011 at the Wayback Machine
  23. ↑ Indian Railways finally moving on its dream project — high-speed trains - timesofindia-economictimes
  24. ↑ [2] Archived 22 August 2012 at the Wayback Machine
  25. ↑ AP: India – Railways sets up corp for bullet train | Daily News | PFIe
  26. ↑ Railways to set up corporation to focus on bullet train project | Zee News
  27. ↑ Indian high-speed project moves forward | International Railway Journal
  28. ↑ 28.0 28.1 High Speed Rail Corp of India launched - Railway Gazette
  29. ↑ 29.0 29.1 INTRODUCTION OF HIGH SPEED CORRIDORS ON I.R.: IMPACT AND CHALLENGES BEFORE CIVIL ENGINEERS - Parmod Kumar, EDCE(G)/Railway Board[dead link]
  30. ↑ Bullet train: Rlys studying feasibility report - Feb 22, 2010, THE TIMES OF INDIA
  31. ↑ Runaway Train. High-speed trains could be the Indian Railways’ answer to low-cost airlines - Nov 5, 2009, Forbes India
  32. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  33. ↑ Dedicated Freight Corridors & High Speed Rails, India's Ultra Low Carbon Mega Rail Projects - Anjali Goyal, Executive Director (Budget), India
  34. ↑ State requests ‘bullet train’ from Mumbai to Nagpur
  35. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  36. ↑ Survey of High-speed Rail Corridor 60 pc Over- The New Indian Express
  37. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  38. ↑ White Paper on Indian Railways - December 2009, Government of India Ministry of Railways Archived 21 July 2011 at the Wayback Machine
  39. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  40. ↑ 40.0 40.1 India, Japan sign MoU for feasibility study of high speed railway system in India
  41. ↑ Feasibility study for Mumbai - Ahmedabad high speed line agreed - Railway Gazette
  42. ↑ [3] Archived 12 October 2014 at the Wayback Machine
  43. ↑ Mumbai-Ahmedabad bullet train? Chinese team visits CST | The Indian Express
  44. ↑ Japan’s High-Speed Rail Breakthrough | The Diplomat
  45. ↑ To fence or not to fence for cattle? Semi-bullet train halts in its tracks | The Indian Express
  46. ↑ Powering a high-speed dream - Sanjib Kumar Das, Gulf News
  47. ↑ New Indian government moots high-speed rail network, Chris Sleight, KHL
  48. ↑ Lua error in package.lua at line 80: module 'strict' not found.
  49. ↑ Train speed key to India’s economic growth: Chinese engineer | world | Hindustan Times
  50. ↑ What are the cost differences between Maglev and conventional high-speed rail? - Quora
  51. ↑ India to adopt Magnetic Levitation (MagLev) Technology for High Speed Rail Systems | RailNews Media India Ltd
  52. ↑ YouTube
  53. ↑ Maglev line gets green light | The Japan Times
  54. ↑ India considers magnetic levitation technology for high speed trains - The Hindu
  55. ↑ Japan's maglev train sets world record: 603 kph - CNN.com
  56. ↑ Japan Wants to Spend $5B on a D.C.-Baltimore Bullet Train - Fast Money - Curbed DC
  57. ↑ First batch of Indian railway officers begin training in Beijing - The Hindu
  58. ↑ Chinese researchers unveil maglev train prototype that could reach 1800 MPH: Shanghaiist
  59. ↑ India should go for high-speed trains for faster growth: China
  60. ↑ Lua error in package.lua at line 80: module 'strict' not found.

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