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Blog Entry# 1937817
Posted: Jul 22 2016 (15:18)

4 Responses
Last Response: Jul 22 2016 (17:15)
Rail News
New Facilities/TechnologyWR/Western  -  
Jul 22 2016 (15:05)   Diamond Quadrilateral project of Indian Railways High speed rail plans accelerate

For Better Managed Indian Railways~   948 news posts
Entry# 1937817   News Entry# 274485         Tags   Past Edits
Encouraged by the success of China in developing a vast high speed rail network, which is now the largest in the world, the Indian Railway is planning to set up its own network of trains criss-crossing the country at speeds approaching 300 kmph.
The Diamond Quadrilateral project envisages connecting the four metro cities of the country – New Delhi, Mumbai, Kolkata and Chennai. The trains will run on broad-gauge tracks covering 14 states across India. The high speed trains are expected to cut travel time dramatically between these cities. For instance, currently the fastest train between New Delhi and Kolkata – the Rajdhani – takes about 17 hours to cover a distance of 1513 kms. A high speed or bullet train will
take less than 5 hours. The train would pass through 12 key stations en route New Delhi, including Agra, Lucknow, Varanasi and Patna, according to the feasibility study conducted by Spanish train manufacturer, Talgo. The Spanish counterparts are also seeing competition from the Japanese, Chinese and French high speed train operators to build the network in India. The feasibility report says besides taking lesser time, Talgo trains will also save about 30 pc energy as these trains are more energy efficient than the existing ones.
Vijay Kumar, Executive Director Infra (Mechanical) of the Indian Railway says that Talgo were the first to contact the government about setting up HSR in India, besides claiming that they can raise the speed of trains on the existing tracks to 180 kmph, which is better than the fastest train currently running in India, the Gatimaan Express, which has a top speed of 160 kmph.
Challenges vs. Reality
Though government has projected the Diamond Quadrilateral project as the way ahead for the railways, it comes with numerous pitfalls. Implementing such large-scale infrastructure projects within the time and cost is a challenge in India as is land acquisition, which will certainly come into play for laying dedicated tracks for the HSR. Some railway experts believe that India’s current tracks can be improved to run trains at around 200 kmph, nearly 2.5 times faster than the 80-85 kmph speed that the Rajdhanis move at.
Moreover, the financial viability of HSR is also taken into account as these trains run at loss in every single country where they operate currently, despite the fact that tickets on these trains are often priced higher than an air ticket. For a country where a majority of the population finds even Rajdhani fares beyond its reach, the number of travellers using the fancy HSR would be very limited.
The HSR will arguably soak in the entire budget of the Indian railways, which badly needs to upgrade and modernise its creaking infrastructure as well as add new lines to improve connectivity with the remote parts of the country, which remain cut off even over 70 years after the independence.

Jul 22 2016 (15:18)
Vistadome for Dudhsagar~   4648 blog posts   333 correct pred (69% accurate)
Re# 1937817-1            Tags   Past Edits
Will diamond quadrilateral cover pune and bengaluru en-route ?

Jul 22 2016 (15:36)
For Better Managed Indian Railways~   1933 blog posts
Re# 1937817-2            Tags   Past Edits
Firstly the current operating speed of Rajdhanis is 130/140 kmph and 75-85 kmph is average speed. Even if the speed is increased to 200kmph through improvement in track and rake, the average speed shall practically be 120-125kmph.
500km Mumbai-Ahmedabad Bullet train project is costing 1 lac crore Rs. Quadrilateral (i.e. interconnection of 4 metros) shall involve construction of about 10000 kms of track shall cost upward of 20lac crore Rs., which leave aside Indian Railways, even the Indian Economy can not bear.
The Mum-Ahm project has become possible due to extremely
lucrative loan extended by Japan (JICA) to the tune of 81% at 0.1% interest rate with15 year payment moratorium, and 50 year payback period! Even this most lucrative route of IRlys will most probably find it difficult to get enough passengers, which according to a study must be above 1 lac per day! Passengers in such bulk is possible only if the fares are affordable to middle class passengers, which presently is not the case. Unless Indian Economy grow at astonishingly fast rate in coming years with benefits substantially percolating to middle class and lower class, high speed quadrilateral is a dream! Passengers in such bulk is possible only if the fares are affordable to middle class passengers, which presently are definitely not affordable.

Jul 22 2016 (16:11)
For Better Managed Indian Railways~   1933 blog posts
Re# 1937817-3            Tags   Past Edits
Mumbai-Chennai Arm Shall be definitely touching Pune. Pune could have been covered with Ahmedbad-Mumbai project,was but left out to contain costs. Nothing had been heard so far about the exact route towards Chennai, which is expected to be more or less parallel to the existing line to avoid land acquisition to the extent possible, thanks to extreme difficulties if land acquisition. Actual route depend a lot on what the survey report and market study says.
My wish is to go elevated over the Mumbai--(980) Bangalore--(+350=1330) Chennai Expressway/ Highway. This route may be 1330 km long about 50 km longer for Chennai (1280 km) and about 230 km shorter for Banglore (1210km) than the existing rail route may be a better option
from point of view of better area-coverage, revenue & patronage also. Bangaluru probably have more air traffic than Chennai and higher number of passengers are expected from Bengaluru.
Historically there were 4 Major cities- Kolkata-Mumbai-Chennai-Delhi. At the time of independence probably Madras was more populous than Delhi. (1971 figures as far as I remember are 72-59-25-36 lacs respectively.). From national integration point of view, these 4 cities suited well as 4 Metros of India.
But today the above Metro Club is irrelevant. Today there are 3 metros around and above 1.5 crore i.e. Mumbai, Delhi, Kolkata. Next is cluster of 4 in 75lacs-1 crore band i.e. Chennai, Bangaluru, Hyderabad, Ahmedabad. Then Pune, Surat are 50lacs+ and so on. When our leaders speak of metro cities of nation, they say Chennai to represent south. But today Bangalore and Hyderabad had grown up and are catching up very fast and cannot be neglected in matter of representing south India.

Jul 22 2016 (17:15)
Vistadome for Dudhsagar~   4648 blog posts   333 correct pred (69% accurate)
Re# 1937817-4            Tags   Past Edits
I wish if this follows existing line, then mumbai - chennai DQ route should go via pune-hubballi-bengaluru or if it goes via pune-wadi-guntakal then definitely they will skip bengaluru and follow the kadapa route and bengaluru will be out of DQ

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