Why India needs a bullet train

The project is set to provide reliable and comfortable service with high standards of safety. We should be careful not to confuse technology development with elitism.

Written by Vinayak Chatterjee | Updated: September 13, 2017 9:01 am
Narendra Modi, Shinzo Abe, bullet train, Mumbai-Ahmedabad High Speed Rail, mumbai ahmedabad bullet train, indian express, opinion As a part of the cooperation agreement between India and Japan, the government of Japan will provide a soft loan of about Rs 90,000 crore at a minuscule interest rate of 0.1 per cent over 50 years. (Illustration: C R Sasikumar)

Prime Ministers Narendra Modi and Shinzo Abe will be laying the foundation stone of the Mumbai-Ahmedabad High Speed Rail (MAHSR) project, popularly known as the bullet train, on September 14 in Ahmedabad. This visionary project will herald a new era of safety, speed and service and help the Indian Railways craft a pathway to becoming a global leader in scale, technology and skill. Here are five reasons to laud this transformational leap in India’s transportation history.

One, attractive low-cost long-term financing. As a part of the cooperation agreement between India and Japan, the government of Japan will provide a soft loan of about Rs 90,000 crore at a minuscule interest rate of 0.1 per cent over 50 years. The repayment of the loan is to begin after 15 years of receiving the loan. Generally, any such loan, even from other multilateral or bilateral development financing institutions, would cost between 3-7 per cent with a repayment period of 20-30 years. India is getting the loan for the MAHSR at close to almost zero cost. This saves any strain on existing financial resources, as more than 80 per cent of the project cost is being funded by the government of Japan in this way. It is for the first time that an infrastructure project of this size and magnitude is being funded on such favourable terms.

Two, stimulus for advanced components’ manufacture and construction. One of the stated objectives of the project is “Make in India”, which is being actioned even before the commissioning of the project. As per the agreement between the two governments, the MAHSR Project has “localised manufacture” and “transfer of technology” as twin, complementary objectives. Under the guidance of the task force comprising of the Department of Industrial Policy and Promotion (DIPP) and Japan External Trade Organisation (JETRO), action is being initiated as per the agreed guidelines. Four sub-groups with representatives from Indian industry, Japanese industry, DIPP, and JETRO have to identify potential items and sub-systems for manufacture in India. It is instructive to recall how an investment by Suzuki in the automobile industry spawned a new generation of Indian auto-component manufacturers from the early ’80s.

Also read | The bullet train route, mostly overhead, a stretch undersea

In 1983, Maruti started operations with CKD (completely knocked-down-kits) of imported components. Over the years, localised production of components increased significantly, as part of the agreed phased manufacturing programme. Today, there are close to 250 Japanese and Indo-Japanese component-makers operating in India. This enabled the Indian auto-components business to rise to global expectations and created vibrant clusters in towns like Gurugram, Pune, Indore and Chennai. It is expected that many joint ventures will be formed to take up the manufacturing of various components related to track and rolling stock. The construction sector in India is also expected to get a big boost not only in terms of works contracts but also with respect to new technology and work culture. This project is likely to generate employment for about 20,000 workers, who will then be equipped to take up construction of more such projects in India. The new areas where construction skills would be developed are ballast-less track, under sea tunneling et al.

Three, professional capacity-building. A dedicated High Speed Rail Training Institute is being developed at Vadodara. This institute will be fully equipped with equipment and facilities, such as a simulator, as exist in the training institute at Japan. This institute will be functional by the end of 2020, and have facilities to train about 4,000 staff in the next three years, who will then be utilised for operation and maintenance. They will also serve as a backbone for the development of other high speed corridors in India. In addition, 300 young officials of the Indian Railways are being trained in Japan to give them exposure in high speed track technology. As these young professionals absorb the latest technologies, they will then be able to manage other high speed corridors which are under consideration.

Four, speed. There are two types of services proposed. A “rapid train” service with only two stops — at Surat and Vadodara — and a slower service that halts at 10 stations en route. The “rapid train” would complete the journey in 2 hours and 7 minutes, while the slower service would take 2 hours and 58 minutes. Thirty-five daily services will be operated on the line, with three services per hour during peak times and two services per hour during off-peak times. The estimates are that the high speed rail corridor will have a daily ridership of around 36,000 in 2023. This is widely expected to enable the railway system to begin winning back the creamy layer of higher-fare paying passengers in inter-city routes from the hemorrhaging occurring today vis-à-vis the domestic aviation sector.

Five, cutting edge operational technology. India is getting cutting-edge operational technology in totality. The Shinkansen technology is renowned for its reliability and safety. The train delay record of Shinkansen is less than a minute with zero fatalities. Thus, the project is set to provide reliable and comfortable service with high standards of safety. The technology regarding disaster predictions and preventions will also be acquired as part of the project.

It is amusing to recall that when the first Rajdhani left Delhi for Howrah on March 1, 1969 at 5:30 pm, it collapsed a journey that took upwards of 24 hours to 17 hours. The ticket price was Rs 280 for AC First and Rs 90 for AC Chair Car. As the glistening red-and-white fully air-conditioned train, with quality meals thrown in, zipped past iconic cow-belt stations at 120 km/hour without stopping, many editorials branded it as “elitist” and a luxury that a poverty-stricken India could do without.

We should be careful not to confuse leapfrogging technology development with elitism — whether it is mobile phones, satellite launches, regional air-connectivity or high-speed rail.

The writer is chairman of Feedback Infra Pvt. Ltd.

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    Ashok
    Sep 19, 2017 at 10:12 am
    The opinion in the column is cent per cent correct. Delhi Metro is example of this. First phase of Delhi Metro was with Japanease cooperation. Now indigenous construction companies are doing Delhi Metro civil works and even coaches are being indigenously manufactured. The Metro has been extended outside Delhi like in Bengaluru, Lucknow and Haryana etc. The technology has come for Delhi Metro and India has immensely benefited. Similarly with Bullet train coming to India it will open vast area of technological development and manufacture of items for bullet train. Suppose in this first project of bullet train Japan provides everything but in subsequent projects this assistance will gradually diminish and one day India will manufacture and run totally indigenously manufactured and developed bullet train. All these advantages overweigh the argument of beneficial for elitist.
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      Raj
      Sep 14, 2017 at 7:25 pm
      This is a great moment in India where even ordinary Indians are thirsty for technology - have faith in progress and there is hope for the future. This dynamism and the mentality that cherishes progress and adoption of new technology is vital . The faith in technology and science is extremely important. This kind of mentality is made possible today because most of the Indian middle classes are either engineers or doctors or graduates of science streams. IF they were mostly humanities students - then we would not be a society that embraced technology so readily
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        AARYES
        Sep 13, 2017 at 9:08 pm
        Six, it will add much needed dynamism in the society by way of vigorous activity and all round progress it will derive. Seven, moral boost seeing emergence of base industries in its modest frame. Life to railway, will reduce operating cost on earnings. Eight, life to remote places, better penetration in border areas. . . . and so on.
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          Alok Kumar Verma
          Sep 13, 2017 at 8:53 am
          All these arguments about Make in India and spinoff benefits can be used to justify any mega project, like building a bridge across the Bay of Bengal. The fundamental thing to justify such projects is to consider the options. Why not build a conventional line to carry conventional trains at 160 to 200 km/hr and tilting trains at 225 to 250 km/hr. It would also ease pressure on the existing Rajdhani route between Vadodara- Mumbai. Would be cheaper by a factor of 6 to 8 and take you from Ahmedabad to Mumbai in just about 2h 45m.
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          1. ashok kumar
            Sep 13, 2017 at 10:20 pm
            you must be a bihari or a socialist communist to think always negative.
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            narendra nashikkar
            Sep 13, 2017 at 5:12 am
            According to Upnishid....JO DIKHTA HAI VOH HAI NAHIN AUR JO NAHIN DIKHTA VOH HAI.. The sugar coated terms are for public consumption and reality is some thing else. Indian people know from experience the present government is working for a dozen finacers of BJP and RSS
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