High-speed rail in India

As of 2025, India does not have any operational high-speed rail lines capable of supporting more than 200 km/h (125 mph). Currently, the highest speed is achieved by Bhopal Shatabdi Express and Bhopal Vande Bharat Express on the Tughlakabad–Agra section and the regional Namo Bharat services with peak operational speed of 160 km/h (100 mph).
Indian Railways operates India's railway system and comes under the purview of the Ministry of Railways of Government of India. As of 2023, it maintains over 108,706 km (67,547 mi) of tracks and operates over 13,000 trains daily. According to the Ministry of Railways, a route capable of supporting trains operating at more than 160 km/h (100 mph) is considered as a higher speed or semi-high speed rail line.
Earlier steam locomotive operated trains largely operated below 100 km/h (62 mph). With the introduction of electric locomotives in later 1920s and newer steam locomotives, speeds of 100 km/h (62 mph) were achieved. With the movement to AC traction in late 1950s and introduction of diesel locomotives, commercial speeds of up to 120 km/h (75 mph) was achieved in the late 1960s. With the introduction of high power electric locomotives in the 1990s, operating speeds of 130 km/h (81 mph) was achieved with further developments leading to speeds of maximum speeds of 160 km/h (100 mph) being realized in the early 2010s. Vande Bharat, an Electric Multiple Unit (EMU), introduced in 2018, is the fastest operational train-set and is capable of reaching 183 km/h (114 mph).
The first high-speed railway corridor between Mumbai and Ahmedabad of about 508 km (316 mi) is currently under construction with a designed maximum operational speed of 350 km/h (220 mph) and is expected to be operational fully by 2028-29. As of 2023, eight such corridors have also been proposed.
The history of the Indian Railway began in 1832 with the proposal to construct the first railway line in India at Madras. In 1837, the first train ran on Red Hill railway line between Red Hills and Chintadripet in Madras and was hauled by a rotary steam engine imported from England. In 1853, the first passenger train ran between Bombay and Thane which covered a distance of 54 km (34 mi) in 57 minutes, averaging a speed of 57 km/h (35 mph). Earlier trains ran using steam locomotives, where barely reached speeds of 90 km/h (56 mph). With the introduction of WP class locomotives in 1947, speeds of 100 km/h (62 mph) were operated commercially. While the first electric train ran in Bombay in 1925 on DC traction, WCP-1 class electric locomotives were introduced in 1928, capable of speeds of up to 137 km/h (85 mph), though trains operated at lower speed. WDM-1, the first diesel locomotive introduced in 1957 was capable of speeds of up to 104 km/h (65 mph). In 1957, Indian Railways adopted 25 kV 50 Hz AC traction with the first runs beginning in December 1959 with the WAM-1 locomotives, capable of reaching speeds of up to 112 km/h (70 mph).
In 1960, the Railway Board of India commissioned a study to increase the speed of its trains, which was restricted to 96 km/h (60 mph) on the existent broad gauge lines. A target of 160 km/h (100 mph) with an intermediate stage of 120 km/h (75 mph) was set for passenger trains. Research Design and Standards Organisation (RDSO) started work on the same in 1962 with field trials commencing in 1967. The coaches were manufactured by the Integral Coach Factory at Madras and hauled by diesel locomotives. On 19 February 1969, the Government of India announced the introduction of a new express train capable of reaching speeds of up to 120 km/h (75 mph) in the railway budget. On 1 March 1969, the first Rajdhani Express was flagged off from New Delhi to Howrah, which reached a maximum speed of 120 km/h (75 mph) and completed the 1,450 km (900 mi) trip in 17 hours 20 minutes at an average speed of 84 km/h (52 mph).
In 1980, the WAP-1 electric locomotives reached a speed of 130 km/h (81 mph). Shatabdi Express introduced in 1988, were capable of running at a maximum speed of 130 km/h (81 mph). WAP-5 class locomotives, initially imported from ABB in 1995 and later manufactured at Chittaranjan Locomotive Works in India, reached 184 km/h (114 mph) in trials. The locomotive later set an Indian speed record by hauling a train between Delhi and Agra at a speed of 160 km/h (100 mph) in 2014. In December 2009, the Ministry of Railways of Government of India envisaged the implementation of regional high-speed rail projects to provide services at 250–350 km/h (160–220 mph), and planning for corridors connecting commercial, tourist, and pilgrimage hubs. On 25 July 2013, Government of India established the High Speed Rail Corporation under Rail Vikas Nigam (RVNL) for the implementation of high-speed rail corridor projects. In 2014, the Diamond Quadrilateral high speed rail project, which would connect the cities of Chennai, Delhi, Kolkata and Mumbai via high-speed rail was approved by the government.
In April 2016, the WAP-5 hauled Gatimaan Express became the fastest commercial train in India, with a maximum operational speed of 160 km/h (100 mph). In 2018, a modified WAP-5A locomotive, capable of speeds up to 200 km/h (125 mph) was rolled out. HSRC was renamed as National High Speed Rail Corporation (NHSRC) in 2016. NHSRC identified eight corridors for the development of high speed railway. Construction of the Mumbai–Ahmedabad high-speed rail corridor, India's first high-speed rail corridor started in 2017 and is expected to be operational by 2028. The E5 Series Shinkansen trains operating on standard gauge and will have a maximum operational speed of 320 km/h (200 mph) and an average speed of 260 km/h (162 mph).
In 2018, Integral Coach Factory in Chennai, rolled out a semi-high-speed EMU train-set, capable of reaching 180 km/h (112 mph). In 2019, the first Vande Bharat Express entered commercial service with a maximum operational speed of 160 km/h (100 mph). The actual operating speed was much lower due to track restrictions and congestion with top speeds restricted to 130 km/h (81 mph) for most trains. In October 2023, Namo Bharat, built for RapidX by Alstom was launched and is capable of reaching speeds of up to 180 km/h (112 mph). In December 2023, two modified WAP-5 locomotives were used to haul the Amrit Bharat train-set in a push-pull configuration, capable of reaching speeds of up to 160 km/h (100 mph).
According to the Ministry of Railways, a route where train can operate between 160–200 km/h (100–125 mph) is considered as a higher speed or semi-high speed rail line, while the routes operating at less than 160 km/h (100 mph) are considered to be conventional rail lines. According to the International Union of Railways (IUC), a commercial speed of over 250 km/h (155 mph) for a newly built line or 200 km/h (125 mph) for an upgraded line is considered to be high-speed.
As of 2023, India does not have any operational high-speed tracks. In 2016, Ministry of Railways envisaged to have top speeds of 300–350 km/h (190–220 mph) with trains running on elevated corridors to isolate high-speed train tracks to prevent trespassing. Multiple feasibility studies have been done and probable routes have been identified. In 2017, a 508 km (316 mi) standard gauge line between Mumbai and Ahmedabad was approved for construction and is expected to be operational by 2028.
In 2014, the Diamond Quadrilateral high-speed rail network project was launched by Government of India and is envisioned to connect the four major metro cities of India namely: Chennai, Delhi, Kolkata and Mumbai.
In 2016, Indian Railways explored the possibility of maglev trains to implement an over-500-kilometre-per-hour (310 mph) speed rail system. In February 2019, a train model based upon the same was unveiled by Raja Ramanna Centre for Advanced Technology capable of speeds of up to 600 km/h (370 mph). In September 2020, Bharat Heavy Electricals Limited signed a pact with SwissRapide AG for the implementation of MagLev metro systems in India.
While there are no operational hyperloop systems in the world, testing has been done and a few routes have been proposed. Hyperloop One submitted a detailed project report in January 2018 for Mumbai to Pune. Virgin Hyperloop signed a MoU with Government of Punjab in 2019 for building a rail to cover total 226 km (140 mi) distance between Amritsar and Chandigarh. Hyperloop One signed a MoU with Government of Karnataka to conduct a feasibility study on the Bengaluru-Chennai route in 2017. Zeleros proposed a vision for a hyperloop network in India by 2050, connecting main cities.
A 174 km (108 mi) segment of track in the Tughlakabad–Agra Cantonment section supports semi-high speeds of up to 160 km/h (100 mph). As of 2023, the maximum operational speed of 160 km/h (100 mph) is achieved by Gatimaan Express and Vande Bharat Express on the above section.
In 2009, Indian Railways envisioned a plan to increase the speed of passenger trains to 160–200 km/h (100–125 mph) on dedicated conventional tracks and improve the existing conventional lines on 1,676 mm (5 ft 6 in) Broad gauge to handle speeds of up to 160 km/h (100 mph). Dedicated Freight Corridor Corporation of India has built dedicated freight corridors across India to divert cargo traffic from the passenger railway tracks, thus helping increase the operational speed of the passenger trains to 160 km/h (100 mph).
RapidX system operating on 1,435 mm (4 ft 8+1⁄2 in) Standard gauge tracks and capable of supporting speeds of up to 180 km/h (112 mph), became operational with the partial opening of Delhi–Meerut line in 2023.
For high-speed rail, the Indian railways will construct bullet train assembly facilities on a public-private participation (PPP) model. As per NHSRCL, Japanese companies will set up manufacturing facilities in India to build the parts for bullet train sets. For semi-high speed rail, Indian Railways had already rolled out Train 18 in 2018. These self-propelled EMU train sets manufactured by Integral Coach Factory are capable of reaching 180 km/h (112 mph). These trains have eight or sixteen coaches with driver cabins on both ends, which eliminates the time needed for turnaround at the terminal station with faster acceleration and deceleration, enabling the train to travel at a top speed for longer distance.
Mega carrier and launcher machines or transporter, gantry, and full span launcher machines are machines used to construct viaducts (elevated structures) for bullet train corridors in China. These vehicles carry an entire girder by traveling on an already launched girder to place the next girder. The speed was several times faster than India's existent girder launching mechanism with the Chinese machine laying two girders a day on average compared to one and a half girders in a week by the existent Indian machine. NHSRCL asked L&T which is currently constructing the 325 km (202 mi) stretch of Mumbai-Ahmedabad line to build such machines. The machine costs around ₹70 crore (US$8.2 million) and 30 such machines are required to construct the 237 km (147 mi) elevated stretch. On 9 September 2021, India joined four other countries, to possess Full Span Launching Methodology (FSLM) technology after L&T was able to develop the machine successfully. NHSRCL planned to acquire 20 such machines initially for the Mumbai-Ahmedabad high-speed rail project in order to speed up construction. These machines can be further re-used to build viaducts for elevated roads and rapid transit systems across India.
National Academy of Indian Railways, Vadodara was established in 2018 with the aim of developing indigenously high-speed train manufacturing technology. Other institutions focused on Railway technology research and development are: IIT BHU Malviya Centre for Railway Technology, IIT Kharagpur Centre for Railways Research and Research Design and Standards Organization (RDSO). Integral Coach Factory(ICF) Chennai has been tasked with producing steel body trains capable of 280kmph and in service speed of 250kmph for the bullet train routes.
The choice of the standard gauge for high-speed rail goes against the Project Unigauge, which aimed to convert all existing tracks to a single gauge. Some of the criticisms also suggest that India should aim for modernising its existing railway network before pursuing high-speed rail.