Latest news with #High-SpeedRail
India.com
3 days ago
- Business
- India.com
Mumbai to Ahmedabad in less than 3 hours! India's First Bullet Train to launch by...., top speed to be…, stations are...
Image for representational purposes Mumbai: In a major development that promises to make the traveling experience of Mumbai and Ahmedabad passengers convenient and comfortable, India's first bullet train is expected to be operational on the Sabarmati–Vapi section in Gujarat by 2028. According to the reports, the full 508-km Ahmedabad–Mumbai corridor is likely to be completed by 2030, enhancing high-speed rail connectivity in the region. It is important to note that the National High-Speed Rail Corporation Ltd (NHRCl) has said that the slab casting work at Virar Bullet Train Station on 28th May 2025, stations in Maharashtra have started taking shape. National High-Speed Rail Corporation Ltd is a joint venture of the Government of India and participating state governments for implementing high-speed rail projects. With commencement of slab casting work at Virar Bullet Train Station on 28th May 2025 , stations in Maharashtra have also started taking shape . — NHSRCL (@nhsrcl) May 28, 2025 Mumbai-Ahmedabad: All You Need to Know The Mumbai–Ahmedabad High-Speed Rail (MAHSR) corridor spans approximately 508 km The corridor will cross major hubs including Mumbai (BKC), Thane, Virar, and Boisar in Maharashtra In Gujarat the corridor will cross Vapi, Bilimora, Surat, Bharuch, Vadodara, Anand, Ahmedabad, Sabarmati The corridor is divided into two sections, with the Gujarat segment covering 348 km and the Maharashtra segment spanning around 156 km Underground sections: 21 km Sea tunnel: 7 km Mountain tunnels: 5 km Mumbai-Ahmedabad Bullet Train Corridor: Interiors Centrally located with modern interiors Ample seating, clear signage, high-quality restrooms Nurseries and baggage lockers First-class passengers enjoy exclusive business lounges Wheelchair-friendly designs Lowered ticket counters with braille support Tactile tiles for visually impaired passengers Dedicated washrooms for differently-abled individuals Union Minister Harsh Sanghavi Shares Update Union Minister Harsh Sanghavi recently shared a post that reads, 'India's first bullet train station in Surat is almost ready. Trial runs will begin next year, and full service is expected by 2029. Also, 300 km of viaduct work near Surat is now complete with the launch of a 40-metre full-span box girder.'
Indian Express
4 days ago
- Business
- Indian Express
Dharavi redevelopment: From transit hubs to green spaces, here's what the master plan proposes
The Dharavi Redevelopment Project's transport and infrastructure master plan aims to transform the 251-hectare settlement into a well-connected, transit-oriented urban zone, with emphasis on decongestion, multi-modal integration and inclusive public spaces. According to the project presentation given to the government on Wednesday, a copy of which is with The Indian Express, Dharavi's location — at the intersection of east-west and north-south transit corridors — positions it strategically as a city-level transport interchange. The site lies close to Mumbai Metro Line 3, both the Western and Central suburban railway lines, and is just under 3 km from the upcoming Mumbai–Ahmedabad High-Speed Rail terminal at Bandra Kurla Complex. Multi-modal transport hub planned A central element of the plan is the creation of a multi-modal transport hub (MMTH), which will integrate Metro corridors, suburban rail access, bus services, and feeder systems. The hub is designed as a two-level structure — the lower level accommodating buses and taxis, while the upper level will serve Metro Line 11 and a proposed spur of Line 8. Within the internal layout, a fine-grained street network is planned to improve accessibility for pedestrians, cyclists, and non-motorised transport (NMT) users. This network is designed to vary based on final plot configurations and will be integrated with open spaces and transit nodes to ensure safe, intuitive movement through the area. The goal is to establish a walkable urban fabric, with public amenities accessible within a 5- to 15-minute walk for all residents. The transport plan proposes a vehicular circulation strategy that discourages through-traffic on internal roads—reserving them primarily for local access and services. Given the existing congestion at entry points and the additional traffic projected due to redevelopment, seven new entry and exit routes have been proposed. These include: 1. An underpass from Takandas Kataria (TK) Marg to 90 Feet Road 2. A new connection to Senapati Bapat (SB) Marg 3. Link from Dharavi Depot Road to Chunabhatti–BKC Link Road 4. Underpass below the Harbour Line 5. Road connection along the Western Railway to Mahim-Sion flyover 6. Underpass below the Harbour Line near Mahim to SB Marg 7. Underpass below the Central Line to Sion These will supplement existing entry points and are expected to help disperse vehicular loads more efficiently across the area. Green spaces and open areas Reclaiming nature within one of Mumbai's densest areas is another focus of the plan. The masterplan lays out a connected and inclusive network of green and open spaces through three key strategies: The Green Spine (a central ecological corridor), The Central Park (a public recreational zone), and The Waterfront (a landscaped leisure space). This landscape strategy, the presentation notes, aims to 'balance environmental restoration with everyday community use' through a hierarchy of open spaces. Strategy for religious structures As per a 2009 Mashal survey, Dharavi houses 296 religious structures, including temples, mosques, dargahs and churches. The government has initiated a process to survey and map all such structures under the Dharavi Redevelopment Area. A committee—constituted via a 2024 Government Resolution and chaired by a former Chief Justice of the Allahabad High Court—will oversee decisions related to the eviction, relocation or regularisation of unauthorised places of worship. Structures constructed before September 29, 2009, will be evaluated for possible regularisation under existing government rules. The final decisions will be made based on the recommendations of the committee in consultation with local communities, as per the master plan. Industry clusters will also be created. Despite being a slum, Dharavi is considered to be a vital industrial zone, home to a variety of small to mid-scale sectors and forms an essential part of the city's export framework. The master plan also envisions rehabilitation of the existing manufacturing and retail industries. The master plan states that a tentative clustering has been planned for the industries that are located in Dharavi. It has planned to make five industry clusters—garment, pottery, leather, food and recycling, all of which will be in the redeveloped area. With mobility, environmental design and social infrastructure as core priorities, the Dharavi redevelopment seeks to create a framework for a more connected and equitable urban future.
India Today
6 days ago
- Business
- India Today
As demand for faster travel grows, are bullet trains the solution, and future?
India's railway infrastructure is insufficient to keep up with the growing demand for faster and more comfortable travel by its citizens, suggests a study by the New Delhi-based think-tank The Infravision Foundation. The solution: more bullet train assessment, by policy analyst Ramakrishnan T.S., underscores the urgency of High-Speed Rail (HSR) corridors, given the expanding transport needs of a growing economy and railway traffic slipping because of congestion. The share of rail passenger transport has declined decade after decade since 1950-51, reaching 10.37 per cent in 2010-11, indicating the size of the the heart of it all is the Ahmedabad-Mumbai HSR project, using Japanese technology and loan support. It is supposed to allow bullet train travel at 320 kmph by 2030. This corridor is capable of contributing massive levels of system capacity on its own—up to five times the capacity per km of the existing functioning railway. The routes will be profitable and strongly compete with domestic air and other luxury bus and AC railway class acknowledging that India has invested around Rs 13 lakh crore between 2014-14 and 2022-23 in rail infrastructure, the study implies that the returns have been modest. 'Nevertheless, this action did not lessen traffic congestion or boost IR (Indian Railways) throughput or increase the speed of services either. Further, the improvement in rail infrastructure, as envisaged in National Rail Plan, 2021, is too little and too less ambitious as it proposed increasing the track length in congested sections by about 18,000 km only,' says the The conclusion drawn is that neither the speed of passenger services nor the passenger traffic can increase significantly by simply adding tracks to the conventional rail system under mixed traffic HSR system should be considered even more in light of India's increasing demand for faster, more convenient travel, the report said. 'AC train travel between 2005-06 and 2022-23 increased almost 100 per cent more than the non-AC travel Domestic air travel exceeded AC rail travel in 2017-18, which indicates a need for faster travel. Luxury bus travel, which constitutes about 70 per cent of the total omni bus travel, was about twice that of rail AC travel in 2024,' the study says, arguing that this indicates that in the absence of rail AC tickets, passengers prefer luxury penetration of HSR could contribute to economic and urban development by spreading economic activities to less congested mega cities. In Spain and Japan, for instance, such high-speed lines have spurred growth in smaller cities while relieving some pressure on larger ones, the report near-term action (2025-2035), the report highlights priority corridors like Delhi to Mumbai with stops at Jaipur and Ahmedabad (estimated 76 million passengers annually by 2036-37); Mumbai to Chennai with stoppage at Bengaluru; and Delhi to Kolkata via Lucknow and Varanasi. The well-seeded route should very quickly make money even with a very small load factor, the study study proposes encouragement of indigenous development of HSR technology as part of India's 'self-reliance' (Atmanirbhar Bharat) programme. The cost under this model would be much cheaper at Rs 400 crore per km under foreign-funded projects and Rs 600 crore per km for diplomatic projects, at present. There would also be better collaboration across the national network without third party suppliers to go report also says it is assumed that rapid high speed railway is compatible with India's climate commitments, which includes the goal of net-zero emissions by 2070. Electricity driven high-speed trains will be the way forward to reduce country's dependence on imported fuels and enhance energy security for the to India Today MagazineTrending Reel
Miami Herald
13-05-2025
- Business
- Miami Herald
Why Is US High-Speed Rail Taking So Long?
High-speed rail has been touted as one of the top priorities by many politicians in the U.S., but despite almost two decades of talk, the country's top projects are barely taking off. In the past 20 years, in which countries like China have laid more than 25,000 miles of high-speed rail track, the top U.S. projects have barely gotten started, causing the technology's top proponents to ask the big question: What's taking so long? The largest high-speed rail project being worked on is in California, where 500 miles of track are planned to connect San Francisco, Sacramento, Los Angeles and San Diego. Originally approved by voters in 2008, the project is only ready to start laying track this year, after costs spiraled from $40 billion to as high as $128 billion. The smaller-scale Texas high-speed rail project, which would connect Dallas with Houston over 240 miles, was first proposed in the 2000s but has yet to break ground, despite partnerships with investors from Japan who have a proven track record with bullet trains. On their current timelines, neither project is set to become fully operational before 2030, meaning from beginning to end, their planning and construction will take more than two decades, assuming there are no further delays. One of the biggest barriers the projects face is political opposition. Infrastructure projects are costly, take a long time to yield any benefit, and the nature of high-speed rail means that a lot of stakeholders in a variety of locations need to be on board. In the U.S., that consensus does not exist. The California high-speed rail system has faced repeated attempts from local legislators to shut it down, with many California Republicans fearing that the project is a money pit with no end. As recently as this February, state legislators have called on Governor Gavin Newsom and President Donald Trump to put a stop to the project, with an open letter condemning high-speed rail reading: "Promised to be completed by 2020 with a price tag of $34 billion, HSRA's projected budget ballooned to over $128 billion. "Voters were told that more than 20 percent of the project would be privately funded. Instead, taxpayers face the reality of single-handedly funding massively inflated costs for a project that many will never use or see completed. By all metrics, the High-Speed Rail is a colossal failure." Texas' project faces a similar issue, with the state Legislature having misgivings over the transparency of Texas Central Rail, the company spearheading the Houston-Dallas line. In April, the state's transportation committee held multiple meetings on the project's finances while the wider Legislature debated whether or not funding should be revoked. On top of that, the projects have to deal with the position of the federal government, which, for the last eight years, has see-sawed between support and hostility. During his first administration, Trump branded high-speed rail as a "green disaster" and a "waste" and demanded that California return $3.5 billion in federal funding allocated for its project. The Biden administration reversed the approach in 2020, only for Trump to then reverse it back this year, cutting off all future federal funding and prompting Transportation Secretary Sean Duffy to initiate a review into whether the project complied with funding requirements. The impact of the legislative hurdles is being felt at the construction site. "The [California] project has faced many challenges, including right-of-way acquisition, pre-construction activities like third party agreements to relocate utilities in the system's path, various permitting requirements under state and federal law, time consuming and redundant state and federal environmental review processes, legal challenges related to those reviews, and a lack of full project funding which has resulted in costly delays and inefficient delivery," a spokesperson for the California High-Speed Rail Authority told Newsweek. "The Authority has taken measures to mitigate schedule related to right-of-way acquisition based on lessons learned, including staged delivery process where major construction begins only after right-of-way has been acquired." One of the other biggest delays facing U.S. high-speed rail is the very ground it's being built on. Before shovels can even touch the soil, landowners, environmental agencies and local authorities need to be consulted and convinced that the project can go ahead, and for such long-term and complex constructions, that can be a tough sell. "High-speed rail is extraordinarily complicated to engineer for and severely disrupts the terrain upon which it operates," John Sitilides, a federal affairs adviser to ReRoute the Route, the business and civic coalition opposing the current Texas project model, told Newsweek. "It has a profoundly detrimental effect on the environment and as such often requires a dense and lengthy federal regulatory NEPA review to protect the public. "Also, private project backers often try to value-engineer the route and project to save money, even when this approach may not result in the best outcome for transportation users, the environment, landowners or the general public. This cheap approach will often receive needed pushback from governing authorities, landowners, and other affected parties in the form of lawsuits and required changes. For example, the original backers of the proposed Texas project chose what they thought was the cheapest route to construct on, even though it did not best serve the public or advance the goal of transporting people efficiently and cost-effectively." For property owners along the route of any proposed rail network, their relationship with the construction project becomes antagonistic, as legislators are able to prevent private development in areas that the trains might need to pass through. In response, landowners dig in their heels and drag out the process as long as possible. "High-speed rail destroys property, period," Sitilides said. "The only properties that benefit are terminal sites. Every other property is irreparably harmed by being bisected or severely impacted with no cross access. "Landowners who receive no benefit resist these takings of their property by inept project planners who have no clear path to financing their project, yet can thwart or prevent the use and development of private lands by landowners along the route for many years, as has occurred in Texas since 2015 with no end in sight. "Publishing a proposed 'route' harms property values along or adjacent to that route for hundreds of miles, whether in California or in Texas, even if the project ultimately is never built. It is similar to an inverse condemnation or a taking without an actual taking. "There will be natural resistance from landowners, taxpayers, and the general public in such scenarios that government bureaucrats easily neglect or dismiss, much to their eventual dismay and consternation." Despite the setbacks, the California and Texas projects maintain an optimistic outlook. "California's high-speed rail program continues to deliver on its promise to build a fully electrified, high-speed rail system between the Bay Area and Los Angeles-creating jobs and economic opportunity, supporting housing affordability, and laying the foundation for a modern, connected transportation network that serves all Californians," a spokesperson for the authority told Newsweek. Texas' project struck a similar tone when approached by Newsweek, thanking the first Trump administration for its original approval. A Texas Central spokesperson said: "No other state can match Texas' healthy, 'can-do' business environment-or better understands how to meet the needs of its people. The first Trump Administration gave this project the greenlight and, unfortunately, it got hung up in Biden Administration politics. "We're proud to once again be moving forward under President Trump," the spokesperson said. "Texas Central is shovel-ready. The project will improve mobility and safety for Texans, create significant new jobs, and accelerate economic growth in the Lone Star State." For both projects, construction is only just beginning, and the political opposition isn't going anywhere. Related Articles How California's High-Speed Rail Progress Compares To TexasGavin Newsom Attacks Trump Over High-Speed Rail Threat: 'Reckless'California High-Speed Rail Hits New MilestoneCalifornia High-Speed Rail Reaches 'Momentous Milestone' 2025 NEWSWEEK DIGITAL LLC.
Newsweek
13-05-2025
- Business
- Newsweek
Why Is US High-Speed Rail Taking So Long?
Based on facts, either observed and verified firsthand by the reporter, or reported and verified from knowledgeable sources. Newsweek AI is in beta. Translations may contain inaccuracies—please refer to the original content. High-speed rail has been touted as one of the top priorities by many politicians in the U.S., but despite almost two decades of talk, the country's top projects are barely taking off. In the past 20 years, in which countries like China have laid more than 25,000 miles of high-speed rail track, the top U.S. projects have barely gotten started, causing the technology's top proponents to ask the big question: What's taking so long? All Aboard In America The largest high-speed rail project being worked on is in California, where 500 miles of track are planned to connect San Francisco, Sacramento, Los Angeles and San Diego. Originally approved by voters in 2008, the project is only ready to start laying track this year, after costs spiraled from $40 billion to as high as $128 billion. The smaller-scale Texas high-speed rail project, which would connect Dallas with Houston over 240 miles, was first proposed in the 2000s but has yet to break ground, despite partnerships with investors from Japan who have a proven track record with bullet trains. On their current timelines, neither project is set to become fully operational before 2030, meaning from beginning to end, their planning and construction will take more than two decades, assuming there are no further delays. Federal And Local Opposition One of the biggest barriers the projects face is political opposition. Infrastructure projects are costly, take a long time to yield any benefit, and the nature of high-speed rail means that a lot of stakeholders in a variety of locations need to be on board. In the U.S., that consensus does not exist. The California high-speed rail system has faced repeated attempts from local legislators to shut it down, with many California Republicans fearing that the project is a money pit with no end. As recently as this February, state legislators have called on Governor Gavin Newsom and President Donald Trump to put a stop to the project, with an open letter condemning high-speed rail reading: "Promised to be completed by 2020 with a price tag of $34 billion, HSRA's projected budget ballooned to over $128 billion. "Voters were told that more than 20 percent of the project would be privately funded. Instead, taxpayers face the reality of single-handedly funding massively inflated costs for a project that many will never use or see completed. By all metrics, the High-Speed Rail is a colossal failure." A map of the Houston-Dallas high-speed rail system, designed by Texas Central. A map of the Houston-Dallas high-speed rail system, designed by Texas Central. Texas Central Texas' project faces a similar issue, with the state Legislature having misgivings over the transparency of Texas Central Rail, the company spearheading the Houston-Dallas line. In April, the state's transportation committee held multiple meetings on the project's finances while the wider Legislature debated whether or not funding should be revoked. On top of that, the projects have to deal with the position of the federal government, which, for the last eight years, has see-sawed between support and hostility. During his first administration, Trump branded high-speed rail as a "green disaster" and a "waste" and demanded that California return $3.5 billion in federal funding allocated for its project. The Biden administration reversed the approach in 2020, only for Trump to then reverse it back this year, cutting off all future federal funding and prompting Transportation Secretary Sean Duffy to initiate a review into whether the project complied with funding requirements. The impact of the legislative hurdles is being felt at the construction site. Why Is U.S High-Speed Rail Taking So Long? Why Is U.S High-Speed Rail Taking So Long? Newsweek illustration/ Getty Images "The [California] project has faced many challenges, including right-of-way acquisition, pre-construction activities like third party agreements to relocate utilities in the system's path, various permitting requirements under state and federal law, time consuming and redundant state and federal environmental review processes, legal challenges related to those reviews, and a lack of full project funding which has resulted in costly delays and inefficient delivery," a spokesperson for the California High-Speed Rail Authority told Newsweek. "The Authority has taken measures to mitigate schedule related to right-of-way acquisition based on lessons learned, including staged delivery process where major construction begins only after right-of-way has been acquired." The Lay Of The Land One of the other biggest delays facing U.S. high-speed rail is the very ground it's being built on. Before shovels can even touch the soil, landowners, environmental agencies and local authorities need to be consulted and convinced that the project can go ahead, and for such long-term and complex constructions, that can be a tough sell. "High-speed rail is extraordinarily complicated to engineer for and severely disrupts the terrain upon which it operates," John Sitilides, a federal affairs adviser to ReRoute the Route, the business and civic coalition opposing the current Texas project model, told Newsweek. "It has a profoundly detrimental effect on the environment and as such often requires a dense and lengthy federal regulatory NEPA review to protect the public. "Also, private project backers often try to value-engineer the route and project to save money, even when this approach may not result in the best outcome for transportation users, the environment, landowners or the general public. This cheap approach will often receive needed pushback from governing authorities, landowners, and other affected parties in the form of lawsuits and required changes. For example, the original backers of the proposed Texas project chose what they thought was the cheapest route to construct on, even though it did not best serve the public or advance the goal of transporting people efficiently and cost-effectively." For property owners along the route of any proposed rail network, their relationship with the construction project becomes antagonistic, as legislators are able to prevent private development in areas that the trains might need to pass through. In response, landowners dig in their heels and drag out the process as long as possible. A map showing California's proposed high-speed rail network from February 2021. The initial operating segment, between Merced and Bakersfield, is expected to begin services between 2030 and 2033. A map showing California's proposed high-speed rail network from February 2021. The initial operating segment, between Merced and Bakersfield, is expected to begin services between 2030 and 2033. California High Speed Rail Authority "High-speed rail destroys property, period," Sitilides said. "The only properties that benefit are terminal sites. Every other property is irreparably harmed by being bisected or severely impacted with no cross access. "Landowners who receive no benefit resist these takings of their property by inept project planners who have no clear path to financing their project, yet can thwart or prevent the use and development of private lands by landowners along the route for many years, as has occurred in Texas since 2015 with no end in sight. "Publishing a proposed 'route' harms property values along or adjacent to that route for hundreds of miles, whether in California or in Texas, even if the project ultimately is never built. It is similar to an inverse condemnation or a taking without an actual taking. "There will be natural resistance from landowners, taxpayers, and the general public in such scenarios that government bureaucrats easily neglect or dismiss, much to their eventual dismay and consternation." Future Of U.S. High-Speed Rail Despite the setbacks, the California and Texas projects maintain an optimistic outlook. "California's high-speed rail program continues to deliver on its promise to build a fully electrified, high-speed rail system between the Bay Area and Los Angeles—creating jobs and economic opportunity, supporting housing affordability, and laying the foundation for a modern, connected transportation network that serves all Californians," a spokesperson for the authority told Newsweek. Texas' project struck a similar tone when approached by Newsweek, thanking the first Trump administration for its original approval. A Texas Central spokesperson said: "No other state can match Texas' healthy, 'can-do' business environment—or better understands how to meet the needs of its people. The first Trump Administration gave this project the greenlight and, unfortunately, it got hung up in Biden Administration politics. "We're proud to once again be moving forward under President Trump," the spokesperson said. "Texas Central is shovel-ready. The project will improve mobility and safety for Texans, create significant new jobs, and accelerate economic growth in the Lone Star State." For both projects, construction is only just beginning, and the political opposition isn't going anywhere.
