Export of Vande Bharat trains, South America calling!

Export of Vande Bharat trains, 

South America calling!

Two recent news concerning Indian Railways (IR) and Vande Bharat trains caught my attention.

 

https://timesofindia.indiatimes.com/business/india-business/vande-bharat-express-indian-railways-trains-to-be-manufactured-in-standard-gauge-for-exports-says-ashwini-vaishnaw/articleshow/108494143.cms?utm_source=wa_channel&utm_medium=notification

The central message of this announcement underscores the global prevalence of the Standard Gauge (SG) in modern rail systems, prompting Integral Coach Factory (ICF) to embark on the development of an SG version. Emphasizing the imperative for timely action, the announcement delineated that planning for potential exports five years down the line necessitates immediate commencement of design work. This is essential due to the extensive duration required for manufacturing, testing, and obtaining international validation.

 

https://www.financialexpress.com/business/railways-fe-exclusive-vande-bharat-in-south-america-soon-argentina-chile-highly-interested-in-indias-semi-high-speed-train-rites-cmd-rahul-mithal-3431014/

 

Amidst the customary announcements, the focal point of interest lies in prospective expansion of railway exports with the imminent introduction of the Vande Bharat Express to South American nations. These countries have expressed keen interest and are actively engaged in discussions with India regarding the possibility of initiating international trade involving the advanced train. RITES, with good precision, has identified nations which have electrified broad gauge railway systems, such as Chile, Brazil, and Argentina, where minimal customization is required. While this development is characterized as an initial trend, optimism abounds for its promising trajectory in the forthcoming months and years.

 

I am genuinely excited because for the first time, these announcements appear to be grounded in pragmatism, standing in stark contrast to the plethora of previous proclamations that were merely filled with hype.

 

Let us briefly examine the self-defeating hype that was previously cultivated, citing three instances. Firstly, a Railway Board executive, who was intentionally kept at arm's length by me from the Train 18 development to prevent potential harm, hastily approached television reporters upon the prototype Train 18's arrival in Delhi in late 2018, claiming that Peru had shown interest in the train. This was nothing but empty rhetoric from someone seeking fleeting publicity, neglecting the fundamental reality that on one hand Peru mainly has SG and the other that any country with a reputable rail system would first assess our domestic operations. They would likely dismiss the notion outright, demanding proof of success by running fifteen to twenty trains smoothly for a year in one’s own country before entertaining thoughts of exporting. The second instance, a supposed coup de grâce, came in the form of a news report suggesting India's intention to export Train 18 to neighboring countries in South Asia. Train 18 in Nepal? A farce, given their minimal track length of less than 50 km. Sri Lanka? Their financial constraints are evident even in procuring fuel, let alone investing in modern and speedier trains. Bangladesh? Their current trains operate at speeds below 100 km/h, despite plans for a High-Speed Rail (HSR) between Dhaka and Chittagong. Moreover, these countries lack Overhead Equipment (OHE), essential for Train 18, rendering the idea impractical.

 

Third, a far-fetched announcement in May last year: IR disclosed plans to elevate the maximum speed of the Vande Bharat to an impressive 240 km/h on a dedicated track. Shortly thereafter, assurances were made that a tender would swiftly follow to facilitate the production of these trainsets capable of achieving this remarkable performance. However, given that the current operation of Vande Bharat seldom exceeds 160 km/h, skepticism naturally abounded, reinforcing a familiar sense of resignation to the prevailing culture of exaggerated claims. Additionally, I stumbled upon a related news item indicating that ICF would be tendering for the manufacture of an additional 200 Vande Bharat trains, some of which would be adaptable to SG tracks. Never mind the basic question that in the absence of tracks capable of supporting 240 km/h operation, where these trains would operate, was lost amidst the flurry of announcements. As expected, one did not hear of this project again.

 

So why is Proposed engagement of ICF to design an SG version of trains for potential exportation a welcome development?

 

Previous announcements prompted me to ponder the potential value that could be derived from such initiatives. What triggered this line of thought was the government's steadfast belief in the economic benefits of unprecedented capital expenditure on rail infrastructure. Despite recent setbacks with dropped tenders, IR has demonstrated some boldness in committing to large rolling stock tenders since 2022. The emphasis on SG and achieving speeds of 240 km/h holds significance for two key reasons. Firstly, despite the development of  Vande Bharat, India cannot assert global leadership in rail technology unless it possesses the capability to deliver trains in SG—a standard prevalent in developed nations and increasingly adopted in medium-income countries for new lines. Secondly, with the forthcoming Standard Gauge 350 km/h High-Speed line between Mumbai and Ahmedabad featuring Japanese trains, there is an opportunity for Indian trains to be run on this track, albeit in slack time with lower speeds below 250 kmph. A great case for IR to challenge ICF and the associated rail industry to design and construct a 245 km/h train for this line.

 

This endeavor presents more than just a matter of national pride. It symbolizes a commitment to pushing the boundaries of Indian engineering prowess. While reaching speeds beyond 250 km/h entails stringent standards, Indian engineers must aspire to achieve the milestone of train speeds just below 250 kmph. The prospect of a Vande Bharat cousin operating alongside Japanese counterparts is undoubtedly monumental, yet the true significance lies in the dedicated effort to develop such a train. Without this endeavor, India will not ascend to the next level and claim its rightful place as a global leader in rolling stock design and manufacturing.

 

I earnestly hope that this project receives the attention it deserves and is not overshadowed by other grandiose announcements. It is imperative that it progresses with unwavering dedication and commitment, transcending mere rhetoric to tangible progress in India's journey towards becoming a powerhouse in the global rail industry.

Even more exciting is the recent announcement by RITES. The question arises: where can we export Vande Bharat trains without undergoing extensive development and validation processes? The answer lies in countries with electrified Broad Gauge (BG) routes. Apart from the Indian subcontinent, the only countries in the world with BG (or near BG, like the Iberian Gauge) routes are Spain, Portugal, Argentina, Brazil, and Chile. Spain, being far more advanced in rail technology, would not be interested in Vande Bharat trains. However, the South American countries present a promising opportunity. While they may consider themselves more aligned with European ethos, diligent marketing efforts can sway their preferences. Among these nations, Chile stands out with its robust economic strength and BG tracks well-suited for our trains with minimal customization, thanks to their 25 KV electrification system. RITES today has the competence and the gumption to try to pull it off.

 

In my view, India should take a bold step forward by offering a train free of cost for tests and trials in these markets, with a commitment to import trains upon successful technical and commercial validation. Given the substantial capital expenditure in the range of Rs. 2.6 lakh crores in railways by this government, allocating Rs. 100 to 150 crores for a trial train is a negligible investment.

 

The bard told us through Lady Macbeth that “What’s done cannot be undone” but he also had King Henry VIII declare, “Things done well, And with a care, exempt themselves from fear; Things done without example, in their issue Are to be fear'd...”

 

The question, nevertheless remains: will we take the bull by the horns this time with a sense of purpose, or will we balk at the brink?

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