India’s railway journey—from the 1969 launch of the Rajdhani Express to the 2019 debut of the Vande Bharat Express—is being re-examined in the context of global and especially Asian railway advancements, with critics pointing out that progress has been relatively modest in terms of speed and scale, especially when compared to China's high-speed rail (HSR) revolution.
Then vs. Now
-
1969: India’s Rajdhani Express was a major leap in speed and comfort, achieving speeds above 100 kmph, second only to Japan in Asia at the time.
-
2019: India launched the Vande Bharat Express (Train 18), capable of speeds up to 160 kmph, marking its entry into semi-high-speed travel.
The Critique
Tech entrepreneur Rajesh Sawhney raised concerns on X (formerly Twitter), noting that in 50 years, India’s maximum train speed rose only 60 kmph—from 100 to 160—while China’s bullet trains now routinely exceed 350 kmph.
He emphasized that train speed has economic significance, pointing out:
“Same train can do twice as many rounds… thus carrying twice as many people in a day and using half the capex required to build the trains.”
Comparison with China
-
China’s high-speed rail network (as of Dec 2024) covers over 40,000 km, nearly 30% of its total 162,000 km rail network.
-
China began HSR development seriously in the early 2000s, and by 2011, it had already surpassed 300 kmph operations on multiple routes like Beijing-Shanghai.
-
In contrast, India’s HSR efforts—like the Mumbai-Ahmedabad bullet train project—remain under construction and face land acquisition, funding, and technical hurdles.
Public Reactions
Social media echoed a mix of criticism and realism:
-
One user noted:
“China started rail modernisation in 1978. India started only in the late 2000s... It will take time.”
-
Another pointed to deeper systemic issues:
“India did not effectively build a large manufacturing sector. It still is behind.”
Key Challenges Holding India Back
-
Delayed policy focus: Serious railway modernisation only began in the post-2000 era.
-
Infrastructure constraints: Legacy tracks and land issues limit upgrades.
-
Lack of indigenous high-speed tech: Unlike China, which leveraged tech transfers and then indigenised manufacturing.
-
Funding & political will: India’s rail budget has historically been conservative compared to China’s aggressive infrastructure spending.
Progress So Far
While Vande Bharat isn’t a bullet train, it’s:
-
Fully made-in-India
-
Offering improved passenger comfort, faster turnaround, and energy efficiency
-
Running on more than 30 routes as of early 2025
Yet, the speed ceiling of 160 kmph still reflects infrastructure limitations rather than the train's capability.
India’s ambition to modernize its railways is real, but the comparison with China underscores a missed opportunity for faster transformation. The next big test: whether the Mumbai-Ahmedabad bullet train project can bring India up to global high-speed standards in the coming years.
