Talgo wants IR to place Rs.3000 crore order to get to work

While trial runs of Talgo have seen it touch record speeds, several hurdles would need to be cleared if the Indian Railways is to procure the train coaches.

New Delhi: Will the arrival of high-speed Talgo trains from Spain remain a pipe dream? The Spanish firm wants the Indian Railways to place a work order to manufacture trains costing at least Rs 3,000 crore to begin production, said a source from the railways. The super-fast train has already carried out successful trials on the Mumbai-Delhi corridor.

According to sources in the railways, Talgo has indicated that it can manufacture its trains in Spain or set up a manufacturing base in India. Talgo has said that if it manufactures trains in Spain, it will take at least 18 months from the date of manufacture for the first rain to roll out. Sources claimed that Talgo will be able to roll out two trains in 18 months. Another rider that the Spanish company has put up, said sources, is that India will have to place an order to make at least 500 compartments. Sources said it will cost Rs.6 crore to manufacture a compartment.

The other option is for the Spanish firm to set up a manufacturing camp in India. If this happens, it will take at least three years for the first train to see the light of day. The condition in this case is that the Spanish firm will require an order of at least 1,000 coaches. Besides, the land where it will set up shop will have to be provided.

The Test Trials Conducted By Officials From Talgo And Railways’ Research Design And Standard Organisation (RDSO) Which Ended Last Month Were Declared A Success By The Transporter

Nine train coaches that can run at a maximum speed of 200 kmph reached Mumbai by Ship from Spain in April. However, the width of the coaches is lesser than the specifications laid down by the Indian Railways. Talgo will, however, have to customize the width and interiors of its coaches to conform to the specifications laid down by the Indian Railways.

However, as per procedure, it is mandatory for the railways to float tenders, but there is no guarantee that Talgo will bag the tender, the railways may consider bypassing the bidding process and go for a government-to-government contract, said sources in the railways who spoke strictly on the condition of anonymity.

In a final trial run of the train carried out on September 11, Talgo covered the 1,384 km distance between New Delhi and Mumbai Central in 11 hours 48 minutes at a speed of 150 kmph. The Rajdhani Express covers the same distance in 15 hours 50 minutes, running at a speed of 130 kmph.

Train speed has acquired a new significance for the Indian Railways (IR) of late. Last year saw India committing to build a Bullet train link between Mumbai and Ahmedabad. Early this year, IR launched Gatimaan Express which touched a record speed of 160 kmph in trial runs. And recent weeks have seen the Gatimaan Express record being bested by Spain-made Talgo trains which clocked 180 kmph in trial runs. While the performance of the Spanish train has raised the possibility of rail travel time being cut significantly without major infrastructure upgrade, it is yet not clear if Talgo is a doable project, with its benefits outweighing the costs.

That the train with a maximum speed of 220 kmph has drawn attention is not in doubt though. Trial runs on the Delhi-Mumbai route saw the train touch 150 kmph, reducing travel time by 4 hours as compared to Rajdhani Express. This is significant at a time the railways have launched Mission Raftaar under which measures are being taken to raise the average speed of passenger and freight trains.

Indian Railways presently use a mix of ICF (Integral Coach Factory) and Linke Hoffman Busch (LHB) coaches, the latter being an upgraded version of ICF coaches which can sustain speeds of up to 160 kmph (with modification 200 kmph). LHB coaches are broader and longer and have a greater seating capacity as compared to Talgo coaches. These features might work against the introduction of Talgo trains, given that the Indian Railways don’t have locomotive engines to carry loads faster than 180 kmph.

“The seating capacity of unmodified Talgo coaches is half that of LHB coaches; besides most coaches have chair-car arrangement while a majority of our trains have sleeper coaches designed for long-distance travel. As Talgo coaches have a very low base they are also not suitable for the high platforms we have,” says Abhay Krishna Agarwal, Partner Infrastructure & PPP at E&Y.

However, senior railway officials say that speeds of up to 160/180/220 kmph are not the only special feature of Talgo coaches which stand out also on account of their unconventional design. “The design of Talgo coaches makes them lighter and hence 30% more energy efficient. The coaches have an independent wheel set. There are only two wheels which are shared between two coaches unlike LHB coaches which require eight wheels per coach, making them heavy and unstable on curves at high speed,” a railway official part of the test trials tells.

The test trials conducted by officials from Talgo and railways’ Research Design and Standard Organisation (RDSO) which ended last month were declared a success by the transporter. However, IR hasn’t made any formal commitment to Talgo for procurement of such coaches and is not sure of the way forward. “We intend to approach the innovative council at Department of Industrial Policy and Promotion (DIPP) for consultation and permission. We are looking at developing our own version of such coaches; besides we are looking at floating a tender for energy efficient faster coaches, ” a senior railway official says.

There are analysts who argue against increasing train speeds without decongestion of the railway network and upgrade of track and signalling infrastructure. “The primary challenge right now is de-cluttering of the network since it is the main hurdle in the way of higher speeds; you have more than 240 high-density routes which lead to delays in passenger and freight trains. Besides that, IR needs to look at introducing private operators for trains with prudent track access charges and a premium pricing mechanism. It needs to look at a model which will allow it to reduce the cross-subsidy burden and enhance revenues,” says Agarwal.


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