Konkan Railway zone

The Konkan Railway (abbreviated KR) is one of the 19 railway zones in India with its headquarters at CBD Belapur in Navi Mumbai, Maharashtra, India. The first passenger train ran on Konkan railway tracks on 20 March 1993, between Udupi and Mangalore. During its initial years of operation in the mountainous Konkan region, a number of accidents prompted Konkan Railway to implement new technology. Anti-collision devices, the Sky Bus and roll-on/roll-off are several of the railway's innovations. The 756.25 km (469.91 mi) long railway line connects the states of Maharashtra, Goa and Karnataka. The first train on the completed track was sent off on 26 January 1998.

Konkan Railway zone
Overview
Status	Operational
Owner	Ministry of Railways
Locale	Konkan, India
Termini	Roha, Maharashtra Thokur, Karnataka
Stations	69
Website	konkanrailway.com
Service
Type	Regional rail
Operator(s)	Konkan Railway Corporation
Depot(s)	Verna
History
Opened	26 January 1998 (1998-01-26)
Technical
Line length	756.25 km (469.91 mi)
Number of tracks	1
Track gauge	1,676 mm (5 ft 6 in)
Electrification	Yes
Operating speed	120 km/h (75 mph)
Route map km to Panvel (CSTM) 0.000 Roha (RN) 12.916 Kolad 24.000 Indapur 30.300 Mangaon 41.000 Goregaon Road 46.885 Veer tunnel 1 Dasgaon Bridge across Savitri River 55.000 Sape Wamane tunnel 2 62.785 Karanjadi tunnel 3 tunnel 4 tunnel 5 71.000 Vinhere Natuwadi Tunnel (tunnel 6) 4.389 km 2.727 mi 80.585 Diwankhavati tunnel 7 Kalambani Jagbudi River 98.285 Khed tunnel 8 tunnel 9 tunnel 10 tunnel 11 tunnel 12 111.690 Anjani tunnel 13 tunnel 14 tunnel 15 127.877 Chiplun Vashishti River Chiplun Tunnel (tunnel 16) 2.100 km 1.305 mi 137.646 Kamathe Savarde Tunnel (tunnel 17) 3.429 km 2.131 mi 146.302 Sawarda tunnel 18 viaduct tunnel 19 Jaigad River 156.414 Aravali Road tunnel 20 Aravali Tunnel (tunnel 21) 2.161 km 1.343 mi tunnel 22 tunnel 23 170.285 Sangameshwar Road tunnel 24 tunnel 25 tunnel 26 178.200 Digni Shastri Bridge across Bav River Parchuri Tunnel (tunnel 27) 2.552 km 1.586 mi tunnel 28 Ukshi Tunnel (tunnel 29) 0.104 km 0.065 mi 183.962 Ukshi tunnel 30 tunnel 31 tunnel 32 Ukshi Falls tunnel 33 tunnel 34 Karbude Tunnel (tunnel 35) 6.506 km 4.043 mi 196.482 Bhoke viaduct tunnel 36 tunnel 37 203.600 Ratnagiri tunnel 38 Pomendi viaduct tunnel 39 Panval Nadi/Panval Setu Viaduct over Panval River Tike Tunnel (tunnel 40) 4.077 km 2.533 mi tunnel 41 218.993 Nivasar tunnel 42 tunnel 43 tunnel 44 tunnel 45 tunnel 46 Kajali River tunnel 47 235.280 Adavali tunnel 48 tunnel 49 Berdewadi Tunnel (tunnel 50) 4.00 km 2.49 mi Veravali tunnel 51 Muchkundi River tunnel 52 249.713 250.282 tunnel 53 0.569 km 0.354 mi 250.718 Vilavade tunnel 54 tunnel 55 tunnel 56 tunnel 57 tunnel 58 tunnel 59 tunnel 60 Saundal Arjuna River tunnel 61 tunnel 62 267.349 Rajapur Road tunnel 63 tunnel 64 tunnel 65 Vaghotan River Chinchawali tunnel 66 tunnel 67 283.943 Vaibhavwadi Road Devgad (tributary) Devgad River 299.552 Nandgaon Road Janavali River 314.000 Kankavali Gad River Kasal River 332.560 Sindhudurg Karli River 343.037 Kudal 353.000 Zarap 363.880 Sawantwadi Road 371.000 Madure Maharashtra Goa state border RN KAWR limits Terekhol River Pernem Tunnel (tunnel 69) 1 km 1 mi 385.520 Pernem Revora Bridge across Chapora River 396.430 Thivim Assonora River   (side branch) Mandovi River (main branch) 411.866 412.410 Old Goa Tunnel (tunnel 70) 0.544 km 0.338 mi 411.000 Karmali Zuari River tunnel 71 429.800 Verna Guntakal–Vasco da Gama section to Vasco da Gama 434.800 Majorda Junction Suravali 442.460 Madgaon Junction Guntakal–Vasco da Gama section to Londa Junction tunnel 72 tunnel 73 458.635 Balli tunnel 74 Barcem Tunnel (tunnel 75) 3.343 km 2.077 mi tunnel 76 tunnel 77 475.240 Canacona Talpona River Galgibag River Loliem Tunnel (tunnel 78) 0.835 km 0.519 mi 482.000 Loliem tunnel 79 Goa Karnataka state border 493.221 Asnoti Karwar Bridge across Kalinadi River 501.021 Karwar Karwar Tunnel (tunnel 80) 2.950 km 1.833 mi tunnel 81 tunnel 82 514.636 Harwada Hattikeri River tunnel 83 529.001 Ankola Gangavali River 536.941 Gokarna Road tunnel 84 548.480 Mirjan tunnel 85 Aghnashini River 556.032 Kumta 569.812 Honnavar Honnavar Tunnel (tunnel 87) Honnavar Tunnel (tunnel 88) 1.254 km 0.779 mi Badagani River Sharavati River tunnel 89 587.608 Manki 596.005 Murdeshwar 603.000 Chitrapur Venkatapur River tunnel 90 610.740 Bhatkal 618.600 Shiroor tunnel 91 625.000 Mookambika Road Byndoor Byndoor River 632.352 Bijoor Yadamavu River Kolluru River 646.192 Senapura Chakra River   (side branch) Panchagagavali River (main branch) 660.000 Kundapura 675.572 Barkur Sita River River am Uppoor/Heroor Damm Suvarna River 691.900 Udupi Udyavara River 700.000 Innanje 708.320 Padubidri Udupi Power Corp. Ltd. coal power station 715.000 Nandikoor Shambavi River 724.800 Mulki Nandini River 733.825 Surathkal 738.440 Thokur (KAWR) Konkan Railway Southern Railway Zone to New Mangalore Port 740.000 Jokatte Gurupura River to Hassan Junction (MYS) to Mangalore Junction (PGTTooltip Palakkad railway division) km

Bilingual Konkan Railway Zone initials

Route map

Indian Railways zone map; 17 is Konkan Railway

Express train in Konkan near Diwan Khavati Railway Station

History

Background

Crossing a long bridge between two hills

Entering the Chiplun railway tunnel

For most of the modern era, the Konkan coast of India did not have a railway link connecting its coastal cities, towns and villages. Even the British who ruled India until 1947 did not build a railway along this route. The first proposal was surveyed in 1920. In 1957 an aerial survey was conducted of the area between Dasgaon, Raigad District in Maharashtra and Mangalore with the object of studying the possibilities of railway development in this region.

The long-pending demand of this region was fulfilled by George Fernandes who was the Railway minister in V.P. Singh's government, backed by then Finance minister Madhu Dandavate and Vice Chairman of Planning Commission Ramakrishna Hegde. They set up Konkan Railway Corporation Limited headed by E.Sreedharan for executing Konkan railway line to tide over funds crunch of Indian Railways.

The first phase of the Konkan Railway was the 60.75-kilometre (37.75 mi) section from Apta to Roha. It was cleared by the Planning Commission, and the project was included in the 1978-79 budget at an estimated cost of ₹11.19 billion. The length of the railway from Apta to Mangalore was estimated at 771.25 kilometres (479.23 mi), and its cost was estimated at ₹2.39 billion in 1976. The engineering and traffic survey for the West Coast Railway Line from Apta to Mangalore was conducted from 1970 to 1972. The final survey for the Apta-Roha-Dasgaon section was made in 1974–75.

Challenges

The project involved over 2,116 bridges (of which the Panvalnadi bridge was the highest viaduct in India till 2010, Now Jhajjhar Khad is the highest viaduct in India) and 92 tunnels and was the largest railway project of the century in Asia. A major challenge was land acquisition from about 43,000 landowners. When the Konkan Railway Corporation (KRCL) began asking people to surrender property which had belonged to them for generations, many (convinced of the project's importance) did so voluntarily. This enabled the process to be completed in one year. The longest bridge is on the River Sharavathi, spanning 2.06 km (1.28 mi) and the longest Tunnel is in Karbude near Ratnagiri, stretching 6.561 km (4.08 mi).

Terrain and the elements were challenging; flash floods, loose soil, landslides and tunnel collapses affected work at many places on the project. Thickly-forested construction sites were often visited by wild animals.

The route crosses three states (Maharashtra, Goa and Karnataka), each of which agreed to provide financing. The authorised share capital was increased in 1996-1997 from ₹6 billion to ₹8 billion, with the government of India taking a 51-percent share; the rest went to Maharashtra (22 percent), Karnataka (15 percent), Kerala (6 percent) and Goa (6 percent).

Contracts for the project were given to construction firms which included Larsen & Toubro who were given a major part of the project, Gammon India and Afcons. To speed up construction, piers for major bridges were cast on riverbanks itself and launched with pontoon-mounted cranes. This was India's first use of incremental launch bridge-building. The greatest challenge was presented by the nine tunnels bored through soft soil, which required a slow, manual process. Excavation was difficult due to saturated clay and high water table. Tunnels collapsed immediately several times, requiring the work to be redone. Nineteen lives and four years were lost in the construction of the soft-soil tunnels alone, and a total of seventy-four people died during the railway's construction. The compensation is being paid to the persons displaced due to Konkan Railway Project. The amount paid up till now is approx. Rs. 103 crores to about 39000 persons.

Controversy

In Goa, which makes up 156.25 kilometres (97.09 mi) of the route, concerns were raised about the environmental and economic impact of the railway. According to opponents of the project, the coastal railway would destroy habitat, damage historical sites, and disrupt lives in the densely-populated state. In 1991, the Konkan Railway Re-Alignment Committee (KRRAC) organised protests against the proposed railway line. The KRRAC's main points were that the proposal would flood coastal regions, destroy fertile land, harm the monuments of Old Goa, irreparably damage the marshes and mangrove swamps along the coast and the estuaries of the Mandovi and Zuari Rivers, and displace neighbourhoods along the coast. The committee proposed an alternative hinterland alignment passing through relatively-unpopulated regions, which would extend the line by about 27.75 kilometres (17.24 mi) but reduce environmental damage.

But the hinterland alignment was rejected by the Konkan Railway Corporation because it would substantially lengthen & divert the line, deny rail access to Goa's population centers, and delay and increase the costs of construction. The KRRAC, which had become a political movement, filed public interest litigation in the Bombay High Court in March 1992 seeking an injunction on construction work and diversion of the line through the hinterland alignment. The high court dismissed the petition the following month, ruling that

... the claim of the petitioners that the alignment would have devastating and irreversible impact upon the khazan lands is without any foundation, and even otherwise, the extent of damage is extremely negligible and a public project of such a magnitude which is undertaken for meeting the aspirations of the people on the west coast cannot be defeated on such considerations. It is not open to frustrate the project of public importance to safeguard the interest of few persons. It cannot be overlooked that while examining the grievance about the adverse impact upon a small area of 30 hectares of Khazan lands, the benefit which will be derived by a large number of people by the construction of rail line cannot be brushed aside. The Courts are bound to take into consideration the comparative hardship which the people in the region will suffer by stalling the project of great public utility. The cost of the project escalates from day to day and, as pointed out by the Corporation, the extent of the interest and east which will be suffered by the Corporation every day is to the tune of Rs. 45 lakhs. No development is possible without some adverse effect on the ecology and environment ...

The Konkan Railway Re-Alignment Committee (KRRAC) now under new name Save Konkan Ecology Forum (SKEF) is strictly & violently opposing Doubling & Electrification Works of Konkan Railway Line, planned by Indian Railways in 2014/2015, citing concerns about the environmental and economic impact, destruction habitat, damage historical sites, and disrupt lives in the densely-populated state. Maharashtra, Karnataka & Kerala Governments had given Green signal for doubling & electrification of Konkan Railway Line in 2015/2016.

Completion

In March 1993, the southern 46-kilometre (29 mi) between Thokur, 18-kilometre (11 mi) from Mangalore, (now Mangaluru) and Udupi in Karnataka entered service, followed by the northern 47-kilometre (29 mi) section between Roha and Veer in Maharashtra in June of that year. The first passenger train on the route ran between Mangalore and Udupi on 20 March 1993. The service was extended by 52 kilometres (32 mi) from Veer to Khed in March 1995, and by a further 286 kilometres (178 mi) from Khed to Sawantwadi Road in December 1996. The Southern service was extended by 38 kilometres (24 mi) from Udupi to Kundapur in January 1995, and by a further 272 kilometres (169 mi) to Pernem in Goa in August 1997.

Through services between Mumbai and Mangalore remained on hold due to a problematic tunnel at Pernem, which experienced repeated cave-ins and flooding. The tunnel was finally completed in January 1998, six years after its construction began. Through services on the line began after the inauguration of the full 756.25-kilometre (469.91 mi) stretch from Roha to Mangalore on 26 January 1998. Passenger service on the full route, between Mumbai and Mangalore, began in May 1998.

Karwar railway station

Improvements

Track doubling

According to a study by the railway, track doubling is possible on about 324-kilometre (201 mi) which runs on the plains. Several stretches on the 756.25-kilometre (469.91 mi) line can be converted to double track, such as the 47-kilometre (29 mi) line from Roha to Veer, which is now doubled. The 63-kilometre (39 mi) stretch between Udupi and Mangalore is another candidate. The 88-kilometre (55 mi) track from Madure to Vaibhavwadi Road is entirely flat terrain and can easily be converted into Double Track. The 75.75-kilometre (47.07 mi) track from Panvel Junction to Roha has been doubled.

On 3 November 2015, Konkan Railway senior official Bhanu P. Tayal announced to the press that track-doubling and electrification would begin on 8 November in Kolad. Life Insurance Corporation offered a favourable ₹2.5 billion loan, and other funding would be available. The project, expected to cost ₹100 billion, was scheduled for completion by 2020. In October 2018, the railway announced that the 45-kilometre (28 mi) stretch between Roha and Veer would have two tracks by December 2019.

Matsyagandha Express ( Train number 02619 run as special) travelling from Lokmanya Tilak Terminus, Mumbai (LTT) to Mangaluru Central (MAQ) became the first train to take the Roha-Veer double line on Konkan railway route on 30 August 2021.

Electrification

The foundation stone laying for electrification of the Konkan railway line was done in November 2015. The entire 741 kilometer route stretching from Roha, Maharashtra to Thokur, Karnataka has been electrified in March 2022. Inspection of the entire stretch was completed in six phases starting in March 2020. The last stretch between Ratnagiri and Thivim was inspected on March 24 and authorisation was obtained on 29 March.

New stations

The railway was scheduled to have new crossing stations at Indapur, Goregaon Road, Sape Wamne, Kalambani Budruk, Kadavai, Veravali, Saundal, Kharepatan Road, Achirne, Mirjan and Innanje by December 2019. Most of these stations are operational now.

Operations

The 756.25-kilometre (469.91 mi) railway has a total track length of 900 kilometres (560 mi). Its length through Maharashtra is 361 kilometres (224 mi), through Karnataka 239 kilometres (149 mi), and 156.25 kilometres (97.09 mi) through Goa.

Passenger

The route is popular with passengers due to its connectivity with regions hitherto inaccessible by rail and the substantial time savings for travellers between western and southern India. Several trains which had taken circuitous routes ran on the Konkan Railway, reducing running time. The first of these was the Mumbai-Mangalore Netravati Express (later extended to Trivandrum), which was diverted to the Konkan Railway on 1 March 1998; this was followed by the Thiruvananthapuram Rajdhani Express on 1 April of that year. The Matsyagandha Express, running from Lokmanya Tilak Terminus to Mangalore, began service on 1 May 1998. The Hazrat Nizamuddin-Mangalore Mangala Lakshadweep Express was diverted to the route and extended to Ernakulam Junction on 1 August 1998. The Pune-Ernakulam Junction Express was introduced on 25 February 1999. The Marusagar Express, which runs between Jaipur and Ernakulam Junction and was extended to Ajmer via the Konkan Railway, began service on 12 October 2001. The Jan Shatabdi Express was flagged off between Mumbai and Madgaon (the longest-running Jan Shatabdi) on 16 April 2002 to commemorate Indian Railways' 150th anniversary. On 1 February 2008, a Garib Rath Express between the Kochuveli railway station in Thiruvananthapuram and Lokmanya Tilak Terminus began service.

The Tejas Express is the first semi-high-speed, fully air-conditioned train fleet introduced by Indian Railways, with modern on-board facilities. Its inaugural run was on 24 May 2017 from Mumbai's Chhatrapati Shivaji Terminus to Karmali railway station in Goa. It covered 552 km (342 mi) in eight hours and 30 minutes.

The Mumbai CSMT–Madgaon Vande Bharat Express semi-high-speed train, was also introduced by Indian Railways, with modern on-board facilities. Its inaugural run was on 27 June 2023 from Mumbai's Chhatrapati Shivaji Terminus to Madgaon Junction railway station in Goa. It covers 581 km (361 mi) in eight hours.

Freight

A RORO train at the Sawantwadi Road railway station

Hillside near a tunnel entrance is covered in chainlink to prevent landslides and falling rocks.

Freight response to the railway was lukewarm, prompting its corporation to consider reducing its rates. With an outstanding debt of ₹33.75 billion, the KRCL was counting on freight traffic for revenue. To attract freight traffic, the corporation began advertising to industries on the route.

The corporation introduced roll-on/roll-off (RORO) service, a road-rail system, on the section between Kolad (Maharashtra) and Verna, Goa in 1999; it was extended to the Surathkal railway station in Karnataka in 2004. The RORO service, the first of its kind in India, allowed trucks to be transported on flatcars. It has been popular, carrying about 1.6 million trucks and earning over ₹1.2 billion by 2009.

Safety

The terrain and weather of the Konkan region have caused problems for the railway. During the 1998 monsoon, torrential rains triggered landslides which washed away tracks and disrupted service. Despite the corporation's efforts to address the problems through engineering (such as protective netting along cuttings to prevent boulders from rolling onto the tracks), the problems recurred each year.

The line's first major accident occurred on the night of 22 June 2003, when a landslide derailed a Karwar–Mumbai express train at the entrance to a tunnel. Fifty-one people died as a result of the accident, and others were injured. As a result, the corporation was severely criticised for failing to take adequate safety measures in the landslide-prone region. An inquiry reported that the cause of the accident was the failure of a cutting due to the lack of monsoon patrolling. The findings were disputed by the corporation, which said that the lack of monsoon patrolling did not lead to the accident (which was due to forces of nature). Shortly after the accident, however, the corporation announced that it would enhance safety measures on the route.

Barely a year later, the measures were found inadequate when a second major accident occurred on 16 June 2004. A Mangalore–Mumbai Matsyaganda Express derailed and fell off a bridge after striking boulders on the tracks, killing 20 people. Again, the corporation insisted that the accident was due to forces of nature. Questions were then raised about the safety and reliability of the Konkan Railway. An inquiry by the Commissioner of Railway Safety ruled that the accident was caused by the "falling of boulders and earth" on the tracks. After the report was issued, the corporation implemented its recommendations. These included reducing train speeds during the monsoon to 75 km/h (47 mph) from 120 km/h (75 mph) and engineering measures such as boulder netting, shotcreting, rock bolting, micropiling and vetiver plantations along the line to improve safety.

A goods train carrying fertilizers derailed between Diwankhavti and Khed stations (83/7Km) at 15:57 on 10 May 2020. This happened during COVID-19 lockdown when regular passenger and goods trains were stopped by Central or Union government of India. There was no injury or casualty. Traffic resumed on the railway on 13 May 2020 at 09:15.

See also

• Indian Railways
• Konkan Railway Corporation
• Pernem–Karwar Suburban Railway

Further reading

• Vaidya, Balkrishna C. (2003). "Konkan Railway transport — a case study in regional development". In Vaidya, Balkrishna C. (ed.). Geography of Transport Development in India. Concept Publishing Company. pp. 294–314. ISBN 9788170229575.

External links

• Media related to Konkan Railway at Wikimedia Commons