|
|
| Line 1: |
Line 1: |
| {{Short description|Railway in Maharashtra, India}}
| | #REDIRECT [[Konkan Railway zone]] |
| {{Use dmy dates|date=January 2016}}
| | |
| {{Use Indian English|date=January 2016}}
| | {{Redirect category shell| |
| {{Infobox rail line
| | {{R from move}} |
| |box_width =
| |
| |color =
| |
| |logo =
| |
| |logo_width = 100px
| |
| |image =
| |
| |image_width =
| |
| |caption =
| |
| |type = [[Regional rail]]
| |
| |system =
| |
| |status = Operational
| |
| |locale = [[Konkan]], [[India]]
| |
| |start = [[Roha]], [[Maharashtra]]
| |
| |end = [[Thokur]], [[Karnataka]]
| |
| |stations = 69
| |
| |routes =
| |
| |daily_ridership =
| |
| |open = {{Start date and age|df=yes|1998|01|26}}
| |
| |close = No
| |
| |owner = [[Ministry of Railways (India)|Ministry of Railways]]
| |
| |operator = [[Konkan Railway Corporation]]
| |
| |character =
| |
| |depot = [[Verna, Goa|Verna]]
| |
| |stock =
| |
| |linelength = {{convert|756.25|km|mi|2|abbr=on}}
| |
| |tracklength =
| |
| |tracks = 1
| |
| |gauge = {{RailGauge|1676mm|allk=on}}
| |
| |old_gauge =
| |
| |minradius =
| |
| |racksystem =
| |
| |electrification = Yes
| |
| |speed = {{convert|120|km/h|mph|abbr=on}}
| |
| |elevation =
| |
| |website = {{URL|http://www.konkanrailway.com}}
| |
| |map = {{Konkan Railway RDT|inline=y}}
| |
| |map_state = collapsed
| |
| }} | | }} |
| [[File:Shortened form of Konkan Railway Zone.jpg|thumb|alt=See caption|Bilingual Konkan Railway Zone initials]]
| |
| [[File:Konkan Railway.png|thumb|alt=Map of west-central India|Route map]]
| |
| [[File:Indianrailwayzones-numbered.svg|thumb|[[Indian Railways]] zone map; 17 is Konkan Railway]]
| |
| [[File:Konkan Landscape.jpg|thumb|alt=View from a train|Express train in [[Konkan]] near Diwan Khavati Railway Station]]
| |
|
| |
| 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.<ref name="RORO Popularity Article - The Hindu Business Line">{{cite web|url=http://www.hinduonnet.com/thehindu/2003/11/14/stories/2003111402032000.htm |work=Online edition of The Hindu, dated 2003-14-11 |title=Convergence on the Konkan Railway |author=S. Vydhianathan |access-date=2008-12-22 |url-status=usurped |archive-url=https://web.archive.org/web/20060627121821/http://www.hinduonnet.com/thehindu/2003/11/14/stories/2003111402032000.htm |archive-date=27 June 2006 }}</ref> The {{convert|756.25|km|mi|2|abbr=on}} 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.<ref>{{cite web|url=https://recruitment99.com/krcl-trackman-pointsman-recruitment-admit-card-result/|title=KRCL Recruitment 2018 – Apply Online 100 Trackman Pointsman Posts|date=18 August 2018|author=Dinesh Jangid|access-date=18 December 2019}}</ref>
| |
|
| |
| ==History==
| |
|
| |
| ===Background===
| |
| [[File:Konkan Railway 72.jpg|thumb|alt=Another view from a train|Crossing a long bridge between two hills]]
| |
| [[File:Konkan Railway 504.JPG|thumb|alt=Another view from a moving train|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.<ref>https://eparlib.nic.in/bitstream/123456789/1621/1/lsd_02_05_25-08-1958.pdf page 53</ref>
| |
|
| |
| 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]].<ref>{{ cite web |url=https://www.businesstoday.in/current/economy-politics/george-fernandes-the-konkan-man/story/314697.html|title=George Fernandes, the Konkan Man|date=29 January 2019 |access-date=28 October 2020}}</ref> 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 {{convert|60.75|km|adj=on}} section from Apta to Roha. It was cleared by the [[Planning Commission (India)|Planning Commission]], and the project was included in the 1978-79 budget at an estimated cost of {{INR}}11.19 billion. The length of the railway from Apta to Mangalore was estimated at {{convert|771.25|km}}, and its cost was estimated at {{INR}}2.39 billion in 1976.<ref>https://eparlib.nic.in/bitstream/123456789/3086/1/lsd_07_01_01-02-1980.pdf Page no. 39</ref> 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.<ref>https://eparlib.nic.in/bitstream/123456789/3269/1/lsd_07_02_19-03-1980.pdf#search=null%20[1980%20TO%201989] Page 31{{dead link|date=April 2020}}</ref>
| |
|
| |
| ===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)<ref>{{cite web |title=Ten top Indian rail journeys | website=[[TheGuardian.com]] |date=17 September 2010|url=https://www.theguardian.com/travel/2010/sep/17/top-10-indian-train-journeys-rail}}</ref> and 92 tunnels and was the largest railway project of the century in Asia.<ref name="SIDA">{{cite web |title=Swedish Contribution to the Konkan Railway Construction Project in India |url=https://www.sida.se/English/publications/124900/Swedish-Contribution-to-the-Konkan-Railway-Construction-Project-in-India/ |publisher=[[Swedish International Development Cooperation Agency|SIDA]] |access-date=27 April 2020 |date=2002-04-16}}</ref> 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.<ref>{{cite web|url=http://www.konkanrailway.com/website/ehtm/intro3.pdf|work=Official webpage of the Konkan Railway Corporation|title=LAND ACQUISITION|access-date=2008-12-04|archive-url=https://web.archive.org/web/20090304113321/http://www.konkanrailway.com/website/ehtm/intro3.pdf|archive-date=4 March 2009|url-status=dead|df=dmy-all}}</ref> The longest bridge is on the River Sharavathi, spanning {{convert|2.06|km|mi|2|abbr=on}} and the longest Tunnel is in Karbude near Ratnagiri, stretching {{convert|6.561|km|mi|2|abbr=on}}.
| |
|
| |
| Terrain and the elements were challenging; flash floods, loose soil, [[landslide]]s and tunnel collapses affected work at many places on the project. Thickly-forested construction sites were often visited by wild animals.<ref>{{cite web|url=http://www.konkanrailway.com/website/ehtm/constr.pdf|work=Official webpage of the Konkan Railway Corporation|title=Construction|access-date=2008-12-04|archive-url=https://web.archive.org/web/20081010120519/http://www.konkanrailway.com/website/ehtm/constr.pdf|archive-date=10 October 2008|url-status=dead|df=dmy-all}}</ref>
| |
|
| |
| 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 {{INR}}6 billion to {{INR}}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 [[Shapoorji Pallonji Group|Afcons]]. To speed up construction, [[pier]]s for major bridges were cast on riverbanks itself and launched with [[Float (nautical)|pontoon]]-mounted cranes.<ref name="AFCONS">{{cite web|url=http://www.afconsindia.com/Mandovi.pdf |work=Official webpage of AFCONS |title=Railway Bridges Across Zuari and Mandovi Rivers, Goa |access-date=2008-12-04 |url-status=dead |archive-url=https://web.archive.org/web/20090304113301/http://www.afconsindia.com/Mandovi.pdf |archive-date=4 March 2009 }}</ref> This was India's first use of [[incremental launch]] bridge-building.<ref>{{cite web|url=http://www.spacpl.com/bridges/panval.htm|work=Official webpage of SPA Consultants|title=Bridges:Panval Nadi Viaduct|access-date=2008-12-04|archive-url=https://web.archive.org/web/20080222044727/http://spacpl.com/bridges/panval.htm|archive-date=22 February 2008|url-status=dead|df=dmy-all}}</ref> 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.<ref name="ITA">{{cite web|url=http://www.ita-aites.org/cms/fileadmin/filemounts/Tribunes_Pdf/T32-India_.pdf |work=Official webpage of ITA-AITES |title=TRIBUNE : ITA Newsletter, dated June 2008 |access-date=2008-04-12 |url-status=dead |archive-url=https://web.archive.org/web/20090304113258/http://www.ita-aites.org/cms/fileadmin/filemounts/Tribunes_Pdf/T32-India_.pdf |archive-date=4 March 2009 }}</ref> Nineteen lives and four years were lost in the construction of the soft-soil tunnels alone,<ref name="ITA"/> and a total of seventy-four people died during the railway's construction.
| |
|
| |
| ===Controversy===
| |
| In [[Goa]], which makes up {{convert|156.25|km|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.<ref>{{cite web|url=http://www.iimahd.ernet.in/~graghu/Vikalpa/Kongan_Goa_1995_july_sep_53_70.pdf|work=Vikalpa|title=Konkan Railway Corporation:Choice of Alignment in Goa|author=G. Raghuram|access-date=2008-12-04|archive-url=https://web.archive.org/web/20090304113258/http://www.iimahd.ernet.in/~graghu/Vikalpa/Kongan_Goa_1995_july_sep_53_70.pdf|archive-date=4 March 2009|url-status=dead|df=dmy-all}}</ref> 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 {{convert|27.75|km|mi}} but reduce environmental damage.<ref>{{cite web|url=https://packersandmoversindia.net |archive-url=https://web.archive.org/web/20101230181944/http://packersandmoversindia.net/ |url-status=dead |archive-date=30 December 2010 |work=Online edition of Sunday magazine, March 29 - April 4, 1992|title=ON THE WRONG TRACK|author=Indranil Banerjie|access-date=2009-04-23}}</ref>
| |
| 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 {{quote| ... 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 ...<ref>''Goa Foundation v. Konkan Railway Corporation'', AIR 1992 Bom. 571.</ref> }} 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 {{convert|46|km|mi|adj=on}} between [[Thokur]], {{convert|18|km|mi|adj=on}} from [[Mangalore]], (now [[Mangaluru]]) and [[Udupi]] in [[Karnataka]] entered service, followed by the northern {{convert|47|km|mi|adj=on}} 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 {{convert|52|km|mi}} from Veer to Khed in March 1995, and by a further {{convert|286|km|mi}} from Khed to [[Sawantwadi]] Road in December 1996. The Southern service was extended by {{convert|38|km|mi}} from Udupi to [[Kundapur]] in January 1995, and by a further {{convert|272|km|mi}} to Pernem in [[Goa]] in August 1997.<ref>{{cite web|url=http://www.indianexpress.com/res/web/pIe/ie/daily/19970826/23850403.html|work=Online edition of the Indian Express, dated 1997-08-26|title=Paswan for quality coaches|access-date=2008-12-04}}{{Dead link|date=August 2018 |bot=InternetArchiveBot |fix-attempted=yes }}</ref>
| |
|
| |
| Through services between Mumbai and Mangalore remained on hold due to a problematic tunnel at Pernem, which experienced repeated cave-ins and flooding.<ref>{{cite web|url=http://www.indianexpress.com/res/web/pIe/ie/daily/19970731/21250153.html|work=Online edition of the Indian Express, dated 1997-07-31|title=Jinxed Goan sector derails Konkan dream|author=G.R. Singbal|access-date=2008-12-04}}{{Dead link|date=August 2018 |bot=InternetArchiveBot |fix-attempted=yes }}</ref> The tunnel was finally completed in January 1998, six years after its construction began.<ref>{{cite book|url=https://books.google.com/books?id=1F9QtYSSa0gC|title=Engines of Change|author=Ian J. Kerr|year=2007|isbn=9780275985646|access-date=2008-12-04}}</ref><ref>{{cite web|url=http://www.indianexpress.com/res/web/pIe/ie/daily/19980116/01650794.html|work=Online edition of the Indian Express, dated 1998-01-16|title=Konkan Railway ready to roll, at last|access-date=2008-12-04}}{{Dead link|date=August 2018 |bot=InternetArchiveBot |fix-attempted=yes }}</ref> Through services on the line began after the inauguration of the full {{convert|756.25|km|mi|adj=on}} stretch from Roha to Mangalore on 26 January 1998.<ref>{{cite web|url=https://www.totaljobshub.in/konkan-railway-station-master-result-krcl-cut-off/|archive-url=https://web.archive.org/web/20180626052540/http://totaljobshub.in/konkan-railway-station-master-result-krcl-cut-off/|url-status=dead|archive-date=2018-06-26|work=Online edition of the Indian Express, dated 1998-01-27|title=Vajpayee dedicates Konkan Rly to the nation|author=Sandeep K.M.|access-date=2008-12-04}}</ref> Passenger service on the full route, between Mumbai and Mangalore, began in May 1998.<ref name="Naik">{{cite web|url=https://www.totaljobshub.in/konkan-railway-station-master-result-krcl-cut-off/|work=Online edition of the Indian Express, dated 1998-05-31|title=Naik flags off 'nameless' train|access-date=2008-12-04|url-status=dead|archive-url=https://web.archive.org/web/20130105171854/http://www.indianexpress.com/static/sorry/|archive-date=5 January 2013|df=dmy-all}}</ref>
| |
| [[File:Karwar Railway Station.jpg|thumb|alt=Station platform, with people waiting for a train|[[Karwar railway station]]]]
| |
|
| |
| ==Improvements==
| |
| ===Track doubling===
| |
| According to a study by the railway, track doubling is possible on about {{convert|324|km|mi|adj=on}} which runs on the plains. Several stretches on the {{convert|756.25|km|mi|adj=on}} line can be converted to double track, such as the {{convert|47|km|adj=on}} line from Roha to Veer, which is now doubled. The {{convert|63|km|adj=on}} stretch between Udupi and Mangalore is another candidate. The {{convert|88|km|mi|adj=on}} track from Madure to Vaibhavwadi Road is entirely flat terrain and can easily be converted into Double Track. The {{convert|75.75|km|mi|adj=on}} track from Panvel Junction to Roha has been doubled.<ref>{{cite web|url=http://www.dnaindia.com/mumbai/report-dna-exclusive-konkan-railway-plans-second-line-in-plains-1977181|title=dna exclusive: Konkan Railway plans second line in plains|work=dna|date=11 April 2014}}</ref>
| |
|
| |
| 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 {{INR}}2.5 billion loan, and other funding would be available. The project, expected to cost {{INR}}100 billion, was scheduled for completion by 2020.<ref name=indidoubtrack>{{cite news|url=http://economictimes.indiatimes.com/articleshow/49649809.cms|title=Times of India: Konkan railway to begin work on doubling tracks from November 8|work=Online edition of the Times Of India, dated 2015-11-04}}</ref> In October 2018, the railway announced that the {{convert|45|km|adj=on}} stretch between Roha and Veer would have two tracks by December 2019.<ref name=doubling2019>{{cite web |url=https://www.thehindubusinessline.com/economy/logistics/konkan-railway-network-to-get-10-new-stations-by-dec-2019/article25234936.ece |title=Konkan Railway network to get 10 new stations by Dec 2019| date=16 October 2018 }}</ref>
| |
|
| |
| [[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.<ref>{{cite web|url=https://www.thehindu.com/news/cities/Mangalore/line-doubling-completed-on-roha-veer-section/article36206222.ece|title=Matsyagandha Express is first train to take Roha-Veer double line |work=The Hindu English daily newspaper|date= 1 September 2021 }}</ref>
| |
|
| |
| ===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.<ref>{{Cite web |title=Konkan Rail to complete electrification by June |url=https://mumbaimirror.indiatimes.com/mumbai/other/konkan-rail-to-complete-electrification-by-june/articleshow/81729326.cms}}</ref><ref>{{cite web |title=Konkan Railway to be fully is electrified by December |url=https://www.constructionworld.in/transport-infrastructure/metro-rail-and-railways-infrastructure/konkan-railway-to-be-fully-electrified-by-december/27544}}
| |
| </ref> 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 March 29.
| |
|
| |
| ===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.<ref name=doubling2019/>
| |
|
| |
| ==Operations==
| |
| <!-- Deleted image removed: [[File:100 603.jpg|thumb|[[Matsyaganda Express]] at Diwanakhawati station]] -->
| |
| The {{convert|756.25|km|adj=on}} railway has a total track length of {{convert|900|km}}. Its length through Maharashtra is {{convert|361|km}}, through Karnataka {{convert|239|km}}, and {{convert|156.25|km}} 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.<ref>{{cite web|url=http://www.indianexpress.com/ie/daily/19980126/02650194.html|work=Online edition of the Indian Express, dated 1998-01-26|title=Mumbai Beat : Konkan Rly commissioned|access-date=2009-04-18|url-status=dead|archive-url=https://web.archive.org/web/20130105171854/http://www.indianexpress.com/static/sorry/|archive-date=5 January 2013|df=dmy-all}}</ref> The [[Matsyagandha Express]], running from [[Lokmanya Tilak Terminus]] to Mangalore, began service on 1 May 1998.<ref name="Naik"/> The [[Hazrat Nizamuddin railway station|Hazrat Nizamuddin]]-Mangalore [[Mangala Lakshadweep Express]] was diverted to the route and extended to [[Ernakulam Junction]] on 1 August 1998.<ref>{{cite web|url=http://www.indianexpress.com/res/web/pIe/ie/daily/19980721/20250694.html|work=Online edition of the Indian Express, dated 1998-07-21|title=Mumbai Notes:Mangla Express on Konkan route|access-date=2008-12-10}}{{Dead link|date=August 2018 |bot=InternetArchiveBot |fix-attempted=yes }}</ref> The [[Pune]]-Ernakulam Junction Express was introduced on 25 February 1999.<ref>{{cite web|url=http://www.indianexpress.com/res/web/pIe/ie/daily/19990227/ige27131.html|work=Online edition of the Indian Express, dated 1998-02-26|title=At last, direct from Pune to God's own country|access-date=2008-12-10}}{{Dead link|date=August 2018 |bot=InternetArchiveBot |fix-attempted=yes }}</ref> 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.<ref>{{cite news|url=http://articles.timesofindia.indiatimes.com/2001-10-08/thiruvananthapuram/27231294_1_jaipur-maiden-journey-baroda|archive-url=https://web.archive.org/web/20121022154147/http://articles.timesofindia.indiatimes.com/2001-10-08/thiruvananthapuram/27231294_1_jaipur-maiden-journey-baroda|url-status=dead|archive-date=2012-10-22|title=Jaipur-Ernakulam train begins maiden journey|access-date=2008-12-18|work=[[The Times of India]]|date=2001-10-08}}</ref> The [[Jan Shatabdi Express]] was flagged off between [[Mumbai]] and [[Margao|Madgaon]] (the longest-running Jan Shatabdi) on 16 April 2002 to commemorate Indian Railways' 150th anniversary.<ref>{{cite web|url=http://www.tribuneindia.com/2002/20020417/main5.htm|work=Online edition of the Tribune, dated 2002-04-17|title=First Jan Shatabdi flagged off|author=Tripti Nath|access-date=2008-12-17}}</ref><ref>{{cite web|url=http://pib.nic.in/archieve/lreleng/lyr2002/rapr2002/12042002/r120420021.html|work=Press release, Press Information Bureau, dated 2002-04-12|title=JAN SHATABDI TRAINS - NEW DEFINITION OF PASSENGER COMFORTS IN THE 150TH YEAR|access-date=2009-04-13}}</ref> On 1 February 2008, a [[Garib Rath Express]] between the [[Kochuveli railway station]] in Thiruvananthapuram and [[Lokmanya Tilak Terminus]] began service.<ref>{{cite news|url=http://www.hindu.com/2008/02/02/stories/2008020260930300.htm|archive-url=https://web.archive.org/web/20080206133332/http://www.hindu.com/2008/02/02/stories/2008020260930300.htm|url-status=dead|archive-date=2008-02-06|title=Garib Rath brings Mumbai closer|access-date=2009-04-13|location=Chennai, India|work=[[The Hindu]]|date=2008-02-02}}</ref>
| |
|
| |
| 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.<ref name = "dna1">{{cite web|title=Mumbai-Goa route gets Railways' premium train Tejas|url=http://www.dnaindia.com/india/report-mumbai-goa-route-gets-railways-premium-train-tejas-2260090|website=dna|access-date=15 October 2016|date=30 September 2016}}</ref>
| |
|
| |
| ===Freight===
| |
| [[File:RoRo.jpg|thumb|alt=See caption|A [[RORO]] train at the [[Sawantwadi Road railway station]]]]
| |
| [[File:Konkan Railway 513.JPG|thumb|alt=A train entering a tunnel|Ends of tunnels are chain-locked to prevent landslides and falling rocks.]]
| |
| Freight response to the railway was lukewarm, prompting its corporation to consider reducing its rates.<ref>{{cite web|url=http://www.indianexpress.com/res/web/pIe/ie/daily/19980906/24950744.html|work=Online edition of the Indian Express, dated 1998-09-06|author=Sandeep K.M.|title=Konkan Rly asks Board to reduce "distance inflation"|access-date=2008-12-18}}{{Dead link|date=August 2018 |bot=InternetArchiveBot |fix-attempted=yes }}</ref> With an outstanding debt of {{INR}}33.75 billion, the [[Konkan Railway Corporation|KRCL]] was counting on freight traffic for revenue.<ref>{{cite web|url=http://www.indianexpress.com/res/web/pIe/ie/daily/19980220/05150204.html|work=Online edition of the Indian Express, dated 1998-02-20|title=KRC in dire straits over bridging debt gap|access-date=2008-12-18}}{{Dead link|date=August 2018 |bot=InternetArchiveBot |fix-attempted=yes }}</ref> To attract freight traffic, the corporation began advertising to industries on the route.<ref>{{cite web|url=http://www.indianexpress.com/res/web/pIe/ie/daily/19990130/03050825.html|work=Online edition of the Indian Express, dated 1999-01-30|title=Industry slow in responding to KRC|author=Sandeep K.M.|access-date=2008-12-18}}{{Dead link|date=August 2018 |bot=InternetArchiveBot |fix-attempted=yes }}</ref>
| |
|
| |
| The corporation introduced [[Konkan Railway Corporation#RORO|roll-on/roll-off]] (RORO) service, a [[rolling highway|road-rail system]], on the section between [[Kolad]] (Maharashtra) and [[Verna, Goa]] in 1999;<ref>{{cite web|url=http://pib.nic.in/release/rel_print_page1.asp?relid=949|work=Press release, Press Information Bureau, dated 2004-20-05|title=ROAD-RAIL SYNERGY SYSTEM|access-date=2008-12-22}}</ref> it was extended to the [[Surathkal railway station]] in [[Karnataka]] in 2004.<ref>{{cite news|url=http://www.business-standard.com/india/storypage.php?autono=186663|work=Online edition of the Business Standard, dated 2004-06-16|title=New Konkan Rly service begins|access-date=2008-12-22}}</ref><ref>{{cite web|url=http://www.thehindubusinessline.com/2004/06/12/stories/2004061200931900.htm|work=Online edition of The Hindu Business Line, dated 2004-06-11|title=RORO service again on Konkan Railway|access-date=2008-12-22}}</ref> The RORO service, the first of its kind in India, allowed trucks to be transported on [[Flatcar#Intermodal freight use|flatcars]]. It has been popular,<ref name="RORO Popularity Article - The Hindu Business Line" /> carrying about 1.6 million trucks and earning over {{INR}}1.2 billion by 2009.<ref>{{cite web|url=http://www.konkanrailway.com/website/press_2005/RO-RO%20earning%20crosses%20120%20cr%20mark%20-%20040609.pdf|work=Official webpage of the Konkan Railway Corporation|title=KONKAN RAILWAY EARNS OVER 120 Cr FROM RO-RO SERVICE|access-date=2009-06-08}}{{Dead link|date=August 2018 |bot=InternetArchiveBot |fix-attempted=yes }}</ref>
| |
|
| |
| ==<span id="Difficulties"></span>Safety==
| |
| The terrain and weather of the [[Konkan]] region have caused problems for the railway. During the 1998 [[monsoon]], torrential rains triggered [[landslide]]s which washed away tracks and disrupted service.<ref>{{cite web|url=http://www.indianexpress.com/res/web/pIe/ie/daily/19980714/19550644.html|work=Online edition of the Indian Express, dated 1998-07-14|title=Konkan trains back to normal|access-date=2009-01-06}}{{Dead link|date=August 2018 |bot=InternetArchiveBot |fix-attempted=yes }}</ref> Despite the corporation's efforts to address the problems through engineering (such as protective netting along [[Cut (earthworks)|cuttings]] to prevent boulders from rolling onto the tracks), the problems recurred each year.<ref>{{cite web|url=http://www.indianexpress.com/res/web/pIe/ie/daily/19990719/ige19045.html|work=Online edition of the Indian Express, dated 1999-07-19|title=Landslides and boulders block Konkan Rly's path|access-date=2009-01-06}}{{Dead link|date=August 2018 |bot=InternetArchiveBot |fix-attempted=yes }}</ref><ref>{{cite web|url=http://www.indiaenvironmentportal.org.in/node/93724|work=Online edition of the Pioneer, dated 2000-07-13|title=Konkan Railway suspends operations due to landslips|access-date=2009-01-06}}</ref>
| |
|
| |
| The line's [[Vaibhavwadi train crash|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.<ref>{{cite web|url=http://lists.goanet.org/pipermail/goanet-goanet.org/2003-June/088927.html|work=Goanet|title=Konkan Railway Mishap : No Anti-Collision Device fitted|access-date=2008-01-06|archive-url=https://archive.today/20120709233851/http://lists.goanet.org/pipermail/goanet-goanet.org/2003-June/088927.html|archive-date=9 July 2012|url-status=dead|df=dmy-all}}</ref> An inquiry reported that the cause of the accident was the failure of a cutting due to the lack of monsoon patrolling.<ref name="Inquiry">{{cite web|url=http://civilaviation.nic.in/ccrs/accidents/2003-2004/DETAILS%20OF%20%20ACCIDENTS/ACCIDENT(ix)%20OF%202003-2004.htm|work=Official webpage of the Commissioner of Railway Safety|title=Report of Commissioner of Railway Safety|access-date=2009-06-01|archive-url=https://web.archive.org/web/20090410083054/http://civilaviation.nic.in/ccrs/accidents/2003-2004/DETAILS%20OF%20%20ACCIDENTS/ACCIDENT(ix)%20OF%202003-2004.htm|archive-date=10 April 2009|url-status=dead|df=dmy-all}}</ref> 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).<ref name="Inquiry"/> Shortly after the accident, however, the corporation announced that it would enhance safety measures on the route.<ref>{{cite web|url=http://www.hinduonnet.com/2003/06/26/stories/2003062604551200.htm|archive-url=https://archive.today/20130125094024/http://www.hinduonnet.com/2003/06/26/stories/2003062604551200.htm|url-status=usurped|archive-date=25 January 2013|work=Online edition of The Hindu|date=26 June 2003|title=Konkan Railway to run inspection locomotives|access-date=2009-01-06}}</ref><ref>{{cite web|url=http://www.konkanrailway.com/website/bulliten/safety_enhancing_%20measures_taken.htm|work=Official webpage of Konkan Railway Corporation|title=Geological Challenges & New Solutions by Konkan Rly|access-date=2009-01-06|archive-url=https://web.archive.org/web/20080119143140/http://www.konkanrailway.com/website/bulliten/safety_enhancing_%20measures_taken.htm|archive-date=19 January 2008|url-status=dead|df=dmy-all}}</ref>
| |
|
| |
| Barely a year later, the measures were found inadequate when a [[Karanjadi train crash|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.<ref>{{cite news|url=http://news.bbc.co.uk/1/hi/world/south_asia/3815573.stm|work=BBC News, dated 2004-06-17|title=Rail crash due to 'natural cause'|access-date=2009-01-06 | date=2004-06-17}}</ref><ref>{{cite news|url=http://www.telegraphindia.com/1040617/asp/nation/story_3381886.asp|archive-url=https://archive.today/20130203225751/http://www.telegraphindia.com/1040617/asp/nation/story_3381886.asp|url-status=dead|archive-date=3 February 2013|work=Online edition of the Tribune, dated 2004-06-17|title=Showpiece to death train: by boulders|author=Chandrima S. Bhattacharya|access-date=2009-01-06|date=2004-06-17}}</ref> Again, the corporation insisted that the accident was due to forces of nature.<ref>{{cite news|url=http://www.hindu.com/2004/06/17/stories/2004061706301100.htm|archive-url=https://web.archive.org/web/20040813145706/http://www.hindu.com/2004/06/17/stories/2004061706301100.htm|url-status=dead|archive-date=2004-08-13|title=Nature's fury caused derailment: Konkan Railway|access-date=2009-01-06|location=Chennai, India|work=[[The Hindu]]|date=2004-06-17}}</ref><ref>{{cite news|url=http://www1.timesofindia.indiatimes.com/articleshow/742563.cms|work=Online edition of the Times of India, dated 2004-06-16|title=Mother Nature plays the spoiltsport|author=Stanly Pinto|access-date=2009-01-06|date=2004-06-16}}</ref> Questions were then raised about the safety and reliability of the Konkan Railway.<ref>{{cite news|url=http://articles.timesofindia.indiatimes.com/2004-06-17/india/27148210_1_boulders-konkan-railways-railway-staff|archive-url=https://web.archive.org/web/20121022235306/http://articles.timesofindia.indiatimes.com/2004-06-17/india/27148210_1_boulders-konkan-railways-railway-staff|url-status=dead|archive-date=2012-10-22|title=Technical fault or just boulders? Probe on|author=Bisheshwar Mishra|access-date=2009-01-06|work=[[The Times of India]]|date=2004-06-17}}</ref><ref>{{cite web|url=http://www.financialexpress.com/news/how-safe-is-railways-safety-measures/108342/|work=Online edition of the Financial Express, dated 2004-06-17|title=How Safe Is Railways' Safety Measures?|date=17 June 2004|access-date=2009-01-06}}</ref> An inquiry by the Commissioner of Railway Safety ruled that the accident was caused by the "falling of boulders and earth" on the tracks.<ref>{{cite web|url=http://civilaviation.nic.in/ccrs/accidents/2004-2005/DETAILS%202004-2005/ACCIDENT(iv)%20OF%202004-2005.htm|work=Official webpage of the Commissioner of Railway Safety|title=Report of Commissioner of Railway Safety|access-date=2009-01-06|archive-url=https://web.archive.org/web/20090410083737/http://civilaviation.nic.in/ccrs/accidents/2004-2005/DETAILS%202004-2005/ACCIDENT(iv)%20OF%202004-2005.htm|archive-date=10 April 2009|url-status=dead|df=dmy-all}}</ref> After the report was issued, the corporation implemented its recommendations. These included reducing train speeds during the monsoon to {{convert|75|km/h|mph|abbr=on}} from {{convert|120|km/h|mph|abbr=on}} and engineering measures such as boulder netting, [[shotcrete|shotcreting]], [[rock bolt]]ing, [[micropile|micropiling]] and [[vetiver]] plantations along the line to improve safety.<ref>{{cite web|url=http://www.konkanrailway.com/website/press_2005/Monsoon%20safety%20work-2008.pdf|work=Official webpage of the Konkan Railway Corporation|title=Konkan Railway gears up for the monsoon|access-date=2009-04-13|archive-url=https://web.archive.org/web/20100202013058/http://www.konkanrailway.com/website/press_2005/Monsoon%20safety%20work-2008.pdf|archive-date=2 February 2010|url-status=dead|df=dmy-all}}</ref><ref>{{cite web|url=http://www.konkanrailway.com/website/bulliten/write-up-geosafety-08-01-08.pdf|work=Official webpage of the Konkan Railway Corporation|title=Geotech safety works|access-date=2009-04-13}}{{Dead link|date=August 2018 |bot=InternetArchiveBot |fix-attempted=yes }}</ref>
| |
|
| |
| A goods train carrying fertilizers derailed between Diwankhavti and Khed station(83/7Km)at 15.57 Hrs on 10 May 2020. This happened during Covid-19 virus lockdown when regular passenger and goods trains were stopped by Central or Union government of India. There was no injury or casualty.<ref>{{cite web|url=http://www.konkanrailway.com/press/details/1041|title=Derailment of Goods Train10-May-2020|access-date=18 May 2020}}</ref> Traffic resumed on the railway on 13 May 2020 at 9.15 Hrs.{{cite web |url=https://konkanrailway.com/press/details/1042 |last=Railways |first=Konkan |date=16 Jan 2023 |title=Restoration of tracks13-May-2020 |access-date=16 Jan 2023}}</ref>
| |
|
| |
| ==See also==
| |
| * [[Indian Railways]]
| |
| * [[Konkan Railway Corporation]]
| |
|
| |
| ==References==
| |
| {{Reflist}}
| |
|
| |
| ==External links==
| |
| {{Commons category}}
| |
| *{{Official website|http://www.konkanrailway.com/|Official website of Konkan Railway}}
| |
| *{{Official website|http://www.indianrail.gov.in/|Official website of Indian Railways}}
| |
|
| |
| {{Indian Railways}}
| |
| {{Railways in Western India}}
| |
| {{Konkan Railway}}
| |
| {{Authority control}}
| |
|
| |
| [[Category:Konkan Railway| ]]
| |
| [[Category:Railway lines opened in 1998]]
| |
| [[Category:Zones of Indian Railways]]
| |
This page is a redirect. The following categories are used to track and monitor this redirect: