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Contents

   



(Top)
 


1 History  



1.1  Background  





1.2  Challenges  





1.3  Controversy  





1.4  Completion  







2 Improvements  



2.1  Track doubling  





2.2  Electrification  





2.3  New stations  







3 Operations  



3.1  Passenger  





3.2  Freight  







4 Safety  





5 See also  





6 References  





7 Further reading  





8 External links  














Konkan Railway zone







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From Wikipedia, the free encyclopedia
 

(Redirected from Konkan Railway)

Konkan Railway zone
Overview
StatusOperational
OwnerMinistry of Railways
LocaleKonkan, India
Termini
  • Thokur, Karnataka
  • Stations69
    Websitekonkanrailway.com
    Service
    TypeRegional rail
    Operator(s)Konkan Railway Corporation
    Depot(s)Verna
    History
    Opened26 January 1998; 26 years ago (1998-01-26)
    Technical
    Line length756.25 km (469.91 mi)
    Number of tracks1
    Track gauge1,676 mm (5 ft 6 in)
    ElectrificationYes
    Operating speed120 km/h (75 mph)

    Route map

    km

    toPanvel (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

    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

    state
    border
    RN
    KAWR
    limits

    Terekhol River

    Pernem Tunnel
    (tunnel 69)
    km
    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

    tunnel 71

    429.800
    Verna

    434.800
    Majorda Junction

    Suravali

    442.460
    Madgaon 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

    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)

    to New Mangalore Port

    740.000
    Jokatte

    to Hassan Junction (MYS)

    toMangalore Junction (PGTTooltip Palakkad railway division)
    km
    See caption
    Bilingual Konkan Railway Zone initials
    Map of west-central India
    Route map
    Indian Railways zone map; 17 is Konkan Railway
    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 BelapurinNavi 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.[1] 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.[2]

    History

    [edit]

    Background

    [edit]
    Another view from a train
    Crossing a long bridge between two hills
    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.[3]

    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.[4] 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.[5] 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.[6]

    Challenges

    [edit]

    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)[7] and 92 tunnels and was the largest railway project of the century in Asia.[8] 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.[9] 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.[10]

    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.[11] This was India's first use of incremental launch bridge-building.[12] 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.[13] Nineteen lives and four years were lost in the construction of the soft-soil tunnels alone,[13] 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.[14]

    Controversy

    [edit]

    InGoa, 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.[15] 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.[16]

    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 ...[17]

    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

    [edit]

    In March 1993, the southern 46-kilometre (29 mi) between Thokur, 18-kilometre (11 mi) from Mangalore, (now Mangaluru) and UdupiinKarnataka 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.[18]

    Through services between Mumbai and Mangalore remained on hold due to a problematic tunnel at Pernem, which experienced repeated cave-ins and flooding.[19] The tunnel was finally completed in January 1998, six years after its construction began.[20][21] 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.[22] Passenger service on the full route, between Mumbai and Mangalore, began in May 1998.[23]

    Station platform, with people waiting for a train
    Karwar railway station

    Improvements

    [edit]

    Track doubling

    [edit]

    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.[24]

    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.[25] In October 2018, the railway announced that the 45-kilometre (28 mi) stretch between Roha and Veer would have two tracks by December 2019.[26]

    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.[27]

    Electrification

    [edit]

    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.[28][29] 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

    [edit]

    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.[26]

    Operations

    [edit]

    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

    [edit]

    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.[30] The Matsyagandha Express, running from Lokmanya Tilak Terminus to Mangalore, began service on 1 May 1998.[23] The Hazrat Nizamuddin-Mangalore Mangala Lakshadweep Express was diverted to the route and extended to Ernakulam Junction on 1 August 1998.[31] The Pune-Ernakulam Junction Express was introduced on 25 February 1999.[32] 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.[33] 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.[34][35] On 1 February 2008, a Garib Rath Express between the Kochuveli railway station in Thiruvananthapuram and Lokmanya Tilak Terminus began service.[36]

    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 TerminustoKarmali railway station in Goa. It covered 552 km (342 mi) in eight hours and 30 minutes.[37]

    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 TerminustoMadgaon Junction railway station in Goa. It covers 581 km (361 mi) in eight hours.

    Freight

    [edit]
    See caption
    ARORO train at the Sawantwadi Road railway station
    A train entering a tunnel
    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.[38] With an outstanding debt of 33.75 billion, the KRCL was counting on freight traffic for revenue.[39] To attract freight traffic, the corporation began advertising to industries on the route.[40]

    The corporation introduced roll-on/roll-off (RORO) service, a road-rail system, on the section between Kolad (Maharashtra) and Verna, Goa in 1999;[41] it was extended to the Surathkal railway stationinKarnataka in 2004.[42][43] The RORO service, the first of its kind in India, allowed trucks to be transported on flatcars. It has been popular,[1] carrying about 1.6 million trucks and earning over 1.2 billion by 2009.[44]

    Safety

    [edit]

    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.[45] 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.[46][47]

    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.[48] An inquiry reported that the cause of the accident was the failure of a cutting due to the lack of monsoon patrolling.[49] 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).[49] Shortly after the accident, however, the corporation announced that it would enhance safety measures on the route.[50][51]

    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.[52][53] Again, the corporation insisted that the accident was due to forces of nature.[54][55] Questions were then raised about the safety and reliability of the Konkan Railway.[56][57] An inquiry by the Commissioner of Railway Safety ruled that the accident was caused by the "falling of boulders and earth" on the tracks.[58] 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.[59][60]

    A goods train carrying fertilizers derailed between Diwankhavti and Khed stations (83/7Km[clarification needed]) 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.[61] Traffic resumed on the railway on 13 May 2020 at 09:15.[62]

    See also

    [edit]

    References

    [edit]
    1. ^ a b S. Vydhianathan. "Convergence on the Konkan Railway". Online edition of The Hindu, dated 2003-14-11. Archived from the original on 27 June 2006. Retrieved 22 December 2008.{{cite web}}: CS1 maint: unfit URL (link)
  • ^ Dinesh Jangid (18 August 2018). "KRCL Recruitment 2018 – Apply Online 100 Trackman Pointsman Posts". Retrieved 18 December 2019.
  • ^ https://eparlib.nic.in/bitstream/123456789/1621/1/lsd_02_05_25-08-1958.pdf page 53
  • ^ "George Fernandes, the Konkan Man". 29 January 2019. Retrieved 28 October 2020.
  • ^ https://eparlib.nic.in/bitstream/123456789/3086/1/lsd_07_01_01-02-1980.pdf Page no. 39
  • ^ 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]
  • ^ "Ten top Indian rail journeys". TheGuardian.com. 17 September 2010.
  • ^ "Swedish Contribution to the Konkan Railway Construction Project in India". SIDA. 16 April 2002. Retrieved 27 April 2020.
  • ^ "LAND ACQUISITION" (PDF). Official webpage of the Konkan Railway Corporation. Archived from the original (PDF) on 4 March 2009. Retrieved 4 December 2008.
  • ^ "Construction" (PDF). Official webpage of the Konkan Railway Corporation. Archived from the original (PDF) on 10 October 2008. Retrieved 4 December 2008.
  • ^ "Railway Bridges Across Zuari and Mandovi Rivers, Goa" (PDF). Official webpage of AFCONS. Archived from the original (PDF) on 4 March 2009. Retrieved 4 December 2008.
  • ^ "Bridges:Panval Nadi Viaduct". Official webpage of SPA Consultants. Archived from the original on 22 February 2008. Retrieved 4 December 2008.
  • ^ a b "TRIBUNE : ITA Newsletter, dated June 2008" (PDF). Official webpage of ITA-AITES. Archived from the original (PDF) on 4 March 2009. Retrieved 12 April 2008.
  • ^ https://164.100.77.150/bitstream/123456789/150706/1/PQ_175_07121995_U1063_p87_p87.pdf
  • ^ G. Raghuram. "Konkan Railway Corporation:Choice of Alignment in Goa" (PDF). Vikalpa. Archived from the original (PDF) on 4 March 2009. Retrieved 4 December 2008.
  • ^ Indranil Banerjie. "ON THE WRONG TRACK". Online edition of Sunday magazine, March 29 - April 4, 1992. Archived from the original on 30 December 2010. Retrieved 23 April 2009.
  • ^ Goa Foundation v. Konkan Railway Corporation, AIR 1992 Bom. 571.
  • ^ "Paswan for quality coaches". Online edition of the Indian Express, dated 1997-08-26. Retrieved 4 December 2008.[permanent dead link]
  • ^ G.R. Singbal. "Jinxed Goan sector derails Konkan dream". Online edition of the Indian Express, dated 1997-07-31. Retrieved 4 December 2008.[permanent dead link]
  • ^ Ian J. Kerr (2007). Engines of Change. ISBN 9780275985646. Retrieved 4 December 2008.
  • ^ "Konkan Railway ready to roll, at last". Online edition of the Indian Express, dated 1998-01-16. Retrieved 4 December 2008.[permanent dead link]
  • ^ Sandeep K.M. "Vajpayee dedicates Konkan Rly to the nation". Online edition of the Indian Express, dated 1998-01-27. Archived from the original on 26 June 2018. Retrieved 4 December 2008.
  • ^ a b "Naik flags off 'nameless' train". Online edition of the Indian Express, dated 1998-05-31. Archived from the original on 5 January 2013. Retrieved 4 December 2008.
  • ^ "dna exclusive: Konkan Railway plans second line in plains". dna. 11 April 2014.
  • ^ "Times of India: Konkan railway to begin work on doubling tracks from November 8". Online edition of the Times Of India, dated 2015-11-04.
  • ^ a b "Konkan Railway network to get 10 new stations by Dec 2019". 16 October 2018.
  • ^ "Matsyagandha Express is first train to take Roha-Veer double line". The Hindu English daily newspaper. 1 September 2021.
  • ^ "Konkan Rail to complete electrification by June".
  • ^ "Konkan Railway to be fully is electrified by December".
  • ^ "Mumbai Beat : Konkan Rly commissioned". Online edition of the Indian Express, dated 1998-01-26. Archived from the original on 5 January 2013. Retrieved 18 April 2009.
  • ^ "Mumbai Notes:Mangla Express on Konkan route". Online edition of the Indian Express, dated 1998-07-21. Retrieved 10 December 2008.[permanent dead link]
  • ^ "At last, direct from Pune to God's own country". Online edition of the Indian Express, dated 1998-02-26. Retrieved 10 December 2008.[permanent dead link]
  • ^ "Jaipur-Ernakulam train begins maiden journey". The Times of India. 8 October 2001. Archived from the original on 22 October 2012. Retrieved 18 December 2008.
  • ^ Tripti Nath. "First Jan Shatabdi flagged off". Online edition of the Tribune, dated 2002-04-17. Retrieved 17 December 2008.
  • ^ "JAN SHATABDI TRAINS - NEW DEFINITION OF PASSENGER COMFORTS IN THE 150TH YEAR". Press release, Press Information Bureau, dated 2002-04-12. Retrieved 13 April 2009.
  • ^ "Garib Rath brings Mumbai closer". The Hindu. Chennai, India. 2 February 2008. Archived from the original on 6 February 2008. Retrieved 13 April 2009.
  • ^ "Mumbai-Goa route gets Railways' premium train Tejas". dna. 30 September 2016. Retrieved 15 October 2016.
  • ^ Sandeep K.M. "Konkan Rly asks Board to reduce "distance inflation"". Online edition of the Indian Express, dated 1998-09-06. Retrieved 18 December 2008.[permanent dead link]
  • ^ "KRC in dire straits over bridging debt gap". Online edition of the Indian Express, dated 1998-02-20. Retrieved 18 December 2008.[permanent dead link]
  • ^ Sandeep K.M. "Industry slow in responding to KRC". Online edition of the Indian Express, dated 1999-01-30. Retrieved 18 December 2008.[permanent dead link]
  • ^ "ROAD-RAIL SYNERGY SYSTEM". Press release, Press Information Bureau, dated 2004-20-05. Retrieved 22 December 2008.
  • ^ "New Konkan Rly service begins". Online edition of the Business Standard, dated 2004-06-16. Retrieved 22 December 2008.
  • ^ "RORO service again on Konkan Railway". Online edition of The Hindu Business Line, dated 2004-06-11. Retrieved 22 December 2008.
  • ^ "KONKAN RAILWAY EARNS OVER 120 Cr FROM RO-RO SERVICE" (PDF). Official webpage of the Konkan Railway Corporation. Retrieved 8 June 2009.[permanent dead link]
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  • ^ "Landslides and boulders block Konkan Rly's path". Online edition of the Indian Express, dated 1999-07-19. Retrieved 6 January 2009.[permanent dead link]
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  • ^ "Konkan Railway Mishap : No Anti-Collision Device fitted". Goanet. Archived from the original on 9 July 2012. Retrieved 6 January 2008.
  • ^ a b "Report of Commissioner of Railway Safety". Official webpage of the Commissioner of Railway Safety. Archived from the original on 10 April 2009. Retrieved 1 June 2009.
  • ^ "Konkan Railway to run inspection locomotives". Online edition of The Hindu. 26 June 2003. Archived from the original on 25 January 2013. Retrieved 6 January 2009.{{cite web}}: CS1 maint: unfit URL (link)
  • ^ "Geological Challenges & New Solutions by Konkan Rly". Official webpage of Konkan Railway Corporation. Archived from the original on 19 January 2008. Retrieved 6 January 2009.
  • ^ "Rail crash due to 'natural cause'". BBC News, dated 2004-06-17. 17 June 2004. Retrieved 6 January 2009.
  • ^ Chandrima S. Bhattacharya (17 June 2004). "Showpiece to death train: by boulders". Online edition of the Tribune, dated 2004-06-17. Archived from the original on 3 February 2013. Retrieved 6 January 2009.
  • ^ "Nature's fury caused derailment: Konkan Railway". The Hindu. Chennai, India. 17 June 2004. Archived from the original on 13 August 2004. Retrieved 6 January 2009.
  • ^ Stanly Pinto (16 June 2004). "Mother Nature plays the spoiltsport". Online edition of the Times of India, dated 2004-06-16. Retrieved 6 January 2009.
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  • ^ "Derailment of Goods Train10-May-2020". Retrieved 18 May 2020.
  • ^ "Konkan Railway". konkanrailway.com. Retrieved 16 December 2023.
  • Further reading

    [edit]
    • 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.
    [edit]
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