Sanctioning Rs 1500 crores for doubling a stretch i.e. Roha-Veer (47km), Thokur-Byndoor (112km), which are relatively straighter one and without significant tunnels/bridges, is a welcome step as an immediate measure to ease the congestion of super saturated KR track.
With proposed hinterland connectivity of KR through Vaibhavwadi-Kolhapur, Chiplun-Karad & Ankola-Hubli new rail lines; Port linking new line project between Jaigadh-Dighi, Development of new ports along the Konkan route, doubling of ongoing Hospet-Vasco line, New rail terminus at Panvel etc coming through in future, the traffic on KR is poised to take quantum leaps. In order to ensure development of Konkan region & KR, doubling of full stretch of KRly cannot be deferred for long time. Already there is old and...
more... huge demand for providing direct connectivity from Goa through KR to Central, SE, E & NE India, which has not yet been met due to capacity & connectivity constraints associated with KR.
Doubling of KR should have been started at least 10 years back in order to keep pace with the rising traffic demand. Today, in order to compensate for the lost time, full KR stretch should be taken up for doubling. If it is not possible for want of funds, then at least the critical & tougher sections should be taken up earlier so that the entire project could be completed in phased & time bound manner. Else doubling of KR may take even two decades or more with very high cost escalation.
Konkan terrain is a mountainous one with loose laterite soil along the large stretches of route, thereby making railway line construction very difficult, costly and time taking. KR has experienced a lot of difficulties during its construction. Survey & construction of KR was taken up about 3 decades back and a track with circuitous route around the mountains with large number of sharp curves was built in present alignment, keeping in view the prevailing technology and construction practices. As a result the route length of KR increased to 741 kms (where as straight line distance could be around 600kms only). Further, the trains move at slower speed along curves resulting in even longer journey time. Semi High Speed trains 200kmph+ can never be introduced on KR with present alignment.
It may be interesting to note that route length of KR got reduced significantly to 741kms when it was resurveyed in around 1990 before taking up construction, due to technological developments pertaining to construction techniques which had taken up by then. Thanks to Mr Sreedharan who had a long term vision, opted for the latest technology (available at that time) and shorter route.
Today a construction technology has developed a lot since 1990. Drones can be used for extensive and quick survey High speed tunnel boring machines can dig long tunnels (10kms+ length) at ease and many more developments have taken place. Hence option of constructing a much shorter, much faster & much straighter track, which can be upgraded for operating trains at high speeds( 200+ kmph ) in future without any change in alignment, must be considered. Straighter alignment is most likely to call for construction of bigger tunnels. Trains running at mps through such route without any permanent speed restrictions (due to elimination of curves), can easily save about 25% of running time. With operation of Semi High Speed trains, the time saving shall be much more. Other benefit is lesser operation maintenance cost and larger savings. The biggest benefit shall be tremendous boost to tourism sector in Konkan area which is struggling to take off since few years and boost to Goa as well.
It is time to conduct extensive survey and soil testing etc and finalize the new alignment so that land acquisition can be started early and construction can be completed without much practical difficulties.
