RailFans don't miss their train. Why? Because they go to the station HOURS before the actual departure of their Train - to watch OTHER trains depart. - Prince Maan

Yes I am not saying it's related I said sequence on existence of route the KCG Dhone came later after 1910 itself na.. and one more thing about Reconnaissance survey of 1906 I am not aware of it but if that survey was feasible then they would be not demanding Gadag Wadi it will be Koppal Wadi actually the final and exact survey done after 4 years in 1910 and that was between Gadag Wadi as Gadag was junction and existed since from 1882 or 1884 itself on MG track as a famine MG route from Gadag to Hotgi by SMR Railways the same one from Gadag extended towards east to londa and west later towards to HPT by same SMR and GTL BAY HPT I think those where under MSM Railway of Madras on those days..
CT...
more...

walker tried for final survey between Wadi to Gadag with same Mineral and Granite sources of ilkal on those days and also ppl of old age saying that time foundation stone was also laid for this line by Lal bahadur shastriji but it couldnt make its way into reality and now after so many days it's got sanctioned but line not going from Gadag simply in records still kept Gadag wadi or need to make From Gadag to wadi or chance the name Talkal wadi in records and pink book..

Regarding KCG Dhone route another story
When Gadag was under UBL division of SCR their was continuous demand for GC from Meter Guage to Broad Guage of Gadag Solapur MG line but Corrupted politicians for Bus lobby was always trying to delay the project and it dragged nearly I think 13 years for GC of 300km and amount was sanctioned but no one was utilising it for GC due to buss lobby politicians pressure and that time some of the amount transfered to Mahbubnagar GC works as both sections were under SCR so that time KCG Dhone /GTL became BG line and This Gadag Solapur line in phases from 1994/1995 upto 2008 it took to be complete BG line...
more...

from Gadag to Solapur. Instead of that much time the line quality of works was third class no proper alignment steep curves no line banking in curves and signaling works were also poor which GM itself told when ppl demand him run trains at faster pace then he replied line not upto that standards to run trains faster and need improvements in signaling also.. now recently some stretches made speeds of 60 to 80km and some of 90mps but trains don't cross 90 mps in whole stretch except Between Lakhmapur Badami and some section between Bijapur and Solapur.. These all things I got from inside job of railways employees as I know most of railway employees of old age I use to discuss with them of past railway system in this area so that time I come to know all these things which I shared to you.. I don't have any paper clips or websites to refer this with them and also I don't think any railway zone or division will publish or let to publish such inside matter in any publications too..

Thanks for taking the efforts and sharing the information, sir!
You are partly correct. The North-South MG link was in consideration from 1904 itself. While the route was opened fully in 1928, construction started before 1910. KRNT-DHNE section was opened in 1909. PAU-Hingoli was also constructed in parallel and opened in 1912. After that there was a long gap. As I said, the onset of World war 1 and change in British priorities put these projects on the backseat and further construction went on only in bits and pieces. SC-MBNR was delayed by the war and completed in 1916, but the remainder of the link was only completed 12 years later. On the North end...
more...

the link wasn't even completed until 1960.
The C.T.Walker survey isn't the only survey that was carried out. When the Gadag-Wadi (The line was called by this name only, irrespective of the take-off point in different surveys) line was not sanctioned, more surveys were carried out in the same time period (Raibag-Bagalkot-Hunagund-Ilkal, Raichur-Koppal, Raichur-Sindhanur-Kushtagi-Badami being the notable ones), but the Madras-Bombay route was never particularly favored by the British, and none of these saw the light of the day, despite being requested for, from the late 1920's.

Another official account of a Hyderabad-Gadag link dating from April, 1913. By this time, the idea of a Wadi-Gadag line seems to have been abandoned to avoid the break of gauge at Wadi, and instead, a Hyderabad-Gadag line was surveyed by the Nizam's State railway.
click here
They mention that surveys were being done/completed for a line from SC to Krishna (near present-day Gadwal), Krishna to Raichur, Raichur to Hatti and onward to Gadag via Lingsugur. Construction for this line was started from the SC end by...
more...

the Nizam's railway. during WW1, the line till MBNR was completed and the rest of the plan was abandoned to focus on other BG routes. Further construction only happened in bits and reaching Gadwal on July 20th, 1925. At this point, as the MG route from Gadag to KRNT was already available, the final section was constructed between KRNT-Gadwal and the remaining lines were dropped. In fact, this was among the last MG links constructed by the Nizam.