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Konkan Railway Route Map Pdf Konkan railway route map pdf Continue Edit this map Read more of the Railway Corporation in India Konkan RailwayOverStatusOperationalThe ownership ofMinisterion, IndiaTerminiRoha, MaharashtraTokur, KarnatakaStations67Websitewww.konkanrailway.comServiceRegional railOperator (s) Concan Railway CorporationDepot (s) VernaHistoryOpened26 22 года назад (1998-01-26)TechnicalLine длина736 км (457,33 миль)Количество треков1Track колеи1,676 мм (5 футов 6 дюймов)ЭлектрификацияВ прогрессеОперация скорости120 км / ч (75 миль / ч) Маршрут карта Легенда км в Панвел (CSTM) 0 Роха (RN) 13 Kolad 24dapur 30 Мангаон 41 Горегаон-роуд 47 Veer 55 Сапе Wamane 63 Каранджади 71 Винхере Натувади тоннеля 4 км2 mi 81 Диванхавати 98 Хед 112 Anjani 128 Chiplun Chiplun тоннеля 2 км1 миль 138 Камате Саварде тоннеля 3 км2 147 Saward Мост Шастри Парчури Туннель 3 km2 mi 150 Aravali Gad Bridge 171 Sangameshwar 184 Ukshi Karbude Тоннель 6 km4 mi 197 Bhoke 203 Ратнагири Панвали Виадук Tike Тоннель 4 km2 mi 219 Nivasar 235 Adavali Berdewadi Тоннель 4 km2 mi 250 Vilavade 267 Раджапур-роуд 284 Vaibhavwadi Road 299 Nandgaon Road 314 Канкавали 333 Синдхудург 343 Kudal 353 Зарап 364 Савантвади Road 371 Мадуре МахараштраГоа границы RNKAWR границы тоннель 1 км1 mi 382 393 Тивим Mandovi Мост 411 Кармали Куари Мост 427 Верна v Vasco da Gama 432 Mayorda Junction 435 Suravali 438 Madgaon Junction at Londa Junction 456 Bally Barsem Tunnel 3 km2 mi 472 Hanakona 482 Loli Go State Karnataka 492 Asnoti Kalin Adadi Bridge 500 Carvar Carvar Tunnel 3 km2 mi 513 Harwada 528 Ankola 526 Gokarna Road 555 Kumta 568 Honnavar Sharavati Bridge 586 Manki 595 Murdeshwar 603 Chitrapur 609 Bhatkal 617 Shiror 625 Mukambika Road Byndoor 631 Bijoor 644 Senapura 658 Kundapur 674 Barkur 690 Udupi 700 Vnanje 706 Padubi dri 715 Nandikoor 723 Mulki 732 Surathkal 736 Thokur (KAWR) Gurupur River in Hassan Junction (MYS) at Mangalore Junction (PGT) km Bilingual Concan Railway Area initials Route map of Indian railways map zone map; 17 is the Concan Railway in The Concan Horse Railway (short for KR) is a railway operated by the Concan Railway Corporation, headquartered in the Belapur CBD in Navi Mumbai, Maharashtra State, India. The first passenger train collided on the Konkan railway tracks on 20 March 1993 between Udupi and Mangalore. During the first years of operation in the mountainous region of Concan, a number of accidents prompted the Konkan Railway to introduce new technologies. Collision control devices, Sky Bus and roll-on/roll-off are among the railroad's innovations. The 741 km long line connects the states of Maharashtra, Goa and Karnataka. The first train on the completed track was dispatched on 26 January 1998. Investments in the Horsen Railway: Central Government 51% Maharashtra Government 22% Karnataka government 15% Kerala and Goa government 6% rail project project The distance between Mumbai and Kochi at 650 km. History of von Crossing the long bridge between the two hills entering the Chiplun Railway Tunnel The first phase of the Konkan Railway was a 62-kilometer (39 mile) section from Aptaa to Roja. It was adopted by the Planning Commission and the project was included in the 1978-1979 budget with an estimated cost of ₹ 11.19 billion. The length of the railway from Apta to Mangalore was estimated at 890 km (550 miles), and its cost in 1976 was estimated at ₹2.39 billion. The final survey for the Apta Roja Dasgaon section was conducted between 1974 and 1975. The project involved more than 2,000 bridges (of which the Panvalnadi Bridge is the tallest viaduct in India) and 92 tunnels and was the largest railway project of the century in Asia. One of the main problems was the acquisition of land from some 43,000 landowners. When the Concan Railway Corporation (KRCL) began asking people to hand over property that had been owned by them for generations, many (convinced of the importance of the project) did so voluntarily. This has led to the completion of the process in one year. The terrain and elements were complex; flash floods, landslides and collapsed tunnels have affected work in many parts of the project. Thick-forest construction sites were often visited by wild animals. The route crosses three states (Maharashtra, Goa and Karnataka), each of which has agreed to provide funding. The authorized share capital was increased between 1996 and 1997 from ₹6 billion to ₹8 billion, with the Government of India taking a 51 per cent stake; the rest went to Maharashtra (22 per cent), Karnataka (15 per cent), Kerala (6 per cent) and Goa (6 per cent). Contracts for the project were awarded to construction firms, including Larsen and Toobro, who were granted the bulk of the project, Gammon India and Afcons. To accelerate construction on the banks of the rivers were cast berths for large bridges, which were launched with the help of pontoon cranes. It was India's first use of an incremental bridge launch. The biggest problem was represented by nine tunnels that missed soft soil, which required a slow manual process. Excavations were difficult because of the saturated clay and high water level. The tunnels collapsed several times, demanding a reworking of the work. The construction of soft-soil tunnels alone has claimed 19 lives and four years, and a total of seventy-four people have died during the construction of the railway. Controversy in Goa, which is a 105km (65 mile) route, has raised concerns about the environmental and economic impact of the railway. According to opponents of the project, the coastal railway will destroy the habitat, damage historical sites and disrupt a densely populated state. In 1991, the Konkan Railway Re-stop Committee (KRRAC) organized protests against the proposed railway line. The main points of the KRRAC were that the proposal would flood coastal areas, destroy fertile land, damage Old Goa monuments, cause irreparable damage to swamps and mangrove swamps along the coast and the Mandow and Kuari rivers, and displace areas along the coast. The Committee proposed an alternative internal alignment through relatively uninhabited areas, which would extend the line by about 25 kilometres (16 miles) but would reduce environmental damage. The alignment of the interior was rejected by the Konkan Railway Corporation, because it would significantly divert the line, deny access to the settlements of Goa, and delay and increase construction costs. In March 1992, THE KRRAC, a political movement, filed a lawsuit with the High Court of Bombay seeking an injunction against construction work and the diversion of lines through the interior. The High Court rejected the application the following month, ruling that ... The claimants' assertion that the alignment would have devastating and irreversible consequences for the Land of hazan was unfounded, and even otherwise the extent of the damage was extremely negligible, and a public project of this magnitude, which was being carried out to fulfil the aspirations of the people on the west coast, could not be defeated for such reasons. The project, which is of public importance to protect the interests of a few people, should not be disrupted. The courts are obliged to take into account the comparative difficulties faced by the villages of the region, having stalled the project of large public utilities. The cost of the project increases day by day and, as noted by the Corporation, the degree of interest and the east that will be affected by the Corporation every day is 45 lakhs. No development is possible without any negative impact on the environment and the environment ... Completion of the work has progressed along the line. In March 1993, the southern 47-kilometre (29-mile) link between Tokur and Udupi in Karnataka was commissioned, and in June of the same year a northern 47-kilometre stretch between Roja and Vier in Maharashtra was established. The first passenger train, travelling between Mangalar and Udupi, was on 20 March 1993. In March 1995, this period was extended by 51 kilometres (32 miles) from Vira to Head, and in December 1996 by another 265 km (165 miles) from Hed to Savantwadi Road. Southern Service 32 km (20 miles) from Udupi to Kundapur in January 1995 and another 275 km (171 miles) to Pernem in Goa in August 1997. Through the service between Mumbai and Mangalore remained at the edits because of the problem tunnel at Pernem, which experienced repeated cave-ins and flooding. The tunnel was finally completed in January 1998, six years after construction began. After the opening of the full 740-kilometer (460-mile) stretch from Roja to Mangalore, services began on the line on 26 January 1998. The full route between Mumbai and Mangalore began in May 1998. The Carvar Railway Station proposed improvements According to the Railway Research, doubling the tracks is possible by about 300 km (186 miles) that runs along the plains. Several sections on the 738-kilometer (459-mile) line can be converted into a double track, such as the 47-kilometer (29-mile) line from Roch to Vira. Another candidate is the 60-kilometre stretch between Udupi and Mangalar. The 88-kilometre route from Madura to Waibhavwadi Road is completely flat and can be easily converted into a Double Track. 3 November 2015 senior official konkan Railway Bhanu. Tayal told the press that on November 8 in Colad will begin doubling and electrifying the tracks. The Life Insurance Corporation has offered a ₹ $2.5 billion in benefits, a project expected to cost ₹ $100 billion, scheduled to be completed by 2020. In October 2018, the railway announced that the 46- kilometre stretch between Roja and Vier would have two tracks by December 2019. Electrification is estimated to cost ₹8 billion, and is scheduled for completion in February 2020.
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