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Konkan railway route map pdf

Continue Edit this map Read more of the Railway Corporation in 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 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 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 343 353 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 492 Kalin Adadi Bridge 500 Carvar Carvar Tunnel 3 km2 mi 513 Harwada 528 Ankola 526 Gokarna Road 555 568 Bridge 586 Manki 595 603 Chitrapur 609 617 Shiror 625 Mukambika Road Byndoor 631 Bijoor 644 Senapura 658 674 Barkur 690 700 Vnanje 706 Padubi dri 715 Nandikoor 723 Mulki 732 Surathkal 736 Thokur (KAWR) Gurupur River in Hassan Junction (MYS) at Junction (PGT) km Bilingual Concan Railway Area initials Route map of 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 , State, India. The first passenger train collided on the 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, 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% and Goa government 6% rail project project The distance between Mumbai and 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, 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 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. By December 2019, new stations on Indapur, Goregoan Road, Sape Waman, Kalbani, Kadwai, Verawali, Harepatan, Achirna, Mirjana and Inanja were to be on the railway. Operation 738,941-kilometer (459,157 mi) railway has a total track length of 918.515 kilometers (570,739 mi). Its length through Maharashtra is 381,181 km (236,855 miles), through Karnataka 251.76 km (156.44 miles) and 106 km (66 miles) via Goa. The passenger route is popular with passengers because of its connection to regions still inaccessible by rail, and a significant time savings for travelers between western and southern India. Several trains, which took place on bypass routes, had a course on the Konkan Railway, which reduced the working time. The first was the Mumbai-Mangalore (later extended to Trivandrum), which was diverted to the Konkan Railway on 1 March 1998; this was followed by the Tiruvanantapuram on 1 April of the same year. The Matsagand Express, an idewku from Lokmania Tilak Terminus in Mangalore, began service on 1 May The Hazrat Nizamuddin-Mangalore Mangala Lakshadweep Express was diverted to this route and was extended to the junction on 1 August 1998. -Ernakulam Junction Express was introduced on February 25, 1999. The , which runs between and Ernakulam Junction and was extended to Aimer via the Konkan Railway, began operations on 12 October 2001. The Jana was marked between Mumbai and Madgaon (the longest Jan Shatabdi) on 16 April 2002 to commemorate the 150th anniversary of the Indian Railways. On February 1, 2008, the began operating between the Kochuveli railway station in Tiruvanantapuram and . is the first semi-speed, fully-air-conditioned railway park, represented by Indian Railways, with modern side-amenities. His inaugural launch was on May 24, 2017 from Mumbai Chhatrapati Shivaji Terminus to the Karmali train station in Goa. He covered 552 km (342 miles) in eight hours and 30 minutes. A RORO freight train at Savantwady Road train station Has tunnels closed with a chain to prevent landslides and falling rocks. The reaction of the goods to the railway was warm, prompting its corporation to consider lowering rates. With outstanding debt of ₹33.75 billion, KRCL relied on freight to generate revenue. To attract freight, the corporation began to advertise the industry on the route. The Corporation introduced a road transport system in 1999 on the site between Colad (Maharashtra) and Verna, Goa. In 2004, it was expanded to suratkala railway station in Karnataka. The RORO, the first of its kind in India, allowed trucks to be transported in flat cars. It was popular, carrying about 1.6 million trucks and earning more than ₹.2 billion by 2009. The safety of the area and the weather in the Konkan area caused problems for the railway. During the 1998 , torrential rains caused landslides that washed away the rails and disrupted maintenance. Despite the corporation's efforts to solve problems with engineering facilities (such as a safety net along the cutting to prevent boulders from rolling on the tracks), problems were repeated every year. The first major accident on the line occurred on the night of 22 June 2003, when a derailed the -Mumbai Express at the entrance to the tunnel. As a result of the accident 51 people were killed and the rest were injured. As a result, the corporation has been heavily criticized for failing to take appropriate security measures in a landslide-prone region. During the investigation, it was reported that the cause of the accident was a malfunction of the incision due to the lack of monsoon patrols. The findings were challenged by the corporation, which said the lack of did not lead to an accident (which was caused by the forces of nature). However, shortly after the accident, the corporation announced that it would strengthen safety measures on the route. Just a year later, these measures were deemed insufficient when the second major accident occurred on 16 June 2004. The Mangalor-Mumbai Matsaganda Express derailed and fell off a bridge after boulders hit the tracks, killing 20 people. Again, the corporation insisted that the accident was due to the forces of nature. The safety and reliability of the Konkan Railway was then raised. An investigation by the Rail Safety Commissioner ruled that the accident was caused by the fall of boulders and land on the tracks. After the report was published, the corporation complied with its recommendations. These included reducing the speed of trains during the monsoon to 75 km/h (47 mph) from 120 km/h (75 mph) and engineering measures such as boulder mesh, shotcreting, rock bolts, micropiling and vetiver plantations along the line to improve safety. On 10 May 2020, a freight train carrying fertilizer derailed between Divanhavti Station and Head Station (83/7 km). This occurred during the blocking of the Covid-19 virus, when regular passenger and freight trains were stopped by the Central or Union of the Government of India. No one was injured or injured. Rail traffic was resumed on May 13, 2020 at 9:15 p.m. See also Indian Railways Concan Railways Links Corporation - b S. Vydhianathan. Convergence on the Conkan Railway. Online edition of The Hindu, dated 2003-14-11. Archive from the original on June 27, 2006. Received on December 22, 2008. Dinesh Jangid (August 18, 2018). KRCL Recruiting 2018 - Apply Online 100 Trackman Pointsman Messages. Received on December 18, 2019. page No 39 - 20-1980%20TO%201989 Page 31 Dead Link - Ten Best Indian Rail Travel. Swedish contribution to the project of construction of the Konkan railway in India. Sida. April 16, 2002. Received on April 27, 2020. LAND ACQUISITION (PDF). The official web page of the Concanes Railway Corporation. Archive from the original (PDF) dated March 4, 2009. Received on December 4, 2008. Construction (PDF). The official web page of the Concanes Railway Corporation. Archive from the original (PDF) dated October 10, 2008. Received on December 4, 2008. Railroad bridges through the Kuari and Mndovi, Goa (PDF) rivers. AFCUS' official web page. Archive from the original (PDF) dated March 4, 2009. Received on December 4, 2008. Bridges: Viaduct Panval Nadi. The official page of SPA Consultants. Archive from the original February 22 Year. Received on December 4, 2008. b TRIBUNA : ITA newsletter dated June 2008 (PDF). (PDF). ITA-AITES webpages. Archive from the original (PDF) dated March 4, 2009. Received on April 12, 2008. G. Raghuram. Concan Railway Corporation: The choice of alignment in Goa (PDF). Vikalpa. Archive from the original (PDF) dated March 4, 2009. Received on December 4, 2008. Indranil Banerjee. ON THE WRONG TRACK (PDF). Online edition of The Sunday Magazine, March 29 - April 4, 1992. Received on April 23, 2009. Permanent Dead Connection - Goa Foundation vs. Concan Railway Corporation, AIR 1992 Bom. 571. Paswan for quality coaches. Indian Express Online, dated 1997-08-26. Received on December 4, 2008. (Permanent Dead Connection) - G.R. Singbal. The Jinxed Goan sector is tearing down The Concan dream. Indian Express, dated 1997-07-31. Received on December 4, 2008. (Permanent Dead Connection) - Ian Kerr. Engines of change. Google Books Preview. Received on December 4, 2008. The Konkan Railway is ready for hire, at last. Indian Express, dated 1998-01-16. Received on December 4, 2008. Constant Dead Connection - Sandeep K.M. Vajpayee dedicates Conkan Raleigh nation. Indian Express, dated 1998-01-27. Archive from the original on June 26, 2018. Received on December 4, 2008. b Naik flags with an unnamed train. Indian Express, dated 1998-05-31. Archive from the original on January 5, 2013. Received on December 4, 2008. DNA exclusive: Konkan Railway is planning a second line in the Plains. Dna. Times of India: Konkan Railway to start work on doubling tracks from November 8. Times Of India, dated 2015-11-04. b The Conkan Railway Network will receive 10 new stations by December 2019. An archival copy. Archive from the original on January 4, 2019. Received January 3, 2019.CS1 maint: archived copy as headline (link) - Concan Railways: Electrification by 2020. Mumbai Beat : Konkan Rly commissioned. Indian Express, dated 1998-01-26. Archive from the original on January 5, 2013. Received on April 18, 2009. Mumbai Notes: Mangla Express on the Konkan route. Indian Express, dated 1998-07-21. Received on December 10, 2008. Finally, straight from Pune to God's own land. Indian Express, dated 1998-02-26. Received on December 10, 2008. Constant Dead Connection - The Jaipur-Ernakulaam Train Begins The First Journey. Online edition of , dated 2001-10-08. October 8, 2001. Received on December 18, 2008. Tripty Nath. First Jan Shatabdi tagged. Online edition of Tribune, dated 2002-04-17. Received on December 17, 2008. JAN SHATABDI TRAINS - A NEW DEFINITION OF PASSENGER COMFORT IN THE 150TH YEAR. Bureau press release 2002-04-12. Received on April 13, 2009. Garib Rath brings Mumbai closer together. Online edition of The Hindu, dated 2008-02-02. , India. February 2, 2008. Received on April 13, 2009. ^ ^ The route receives a premium train of the Railways Tejas. Dna. September 30, 2016. Received on October 15, 2016. Sandeep K.M. Konkan Ley asks the Board to reduce distance inflation. Indian Express online, dated 1998-09-06. Received on December 18, 2008. Permanent Dead Link - KRC is in dire straits as debt gap is bridged. Indian Express, dated 1998-02-20. Received on December 18, 2008. Permanent Dead Connection - Sandeep K.M. Industry Is Slowly Reacting to KRC. Indian Express, dated 1999-01-30. Received on December 18, 2008. Permanent Dead Connection - ROAD-RAIL SYNERGY SYSTEM. Press Release, Press Information Bureau, from 2004-20-05. Received on December 22, 2008. The new Konkan Rly service begins. Online edition of the Business Standard, dated 2004-06-16. Received on December 22, 2008. RoRO service again on the Concanes Railway. Online edition of The Hindu Business Line, dated 2004-06-11. Received on December 22, 2008. THE CONCANES RAILWAY EARNS MORE THAN 120 KRS FROM RO-RO SERVICE (PDF). The official web page of the Concanes Railway Corporation. Received on June 8, 2009. The concanes is back to normal. Indian Express, dated 1998-07-14. Received on January 6, 2009. Landslides and boulders block the way of Conkan Ley. Indian Express, dated 1999-07-19. Received on January 6, 2009. Permanent Dead Link - The Konkan Railway suspends its operations due to landslides. Online edition of Pioneer, dated 2000-07-13. Received on January 6, 2009. Concan Railway Mishap: No anti-collision device installed. Goanet. Archive from the original dated July 9, 2012. Received on January 6, 2008. b Report of the Commissioner for Rail Safety. The official web page of the Commissioner for Rail Safety. Archive from the original on April 10, 2009. Received on June 1, 2009. Konkan Railway to launch inspection locomotives. Online edition of Hindu. June 26, 2003. Archive from the original on January 25, 2013. Received on January 6, 2009. Geological challenges and new solutions by Conkan Ley. The official web page of the Concanes Railway Corporation. Archive from the original on January 19, 2008. Received on January 6, 2009. A train accident due to a natural cause. BBC News, dated 2004-06-17. June 17, 2004. Received on January 6, 2009. Chandrima S. Bhattacharya (June 17, 2004). Show to death train: boulders. Online edition of Tribune, dated 2004-06-17. Received on January 6, 2009. The fury of nature caused the crash: The Konkan Railway. Online edition of The Hindu, dated 2004-06-17. Chennai, India. June 17, 2004. Received on January 6, 2009. - Stanley Pinto (16 2004). Mother Nature plays spoiled sport. Online edition of The Times of India, dated 2004-06-16. Received on January 6, 2009. Bisheswar Mishra (June 17, 2004). Technical fault or just boulders? The probe is on. Times of India, dated Received on January 6, 2009. How safe are railway safety measures? Online edition of the Financial Express, dated 2004-06-17. Received on January 6, 2009. Report by the Commissioner for Rail Safety. The official web page of the Commissioner for Rail Safety. Archive from the original on April 10, 2009. Received on January 6, 2009. The Konkan Railway is preparing for the monsoon (PDF). The official web page of the Concanes Railway Corporation. Archive from the original (PDF) dated February 2, 2010. Received on April 13, 2009. Geotech Security Works (PDF). The official web page of the Concanes Railway Corporation. Received on April 13, 2009. Constant Dead Connection - Cargo Train Crash10-May 2020. Received on May 18, 2020. External commons links have media related to the Konkan Railway. The official website of the Konkan Railways Official website of the Indian Railways received konkan railway route map from mumbai to goa. konkan railway route map pdf. train route map of konkan railway. konkan railway route google map

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