Konkan Railway

Crossing a long bridge between two hills

Entering the Chiplun railway tunnel

The first phase of the Konkan Railway was the 62-kilometre (39 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 890 kilometres (550 mi), and its cost was estimated at ₹2.39 billion in 1976.[3] 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.[4]

The project involved over 2,000 bridges (of which the Panvalnadi bridge is the highest viaduct in India)[5] and 92 tunnels and was the largest railway project of the century in Asia.[6] A major challenge was land acquisition from about 43,000 landowners. When 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.[7]

Terrain and the elements were challenging; flash floods, landslides and tunnel collapses affected work at many places on the project. Thickly-forested construction sites were often visited by wild animals.[8]

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 had been given major part of project, Gammon India and Afcons. To speed up construction, piers for major bridges were cast on riverbanks itself and launched with pontoon-mounted cranes.[9] This was India's first use of incremental launch bridge-building.[10] 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.[11] Nineteen lives and four years were lost in the construction of the soft-soil tunnels alone,[11] and a total of seventy-four people died during the railway's construction.

In Goa, which makes up 105 kilometres (65 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.[12] 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 25 kilometres (16 mi) but reduce environmental damage.[13]

The hinterland alignment was rejected by the Konkan Railway Corporation because it would substantially 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 ...[14]

Work progressed on the line. In March 1993, the southern 47-kilometre (29 mi) between Thokur and Udupi in Karnataka was placed into 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 51 kilometres (32 mi) from Veer to Khed in March 1995, and by a further 265 kilometres (165 mi) from Khed to Sawantwadi Road in December 1996. Southern service was extended by 32 kilometres (20 mi) from Udupi to Kundapur in January 1995, and by a further 275 kilometres (171 mi) to Pernem in Goa in August 1997.[15] Through service between Mumbai and Mangalore remained on hold due to a problematic tunnel at Pernem, which experienced repeated cave-ins and flooding.[16] The tunnel was finally completed in January 1998, six years after its construction began.[17][18] Through services on the line began after the inauguration of the full 740-kilometre (460 mi) stretch from Roha to Mangalore on 26 January 1998.[19] Passenger service on the full route, between Mumbai and Mangalore, began in May 1998.[20]

Karwar railway station

The route was 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.[26] The Matsyagandha Express, running from Lokmanya Tilak Terminus to Mangalore, began service on 1 May 1998.[20] The Hazrat Nizamuddin-Mangalore Mangala Lakshadweep Express was diverted to the route and extended to Ernakulam Junction on 1 August 1998.[27] The Pune-Ernakulam Junction Express was introduced on 25 February 1999.[28] 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.[29] 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.[30][31] On 1 February 2008, a Garib Rath Express between the Kochuveli railway station in Thiruvananthapuram and Lokmanya Tilak Terminus began service.[32]

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 Terminus to Karmali railway station in Goa. It covered 552 km (342 mi) in eight hours and 30 minutes.[33]

A RORO train at the Sawantwadi Road railway station

Ends of tunnels are chain-locked to prevent landslides and falling rocks.

Freight response to the railway was lukewarm, prompting its corporation to consider reducing its rates.[34] With an outstanding debt of ₹33.75 billion, the KRCL was counting on freight traffic for revenue.[35] To attract freight traffic, the corporation began advertising to industries on the route.[36]

The corporation introduced roll-on/roll-off (RORO) service, a road-rail system, on the section between Kolad (Maharashtra) and Verna, Goa in 1999;[37] it was extended to the Surathkal railway station in Karnataka in 2004.[38][39] 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.[40]