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Sat May 26 23:22:06 IST
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Blog Entry# 2980043
Posted: Jan 08 (02:03)

9 Responses
Last Response: Jan 17 (10:34)
Rail News
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Jan 08 (01:43)   India's 'longest-pending rail project' finally back on track

18047🔹Amaravati Express🔹18048^~   2511 news posts
Entry# 2980043   News Entry# 326436         Tags   Past Edits
The country has seen 16 governments and 38 railway ministers in its 70 years of Independence, but the most ill-fated rail project between Chhattisgarh and Jharkhand has failed to see the light of the day.
The 182-km-long Chirimiri-Barwadih corridor project, sanctioned in 1947, has earned the dubious distinction of being the longest pending rail project in the country.
But after decades of neglect, the Narendra Modi government has set the ball rolling. Well-placed sources said the initial cost estimate of a few crores has now skyrocketed to more than Rs 3,000 crore. Railway
minister Piyush Goyal has ordered a fresh feasibility and financial viability study for the project.
The finance ministry has also sanctioned Rs 5 crore for the same, sources said.
The study will be conducted by the Chhattisgarh Railway Corporation Limited, a joint venture between the Chhattisgarh government and the railway ministry.
The rail corridor lies on the border of Chhattisgarh and Jharkhand. Railway officials said this is a rich coal belt and the project was sanctioned essentially for transportation of coal and bauxite that are present in abundance in the region.
They said the rail line between Chirimiri (Chhattisgarh) and Barwadih (Jharkhand) will also reduce the distance between Mumbai and Howrah via Jabalpur by about 400 km.
The corridor will also cater to nearly 20 lakh population residing along the corridor. Out of total project length of 182 km, 77 km falls in Jharkhand and remaining 105 km falls in Chhattisgarh.
Railway minister Piyush Goyal told the Parliament that after being sanctioned in 1947, the only expenditure incurred on the project was in the form of fresh studies and its updating. "The Chhattisgarh Railway Corporation Limited has identified this project as a potential project for further development and has awarded a consultancy contract in November 2017 for assessment of economic viability and feasibility of the new line project. Sanction of project will be based on feasibility study being conducted by Chhattisgarh Railway Corporation Ltd."
Sources said the project was started by first Prime Minister Jawaharlal Nehru in 1947-48 but owing to financial stringency, the work was stopped.
Later in the 1960s, the work resumed on the initiative of the then railway minister Babu Jagjivan Ram but only to be stopped after the India-China war of 1962.
Seeking speedy execution of the project, the locals had even held a massive hunger strike that lasted for over 400 days. Sources in the railway ministry said the government has identified a number of pending projects for speedy execution.
According to the latest report of the ministry of statistics and programme implementation, a total of 202 pending rail projects have resulted in cost overrun to the tune of Rs 1.5 lakh crore.
Also, railway projects account for over 60 per cent of the 331 central sector projects that are facing inordinate delays.
The statistics ministry monitors central sector projects envisaging the expenditure of Rs 150 crore and above each on regular basis.
According to the report, the total original cost of these 202 rail projects was Rs 1.05 lakh crore but the total anticipated cost of these projects at present is estimated at Rs 2.55 lakh crore which indicates overall cost escalation by 142 per cent.
In July 2017, the ministry monitored 350 projects of Indian Railways that have been delayed due to various reasons.
This includes a project dating back to 1983 in West Bengal that is still languishing and whose cost has escalated from Rs 36.80 crore to Rs 1,336.57 crore.
This project entails converting the existing rail line between Eklahi and Balurghat in West Bengal to broad gauge.
Official said the major reasons for time overruns are delays on account of land acquisition, obtaining forest and environmental clearances, tie-ups of project financing and delays in tendering, ordering and equipment supply.
However, the railway ministry has started rigorous project appraisals, the use of online monitoring systems including those by satellites and drones for better monitoring and fixing responsibility for time and cost overruns.

4 posts - Mon Jan 08, 2018

Jan 09 (00:18)
16535❤GolGumbaz Express❤16536~   3687 blog posts   282 correct pred (53% accurate)
Re# 2980043-5            Tags   Past Edits
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..
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..

Jan 09 (00:37)
16535❤GolGumbaz Express❤16536~   3687 blog posts   282 correct pred (53% accurate)
Re# 2980043-6            Tags   Past Edits
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
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..

Jan 09 (01:14)
HOG WAM4 WAP1~   3786 blog posts
Re# 2980043-7            Tags   Past Edits
1 compliments
Useful one.. Thanks bro
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
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.

Jan 17 (09:48)
HOG WAM4 WAP1~   3786 blog posts
Re# 2980043-8            Tags   Past Edits
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
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.

Jan 17 (10:34)
16535❤GolGumbaz Express❤16536~   3687 blog posts   282 correct pred (53% accurate)
Re# 2980043-9            Tags   Past Edits
Thanks for the Precious Info Sir...

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