A dream visualized by A.B.Walavalkar, a draftsman in the railways, was outlined in a booklet under the title ‘Konkan Railway Project’ in 1954 became a reality half a century later. He is regarded as founder of Konkan Railway (KR). Walavalkar addressed many seminars and published a series of newspaper articles but at the time, the KR project was dismissed as a figment of the imagination. He was criticized for it. However, the then Rajapur MP, Barrister Nath Pai, understood the potential of the project and demanded in parliament for its implementation. Thus, the Indian West Coast Railway concept took off, to culminate in the KR line.
Then rail minister T. Panampilli Govinda Menon supported the proposal and thus the first segment of Diva-Panvel line was launched in 1966. The railway line later stretched to Roha from Panvel in 1986. Prof. Madhu Dandavate, who became railway minister accelerated the extension called KR. For some years, the project just lingered but in 1989, firebrand leader George Farnandes became railway minister and took KR project on high priority. He was supported by then Maharashtra chief minister Sharad Pawar and Planning Commission deputy chairman Ramkrishan Hegde. With their collective initiative, the Konkan railway project took off in real earnest.
Fernandes appointed E.Sreedharan as the coordinator and under his visionary leadership, the project was completed, though only partially.
Hailed as one of the most scenic and strategically crucial rail routes in the country, KR is now ready to undergo a historic transition. After over 30 years, the Konkan Railway Corporation Limited (KRCL) is all set to merge into Indian Railway (IR). This has become possible, thanks to the final nod from Maharashtra chief minister Devendra Fadnavis a few weeks ago. While the state governments of Goa, Karnataka and Kerala have already consented to the merger, the path is now clear for complete integration of this engineering marvel into the national rail network, one of the largest in the world.
KR was formed in 1990 as a special purpose vehicle (SPV) under the IR and was entrusted with the task of laying railway tracks through the formidable Western Ghats. Formally operational since January 1998, the 741-km line stretches from Roha in Maharashtra’s Raigad district through Goa and Karnataka up to Kerala, saving precious travel time while connecting the remote coastal areas.
KRCL was formed as a joint venture between the Centre (holding 51 percent stake) and Maharashtra (22 percent), Karnataka (15 percent) and Goa and Kerala (6 percent each). The project was among the most challenging engineering achievements, requiring the construction of over 2000 small and major bridges as well as 92 tunnels, to complete in a record time. The result is a rail line that is the most panoramic, and technically challenging in the world. Sreedharan has been decorated with the title “the Railway Man of India” for the feat.
Although the charm and strategic utility of the line are incomparable, the decision to merge KR wihting IR is the outcome of necessity. The urgency of completing various vital elements along KR was stalled due to lack of funding. Unlike IR, the KRCL never receives direct budgetary support from the Centre. As a result, critical projects such as track doubling and station modernisation have been held up for a long time. In 2021–22, the KRCL reported a nominal profit of just Rs 56 crore. Therefore, it was obvious that this provision was sadly inadequate for funding its ambitious infrastructure requirements. On the other hand, IR has received a hefty Rs 2.40 lakh crore allocation in the Union budget for 2023. After the merger, the funding dependency of KR will become history.
There are several handicaps, caused by the lack of funding. For instance, KRCL had planned to install an Automatic Control Device (ACD) to enhance operational safety. However, the project was held in abeyance. Although passnger and cargo safety is the main priority for any rail operations in the world, the lack of progress on ACD installation became a major liability for KR. There are several more such major and minor works, suffering for want of financial provision.
Maharashtra chief minister Devendra Fadnavis has conveyed to railway minister Ashwini Vaishnaw that the merger will enable KRCL to “leverage the route’s huge investment base” through IR’s larger financial muscle.
The Maharashtra government, while welcoming the merger, has insisted on two key conditions. Firstly, it has made it clear that the iconic name “Konkan Railway” must be preserved even after the merger so that the project’s association with the state is perpetuated and retains its regional identity and historical significance. The second condition is that IR should reimburse Maharashtra’s original investment of over Rs 394 crore, which was made during KRCL’s formation in 1990. Incidentally, this was the first joint venture of this nature in India.
The Centre has accepted both conditions so that no formality remains to be completed. With all the stakeholder states now on the same page, the final wrap up work is the responsibility of the Railway Board. While examining the finer details, the Board will oversee the technical, financial and administrative transition. The Board will consider how the merger entails realigning employee hierarchies, renegotiating various service contracts and formulation of a SoP for technical and operational procedures. This process is expected to take some time, after which a formal announcement will be made.
The most beneficiary class will be the KR passengers, for whom the long-term impact will be positive. The merger will ensure an upgraded infrastructure, more frequent and better-connected train services, enhanced safety. Moreover, when KR comes under the IR umbrella, there will be integration of KRCL services with IR’s centralised ticketing and grievance redressal systems. Fares, too, can be reworked to make them more affordable. Overall, the passengers will enjoy a smoother, more standardised experience during the journey.
KR has proved to be more than just a transport route. It has opened new vistas of development along India’s western coast. It has been a lifeline and a symbol of innovation among the developing countries. From cutting through ancient mountains to connecting four coastal states, it promises to become part of the vast IR network. The challenge will be to modernise without losing the charm and character that make KR stand apart.
A Column By
Dilip Chaware – Senior Editor
A media professional for 43 years, with extensive experience of writing on
a variety of subjects; he is also a documentary producer and book author.
