A train may soon make its debut on a stand-alone 100-odd-km-long stretch in the Kashmir valley, but the dream of connecting Kashmir with the rest of the Indian Railways network again looks remote.With works worth Rs 750 crore already executed and Rs 1,000 crore worth of contracts awarded on the Katra-Qazigund section - whose completion will finally allow a direct train to the Valley - the Railways Ministry has decided to suspend construction on a 70-km mountainous stretch. It is considering major changes in the alignment.This not only threatens to push the project deadline to 2025, but will also lead to severe cost escalations and the abandonment of Rs 500 crore worth of works already executed.In a recently issued order, the Railways Ministry has asked the Konkan Railways Corporation Ltd (KRCL) - the agency executing works on almost half of the Katra-Qazigund section - not to commence any new work on the 70-odd-km portion entrusted to it.While suggesting some modifications in the works already executed, the ministry's order says that "other than the main road works, all works on the entire section with M/s KRCL be pended till further advice".KRCL's Managing Director Anurag Mishra confirms receiving the orders, through the Northern Railways, "which say that all works except the main road works should be pended till further orders".With engineers grappling with problems in cutting through the mountains, witnessing repeated collapse of tunnel portals and movement of excavated tunnels, the ministry is considering "radical changes" in the existing alignment, including the option to abandon it completely. An alternative alignment from Kilometre 30 to Banihal at a steeper gradient, with the option of a double line in twin tunnels, is being considered.
"A realignment is being thought of. The geology of the Himalayas is very fragile and the progress on this section in the last four years has been very poor," said Railway Board's Member, Engineering, S K Vij. "We rush into projects and we rush into targets because we are pressured to do that. Some part of the planning in this project was missing and corrections are required."
Saying that a decision is expected soon, Vij added that the priority is to "make a line which will survive... If a line gets closed often, won't it be unfortunate?"
The reasoning behind having lines inside tunnels is that these would be safer compared to tracks on exposed surfaces, vulnerable in terms of both security and geology and always at the risk of landslides.Vij added that the new alignment would also require construction of just 70 km of line as opposed to the current 120 km. "One cannot promise that there will be no problems in the new alignment. But it will have lesser risk and even the cost of construction will be lesser," he added.
However, not all within the Railway establishment toe this line. One argument against it is that the new alignment also falls in the same geology and may throw up similar problems. Many officials are of the view that minor modifications in the existing alignment would see the project through.The proposal to have a steeper gradient is also being countered, with officials pointing out that increasing the gradient from 1 in 100 to 1 in 60 will make it extremely difficult to run longer loaded freight trains on the route. Others say having lines under tunnels raises questions of access, ventilation and safety.The other argument against a new line alignment is that while the present one from Kauri to Banihal touches 50 major villages, the changed one may only touch eight big ones since a major portion of the track will be inside tunnels with the possibility of the longest tunnel stretching up to 26 km. "Economic development has already taken place in remote villages like Kauri, Surkot and Sangaldan in anticipation of railway stations coming up there. Since these villages will not figure in the new alignment, it may lead to local discontent. Also, with long tunnels proposed in the new alignment, construction of the proposed connecting roads will also have to be stopped, shattering the local aspirations of connectivity to remote areas," said an official.
Incidentally, the proposed new alignment is currently only on paper and has not been subjected to any geo-technical investigations. Finalising it could take another three years. "This will push the completion date to 2025 and will escalate the total cost of the project to Rs 50,000 crore," said an official, requesting anonymity. Currently, the project is estimated to cost Rs 13,000 crore.It has also been pointed out that the land acquisition and forest clearances for this section took almost five years and are now at a very advanced stage.The Railways Ministry will also have to contend with the repercussions of a change in the alignment now. "Contracts worth approximately Rs 1,200 crore have already been awarded and the contractors have been fully mobilised. Halting works means they will now sit idle and mount claims on the Railways for the delay," a senior official said. "Further, works worth Rs 750 crore have already been completed and suspending them now will lead to another Rs 700 crore worth of claims from contractors."
However, a section of senior Railway officials sees nothing wrong in considering a new alignment. "Things like these are bound to happen in difficult projects like these. Nobody could have determined in advance the kinds of challenges young mountains like the Himalayas could throw up. It is rather premature to jump to any conclusions. We are only talking of a new survey for an alternative alignment. There is no use constructing a line and burning your fingers later on," a top Railway Board official dealing with the project said.
Incidentally, among those opposed to the ministry's order to halt all works is Railway Board Chairman K C Jena. He has expressed clear reservations against abandoning the present alignment, calling this "unusual step" a "serious issue". "The same could only be thought of provided the un-workability of the present alignment was totally established, along with the feasibility and technological suitability of the proposed alignment," Jena wrote in an official communication following a recent inspection of the project. "Without necessary geo-technical investigations for the proposed alignment, possibly, it would not be prudent to abandon the present alignment as well as the works in progress," Jena wrote.
Reasoning for change: 'If a line gets closed, won't it be unfortunate?'
• Lines inside tunnels would be safer compared to tracks on exposed surfaces, which are vulnerable to landslides, attacks.
• Would require construction of just 70 km of line as opposed to the current 120 km.
• Says Railway Board's Member, Engineering, S K Vij: "We rush into projects and we rush into targets because we are pressured to do that. Some part of the planning in this project was missing and corrections are required."
• Saying that a decision is expected soon, Vij added that the priority is to "make a line which will survive... If a line gets closed often, won't it be unfortunate?"
Reasoning against change: 'Will push completion to 2025, push up costs to Rs 50,000 crore'
• Proposed new alignment falls in the same geology and may throw up similar engineering problems.
• Increasing the gradient from 1 in 100 to 1 in 60 will make it extremely difficult to run longer loaded freight trains
• Having lines under tunnels raises questions of access, ventilation and safety.
• While the present alignment from Kauri to Banihal touches 50 major villages, the changed one may only touch eight big ones since a major portion of the track will be inside tunnels with the possibility of the longest tunnel stretching up to 26 km. "Economic development has already taken place in remote villages in anticipation of railway stations coming up there," points out an official.
• No geo-technical investigations done yet on new alignment. Finalising it, getting clearances could taanother three years.
"A realignment is being thought of. The geology of the Himalayas is very fragile and the progress on this section in the last four years has been very poor," said Railway Board's Member, Engineering, S K Vij. "We rush into projects and we rush into targets because we are pressured to do that. Some part of the planning in this project was missing and corrections are required."
Saying that a decision is expected soon, Vij added that the priority is to "make a line which will survive... If a line gets closed often, won't it be unfortunate?"
The reasoning behind having lines inside tunnels is that these would be safer compared to tracks on exposed surfaces, vulnerable in terms of both security and geology and always at the risk of landslides.Vij added that the new alignment would also require construction of just 70 km of line as opposed to the current 120 km. "One cannot promise that there will be no problems in the new alignment. But it will have lesser risk and even the cost of construction will be lesser," he added.
However, not all within the Railway establishment toe this line. One argument against it is that the new alignment also falls in the same geology and may throw up similar problems. Many officials are of the view that minor modifications in the existing alignment would see the project through.The proposal to have a steeper gradient is also being countered, with officials pointing out that increasing the gradient from 1 in 100 to 1 in 60 will make it extremely difficult to run longer loaded freight trains on the route. Others say having lines under tunnels raises questions of access, ventilation and safety.The other argument against a new line alignment is that while the present one from Kauri to Banihal touches 50 major villages, the changed one may only touch eight big ones since a major portion of the track will be inside tunnels with the possibility of the longest tunnel stretching up to 26 km. "Economic development has already taken place in remote villages like Kauri, Surkot and Sangaldan in anticipation of railway stations coming up there. Since these villages will not figure in the new alignment, it may lead to local discontent. Also, with long tunnels proposed in the new alignment, construction of the proposed connecting roads will also have to be stopped, shattering the local aspirations of connectivity to remote areas," said an official.
Incidentally, the proposed new alignment is currently only on paper and has not been subjected to any geo-technical investigations. Finalising it could take another three years. "This will push the completion date to 2025 and will escalate the total cost of the project to Rs 50,000 crore," said an official, requesting anonymity. Currently, the project is estimated to cost Rs 13,000 crore.It has also been pointed out that the land acquisition and forest clearances for this section took almost five years and are now at a very advanced stage.The Railways Ministry will also have to contend with the repercussions of a change in the alignment now. "Contracts worth approximately Rs 1,200 crore have already been awarded and the contractors have been fully mobilised. Halting works means they will now sit idle and mount claims on the Railways for the delay," a senior official said. "Further, works worth Rs 750 crore have already been completed and suspending them now will lead to another Rs 700 crore worth of claims from contractors."
However, a section of senior Railway officials sees nothing wrong in considering a new alignment. "Things like these are bound to happen in difficult projects like these. Nobody could have determined in advance the kinds of challenges young mountains like the Himalayas could throw up. It is rather premature to jump to any conclusions. We are only talking of a new survey for an alternative alignment. There is no use constructing a line and burning your fingers later on," a top Railway Board official dealing with the project said.
Incidentally, among those opposed to the ministry's order to halt all works is Railway Board Chairman K C Jena. He has expressed clear reservations against abandoning the present alignment, calling this "unusual step" a "serious issue". "The same could only be thought of provided the un-workability of the present alignment was totally established, along with the feasibility and technological suitability of the proposed alignment," Jena wrote in an official communication following a recent inspection of the project. "Without necessary geo-technical investigations for the proposed alignment, possibly, it would not be prudent to abandon the present alignment as well as the works in progress," Jena wrote.
Reasoning for change: 'If a line gets closed, won't it be unfortunate?'
• Lines inside tunnels would be safer compared to tracks on exposed surfaces, which are vulnerable to landslides, attacks.
• Would require construction of just 70 km of line as opposed to the current 120 km.
• Says Railway Board's Member, Engineering, S K Vij: "We rush into projects and we rush into targets because we are pressured to do that. Some part of the planning in this project was missing and corrections are required."
• Saying that a decision is expected soon, Vij added that the priority is to "make a line which will survive... If a line gets closed often, won't it be unfortunate?"
Reasoning against change: 'Will push completion to 2025, push up costs to Rs 50,000 crore'
• Proposed new alignment falls in the same geology and may throw up similar engineering problems.
• Increasing the gradient from 1 in 100 to 1 in 60 will make it extremely difficult to run longer loaded freight trains
• Having lines under tunnels raises questions of access, ventilation and safety.
• While the present alignment from Kauri to Banihal touches 50 major villages, the changed one may only touch eight big ones since a major portion of the track will be inside tunnels with the possibility of the longest tunnel stretching up to 26 km. "Economic development has already taken place in remote villages in anticipation of railway stations coming up there," points out an official.
• No geo-technical investigations done yet on new alignment. Finalising it, getting clearances could taanother three years.
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