today i saw a dream that i was a director and was creating a film
the name of film was "Dream Railway Zone KR".
the starting was:-
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it starts with the railway map showing...
more...

on the screne and Sreedharan & Co were standing and seing the mp and discussing about the western coast.It was looking so empty. Sreedharan & Co were discussing about constructing a new line which will run parellel to coast.Then they unfortunately had talk to the people of that region & they totally agreed to it.The project started constructing.a line was laid from Diva to Panvel in 1964 and later extended to Apta in 1966. In 1964 itself, seeing the potential for a line south of Apta, the then railway minister Panampilli Govinda Menon suggested the idea of extending it southwards for a “western coastal railway”. His suggestion was largely ignored then but not forgotten. Demands for a West Coast line would also be continuously raised by Barrister Nath Pai MP, parliamentarian and freedom fighter who hailed form Vengurla on the southern end of the Maharashtra Konkan, who actively voiced the concerns of the region. The project is thought to be his brainchild.he idea was revived by Prof. Madhu Dantavate when he became Railway Minister in 1977. The people staying along the coast started helping the builders.a line from Apta to Roha (opened in 1986).the starting point for the Konkan Railway, though that was not the intention then.But afterwards they decided to start constructing a line from Mangalore to Madgaon.The project finally got legs when Mr.George Fernandes became RM in 1989.Sreedharan & Co. must have gotten the jitters when it became clear to them what was the kind of terrain they were dealing with. The geography was extremely tough and unforgiving with steep cliffs, deep gorges, uneven grassy and rocky plateaus, swampy marshes, thick jungle, broad rivers, wet hills and so on, especially in Maharashtra where the Western Ghats reach directly to the sea. The geography changed every few kilometers and the builders had to cut through hard volcanic rock, soft and wet clay, tropical jungle, wet clay and loose sand. Adding to this was the wild fury of nature with violent monsoons and tropical thunderstorms causing cave-ins, landslides, flash floods and what not. Tunnel cave-ins, water gushes, hill collapses and many more disasters marred the construction.They wanted to run the trains at 160 KM/hr.but unfortunate thain had to run at 100/120 KM/hr.the tunnels were little bit complete. tunnels were dug, the longest at 5.6 kilometers.Then After Mangalore Madgaon line finish the first train had run on it between Mangalore and Udupi. Work would continue day and night with efficiency reminding those of the British times and the entire stretch, tunnels and all was ready in phases from 1993 to 1998, in just 8 years! What a triumph! so transport started.The first train to run on MUMBAI MADGAON route is 0111 Konkan Kanya Exp.0111 dep on 25 jan and reached at MAdgaon on 26jan and celebrated the Republic Day at Madgaon.The Photos were also there who had Died while construcing of KR.So other trains also started via KR. first train to run from Mangalore toMAO was Mangalore to Madgaon (0021/22 Express – no longer runs today).Slowly the trains started passing by it. On March 1, 1998, the Bombay Kurla (LTT) – Mangalore/Cochin Netravati Express which used to run Palakkad – KR Puram (Bangalore) – Gulbarga – Pune started running via the Konkan making it the first scheduled service that ran the length of the Konkan Railway. The Netravati was known as the Cochin – Kurla Express in Kerala, and today runs till Trivandrum.The prestigious Trivandrum Rajdhani which used to run via Palakkad – CHENNAI – Vijayawada – Nagpur – Gwalior was re-routed through Konkan Railway from April 1 1998, and a new “Matsyagandha Express” was flagged off from Mangalore to Mumbai (LTT) on May 1, 1998. The Mangalore – Vijayawada – Nagpur – Hazrat Nizamuddin Mangala Express was also diverted via the Konkan and extended to Ernakulam, made a daily train and renamed the Mangala Lakshwadeep Express. New new Mumbai – Madgaon Express, the Mandovi Express was also introduced. Subsequently, all trains to Gujarat from Kerala were diverted via Konkan and several were introduced. The latest important introductions on the Konkan Railway are the Kochuveli – LTT Garib Rath, The Ernakulam – Nizamuddin Duronto, the Ernakulam – LTT Duronto, the Madgaon – Mumbai CST Jan Shatabdi Express and several long distance weekly Expresses like the Marusagar Express and the Ernakulam – Madgaon Express.
The Konkan Railway is a 738 km long single line non-electrified Broad Gauge Railway. The design speed is for 160 kilometers/hour, though no trains run that fast on this line. The fastest train on the line is the H.Nizamuddin – Thiruvananthapuram Rajdhani Express which touches 110 kmph on some stretches. The main locomotives doing duty on the line are the WDP4, the WDG4, WDM3A, WDM3B, WDM2 and its variants. The line has 59 stations with a depot at Verna and yards at Madgaon. It has 91 tunnels totaling 83 kilometers with the longest tunnel being the Karbude tunnel at 5.6 kilometers long. It has 1998 bridges (179 major bridges and 1819 minor bridges) spanning rivers, streams and other waterbodies including the Mandovi, Zuari and Sharavati rivers. The bridge across the Sharavati is also the Konkan’s longest at 2085.4 m. The Konkan Railway also boasts of the 64 meter tall Panval Nadi Viaduct near Ratnagiri, the second highest bridge in Asia, a visible example of the ingenuity of the line and the dedication of the buildersIt connects two hills and has 12 spans and10 pillars, 6 of which are taller than the Qutub Minar! If you want comparisons, here is one of he pillars as seen where it meets the ground. The train leaves a tunnel, runs straight onto the viaduct which then runs right into the next tunnel! The KR route closely follows the NH-17 and the alignment seems to be chosen to be near the highway at all times. No point on the Konkan Railway track is more than 22 kilometers away from the highway, and on an average the line is within two to five kilometers of the highway. It crosses the highway at numerous points. (The NH-17 is no less a driver’s delight. Watch out for those trucks and Volvos though)
The track passes though a geologically sensitive region with heavy rainfall and frequent landslides, floods etc, so disruptions in service during the monsoons are commonplace, even with all the technologically superior safety checks in place. In fact, KR is the only railways in India with a “monsoon timetable” for the monsoon months when trains are run at reduced speed and possibly during the daytime with increased caution due to the volatile nature of the terrain. Sadly, there have been two fatal accidents on the line, once in 2003 when a holiday special derailed after a landslide fell on it, killing 51 and once in 2004 when the Matsyagandha Express derailed after hitting boulders which fell on the track killing 14. Every year during monsoons some issue happens on the line and services get suspended with trains getting rerouted. The line is almost saturated today and doubling of the line should be on the cards. Electrification would not be a good idea, diesel should do fine. Konkan Railway should be retained as it is and efforts to make a part of IR should be resisted. Konkan Railways also have the most customer friendly officials in all of Indian Railway, I say this out of personal experience, multiple times. But this project is the contribution of visionaries like E.Sreedharan and his team of 2400, who are the real heroes.Al people thanked to the creaters and helpers.a big tem,ple had built outside MAO for those who had died in constructing(not truly built).It is not just a railway line, it is a symbol of hope. In a country which takes 4 years to complete a 500m flyover, this was just simply out of the world! (out of the country atleast) The country would be indebted to the brave men and women who worked to make this dream a reality. Just imagine what their sense of achievement would have been when the first train ran on the line, whenever they look back at what they have built, when they can look at the Konkan Railway and tell the world, “Hell yeah, baby, I built this!” Something that very few people can say and lay claim to. The project was a success because government processes were kept out of it. Maharashtra, Goa, Karnataka and Kerala pooled in money and KRCL was given a free hand to bypass government procedures and use their own heads to build the line. The project could be completed in such a short time mainly because of timely land acquisition. Officials were able to convince land owners of the importance of this project and the benefits it would bring them. Timely delivery of compensation helped too, with cheques sometimes being hand-delivered to land owners in many cases. In Goa, landowners and “activists” went to court demanding the line be diverted inland through forests instead of populated areas. If standard IR operating procedures were to be followed, the line wouldn’t be finished in 50 years.
So the film had came in cinemas.and it was a block buster hit and had shown all around the world.
& Good Morning