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Konkan Railway Corporation Limited Recruitment 2020

Konkan Railway Corporation Limited Recruitment

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Technician KRCL Recruitment 2020

All India India

12 Full-time INR Official Link Konkan Railway Corporation Limited 30/10/2020 27/11/2020

Official Website of Konkan Railway Corporation Limited

This is Konkan Railway Corporation Limited's official website for new jobs and related news updates.

About Konkan Railway Corporation Limited

A project of this magnitude needed extensive surveys. The first tentative steps in this direction were taken in the early 1970′s. First, a cursory survey was completed up to Mangalore between 1971 and 1973, and an in-depth survey from Dasgaon to Ratnagiri between 1975 and 1977.


In October 1984 that the Ministry of Railways authorized the final location engineering cum traffic survey for the West Coastline, linking Roha on Central Railway with Mangalore on Southern Railway. The survey for part of the line, from Madgaon to Mangalore, spanning 325 km. was done initially, and in March 1985, the scope was increased to cover the remaining length of the line. Southern Railway, which was entrusted with this survey, submitted their report on the Konkan Railway to the Ministry in July 1988. Their report contained estimates of freight traffic and passenger traffic and quite clearly proved the need for a new railway line in an expanding economy

But parameters of these earlier alignment surveys were not modern enough. There were sharp curves and gradients, which would have become bottlenecks. So Konkan Railway Corporation Ltd. went in re-survey to increase the hauling capacity and speed potential.


Many half-hearted attempts had been made over the previous century, and especially since the sixties, to extend the Railway in the Konkan region by linking Panvel to Diva in October 1964, and Panvel and Apta in April 1966. But it was only in 1977, when Prof. Madhu Dandavate was the Railway Minister, that Konkan Railway started really becoming a dream. Prof. Dandavate sanctioned the first stage from Apta to Roha, which was opened in March 1986.

Then, in 1989, when Mr. George Fernandes became Railway Minister, the dream was pursued with greater vigor. In fact, on the first day of his taking over as Railway    Minister, he told staff and officers at the Rail Bhavan that he had two projects in mind –  Bagaha-Chittauni in Bihar, and Konkan Railway.


 Mr. Fernandes had a fierce ambition to see the Konkan Railway project, but arranging funds for such a mega project was going to be tough. Dr. Bimal Jalan, then  Economic Adviser in the Finance Ministry, suggested the idea of a Corporation with the  Centre and beneficiary states taking up the project and raising money. With this concept, Mr. Fernandes could convince Mr, V P Singh, the then Prime Minister, and the Chief Ministers of the four states. Prof Madhu Dandavate gave his whole-hearted support as Finance Minister.


Mr. E Sreedharan was Member, Engineering, of the Railway Board, and being a born construction engineer, he was very enthusiastic about the idea of the Konkan Railway as it would be a challenging assignment. All paperwork for obtaining the approval of the Planning Commission, Cabinet approval for the project, and floating of the Corporation was quickly gone through in 1989. By the time the Railway Budget was presented by Mr. George Fernandes in February 1990, the scheme was ready and included in the Budget. Mr. Sreedharan, who was to retire from Government Service on June 30, 1990, was earmarked to head the Corporation as Chairman and Managing Director.


On July 19, 1990, Konkan Railway Corporation Limited (KRCL) was incorporated as a public limited company under the Companies Act, 1956. For the first time, the Government of India had departed from its policy of controlling railway projects. Instead, it made the four beneficiary provinces of Maharashtra, Goa, Karnataka, and Kerala partners in the autonomous Corporation, with Mr. Sreedharan as Chairman and Managing Director. The Corporation had a seemingly impossible task. After the laying of the foundation stone at Roha by Mr.Sharad Pawar on September 15, 1990, it had to conquer the unrelenting terrain between Roha and Mangalore, cross dozens of mountains and rivers, and build a 760 Km. railway line. The project was huge, the time extremely short.


Where 100 km over easy territory had taken 20 years, KRCL initially had a mere five years to build the Konkan Railway, a time frame which was further reduced by six months. Four and a half years were by no means realistic, but Mr. Sreedharan’s team had yet to realize what kind of terrain they would have to battle, and though some surveys had been conducted, there was no data for the entire stretch in Maharashtra – a route which involved half the length of the line

The setting up of the organization was one of the most important steps in the execution of this project. With his years of experience on the Indian Railways, Mr.Sreedharan  conceived an organizational set-up designed to deliver the goods. The entire project length of 760 Km. was divided into seven sectors, each approximately 100 Km. long,  headed by a Chief Engineer. The sectors were Mahad, Ratnagiri (north), Ratnagiri (south),  Kudal, Panaji, Karwar, and Udupi. With the delegation of adequate powers to Chief  Engineers and compact sectors that allowed for personal attention, KRCL succeeded in overcoming the proverbial ‘red tape’ and kept up the pace of work.


At the corporate office, there was a team of senior officers specializing in civil engineering, electrical engineering, signal and telecom engineering, mechanical engineering, and stores and finance. It was they who provided the strategic inputs of design, planning, tendering, and contracting of large works. In the different sectors, Chief Engineers were assisted by Deputy Chief Engineers of the civil, electrical and signal and telecom disciplines, and by Deputy Chief Accounts Officers. The field level was manned by some 400 young engineers recruited from among fresh graduates of engineering colleges — a vital step in keeping the set-up highly motivated and dedicated to the objectives.


For the project to be a success, the organization had to be kept lean but effective. At the peak of the construction period, there was no more than 2,400 personnel, starting from the CMD to the lowest rung. The establishment of computer Wide Area Networks (WANs) and Local Area Networks (LANs) augmented their efforts, providing instantaneous fax and voice communication all along the route, which resulted in quick decision-making and prevented stalling of work.


The Konkan Railway was the missing link between India’s commercial capital, Mumbai, and Mangalore. The 741-kilometer line connects Maharashtra, Goa, and Karnataka States — a region of karos-crossing rivers, plunging valleys, and mountains that soar into the clouds.


The Konkan is a coastal strip of land bounded by the Sahyadri hills on the east, and the Arabian Sea on the west. It is a land where mythology breathes side by side with economic growth, a land with rich mineral resources, dense forest cover, and a landscape fringed with paddy, coconut, and mango trees. The formidable terrain to be conquered and the short construction period meant that the project could only be completed with the help of several technological innovations. Apart from setting a trend for other infrastructure projects in the country, the Konkan Railway provides concrete proof of the skills of Indian engineers, their discipline, team spirit, and courage. But it is also a tribute to the unconquerable human spirit. Beyond the technical jargon, it was a leap of faith that made the long-cherished dream of the people of the region possible

The Konkan Railway has also in a way changed the lives of the Engineers and other people associated with the project. For them, it was the glory of overcoming all odds, and the satisfaction and pride that they have built something for posterity.


The completion of the Konkan Railway was a “tryst with destiny” for many people in the Konkan region, redeemed in the 50th year of the nation’s Independence. It is hence entirely fitting that the first train on the completed track was flagged off on January 26, 1998, Republic Day.