24/09/2016
The hostile terrain and difficult weather conditions of the Konkan region resulted in problems continuing to dog the line even after its inauguration. The first problems surfaced during the monsoon of 1998, when torrential rainfall caused landslides at many places, washed away tracks and disrupted services. Despite the corporation's efforts at addressing the problems through engineering measures such as protective netting along cuttings to prevent boulders from rolling onto the tracks, the problems continued to recur each year.
The first major accident on the line occurred on the night of 22 June 2003, when a landslide caused an express train travelling from Karwar to Mumbai to derail at the entrance to a tunnel. Fifty-one people died as a result of the accident, and several others were injured. As a result of the accident, the corporation came under heavy criticism for failing to adhere to adequate safety measures in the landslide-prone region. An inquiry revealed the cause of the accident to be a failure of a cutting due to absence of monsoon patrolling. The findings were disputed by the corporation, which insisted that the lack of monsoon patrolling did not lead to the accident which was entirely a result of the forces of nature. Shortly after the accident, the corporation announced that it would enhance safety measures on the route.
Barely a year later, these measures were found to be inadequate when a second major accident occurred on the line on 16 June 2004. The Matsyaganda Express bound to Mumbai from Mangalore derailed and fell off a bridge after colliding with boulders on the tracks, killing 20 people. Again, the corporation insisted that the mishap was a result of nature's fury. After the accident, questions were raised about the safety and credibility of the Konkan Railway. An enquiry by the Commissioner of Railway Safety revealed the cause of the accident to be due to "falling of boulders and earth" on the tracks. After the report, the corporation swung into action, implementing all its recommendations, including limiting the speed of trains during the monsoon to 75 km/h (47 mph) as opposed to the regular speed limit of 120 km/h (75 mph), as well as undertaking several geo-technical engineering works, including boulder netting, shotcreting, rock bolting, micropiling and vetiver plantations along the line to increase safety.
Photographs by prominent IRFCA members.
