Great.
There should be time bound completion targets set for this project. 3-4 years should be sufficient to throw open the line.
Since this is SWR project, it will invariably bound to get delayed. Left to SWR, it may take 2 decades to complete. SWR are not task masters, they are masters of telling stories and reasons (rather Ph.D in stories and reasons). all precautions about designing / execution should be done properly. land acquisition should be for double line in the initial stage itself. after completion of single line, second...
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line can be laid without going for fresh land acquisition. revenue earning will aid the doubling jobs.
Previous experiences with SWR's projects are glaring examples of how not to execute a job. few of them are listed below:
1. After laying of line, entering into some agreements with some agencies who guarantee business and denying trains for public (As in case of Hassan Mangalore line)
2. Not ready to throw open the line for use (Hassan Mangalore line for almost 1-1/2 years in last decade and now Harihar-Hospet line)
3. Citing technical reasons which may or may not be true (as happened in both projects)
4. Planning TT in such a way that it is useless for travellers and which benefit KSRTC and private bus operators (as in SBC-MAQ and in case of Bangalore-Mumbai trains).
5. Running trains with TT suitable only to UBL and SBC and ignoring enroute towns/ cities. (More than 60% of SWR TT is proof)
6. Not providing stops at all important locations (as is the case with KSK via UBL skipping Tiptur, Arsikere, Birur, Haveri)
7. Planning train routes which are in the shape of U, C, Z & W (most of SWR routes are like this only. No straight routes)
8. Not Building pit lines/ maint facilities, etc (Only SBC/ YPR, MYS and UBL have proper maint facilities).
9. Start execution without proper vision and abandoning it mid way (Hubli-Ankola line in half baked condition, hanging in air))
10. Using this line for "Premium' trains which do not stop anywhere in the route (SVDK premium via TK, ASK, BAY with no stops any where)
Some suggestions:
1. This project along with Tumkur-Rayadurga will make Tumkur a very important junction in north-south and north-west connectivity. So, Tumkur infrastructure (lines, PF, maint facilities etc) should be developed excellently. It will become a 4 way junction. Mistakes of what happened at Hassan should not get repeated.
2. Tumkur station is in SBC divn. But beyond Tumkur is with MYS divn. So, who will be responsible? For a MYS divn engineer to reach such spots will be a tough task and it should not become a reason for delays. In fact, there are no direct routes/ roads available to reach to the project locations from Mysore. If required, re-align the division jurisdiction and fix roles and responsibilities clearly.
3. Chitradurga is geographically at almost centre of karnataka. But totally neglected by railways. Now that something is coming through, Chitradurga should get more attention. Going to be a major point for travellers. Will be a 4 way junction. Should get pit lines, PF etc. No reasons later on should be tolerated.
4. Once project is completed, trains should run on the new line and the reason masters should be dumped to some corners.
5. One task master who can command authority should head the project team and he/ she should be given full authority to decide the matters in time bound manner.
WAITING TO SEE A REVOLUTION IN KARNATAKA'S RAILWAY INFRASTRUCTURE. I PRAY TO GOD THAT NO HINDRANCES SHOULD COME IN THE WAY OF EXECUTION OF TUMKUR-DAVANAGERE AND TUMKUR-RAYADURGA PROJECTS.