Konkan Railway Recruitment 2016

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Konkan Railway Corporation Limited (KRCL) released Notification Regrading KRCL Direct Recruitment 2016 . Requirement of the candidates on fixed term contract basis in Konkan Railway Corporation Limited, for the work related to Udhampur Shrinagar Baramula Rail Link “USBRL” project. Konkan Railway Corporation Limited (KRCL) a Public Sector Undertaking under the Ministry of Railways is having its Corporate Office at CBD Belapur, Navi Mumbai. KRCL invites applications for the following fixed term contract posts on fixed remuneration basis for USBRL Project. The details of Konkan Railway Corporation Limited (KRCL) Limited latest jobs alert Employment News, Careers, Vacancy, Syllabus, Interview Date, Interview Time, Admit Card, call Letter, Result, Merit List, etc.., Get more updates from www.freshersjobsway.in

Konkan Railway Corporation Limited Direct Recruitment

No.Of Posts : 08 
Direct Recruitment 
Name of Post :   

Qualification :  
Matriculation Plus ITI 2 year course from a recognized institute or equivalent approved by NCVT/SCVT in the trade of Electrician/Wiremen/Mechanic (Refrigeration & Air conditioning)/Electrical fitter.

Also Read :

Age Limit : 
Candidates Candidates upper age limit should not exceed 25 years As on 01.07.2016. Age relaxations will be applicable as per the rules. For Postwise Age  Details Go To Detailed Official Notification.

Pay Scale :
INR Rs. 13000/-
Selection Process : 

Also Read  : Interview Preparation Tips  

Application Fee :
Application Fee Details Go To Detailed Official Notification.

How to Apply :  
 Interested candidates may appear for Interview along with prescribed application form,  Original certificates (age proof, qualification, experience, caste etc.) and one set of attested copy of the same at the time of interview.
See More : Jammu Jobs 
Venue Of Interview : 
USBRL Project Head Office Jammu,
Konkan Railway Corporation Ltd,
Satyam Complex,
Marble Market, at Jammu

See More : Navi Mumbai Jobs

Important Dates to Remember :
Date Of Interview : 05.08.2016 at 09.30 A.M

You may get other details about Konkan Railway Corporation Ltd Direct Recruitment 2016 through this Official Notification.Interested aspirants can stay connected with web portal to achieve latest updates for Konkan Railway Corporation Ltd.

Also Read : Upcoming Konkan Railway Notifications

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About Konkan Railway
The Konkan Railway was the missing link between Maharashtra capital, Mumbai, and Mangalore. The 741-kilometre line connects Maharashtra, Goa and Karnataka.
Until the Konkan Railway started its operations, the two important port cities Mangaluru and Mumbai were not directly connected by the railway network. People would travel by trains running through inland India via Bengaluru-Belagavi-Pune route. In the mid-twentieth century, people travelling to Mumbai from Mangaluru and adjoining areas would go to Kadur or Birur by bus and then catch a train to Mumbai (Bombay then). In the 1970s National Highway 17 (NOW NH-66) was built to connect these cities by road.
Although the brainchild of veteran parliamentarian from Ratnagiri, Nath Pai M.P., national leaders such as Madhu Dandavate and George Fernandes, who hailed from the Konkan played a major role in the conception of Konkan Railway. In 1966, a line was constructed between Diva in Mumbai and Panvel in Raigad district. During the tenure of Madhu Dandavate, this was extended up to Roha in 1986, mainly to serve the industries located in the area. At the same time, works on Mangalore-Thokur line took impetus. However, the missing link from Roha to Mangaluru still remained. In October 1984, the Ministry of Railways decided to take a final location engineering-cum-traffic survey for the west coastal portion from Surathkal to Madgaon - a total distance of 525 km. In March 1985, the railways decided to extend the scope of their survey to include the omitted length of the west coast line extending from Madgaon to Roha. The Southern Railway was entrusted with this final location survey. They submitted the project report for this route to the Railway Ministry in 1988 and named it as the Konkan Railway.
Drawing up their plans in an office, Mr. Sreedharan's team had yet to realise 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. Besides, the task was formidable. With a total number of over 2,000 bridges and 91 tunnels to be built through this mountainous terrain containing many rivers, it was the biggest and perhaps the most difficult railway engineering project on the Indian subcontinent at the time. A major challenge in the area was land acquisition as circa 43000 landowners had to be negotiated with. But though land related lawsuits are common in the Konkan, when KRCL began persuading people to give up property that had belonged to their families for generations, many gave it up voluntarily, convinced of the importance of the project. This enabled the entire process to be completed in just a year.
There were challenges posed by the terrain and the elements. Flash floods, landslides and tunnel collapses affected work at many places on the project. The region was also thickly forested, and construction sites were often plagued by wild animals. Despite these problems, work on the project continued, and an effective system of decentralisation enabled better efficiency. The entire stretch of 740 kilometres (460 mi) was divided into seven sectors - Mahad, Ratnagiri, Kudal, Panaji, Karwar, Udupi - of approximately 100 km each, headed by a Chief Engineer.
Contracts for the project were awarded to some of the biggest and most reputed construction firms in India, including Larsen and Toubro, Gammon India and AFCONS. To enable quicker construction, several innovative practices were adopted. Piers for major bridges were cast on the riverbanks itself and launched using cranes mounted on pontoons. The technique of incremental launching of bridge spans was used for the first time in India. Since it would take too long to complete the project using locally available tunnelling technology, nine hydraulic tunnelling machines were imported from Sweden in order to bore through the hard rock of the Sahayadris. The biggest challenge, however, came from the nine tunnels that had to be bored through soft soil. No technology existed anywhere in the world for this purpose and the work had to be carried out through a painstakingly slow manual process. Excavation was almost impossible due to the clayey soil that was saturated with water owing to a high water table in the region. Several times tunnels collapsed immediately after they had been dug, necessitating work to be redone. Nineteen lives and four years were lost while constructing the soft soil tunnels alone. In all, seventy-four people perished during the construction of the line.
Like most other major projects in India, the Konkan Railway was not without its share of controversies. The biggest one arose in the state of Goa, comprising 105 kilometres (65 mi) of the route, where serious concerns were raised about the environmental and economic impact of the line on the state. The opponents to the project stated that the proposed alignment, passing through the coastal regions of the state, would cause destruction of ecology, damage historical sites, and disrupt the lifestyles of people in the densely populated coastal region of the state. In 1991, they came together under an umbrella organisation called the Konkan Railway Re-Alignment Committee (KRRAC) and organised protests against the proposed alignment of the railway line.
The main points raised by the KRRAC were that the existing alignment would cause flooding in coastal regions, destroy the fertile khazan lands, harm the monuments of Old Goa, cause irreparable damage to the marshes and mangrove swamps along the coastline and estuaries of the Mandovi and Zuari rivers, and result in the large-scale displacement of neighbourhoods along the coastal belt through which it passed. The KRRAC proposed an alternative alignment for the line, known as the hinterland alignment, to offset these problems. The hinterland alignment, passing through the relatively unpopulated hinterland of the state, was to be longer by about 25 kilometres (16 mi), but according to the KRRAC, would significantly minimise the damage caused to the environment.
The hinterland alignment was rejected by the Konkan Railway Corporation on the grounds that it would involve substantial diversion of the line, deny rail access to the major towns of the state, and result in severe delays and escalation of costs of construction. By then, the KRRAC had grown into a political movement, backed by the powerful Church and certain political parties. In March 1992, it filed a public interest litigation in the Bombay High Court, seeking an injunction on the construction work and a diversion of the line through the hinterland alignment. In the plaint, it raised all the issues that had been brought up earlier. The High Court dismissed the plaint in April 1992, observing that
...the claim of the petitioners that the alignment would have devastating and irreversible impact upon the khazan lands is without any foundation, and even otherwise, the extent of damage is extremely negligible and a public project of such a magnitude which is undertaken for meeting the aspirations of the people on the west coast cannot be defeated on such considerations. It is not open to frustrate the project of public importance to safeguard the interest of few persons. It cannot be overlooked that while examining the grievance about adverse impact upon a small area of 30 hectares of Khazan lands, the benefit which will be derived by large number of people by construction of rail line cannot be brushed aside. The Courts are bound to take into consideration the comparative hardship which the people in the region will suffer by stalling the project of great public utility. The cost of the project escalates from day to day and, as pointed out by the Corporation, the extent of the interest and east which will be suffered by the Corporation every day is to the tune of Rs. 45 lakhs. No development is possible without some adverse effect on the ecology and environment...
Konkan Railway Recruitment 2016 Konkan Railway Recruitment 2016 Reviewed by Ramesh Reddy on 21:32:00 Rating: 5
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