JAMMU-UDHAMPUR SRINAGARBARAMULLA RAIL LINK PROJECT

By: - Sonam Goel MBA(Finance + IB) AGBS -Semester 4 Enrollment No. 42

The Kashmir Railway is a railway line being built in India to connect the state of Jammu and kashmir with the rest of the country. Officially termed the Jammu Udhampur Srinagar Baramulla Railway Link (JUSBRL), the railway starts from Jammu and, when completed, will travel for 345 km (214 mi) to the city of Baramulla on the northwestern edge of the Kashmir Valley. The route crosses major earthquake zones, and is subjected to extreme temperatures of cold and heat, as well as inhospitable terrain, making it an extremely challenging engineering project. Forming a part of Firozpur division of the Northern Railway zone, the line has been under construction since 1983 by various railway companies in India. When completed, it will link the state's winter capital of Jammu with the summer capital of Srinagar and beyond. The project has had a long and chequered history but serious progress was made only after it was declared a National Project in 2002. The scheduled date of completion was 15 August 2007. However, several unforeseen complications have pushed back the final completion deadline to 2017 at the earliest so a through service from central India to Kashmir will not be possible till then.

Jammu-Udhampur-Srinagar-Baramulla Rail Link (JUSBRL) project could easily be described as one of the biggest and most challenging railway project in the world. And in fact many railway engineers involved in the project believe this project as top of the list, even more challenging than the highly acclaimed and much talked about Tibet railway project completed by China. Jammu-Udhampur-Srinagar-Baramulla Rail Link (JUSBRL) Project Link to heaven Construction of the Jammu-Udhampur-Katra-Quazigund-Srinagar-Baramulla new rail link is the biggest project undertaken by the IndianRailways in the mountainous terrain since independence. The project is trying to link the Kashmir Valley with rest of the country by a rail link between Jammu and Baramulla. For execution ourpose, the project has been divided into four sub section. Construction activities are complete on Jammu-Udhampur section (54 km) and are in progress in the balance 3 sub sections (287 km). The total route length is 340 km involving 413 lakh cum of earthwork, 228 km of access roads, 738 numbers of bridges (out of which 180 are major bridges) and 129 km of tunneling. The greatest single engineering challenge is the crossing of the Chenab, which involves building a bridge 359m above the river bed, 1,315m long. This bridge will be the highest railway structure of its kind in the world, 35m higher than the tip of the Eiffel Tower in Paris. It is being project managed by the Konkan Railway Construction between Salal and Laol stations. Completion is scheduled for 2009, two years after the first isolated section of the route is due to open for local passenger services, and it requires the use of 26,000t of steel. Maximum line speed will be 100km/h (60mph). There will be 30 stations on the full route, served by 1012 trains per day. The KRP line connects Jammu and Kashmir's winter capital Jammu to its summer capital Srinagar. There will be 30 stations and they will be served by ten to 12 trains a day.

The entire project is divided into four sections. The first section, referred to as Leg 0, stretches 53km in the sub-mountainious region. The line that connects Jammu to Udhampur includes 158 bridges (36 major and 122 minor bridges) and 10km tunnels. The cost of the first section is about $114.2m. This section was opened in April 2005. The second section, Leg 1, connects Udhampur to Katra. Leg 1, which involves construction of 25km track, is under construction and is scheduled to be completed in 2011. Leg 1 will include 10.9km of tunnels, 38 major and minor bridges and ten ROB/RUBs. A 90m bridge is the tallest bridge in this section, while the longest tunnel is 3.15km. The 148km third section (Leg 2) will connect Katra to Qazigund and is scheduled to be opened in 2016. It is the most challenging section, as it involves construction of many tunnels and viaducts. A 1.3km bridge being constructed across the river Chenab is the world's tallest railway bridge. It will be 359m above the bed level of the river. It is being managed by Konkan Railway Construction between Salal and Laol stations. Leg 2 also involves construction of 300km access road. An access road of 110km has already been constructed. A tunnel 10.95km long is being constructed at Quazigund and will be the longest tunnel for the railway. The fourth section/Leg 3, which connects Qazigund to Baramulla, stretches 119km in the Kashmir Valley. It includes 704 major and minor bridges across rivers, canals and roads. This section was completed in October 2009. However, this will remain isolated until section 3, which includes construction of the Chenab River crossing, is completed. The project was aimed to be completed by August 2007. However, the completion date was put back due to suspension of work on Leg 1 and uncertainties in Leg 2 works. The alignment for the Kashmir Railway presents one of the greatest railway engineering challenges ever faced, with the only contest coming from the China-Tibet rail route which crosses permanently frozen ground and climbs to more than 5,000m above sea level. While the temperatures of the Kashmir Railway area are not as severe as China, it does still experience extreme winters with heavy snowfalls. However, making the route even more complex is the requirement to pass through the Himalayan foothills. The route includes many bridges, viaducts and tunnels the lower section of the railway crosses a total of 158 bridges and passes through 20 tunnels. Even though the line is being built through a mountainous region, a ruling gradient of 1% has been set to provide a safe, smooth and reliable journey. It is being built to the Indian standard gauge of 1,676mm gauge, laid on concrete sleepers with continuous welded rail and with a minimum curve radius of 676m. Maximum line speed is 100km/h (60mph).

The Kashmir line will connect with the Indian Railways railhead at Jammu, where a 60km access route has been built to Udhampur. The main sections of the route are between Udhampur and Qazigund 75% in tunnels and the responsibility of Konkan Railway Construction Corporation with the QazigundBaramulla section constructed by Indian Railways.

HISTORY
British era 1898: Maharaja Pratap Singh first explored the possibility of a railway line connecting Jammu with Srinagar. For various reasons including complications with the British government and political frictions this was put on hold. 1902: Britain proposes a rail link following the Jhelum River connecting Srinagar to Rawalpindi. This was not popular as the residents of the state lived mostly in Jammu and Srinagar and interacted via the more southerly Moghul road. Politics did not favour this proposal. 1905: Britain again proposes a link between Rawalpindi and Srinagar. Maharaja Pratap Singh approves rail line between Jammu and Srinagar via Reasithrough Moghul road. This audacious line was to have involved a 2'-0" (610 mm) or 2'-6" (763 mm) gauge railway climbing all the way to the Moghul road pass at 11,000 feet (3,400 m) over the Pir Panjal Range. This can be compared to the present day Pir Panjal Railway Tunnel (Banihal Tunnel) at approximately 7,000 feet (2,100 m). As planned it would have been electric-powered and would have used the mountain streams as a source of hydro-electric power. In retrospect it was perhaps just as well that it was not built. Though it would have been spectacular, the narrow gauge and high altitude pass would have meant it was not all weather and also constrained to low speed and capacity similarly to the impractical Darjeeling Himalayan Railway. Post-independence era 1947: With partition Jammu was disconnected from the united India Rail grid and a new line from Pathankot to Jammu had to be laid. It was proposed that this be extended to Srinagar but the preliminary survey of the Pir Panjal quickly squashed the thought, especially for a poor country with higher priorities. 1983: Indian Prime Minister Indira Gandhi kicks off the line from Jammu to Udhampur. An optimistic schedule of five years and a budget of 50 crore (US$10 million) was set. As detailed below what happened to this line amply illustrates the wisdom of the earlier planners who had abandoned their plans when faced with reality. 1994: Railway minister declares the need for a railway line to Baramulla and the Kashmir valley. Upon further review it was revealed that this would be a 'hanging' Railway running from Qazigund to Srinagar and on to Baramulla. The line from Katra to Qazigund through the mountains still looks unattainable. July 2002: The Vajpayee Government declares the line a National Project. This means that it will be constructed and completed irrespective of cost. The central government will fund the entire project. This is important as the Railways do not have the now estimated cost of 6,000 crore (US$1.2 billion) for the

entire project. By the Railways' allocation it would have taken 60 years to complete the project. A challenging deadline of August 15, 2007, Independence Day, was also set. 13 April 2005: The Jammu-Udhampur line, 55 km (34 mi) long, is inaugurated, 21 years and 515 crore (US$102.7 million) after its commencement, marking the completion of Leg 0. The line has 20 major tunnels and 158 bridges. Its longest tunnel is 2.5 km (1.6 mi) and its highest bridge is 77 m (253 ft) - the highest railway bridge in India. This is in the relatively easy Shivalik Hills. 2008: The Ministry of Railways orders cancellation of the project on the existing alignment between Katra and Qazigund, due to suspected geological instabilities. It instructs KRCL to stop all work on the section, including the Chenab Bridge, and terminate all contracts issued for work on the section, pending consideration of major changes in the alignment. The Railway Board constitutes a high-level committee to examine the feasibility of Leg 2 of the project and rework the alignment through the Pir Panjal Mountains, proposing to undertake a fresh survey for construction of the line on a shorter alignment. 11 October 2008 - The first isolated section of 66 km (41 mi) between Manzhama and Anantnag on Leg 3 is inaugurated, 14 months behind schedule. The train service will operate twice a day in either direction. Complications continue to plague the connection to the plains. 14 February 2009 : The existing train service on Leg 3 is extended to Baramulla. June 2009 : Work on the section between Katra and Qazigund resumes after the committee set up to review the alignment approves the existing one with minor changes. Additional geo-technical tests of the rock strata and changes to other portions of the alignment changes are now being reviewed. 28 October 2009: The 18 km (Template:Convert/-long section) from Anantnag to Qazigund is inaugurated by Prime Minister Manmohan Singh, marking the completion of Leg 3.

PROJECT

The length from Udhampur to Baramulla is 292 km and has been divided into three sections, details of which are as under. Item Udhampur -Katra Katra- Qazigund Qazigund -Baramulla Route length( km) 25 129* 119 Bridges 38 62 811 Tunnels Length( km) 10.90 103.00 0 Max height of bridge (m) 85 359 22 Longest tunnel( km) 3.15 10.96 stations 3 10+1 15 *As per revised alignment

Salient Features :

This project has various special & unique features and several firsts in Indian Railways. Item Max Curvature Max. height of Bridge Longest span Longest tunnel Max Depth of Cutting Udhampur-Katra KatraQuazigundQuazigund Baramulla o o 2.75 2.75 2.75o 85 m 359 m 22 m 154m Steel Girder467 m Steel Arch45 m over river Jhajjar over river Chenab 3.15 km. 10.96 km 20 m 40 m 12 m

5. This project is, perhaps, the most difficult new railway line project undertaken on Indian subcontinent. The terrain passes through young Himalayas, which are full of geological surprises and numerous problems. For execution purpose, project has been divided into 3 sub-sections. Construction activities are in progress on Udhamur-Katra, Katra-Quazigund and Quazigund-Srinagar-Baramulla section of the project. Katra-Qazigund leg is the most difficult stretch of this project. The alignment of this stretch which is 129 Km long, passes through Patni and Pir Panjal ranges. This alignment requires construction of 62 important/major bridges / minor bridges. The alignment also requires, interalia, construction of 35 no. of tunnels, totaling to a length of 103 kms bringing the percentage of the total length of the alignment on tunnels to approx. 80%. Present Status of the Project: For the ease of execution, the work has been sub-divided into the following three legs :Leg -1 : Udhampur-Katra ( 25 Km) Leg -2 : Katra-Qazigund (129KM) Leg -3 : Qazigund Baramulla (Km 119 ) The progress of work in these different sections of the new line is given as under:

Leg -1:- Udhampur- Katra ( 25 km) Executing Agency : Northern Railway Udhampur-Katra section is 25 km long and involves about 11 km of tunneling, 9 important/ major bridges, 29 minor bridges and 10 ROB/RUBs in addition to about 38.86 lac cum of earthwork. The approx. cost of this stretch is Rs. 928 cr. The tallest bridge in this section is 85m high ( Br. No. 20) and the longest tunnel is 3.15 km long. All the tunneling as well as bridge works have been completed. However, problem of squeezing and swelling was faced in tunnel (T-1) due to expansive soil conditions, after completion of tunnel boring work. To tackle this problem, Railway has engaged the services of M/s RITES- Geo-Consult (a joint venture between M/s RITES and M/s Geo-Consult, an internationally

renowned tunnel consultancy firm based in Austria). The consultant has given the revised scheme of construction of a new diversion tunnel. The work for construction of diversion tunnel has been awarded in Jan 2010 and contrac. The target for this leg has been revised to December, 2011. Leg -2 :Katra-Qazigund ( 148 km)

This leg is the toughest section, full of tunnels and bridges/ viaducts, that has been constructed on the Indian Railways. It is much tougher terrain than Konkan Railway. The terrain in this region is full of poor geology and faults. Tunneling and bridging is a challenge greater than that was met on Jammu-Udhampur or Udhampur-Katra section and will be a matter of pride for the engineers of Indian Railways. The stretch between river Chenab and Banihal is passing through a virgin territory and requires construction of about 262 km of access roads. About 160 km of access roads have already been constructed. At Qazigund end of this stretch, the longest tunnel on Indian Railways is being constructed ( T-80, Pir Panjal Tunnel). This tunnel is 10.96 km long and will pierce through the Pir Panjal range below the snow line. The work on Katra-Qazigund section was started in Nov.2002 and the present progress is about 13 percent. The engineers working on this section are facing multifarious problems due to extremely difficult and inaccessible terrain, technical problems and adverse security concerns of extremist activities in the State. The execution of the work has been divided among three agencies as under : (a) Northern Railway for the first (b) KRCL for the next 67 (c) IRCON for the next 57 kms (km 97-km 154) 5 kms kms ( ( km km 2530km km 30) 97)

While no significant difficulties are being experienced in the portion being executed by northern Railway, but the progress of works from Km30 to Km136 had been very slow due to failures in tunnels/tunnel portals. In view of the difficulties being faced due to adverse geology in the region, Railway Board vide their letter No. 86/W2/NL/NR/25Pt.-III dt. 14.07.08. conveyed their decision to review the alignment from Katra to Banihal. On Railway Boards directions, M/s IRCON appointed an International consultant (M/s Amberg Engineering Ltd., Switzerland)in Oct 2008 for the purpose of studying the alignment and suggesting measures to improve upon the existing alignment apart from suggesting the alternate alignment.the complete and final report has been submitted in Jan 2010. Railway Board also constituted an Expert Committee to review the alignment and give their expert opinion. This Committee was headed by Sh. M. Ravindra, Retd. Chairman, Railway Board. The members of the committee were eminent geologists, tunneling experts, alignment experts and civil engineers.The committee submitted its report in June 2009. The committees report has been accepted by Railway Board and orders for recommencement of work issued on 31.8.2009. Tunnelling work in Sangaldan area re commenced with effect from 25.09.2009.

Survey works, tests and studies, re-mobilization at the existing sites and the process of calling for fresh tenders etc. has been started. The first phase of this strearch between Qazigund and Banihal involving 11 km long tunnel between Pir Panjal range is expected to be ready for commissioning by March, 2012 and the entire project by 2017-18. Leg 3 : Qazigund-Baramulla ( 119 km) Executing Agency : IRCON This section falls in the Kashmir Valley, which is a natural bowl, surrounded by the mountain ranges. Though there is no tunnel, heavy bridging is required across rivers, canals and roads. The section from Anantnag to Rajwansher (66 KM) was opened to public by the Honble Prime Minister on 11/10/08. The section from Rajwansher to Baramulla (35 KM) was inaugurated and dedicated to the nation by the Honble Chairperson of UPA Smt. Sonia Gandhi on 14.02.09. The work from Quazigund to Anantnag ( 18 km) has been completed and commissioned on 28/10/09 by Honble Prime Minister.With this commissioning the entire 119 km stretch in the valley has been made operational as a standalone system.

Latest estimated targets dates for different sections are as under. Item Milestone Completion of 11 km long tunnel through Pir PanjalDecember, 2011 Range Commissioning of Quazigund Banihal Section March, 2012 Commissioning of Udhampur-Katra Section December, 2011 Commissioning of the entire project 2017-2018

Socio-economic impact of the project (i) The completion of this project will provide an all weather and reliable connectivity to the J&K State through rest of the country by the railway network also provide connectivity by rail to far flung areas of J&K. (ii) Construction of Access Roads Total about 262 kms of approach roads to work sites are to be constructed. Out of which, 160 kms already constructed. With completion of approach roads, more than 73 villages will get connected, which will provide road connectivity to about 1,47,000 people, 29 villages already connected.

(iii) Employment generation Direct employment to the local people (about 7000) and indirect employment to thousands for day to day requirement of the project personnel. This will help to mitigate militancy. (iv) Permanent job in Railways to one of the family members, whose more than 75% of land has been acquired. Job given to 343 persons so far.

Mega Railway Bridge over River Chenab

To have a railway line connecting Udhampur to the Kashmir valley, the Chenab river need to be crossed. A mega bridge over river Chenab (1.315 km long) has been planned near Salal village. This bridge will have a steel main arch to cross the Chenab gorge and a viaduct with steel girders on concrete piers. The rail height from the river bed will be 359 mts. which will make it the tallest railway bridge in the world. The main arch will have a span of 465 mts. across river Chenab which gives another distinction to this bridge being the longest single span railway arch bridge in the world. The 1315 mts. long bridge will have 17 spans including the main arch span. The construction of this bridge would involve structural steel work of about 25000 MT and reinforcement steel of about 4000 MT. The construction will involve about 43000 cum of concrete and about 6 lac cum of excavation in rocks. A very elaborate and comprehensive design procedure has been followed for this bridge as there is no Indian Code/Manual available for designing such mega structures. Since the bridge is over a very deep gorge, wind will have very significant effect on the stability of bridge and therefore, the modern wind

tunnel tests were performed in Denmark for finalizing the design. Further, since the area is prone to terrorist attacks, the blast load has been taken into consideration for the design, for the first time on Indian Railway. A comprehensive scheme of instrumentation for monitoring the health of the bridge has been conceptualized and information will be fully online so as to take necessary action in case of any emergency/contingency to safeguard the passengers/trains.

PIR PANJAL TUNNEL (T-80) 1.0 The Pir Panjal Tunnel is a work of Pioneering nature being the longest transport tunnel in India and may become a benchmark for more ambitious and longer transport tunnels in future. The quantum of work involves one million cum of under ground excavation. 11 Km. long tunnel is completely straight in almost N-S direction. Maximum overburden is approx. 1100m. Tunnel is at 440m lower level than road tunnel and will be much less vulnerable to snow. The single track tube has been adopted with side road for repair /emergency rescue. The clear 3m wide passage exists in the cross-section all along and extends outside the portals. Rising grade of 1% from south to the high point at Km. 159.134 followed by a falling gradient of 0.5% towards north end (for better constructability). Tunnel will be provided with properly conceived Ventilation, fire fighting and monitoring systems. 2.0 M/s. Geo-Consult RITES (JV) has been appointed as Design and Supervision Consultants for this project. 3.0 During selection of construction technology Tunnel Boring Machine (TBM) was not adopted because of following :o Heterogeneous geology soil near portals to Trap and quartzite in middle. o Geology, with fault zones is also encountered. o High squeezing anticipated in the middle zone with 1100m overburden. This will be accompanied by heavy water inflow (Karst) in the lime stone. o High initial period is required for ordering design, manufacture and commissioning. o Retrieval of TBMs require a large cavern which delays the final lining activity. o No bidder was prepared to mobilize two TBMs. o Required advance with one TBM is three times compared to NATM / drill-and-blast. o Non-circular section can only be achieved by enlargement in case of TBM.

4.0 Adit & Shaft : 774m adit meets the main tunnel at 2750m and isolates soft-ground. The shaft with 12m dia & 55m depth isolates 600m north-end tunnel. These will also assist in the ventilation during construction and operation. 5.0 Features of NATM design and construction Process: Geo-technical modeling includes rock classifications and impact of construction sequence. Actual design performed in the form of supports sheet during construction by designer at site. Instrumentation and monitoring is done to observe settlement and validation of the design. The steel ribs have been eliminated and lattice girders are used. These are lighter element and allow fore poling through them providing better safety and keeping the excavation profile to close tolerances. At any stage in the installed primary lining the actual stress level is known providing a real time tool to the designer to validate his design parameters. The geo-technical model showing presence of water, faults, different rock classes. The model enables identification of favored construction method-road header, drill blast. Permanent lining is being done concurrently while excavation is still on-going so that after the final break through, the tunnel is completed in 3 months. The finished cross section has been optimized in terms of area and shape. Assessment of tunnel stability during excavation is being done. Determination is done for additional support measures and to adjust the support and excavation sequences. Monitoring of deformation rate decides casting of inner lining. Optical targets, pressure cells strain meters, and measuring anchors are used. 6.0 Geological Features: Rock units are mainly consisting of silicified limestone, andesite and basalt, quartizite and sandstone or limestone shale intercalations, agglomerates shale and tuffs. Portal areas are situated in fluvioglacial sediments (soft ground). The general trend of mountain range and strike direction of bedding is NW SE. The central areas of the Pir Panjal range show a distinct folding. Contacts between rock units are often faulted. Folding is common in central areas. 7.0 Salient Features of Pir Panjal Tunnel (T-80): o Total length 11km o Adit 774m, shaft: 55m depth, 12m dia. o Maximum overburden 1.10km. o Tunnel Method : NATM (New Austrian Tunneling Method) o Last estimate cost (2006) 647 crores. o Approx. 440m below existing Jawahar Road Tunnel (2.75km) o Underground excavation : 10 lac cubic meter. o Cross section Area : Excavation : 67 to 78 sqm, Finished Tunnel :48 sqm. o Investigation Bore Holes depth upto 640m. o 3m wide road in tunnel for maintenance emergency rescue and relief. o High mid point and sloping in both directions for drainage o Provision of system for ventilation, fire fighting and safety monitoring. o Adit and shaft for parallel working, to be used for ventilation, maintenance and emergency relief during service.

o Extensive instrumentation for monitoring during tunneling. o Consultant : M/s. Geoconsult-RITES (JV). 8.0 Many Firsts: o The Longest Transport Tunnel In the Country (11km). o Highest Over-burden of 1100m. o Deepest Drill holes for Geotechnical Investigations 640m. o First Large Scale use of New Austrian Tunneling Method (NATM) in India. o First Use of Road header for Tunnel Excavation in Railway Tunneling.

Concrete lining Pir-Panjal Tunnel

Rolling stock Rolling stock for the new route will be from the existing national fleet. Both passenger and freight trains will use the new railway into and out of Kashmir. Passenger services will be provided by diesel multiple units. The service will at first be provided on a 45km section of the Qazigund-Baramulla section, running initially between Rajwansher and Anwantipora. Freight services conveying grain and petroleum products will run in between the ten to 12 passengers services that are planned to operate daily. An eight-coach DEMU will run on the Quazigund-Baramulla section of line. The coaches were transported to the valley by using specially modified road trailers and each coach will carry 90 passengers. It will run twice a day in both directions. The train has been fixed with a snow cutter system for clearing snow on the track. The temperature in coaches can also be maintained at 20C during winter. Signalling and communications Three-aspect colour light signalling is being installed on the route to maintain train safety. GSM-R equipment may be installed in the future to improve the quality of the system. Security

Security for the line has been a major concern, with the regions the line passes through continuing t face terrorist challenges.[25] The presence of the international border with Pakistan close by aggravates thes challenges. Plans for close circuit cameras at all major bridges, tunnels and railway stations have been made. Lightin is provided on all major bridges and inside tunnels. Additionally a special security detail to protect the infrastructur has been contemplated. Project execution agencies Indian Railways is in charge of the Udhampur-Katra Section (25 km). Konkan Railway Corporation Limited is in charge of the Katra-Laole Section (90 km). This is arguably the toughest portion of the railway with over 92% of the line either inside a tunnel or on a bridge. The bridges comprise 12 km, the tunnels comprise 72 km and only a minuscule part of this tortuous stretch, 6 km, is on open ground. IRCON, a Public Sector railway construction company is in charge of the Laole-Baramulla Section (175 km)- another tough but less brutal section. HCC has won the tender to construct both the North and South Section of the 11 km Banihal tunnel across the Pir Panjal range for approx US$120 million. Work is completed.[26] AFCONS with Ultra Engineering (South Korea) will design and construct the Chenab Bridge for US$130 million.[27] Gammon India with Archirodon Construction (South Africa) will build the Anji Khad Bridge for US$100 million.

The section from Anantnag to Rajwansher (66 KM) was opened to the public by the Honble Prime Minister on 11/10/08.

The section from Rajwansher to Baramulla (35 KM) was inaugurated and dedicated to the nation by the Honble Chairperson of UPA Smt. Sonia Gandhi on 14.02.09. The section from Quazigund to Anantnag (18 km) was opened to the public by the Honble Prime Minister on 28/10/09 The work is in various stages of progress in the balance length from Udhampur to Quazigund.

References

http://www.railway-technology.com/projects/kashmir-railway/ http://usbrl.org/aboutus.php http://www.veethi.com/Jammu-Infrastructure-Jammu-Udhampur-bridge---Jammucityimages_list_details-image_category_id-6&image_id-2820.htm http://www.constructionupdate.com/products/projectsinfo/2009/Aug-10-16/012.html http://www.skyscrapercity.com/showthread.php?t=594526 http://en.wikipedia.org/wiki/Kashmir_Railway

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