Jun 21, 2014

Indian Railways Recruitment for 22 Teachers Posts

More Detail - http://www.dlw.indianrailways.gov.in/downloadfile.jsp?fileid=378&filename=1401945400138-recruit_eng.pdf

Tirunelveli-Tiruchi Inter-city rescheduled

Southern Railway announced line block in connection with engineering work between Tirunelveli and Vanchi Maniyachchi stations.

Tirunelveli-Tiruchi Inter City Express (22628) is scheduled to leave Tirunelveli at 2.15 p.m. will leave at 4 p.m. and will arrive at Tiruchi at 9.45 p.m. instead of 8 p.m. for four days a week between June 21 and July 15. The rescheduled dates are: June 21, 22, 24, 25, 28, 29, July 1, 2, 5, 6, 8, 9, 12, 13 and 15, a Southern Railway release here said.
Source - the hindu

Haribabu bats for Vizag as new zone HQ

The headquarters of the proposed railway zone in Andhra Pradesh should be located in Visakhapatnam as it has been the long-standing demand and aspiration of the people of the region, said MP Kambhampati Haribabu, who represents Visakhapatnam in Parliament.

He was felicitated by the East Coast Railway Shramik Union (ECoRSU) here on Friday.

Expressing his gratitude to the people for reposing faith in him, Mr. Haribabu said he was aware of the aspirations of local people and assured them that he would not let them down. He recalled the efforts being made by him at the Delhi level and said that he would spare no effort to ensure that justice was done to Visakhapatnam in this regard.

Former MP and GITAM University president MVVS Murthy expressed the view that all the 13 districts in AP should develop and decentralisation was needed for it.

Former MP Yarlagadda Lakshmi Prasad felt that Mr. Haribabu being the State president of the Bharatiya Janata Party (BJP) apart from being an MP would work out to be advantageous to the development of Visakhapatnam and AP.

ECoRSU general secretary Ch. Gandhi spoke about the efforts made by the union to protect the interests of the workers.

ECoRSU leaders D. Shaleel, Vedula Narasinga Rao and PJJ Raju were among those who participated.
Source-the hindu

What the Mumbai Metro should learn from Delhi's Airport Express Line fiasco

Well before the trains started ferrying passengers down its 11-km track, the partners responsible for Mumbai’s Metro were already fighting each other in court.

The local government body, the Mumbai Metropolitan Region Development Authority, has taken its private partner, Reliance Infra, to court in a dispute over which of them has the authority to set the fares. “This is a fight between the people of Mumbai and a private company,” advocate EP Bharucha, representing the MMRDA, said in court at a recent hearing.

The MMRDA said that the original agreement allowed the maximum fare on the line to be set at Rs 13. But Reliance Infra has decided to charge Rs 40.

The Bombay High Court on Thursday reserved its order in the case until June 24.

This isn’t the first time the partnership aspect of the public-private partner model has resulted in a tug-of-war between public need and private enterprise. “I like to call it the P5 model instead of the PPP,” said Sudhir Badami, a civil engineer who advises the Maharashtra government on public transport issues. “P5 being the Pilferage of Public Property by Private Properties. That’s the scheme.”

The MMRDA could well be correct to be firm in its dealings with Reliance Infra, considering the difficult experience of the Delhi Metro in a similar set-up – and involving the same company.

Delhi's PPP Experience

Two years ago, Delhi’s snazzy Airport Express Line was abruptly shut. It was built as a PPP project between Delhi Metro Rail Corporation and Reliance Infra and purported to be the fastest way to reach the airport from the centre of the city. It re-opened a few months later, but with doubled travel time, and no reduction in fares. At Rs 8–Rs 150, it was much higher than the range of fares of the Delhi Metro, which went from Rs 8-Rs 30.

Delhi Metro Rail Corporation and the concessionaire, Reliance Infra, fought over who was responsible for causing and fixing the defects in the structure that were causing the trains to go slower. Eventually, Reliance Infra announced they were pulling out from the project, and are holding Delhi Metro liable for termination costs and all of the debt incurred, which could end up being a whopping Rs 2,800 crores.

Despite the messy split, a few months later Delhi Metro Rail Corporation was rapped on the knuckles by the oversight body, the Comptrollor and Auditor General, for a surprising reason: being too partial to Reliance Infra. The audit found that the Special Purpose Vehicle set up for the PPP project was given undue customs duty concessions, was not penalised for delays in construction, and was permitted to use its escrow account to invest only in other Reliance Group companies.

“Further, the project has been executed using a unique model of PPP wherein the concessionaire is operating a project of Rs 5,697 crore, with an insignificant equity of Rs 1 lakh,” the CAG said. “DMRC failed to ensure the payments due to it and also withdrawals from the escrow account as per agreements.”

Half of all PPP investment in developing countries in 2011 took place in India, according to the World Bank. But as these projects move from asset creation to operation they run into trouble, particularly because there is no mechanism to renegotiate deals.

Even E Sreedharan, who successfully helmed the Delhi Metro project, has asserted that the model has problems. “The PPP model in implementing Metro projects has not been a success anywhere across the world,” Sreedharan said. “We are not quite happy with the concessionaire of the airport express line. We don't think that PPP was a successful experiment.”

Who is the Metro for?

Where does that leave the Mumbai Metro? Unlike with the Delhi Metro Airport Express Line, the Mumbai Metro saw all three phases – construction, operation and maintenance – handed off to the private partner. This meant that the original estimate provided by consultant Delhi Metro to the Mumbai Metropolitan Regionl Development Authority for the first phase, around Rs 1,500 crore, ballooned to Rs 2,356 crore in the original Reliance estimate, and has now been pegged at Rs 4,321 crore.

“As a result, they’re trying to hike up the fare, knowing very well that this particular connection might be used by people in [commercial districts like] Santa Cruz Electronic Export Procession Zone and Mumbai Industrial Development Corporation, who won’t mind paying that little extra,” Badami said. “But that brings us to the question of who this line is made for. Is it for the improvement of public transport or is it for benefit of a private party, or is it for the affluent citizens of this city? In a way, that is what the High Court is listening to when it hears arguments over the fares.”
SOURCE - http://scroll.in

New alignment of rail line soon

The new alignment of the proposed Tirunavaya-Guruvayur rail line will be submitted to the government in two days.

District Collector K. Biju said here on Friday that the new alignment had been prepared by completely avoiding the Kol land of the area.

The survey of the route would begin in two weeks after the government agrees to the new alignment.

People opposed the former alignment, as the route passed through Kol fields.

The new route has been prepared in parallel to the Connolly Canal.

It will be 50 metres away from the canal.


लागत के मुकाबले रेल किराये अब भी कम : रेल मंत्री

नई दिल्ली। रेलमंत्री सदानंद गौड़ा के मुताबिक किराये-भाड़े में 25 जून से होने वाली बढ़ोतरी के बावजूद चालू वित्त वर्ष में रेलवे को सिर्फ आठ हजार करोड़ रुपये की अतिरिक्त आमदनी होगी। इस तरह यात्री यातायात में 17 हजार करोड़ रुपये का घाटा तब भी बना रहेगा। लागत के मुकाबले रेल किराये अभी कम हैं। इनमें बढ़ोतरी की गुंजाइश है। रेलवे को अभी यात्री सेवाओं में सालाना लगभग 25 हजार करोड़ रुपये का नुकसान हो रहा है।
अभी यात्री यातायात में घाटे की भरपाई माल ढुलाई से होने वाले मुनाफे से की जाती है। संप्रग सरकार ने 2014-15 के अंतरिम रेल बजट में यात्री यातायात से 37,500 हजार करोड़ रुपये, जबकि माल यातायात से 94,000 करोड़ रुपये की आमदनी का लक्ष्य रखा था। इस तरह प्राप्त होने वाली कुल 1,31,500 करोड़ रुपये की कमाई में से लगभग 92 फीसद राशि रेलवे को चलाने, वेतन और पेंशन देने में खर्च हो जाएगी।
इससे महज 10,520 करोड़ रुपये बचेंगे। ऐसे में पांच लाख करोड़ की लंबित परियोजनाओं को जल्द पूरा करने, साढ़े बारह हजार रेलवे क्रासिंग पर पुल बनाने और चार महानगरों के बीच बुलेट ट्रेन चलाने के मोदी के सपने को पूरा करने के लिए धन जुटाने के नए उपाय अपनाए जाने जरूरी हैं। किराया-भाड़ा बढ़ाने से तो केवल नुकसान की भरपायी होगी।
रेलमंत्री बजट में संरक्षा कोष स्थापित करने का संकेत पहले ही दे चुके हैं। इसके लिए कोई अधिभार लगाया जाएगा या किसी अन्य तरीके से यह राशि जुटाई जाएगी, यह जानने के लिए जुलाई में पेश होने वाले रेल व आम बजट का इंतजार करना होगा।

Railways bites the bullet, raises passenger fares

On June 14, Prime Minister Narendra Modi warned of taking bold decisions, ahead of the Budget Session of Parliament, to improve India's economy, adding these might not go down well with some sections. On Friday, the government followed the words with action, with Union Railway Minister Sadananda Gowda increasing passenger fares 14.62 per cent and freight rates 6.47 per cent.

The new fares will be effective June 25.

The passenger segment has witnessed a flat 10 per cent fare increase, across classes. Further, a 4.2 per cent rise was announced under the fuel adjustment component (FAC). For freight, a flat five per cent rise for all major commodities was announced, in addition to a 1.4 per cent rise under the FAC.

The FAC is the dynamic cost variable that takes into account changes in the costs of diesel and electricity.

Friday's moves can be seen as a clear indication that the National Democratic Alliance government will stick to the United Progressive Alliance government's railway policy.

The freight and passenger rate increases have been pending since last month, in wait of a new government at the Centre. On an annualised basis, the fare revision is expected to add Rs 10,000 crore to the Railways' accounts. However, because of the delay in the implementation of the increases, the earnings during the first quarter have been lost.

Corporate India has welcomed the rise in railway fares and freight rates, saying railway finances had reached a precarious position and it was time to bite the bullet on the issue. Chief executives said the 6.47 per cent rise in haulage rates would result in an increase in cement and coal transportation costs, which would be passed to consumers such as power and steel plants and infrastructure companies.

According to a Nomura analysis, the rise in passenger fares will add about 10 basis points to Consumer Price Index (CPI)-based inflation, while the freight increase will have a limited indirect impact on the CPI. "WPI (Wholesale Price Index)-based inflation is likely to see a marginally larger impact (the Indian Railways accounts for about 35 per cent of freight traffic in India), as the cost of transporting goods such as coal, cement, oil, steel and food grain will rise. However, the rise will improve the profitability of the Railways and, therefore, it is a move in the right direction," said the Nomura report. Under the FAC, passenger fares have been revised the second time since 2013.

In October 2013, passenger fares were raised by up to two per cent (under FAC) for higher classes and about 3.5 per cent for lower classes, with incremental revenue of Rs 450 crore.

In January 2013, then railway minister Pawan Kumar Bansal had set the ball rolling by raising passenger fares outside the Budget by up to 25 per cent. This was the first fare rise in 10 years. For freight, this is the third rise under the FAC since 2013, apart from the busy-season surcharge levied every year. Under FAC, an increase of 5.7 per cent was announced in April 2013; in October 2013, freight rates were raised 1.7 per cent, amid expectations it would bring in Rs 700 crore. The Railways has also withdrawn short-lead concession for all freight booked up to 100 km, and the minimum distance has been increased to 125 km. Experts say this will potentially impact traffic movement from mines to factories for commodities such as iron ore, manganese and coal. Further, certain concessions for 'low-rated commodities', including essential commodities such as fodder and salt have been withdrawn; the class has been shrunk to three commodities from four earlier.

SOURCE - business-standard

'No Railways, no India'

Indian is, as Indian does
“Building railways manually in India inevitably presented problems for the engineers used to conditions in Britain who had to work with those armies of Indian labourers.
Indian visitors watch a 1947 model British-built steam locomotive engine that commemorated 155 years of trains running in Eastern India. PIC/AFP
Indian visitors watch a 1947 model British-built steam locomotive engine that commemorated 155 years of trains running in Eastern India. PIC/AFP
The engineers found it was necessary to devise methods of construction which combined western with Indian techniques. So a new syncretic Indian approach to railway building emerged, an approach which married British and Indian traditions.
Railway mail service
Railway mail service
Indian workers, for instance, did not like the wheelbarrows which Irish Navies had used as they dug cuttings, bored tunnels and built embankments to construct Britain’s railways, so the Indian method of carrying earth in baskets on the head was adopted. It wasn’t just tradition which made the workers favour this method. It involved employing more manpower.”
— Sir Mark Tully
Jules Verne and the Western Ghats
The profound impact of the railways on India’s economy and agriculture even finds a mention in Jules Verne’s book, Around the World in Eighty Days.
An old photograph of a rail car on the Neral—Matheran section
An old photograph of a rail car on the Neral—Matheran section 
The following passage describes Phileas Fogg and Passepartout passing through India’s Western Ghats: Passepartout, on waking and looking out, could not realise that he was actually crossing India in a railway train. The locomotive, guided by an English engineer and fed with English coal, threw out its smoke upon cotton, coffee, nutmeg, clove, and pepper plantations, while the steam curls in spirals around groups of palm-trees, in the midst of which were seen picturesque bungalows, viharis (sort of abandoned monasteries), and marvellous temples enriched by the exhaustless ornamentation of Indian architecture. 
— Sandipan Deb
Making of modern India
The railways, India’s pre-eminent form of mass transportation, has contributed significantly to the creation and integration of the Indian nation. This is a claim, suitably qualified and nuanced, that finds support among more scholarly writers, and which is sympathetically endorsed here.
Toy train at Matheran is now 107 years old. Pic/Sameer Markande
Toy train at Matheran is now 107 years old. Pic/Sameer Markande
Indeed, some historians have argued that without the development of a large network of railways, there would have been no India as we know it; in effect, no railways, no India...The railways came early to the Indian subcontinent — much earlier than to other parts of Asia, Latin America and Africa. By 1901, India had the world’s fourth longest railway network (although the exact ranking can be disputed) as measured by route miles in operation, a ranking the country still holds. 
— Ian J Kerr
Pedas on the platform
“Almost every station in India sells a regional specialty that causes passengers to dart on and off trains. My parents have awakened me at 3 am just to taste the hot milk at Erode station in Tamil Nadu. Anyone passing by Nagpur station is entreated to buy its glorious oranges.
Godrej Soaps’ advertisements on the train. Pic courtesy/Sandipan Deb
Godrej Soaps’ advertisements on the train. Pic courtesy/Sandipan Deb
Allahabad, home to Hinduism and the Ganga River, is famous for its guavas; Agra, where the Taj Mahal stands, has wonderful pedas (chewy squares of candy made with milk). Simla, called queen of the hill stations by the British, was known for its apples. Kerala, where my father spent his childhood and still leaves his heart, has the best plantain fritters, fried in coconut oil on the platform.”
— Shobha Narayan
Chugging through Bollywood
The film, however, that uses trains to best effect is Sholay (Ramesh Sippy, 1975). There’s a great sequence in the opening when the dacoits attack the train and the inspector (Sanjeev Kumar) must make a decision about letting Jai (Amitabh Bachchan) and Veeru (Dharmendra) free to help him ward off the attack.
This was beautifully picturised and elegantly shot and written. Forever inscribed in my memory is the way in which Veeru is created. He had a long and hectic battle with some dacoit and finally manages to beat him off. And he says, insouciantly: Veeru se takkar? (Taking Veeru on? What were you thinking?). 
— Jerry Pinto
India Junction: A Window to the Nation, edited by Seema Sharma, Rainlight by Rupa Publications, R695. Available at all leading bookstores.
India Junction: A Window to the Nation, edited by Seema Sharma, Rainlight by Rupa Publications, R695. Available at all leading bookstores
SOURCE -mid-day

Indian Railways must make some key changes before it becomes attractive to FDI

Railway minister D V Sadananda Gowda captures the quandary railways finds itself in well. Stuck with many unfinished projects that were started mainly to earn political brownie points, he has to select a handful that will be completed. To add to his problems, he has to decide if passenger and freight fares will be increased soon as the organisation faces a resource crunch. Gowda should risk unpopular decisions now as a delay would cost India`s economy dear. A poorly managed railways has proved a drag on the economy. This slide needs to be checked right away, with a modernisation programme that takes away some of the freight that is moved by road — as it will make the economy more competitive. 

Two years ago a group under Sam Pitroda, appointed by railways, showed that modernising is doable in a span of a few years. It requires a sharp focus on how less than half of existing tracks bear about 80% of traffic. This modernisation project would encompass tracks, bridges and signals, thereby simultaneously improving safety standards. 

Gowda's challenge would be to raise resources for a modernisation project. It is important that he forcefully communicates that the prevailing tendency to use railways' profit from freight to provide passengers' subsidies does not eventually help society — in an indirect way, this actually prevents creation of jobs. For instance, China's freight rates are just 58% of India's and that makes it tough for Indian industry to successfully compete and create jobs at home. Gowda hopes to usher FDI into creating infrastructure for railways. This makes sense. But unless the organisation manages its finances better and takes hard-headed decisions on modernisation, it is unlikely to attract money from outside.


Rail services set for £1 billion investment

The Westmorland Gazette: Rail services set for £1billion investment

Rail services set for £1billion investment

RAIL passengers in South Lakeland are being asked what improvements they would like to see for services as part of a £1billion investment in the north.

The launch of the consultation will help the government establish how the Northern Rail and First TransPennine Express franchises can make best use of the investment being rolled out across the network.

Rail Minister Stephen Hammond said: “To make sure we make the most of this investment and deliver a railway that is truly world class and boosts our economy, it is vital that we hear the views of the people who use these services.“That means more seats, improved connections and better journeys for millions of passengers travelling across this region.”

Routes throughout the region are set to benefit from extensive electrification and upgrades during the next five years, paving the way for up to 700 extra trains every day and 44 million additional passengers each year.

Changes could affect passengers using TransPennine which currently run services from Barrow-in-Furness to Preston and Manchester Airport along the Furness Line, via Carnforth, Grange-over-Sands and Ulverston, plus the Lakes Line service from Windermere to Oxenholme, via Staveley, Burneside and Kendal.

Improvements should mean better journeys, connections and more modern trains for passengers and business commuters.They could also affect Northern services from Carlisle to Leeds via Settle, Ribblehead, Dent, Garsdale, Kirkby Stephen and Appleby, and the Leeds to Morecambe route via Giggleswick, Clapham, Bentham, Wennington and Carnforth.

The consultation will look at how to tackle crowding, demand and provide faster and more frequent services.

Stephen Joseph, chief executive of the Better Transport group, said: “Getting real investment into rail is essential to the region’s economy and we’ll be looking to work with others to campaign for railways in the north to get the kind of support other parts of the country have seen.”

The consultations run until August 18 and people can respond via e mail at NorthernTPEconsultation2014@dft.gsi.gov.uk or online at www.surveymonkey.com/s/7L2NGR7 l Morecambe & Lunesdale MP David Morris has welcomed support from Lancashire County Council for his campaign to have the Lancaster to Morecambe railway line electrified.

Last month, the MP held a rail summit in his offices with representatives from rail companies and Network Rail to ascertain if it is possible to electrify the line.

Lancashire County Council’s transport chief says that electrification of the branch should be relatively inexpensive and straightforward to implement.

SOURCE - the westmorland gazette

Hazardous rail cargo information to be kept hidden from public

Transportation Minister Lisa Raitt announced the harmonization of symbols on the sides of trucks and trains used to identify hazardous cargo on Friday.

Tank cars of crude oil, chlorine, and other dangerous chemicals will continue to secretly roll through Canadian cities, as Transportation Minister Lisa Raitt says she will take no further action to force the public disclosure of hazardous train contents.

“The stakeholders are satisfied with where we are right now,” she said at a press conference Friday. “They’re satisfied with the level of information that they’re receiving.”

Since a train carrying volatile Bakken oil derailed and exploded in Lac-Mégantic, Que., last July, killing 47, a chorus of citizens groups and politicians has been calling for rail companies to tell the public what potentially dangerous materials are chugging through their communities.


Hazardous train freight shouldn’t be kept secret, expert says

Last November, the federal government began requiring rail companies to share information on hazardous goods with municipalities. CN, CP, and Via Rail now have to give quarterly reports to city officials on what kinds, and what quantities, of dangerous materials have passed through their boundaries in the previous months. But cities remain forbidden from publicizing that data — it’s mainly for the use of emergency first responders in case of spills.

Many say this isn’t enough. Raitt’s decision “reflects a failure to respond to the levels of public and municipal concern over the movement of dangerous goods by rail through urban areas,” said York University professor Mark Winfield.

Ajax Mayor Steve Parish has also called for hazardous cargo information to be made public, as has Toronto Councillor Josh Matlow, whose Ward 22 is adjacent to a Canadian Pacific track.

“Residents want to know what hazardous materials — and how much — are going through their neighbourhoods where they’re raising their kids,” Matlow said. “They feel like all this information is behind a veil of secrecy, without any reasonable explanation from government about why this is so.”

Transporting crude oil by rail has become much more common in Canada recently, spiking from 500 carloads in 2009 to 140,000 in 2013. In the last five years, meanwhile, there have been almost 300 train derailments in the Greater Toronto and Hamilton Area. The number of tank cars carrying oil along the CP track that cuts through Toronto’s Junction neighbourhood has also increased.

Fred Millar, a U.S.-based rail transport consultant, says that making hazardous cargo public can help citizens pressure corporations to make their trains safer.

“The main thing is to have the public and media informed,” he said, “so they can put pressure on the rail companies to reduce risk.”

Still, Raitt said the recent regulations providing information to cities and first responders were enough.

“There’s lots of communities in Canada, so I tend to like to work with the larger stakeholders like the Federation of Canadian Municipalities and the Canadian Association of Fire Chiefs, and where we are now is satisfactory.”

Raitt also announced the harmonization of symbols on the sides of trucks and trains used to identify hazardous cargo. The placards will now be the same across Canada and the U.S.

SOURCE - thestar

Rail freight hike to hit power, steel and cement sectors

Power tariffs would go up as coal prices would rise

The freight rate hike of 6.5% by the Railways on Friday is likely to impact power, steel and cement sectors as the coal transportation cost would rise.

"There would be definite impact of freight rate hike on electricity tariff as freight charges on coal would go up," CESC executive director Utpal Chatterjee told dna. However, the immediate impact on power tariff couldn't be measured though, he said.

Coal prices will go up as CIL passes on every kind of freight charges hikes to consumers, a senior company official said. CIL last raised freight costs in November when it hiked its charges steeply from Rs 44 per tonne to Rs 57 a tonne for a distance of up to 10 kilometre, mainly due to rise in diesel costs while that up to 20 kilometre were hiked 50% to Rs 116 a tonne.

"The increase in freight charges will lead to a marginal increase in electricity tariff -- by around 1% as freight is very small component of overall cost of electricity," said a consultant.

A CIL official said the increase in freight rates will be borne by power generating companies and lead to increase in electricity charges. The rise may lead to higher landing cost for generating companies by up to 3%. He, however, said the coal sector, including CIL, will have no direct impact due to the increase in freight charges.

Additionally, in December an extra levy of Rs 26 a tonne was put on every rapid loading to railway wagons.

The hike in freight will also push up cement prices as component of transport cost weighs heavy on cement prices, an official of Kesoram's cement division said.

"We see an increase in prices of cement by around Rs 5-7 a bag post the monsoon when demand picks up," the official said.

With the freight rate hike, fertiliser subsidy bill will rise by about Rs 200 crore annually, but will not have an impact on retail prices, industry body Fertilizer Association of India.

Every year about 44 million tonne of fertilisers, including both urea and P&K fertilisers, are moved through the country. Out of this volume, 80% is moved through rail and rest is via roads.

Government in the interim budget had fixed the fertiliser subsidy at Rs 67,970 crore for the financial year ending March 2015 compared with the revised estimate of about Rs 67,971 crore in 2013-14 fiscal.

In a pre-Budget move, cash-strapped railways on Friday effected a steep across-the-board hike of 14.2% in passenger fares in all classes, and a 6.5% increase in freight rates to garner Rs 8,000 crore a year.
Reacting to the freight rate hike, industry bodies hoped the higher fares will lead to better quality and safety of services offered by the Indian Railways.

"The rates have been increased with a view to resource mobilisation, which is today the most critical requirement for the Indian Railways. Without adequate resources, the Railways will not be able to afford its modernisation, capacity addition and safety plans," CII director general Chandrajit Banerjee said.

While terming the freight fare hike as "inevitable", Banerjee said the industry, currently reeling under a low growth scenario, can ill-afford the freight increase especially on bulk heavy industries like steel, which contributes about 20% of the freight revenue of Indian Railways and are already under stress.

The industry chamber urged the government to accord top priority to foreign direct investment (FDI) in Railways.

Ficci president Sidharth Birla said if tariffs had been incrementally attended to over the years to match rising expenditure, an increase of this magnitude in one go would not have been necessitated.

Birla expressed hope that there will be a concomitant improvement in both the quality and safety of services offered by Indian Railways post the fare hike.

CII said resources can be also mobilised from inviting multilateral funding agencies to participate in railway projects, better utilisation of railway land, and creation of a Rail Asset Leasing Authority.

Source - DNA





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