Well, want to know about your budget for railways? The Railway Budget which was presented by Railway Minister, Mallikarjun Kharge on 12 February 2014 at the Parliament House, has given us some future respite and promises to meet our ever growing demands for all of us after the Lok Sabha Elections in April. This was the last railway budget by the UPA before the elections.
Now, I will explain you what is a railway budget? The Railway Budget of India, also referred as Rail Budget is the Annual Financial Statement of the state-owned Indian Railways, while handles rail transport in India. It is presented every year by the Minister of Railways, representing the Ministry of Railways, in the Parliament. The Railway Budget is presented every year, a few days before the Union Budget of India.
Here are the highlights of the Rail Budget 2014-15 by the Railway Minister:-
Firstly, we will talk about the achievements. As the UPA II Government completes its five years journey in May this year, National Project of Kashmir witnessed a major landmark last June, when 11.2 km long tunnel linking Banihal with Qazigund in the valley became operational. The tunnel, which is an engineering marvel, has reduced the distance from 35 km to 17.5 km, provides an all-season means of transport for the local population and is proving a boon for the inhabitants.
Also, construction on Udhampur-Katra section, which will enable lakhs of pilgrims from all over the country to reach foothills to Vaishno Devi shrine directly, has been completed and trial runs have started. We expect to run passenger services up to Katra very shortly. During the XI Plan period, the targets for newlines, doubling and electrification were exceeded. Railways completed 2,207 km of newlines against target of 2,000 km, doubling of 2,758 km against 2,500 km and electrification of 4,556 km against a target of 4,500 km.
Now for the proposed rail demands. During the 12th Five Year Plan period, Indian Railways infrastructure will further expand to reach the hinterland and frontiers of our nation. Similarly, rolling stock acquisition also surpassed the targets and 64,875 wagons were acquired against target of 62,000, a total of 1,288 diesel locos were produced against 1,019, and 1,218 electric locos against a target of 1,205. Initiatives taken for construction of two dedicated freight corridors on the eastern and western routes would lead to strategically critical capacity augmentation, and would involve construction of dedicated freight lines to carry predominantly coal and steel on the Eastern Corridor and containers on the Western Corridor. Dedicated Freight Corridor is an innovation in rail transport in India and will reduce the transit time to about half of the present levels. The capacity released by freight trains could then be used for running more passenger trains at higher speed in a need based manner. This initiative would also offer significant reduction of the greenhouse gas emissions in the transport sector of India.
Railways successfully met the heavy impact of 6th Pay Commission in full during the period. Total additional payout including arrears from 1st January 2006 has been more than Rs one lakh crore till now. Significantly, unlike other segments of the Government, Railways met the additional expenditure within its own means, from its own earnings. The huge requirement did cause some hardships, but the organisation successfully overcame them and emerged stronger.
Significantly, but for the additional financial burden caused by the Pay Commission, the resource position of Railways would have been correspondingly that much healthier and extension of rail connectivity to the northeastern states has been a focus area of our government to bring prosperity to these areas and also strengthen the national integration. We are now on course to convert the strategically important 510 Km long Rangiya-Murkongselek metre gauge line into Broad Gauge within this financial year. The Capital of Arunachal Pradesh would soon be on rail map in this financial year, as Harmuti-Naharlagun newline is expected to be commissioned shortly. The state of Meghalaya is also all set to come on the Railway map in this financial year, as Dudhnoi-Mehendipathar newline is getting completed by March 2014. During the year we completed 1,532 km of New Line, Doubling and Gauge Conversion against a revised target of 1,525 km.
Also, corrosion resistant and lighter wagons with capability to carry extra payload and higher speed potential up to 100 kmph have been developed. The Indian Railways had formulated Policy Unigauge in the year 1992 to convert selected metre/narrow gauge routes to Broad gauge to avoid transhipment, improve rolling stock utilisation, achieve higher throughput and to foster development in various parts of the country. A total of 19,214 km of non-broad gauge lines have been converted to broad gauge. People in several States including Gujarat, Rajasthan, Madhya Pradesh, Maharashtra, Karnataka, Uttar Pradesh, Assam and Tamil Nadu have been the major beneficiaries.
Several measures have been and are being taken for further strengthening of the safety in all trains. Some of these are :-
i. Manning or elimination of all unmanned level crossings and provision of ROBs/RUBs in lieu of manned level crossings with heavy traffic density in a time bound manner is a commitment of Railways. Towards this end, a total of 5,400 unmanned level crossings were eliminated – 2,310 by manning and 3,090 by closure / merger / construction of ROBs/RUBs during the last five years.
ii. Planning for induction of indigenously developed Train Collision Avoidance System (TCAS) over Indian Railways after successfully completing field trials.
iii. Provision of improved safety systems with audio visual warning to road users in advance of approaching trains.
iv. Development of ‘crashworthy’ structural design capable of absorbing high impact loads in unfortunate case of collision/accidents.
v. Offering employment to over 1 lakh persons against existing vacancies in Group C categories in the last five years, and to 1.6 lakh persons in erstwhile Group D categories.
vi. Provision of Vigilance Control Device (VCD) in all electric and diesel locomotives to monitor and judge the alertness of driver to ensure safety of the train.
vii. A few unfortunate accidents involving fire in trains have occurred in the recent past, leading to loss of precious lives. Even though some of these incidents were caused due to inadvertent acts of negligence on the part of passengers, Railways have initiated action to ensure that such incidents are averted at all costs and loss of lives eliminated. A Comprehensive Fire and Smoke Detection System is on trial on two rakes of Rajdhani Express trains. Based on the success of these trials, this will be extended to all major passenger trains.
viii. Besides, various measures undertaken to prevent fire incidents on trains are as under:-
a. Use of fire retardant materials inside coaching vehicles.
b. Multi-tier protection for electric circuits.
c. Provision of portable fire extinguishers in AC coaches, Guard-cum-luggage break pantry cars and locomotives.
d. Introduction of electrical induction based cooking appliances in replacement of LPG in pantries and intensive checks on parcel vans and guard-cum-luggage break vans against explosives and inflammable materials.
Indian Railways is primarily a commercial organization and it must operate in a financially self sustaining manner. Major segments of its business freight as well as passenger should be market driven, address needs of users, provide value for money and avoid tendencies to exploit its dominant presence in the transport sector. Despite limited availability of funding, Railways have been able to implement and complete many projects of new lines, doubling, gauge conversion, metropolitan transport, road over/under bridges in addition to construction of workshops, improvement of user services and electrification.
While efforts of the government to provide precious financial resources for growth of Indian Railways would undoubtedly continue, the phenomenal investment needs of rail infrastructure cannot be met entirely through Gross Budgetary Support, Internal Generation of Railways and Market Borrowing. Railways have therefore started targeting private investment in rail infrastructure to bridge the gap in the form of Public Private Partnership (PPP). Investment in Railways is being stepped up by partnership with the private sector. PPP projects related to rolling stock manufacturing units, modernisation of railway stations, multi-functional complexes, logistics parks, private freight terminal, freight train operations, liberalised wagon investment schemes, and Dedicated Freight Corridors are in the pipeline and offer excellent opportunities for private investment in the 12th Plan.
Apart from attracting private investments from domestic investors in rail sector, a proposal is under consideration of the Government to enable Foreign Direct Investment (FDI) to foster creation of world class rail infrastructure. Within available resources, Indian Railways have always endeavoured to usher in new technology for modernisation and enhanced delivery to rail users. Dedicated Freight Corridors for exclusive running of heavy haul freight trains, High Speed Trains Project, and Semi-High Speed project are recent initiatives taken in this direction.
Implementation of the Eastern and Western Dedicated Freight Corridors project is making good progress with the award of nearly 1,100 km of civil construction contracts till now. During 2014-15, another 1,000 km of civil construction contracts are targeted, besides award of Systems contracts. As agreed between Honourable Prime Ministers of India and Japan in May 2013, a joint Feasibility Study for Mumbai-Ahmedabad High Speed corridor, co-financed by Indian Railways and Japan International Cooperation Agency (JICA), has started in December 2013, and will be completed in 18 months. For the same corridor, a Business Development study being undertaken by French Railways (SNCF) will be completed by April 2014. After the studies, Indian Railways will decide on further course of action and modalities for implementation of the project.
The role of Indian Railways in preserving the environment has been widely acknowledged. Besides energy efficiency of rail transport, initiatives to promote use of renewable and clean energy have been part of our approach. Railway Energy Management Company has become functional and is working on setting up of windmill plants, solar power plants, with about 40% subsidy from Ministry of New & Renewable Energy. To begin with, 200 railway stations, roof top of 26 buildings and 2,000 level crossing gates would be covered.
With a view to improving aesthetic ambience along the track close to the approach of major stations, creation of ‘Green Curtains’ at Agra and Jaipur stations is being undertaken on pilot basis. This will involve construction of RCC boundary wall of appropriate height along the railway boundary up to a suitable distance, landscaping from the track to the wall and within station circulating area, and arrangements for appropriate watch and ward to check open defecation and littering. Once the pilot projects succeed, we intend to invite corporate entities to participate in this programme at other stations through their Corporate Social Responsibility initiatives, besides obtaining support of municipalities and local bodies. Marking a major development towards cleanliness in the coaches and on railway tracks, a bio-toilet design has been adopted by the railways and the technology has been introduced in about 2,500 coaches. It is proposed to increase the coverage progressively.
Indian Railways has always strived to improve its customer related services and the continued drive has resulted in their gradual improvement. The success of e-booking of tickets has surpassed all expectations and provided a convenient means to our customers to interface with the Railways from the comfort of their homes and offices. Train movements can also be tracked online to find the exact location and running. Besides, 51 Jan-Ahaar outlets for sale of Janta Meals have been set up, 48 passenger escalators have been commissioned at railway stations and 61 more are being installed, air-conditioned EMU services will commence in Mumbai area by July 2014, and Passenger Information Display System in important trains to indicate the next station and expected arrival time is being provided. The scheme for upgradation of passengers introduced in the year 2006 is proposed to be extended to second class sitting, AC Chair car and Executive chair car passengers. This will facilitate utilisation of vacant accommodation in the higher classes and optimise demand satisfaction in the lower classes.
There are seasonal and occasion-specific instances when the demand for travel by certain trains goes up and the level of demand satisfaction becomes low. Passengers are prepared on such occasions to pay more to undertake their journey. Keeping this in view, a Premium Air-Conditioned Special was introduced on the busy Delhi – Mumbai sector with shorter Advance Reservation Period in December 2013 – January 2014. The fare charged included a dynamically varying premium over tatkal fare of the Rajdhani services. Such dynamic pricing was widely appreciated by the users and the media and gave increased earnings of about 48% as compared to Rajdhani services on the same sector. We are considering operation of this scheme on larger scale.
Railways propose to lay further emphasis on improving its market share through a mix of strategies. These would involve inter alia improved use of assets, including wagon turn round by ensuring improved operation and maintenance practices to enhance asset availability, intensive monitoring and improvement in the condition of freight terminals through result oriented investments, and laying emphasis on completion of various on-going line capacity works on critical sections. In addition to the above measures, Indian Railways is also further enhancing throughput by clearing missing links in ‘CC+8’ (Carrying Capacity+8 tonne) routes, increasing freight train speed by upgrading the rolling stock as well increasing the length of trains, besides introducing a tariff and incentives regime that encourages shift of traffic to rail and minimizes empty running. All these measures will ensure that the unit cost of operation is brought down further.
An independent Rail Tariff Authority is being set-up to advise the Government on fixing of fares and freight. Determination of rates will no longer be an exercise behind veils where the Railways and the users could only peep covertly at what was happening on the other side. The Rail Tariff Authority will not only consider the requirements of the Railways but also engage with all stakeholders to usher in a new pricing regime through a transparent process. This would lead to an era of rationalisation of fares and freight structures for improving the fare-freight ratio and gradually bringing down cross subsidization between different segments. It is expected that this would go a long way towards improving the financial health of the Railways, lead to growth to match expectations of the nation and provide stability by minimizing volatility of revenue streams.
Information Technology has revolutionized our customer interface over the last few years. We intend to continue the process. Some of the initiatives that would be taken are -proliferation of cash accepting Automatic Ticket Vending Machines, Ticketing on mobile phones in the unreserved segment, PNR status update to passengers through system generated SMS, an update for train running information, Online booking of retiring rooms at all important stations, Online booking of meals on trains for selected en-route stations, Introduction of e-forwarding note and electronic transmission of railway receipts for freight customers, which will enable users to carry out freight business with Railways from the comfort of their homes and offices and Computerisation of claims settlement process on Indian Railways.
In order to increase the share of rail borne traffic, an innovative called ‘Empty Flow Discount Scheme’ is being formulated and will be implemented shortly. For further increasing throughput on the existing network, carrying additional traffic and bolstering freight earnings, universalisation of all routes on Indian Railways as ‘CC+9+1’ (Carrying Capacity+9 tonne+1 tonne) is being planned.
Container traffic has witnessed rapid growth in the last few years. For facilitating seamless transport of imported cargo, some of the restrictions on movement of imported commodities through containers have been eased. Further, to increase throughput of container traffic, the permissible carrying capacity of 20 feet containers has been enhanced by 4 tonnes by necessary upgrade of rolling stock.
There is a vast potential to be tapped in the area of parcel traffic. An aggressive strategy has been evolved for attracting more such traffic to rail. Parcel trains will be run from nominated parcel terminals which have been already notified for achieving the above, and Special Parcel Trains will be run on scheduled timings, so that time-sensitive cargo can be attracted. A new policy on parcels will be formulated which shall also encourage transportation of milk across the country. A new concept of hub and spoke for parcel business will be introduced. Third party warehousing in Special Parcel Terminals is also envisaged.
Given the promising trend of loading, the target has been scaled up to about 1052 million tonnes from the budget target of 1047 million tonnes. However, the average lead of freight traffic is falling, and is likely to be 622 km against budgeted 644.5 km. Considering the trend of passenger earnings, the revised target has been kept at Rs 37,500 crore. There has been continuing strong inflationary pressure on the input costs, especially the cost of fuel, both HSD Oil and electrical energy.
There has also been a higher than expected burden on account of significant fresh recruitment in many safety categories, additional dearness allowance for Railway employees and dearness relief for Railway pensioners. Yet, as a result of stringent and close monitoring, the increase under Ordinary Working Expenses has been kept at a modest Rs 560 crore only. However, pension allocation requirements have gone up by a more significant Rs 2,000 crore. Dividend payment to General Revenues has also gone up by Rs 1,591crore with the increase in the rate from 4% to 5%.
Considering the trend of earnings and expenditure, the revised plan outlay stands at Rs 59,359 crore. Operating Ratio of Railways is likely to be 90.8% as against budgeted target of 87.8%.in a marked improvement from the two earlier years, Railways will end the current year with surplus, and fund balances would increase from Rs 2,391 crore at the beginning of current fiscal to Rs 8,018 crore at the end of March 2014. This is primarily attributable to strict fiscal discipline enforced by the organisation.
Anticipating a healthier growth of economy, the freight traffic target is proposed at 1,101 million tonnes, an increment of 49.7 million tonnes over the current years’ revised target of about 1052 million tonnes. The Budget Estimates for goods, passenger, other coaching and sundry other earnings have been kept at Rs. 1,05,770 crore, Rs. 45,255 crore, Rs 4,200 crore and Rs. 5,500 crore respectively in 2014-15. The Gross Traffic Receipts have been projected at Rs. 1,60,775 crore.
Ordinary Working Expenses have been proposed at Rs. 1,10,649 crore, which is Rs. 13,589 crore higher than the Revised Estimates for the current year. This will take care of additional requirements on account of fresh recruitment, increase in dearness allowance rates, increase in fuel bill, higher lease charges payable to IRFC and general inflationary increases. Pension outgo has been budgeted at Rs. 27,000 crore, as against Revised Estimates, 2013-14 of Rs. 24,000 crore.
Total Working Expenses are budgeted at Rs. 1,44,199 crore as against Rs. 1,27,260 crore in Revised Estimates, 2013-14. This will leave a Net Revenue before dividend of Rs. 19,655 crore, and operating ratio of 89.8%. Dividend payable to General Revenues is estimated at Rs. 9,117 crore. It is estimated that at the end of 2014-15 the balance under the Railway Funds will be Rs 12,728 crore as against Rs 8018 crore in Revised Estimates, 2013-14.
The Annual Plan 2014-15 envisages investment of Rs. 64,305 crore as against Budget Estimates 2013-14 of Rs. 63,363 crore and Revised Estimates, 2013-14 of Rs. 59,359 crore. The Budgetary Support from General Revenues has been proposed at Rs. 30,223 crore including Rs. 1,223 crore as Railways’ share from Diesel Cess, and Rs. 6,000 crore earmarked for National Projects. Internal Generation component in the Plan has been kept at Rs. 13,500 crore, besides a drawdown of Rs. 777 crore from the available balance in the Railway Safety Fund. Extra Budgetary Resources including market borrowings through IRFC, ‘PPP’ and other schemes has been pegged at Rs. 19,805 crore.
Some new lines and trains introduced or proposed are given below:-
i. Howrah – Pune AC Express (Bi-weekly) via Nagpur, Manmad.
ii. Kamakhya – New Delhi AC Express (Weekly) via Chhapra, Varanasi.
iii. Kamakhya – Chennai AC Express (Weekly) via Malda, Howrah
iv. Mumbai – Howrah AC Express (Bi-weekly) via Nagpur, Raipur
v. Mumbai – Patna AC Express (Bi-weekly) via Khandwa, Itarsi, Manikpur vi. Nizamuddin – Madgaon AC Express (Bi-weekly) via Kota, Vasai Road vii. Sealdah –Jodhpur AC Express (Bi-weekly) via Mughalsarai viii. Yesvantpur – Jaipur AC Express (Weekly) via Gulbarga, Pune, Vasai Road ix. Ahmedabad – Delhi Sarai Rohilla Express (Tri-weekly) via Palanpur, Ajmer, Rewari x. Bandra – Amritsar Express (Weekly) Via Kota, New Delhi, Ambala xi. Bandra (T) – Katra Express (Weekly) via Kota, New Delhi, Ambala xii. Gorakhpur – New Delhi Express (Bi-weekly) via Lucknow, Moradabad xiii. Katra – Howrah Express (Weekly) Express via Mughalsarai, Varanasi, Saharanpur xiv. Mumbai – Gorakhpur Express ( Bi-weekly) via Khandwa, Jhansi, Kanpur xv. Patna– Bangalore Express (Weekly) via Mughalsarai, Chheoki, Manikpur, Nagpur xvi. Yesvantpur – Katra Express (Weekly) via Gulbarga, Kacheguda, Nagpur, New Delhi xvii. Thiruvananthpuram – Bangalore (Yesvantpur) Express (Bi- weekly) via Erode, Tirupattur.
i. Ahmedabad – Katra Express (Weekly) via Palanpur, Jaipur, Rewari, Hisar, Bathinda, Amritsar ii. Ahmedabad – Lucknow Jn Express (Weekly) via Palanpur, Jaipur, Bandikui, Mathura, Kasganj. iii. Ahmedabad – Allahabad Express (Weekly) via Jalgaon, Khandwa, Itarsi, Satna, Manikpur iv. Amritsar – Gorakhpur Express (Weekly) via Saharanpur, Moradabad, Sitapur Cantt.
v. Aurangabad – Renigunta Express (Weekly) via Parbhani, Bidar, Vikarabad vi. Bangalore – Chennai Express (Daily) via Bangarpet, Jolarpettai vii. Bandra (T) – Lucknow Jn Express (Weekly) via Kota, Mathura, Kasganj viii. Bareilly – Bhopal Express (Weekly) via Chandausi, Aligarh, Tundla, Agra. ix. Bhavnagar – Bandra Express (Weekly) via Ahmedabad x. Bhavnagar- Delhi Sarai Rohilla Link Express (Weekly).
xi. Gandhidham – Puri Express (Weekly) xii. Gorakhpur – Pune Express (Weekly) via Lucknow, Kanpur, Bina, Manmad.
xiii. Guntur-Kacheguda Double Decker Express (Bi-weekly). xiv. Howrah – Yeswantpur AC Express (Weekly)via Bhubaneswar, Gudur, Katpadi xv. Hubli – Mumbai Express (weekly) via Bijapur, Sholapur xvi. Hyderabad – Gulbarga Intercity (Daily). xvii. Jaipur – Chandigarh Intercity (Daily) via Jhajjar. xviii. Kacheguda – Tirupati Double Decker Express (Bi Weekly); xix. Kota – Jammu Tawi Express (Weekly) via New Delhi, Ambala. xx. Kanpur – Bandra (T) Express (Weekly) via Kasganj, Mathura, Kota xxi. Lucknow – Kathgodam Express (Tri-weekly) xxii. Manduadih – Jabalpur Express (Weekly) via Allahabad, Manikpur, Satna. xxiii. Malda Town – Anand Vihar Express (Weekly) via Amethi & Rae Bareli; xxiv. Mannargudi – Jodhpur Express (Weekly) via, Jaipur. xxv. Mumbai – Chennai Express (Weekly) via Pune, Gulbarga, Wadi xxvi. Mumbai – Gorakhpur Express (Weekly) via Gonda, Balrampur, Barhani (after gauge conversion., xxvii. Mumbai – Karmali AC Express (Weekly) via Roha xxviii. Nanded – Aurangabad Express (Weekly) via Purna, Parbhani xxix. Nagpur – Rewa Express (Weekly) via Satna. xxx. Nagercoil – Kacheguda Express (Weekly) via Karur, Namakkal, Salem xxxi. Pune – Lucknow Express (Weekly) via Khandwa, Bhopal, Bina, Jhansi, Kanpur xxxii. Ramnagar – Chandigarh Express (Weekly) via Moradabad, Saharanpur xxxiii. Ranchi – New Jalpaiguri Express (Weekly) via Jhajha, Katihar xxxiv. Secunderabad – Visakhapatnam AC Express (Weekly) via Kazipeth, Vijaywada xxxv. Santragachi – Anandvihar Express (Weekly) xxxvi. Srigangnagar – Jammu Tawi Express (Weekly) via Abohar, Bathinda, Dhuri xxxvii. Thiruvananathapuram-Nizamuddin Express (Bi-weekly) one day via Kottayam and one day via Allepey xxxviii. Varanasi – Mysore Express (Bi-weekly) via Wadi, Daund.
i. Bina – Katni Passenger (Daily) ii. Dekargaon – Naharlagun Passenger (Daily) after completion of new line iii. Gunupur – Visakhapatnam Passenger (Daily) iv. Hubli – Belgaum Fast Passenger (Daily) v. Jaipur – Phulera Passenger (Daily).
vi. Mannargudi – Mayiladuthurai Passenger (Daily) vii. Punalur – Kanniyakumari Passenger (Daily) via Kollam, Thiruvananthapuram viii. Sambalpur – Bhawanipatna Passenger (Daily).
ix. Tatanagar – Chakulia Passenger (Daily) x. Tiruchendur – Tirunelveli Passenger (Daily).
i. Anand – Dakor (Daily 2 services) ii. Anuppur-Ambikapur (6 days a week) iii. Delhi – Rohtak Passenger (Daily 2 services) iv. Santragachi – Jhargram (5 days a week).
i. Morbi – Maliya Miyana ii. Ratlam – Fatehabad Chandrawati Ganj (Daily) after gauge conversion iii. Rewari – Rohtak (Daily) .
Extension of Trains:-
i. 14705/14706 Delhi Sarai Rohilla – Sujangarh Express to Jodhpur.
ii. 15281/15282 Patna – Saharsa Express to Murliganj iii. 15013 / 15014 Kathgodam – Bhagat Ki Kothi Ranikhet Express to Jaisalmer.
Increase in Frequency:-
i. 16571/16572 Bidar – Yesvantpur Express 3 days to daily. ii. 17225/17226 Hubli – Vijayawada Express from 3 days to daily. iii. 17319/17320 Hubli – Secunderabad Express from 3 days to daily.
i. Tiptur – Dudda ii. Nimach – Singoli – Kota iii. Dahod – Modasa iv. Karad – Kadegaon – Lenare – Kharsundi – Attapadi – Diganchi – Mahud – Pandharpur v. Etah – Aligarh vi. Karnal – Yamuna Nagar via Asandih vii. Extension of Tindivanam – Nagari new line up to Puducherry viii. Challekere – Hiriyur – Huliyur – Chikkanayakanahalli – KB Cross – Turuvekere – Channarayanpatna ix. Betul – Chandur Bazar – Amravati x. Chakia – Kesariya (Kaithwalia) xi. Miraj – Kavathemahankal – Jath – Bijapur xii. Pune – Baramati via Saswad, Jejuri, Moregaon xiii. Etawah – Auraiya – Bhognipur – Ghatampur – Jahanabad – Bakewar – Bindki Road xiv. Haldaur – Dhampur xv. Belgaum – Hubli via Kitturu xvi. Pune – Ahmednagar via Kegdaon Kasti xvii. Bellary – Lingasugur via Siruguppa, Sindhanur xviii. Ghatanandur – Shrigonda Road / Daund via Kaij, Manjarsumbha, Patoda and Jamkhed xix. Birari – Mahatoni – Marwara – Mandanpur – Dhamoni – Sagar Doubling.
Following surveys for doubling are proposed to be taken up in 2014-15:-
i. Latur Road – Kurduwadi ii. Pune – Kolhapur iii. Allahabad – Pratapgarh iv. Salem – Omalur v. Prabhani – Parli.
HENCE, END A LONG BUT HELPFUL AND A RESOURCEFUL RAIL BUDGET 2014-15!