PREVIOUS HOUR

-TMV-VK-MP/2J/3.00

Ӭ ֤֕ (֟) : ָײΕ ֺ , ֮ ִ ִָֻ֮-֮։ ־ ָ ָ jam ֟ ָ ָײΕ ֺ ֿ , ָ ֮֮ߵ ӡ ֻ ָ, ׾ֳ ֻ ָ ֮ן֯ þָ ֿ ϟֿ ײֻ ִ֣Ԯ , ֮־֤ (ִ֯)

MS. PRAMILA BOHIDAR (ORISSA): Sir, I rise to support the Appropriation (Railways) No. 3 Bill, 2007. On account of persistent apathy of the Centre, Orissa has always missed the train with regard to fast rail track development. The Railways, which is the country's life-line, sadly defies this logic in this backward region, as seven districts of the State are still out of rail ambit even after 60 years of Independence. The rail route length per 1,000 sq. kms., which was 15 kms. in 2003-04 has inched up to 17 kms. in 2005-06, despite the fact that the State's minerals have become a cash cow for the Railways. The adjoining mineral-rich States of Jharkhand, Chhattisgarh and West Bengal have rail length per 1,000 sq. kms., much above the national average of 19 kms. West Bengal's rail route length per 1,000 sq. kms. is around 50 kms. Commenting on the poor average rail route length of this region, the Planning Commission had urged the Centre to shed its sloppiness. The State Competitive Report, prepared by the National Productivity Council under the Ministry of Commerce and Industry has placed Orissa at number 15, the last rank among 15 major States with regard to rail infrastructure.

For balanced expansion and equitable development of rail infrastructure, experts say that around 40 projects need urgent completion in Orissa, which require an investment of around Rs. 3,000 crores per annum, but the allocation in 2006-07 and 2007-08 stands at a very meagre sum of Rs. 680 crores and Rs. 603 crores respectively.

Some of the following important rail projects sanctioned over a decade are moving at a snail's pace for lack of sufficient allocations: (1) Daitari-Banspani - 155 kms. - sanctioned in 1992-93; (2) Lanjingarh Rd-Junagarh - 56 kms. - sanctioned in 1993-94; (3) Khurda Rd-Bolangir - 289 kms. - sanctioned in 1994-95; (4) Haridaspur-Paradeep - 82 kms. - sanctioned in 1996-97; (5) Angul-Dubri-Sukinda Rd - 90 kms. - sanctioned in 1997-98; (6) Talchar-Bimalgarh - 154 kms. - sanctioned in 2004-05; (7) Rupsa-Bangriposi - 89 kms. - sanctioned in 1995-96; (8) Naupada-Gunupur - 90 kms. - sanctioned in 1997-98.

For balanced development of this region, I again make an earnest appeal to the Centre for allocation of sufficient funds to secure timely completion of all the on-going rail projects in the State in order to improve its economy.

So far as development of rail facilities in Western Orissa is concerned, the people of Western Orissa perform the last funeral rites at Allahabad, but there is no direct link of this region to this holy city. Further, the people of Chhattisgarh pay darshans to Lord Jagannath at Puri after performing the last rites at Allahabad. To meet the demand of the people of Chhattisgarh and Western Orissa, a train connecting Puri with Allahabad via Sambalpur-Jharsuguda is the need of the hour, which may be agreed to at the earliest.

The Sambalpur Division has repeatedly placed this demand before the higher railway authorities, which is yet to be agreed to. I request the Railway Minister to run a daily train from Puri to Allahabad via Sambalpur-Jharsuguda at the earliest. (CONTD. BY NBR/2K)


-VK/NBR-GS/2K/3.05.

MS. PRAMILA BODIHAR (CONTD.): I also request the hon. Minister that the following demands of the people of Western Orissa may also be met. There is need for a direct train service from Sambalpur to Hyderabad/Secunderabad. A DMU service is also needed between Titlagarh and Rayagada and, till that time, a portion of Bhubaneswar-Koraput Hirakud Express be run between Rayagada and Titlagarh. Sir, 8301/8302 Sambalpur-Rayagada Intercity Express may be extended up to Visakhapatnam.

Sir, in the same way, the frequency of the following non-daily mail/express trains need to be increased to meet the growing demands of passengers of the Western Orissa:

(1)    8507/8508 Hirakud Express.

(2)    2807/2808 visakhapatnam-Nizamuddin Samata Express.

(3)    8405/8406 Puri-Ahmedabad Express.

(4) 2154/2146 LTT (Mumbai) - Bhubaneswar Express.

(5) 8473/8474 Puri-Jodhpur Express.

(6)    2835/2836 Hatia-Yashwantpur Express.

 

Sir, a provision for stoppage of 2101/2102 Howrah-LTT (Mumbai) Janeswari Express at Jharsuguda be made.

Sir, the proposal to shift the oil siding at Sambalpur be expedited. Attachment of one AC-II tier coach with 8425/8426 Bhubaneswar-Raipur Intercity Express and 8451/8452 Tapaswini Express be agreed to meet the growing demand of the passengers of Western Orissas.

Sir, there is also a growing demand to route New Delhi-Bhubaneswar Rajdhani Express via Hatia-Rourkela-Jharsuguda and Sambalpur to help the people of Western Orissa to avail of this train service, which may be agreed to at the earliest.

Sir, I also wish to state that a number of proposals for running additional trains/extension/increase in the frequency of trains have been sent to the railway authorities by the State Government for consideration and implementation, which are yet to be considered. I request that all these proposals may be considered favourably and agreed to at the earliest. Thank you. (Ends)

SHRIMATI N.P. DURGA (ANDHRA PRADESH): Mr. Vice-Chairman, Sir, I am very thankful to you for giving me this opportunity to speak on the Supplementary Demands for Grants for Railways. Sir, it has become a ritual for Railways to come before Parliament to provide for the appropriation out of the Consolidated Fund of India to meet the supplementary expenditure which is now to the tune of Rs. 270 crores. This gives us an opportunity to ventilate our grievances pertaining to our States. So, without deviating from the usual practice, I wish to place before the hon. Minister how the State of Andhra Pradesh has been neglected in every Budget for the last four years. The State has been neglected in every respect -- in providing new trains, in taking up gauge conversion works, in doubling, electrification, extension of trains, providing rail infrastructure, etc. Here, I wish to place before the hon. Minister some of the proposals of the State pending before his Ministry for necessary approvals and request him to consider them favourably which helps the State a lot, not only for its development, but also helps railways in earning more revenue.

Sir, survey for Pakala-Dharmavaram gauge conversion was completed long back. Since then, we have been running heaven and earth in the Railway Ministry for taking up this work. But, so far, this section has not caught the attention of the successive Railway Ministers. The peculiarity of this line is that it has got two broad gauge lines on its either side and it is standing alone as meter gauge. Due to non-taking up of this gauge conversion work, traffic is diverted to road and railways is losing a lot of revenue. So, I beseech the hon. Railway Minister to kindly take up this work and fulfil the long pending desire of the people of this region.

Sir, the second issue which I wish to bring to the notice of the hon. Railway Minister is that at Railway Line No. 251/200 near Kothapeta railway gate at Kuppam in A.P., the Ministry has constructed a Rail-over-bridge against the wishes of the people of this region. The people of this region have been demanding for Road-under-bridge instead of Rail-over-Bridge. But, giving little important to their genuine demand, the Railways constructed Rail-over-bridge. The problem is, students who go to schools and colleges and others are forced to travel about 4 kms. to cross the railway line by Rail-over-bridge. Now, the Railway officials, with the help of local police, are preventing people from crossing railway line and are insisting to use newly constructed Rail-over-bridge. Hence, I request the hon. Minister to immediately, without any further delay, direct the railway officials to attend the genuine problem of the people at Kothapeta in Kuppam and construct a Road-under-bridge at Railway Line No. 251/200 near Kothapeta at Kuppam.

The Government of A.P. has submitted a proposal for constructing a new railway line between Bhadrachalam and Kovvur. Survey of this section has already been completed and this line helps to connect the backward areas of Telangana with North coastal districts of A.P.

(CONTD. BY USY "2L")

-NBR-USY/ASC/2l/3.10

SHRIMATI N.P. DURGA (CONTD.): The second one is between Nadikudi and Srikalahasti. This also serves as connectivity for backward areas and this works as an alternative link to Tamil Nadu, Kerala and Karnataka, particularly during cyclone. So, I request the hon. Minister to take up these projects immediately.

We have also been demanding for doubling and electrification of a line between Bibinagar and Nadikudi. I request the hon. Minister to direct the officials to take up this important line immediately. Then, Sir, Nandyala - Yerraguntla was sanctioned in 1996-97. But, the work is going at a snail's pace. In this year's Budget, there is a requirement of Rs. 127 crores, the Ministry has given a paltry amount. I request the hon. Minister to provide sufficient funds to this project and complete it early.

Sir, then, cleanliness is another area of concern, particularly at stations situated in small towns. No doubt, cleanliness has improved in metro and major stations, but the situation is the same as it was earlier. So, there is a need to put extra efforts in maintaining cleanliness at stations and also in trains, particularly in passenger and express trains.

I wish to know from the hon. Minister the reasons behind converting the 'safety surcharge', imposed on passenger fares, into a development charge and the reasons behind spending that amount for other purposes rather than spending the same for safety of passengers. Is it also a fact that from 1st July, 2007, the Railways has decided to levy 2 per cent development charge on parcel and luggage services? If 'yes', the reasons behind this, and would it not lead to increasing the cost of goods transported by railways? Sir, I also wish to know from the hon. Minister the reasons behind the slowdown in rail freight in the first two months of the current financial year. Is it a fact that the overall freight loading in April and May, 2007, is only 117 million tones against 124 million tones in the corresponding period of the previous year? If 'yes', with imposition of development charges at 2 per cent, is it not a fact that freight load will further reduce? If 'yes', how the Ministry is planning to face the situation?

Whether it is true that the Railways has now decided to permit advertisements on rail tickets, ticket charts, platforms, stations and also on compartments. Is it also true that it has implemented this in some local trains in Mumbai? If yes, how much revenue the Ministry is likely to generate through this and how it is planning to spend the same.

These are some of the points, Sir, I wish to touch upon. I request the hon. Minister to kindly ponder over these issues seriously and do the needful to the State of Andhra Pradesh. Thank you.

(Ends)

MR. DEPUTY CHAIRMAN: Now, Shrimati Maya Singh. Your party has left with thirteen minutes. There are two speakers. So, please adjust yourself.

ߴ֟ ֵ (֬ Ϥ) : ֳ֯ן , ֮֯ ֮ פ, ׻֋ ֯ ֮־֤ ׿ֿ ִֵ ߴ Ӥ ֮ ֟ ֳ֯ן , ֲ ֮֟ ׾ֳ ָ ֲ ֛ ׾ֳ ֵ ָ ֳ ӟ ֳ ָ ׾ֳ ָ סֵ ׵֟ : ־ Ӥ ִ ֻ ԓָ ׾ֿ ԓָ, ׬ָ ֳ ׿ ֯ ֣ ܵ ܵ , ׻֋ , ָ ԓָ ִ , ״ֻ֟ ָ ֮ ״ֻ֟ ׻֋ ־ ׾ֳ ֮ ָ ֮ ٣ ֮־ ׵֟ ־ ӡֵֻ ֣ ߮ã ׸š ׬׸ ֣-֣ ־ ֙׸ , ִ ֙ ָ ֻ כ ־ָ כ, ָ כ ֻ֟ Ӆ ָ ן ֟ ׻֋ ׾ֳ ߴ ֮ ֻ ׻֋ ׸ ֮֮ ׻֋ פ-־֛ ֣ פ 㴲և ׻֋ ߴ ֮և , ֵ֟ ָ ָ , ָ ֻ כ ׻֋ - ֙ ߅

(ֿ: 2M/LP ָ ֿ:

-ASC/LP/3.25/2M

ߴ֟ ֵ (֟) : ָָ ׻֋ ٣ ֮ פ ӡֵֻ ֕֙ ִֵ և ־ և ֮֮ ָ ֻ֮ ֮ פ , ֵ ָ Ӥ ã֮ , ָ , ׾֬ ״ֻ ָ Ӥ כÙ וֻ ã֮ ִ ״ֻ ֟ ؓ֟ ֳ ã֮ ָ ־ ֣״ ָ֬ ָ և ׸֮ֆ , ֮֟ ־ִ֮ ֱ ֮֬ ӡ ֮ ֬և ֵֻ ӡֵֻ ֳ ֵ , ֳ ϲӬ֮ ָ סֵ ״֟ ֳ ֯ ֻ ֲ ֕֙ , ֳ ֬և ״ֻ֟ , פ֟ ֡ ר , ׯ֔ ֕ ָ֕ ֻ ֻ ֵ ֵ֜ ӡ , ֟֋ ߮ ֻ Ӥ, ã֮, ָ ֵ ֮ ֮ ֵ ? ֕ և ִֵ ִ ֤ ׻֋ ֡ ָ , ֋ ןֿ֟ ר ֻ ֻ ֛ ָ Ԯ ײ֮ ׾֬ ן ֜֋ ָ Ù ֟ פ Ӥ ָ Ù ָ֕ , פ ֡ ִֵ ִֵ ָ , ִֵ ָ ִֵ ָӟ־ ã֮ ָ ֟ ׻֋ ֲ ֟ ָ ׾ֿ ֮ ֺ ֟ ָ֮ ֯ , ӌָ Ù , ֯ ә Ӳָ ״ֻ֟ ָ ״ֻ֟ ָ֮ ֡ Ù֮ ָ ֟ , ֮ ֤ ә ֛ ֛͟ , ӟָ֕ ֛ פ þ֓־ֿ ֋ ִ . 1 ֱ ֱև ָ ֮ פ ֟ , ו֮֟ ִ , Ӳָ 2, 3, 4 Ӥ Ӳָ ָ ֛ ֣-֣ ו֮ ֟ , ֻ ֮ , פ ֮ , ֮ , ׯ֙ ֮ ־ ו֮֟ ִ߮ ֛ , ִ߮ ָ ָ ֮ ֮ , ֙׸ ָ ־ ֮ ָ ִ߮ ֆָև , ָ - ֋ ֵԾָ ָ ־ ֤ ֯ ֮ ָ ӡ ׾ֿ ִ֬ ؙ ֵ֟ ݾ׻ֵָ-ָ 1124 ָ ׯ֔ , ә , ׻ , ָ ә ݾ׻ֵָ ָ ֮֟ ײֻ ׾ ֵ סֵ י Ӥ פ , ֮ פ , ִ ֱ ֮ 꾵 ֮ ӡ Ӥ ֮ ָ (AKG/2Nָ ָ)

AKG/2N/3.20

ߴ֟ ֵ (֟) : ӡ , - ֻ ֋

ָ և פ-ֻ, ֻ ֯ Ùֱ, ִ , ִ ָ-ָ Ùֱ ֤ ֺ

ֻ֮ ֻ ֮ , ֮֯-ޛ ֵ ָ ֟ , ֵ ֮֯--ݾ׻ֵָ ֵֻ ֋ ִֵ ָ ֋ סֵ ֳ ״ֻօ

ӡ ֲ ָ ӡ ݾ׻ֵָ-ֵ֯ ә ֙ ֻև, ׻֋ ӡ ֮ ֮־֤ , ә ִֵ ֲԤ ָ ָ ֟ ױ ָ ӕ֮ ָ ָ ֟ ָ ߬ և և , ֻ ֵ֯ և , ֮ ֺ ֛ ֯ ә ֓֟ ֵ֯ ֟ , ִֵ ָ ֻ ߅ סֵ ׾֬ ִֵ ֲԤ օ

ָ ӡ 1103/1104 ָ-׮ִ֕߮ ә ֙ ݾ׻ֵָ ֵ֜ ֋, ױ ׌ֵָ

և ݾ׻ֵָ-ֲ֤֤ ֵ ׿־֯- ֻ֮ , ָ ֯ ֮ , ֡ ֯ ֛ ֳָ

ݾ׻ֵָ-ߴ֓ ֵ ׿־֯, , , ד֢֜ ֯ ֻ Ӥ ֣ ֵԙ - ד֢֜ ֣ ֯, ֲ ֲ ֵ֤ օ

- ݾ׻ֵָ 㴲և, ֤-ָ ӕֲ օ ֟: 10.32 ֤ ס : ݾ׻ֵָ 㴲և ֵ ׿־֯, , ֌, , ֤, ִֻ, ֛, , ָֻ ֻև ֋, ִ֟ օ

֣-֣ ӡ ֮֯ ־ ׾֬֋ և , וִ֮ ֮֯ ֋ כև ûָ߯ כ פ , ֮ פ , -יؙ ־ã , ֣-֣ ־ ׾ֳ ָ ֮ ֋ , ֮ ִֵ ֮֮ Ծָ ֯ ѓ ֟ ׻֋, ß ׻֋, ׻֋ ߴ ֮֯ ֮և ? ִֵ ݾ׻ֵָ - ֆ և ߅ ָ ֆ ß ֛ ֟ ֵ֤ ײי և , և -߻ -߻ ָ ָ ָ ֟ ִֵ ֟ ֮ ָ ֋х ָ - ֮ ָ ֕Ը ֻ֟ , ֵ ֋

ָ Ù֮ ָ כ ־ ֮ ָ֟ , ßָ ָ ָ֮ ֻ , خ ֺ ָ ֱ ֱև ֮ ֡ ֲ֕ ֟ ָ-ָ ־ ظ ָ ־ֿ ִ ־֢ ™, ֮ ֮ , ׿ֵ֟

׻֋ ӡ ֲ ֟ ֮ ֟ ֯ ִ֬ և , ָ ֯ , - ֮־֤ (ִ֯)

ֳ֯ : ֮֯ ֟ ׻֋ ֱ ״֮֙ . .. ׸֮օ

(2/.. ָ )

PB/2o/3.25

PROF. P.J. KURIEN ( KERALA): Sir, I rise to support the Supplementary Demands for Railways. The period of our hon. Railway Minister, Shri Lalu Prasad Yadav, is a period of great turnaround in the history of Railways. Earlier, the Railways were in doldrums, in very pathetic condition, but now today it has become a very profitable concern, earning a profit of more than Rs. 20,000 crores last year. Sir, our Railway Minister, coming from a rural background, has shown that he is a very good management expert, much more efficient than the sophisticated management experts coming out of IIMs and IITs. Even foreign students are coming to learn from him. Kudos for him; I salute him for this great achievement.

Sir, having said that, I would like to give some of my suggestions for his consideration. One of them is about the safety aspects. Sir, I appreciate that the Railways is trying its best to give a safe travel to its passengers. They are introducing more fast trains and trying to increase the speed of trains. But I would like to caution that speed-increase and fast-trains should not be at the cost of safety. Safety and punctuality are more important than fast trains. Yes, if you are absolutely sure of hundred per cent safety, then you can think of increasing the speed. Why I am saying this is because most of our tracks are old tracks. I do not know whether they can withstand these high-speed trains. So, this must be carefully studied before you introduce high-speed trains and think of increasing the speed of trains. Sir, therefore, I would say that safety and punctuality should be your motto rather than trying to increase the speed of the trains and introducing more fast trains and thereby trying to earn a name or reputation. Sir, name or reputation is not important; what is more important is safety and punctuality.

Then coming to security of the passengers, there are a number of instances where passengers in long distance trains are being looted and robbed, and there is nobody to save them. The Railway Police do not act even if it is there; but most of time, they are also not available. ...(Interruptions)... Yes; I will be very brief. He is also controlling me. I thought only you will control me. ...(Interruptions)...

MR. DEPUTY CHAIRMAN: It is a de facto control.

PROF. P.J. KURIEN: Sir, the moment you will tell me to conclude, I will do that. So, with regard to security, I have a suggestion that in all long-distance trains, why not think of deploying the police personnel in all the coaches. Since Railways are making so much profit, giving additional salary to those armed police personnel will not be a problem. I think, that will be very, very important for the passengers because a large number of such cases are there.

Sir, my third point is this. It is said that Railway has become more or less a 'white elephant'. I don't call it 'white elephant'; it is an aspersion. I would say that it has grown so big that it has become unmanageable. So, you should think of better administration. I know that the Ministry is considering the large number of issues which are being raised here, but it is not being implemented at the grass root level. Because of vast number of trains and the personnel employed, the officers are not able to implement the various programmes with regard to cleanliness or food aspects or other aspects. It is all because the Railways have become unmanageable. I understand and appreciate the approach of the Railways to have more divisions. Now, Palakkad division is divided or a new division Salem is created. I have no complaint; I have no complaint, but it should be taken up as a policy matter that wherever needed, such new divisions should be created so that divisions become manageable. Now, some other divisions are not manageable. It is not the case only with regard to the Palakkad Division. It should be manageable. With regard to controversy of Palakkad Division also, I have to say one thing. We are not opposing the Palakkad Division at all. We only want an equitable bifurcation or division rather than a boundary adjustment so that both the divisions, the new division and the Palakkad Division, have more or else equal route kilometres. (Contd. by 2p/SKC)

2p/3.30/skc

PROF. P.J. KURIEN (CONTD.): I hope the Minister would appreciate that point. It should not be a cause for dispute between the two States; it should never be so. Therefore, I request the hon. Minister to come forward and solve this problem, with equitable distribution in the case of the Palakkad Division. We need more zones. The Indian Railways have grown so much; the number of trains has grown so much; why not increase the number of railway zones? If the number of divisions could be increased, the number of zones could also be increased. I suggest that a study should be conducted to assess whether we require more zones. We feel that more zones are needed for better management of the railways. In that connection, I would request you to consider introducing a new zone, say, a Western Zone, comprising the divisions of Palakkad, Trivandrum, Salem or some other areas. I would suggest not only one zone but more such zones in other areas also. But the feasibility has to be studied. Please study the viability of the zone that I have suggested and if it is found viable, please consider it, instead of outrightly denying introduction or consideration of a new zone. Please consider my proposal.

Sir, during the discussion on the last Railway Budget, I had myself made a point with regard to handicapped persons running STD booths. The hon. Minister had assured that their contracts would be extended. But what we would like is that they, being handicapped persons, should be made permanent employees; they should be allowed to run booths for their entire lifetime.

Sir, I would like to say a word about privatisation which my hon. friend, Shri Chandran Pillai had mentioned. I found him opposing privatisation. He is not present here, but he is my good friend and I cannot ignore him. He was saying that privatisation per se is bad. I would like to cite an example. We know how difficult things were before privatisation of Indian Airlines and what was the airfare. The other day, some people from Kerala visited my house. When I asked them how they came, they said that they had travelled by air. They said that it cost them only Rs. 4000 to travel by air between Kochi and Trivandrum; earlier it cost Rs. 16,000 to 20,000. You may see the advantages of privatisation. Similar is the case with telephony. When I became the Lok Sabha MP in 1980, a three-minute call from Delhi to Kerala cost Rs. 100; today, you could make a three-minute call in three rupees! The money value has come down. Mr. Chidamabaram is here; he would bear with me when I say that money value has come down very much. So, you can see the advantages of privatisation. Experience has shown that in many areas privatisation has been to the benefit of the people. Why then are my friends from the Left opposing it, unnecessarily? Even in Railways, privatisation would do some good. Let them do it; we want facilities, what else do we need? Then, it was said that with privatisation people would lose out their jobs to outsiders. Indians are working even in private companies; it is not that foreigners are working there.

Having said that, I have two or three demands for my State -- I shall take only two-three minutes. I have already made one demand, that is, with regard to a new railway zone which I hope the hon. Minister would consider. My second demand is with regard to electrification. They have started electrification of the Trivandrum-Kanyakumari, Trissur-Guruvayur lines while the Shornur-Mangalore portion remains to be electrified. I would like the hon. Minister to consider this.

Sir, I would like to thank and congratulate the hon. Minister for the assurance that he has already given in the Lok Sabha -- I read it in the newspaper -- about a new coach factory for the State of Kerala. I congratulate him for that. The announcement has been made but I would request him to provide adequate funds in the next Budget and see to it that the project is implemented.

Sir, Indian Railways have introduced a good tourism promotion project called the 'Palace on Wheels' in conjunction with the Rajasthan Government. Everybody knows that Kerala is a very good tourist destination. I would suggest that a similar Palace on Wheels may be introduced in consultation with the State of Kerala also.(Contd. by 2q/hk)

HMS-HK/3.35/2q

PROF. P.J. KURIEN (CONTD.): Sir, with regard to doubling I have one suggestion. I travel from Ernakulam via Kottayam to Kayamkulam. Because of single track, a lot of delays take place in every station. I request the hon. Minister that Ernakulam-Kottayam-Kayamkulam and Ernakulam-Alappuzha-Kayamkulam doubling should be taken up and completed as soon as possible. We need some more trains from Trivandrum to Bangalore. More than 50 buses are running everyday from Trivandrum to Bangalore. People are paying very high charges. One more train is needed from Trivandrum to Bangalore. Frequency of Rajdhani Express is only two days a week. I request the hon. Minister that it should be daily train or at least increase it to five days per week. I also want a new train between Trivandrum and Delhi and Trivandrum and Mumbai. I have one more request. We have a new airport at Nedumbassery. It is a private airport and it is working very well. But there is no railway station near that airport. I would request you to sanction a new railway station for Kerala. Sir, the hon. Minister in last Budget announced a Coach Repairing Unit in Shertala. But that has not taken off. I don't know why the delay is. One announcement is made, make sure that it is implemented. With these words, I once again support the Appropriation Bill. Thank you. (Ends)

MR. DEPUTY CHAIRMAN: Shri Tarlochan Singh. Not present. Shri T.S. Bajwa. Not Present. Shri Tarini Kanta Roy.

SHRI TARINI KANTA ROY (WEST BENGAL): Thank you, Sir.

ִ ֵָ : ָ, ֕־ և ו֋

ֳ֯ : ָ ִֵ ֓

ֵָ : ָ, ֕־ ִֵ ָ֮ ִֵ ו֋ ...(־֮֬)...

SHRI TARINI KANTA ROY: Sir, I shall try my best to conclude before time. First of all, I support on behalf of my party this Appropriation (Railways) Bill No.3, 2007. At the same time, I would also like to raise some important points. My respected friend, Prof. Kurien, raised a point regarding privatisation. I would like to mention that we should not support privatisation in everything. In Railways, we opposed privatisation. In my speech on the Budget also, I opposed the privatisation in station areas, cleanliness, ticketing and in catering services. Catering service is now privatised by IRCTC. The food quality is becoming worse. So, what is the utility of privatisation? Why is the IRCTC or Railways not directly taking over this catering system? At the same time, I support the question of safety raised by Prof. Kurien also. Safety is a very important thing. On this issue, I raised some points in the discussion on Railway Budget, that renewal of track, work of bridge renovation, level crossings, etc., should be given to private parties. I know, Sir, that many old bridges are not repaired on time. In my area, NF Railway zone, sevak bridge in Darjeeling is in worse condition. This bridge should be renovated immediately. At the same time, I would like to raise the question of gauge conversion. (Contd. by 2r/KSK)

KSK/3.40/2R

SHRI TARINI KANTA ROY (CONTD): This gauge conversion work and new railway line project is very important. But, gauge conversion work in N.F. Railway Zone is very much neglected and very slow. The conversion work from Alipurdwar Junction to Bamonhat was completed a few days back. But, no train has been introduced there. Immediately, a train should be introduced on this new line. At the same time, the Railway Ministry promised that in Tripura, on Manu-Agartala line, new train would be introduced by March, 2008. But, the railway line work has not been completed yet. There is a long-standing demand in Tripura that not from Manu to Agartala, but from Agartala to Sabrum, a new line project should be taken up by the Railways. But, it has not been done yet. Sir, in N.F. Railway Zone area, on New Moinaguri-Jogighopa railway line, as I have told several times, work is very slow. I do not know when this new railway line will be completed. It was assured by the Railway Ministry that by the year 2011-2012, it would be completed. The Railway Ministry assured that by the year 2007-2008, train would run from New Cooch-Behar to Dhubri. But, I think that the work is so slow that that this assurance will not be fulfilled. So, I would like to seek an assurance from the Railway Ministry as to when this project will be completed and a new train will run from there. One Garib Rath train was announced by the Railway Minister in his Budget Speech from Guwahati to Kolkata. But, the train has not been introduced. At the same time, when I saw the time-table, it has started from 1st July. There is name of Garib Rath train, but no time has been announced, and there is no stoppage at a very important station, that is, New Cooch-Behar Railway station. I demanded for a stoppage at this station. I do not know what is the decision that has been taken by the Railway Ministry on this point. I would like to request the Minister to introduce a train immediately and also have a stoppage at New Cooch-Behar station. Sir, doubling work on New Jalpaiguri - New Bongaigaon via Jalpaiguri Road and New Cooch-Behar is very important. It is the main line for North-East. But, this doubling work has not been taken up by the Railways as yet. At the same time, on Haldibari - Changrabandha via Mekhliganj new line project, survey has already been completed, but work on this new line has not been taken up yet. Sir, I demand that Sikkim State, which is not connected with any railway line, should be connected immediately. New railway line work should be taken up immediately. At the same time, I would like to draw the attention of hon. Minister towards a proposal from West Bengal Tourism Minister regarding developing Buddhist sites. I do not know whether hon. Minister is aware of this or not. Proposal has come for development of Buddhist circuits like Kolkata, Chandannagar, etc., by the Railways. This should be taken up by the Railway Ministry. Lastly, I would like to mention only one point for my district and my constituency. One daily train from New Cooch-Behar to Sealdah was assured by the then Railway Minister. I raised the question several times, but it has not been introduced. I again demand that a daily train from New Cooch-Behar to Sealdah should be introduced as early as possible. With these words, I conclude.

(Ends)

(followed by 2s - gsp)

aka-gsp/2s/3:45

ֳ֯ : ׻֟ ֟߅ ֯ ֙ ֻ ״֮֙ ֓ , ֯ ӓ ״֮֙ ֟ ו֋

00 ׻ֵ : ָ, ֮ ֛ ֕ã֮ , ֮ ֛ ־ , ֮ ו֋

ֳ֯ : , ֋, ֤ flood ָ כ֮ ֯ ӓ ״֮֙ ו֋ ֵָ ֕ã֮ ָ և

׻֟ ֟ : ֻ ֕ã֮ ֟ օ

ֳ֯ : , ß֮ ֟ ו֋

׻֟ ֟ (֕ã֮) : ֯ - ֮־֤ ֮֯ ֮ ׻֋ ִֵ פօ ֮֮ߵ ӡ ֕ ֵ֤ ֟:ֻ ֳ ׾׮ֵ ׾֬ ׯִ ֱ ֵ ֵ ..(־֮֬)..

ֳ֯ : ֕ , ֵ օ

׻֟ ֟ : ׮־ , , ֿ ׸ ß֮ ָ , ֙ ֻ־ָ ֡ פ ֋ ֮֮ߵ ӡ ָ ׾ֵ , , , ו ו օ

(ֳ֬ ( ӟ ֛פ) ߚ߮ )

֮֮ߵ ֳ֬ , ֯ ִ֬ ָ ֟ 2,70,00,50,000 ֋ ֵו֟ ׾֬ ֵ ֵ ָ֮ , ֵ֤ ֤ ָ֮ ׯִ כӛ ֟ ׾׮ֵ ׾֬ ֟, ֵ - ִ ׻֋ օ ֻ և ׻֮ ד֟ ׮׬ ֵ ֋, ָ כ ֟ ꌙ ֛ , ꌙ ߔ , և׿ֵֻ ױו ָ ׸߾ ׻֋ , ֵ֤ ֓ ֣ ߅

ֳ֬ , ֯ ִ֬ , ׮־ ׯ֔ ߮ ָ֟ UPA ֕ ֻ ִֵ ӡ ֛ Ͽ և, ׯ֔ ߮ ױו ָ ו֋, ֻ ӓ ߮ ߟ , ֵ ױו ָ , (1) և ׮ִ , (2) , (3) ִ֮ ׸֟Ԯ , (4) ׌ױ֮ , (5) ݮػ , (6) ד כ ׮ִ (7) û߯ ׮ִ , ֟ ׮ִ ֵ , ו֮ ׻֋ և׿ֵֻ ָ ֯ ׿ֿ և, ױו ָ ֬, 3/4, 4/5 ֯ ֯ ִ֬ , ӡ , ָ ϟ ֤õ ׻֛י ֋ և ױו ָ - ֯ ׯ֔ ߮ ֻ ӓ ߮ - ֮ ױו ָ ֯ ֟ ? ֮֮ߵ ֳ֬ , ֓ , ־ֻ , ־ֻ ־ֲ ֵ֯- ߓ ִ֮ ׸֟Ԯ ֓ ߅ ֓ ִֵ ָ Ͽ ָ פ ֵ, ִ ֵ, ֮֮ߵ ӡ ֵ֯- ߓ ִ֮ ׸֟Ԯ, ־ ָ ־ ֵ 2004-05 ֮֮ߵ ӡ ִ֤ Ͼֻ Ͽ ܵ 2714 ָ ֵ֟ ֵ֯- և ָ ֵ ָ֮ ִ֬ ָ פ ֵ ('2t/nb' ָ ָ)

NB/2T/3.50

׻֟ ֟ (֟) : ָ 469 ֋ ֓ օ ֯ ֕ã֮ , ֮֟ ֮֮ߵ ֤ . ϳ Ͽ ָ 2713 ־ֲ ֵ֟ ֵ ֵ 2007-08 ֋օ ״֙ , ֤ ֲ ָ-׿ִ ־ ֓׸ , וִ ֯ ָ֬ , ֲ ׾ֵ ֵ, ֯ ֮ ֮ - ֵ֯- ֵ , ӛ MG BG և ߕ̻ , ֛ ֮ ָ ִ֮ ׸֟Ԯ ׻֋ ׿ֿ ߙ և , ֮ ß־ ָ , ӡ ֟ ־ֲ ו֮ physical targets receive ֟ , ָ ־ֲ ָ ֛-֤֯--֮֜-֮ ִ֮ ׸֟Ԯ ־ֻ , ׯ֔ և ֻ և Ӥ ֛ ֻ פ ֮ ߲֟ ֟ ߅ ֯ ? ֟ 2008 ֱ ִ ֋ 2009 ִ ֋օ ֯ ִ֬ ִ ߔ ֻ , ־ֻ ׻֋ ֯ ׮־ ֯ ֮

Ͽ ־ֲ ֵ֟ ֵ ֵ֯---ֺ, ֮֜-ָ֮, ֤֯- ֮, -֮֜ և ־ ֻ פ ֵ ֕֙ פ ֵ, ֕֙ פ ֵ , lapse ֵ, financial targets , ãן ֮ ׻֋ ֮ Ͽ ִ ֵ ? , ױ ֵ ֵ , ױ ֵ ׮׿֟ ֕֙ physical and financial targets , ׻֋ ֋,

ֳ֬ ( ӟ ֛פ) : ִ ֯ ׻֋ ֯ ו֋

׻֟ ֟ : , ֯-ָ֮֟ և ָ ֻ פ ֵ

. ϳ : ָ, ֟ ִ֣Ԯ

׻֟ ֟ : ϳ , ֯ ־ֻ , ָ ֟ ֮֮ߵ ֳ֬ , ֮֮ߵ ӡ ־ ֱև , þ֓ ֟ ֵ֮ ֻ֟ ֵֻ - ֵֻ, ָ ֵֻ, ϟֵֻ ֵֻ, ӡ ֮ , ֮ ֋? ־ Ӥ ֟ ו֋, Ù .. ֟ , ִ֮ ֟ , ִ֟ ֻ ״֮֙ ָ , ֙ , ֓ ֻ֟ , ֻ , ֮ ֻ , ֯ ֟ , ֱև ? ־ Ùֱ ָ ִ פ , ־ ָ ״ֻ- וֿ և , ֱև ִ ָ ֟ ֮֮ߵ ֕ ӡ , ֮ ֱև ֱև ֟ ֵ֮ ֋ ָ ֮֮ߵ ֤õ ֮ ֓ , ָ ֣ Standing Committee , ظ ֓ ߅ ֮ ׻֙ , ֓ ֵ ִ ָ , և ־ և ֮և և , ִ ָ ֓ ß ֮ ״ֻ֟ , ֓ Ӥ פ ֋ ...(־֮֬)

ֻ ׸ : ֯ extra time , ֕ã֮ ֟ , ֯

ֳ֬ : ֟ , ֮ ו֋ 2U/VNK ָ

-NB/VNK-TMV/2u/3.55

׻֟ ֟ : ֻ ֕ã֮ ן׮׬ ׮׿֟ ֟ ֓ օ Ӥ ֮ ׻֙ ֲָ ־ ״֙ ָ ֮ ״ֻ ֵֿ , ו֮-ו֮ , 29-30 ֻ ָ ֋, ָ וִָ ãן ֕ ֮ ظ ־ã և ֲ ֛ ֟ ָ߲ ֤ ׻֋ (ִֵ ә)

ֳ֬ ( ӟ ֛פ) : ֮ ִֵ ?

׻֟ ֟ : , ز֤ ֟

ֳ֬ : ֮ ִֵ, ״֮֙, ״֮֙ ?

׻֟ ֟ : , ߮ ״֮֙

ֳ֬ : , ׻֋, ׻֋ ߮ ״֮֙ ׻֋..(־֮֬)..

׻֟ ֟ : ֻ ز֤

ֳ֬ : ֯ ֯ ָ , ֯ ֯ ָ ֯ background ֻ , ׻֋ ֮ ו֋ ׻֋, ׻֋

׻֟ ֟ : ָ߲ ֤ ָ כ ֲ ׬ ־ֿ ָ כ ֤֤ ׯ֔ ߮ ֜և և ָ כ ֻ֟ ֋? ָ , ָ ֻ ֻ֟ , ָ כ ֜ֆ ָ ևԮ saturated և ִ֤ ֜ ֋, ָ ֛ ֜և, ִ֮ ׌ ֵ֤ ֋, ֛ ֵ֟֟ ָ ָ ֋օ accident , ׻֋ ׮־ ָ߲ ָ כ ֮֜ ׸ ֟ , ֛-֛ , ֯ פ ו֋, פ ߯֟, פ Ӿ, פ , ֵ֯ , ֵ֯ , ֵ֯ , Ӥ, ִ ׾ֵָ֮֕, ִ ־ָ, ִ ֮֜, ֯ ֻ, ֯ ֵ, ֯ ָֻ ֙ כ ֻև ֟ ? - distances , ָ ִ ׻֋ ֟ , ״ֻ֟ , ֙ כ ֻև ֙ כ ֻև ֵ֤ , ִ֤ ֜, ״ֻ, ָ߲ ׮׿֟ ֯ ֡ ֮օ

Ӳ כ ָ֟ ֓ ֟ ־ ָ߲ ֵ, ֮ ֵօ Unreserved coaches ֮֮ߵ ӡ 26 ֮֋ ֋, 6 ָ֟ ӡ ֮ ־ֲ ֟֋ ֮ ïֻ כ 26 פ, 6 ָ֟ פ? ִ ? ָ߲ ׌ ו ԟ 80 ָ Ù , ޛ , ָ߲ ֟ ־ֿ ׿ֿ כ ֮֜ ־ֿ

֯ ֕ã֮ ֟ , ֕ã֮ ֟ ֕ã֮ ׯ֔ ߮ ֻ ׾׳֮ ã֮ ָ և ׻֋ ֋ ֻ֟ ָ օ ֯-ײֻ֯ ֯ ֯ ָ ֻ֟ ϟ פ 250 ֯ פ ֛ 300 ָ֟ ו ֛ ֟ פ ֻ֟ ֯ פ ֻ֟ ֜֟ ? ֕ã֮ ׌ ֻ ֟ , ꮮև ֟ , ֲ֤ ֟ , ֟ , ֟ ֟ , ׮׿֟ ֮֯ - כ ֯ ֮֜ ־ֿ ֮ ֵ ? ֮֮ߵ ӡ , ָ߲ ׌ ؓ֟ ׸ , - ״֮֙ օ ֯ ֮֟ ֲ ֛ ׸ ֟ , כ ֮֜ ־ֿ ? כ ִ֟ ֮֜ ׿ִ ֻ ־ևԴ֬-֤ ޛ ָ ևԮ ֻ ֋, ָ ֋օ ؓ֟ ׸ Public-Private Participation ֓ ֮֟ ֳꌟ ß Public-Private Participation , ׮ִ և ֮־և, doubling և, ִֵ ָ ִ օ ֋օ

(֯/2w ָ ֿ:)

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