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Sat Dec 10, 2016 18:17:29 ISTHomeTrainsΣChainsAtlasPNRForumGalleryNewsFAQTripsLoginFeedback
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Sep 09 2016 (7:36PM)  No Price Shock For Travelers On Day 1 Of Railways Flexi Fare Scheme (www.ndtv.com)
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Rail BudgetWR/Western  -  

News Entry# 279545   Blog Entry# 1986247     
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Sep 09 2016 (7:36PM)
Station Tag: Mumbai Central/BCT added by Pyar Maanga Hai Tumhi Se^~/765849

Posted by: te amo dolly^~  9 news posts
Wary passengers who logged on to the Indian Railways booking website today morning expecting a jump in ticket prices were in for a pleasant surprise. Fares of premier trains like the Rajdhani and the Shatabdi remained largely unchanged despite dynamic pricing being enforced from today.
According to the railways' new rule on surge pricing, passengers travelling by premier trains including Rajdhani, Duronto and Shatabdi now pay between 10 to 50 per cent more for their tickets. The new pricing rule only applies on passengers travelling in AC-2 tier and 3 AC coaches.
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bookings opened at 8:00 AM today morning, the fare for a 3AC ticket from Mumbai to New Delhi on the Rajdhani remained Rs. 2125. Even as the seats got quickly filled, the price remained unchanged. Even when less than 30 per cent of the total seats remained, there was no change in the price.
Travel agents remained clueless about how dynamic pricing would affect passengers on the first day of what the railways clarified was only an 'experiment'.
On Thursday, Indian Railways said that the flexi-fare system would be closely monitored to study its impact. The scheme is being run on a trial basis as the railways' struggles to turn around its operations after running losses for three straight years.
Experts say that the new system would be more transparent and effective that a flat increase in fares if needed. They point out that the railways have a monopoly, and given the high demand for tickets, passengers would pay higher fares in absence of alternatives.
However the introduction of dynamic pricing met with strong criticism from political parties including the Congress. Under pressure, Railway Board chairman AK Mittal said the dynamic fare system was not a permanent feature and it would be reviewed after some time.

6 posts - Fri Sep 09, 2016 - are hidden. Click to open.

  
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Sep 10 2016 (7:14PM)
te amo dolly^~   6314 blog posts   5080 correct pred (75% accurate)
Re# 1986247-7            Tags   Past Edits
Are Sab nautanki hai logo ki...Dynamic Pricing jab start hua Premium tatkal ke form mein tab bhi aise hi "Gareebi" ka jhutha naaqab pehen ke sab ro rahe thhe..but after few days those same "Gareeb" people were booking there tickets in premium tatkal and Dynamic pricing.

  
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Sep 10 2016 (8:26PM)
HAPPY BIRTHDAY to JBP ET OHE OMG 😲~   6961 blog posts   13 correct pred (40% accurate)
Re# 1986247-8            Tags   Past Edits
Ese h suvidha train chlu hui to log bde pareshan the fare dene m
Aur ab special fare special chl rhi to usm b tickets book kr rhe h
Isse sabit ye hota h k chahe kuch b ho jae majbori m vyakti pasa kharch krte h ha
  
शताब्दी, दुरंतो और राजधानी ट्रेनों के पैसेंजर्स को 9 सितंबर से ज्यादा किराया चुकाना होगा। रेलवे ने इन ट्रेनों में फ्लेक्सी किराया सिस्टम लागू करने का ऐलान किया है। इसके तहत डिमांड के साथ ही किराया भी बढ़ता जाएगा। किराया बढ़ाने के लिए 10 फीसदी के स्लैब बनाए गए हैं। पहली 10 फीसदी सीटों पर तो मूल किराया ही लिया जाएगा लेकिन इन सीटों के फुल होते ही अगली 10 फीसदी सीटों के लिए 10 फीसदी किराया ज्यादा देना होगा। इस तरह से 10-10 फीसदी के अनुपात में 10 फीसदी किराया तब तक बढ़ता जाएगा, जब तक यह 50 फीसदी तक न पहुंच जाए। इस तरह से ट्रेन के आधे पैसेंजर्स को तो पचास फीसदी अधिक किराया देना ही होगा।
स्लीपर पर
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भी गाज
यह गाज दुरंतो की स्लीपर क्लास सीटों पर भी लागू होगा। इसके अलावा थर्ड और सेकंड एसी के लिए भी इसी तरह से डिमांड के आधार पर हर 10 फीसदी सीटों के बाद 10 फीसदी किराया बढ़ जाएगा। अधिकतम 50 फीसदी तक किराया बढ़ेगा। इसी तरह से शताब्दी ट्रेनों के लिए भी यही प्रणाली लागू की गई है। इसके तहत चेयरकार के पैसेंजर्स पर भी 10 फीसदी सीटें फुल होने के बाद अगली 10 फीसदी सीटों के लिए किराया 10 फीसदी ज्यादा देना होगा। आधी सीटें बुक होने के बाद बाकी आधी सीटों पर पैसेंजर्स को 50 फीसदी अतिरिक्त किराया देना होगा।अपर क्लास को छूट
महत्वपूर्ण है कि इस किराया सिस्टम को फर्स्ट एसी और एग्जिक्युटिव क्लास (EC) पर अतिरिक्त बोझ नहीं डाला गया है। इन दोनों ही कैटिगरी के पैसेंजर्स के किराए में किसी तरह की बढ़ोतरी नहीं की गई है और न ही डिमांड बढ़ने पर इन पैसेंजर्स को अतिरिक्त किराया चुकाना होगा।
इंडियन रेलवे का कहना है कि इस बेस किराए के साथ ही रिजर्वेशन चार्जेज, सुपरफास्ट चार्जेज, कैटरिंग चार्जेज और सर्विस टैक्स भी पहले की तरह ही देना होगा लेकिन टैक्स नए किराए की राशि के आधार पर ही चुकाना होगा
कैंसल टिकट पर किराया
रेलवे ने साफ किया है कि जो भी टिकट कैंसल होंगे, उनके लिए करंट रेट पर ही किराया लिया जाएगा यानी उस वक्त ट्रेन में जो किराया चल रहा होगा, वही लागू होगा। अगर चार्ट बनने के बाद टिकट कैंसल होता है तो उस वक्त करंट काउंटर पर ये टिकट उपलब्ध होंगे लेकिन इसके लिए भी वही किराया लिया जाएगा, जो अंतिम टिकटों के लिए लिया गया होगा। इन ट्रेनों में प्रीमियम तत्काल कोटा लागू नहीं किया जाएगा। जिन पैसेंजर्स को किराए में छूट मिलती है, उन्हें यह छूट मिलेगी लेकिन उसी टिकट की दर पर मिलेगी, जो उस वक्त चल रहा होगा।
रेलवे का कहना है कि नया सिस्टम 9 सितंबर से लागू होगा और अगर किसी ने पहले ही टिकट बुक करा रखा है तो उसे अतिरिक्त शुल्क नहीं देना होगा।

  
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Sep 08 2016 (10:47AM)
RNG   50 blog posts   1 correct pred (100% accurate)
Re# 1984559-1            Tags   Past Edits
Bhai BULLET jo chalana hai.
Aapko tax to dena hi hai.
Aap ese loot kaho ya bullet bhet.
ACCHE din to aa gaye hai
  
Sep 07 2016 (8:59PM)  ఇక విమానాల్లాగే రైలు చార్జీలు కూడా!! (www.sakshi.com)
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Rail Budget

News Entry# 279337   Blog Entry# 1984197     
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Posted by: ALLU ARJUN as DJ దువ్వాడ జగన్నాదం~  46 news posts
న్యూఢిల్లీ :
రైల్వే చార్జీలలో సరికొత్త బాదుడుకు రంగం సిద్ధమవుతోంది. విమానాల టికెట్ల తరహాలోనే రైలు టికెట్లను కూడా పెంచేందుకు రైల్వేశాఖ సమాయత్తం అవుతోంది. అంటే.. సీట్లు అమ్ముడయ్యే కొద్దీ టికెట్ల రేట్లు పెరుగుతాయి. దీన్నే డైనమిక్ ఫేర్ విధానం అని కూడా అంటారు. ఇందులో 10 శాతం సీట్లు అమ్ముడుపోతే.. ఆ తర్వాతి నుంచి టికెట్ చార్జీని 10 శాతం పెంచుతారు.
అలా సీట్లు నిండిపోయే కొద్దీ ఆ తర్వాత టికెట్ల రేట్లు పెరుగుతాయన్న మాట. ముందుగా రాజధాని, శతాబ్ది, దురంతో ఎక్స్‌ప్రెస్ రైళ్లలో ఈ తరహా చార్జీల పెంపును అమలుచేస్తారని అంటున్నారు. వాటిలో విజయవంతం అయితే ఆ తర్వాత క్రమంగా ప్రధాన రైళ్లన్నింటికీ కూడా దీన్ని విస్తరించే అవకాశం ఉంది.

  
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Sep 07 2016 (9:10PM)
✿ఛుక్ 🚃 ఛుక్ 🚃 రైలు✿~   3864 blog posts   149 correct pred (71% accurate)
Re# 1984197-1            Tags   Past Edits
This never gets positive response from people...

  
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Sep 07 2016 (9:11PM)
ALLU ARJUN as DJ దువ్వాడ జగన్నాదం~   934 blog posts   84 correct pred (64% accurate)
Re# 1984197-2            Tags   Past Edits
Ha yes bro

  
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Sep 07 2016 (9:16PM)
Boxer Bhai*^~   35624 blog posts   12498 correct pred (61% accurate)
Re# 1984197-3            Tags   Past Edits
Jrny is not fix,so u want paxs to book before 4months dummy tkt or arp date

  
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Sep 07 2016 (9:21PM)
✿ఛుక్ 🚃 ఛుక్ 🚃 రైలు✿~   3864 blog posts   149 correct pred (71% accurate)
Re# 1984197-4            Tags   Past Edits
How to book dummy tkts in rlys

  
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Sep 07 2016 (9:40PM)
Boxer Bhai*^~   35624 blog posts   12498 correct pred (61% accurate)
Re# 1984197-5            Tags   Past Edits
Dummy means assuming u will travel on jan end flexible dates u book a tkt to avoid fare hike, same in summet holidays,puja,diwali time etc

  
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Sep 07 2016 (11:04PM)
VIVEK SHENOY   488 blog posts   264 correct pred (75% accurate)
Re# 1984197-6            Tags   Past Edits
Yeah this is very bad for common middle class 😑
Already we have high cancellation charges.
  
Sep 02 2016 (9:30PM)  Ending the Railway Budget, a step in the right direction (www.rediff.com)
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Rail Budget

News Entry# 278928     
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Posted by: rdb*^  123744 news posts
The best way for the railways to become more professional will be to get corporatised, says Subir Roy.
There is a strong likelihood that we have seen the last of the railway Budget.
The only person who can oppose the idea of ending the legacy practice of having a separate Budget for the railways is the railway minister of the day.
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Suresh Prabhu wants to bury the venerable institution.
The Union finance ministry is not terribly worked up either way and the public doesn’t know whether this will be good for it or not.
The greatest plus of abolishing the railway Budget is to do away with the chance it gives the railway minister of the day to grandstand before the nation and Parliament for an hour or more, when he feels obliged to announce a few new passenger trains and avoid raising passenger fares.
This has severely damaged the financial health of the organisation over the years.
If there is no Budget on which all attention is focused, fares can be raised with minimum fuss and fanfare. Sans Budget, key business decisions can be taken without them being politicised.
This should, over time, put the railways on a firmer commercial footing, leading to better financial health.
But it is important to realise that post Budget, the railways will not automatically become a more commercial entity.
Theoretically, the carrier can become like any other departmental undertaking in which information is released by the ministry concerned virtually at its convenience.
Lack of transparency is bad not just for stakeholders such as suppliers, customers and the society overall but eventually for the government, the sole shareholder, also, as the full cost of opacity becomes apparent only over time.
Right now, the Budget and accompanying papers give a certain amount of very current information (revised estimates for the financial year) but you have to wait for the annual report which is a year behind for information such as average lead for wagons, which impacts wagon utilisation.
Figures specific to a departmental undertaking are available not in the Union Budget but in the undertaking’s annual report.
Imagine not knowing how the railways have done in a financial year till well after the year is over and long after most leading companies in the country have announced their earnings.
The least that the minister should do right away is announce that even without a rail Budget speech, the rail Budget papers will be made available with the Union Budget papers.
The point is, post Budget, the railways should not recede behind a departmental veil but rather quickly become more forthright with information and, overall, more transparent.
The first step the railways needs to take to put itself on a more commercial footing is to restate its accounts on an accrual basis as do companies.
The accounts need to fully subsume accrued liabilities like pension obligations.
Also, there is no accurate assets register and provision for depreciation, so that the written-down value of assets is not known and the net profit is arrived at without properly providing for depreciation.
There has been inordinate delay in the restating of accounts. It is not clear why proforma commercial accounts cannot be published quickly just to offer a contrast.
These new-type accounts can be improved over time.
There is obviously a vested interest in delaying action on this front which is trying to hide behind the desire for perfection.
The best way for the railways to become more professional will be to get corporatised.
The government can have as much shareholding as it wants to but even a token public shareholding will impose its own discipline and create value.
Once this happens, raising resources from multiple sources will become easier as potential investors will have a clearer picture of the organisation.
With this, the pressure to secure budgetary resources for investment will ease. The Union finance ministry should like this.
The net amount to be transferred (budgetary support less dividend paid) will be commensurate with the development role visualised for the national carrier.
Right now, the budgetary support, which is a loan in perpetuity, is partly used to pay dividend, which is really interest on the loan.
So the railways is borrowing to pay interest! There is a development role for the railways under its social service obligations and the nation should be happy to pay for it.
The only issue is, a lot of inefficiency has been hidden behind the railways’ need to discharge these obligations.
The loss incurred on uneconomical freight rates for essential commodities and uneconomical lines should be computed by independent auditors according to costing norms used by other railways.
This amount should be reimbursed by the finance ministry and the railways thereafter need to be held accountable for its performance.
The greatest benefit from restating railways accounts along commercial lines is enabling accurate costing, which is vital if businesses have to be organised as profit centres, going down to individual trains.
Without this it is not possible to know which line of business or line of service makes money or not.
Mr Prabhu has taken the first step in the right direction.
He has now to show that he can take on the vested interests within the railways which are resisting change through corporatisation.
What the government or the ministry wants the railways to do can be incorporated in a memorandum of understanding which Navaratna public sector companies sign.
This will create both accountability and autonomy.
  
Sep 02 2016 (8:57PM)  Merging railway budget into Union budget - Pros and Cons (www.careerride.com)
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Rail Budget

News Entry# 278912     
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Posted by: rdb*^  123744 news posts
After 92 years of seeing them separately, the next year will witness Railway budget merged into Union budget. This move is being lauded for it will be beneficial for the economy at large and there will be positive influence in the development in railways.
During the British reign, having a separate Railway budget made sense because a larger part of the country’s GDP depended on railway revenue. The tradition of having the budgets separately continued when India gained freedom even though the revenue from railway continued to go lower than most of the organizations in the public and private sector.
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1. The scores: During the British rule Railways took up to 85 percent of the yearly budget while now it has gone down to about 15 percent only. Having separate railway budget stopped making sense long ago but the old tradition was not done away with. Scrapping the old for the renewed and better is always a positive change to look upon.
2. Better policies: Now that the Railway budget will be introduced along with the union budget, there will be less wastage of time when a new policy is to be initiated and implemented. Keeping them separate resulted in a lot of drawbacks and hindrances that had to be faced by the railway ministry before it could decide upon a solution.
3. Party politics: Minority parties fighting to meet their intentions and ministers of certain states arguing new railways and trains for their region has always been known to result in an everlasting brawl. There will be less of political pressure on the Railway budget and the centre will have the ultimate hold of the decision making.
4. Goodbye to annual dividend: When Rail budget had to be introduced separately, the railways needed to pay an annual dividend to render its budgetary support to the government. The railways will be free of this now and the same fund could now be used in better ways for development the conditions of Indian railways.
5. The huge loss: Our railways are running on loss. There are lesser funds for development plans and most of them are wasted in wrongful manner when there emerges a demand from the regional MLA who promised new trains and stoppages for their location during the time of election. When it goes into the hands of finance ministry, it would mean and absolute end to this and a more commercialized distribution of resources.
Cons
1. The rise and fall: Henceforth, the distribution and allocation of funds to various departments will all go under the finance ministry, which will take decisions according to rise and fall of budget. A fall in the annual budget will mean a similar cut in the railway and other budgets. This will be something unusual for the railways and they might not react supportively to that.
2. Conditions of government departments: The depleting conditions of the various departments under the government have always been prominent. There is lesser attention paid to the responsibilities and everyone is busy sorting out their own means. Railways might see drastic disadvantage if the merging doesn’t reap the desired result.
3. Goodbye to privatization: There have previously been talks of privatization of Indian railways in order to improve and develop them with world class facilities and cleanliness. It was not well received earlier and after the merging, there will a complete end to any future chances of privatization. At the efficient hands of government employees, nothing big could be expected.
4. Loss for the railways: We know how much our parties love making promises and then reducing price to earn the favor of the voters. Not in their wildest dreams would they want to hike the railway prices and lose the vote bank that flows from commuters. Lesser hikes in price might pose loss for the railways department.
There have been mismanagement of the highest order in Indian railways and if there are chances of seeing it improve, merging it with the Union budget is just the solution that could help. The falling revenue and more projects for new trains and stoppages have been a difficult project for the railway ministry which took the right step by merging the two budgets.
  
Sep 01 2016 (12:43PM)  CRS arriving to inspect new broad gauge track (thehitavada.com)
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Rail BudgetWCR/West Central  -  

News Entry# 278783     
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Sep 01 2016 (12:43PM)
Station Tag: Jabalpur Junction/JBP added by JBP SUKRI CRS Today/886865

Posted by: SOYNIR NewBG line Trial by DEC 2016  103 news posts
All fingers are crossed as people belonging to all sections of society are eagerly waiting for arrival of Commissioner Railway Safety(CRS) for the final inspection of Jabalpur-Sukri-Manglea newly constructed broad gauge track. Reportedly, CRS is scheduled to visit Jabalpur for the much awaited inspection of the new track on September 2 and 3. If the set parameters of safety are found intact, the operation of broad gauge train may get started from September 4 or 5.
According to information, all speculations made on the much-awaited arrival of CRS for the inspection of new broad gauge in between Jabalpur-Sukri-Manglea, comes to end by virtue of confirmation made by sitting MP Rakesh Singh, who was informed by GM SECR about the scheduled arrival
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of CRS for the inspection of the new railway track. MP Rakesh Singh was informed by SECR GM Satyendra Kumar on phone. GM SECR Satyendra Kumar informed the sitting MP that CRS would visit Jabalpur on September 2 for the inspection of the new broad gauge track. The inspection would be carried out on September 2 and 3. According to set programme, the CRS would inspect the track on trolley on September 2 and would inspect the track on September 3 by train. Efforts initiated by sitting MP Jabalpur in view of public demand for gauge conversion between Jabalpur-Gondia seems to be working. As majority of the ambitious project is on verge of accomplishment is the outcome of continuous monitoring and follow-up by the sitting MP. As on May 18 2016 one review meeting was called upon by MP Jabalpur that was attended by GM SECR and top brass of SECR. Besides the review meeting, the top brass of SECR along with MP Singh and other carried out inspection of Jabalpur-Sukri-Manglea track converted as per set norm of broad gauge conversion. It was decided that the operation of train would get started from July 31 but due to reasons the operation of train could not get started. Meanwhile, if CRS gives green signal after inspection, operation of trains would start on Jabalpur-Sukri-Manglea from September.
  
Aug 30 2016 (6:53AM)  Parliament may shift to a new calendar (www.thehindu.com)
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Rail Budget

News Entry# 278500     
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Posted by: rdb*^  123744 news posts
For the changeover, budget will have to be advanced, vote on account will go, and winter session will be moved back.
The Centre is all set to propose a new Parliamentary calendar as it moves to end the system of securing a vote on account for expenses undertaken in the weeks pending the completion of the approvals process for the Union Budget every year. Completion of the budget exercise in Parliament on or before March 31 can eliminate the need for securing the vote on account, a constitutional necessity.
Lasts till May Normally,
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the pre-budget preparatory cycle starts towards the end of September of the current year and lasts till May of the next financial year. Since Parliament is not able to vote the entire budget before the commencement of the new financial year (April 1), the necessity to keep enough finance at the disposal of the government in order to allow it to run the administration of the country remains. A special provision is, therefore, made for “Vote on Account” under Article 116 by which government obtains the Vote of Parliament for a sum sufficient to incur expenditure for a part of the year. It is normally taken for two months but during election years or when it is anticipated that the main Demands and Appropriation Bill will take longer than two months, the vote on account is for a period exceeding two months.
According to a Finance Ministry official, it is planning to seek the Cabinet’s approval for advancing by a few weeks the budget session for which Parliament is generally convened around the third week of February and also a new date for presenting the Union Budget to Parliament. The Ministry will also write to Lok Sabha Speaker Sumitra Mahajan as well as to the Estimates Committee of the House headed by Dr. Murli Manohar Joshi in this regard. The change in the calendar could in turn necessitate moving back the Winter Session, which normally ends in the last week of December, the official said.
The need for pushing back the budget session arose after several States — in a committee headed by the Union Finance Secretary — and some Ministries demanded that the annual budget exercise should be completed before the beginning of the new fiscal year on April 1 for streamlined allocation of funds.
GST factor The realignment of the Parliamentary calendar is also partly triggered by this year’s one-time need for speedy approvals and subsequent implementation of the Goods & Services Tax (GST). The next budget, likely to contain the tax rates, must be approved before the roll-out by the Centre and States of the new tax that will subsume indirect taxes on the target deadline of April 1, 2017.
By convention, the Union Budget is presented each year on the last working day of February by the Finance Minister to Parliament. It is presented in two parts i.e. the Railway Budget pertaining to Railway Finance and General Budget which gives an overall picture of the financial position of the Centre including the effect of the Railway Budget.
The Centre is also mulling if the practice of the separate Railway Budget should be discontinued.
The ‘budget system’ was introduced in India on 7 April, 1860. The first Indian Finance Member James Wilson delivered the budget speech expounding the Indian financial policy as an integral whole for the first time. Post-Independence, the first Budget was presented on November 26, 1947 by India’s first Finance Minister R.K. Shanmugham Chetty. Although the Constitution does not mention the term ‘Budget’, Article 112 provides: “the President shall in respect of every financial year cause to be laid before both the Houses of Parliament, the House of People (Lok Sabha) and the Council of States (Rajya Sabha), a statement of the estimated receipts and expenditure of the government for that year.”
Separately, a government committee headed by former Chief Economic Adviser Shankar Acharya is examining if the financial year should be changed to coincide with the calendar year.
Keywords: NDA government, Parliamentary calendar, Parliament sessions
  
Aug 22 2016 (7:29AM)  Finance Ministry mulls advancing Union Budget (www.thehindu.com)
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Rail Budget

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The Union Budget has for decades been presented on the last day of February, but this could soon change with the government mulling advancing it to January-end so as to complete the budget exercise before the beginning of the new fiscal, sources said.
The Finance Ministry is doing an overhaul of the entire Budget-making exercise which may see scrapping of the current practice of presenting a separate budget for Railways. — PTI
  
Aug 17 2016 (3:59PM)  Why getting rid of rail budget is Suresh Prabhus best move (www.dailyo.in)
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Rail Budget

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The railways does not need reform, it needs a vigorous shake up.
Amid the noise of the Goods and Services Tax and the debates surrounding it, the government has approved another major stepping stone to reforms.
Merging the railway budget, a practice that has been continuing for more than 90 years, with the finance budget would surely make the right noise in the Modi government's reforms roadmap.
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June 2015, the Bibek Debroy committee had submitted a slew of measures focused on restructuring the railway ministry, and getting rid of the railway budget was one of them.
Railway minister Suresh Prabhu then took the bold step of suggesting the scrapping of the railway budget to the finance minister, and the process has been set rolling.
The proposal has been accepted and a committee set up to ink out the modalities of the merger, so that when the finance minister presents his budget in February 2017, among other ministries, he would also include the railways in his speech.
Strangely, the reason why a separate budget in the early 1920s was constituted is the same reason why it should now be merged.
What has changed is that, in the past nine decades, the rail budget gradually became a big piece of cookie for coalition partners to fight and negotiate for, whenever the numbers did not add up to a majority.
In the previous years, we have seen how regional heavyweights would corner the rail ministry portfolio, and then churn it up with abnormal project announcements, redraw zones and divisions, make a mockery of hiring processes and announce a line of new trains.
These new trains were ensured to pass through their chosen constituencies with absolute disregard for rolling stock and the strain it put on the systems.
To make matters worse, the rail budget, with the onset of electronic media, became more of a "television tamasha" with day-long discussions and an unruly Parliament (post the budget proposals), which consistently witnessed strong protests from members of states who presumed that the budget ignored their share of the cookie in terms of new trains.
Why at all then was the railway budget initiated? A brief snapshot from the history of 1920s tells us that the railways that time had owners from the state, to private operators to even the princely states.
Also read: India's railway lines show the dirty picture of Swachh Bharat
Though it earned a decent chunk of revenue for the government, there was always neglect in terms of investment because the government always backed out whenever the economy faced a downturn.
It was proposed to segregate the railways, as that would provide it with the strengths of a separate entity and cater to its requirements in a more efficient manner.
Coming to the present day, we have a behemoth which employs the largest number of people in the nation but is riddled with huge requirement of investments - also, a rolling stock that needs replacement, addition of lines, conversion of lines, new technology and a safer equipment that transports India's millions daily.
The merger would help the railways get rid of dividend payments to the government on its investment and the pricing of services would be the responsibility of the finance minister.
Yes, it would still have the pressure of the populist demand to keep prices abnormally cheap, but at least the government of the day would have more control on it.
Also read: Why the Agartala-Delhi train 'Tripura Sundari Express' is historic
To a great extent, it would take away the opportunity of difficult coalition partners to bulldoze its way through the railway ministry and treat it as a personal fiefdom.
The railways at present does not need reform, it needs a vigorous shake up to give it a working future.
Beyond this, there are a host of other recommendations suggested by the Debroy committee which the ministry should focus on, rather than get busy for almost three months in carving out a please-all budget.
A small footnote. The recommendations speak of the railway ministry in the long run being merged with the transport ministry.
That's why I reiterate, for Prabhu to put forward such a proposal is a bold move; it will at least set the ball rolling in terms of the much needed reforms.
About scrapping of the railway ministry, it is something that should not be hurriedly done.
  
Aug 17 2016 (11:23AM)  Rail-General Budget merger, Congress, transparency, detailing (news.webindia123.com)
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With the government mulling to merge the Rail Budget with the General Budget, the Congress on Saturday said one wonders with this experiment of tying the budgets, if the transparencies that exist during the Railway Budget and the detailing that goes into it would also come out in the General Budget.
"This is new experiment from the two-year-old government. The Railway Budget has been an iconic budget as far as my memory goes. It's appropriate that the travel means of the common man is used and highlighted for different projections," Tom Vadakkan told ANI.
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this experiment of tying this with the national budget, one wonders that the transparencies that exist during the Railway Budget and the detailing that goes into it would also come out in the national budget. This new government is a bench upon its new experiment that they have done with the planning commission, they've done it with various institutions, let us wait and watch what does come out of it," he added.
The Railway Budget will no longer be a standalone financial plan as it has been merged with the General Budget.(ANI)
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