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2015-16 ´Öë ¸êü»Ö¾Öê ÛúÖ ¯Ö×¸üÞÖÖ´Ö †Öîê¸ü ×®ÖÂ¯ÖÖ¤ü®Ö ²Ö•Ö™ü

OUTCOME and PERFORMANCE BUDGET of RAILWAYS for

2015-16

¸êü»Ö ´ÖÓ¡ÖÖ»ÖµÖ (¸êü»Ö¾Öê ²ÖÖê›Ôü) Ministry of Railways (Railway Board)

26 ±Ìú¸ü¾Ö¸üß /February, 2015

³ÖÖ¸üŸÖ ÃÖ¸üÛúÖ¸ü GOVERNMENT OF INDIA

2015-16 ´Öë ¸êü»Ö¾Öê ÛúÖ ¯Ö×¸üÞÖÖ´Ö †Öî¸ü ×®ÖÂ¯ÖÖ¤ü®Ö ²Ö•Ö™ü

OUTCOME and PERFORMANCE BUDGET of RAILWAYS for

2015-16

¸êü»Ö ´ÖÓ¡ÖÖ»ÖµÖ (¸êü»Ö¾Öê ²ÖÖê›Ôü) Ministry of Railways (Railway Board)

26 ±Ìú¸ü¾Ö¸üß /February , 2015 ×¾ÖÂÖµÖ ÃÖæ“Öß CONTENTS

¯ÖéÂ™ü ÃÖÓµÖÖ Page No. †¬µÖÖµÖ - I ¯ÖÏÃŸÖÖ¾ÖÖÖ 1 - 3 Chapter - I Introduction †¬µÖÖµÖ - II ×¾Ö¢ÖßµÖ ŸÖ£ÖÖ ³ÖÖî×ŸÖú ×ÖÂ¯ÖÖ¤üÖ 4 - 9 Chapter - II Financial and Physical Performance †¬µÖÖµÖ - III ²ÖÖ¸üÆü¾Öà ¯ÖÓ“Ö¾ÖÂÖáµÖ µÖÖê•ÖÖÖ 2012-17 10 - 13 Chapter - III XII Five Year Plan 2012-17 †¬µÖÖµÖ - IV ¸êü»Ö ¯Ö×¸ü“ÖÖ»ÖÖ êú ãú”û ¯ÖÏ´ÖãÖ ¯Ö×¸üÖÖ´Ö 14 – 41 Chapter - IV A Few Salient Outcomes of Rail Operations †¬µÖÖµÖ - V üÖê™ü¾ÖÔú ×¾ÖÃŸÖÖ¸ü 42 – 44 Chapter - V Network Expansion †¬µÖÖµÖ - VI ÃÖÓ¸üÖÖ 45 – 46 Chapter - VI Safety †¬µÖÖµÖ - VII ˆŸ¯ÖÖ¤üÖ ‡úÖ‡µÖÖÓ ŸÖ£ÖÖ †Ö¸ü.›üß.‹ÃÖ.†Öê. 47-55 Chapter - VII Production Units & R.D.S.O †Öã²ÖÓ¬Ö - ú ÃÎîú¯Ö úß ×²ÖÎúß ŸÖ£ÖÖ ¾ÖéÖÖ¸üÖê¯ÖÖ 56 ANNEXURE – A Sale of Scrap & Afforestation †Öã²ÖÓ¬Ö - Ö 1 ÃÖê Ö 4 2014 ´Öë µÖÖ¡Öß ÖÖ×›ÍüµÖÖÓ 57 – 73 ANNEXURE – B1 to Train Services in 2014 B4 †Öã²ÖÓ¬Ö - Ö ¯ÖÖÓ“Ö ú¸üÖê›Íü ÃÖê †×¬Öú »ÖÖÖŸÖ ¾ÖÖ»Öß ¯ÖÏŸµÖêú ¯Ö×¸üµÖÖê•ÖÖÖ†Öë C1 – C114 úÖ ×ÖÂ¯ÖÖ¤üÖ ANNEXURE – C Performance of Projects costing more than Rs. 5 crore each †Öã²ÖÓ¬Ö - ‘Ö ³ÖÖî×ŸÖú ¾Ö ×¾Ö¢ÖßµÖ »ÖµÖ †Öî¸ü ×¾Ö.¸êü.ÃÖÓ.×Ö úÖµÖÖì úß ¯ÖÏÖ×ŸÖ

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CHAPTER I

INTRODUCTION

The Indian Railways is a departmental commercial undertaking of the Government of India. The formation of policy and overall control of the railways is vested in Railway Board comprising the Chairman, who is an ex-officio Principal Secretary to Government of India, Financial Commissioner and other functional Members for Traffic, Engineering, Mechanical, Electrical and Staff matters, all ex-officio Secretaries to Government of India.

The Indian Railway system is managed through 17 zones and 68 operating divisions.

Apart from the zonal Railways representing the operational part of the system, there are seven production units engaged in manufacture of rolling stock and other related items.

Research, Designs and Standards Organization (RDSO) is the sole research and development wing of Indian Railways, functioning as the technical adviser and consultant to the Ministry, Zonal Railways and Production Units with the status of a Zonal Railway.

The Indian Railway has several Public Sector Undertakings/ affiliated organizations working under the overall control of the Ministry of Railways.

Box – 1

Indian Railways: A historical legacy

One hundred sixty one years ago, one April afternoon, history was made at Bori Bunder in Mumbai when to the booming sound of a 21 gun salute, the first train on Indian soil started its maiden journey of 21 miles (34 km) to Thane. The steam engine and metal track had become a reality in India. Since then the ubiquitous rail track has traveled the length and breadth of the subcontinent, weaving an iron link among the diverse people of India.

The Railway finances have been separated from the General finances as per the Separation Convention, 1924. This convention has been carried forward by the Railway Convention Committee of the Parliament, which determines the financial relation of the Railways and the General finances. The Railway Convention Committee also determines the rate of dividend which the Railways are required to pay to the General Revenues on the amount invested in former by the latter. The Railway Budget is normally presented to the Parliament ahead of the General Budget. Though the Railway Budget is separately presented to the Parliament, the figures relating to the receipt and expenditure of the Railways are also shown in the General Budget, since the receipt and expenditure of the Railways are a part and parcel of the total receipts and expenditure of the Government of India.

The Indian Railway is the world’s largest government railway. The Railway functions as a vertically integrated organization providing Passenger and Freight services. It is a single system which consists of 65,808 route km of track that criss-cross the country, on which more than 21,598 number of trains ply, carrying about 23 million passengers and hauling nearly 2.90 million tonnes of freight every day, thereby contributing to the economic growth of the country and at the same time promoting national integration.

As compared to road transport, the railway has a number of intrinsic advantages as it is five to six times more energy efficient, four times more efficient in land use and significantly superior from the standpoint of environment impact and safety. Indian Railways, therefore, rightly occupies pride of place in the growth and development of the nation.

The railway service is rendered through a nation wide rail infrastructure covering track, stations, sidings, freight terminals, locomotives, coaches and wagons and a myriad of infrastructure inputs like signaling, telecom, electrical installations, maintenance workshops etc. The output and outcomes achieved by the Railways in terms of Passengers and Freight carried results from the interwoven activities of the various infrastructure inputs comprising the Railway Infrastructure. While a direct one to one correlation in terms of inputs and outcomes of each activity is not easy to render in a transport sector like the Railways, the Performance cum Outcome Budget attempts to give a better insight in to the multifarious activities of the railways that, when combined, generate the outcome of transportation services.

Box – 2 Rail Infrastructure as on 31.03.2014

Route Kms: 65,808 o Broad Gauge (58,177); o Metre Gauge (5,334) & o Narrow Gauge (2,297);

• Running Track Kms: 89,919; o Broad Gauge (81,914); o Metre Gauge (5,708) & o Narrow Gauge (2,297);

• Electrified Route Kms: 21,614

• Rolling Stock: o Wagons: 2,45,267 wagon units o Locomotives: 10,499 nos. o Coaches: 59,600 nos.

This performance cum outcome budget seeks to report on the Outcomes of the Rail services in terms of through put, financial results, addition to capacity, and outcomes for the traveling public and rail users.

The Performance Budget of Railways has been prepared in pursuance of the recommendations of the Standing Committee contained in their VI Report (1993-94) on Demands for Grants (Railways), 1994-95. This document inter alia indicates the comparative performance of Indian Railways in respect of Revenue and Expenditure vis-à-vis the targets. The performance in respect of works costing Rs. 5 crore and above, including transfer of funds from one work to other; target dates of completion of the projects are also indicated. It also gives a summary appraisal of the Railway’s performance including shortfalls, if any, in respect of revenue earnings, expenditure, works performance as provided in the ongoing Five Year Plan and Annual Plan.

The Outcome Budget for Railways has been introduced from 2006-07 keeping in view the guidelines of the Government for converting financial outlays into physical outcomes. The Railway has a mechanism to measure the development outcomes of all major programmes giving importance to converting financial outlays into physical outcomes, with quarterly measurable and monitorable targets, to improve the quality of implementation of the projects. The Outcome Budget 2015-16 tries to bring out the achievements/highlights that the Railway has tried to deliver upto 2013-14 and 2014-15 for the benefit of the people of the country. This Railway budget document provides an insight not only to the outlays provided under various plan heads, but also the targets set vis-a-vis the progress achieved in measurable terms, a feature unique to this Ministry’s budget documents.

Some of the information relating to Outcome Budget is also available in other budget documents, like, Explanatory Memorandum where Traffic Plan for goods and passengers as also efficiency indices, like, Plan Targets and achievements are given. The quantifiable performance units of expenditure relating to non-plan expenditure for Demand No. 4 to 12 are included in the respective Demands for Grants (Part II).

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CHAPTER II

FINANCIAL AND PHYSICAL PERFORMANCE

TABLE I (Rupees in crore) Key Financial Indicators Financial Performance Actuals Budget Revised Growth over Particulars 2013-14 2014-15 2014-15 2013-14 Receipts (a) Passenger Earnings 36532 44645 43002 17.71% (b) Other Coaching 3679 4200 4028 9.50% (b) Goods 93906 105770 106927 13.87% (c) Sundry other Earnings 5721 5500 5241 -8.39% Total Traffic Earnings 139838 160115 159198 13.84% Clearance from Traffic Outstandings -280 50 50 -117.89% Gross Traffic Receipts 139558 160165 159248 14.11% Miscellaneous Receipts 3656 4209 4202 14.95% Total Receipts 143214 164374 163450 14.13% Expenditure Ordinary Working Expenses 97571 112649 108970 11.68% Appropriation to Pension Fund 24850 28550 29225 17.61%

Appropriation to Depreciation Reserve 7900 6850 7775 Fund -1.6% Total Working Expenditure 130321 148049 145970 12.01% Miscellaneous Expenditure 1144 1127 1028 -10.18% Total Expenditure 131465 149176 146998 11.82% Dividend payable to General Revenues 8009 9135 9174 14.6%

Net Surplus after payment of Dividend 3740 6064 7279 94.6% Operating Ratio 93.6% 92.5% 91.8%

• Gross Earnings placed at Rs1,59,248 cr in RE 2014-15 are less than the Budget Estimates by Rs 917 cr. While freight earnings are expected to grow at 13.87% over 2013-14, Passenger revenues reflect a growth of 17.71%.

• The budgeted Ordinary Working Expenses of Rs. 1,12,649 crore have been reduced in the Revised Estimates 2014-15 mainly on account of savings in fuel bill. The appropriation to pension fund has been increased to meet the higher pension payments. .

TABLE II Key Performance Indicators

Actuals Budget Revised Particulars 2013-14 2014-15 2014-15

Ratio of Net Revenue to Capital 5.6 6.3 7.0

Operating Ratio 93.6% 92.5% 91.8%

TABLE III Passenger and Freight Performance

Actual to Actual to Revised Actuals end of end of Estimates, 2013-14 December, December, 2014-15 2013 2014 No. of Passengers Originating (in millions) 8397.06 8350 6360.15 6256.16 Passenger Earnings (Rs. in crores) 36532.25 43002.00 26869.11 31451.36 Freight Loading ( in million tonnes) 1051.64 1101.25 767.23 806.38 Freight Earnings (Rs. in crores) 93905.63 106927.00 67226.34 75351.81

Details of Freight throughput are at Table IV

• The thrust of improved performance during 2014-15 has hinged upon improvement in utilisation of rolling stock and fixed infrastructure, apart from induction of additional locomotives, coaches and wagons. There has also been a positive response of the market to various innovative measures initiated in 2014-15.

Table IV Freight Traffic Throughput

Revised Estimates Actuals, 2013-14 2014-15 Commodity Tonnage Net Tonne Tonnage Net Tonne Originating Kms. Originating Kms. (Millions) (Millions) (Millions) (Millions)

1. Coal a. Steel Plants 50.01 19841 54.23 22993 b. Washeries 1.02 345 1.40 350 c. Thermal Power Houses 335.38 189560 366.52 206717 d. Other public users 121.03 62098 120.85 66471 Total Coal 507.44 271844 543.00 296531 2. Raw Material for Steel 17.33 10049 19.26 11711 Plants 3. Pig Iron & finished steel from Steel Plants 27.81 27937 29.07 29799 from other points 11.36 6979 11.44 6007 4. Iron ore for Export 6.56 2676 2.24 1207 for Steel Plants 66.83 16430 67.19 18478 for other users 50.88 18116 46.98 18322 5. Cement 109.78 59274 113.21 60570 6. Foodgrains 55.10 70540 57.25 73856 7. Fertilisers 44.70 34498 46.11 38270 8. Petroleum & Lubricants 40.17 29247 42.31 27499 9. Container Service 43.51 52226 50.61 53632 10. Other Goods 70.17 65994 72.58 52618 Total 1051.64 665810 1101.25 688500

• 7% growth in Coal loading. • 11.1% growth in loading of raw materials for steel plants. • 4.5% growth in loading of Pig Iron & Finished Steel from Steel Plants. • 3.9% growth in foodgrains. • 16.2% growth in Container Service.

Substantial Improvement in Efficiency Indicators from 2010-11 onwards

The sustained improvement in efficiency has helped in the marked turnaround in the performance of the Railways. This is captured in a few key performance indicators given below:

• Wagon Loading per day (BG) – has increased from 41633 in 2010-11 to 46301 in 2013-14 denoting an improvement of 11.21%. This has enabled the substantial increase in Freight Earnings.

• Average load per wagon (Tonne-BG) – has increased from 60.48 tonnes in 2010-11to 62.05 tonnes in 2013-14, denoting 2.60% improvement in the capacity utilization per wagon loaded. This means that lesser number. of wagons would be required for the same amount of load carried. This also results in less train kms and consequently less congestion on sections of the line besides lower unit cost.

• Freight train loading daily – has increased from 2.54 million tonnes in 2010-11 to 2.90 million tonnes in 2013-14 denoting an improvement of 14.17%. This has been achieved through mechanized system of loading and increased wagon availability.

• Wagon turnaround time (days- BG ) – has increased from 4.97 days in 2010-11 to 5.13 days in 2013-14 denoting a marginal jump of 3.22% in time that a wagon takes to turn up for loading again.

• Average Train load (Net Tonne & BG) – has decreased from 1702 tonnes in 2010-11 to 1686 tonnes in 2013-14.

• NTKM per Wagon per day (BG) – has decreased from 9247 tonnes in 2010-11 to 8471 tonnes in 2013-14.

• Wagon km per wagon day (BG) – has increased from 262.1 km in 2010-11 to 266.5 km in 2013- 14 registering an improvement of 1.68%. It is an index of the movement of the wagons. Better result shows wagons are moved quickly to destination by curtailing delays in loading and unloading, curtailing the number of wagons under or awaiting repairs.

• NTKM per route kms (in millions – BG ) has increased from 11.34 in 2010-11 to 11.45 in 2013-14 registering an improvement of 0.97%. Route km is more or less constant over years whereas growth of PKMs are higher and as such it is an increasing trend, an indication of better track utilization and growth in passenger volume.

• Passenger kms per route kms (in million – BG ) has increased from 17.36 in 2010-11 to 18.80 in 2013-14 registering an improvement of 8.29% Route kms. is more or less constant over the years whereas growth of PKMs is higher and as such it is an increasing trend, a indication of better track utilization and growth in passenger volume.

• NTKM/Employee (Open line) (in millions) – has increased from 0.48 in 2010-11 to 0.53 in 2013- 14 registering an improvement of 10.42%. This indicates improved staff productivity.

• PKM/Employee (Open line) (in millions ) – has increased from 0.73 in 2010-11 to 0.89 in 2013- 2014 registering an improvement of 21.92%. This indicates improved staff productivity.

• Vehicle km. per Vehicle day (BG) – has increased from 529 in 2010-11 to 566 in 2013-14 registering an improvement of 6.99%. It is an index of the movement of coaching, vehicles. Better results show improvement in mobility of the coaches and reduction in coaches awaiting repair.

Graphical depiction of the improvement in the above efficiency indicators is shown in plate no. 1 & 2. 6

2011-12 çÈ˘ ±’’£˚ ç‚˘æ’∫’û’’ ¬’“¬’Âí’ç˘’Í≥’Íà∫∫’Èé’¨’ﬁ¥’ ¬’‚´’’∑˚ Substantial Improvement in Efficiency Indicators from 2011 - 12 onwards.

≥’’∫’ ÷ö˚±±’’ ∫’£˚’¨’ Æ’Œ÷û’÷£˚¨’ (±’.∫’’) Ü’Ì¬’û’ ≤’’∑˚ Æ’Œ÷û’ ≥’’∫’ ÷ö˚±±’’ (ò˚¨’) (±’.∫’’) Wagon Loading Per Day (BG) (In terms of 8 Wheelers) Average Load Per Wagon (Tonne) (BG) 62.20 47000

62.05 46301 61.90 46000 61.90

45000

44510 61.60

44000

61.30 43000 43157 61.20

42000 61.00 2011-12 2012-13 2013-14 2011-12 2012-13 2013-14

≥’’∫’è’’öÃ˚ﬁç˘’ £Ì˚÷¨’ç˘ ≥’’∫’ ∫’£˚’¨’ (÷≥’÷∫’¥’¨’ ò˚¨’)˘ ≥’’∫’ ÷ö˚±±’’ ∞È˘∑˚’ ¬’≥’¥’ (÷£˚¨’) (±’.∫’’.) Freight Train Loading Daily (Million Tonne) Wagon Turn Around Time (Days) – B.G.

3.00 5.20

5.18

2.90 2.90 5.15 5.13

2.80 5.10 2.76

5.08

2.70 5.05

2.65

2.60 5.00 2011-12 2012-13 2013-14 2011-12 2012-13 2013-14

æ’‚ß˚ ˚ ò˚¨’ ÷ç≥’ﬁÆ’Œ÷û’ ≥’’∫’ ÷ö˚±±’’ Æ’Œ÷û’÷£˚¨’ (±’∫’’) Ü’Ì¬’û’ è’’öÃ˚ﬁ∫’£˚’¨’ (æ’‚ß˚ ò˚¨’) (±’∫’’) NTKM Per Wagon Per Day (BG) Average Train Load (Net Tonne) (BG) (In terms of 8 Wheelers)

1740 9300 9261

1732

1730 9100

1720

8900

1710 1711

8700

1700

8500 8471 1690 1686 8453

1680 8300 2011-12 2012-13 2013-14 2011-12 2012-13 2013-14 Æ∫’Èò˚ ¬’.“ / Plate No. - 1 ≥’’∫’ ÷ö˚±±’’ ÷ç˘≥’fiÆ’Œ÷û’ ≥’’∫’ ÷ö˚±±’’ Æ’Œ÷û’÷£˚¨’ (±’∫’’) æ’‚ß˚ ò˚¨’ ÷ç≥’fiÆ’Œ÷û’≥’’è’” ÷ç≥’fi(÷≥’÷∫’¥’¨’ ≥’Í) (±’∫’’) Wagon Km Per Wagon Per Day (BG) NTKM Per Route Kms (In Million) (BG)

267.0 12.00

11.94

266.5 266.5 11.80

266.0 266.0 11.60

11.45

265.5 265.5 11.40 11.38

265.0 11.20 2011-12 2012-13 2013-14 2011-12 2012-13 2013-14

¥’’†’fi÷ç˘≥’fiÆ’Œ÷û’≥’’è’” ÷ç˘≥’fi(÷≥’÷∫’¥’¨’ ≥’Í) (±’∫’’) æ’‚ß˚ ò˚¨’ ÷ç≥’fi/ç˘≥’”í’’∑˚fi(Ü’ÈÆ’¨’ ∫’’á¨’) (÷≥’÷∫’¥’¨’ ≥’Í) Passenger Kms Per Route Kms (In Million)(BG) NTKM / Employee (Open Line) (In Million)

19.00 0.56

18.80

0.55 18.75 0.55

18.50 0.54

18.30 0.53 0.53 18.25 0.53

18.10

18.00 0.52 2011-12 2012-13 2013-14 2011-12 2012-13 2013-14

Æ’Œ÷û’≥’’è’” ÷ç˘≥’fi/ç˘≥’”í’’∑˚fiÜ’ÈÆ’¨’ ∫’’á¨’ (÷≥’÷∫’¥’¨’ ≥’Í) Ω’’≈˚¨’ ÷ç≥’fiÆ’Œ÷û’Ω’’≈˚¨’ ÷£˚¨’ (±’∫’’) PKM / Employee (Open Line) (In Million) Vehicle Km. Per Vehicle Day (BG)

570 0.91 566

0.90 565

0.89 560 0.89 558

555

550 550 0.87

545

0.86

540 0.85 2011-12 2012-13 2013-14 2011-12 2012-13 2013-14 Æ∫’Èò˚ ¬’.“ / Plate No. - 2 Annual Plan, 2014-15 TABLE V (Rs in cr) Budget Estimates Revised Estimates I. Internal Resources (DRF, DF) 9888.00 10278.00 Capital Fund 5462.00 5452.00 Total Internal Resources 15350.00 15730.00 II. Safety Funds Railway Safety Fund 2200.00 2200.00 III. Capital from General Exchequer a) Budgetary Support 24100.00 24071.07 b) Additional Budgetary Support for 6000.00 6028.93 National Projects Total Capital from General Exchequer 30100.00 30100.00 IV. Market Borrowings and Others IRFC 11500.00 11772.62 RVNL 290.00 273.00 PPP 6005.00 5722.06 Total Market Borrowings 17795.00 17767.68 TOTAL PLAN SIZE 65445.00 65797.68 Thrust of Annual Plan, 2014-15 has been to complete throughput enhancement works on priority and increasing Railway’s carrying capacity. • Removal of bottleneck on the system to get rid of various operational constraints and also providing better passenger amenities. • Emphasis is on completion of works relating to construction of new lines, guage conversion, doubling, and signalling & telecom activities.

Position of expenditure of some of the Plan Heads reflecting replacement and development expenditure of Railways is given in Table VI & the outcomes/targets are given in Table VII.

TABLE VI (Rs in cr ) BE RE Approx. to end 2014-15 2014-15 of Dec’14 New Lines (Construction) 8559.04 8973.67 3532.66 Gauge Conversion 2340.15 3228.97 2095.78 Doubling 3656.81 4028.14 2302.34 Traffic Facilities-Yard Remodelling & Others 891.76 950.72 439.41 Computerisation 339.26 316.77 52.93 Railway Research 25.00 25.00 10.29 Rolling Stock 15010.00 16814.90 11255.66 Leased Assets - Payment of Capital Component 5462.00 5452.00 5447.62 Road Safety Works-Level Crossings 413.00 459.75 280.98 Road Safety Works-Road Over/Under Bridges 2287.00 2017.25 1083.00 Track Renewals 3600.00 3736.00 3044.56 Bridge Works 390.00 452.04 235.76 Signalling and Telecommunication Works 960.00 1027.11 586.41 Electrification Projects 1203.00 1397.00 858.86 Other Electrical Works excl. TRD 120.00 129.65 48.63 Traction Distribution Works 205.00 221.66 93.21 Machinery & Plant 305.00 458.47 286.16 Workshops Including Production Units 2765.00 2707.04 1014.86 Staff Quarters 300.00 307.29 143.45 Amenities for Staff 350.00 341.69 164.16 Passengers Amenities 1037.50 1049.21 525.87 Inv. in Govt. Comm. Und.-Public Und. 1494.86 571.50 100.00 Inv. in non-Govt.Und. incl. JVs/SPVs 10006.00 7811.50 3164.06 Other Specified Works 398.00 448.03 190.44 Stores Suspense -92.21 -208.06 4089.90 Manufacture Suspense 46.11 15.82 -208.63 Miscellaneous Advances 13.22 -14.87 3.27 Metropolitan Transport Projects 1858.50 1779.43 540.84 New Lines (Const.) - Dividend free projects 1500.00 1300.00 521.72 Total 65445.00 65797.68 41904.20

Table VII Outlays and Outcomes / Targets: Annual Plan 2014 -15

S. Name of Objective Outlay 2014 -15 Quantifiable Processes/ Remarks/ Risk No. Scheme/ /Outcome (Rs in crore) Deliverables/ Physical Timelines Factors Programme Outputs Budget Revised Original Revised 1 2 3 4 5 6 7 8 9 1 New Lines etc. Expansion of 300 The process involves finalisation 8559.04 8973.67 300 RKM Network RKMm of detailed estimates first. 2 Gauge Expansion of 450 Thereafter availability of land on 450 Route Conversion Network 2340.15 3228.97 Route the alignment, finalisation of Km Km contract both for labour and 3 Doubling Expansion of 3656.81 4028.14 700 RKM 700 RKM material is done to start the work. Network

4 Electrification Electrification 1203.00 1397.00 1300 RKM 1350 The process involves finalisation projects of Railway RKM of detailed estimates first. routes. Thereafter, contract for different activities like OHE, TSS, SCADA and S&T works. Revised target for electrification is likely to be achieved. Rolling Stock Locomotives Acquisition of 625 671 (No.) Rolling Stock 5 to augment Coaches (No.) 15010.00 16814.90 3658 3359 carrying Wagons capacity 12857 10000 (Vehicle units) Signalling & Telecom (only major items) Replacement Safety, 200 200 works Reliability & stations stations Modernisation Track circuiting 500 500

Locations Locations LED Signals 120 120

stations stations Automatic Augment Line Progress is matched with traffic Block Capacity, 150 150 requirement and also linked with Signalling Safety & RKM RKM Funds constraint. (ABS) Reliability Block proving Safety, 250 250 by Axle Reliability & Block Block counters Modernisation Sections Sections Train Safety. Dum Dum Dum AUICF rakes commissioned with protection and Kavi Dum TPWS. Commissioning of warning Subhash Kavi NGEF/BHEL rakes with TPWS in 6 system 960.00 1027.11 Section Subhash progress. (TPWS) (25 RKM), Section Metro (25 Kolkata RKM), Metro Kolkata Data Logger Event Logging for Predictive 170 170 Maintenance stations stations and Investiga - tions of incidents

S. Name of Objective Ou tlay 2013 -14 Quantifiable Processes Remarks/ Risk No Scheme/ /Outcome (Rs in crore) Deliverables/ Physical / Factors Programme Outputs Timelines Budget Revised Original Revised 1 2 3 4 5 6 7 8 9 Interlocking of Safety of Road 200 200 LC gates users Rebuilding/ The bridge works are in rehabilitation progress and are likely to exceed of bridges to the target. 7 Bridge Works improve safety 390.00 452.04 620 620 as well as to enhance throughput Track Renewals Renewal of 3600.00 3736.00 2100 Kms 2200 Kms 8 track Mumbai: Belapur-Seawood-Uran electrified double line : Work is in progress. Mumbai Urban Transport Project (MUTP) Phase-II : Work is in progress at various stages. Chennai: Extension of MRTS Phase-II from Velalchery to St. Thomas Mount (5 km): Work is in progress. Hyderabad/Secunderabad: Multi Modal Transport System (MMTS) Phase II (101 km): The works is in progress. The project is being executed by RVNL. Metro Railway Kolkata: i) Extension of Circular Railway from Remount Road to Santoshpur: The work is in progress. ii) The entire section of Metro Railway, Kolkata from Noapara to kavi Subhash (New Garia) - 27.60 km is in commercial operation. Suburban Metropolitan The Following projects are in progress at various 9 Transport 1858.50 1779.43 Transport Works stages. Systems i) Extension of Metro Railway from Noapara to NSCB Airport (6.40 km) ii) Extension of Metro Railway from Noapara to Barasat via Bimanbandar (18.00 km). iii) Extension of Metro Railway from Noapara to Baranagar (2.60 km). iv) Extension of Metro Railway from Baranagar to Barrakpore & Dakshineshwar (14.50 km). v) Extension of Metro Railway from NSCB Airport to Kavi Subhash via Rajerhat (32 km) vi) Extension of Metro Railway from Joka to BBD Bagh including Joka to Diamond Park (18.72 km) East-West Corridor: East-West corridor from Salt Lake Sector-V to Howrah Maidan (14.70 km) costing Rs. 4875 crore is being executed by Kolkata Metro Rail Corporation Ltd. with equity sharing between Railways and Ministry of Urban Development in the ratio of 74:26. This included Plan Heads, such as, Traffic facilities, Workshops, Inventories, Railway Research, payment of Capital Component of Lease Charges to Indian Railway 10 Others 27867.50 24360.42 Finance Corporation, etc., which are not amenable for quantification in a monitorable format due to a large number and varied 11 Grand Total 65445.00 65797.68

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9 Chapter III

TWELFTH FIVE YEAR PLAN

A. 12 TH PLAN STRATEGY

The Twelfth Plan aims at faster, more inclusive and sustainable growth. This will require continued work in several areas taken up in the Eleventh Plan and a change in strategy in others. The expanding requirements of economy will need much faster expansion of the freight network along with its ability to carry larger freight per wagon, improve efficiency of the Rail system to deliver it faster and expand the network. There will be a need to improve the share of the Railways in the overall national freight market. There will also be a need to cater to increasing demand of passenger travel and provide better quality services. Strategy needs to be developed to integrate railways as part of an effective multi-modal transport system to ensure environment friendly and economically efficient transport movement. Simultaneously, the network will have to be expanded to connect areas in Jammu & Kashmir and North East. Stepping up private investment would be an important part of the investment strategy.

Investment needs to be prioritized in the important areas, viz. Dedicated Freight Corridors, high capacity rolling stock, last mile rail linkages and port connectivity. Development of logistic parks would also need to be taken up on priority basis to create matching terminal and handling capacity, and facilitate integration of rail with other modes of transportation.

B. THRUST AREAS IN THE 12 TH PLAN

1. Freight Traffic

• Proliferation of 25 tonnes axle load running. Along with this, feasibility of 30 tonnes axle load running and induction of 30 tonnes axle load wagons needs to be planned. • Expansion of Long Haul. • Use of GPS technology and RFID technology for tracking purposes and use of Distributed Power Systems. • Creation of Multimodal Logistics parks to reduce the cost of interfacing and costs of intermodal transfer and overall production. • Containerization. • Freight transportation targets for the terminal year (2016-17) of the Plan

o Originating Traffic - 1,405 million ton o NTKM - 927 billion ton km

• Freight traffic achievements during the first two years of 12 th Plan are as under:- Item 2012 -13 2013 -14 2014 -15 (Actual) (Actual) (Target) Freight Traffic Loading MT (Million) 1008 1053 1105 NTKM(Billion) 692 652 688

2. Passenger Services

• Enhancing accommodation in trains by adding coaches and berths. • Enhancing speeds of trains. • Introduction of tailored services to cater to various sectors and classes of passengers. • Decongesting major passenger terminals by developing alternate terminals in suburban areas of major cities and segregating passenger and freight traffic by operationalising Dedicated Freight Corridors. • Passenger transportation targets for the terminal year (2016-17) of the Plan

o Passenger Originating -11,710 million o Passenger Kilometer - 1,760 billion

2.1 Passenger traffic achievements during first two years of 12 th Five Year Plan are as under:- Item 2012 -13 2013 -14 2014 -15 (Actual) (Actual) (Target) Passenger Traffic Passenger Originating (Million) 8421 8426 8896 Passenger Km (Billion) 1098 1110 1182

3. Parcel Business

• Rationalization and expansion of parcel business • Increase in rake loading • Introduction of high capacity parcel vans; introduction of premium superfast parcel services • Development of dedicated parcel terminals; mechanization of handling • Computerization of parcel management system

4. Expansion of Fixed Assets

• Upgradation of balance 1575 km of iron ore routes for 25 ton axle load; upgradation of DFC feeder routes to 25 ton axle load • Undertake 19,000 km of track renewal • Creation of fixed assets:

o New Lines – 4000 km o Eastern and Western Dedicated Freight Corridors (DFCs) – 3338 km o Gauge Conversion – 5,500 km. o Doubling- 7,653 km o Railway Electrification – 6,500 km

• Progress in infrastructure creation in first two years of 12 th Five Year Plan is given below:- Item 2012 -13 2013 -14 2014 -15 Target (Actual) (Actual) New Line (km) 501 450 300 Gauge Conversion (km) 605 404 450 Doubling (km) 705 708 700 Railway Electrification(km) 1317 1350 1300

5. Eastern and Western Dedicated Freight Corridors

The Dedicated Freight Corridors (DFCs) on the Eastern and Western routes is a strategic capacity augmentation initiative taken by Railways and involves construction of dedicated freight lines to carry predominantly coal and steel on the Eastern Corridor and containers on the Western Corridor. Eastern DFC is1839 km and extends from Dankuni to Ludhiana and Western DFC is 1499 km and extends from Jawaharlal Nehru Port (JNPT) to Rewari/Dadri.

Dedicated Freight Corridor is an innovation in rail transport in India because of a number of reasons outlined below:

• The average speed of freight trains will go up from 25 kmph to 60 kmph which will reduce the transit time by less than half from the present levels. Railway technology would get a major upgradation with the help of heavy haul freight trains of 15,000 tonnes capacity and 1500 meters length. • The axle load of DFC routes will go up from 25 tonnes to 32.5 tonnes which would enhance the track loading capacity from 8.67 tonnes per metre to 12 tonnes per metre. • Newer technology in signalling, train communication, track maintenance and operations would be introduced. • The capacity released by freight trains can be used for running more passenger trains at higher speed. • This initiative would also offer significant reduction of Green House Gas (GHG) emissions in transport sector of India.

6. High Speed Rail Corridors

Railway Budget 2014-15 included setting up of Diamond Quadrilateral Network of High Speed Rail connecting major metros and growth centres of the country. Accordingly, Government envisages having a Diamond Quadrilateral Network of High Speed trains comprising of four sides i.e. (i) Delhi-Mumbai, (ii) Mumbai-Chennai, (iii) Chennai-Kolkata, (iv) Kolkata-Delhi and both diagonals i.e. (v) Delhi-Chennai and (vi) Mumbai-Kolkata. The total length of network will be approx. 10,000 km.

Following High Speed Corridors have been identified for which pre-feasibility studies are underway/have been completed:

(i) Pune-Mumbai-Ahmedabad (650 kms) (ii) Delhi-Agra-Lucknow-Varanasi-Patna (991 kms) (iii) Howrah-Haldia (135 kms) (iv) Hyderabad-Dornakal-Vijayawada -Chennai (664 kms) (v) Chennai-Bangalore-Coimbatore-Ernakulam-Thiruvananthapuram (850 kms) (vi) Delhi-Jaipur-Ajmer-Jodhpur (591 kms) (vii) Delhi-Chandigarh-Amritsar (450 kms)

7. Rolling stock acquisition

With the expansion of the freight network and passenger demand, the requirement of rolling stock will substantially increase . Rolling stock acquisition planned in the 12 th Plan is as below:

• Coaches (include EMUs, MEMUs and DEMUs) - 24,000 • Diesel Locos - 2,000 • Electric Locos - 2,010 • Wagons (In Vehicle Units) - 1,05,659

The progress in Rolling Stock production and procurement in the first two years of 12 th Five Year Plan are summarized below:-

Item 2012 -13 2013 -14 2014 -15 (Actual) (Actual) (Target) Coaches 4023 3887 3658 Locomotives 678 687 630 Wagons 16894 9326 13162

Modernization initiatives: • Induction of track friendly bogies of advanced technology capable of carrying enhanced axle loads of 25 ton and higher axle leads while exerting lesser forces on the track • Larger deployment of LHB design coaches • Induction of high horsepower locomotives and more fuel efficient technologies • Increased deployment of DEMU/EMU/MEMU services

8. Signalling & Telecom Initiatives include the following: • Deployment of proven and reliable on-board train protection system; track circuiting • Computerised real time monitoring of assets and use of condition based predictive maintenance system • Increase line capacity through technology options

9. New and Renewable Energy Projects It is proposed to develop renewable energy projects and have strategies for more clean energy projects. The initiatives planned in this regard include: • Provision of Grid connected solar panels at major stations. • Provision of roof top solar panels on passenger coaches running in close circuits. • Provision of solar panels, solar water heaters and solar pumps in hospitals, running rooms, rest houses and manning of unmanned level crossing gates. • Development of wind energy for meeting the above requirements.

10. Safety Following measures are being taken to improve safety : • Manning of all un-manned level crossings and provisions of ROBs/RUBs in lieu of manned level crossings with heavy traffic density. • Development of Train Protection and Warning System (TPWS) and Anti Collision Device (ACD)/ Train Collision Avoidance System(TCAS). • Provision of improved safety systems with audio visual warning to road users in advance of approaching trains. • Development of ‘crashworthy’ structural design capable of absorbing high impact loads in unfortunate case of collision/accidents. • Provision of Mobile Communication and Train Radio Communication (MCTRC).

11. Public Private Partnership (PPP)

Efforts to generate investment has been made with new Model Concession Agreements approved for Rail Connectivity. Ministry of Railways has also approved and notified sectoral guidelines for Domestic/Foreign Direct Investment. This framework will enable creation of a positive environment for investment.

C. 12 th PLAN OUTLAY AND FINANCING

• Approved Plan Outlay – Rs. 5,19,221 cr. • Funding of the Plan:

o Gross Budgetary Support – Rs. 1,94,221 cr. o Internal Generation – Rs 1,05,000 cr o Extra Budgetary Resources (EBR) - Rs. 1,20,000 cr. o Private Investment – Rs. 1,00,000 cr.

• Year-wise Plan Expenditure 2012-13 and 2013-14 is summarized below:-

(Rs. In cr) Year Gross Budgetary Internal Market Borrowings Support Resources 2012-13 (Actual) 25710 9531 15142 2013-14 (Actual) 29055 9709 15225

*******

CHAPTER IV

A FEW SALIENT OUTCOMES OF RAIL OPERATIONS

PASSENGER BUSINESS

Suburban Transport Projects:

The Railways are usually preferred as a means for the suburban transport. Railway have been catering to the demand of providing suburban transportation in the metropolitan cities like Delhi (excluding Delhi Metro Rail Corporation), Mumbai (excluding Mumbai Metro), Kolkata, Chennai, Bangalore, Jaipur and Hyderabad by strengthening existing rail network around the city.

The suburban system in Railways carries over 10 million passengers per day. The Railways are conscious of the need for improving the services for the suburban system given the crush load factor of suburban services.

Mass Rapid Transport System for Metropolitan Cities

Progress of Metro Projects:

Kolkata Metro:

The entire section of extension of Metro Railway, Kolkata from Dum Dum to Kavi Subhash (New Garia) 25 kms. and Dum Dum to Noapara (2.60 km) is already in commercial operation.

The following extensions of Metro Railway/Kolkata are in progress:

1. Noapara-Baranagar (2.60 km) at a cost of Rs. 228.83 crore. 2. Noapara to NSCB Airport (6.40 km) at a cost of Rs.184.83 crore. 3. Noapara to Barasat via Bimanbandar (18 km) at a cost of Rs. 2397.72 crore. 4. Baranagar to Barrackpore and Dakshineshwar (14.50 km) at a cost of Rs. 2069.60 crore. 5. NSCB Airport to New Garia via Rajerhat (32.00 km) including for MM of six additional stations at a cost of Rs. 4259.48 crore. 6. Joka to BBD Bagh via Majerhat including Joka-Diamond Park (18.72 km) at a cost of Rs. 2913.51 crore.

In addition to above, East-West corridor from Howrah Maidan to Salt Lake (14.67 km) of Kolkata is being executed by Kolkata Metro Rail Corporation Ltd.(KMRCL) at a cost of Rs. 4874.58 crore. The cost is being shared by Railways and Ministry of Urban Development in the ratio of 74:26 as equity. Works are in progress at various stages.

Circular Railway Kolkata:

Extension of Circular Railway has been sanctioned from Remount Road to Santoshpur via Garden Reach (8.80 km) at a cost of Rs. 268.52 crore. The work is in progress.

Mumbai:

Belapur-Seawood-Uran (27 km) project was sanctioned in 1996-97. Present cost is Rs. 1803.17 crore with cost sharing between Railways & State Govt. of Maharashtra in 1:2 ratio. Work is in progress.

Mumbai Urban Transport Project (MUTP) Phase-II was included in Budget 2008-09. Revised cost of this project is Rs.7301.87 crore. Cost sharing between Railways and Govt. of Maharashtra is in the ratio 50:50 . Sub-projects have been assigned to executing agencies viz. Central Railway, Western Railway and Mumbai Rail Vikas Corporation (MRVC). Works are in progress and is likely to be completed by 2016-17depending on availability of funds.

Chennai:

Extension of Mass Rapid Transport System (MRTS) Phase-II from Velachery to St. Thomas Mount (5 km) was sanctioned in 2006-07 at a cost of Rs. 495.74 crore with cost sharing between Railways and State Government in 1:2 ratio. Work is in progress at various stages.

Secunderabad:

Hyderabad/Secunderabad Multi Modal Transport System (MMTS) Phase-II was included in the Budget 2012-13 at a cost of Rs. 816.55 crore on cost sharing basis between Railway and State Govt. of Andhra Pradesh in the ratio of 1:2.

Others:

Railways are the nodal Ministry for technical planning and safety related issues of Metro Railways which are being planned in various cities by Ministry of Urban Development.

‹ Non-Suburban Services:

Railways are the preferred mode of transport for a large share of the population. Railways seek to serve the traveling public better by enhancing availability of services and berths/ coaches, improving facilities on board and at stations and ensuring comfortable and safe journey for passengers. Various measures have been taken to benefit the traveling public, a few of which are highlighted below:

• Augmentation of Train Services

∑ Steady increase in passenger carrying capacity

Outcome : Creating additional capacity through additional berths in recent years, in popular trains by augmentation of existing trains & induction of LHB rakes, without affecting line capacity, led to optimum utilization of resources and increase in the revenue of railways.

Status of implementation of passenger train services as announced in the Budget 2014-15 is summarized below:

S. Types of Announc Announced Total Implemented Implemented Total No. train services ed in in Announce out of the out of the imple- (In pairs) Rail Parliament -ments trains trains mented Budget announced in announced in Budget Parliament 1 Premium 22 0 22 2 0 2 Express trains 2 Jansadharan 5 0 5 0 0 0 Express 3 Express 72 4 76 28 2 30 4 Passenger 18 3 21 8 2 10 5 MEMU 6 0 6 2 0 2 6 DEMU 8 0 8 4 0 4 7 Total (Intro) 131 7 138 44 4 48 8 Extension 14 1 15 10 1 11 9 Increase in 3 2 5 1 2 3 Frequency 10 Total (Non 148 10 158 55 7 62 Suburban)

(Status as on 29.12.2014)

Also, during the financial year 2014-15, 1 new train, 1 extension and 1 increase in frequency of existing trains announced in previous railway budgets have been implemented.

∑ Augmentation of Coaches:

During year 2014-15 (upto September 2014), 224 coaches have been augmented generating more than 13,120 additional berths/seats. Also, 11 pairs of important and popular mail/express trains have already been augmented to 23/24 coach length .

Outcome : Creating additional room of more than 13,120 additional berths in popular trains without adverse effect on line capacity, optimum utilization of Railways’ resources without additional burden on Railways’ infrastructure and increase in the revenue of railways.

∑ Operational Improvements:

The Ministry of Railways has consistently strived to reduce losses in coaching services without resorting to any increase in burden on passengers by way of increase in fares. This has been partly achieved through improved operation and maintenance practices which augment capacity in terms of berths available without resorting to additional expenditure on new coaches. Moreover, utilization of lie-over for running 65 Budget trains and running of Premium Specials and other special train services thereby ensuring optimum utilization of available resources.

∑ Punctuality Performance:

Management of passenger carrying trains (Coaching operations) is one of the most important tasks of the Indian Railways. With a view to streamline and improve efficiency of the coaching operations system, Indian Railways introduced the “Integrated Coaching Management System” (ICMS) in January 2009.

It is a computer based online system with a dedicated software for accurate reporting and analysis of voluminous data generated due to coaching train operations on a round the clock basis. With the introduction of COIS, the following systemic improvements have been brought about in coaching operations:

• Paperless management to a large extent with online round the clock access to all coaching train running information at divisional, zonal and railway board levels. • On line/live monitoring of running of trains and accurate analysis of the factors responsible for loss of punctuality. • Instant communication network that has helped in faster decision making in day to day operations as well as during crisis situations. • The ICMS has also helped in making accurate forecast of the running of trains and has been linked with “National Train Enquiry System” (NTES) for timely and accurate dissemination of information to the general public/passenger.

The punctuality of Mail/Express trains (BG) on the Indian Railways in the calendar year 2013 was 83%. The Punctuality in calendar year 2014 (upto November) was 82%. ‹ Passenger Amenities

‹ Modernization of stations:

o Model station:

Model station scheme was in vogue between June, 1999 and November, 2008. Initially one station per Division of Indian Railways was selected under the scheme. In the year 2006, the criterion was revised to include all ‘A’ and ‘B’ category stations on the basis of the annual passenger earnings under the scheme. Under this scheme 594 stations were selected for upgradation. These stations are provided with higher level of amenities to ensure greater customer satisfaction. Such facilities include separate waiting halls for upper class & 2nd class, NTES, IVRS, cloak room, improved circulating area, train indication board, adequate lighting, improved signage, SPTMs / UTS, pay & use toilets etc. So far, 589 stations have 16

been developed as model stations ( List of these stations is at Annexure-B-1), 2 stations have been dropped, 2 stations have been closed and work at remaining 1 station is in progress. o Modern Station:

Modern station scheme was in vogue during 2006-07 and 2007-08. In this scheme, 5 stations on each Division were identified for developing them as modern stations. In all 334 stations in the year 2006-07 and 303 stations in the year 2007-08 (total 637 stations) were identified over Indian Railways.

The facilities to be provided under this scheme, inter alia, include good seating arrangements, waiting halls, improved platform surface, signage, circulating area with good illumination, improvement of station façade, platform shelter, cleanliness of stations, etc. Wherever required, professional architects/consultants were engaged for developing the stations into modern stations. Out of the 637 identified stations, works of modernisation at 630 stations have so far been completed ( List of these stations is at Annexure-B-2). Work at remaining 7 stations is at various stages of progress. o Adarsh station:

The scheme of Adarsh stations has been introduced in the year 2009. Under this scheme, 1052 stations have been selected for development as Adarsh Station upto 2013-14. Out of these, 897 stations have already been developed ( List of these stations is at Annexure-B-3). Remaining stations are targeted for development by March’2016.

Norms for provision of amenities at stations identified for development under Adarsh Station Scheme have been revised in Aug’2013 to shift the focus from beautification to functional utility and passenger comfort. As per the new guidelines on Adarsh Stations, a number of additional amenities are proposed to be provided, particularly, at stations falling under ‘D’ and ‘E’ categories. These guidelines shall be effective for Adarsh stations identified in 2013-14 and onwards. A summary of proposed amenities at Adarsh Stations as per revised guidelines is as under:

S.No Amenities STATION CATEGORY A1 A B C D E F 1 Improvement to Yes Yes Yes Yes Yes ** Yes ** Halts facade of the station operated building 2 Retiring Room Yes Yes # ------by 3 Waiting room (with Yes Yes ------contractors bathing facilities) for Upper class with TV 4 Waiting room (with Yes Yes Yes -- Yes/with Seating bathing facilities) for out cluster/ other classes with TV bathing enclosure facility on main Platform

5 Separate Ladies Yes Yes ------waiting room(with bathing facilities) for ladies 6 Cloak room Yes Yes Yes # ------7 Computer Based Yes Yes Yes Yes Yes -- Public Address System 8 Circulating area with Yes Yes Yes Yes Yes -- Lighting 9 Landscaping of Yes Yes Yes -- Yes Yes circulating area *** 10 Earmarked parking Yes Yes Yes Yes Yes --

S.No Amenities STATION CATEGORY A1 A B C D E F 11 Prepaid taxi/Radio Yes Yes ------taxi booth 12 Electronic Train Yes Yes Yes Yes -- -- Indicator Board/ Plasma TV Train indicator system 13 Lifts/escalators Yes Yes -- Yes # -- -- (subject to feasibility) 14 Signage Yes Yes Yes Yes Yes Yes 15 *Pay & Use toilets in Yes Yes Yes Yes Yes Yes circulating area /concourse area 16 Level of Platform High Hig High High High Medium h 17 AC VIP Lounge Yes ------

18 Coach Indication Yes Yes ------Board 19 Foot Over Bridge Yes Yes Yes Yes- Yes Yes Wide 20 Water Cooler Yes Yes Yes Yes Yes Yes 21 Passenger Yes Yes Yes -- UTS- UTS-cum- Reservation System cum-PRS PRS # 22 Unreserved Ticketing Yes Yes Yes Yes Yes Yes System 23 Adequate lighting Yes Yes Yes Yes Yes Yes arrangements with energy efficient fitting & fixtures on platform and FOB/ circulating area/concourse etc. 24 Battery Car Yes ------25 Ramps at entry to Yes Yes Yes Yes Yes Yes station for Physically handicapped (PH)and Sr. citizens 26 Separate Parking for Yes Yes Yes Yes Yes -- disabled persons 27 Non-slippery walkway Yes Yes Yes Yes Yes -- from parking lot to station building. 28 A toilet of PH Yes Yes Yes Yes -- -- 29 ‘May I help you’ booth Yes Yes Yes Yes ------30 Trolly path/ end Yes Yes Yes Yes Yes Yes pathway for inter- platform movement of wheelchair for PH 31 Wheel chair Yes Yes Yes Yes Yes Yes 32 Mobile charging Yes Yes Yes Yes Yes Yes points

*Where Pay & Use is not feasible, departmental toilets will be provided. ** Suitable facelift shall be given to the building. *** Subject to availability of space and feasibility. Ornamental trees suitable for climate of the area may be planted with or without landscaping if feasible. # Subject to need and demand. Zonal railways are permitted to hire local consultants/architects for facelift and façade improvement.

• Major Passenger Amenities – Lifts & escalators:

As per policy, Escalators/lifts have been planned to be provided at “A1” category and escalators at “A” category, ‘C’ category and stations of tourist importance under desirable

amenities. So far 244 escalators at 96 stations and 101 lifts at 44 stations have been provided by October, 2014. In addition, 400 lifts & 400 escalators across Indian Railway have been sanctioned.

• Facilities for physically handicapped:

In order to provide better accessibility for physically challenged passengers at Railway stations, it has been decided to provide short term facilities viz. provision of standard ramp with railing for barrier free entry, earmarking of atleast one parking lot for two vehicles used by disabled persons, provision of a non-slippery walkway from parking lot to building, provision of signages of appropriate visibility, provision of atleast one drinking water tap suitable for use by a disabled person, provision of atleast one toilet on the ground floor and ‘May I help you’ booth. In addition, long term facilities viz. provision of facility for inter-platform transfer and engraving on edges of platform are also proposed to be provided. Short term facilities have been provided in 637 stations falling in ‘A1,’A’,’B’,’C’ & ‘D’ category stations. Long term facilities are planned to be taken up progressively, after provision of short term facilities.

Railways grant concession to four categories of disabled persons as detailed below:

CATEGORY OF PERSONS PERCETAGE OF CONCESSIONS.

1. Orthopaedically Handicapped/ 75% in second, sleeper, first class, AC 3-tier, AC Chair Paraplegic persons alongwith an Car and 50% in AC 2-Tier and AC- First class fares of escort travelling for any purpose Mail/Express trains and 25% in AC3-tier and AC Chair 2. Blind persons travelling alone or car class fares of Rajdhani/ Shatabdi trains. 50% with an escort for any purpose concession in First and Second Class season tickets . One escort is also eligible for same element of 3. Mentally retarded persons concession travelling with an escort. 4. Deaf & dumb persons (both 50% in second, sleeper and first class fares. 50% afflictions together in the same concession in monthly and quarterly season tickets. person) travelling alone or with an One escort is also eligible for the same element of escort for any purpose. concession.

• Concession is admissible in Mail/Express fares, and not in Ordinary fares applicable on Passenger trains. Concession is admissible in basic fares only and all other charges like reservation fee, superfast surcharge, catering charges, etc. are to be paid additionally in full. Season tickets are valid in First & Second classes only and not in any other class. Concession is not admissible in Circular Journey tickets/booking of trains & coaches, etc.

• The deaf and dumb persons can purchase tickets for AC 2-tier also on payment of concessional fare of first class plus difference of actual fares of the two classes.

‹ Easier Ticketing:

With a view to facilitate purchase of tickets by passengers from convenient and multiple locations, without the need to go to the Railway Counter, various measures have been taken as detailed below:

∑ Tickets through Internet:

o Reservation on the Internet (i-ticket) was started by Railways through Indian Railway Catering and Tourism Corporation (IRCTC) in 2002. Subsequently in 2005, the concept of e-tickets was introduced.

o In case of e-tickets, the passenger takes print out from his computer and there is no physical ticket. o Additionally, since 2012, the authorized SMS sent by IRCTC/Railways containing all vital details when displayed through laptops/palmtops/mobile phones combined with valid photo-id in original, is also treated as an instrument on par with the Electronic Reservation Slip (ERS). o In the beginning, the volume of e-tickets booked was very low, which picked up subsequently. During the FY 2014-15 (upto October, 2014), 1021.41 lakh tickets were booked through internet which is 14.89% more than the tickets booked during the corresponding period of last year. o It is mandatory that at least one of the passengers booked on the e-ticket carry one of the ten proofs of identity (in original) failing which all the passengers booked on an e-ticket are treated as travelling without ticket and excess charged accordingly. o IRCTC has opened the E-wallet scheme for e-ticketing wherein user can deposit money in advance which can be used for payment at the time of booking tickets. This scheme is meant to reduce transaction failures due to bank payment related problems and to make the payment process fast.

• SMS/USSD based ticketing through mobile phones: With a view to facilitate those passengers who do not have access to internet, a scheme of SMS/USSD based ticketing through non-internet based mobile phones has been launched on pilot basis.

• Station Ticket Booking Sewaks (STBS) at ‘E’ category station: STBS scheme has been launched as a pilot project for a period of one year at ‘E’ category stations with a view to facilitate sale of unreserved tickets at smaller stations and also to enable station masters to focus on operational functions. About 500 STBS have been appointed till November, 2014.

• Tickets through post offices: With a view to expand the reach of reserved tickets nearer to doorstep of passengers even in remote areas, Indian Railways have signed an MOU with the Department of Posts for selling of reserved tickets through Post Offices. Up to November 2014, this facility was available in about 280 post offices.

• JAN SADHARAN TICKET BOOKING SEWAKS (JTBS): With a view to facilitate issuing of unreserved tickets, Jansadharan Ticket Booking Sewaks (JTBS) are being appointed in city areas. They are provided UTS terminals and are allowed to realise commission from the passengers. Around 1550 JTBS have been appointed till November 2014.

• Yatri Ticket Suvidha Kendra (YTSK): With a view to expand the facilities for issue of tickets (both reserved and unreserved), it has been decided to allow public private partnership in establishment and operation of computerised PRS-cum-UTS terminals by authorised ticketing agents of Indian Railways at centres called Yatri Ticket Suvidha Kendra (YTSK).

‹ Information Technology

The vision of Indian Railways for IT is to reach a stage where all information needs of the organization can be met by comprehensive information highway available to both internal and external stake holders and improve personal productivity at all levels by effective use of technology.

In the year 2014, the geographical reach of the customer interface applications was further extended to remote areas while some new applications were commenced. The project- wise achievements are highlighted below:

• Ticket booking Through Post Offices : India Post Passenger Reservation System are functional at about 300 location. All zonal railways have been advised to launch wide publicity campaign in the print and electronic media advising passengers of these facilities.

• Enhancing capabilities in e-ticketing: To improve the system capabilities in e-ticketing to support 7200 tickets per minute as against 2000 tickets per minute and allow 1,20,000 simultaneous users at any point in time, the enhanced e-ticketing system has been launched.

• Facility of Coin Operated Automatic Ticket Vending Machines : Procurement of 2000 Coin- cum-card operated Automatic Ticketing Vending Machines have been approved for commissioning on all Zonal Railways.

• Facility for Platform Tickets and unreserved tickets over mobile phone: Mobile based Unreserved Ticketing is under development and is scheduled to be launched during the year.

• Moving towards paperless offices in Indian Railways in 5 years: A Pilot Project has been launched in some Directorates of Railway Board in September 2014. All Directorates of the Ministry are planned to be covered in the next one year. Once the pilot is successful, it will be rolled out in different zonal railways, Production Units and training institutions in a phased manner,

• Extension of Computerised Parcel Management System: Parcel Management System has been implemented on Delhi-Howrah Corridor covering 10 stations to cover major stations on Divisions/Zonal Railway in under progress.

• Online Wagon Demand Registration: On-line system for registration of demand for rakes and wagons for freight movement has been launched on 13.08.2014

• Passenger Reservation System (PRS): This system is functional at more than 3100 locations.

• Unreserved Ticketing System (UTS): Most of the stations are now issuing computerised unreserved tickets through this system.

• Retiring Room Booking: Retiring Rooms are available at about 600 stations on Indian Railways. Computerised booking of Railway retiring Room on internet has been implemented for major stations.

‹ Catering

∑ Catering Services

• Mobile Units:

Type Licensee as on Departmental as Total of unit 31.03.2014 on 31.03.2014 Pantry Car 283 39 322

• Static Units: 10,253 • Units with Licensees: 9,765

Type of unit Numbers Small Catering Units at A, B & C category stations 5557 Small Catering Units at D, E & F category stations 2473 Food Plazas 96 Fast food Units 59 AVMs 623 Milk Stalls 660 Book Stalls 1070 Curio Stalls 377 Exclusive Chemist stalls 18 Others 297

* Departmental Units: 488 21

Earning Details of Catering Departments (For the year 2013-14)

(Rs. In crore) Total Receipts 497.52

Profit / Loss -43.87

‹ Tourism

• Mahaparinirvan Express: This special train for Buddhist Circuit was flagged off on 6 th October 2007. Apart from Total 67 trips till 2013-14, the train has made 3 trips during 2014-15 (till October 2014). This train is being widely publicized and acclaimed in international and national media. International Travel Trade in various countries has appreciated this project. A network of General Sales Agents has been created in various countries.

• Bharat Darshan Train : This special train launched in 2004, enables common man to visit the places of tourism / religious / historical importance in the country at affordable price. These are highly popular trips operating at peak occupancies. 47 Bharat Darshan trips were operated across the country with a total of 22,199 passengers during the year 2014-15 (till October, 2014). In addition to the train journey, the package takes care of the requirements of the passengers such as food, road transport to the tourist spots, insurance, stay at destinations, etc.

• Rail Tour Packages: IRCTC has developed economically priced rail tour packages for destinations all over the country. These packages include confirmed rail reservation, road transfer, hotel accommodation, meals, tour guide services, etc. and provide single window service to tourist. At present, 167 numbers of packages are available and marketed through the website (www.railtourismindia.com ). During 2014-15 (upto Oct, 2014), a total of 17,909 passengers availed IRCTC tour packages. In the year 2014-15, Charter Package to Shirdi from Mumbai of IRCTC got ISO certification 2001-9008.

• Corporate Travel Business: IRCTC has got permission of Corporate Travel service from Ministry of Finance to book tickets for Ministries and other government departments. IRCTC is offering complete Travel services to corporate, including air ticketing, booking of domestic as well as international hotels, cab rental, passport and visa facilitation, insurance & foreign exchange services etc.

• Launch of Tourism portal and Tourism Centres: IRCTC manages the tourism portal “www.railtourismindia.com ” which serves as a single point travel solution providing tourist train bookings, tour bookings, hotel bookings, car rental, charters, air ticketing etc. IRCTC has also set up tourism facilitation centres at various cities of the country which add up the services rendered to the tourists.

• State Tirth Yatra Trains: Indian Railways in association with IRCTC have operated State Special Trains for States of Madhya Pradesh, Chhattisgarh and Rajasthan for the elderly people of respective States aged 60 or above. These trains cover various destinations such as Vaishno Devi, Ajmer, Shirdi, Tirupati, Rameshwaram, Dwarka, Somnath, Shikharji, Amritsar, Shravanbalgola, Velankanni etc. The comprehensive services include train and road transportation, stay at destinations, meals, sightseeing, insurance, security, etc. During the financial year 2014-15 (upto Oct, 2014), 56 trips have been operated under the scheme benefitting 52,661 number of passengers in three states.

• Pilgrim Special Tourist Trains: In the financial year 2014-15, IRCTC has commenced operation of Pilgrim Special Tourist Train connecting important pilgrim centres across the country. These trains started operation from 25.10.2014 The pilgrim Special Tourist Trains planned on various Religious circuits like Sikh Circuit, Jain Circuit, Dham Yatra, Jyotirlinga Yatra, etc. are open for booking on IRCTC tourism portal www.irctctourism.com . During the financial year 2014-15, (upto Nov, 2014), 5 trains have been operated with the total passengers of 2,592.

• Outbound Package: In the FY 2014-15, IRCTC enhanced its presence in the segment and launched several new outbound packages operated to destinations like Singapore and Sri Lanka. Number of passengers served during the FY 2014-15 (upto Oct, 2014) were approx 76 as against 600 numbers of passengers during the previous year.

• Educational Tours: During the year 2014-15, IRCTC has taken up the operation of “Gyanoday Express” for Delhi University. This is an educational tour intended to give the students an exposure of culture, history and life of North-Eastern States. In the year 2014-15 (upto Oct, 2014), 18,016 students and teachers availed the facility of educational tours.

• In addition, Indian Railways in association with IRCTC operates holiday packages, rail tour packages with charter coach/train, customized tour packages etc.

‹ Luxury Tourist Trains

• Palace on Wheels: This luxury tourist train is being operated by Indian Railways in association with Rajasthan Tourism Development Corporation in Rajasthan sector including Delhi-Agra for more than two and a half decade. For the last few years, the train has been running with above average occupancy.

• Deccan Odyssey: It is being operated in association with Maharashtra Tourism Development Corporation for operation of tours in Maharashtra and Goa sector. The train also has 10 specialized itineraries on other exotic destinations from different stations like Rajasthan, Gujarat, Delhi, Uttar Pradesh, Madhya Pradesh, etc.

• Golden Chariot: The luxury tourist train was launched in 2008 in association with Karnataka State Tourism Development Corporation for operation in Karnataka-Goa sector. The train is presently also being operated on circuit involving Karnataka - Tamil Nadu – Kerala - Puducherry. In this train also, the occupancy is picking up.

• Royal Rajasthan on Wheels: Because of the popularity and demand of ‘Palace on Wheels’ one more luxury tourist train ‘Royal Rajasthan on Wheels’ has been launched in association with Rajasthan Tourism Development Corporation in 2009. The train is an upgraded version of Palace on Wheels and covers mostly the same sector as done by Palace on Wheels but Khajuraho and Varanasi in addition.

• Maharajas’ Express: A luxury tourist train Maharajas’ Express in association with IRCTC has been introduced in March, 2010. The train consists of 23 coaches with fourteen guest carriages providing four classes of accommodation namely Deluxe cabins, Junior Suite, Suite and one truly classical Presidential Suite. Every cabin has large window-designed so that guest can savor every bit of magnificent India. All passenger cars come with independent cabin-controlled air conditioning, online water filtration system, environment friendly toilets, pneumatic suspension, live television, Wi-Fi internet, CCTV cameras, hair dryer, electronic safe deposit box, bath tubs (in Suite and Presidential Suite). It operates with 5 different PAN India itineraries covering the important tourist destinations over Northern, Western and Central India.

Outcome: Running of more and more tourist trains on important tourist circuits as per requirement.

‹ Cleanliness & Hygiene on Railways

Improving upon the standard of cleanliness and hygiene in coaches is a high priority area of Indian Railways. To this end, following schemes have been launched and implemented on Indian Railways:

• Intensive mechanized cleaning of coaches in the coaching depots through professional agencies is being carried out. Heavy duty machines such as high pressure jet cleaners, floor scrubbers, vacuum suction cleaners etc. are deployed for the purpose. This has already been implemented in 111 coaching depots on different Zonal Railways. 16 more coaching depots are planned for implementation of this scheme.

• On Board House Keeping Scheme (OBHS) has been prescribed in all Rajdhani, Shatabdi, Duronto & other important long distance Mail/Express trains for frequent cleaning of coach toilets, doorways, aisles & passenger compartments during the run of the trains. This scheme has been implemented on about 500 pairs of trains. 162 numbers of additional trains are planned for coverage under this scheme.

• Clean Train Stations scheme has been prescribed for limited mechanized cleaning attention to identified trains during their scheduled stoppages enroute at nominated “Clean Train Stations” with focus on cleaning and disinfecting of toilets, doorways and aisles. 33 CTSs have been made functional across Indian Railways.

• Comprehensive pest and rodent control treatment for controlling the menace of bugs, cockroaches and rodents is being carried out in Base depots. Fumigation of coaches is also being done by railways as per local requirements. To control the menace railways have been advised for complete vacation of pantry cars, which is a major source of infestation, prior to its intensive cleaning after in base depot. Railways have now also been advised to carry out pest and rodent treatment of yard, platform, station buildings, garbage dump area etc. which again are potential source of infestation and from where these gain entry into coaches.

• Setting up of mechanized laundries for washing linen: Mechanized laundries have already been set up at 32 locations. 32 more locations are identified for setting up of mechanized laundries. 3 mechanized laundries have been set up on BOOT (Built, Own, Operate, Transfer) model on railway land through private investment. Railways have reported significant reduction in complaints on account of linen being supplied on trains, wherever washing and cleaning is being done through these mechanized laundries.

Reduction in the number of complaints on Maintenance/ cleanliness and Non availability/Poor quality of linen supplied in trains:

Launching and continuous expansion of coach housekeeping schemes such as mechanised cleaning of coaches in coaching depots, Clean Train Station Scheme, On Board house keeping schemes, comprehensive pest and rodent control treatment of coaches and setting up of mechanised laundries for supply of washed linen has resulted into significant reduction in the number of complaints as evident from table given below:

Nos. of passenger complaints received YEAR Maintenance/ Cleanliness & Bedroll Total Watering 2011-12 1326 890 2216

2012-13 1017 794 1811

2013-14 738 771 1509

∑ Improvement in the reliability of coaching stock:

There has been continuous improvement in the punctuality performance on account of mechanical defects as can be seen from the punctuality performance for the past three years tabulated below:

Year Direct %improvement Indirect Total %improvement cases w.r.t. previous year Cases w.r.t. previous year 2011-12 1576 -2.2 2144 3720 -8.3% 2012-13 1414 10.2 2016 3430 7.8 2013-14 1161 18 1560 2721 20.67

While there was improvement of 10.2 % in direct cases on Carriage & Wagon account over previous year (2011-12), in the current year (2013-14) there has been 18% improvement over previous year (2012-13). This indicates significant improvement of reliability of our coaching stock.

On the safety front, there has been no accident of any passenger trains on account of mechanical defect in coaching stock in the year 2012-13 and 2013-14.

∑ Proliferation of Fire and Smoke Detection System in Coaches.

To improve upon the fire safety in coaches, a pilot trial with Fire and Smoke Detection System was carried out earlier in the New Delhi- Bhubaneswar Rajdhani rake. Based on the feedback from pilot trial, specification has been upgraded and now air brake system of the coach has also been interfaced with Fire and Smoke Detection System. Further, New Delhi –Jammu Tawi Rajdhani rake and LHB AC Double Decker rake running between Kacheguda - Tirupati/ Guntur have also been provided with this system.

∑ Provision of Braille signage in passenger coaches

Presently, coaches are provided with signage, instructions, seat numbers etc which are mostly in the form of vinyl stickers/metallic plates and have no Braille characters.It has now been planned to provide signages incorporating the information in Braille form also for the aid of visually impaired passengers in all the coaches. ICF/Chennai has developed technical specification for implementation in different types of coaches. In this regard ICF, Chennai and RCF, Kapurthala have also dispatched few coaches in service for gaining field experience.

∑ Provision of Double Acting Compartment doors in air-conditioned coaches.. For improving evacuation measures from AC compartments in case of fire emergencies, Production Units have been advised to develop AC compartment doors which are openable from both sides (i.e. inside and outside). Presently, AC compartment doors open only inside compartment side. This was also one of the CRS recommendations in a Fire Accident case. It has been planned to make such provisions in all the coaches.

Freight Business

Indian Railways are the largest transporter of bulk commodities in the country carrying essential goods necessary for development and economic progress. Indian Railways carried 1053.55 million tonnes of freight in 2013-14. The revenue earning freight loading performance in 2014-15 up to November 2014 was 713.11 million tonnes as against 677.58 million tonnes achieved during the corresponding period of last year.

The demand for freight loading on Indian Railways is a derived demand and is dependent on the growth in the economy, especially in the core sector since Railways is primarily a bulk carrier of freight. Overall, the Indian Railways have registered a growth of 5.24% in the period April to November 2014 as compared to 4.72% in the period April to November 2013. As against this, the IIP indices for the core sector, on which the Railway freight loading is primarily dependent, showed a growth of 4.6% in the period April to November 2014, as compared to 4.1% in the corresponding period of last year.

‹ Vital Cargo flows:

• Coal: In the year 2013-14, coal loading stood at 508.10 million tonnes as against 496.37 million tonnes in 2012-13. Coal loading in 2014-15 up to November 2014 has increased by 7.08% over the corresponding period of last year. Coal moves from coal producing areas located particularly in Bihar, Jharkhand and Central India and Ports towards more than 100 Thermal Power Stations (TPSs) and other users located all over the country.

Outcome: Adequate and timely supply of coal was maintained to Power Houses for energy generations even though less than expected loading occurred in CCL and MCL collieries due to law and order problems in the coal fields of North Karanpura (CCL) and Talcher (MCL), unprecedented monsoons, etc.

• Food grains: Major food grains loading on Indian Railways is done by Food Corporation of India (FCI) for the Public Distribution System. In the year 2013-14, food grains loading stood at 54.38 million tonnes as against 48.28 million tonnes in 2012-13. Up to November 2014, 36.17 million tonnes of food grains have been loaded against 34.85 million tonnes up to November 2013, registering a growth of 3.79%.

Outcome : Vital movement of food grains will be maintained in the country.

• Fertilizers: To assist food grain production and to contribute to the agricultural development of the country, fertilizer from various Plants and from imports in different Ports is carried to the food producing areas. During the year 2013-14, fertilizers loading stood at 44.38 million tonnes as against 45.91 million tonnes in 2012-13. Up to November 2014, 30.65 MT of fertilizers have been loaded against 30.90 MT up to November 2013, registering a negative growth of 0.81%.

Outcome: Timely movement of fertilizers is critical for sustaining agricultural production. This is being ensured by the Railways.

• Cement and Steel: During the year 2013-14, 109.81 million tonnes & 38.55 million tonnes of cement & steel were loaded against 105.85 million tonnes and 35.29 million tonnes in 2012- 13 respectively. Up to November 2014, 72.94 MT of cement has been loaded against 68.29 MT up to November 2013, registering a growth of 6.81%. Up to November 2014, 26.20 MT of Pig Iron and Finished Steel has been loaded against 24.48 MT up to November 2013, registering a growth of 7.03%.

Outcome: Bulk movement lowers cost of transportation and lends itself to development of infrastructure in country.

• Container Traffic: During the year 2013-14, 43.60 million tonnes of Container traffic was loaded as against 41.09 million tonnes in 2012-13. Up to November 2014, 32.70 MT of container traffic has been loaded against 28.05 MT up to November 2013, registering a growth of 16.58%.

Outcome: Higher containerization leads to reduction in logistics cost of finished goods. 26

‹ Other initiatives:

The Railways have been trying to improve carrying capacity and operational efficiency of the system. Important measures taken are briefly explained below:

• Proliferation of Routes for Enhanced Carrying Capacity: 22.4 tonnes axle load operations have been universalized across Indian Railways with the exception of a few routes from 2007- 08. 22.9 T axle load operations is gradually getting proliferated. All major iron-ore and coal routes are being progressively upgraded for 22.9 T axle load running. 25 T axle load operation have started from 2007-08 on selected iron-ore routes and will gradually get proliferated for all major iron-ore routes.

Outcome: Increase in axle load in train enables higher throughput per train and is helpful to bulk customers in mechanized loading/unloading by reducing number of trains to be handled and therefore infrastructure requirement.

• Running of High Speed freight stock at 100 kmph : The Railways are now introducing BOXNHL and BCNHL wagons which have been cleared for running of 75 kmph in loaded and 100 kmph in empty condition thereby generating more throughput.

• Long haul running i.e. by combining two trains has already started on Indian Railways. This is going to be a strategy for overcoming line capacity constraints. Along with long haul, Distributed Power System is also being introduced.

• Logistic Support for non-conventional traffic : In order to provide necessary logistic support for less than train traffic and also for non-conventional railway traffic, container rail business has been opened for private Freight Train Operators. While providing choice of operators to customers, multi operator regime helps in improving services by infusing competition.

• Automatic Rebated for Traditional Empty Flow Direction Traffic: With a view to garner additional revenue, automatic freight rebate through computerized FOIS system will be granted to all customers, irrespective of the commodity and terminal, offering traffic over the present expected levels of loaded movement in identified inter-zonal traditional empty flow direction, subject to fulfillment of certain terms and conditions. This scheme has become effective from 01.10.2014, only for BCN group of rakes, for traffic loaded to destinations more than 200 kms.

Outcome: Optimizes the earning capacity of wagons in predominantly empty flow directions.

• Registration of Demand for wagons electronically (e-RD): In view of tremendous progress in information and communication technology, registration of demand through web has been introduced from 13.08.2014.

Outcome: Makes the process of registering demand for wagons simpler, convenient, speedier and transparent.

‹ Road Over Bridge and Road Under Bridges (ROB & RUB):

Railways provide Road Over / Under Bridges (ROB/RUB) in collaboration with the respective State Governments, whenever rail-road-traffic, in terms of Train Vehicle Units (TVU) at any particular level crossing (LC) exceeds one lakh TVU or in exceptional cases, even if the TVU is below one lakh from the consideration of smooth train operation. It has been the endeavour of Railways to construct more and more ROBs/RUBs to ensure safety of road users and congestion free flow of rail and road traffic. ROBs/RUBs are also provided on Deposit, Built-Operate-Transfer (BOT), by NHAI and new line (as accommodation works fully at railway cost). In case of BOT and NHAI works, railways mostly supervise the work within the railway area in order to ensure safety of train movement. The progress of ROBs/RUBs/Subways completed from 2008-09 onwards is given below: -

Type of schemes 2008 -09 2009 -10 201 0-11 2011 -12 2012 -13 2013 -14 Total ROBs on Cost Sharing 38 80 67 83 90 93 451 ROBs on 1 39 98 69 86 50 343 Accommodation works ROBs on Deposit Terms 5 18 38 33 21 27 142 ROBs on Built Operate 0 8 16 8 11 10 53 Transfer (BOT) ROBs by NHAI under 23 47 38 33 28 30 199 NHDP TOTAL ROBs 67 192 257 226 236 210 1188 RUBs/ Subways 65 102 384 653 648 905 2757 GRAND TOTAL 132 294 641 879 884 1115 3945

During the year 2014-15, progress of ROBs/RUBs/Subways completed upto Nov.’2014 and projected to be completed upto March’2015 is as under:

Type of schemes 2014-15

ROBs on Cost Sharing 71

ROBs on Accommodation works 38 ROBs on Deposit Terms 15 ROBs on Built Operate Transfer (BOT) 3

ROBs by NHAI under NHDP 38

TOTAL ROBs 165 RUBs/ Subways 802 GRAND TOTAL 967

….contd on next page..

ROB/RUB works (Cost Sharing, Deposit, BOT, NHAI, Accommodation- new line, gauge conversion & doubling, Railway Cost) completed during 2014-15*

S Railway State No. of Complete description of the ROB/RUB in lieu Type N Works of LC No. KM, section, in between stations. of work 1 CR Maharashtra 62 Shegaon- ROB in lieu of LC No. 27 at km CS 547/22-24 # Arangaon- ROB at km 345/2-3 on Daund- DP Manmad section near Arangaon village (Ring road ) # RUB near Dalco Company at km 177/12 A -13A DP near Pimpri Railway station on Pune-Lonavala section # Mankapur (CWA Road)- ROB at LC No. 294/A NHAI near Nagpur on NH-69 at Km1037/19-21 Godhani- ROB at LC No. 1 / KG -17-3 on NH-69 NHAI Chhindwara By pass ROB at Km 979.486 NHAI Panvel-Pen- ROB at km 102/6 in liue of LC No.18 AW # Pen-Roha- ROB at Br. No.134/1 # AW Pen-Roha- ROB at Chainage No.116790 # AW Amravati-Narkhed section- Subways- 5 Nos. AW Pune-Miraj section- ROB on cuitting at km 133/5- RC 6 between Jarandeshwar-Palsi station # Subways- 47 Nos. RC

2 ER Bihar 1 Deoghar-Sultanganj New line, Chandan-Bhalua AW section-ROB No. 35 Jharkhand 9 Deoghar-Sultanganj New line, Katuria-Kharjausa AW Section- ROB-3 Nos. at Br. No.76A,81A,83A Deoghar-Sultanganj New line, Katuria-Kharjausa AW Section-RUB- 2 Nos. at Br. No. 71,66 Manderhill-Rampurhat New line, Kurmahat- AW Bhaturia Section-ROB- 2 Nos. at Br. No. 50A, 55A # Manderhill-Rampurhat New line, Kurmahat- AW Bhaturia Section-RUB- 2 Nos. at Br. No. 49A,49B West Bengal 11 Subways- 11 Nos. RC

3 ECR Bihar 12 Narkatiaganj-Harinagr- ROB in lieu of LC No. 31 CS # Phulwari Sharif-Danapur- ROB in lieu of LC No. CS 35-B # ROB at Muzaffarpur-Sitamarhi at T/Xing Rly NHAI Location 13+900 # ROB at Muzaffarpur-Sitamarhi at T/Xing Rly NHAI Location 54+150 # ROB at CI-Goldenganj T/Xing at Rly Location NHAI 318/13-14 #

S Railway State No. of Complete description of the ROB/RUB in lieu Type N Works of LC No. KM, section, in between stations. of work ROB at Baragopal- Dighawara at T/Xing Rly NHAI Location 298/12-13 # ROB at Hajipur-Muzaffarpur at LC No. 47 Rly NHAI Location 6+715 # Koderma-Tilaiya New Line- RUB at Ch: 55.918 AW Sakri-Hasanpur New Line- RUB at Ch: 32.400 AW Khagaria-KusheswarSthan New Line- RUB- 2 AW Nos. Daniyawan-Biharsharif New Line- RUB at Ch: AW 31.226 Jharkhand 11 Koderma-Ranchi New Line- ROB - 6 Nos. AW Koderma-Ranchi New Line- RUB-3 Nos. AW Koderma-Giridih New Line- ROB - 2 Nos. AW

4 ECoR Andhra 10 Palasa-Pundi- ROB in lieu of LC No. ML/373 CS Pradesh Palasa-Pundi- ROB in lieu of LC No.ML/376 CS Korkunda-Almanda- ROB in lieu of LC No.ML/470 CS # Subways- 7 Nos. RC Chhattisgarh 4 Subways- 4 Nos. RC Odisha 46 Mancheswar-Bhubaneshwar- ROB in lieu of LC CS No. ML/187 Bhudapank-Talcher- ROB in lieu of LC No. CT/81 CS # Bhubaneshwar-Retang - ROB in lieu of LC No. CS ML/190 # ROB at km 492/6-7 between Malatipatapur-Puri DP on Nabakalebar Road # Khurda Road-Balangir New Line- RUB- 7 Nos. AW Lanjigarh-Junagarh New Line - RUB- 7 Nos. AW Subways- 28 Nos. RC

5 NR Delhi 2 RUB at km 1529/9-11 near Nizamuddin DP connecting Jangpura B. with Sidharth Nagar Delhi Kishanganj- Widening of RUB No. 3 at km DP 3.343 between Delhi and Delhi Kishanganj # Haryana 36 Karnal- ROB in lieu of LC No. 69 at km 120/11-13 CS Asauda- ROB in lieu of LC No. 31-C on Delhi- CS Bathinda section # Rohtak-Panipat - ROB in lieu of LC No. 31 near CS Gohana # Shahbad- ROB at LC No. 98-AC at km 179/19-21 CS # Jind-Sonepat section- RUB- 5 Nos. AW Subways- 27 Nos. RC Himachal 3 Amb Andaura-Daulatpur Chowk New line - RUB- AW Pradesh 3 Nos. Punjab 26 Gobindgarh- ROB in lieu of LC No. 153-C # CS Jakhal-Dhuri- ROB in lieu of LC No. A-66/2 near CS Sangrur # Patiala- ROB in lieu of LC No. 15-C # CS ROB at km 5/14-15 on Bathinda-Shriganganagar DP section near Bhatinda

S Railway State No. of Complete description of the ROB/RUB in lieu Type N Works of LC No. KM, section, in between stations. of work ROB at Road Ch. 42.5 on NH-15 at Gurdaspur NHAI Bypass ROB at Road Ch. 51.57 on NH-15 at Dhariwal NHAI Bypass ROB at Road Ch.70.23 on NH-15 at Batala NHAI Bypass

ROB at Road Ch.78.54 on NH-15 at Batala NHAI Bypass ROB at Road Ch.14.40 on NH-15 at Jakolhari NHAI Subways- 17 Nos. RC

Uttar Pradesh 21 Lucknow- ROB in lieu of LC No. 214 at km CS 1070/19-21 near Dilkusha Meerut City- ROB in lieu of LC No.26-A # CS Saharanpur-Moradabad- ROB in lieu of LC No. CS 480 # ROB in lieu of LC No. 176 at km 1026/7-8 on NHAI Lucknow-Raibereilly section Subways- 17 Nos. RC Uttrakhand 1 Moradabad-Saharanpur- Subway in lieu of LC RC No. 525

6 NCR Madhya 21 Subways- 21 Nos. RC Pradesh Rajasthan 11 Subways- 11 Nos. RC Uttar Pradesh 39 Jhansi-Kanpur- ROB in liue of LC No. 182-B CS Khapra Mohal - ROB in lieu of LC No. 83-D on CS Allahabad-Kanpur section # ROB in lieu of LC No. 34-A at km 175/7-9 BOT between Khairahi-Robertsganj on Chunar- Chopan section # ROB at km 8/11-12 Dadri to NTPC feeder line on NHAI Dardri bypass on NH-91 on Dadri-NTPC siding ROB at Railway Ch. 1366-1367 between Farah- NHAI Runakata Stations on Agra-Palwal section for Agra Bypass # ROB at Ch. 20-21 between Achhnera-Raibha NHAI Stations on Agra to Bharatpur Line for Agra Bypass # Subways- 33 Nos. RC

7 NER Bihar 3 ROB at Rly km 313/3 between Hathras City- NHAI Mursan stations in Kasganj-Mathura section on Hatras Bye pass of NH-93 Subways- 2 Nos. Rly Cost Uttar Pradesh 11 Basti-Gorakhpur- ROB in lieu of LC No. 192- CS Spl/E-3 # Izzatnagar-Bareilly City- ROB in lieu of LC No. CS 243/Spl at Kuddeshia Phatak # Ghazipur City-Ghazipur Ghat - ROB in lieu of LC CS No. 24A # Subways- 8 Nos. RC

S Railway State No. of Complete description of the ROB/RUB in lieu Type N Works of LC No. KM, section, in between stations. of work

8 NFR Assam 19 Changsari ROB in lieu of LC No. SK/2 on NH-31 NHAI between Changsari -Agyathuri stations on New Bongaigaon-Guwahati section # ROB No. 9A District Cachar Arunachal-Jiribam at NHAI Km. 11.650 RUB at Mahur at km 90/276 District NC Hills NHAI Dima Hasong ROB No.31 at km 25/3-4 on Arunachal-Jiribum AW section ROB No.84 at km 111/00 on Lumding-Badarpur AW section Subway No.11/A at km 5.597 on Tetelia-Byrnihat AW section RUB No.5 at km 1/5-6 on Balipara-Bhalukpong AW section Subway No.129 at km 125/800 of NHJO- AW Ditokcherra section Subway No.139 of MPP-Phiding section AW RUB No.111/129 at km 125.8 on Badarpur- AW Silchar section Subways- 9 Nos. RC Bihar 2 Subways- 2 Nos. RC Tripura 12 Agarta-Udaipur section-ROB- 4 Nos. AW RUB No. 109 in lieu of LC No. 109 on Agartala- AW Udaipur section Udaipur-Sabroom section- RUB- 7 Nos. AW West Bengal 9 Subways- 9 Nos. RC

9 NWR Haryana 21 Bhiwani-Rohtak- ROB in lieu of LC No. 53-B CS ROB at km 7/12-13 on Rohtak-Bhiwani section # NHAI Hisar-Sadalpur section- RUB- 3 Nos. DP Subways- 16 Nos. RC Rajasthan 93 Kuchaman City-Makarana - ROB in lieu of LC CS No.C-34 Lalgarh-Nal- ROB in lieu of LC No.C-4 # CS Rewari-Ringus- Phulera - ROB in lieu of LC No. CS C-149 # Rewari-Bandikui - ROB in lieu of LC No.116 # CS ROB at Rly km 148.036 near Reengus Rly. NHAI Station ROB in lieu of LC no. 65-B near Shivdaspura of NHAI NH -12 ROB at Rly km 361/8-9 near Sendra on Madar - NHAI Palanpur section ROB in lieu of LC No. 35X on NH-12 on Jaipur- NHAI Sawaimadhopur section # Widening of existing ROB Ajmer Puliya, Jaipur DP ROB near Arts college, Alwar DP ROB in lieu of LC No. C-07 between Raikabagh- DP Jaisalmer section

S Railway State No. of Complete description of the ROB/RUB in lieu Type N Works of LC No. KM, section, in between stations. of work Widening of existing ROB No.115 A at Bhagat DP Singh Circle , Alwar Rewari-Hisar-Sadalpur section- RUB- 5 Nos. DP Ratanagarh-Sardarsahar section- RUB- 9 Nos. DP Suratgarh-Lalgarh section- RUB at km 280/0-1 DP Sriganganagar-Hanumangarh section- RUB at DP km 173/2-3 Sadalpur-Ratangarh section- RUB- 2 Nos. at km DP

306/0 & 308/9 Ratangarh-Bikaner section- RUB at km 332/4-5 DP Sriganganagar-Sarupsar section-RUB at km DP 55/6-7 Dausa-Gangapur City new line- Subway- 5 Nos. AW Subways- 56 Nos. RC

10 SR Andhra 1 ROB adjacent to existing ROB 194/A at km NHAI Pradesh 132/16-18 on Pudi-Renigunta section # Karnataka 2 ROB at Rly km 24/10-11 of Goods line to New NHAI Mangalore Port # ROB adjacent to existing ROB No. 673 at km NHAI 3/700-800 between Managalore-Kankanady section # Kerala 11 Thirunavaya- ROB in lieu of LC No. 170 CS Kottayam-Chingavanam- ROB in lieu of LC CS No.36 on Ernakulam-Quilon section Ettumanur-Quilon- ROB in lieu of LC No.33 on CS Ernakulam-Trivandrum Central section Murkkumpuzha-Trivandrum- ROB in lieu of LC CS No. 575-A # Reconstruction of existing RUB No.2000 at Km AW 682/14-683/1 in Sencottah-Punalur section Subways- 6 Nos. RC Puduchery 2 Chinnababusamudram-Pondicherry- ROB in lieu CS of LC No. 39 Chinnababu Samudram-Puducherry- ROB in lieu CS of LC No. 43A # Tamilnadu 56 Titte-Thanjavur- ROB in lieu of LC No. 302 CS Cuddalore Port-Copper Quarry- ROB in lieu of CS LC No.166 Elavur-Akkampet- ROB in lieu of LC No. 38 CS Irugur-Pilamedu-ROB in lieu of LC No. 4 CS Irugur-Pilamedu- ROB in lieu of LC No. 5 CS Tirunelveli Yard- ROB in lieu of LC No. 18 CS Srirangam-Tiruchchirappalli Town- ROB in lieu of CS LC No. 248 Kattur-Lalgudi- ROB in lieu of LC No. 228 CS Manapparai-Chettipatti- ROB in lieu of LC No. CS 281 Thanavur Yard- ROB in lieu of LC No 304 CS Sivaganga-Melakonnakulam- ROB in lieu of LC CS No. 441

S Railway State No. of Complete description of the ROB/RUB in lieu Type N Works of LC No. KM, section, in between stations. of work Ambattur-Avadi- ROB in lieu of LC No. 7 # CS Pilamedu-Coimbatore North- ROB in lieu of LC CS No. 11 # Irugur-Coimbatore- ROB in lieu of LC No.131 # CS Tiruchchirappalli-Dindigul- ROB in lieu of Br. CS No.1136 near Tiruchchirapalli # Magnasite Jn-Salem Jn- RUB in lieu of LC No. CS 113 Chennai Outer Ring Road- ROB between DP Pattabiram-Nemilichery stations Chennai Outer Ring Road- ROB between DP Vandaloor-Guduvanchery stations Chennai-Gudur- ROB at km19 for Thoshiba DP company # ROB adjacent to exsiting ROB No.A-35 between DP Irugur-Coimbatore section # Paravai RUB No. 1459A at km 485/500-600 DP between Samayanallur-Kudal Nagar stations ROB in lieu of LC No.351 Km 429/3-4 between NHAI Kumaramangalam-Keeranur stations # ROB at Rly km 242/856 between Kagankarai- NHAI Samalpatti stations # ROB at Rly km 122/386 between Olakkur- NHAI Tinidvanam stations # ROB at chainage 28500 in Salem Division AW Rebuilding of existing ROB No. 120 on Palghat- RC Pollachi section Rebuilding of existing ROB No. 156 on Palghat- RC Pollachi section Rebuilding of existing ROB No. 144 on Palghat- RC Pollachi section Subways- 28 Nos. RC

11 SCR Andhra 47 Gudur-Vijayawada- ROB in lieu of LC No. 103 CS Pradesh Gudur-Oduru- ROB in lieu of LC No. 99A and CS Gudur-Kondagunta-LC No. 99-B # Kavali Yard- ROB in lieu of LC No. 158 # CS Nandyala-Yerraguntla section- RUB- 28 Nos. AW Subways- 16 Nos. RC Karnataka 35 Chittapur-Malkhaid Road- ROB in lieu of LC No. CS 3-A # ROB in lieu of LC No.82 at km 169/6-7 on DP Vikarabad-Parli section between Kamla Nagar- Udgir stations # Bidar-Gulbarga section ROB- 3 Nos. at AW Br.No.143, 156,161 # Bidar-Gulbarga section- RUB- 29 Nos. AW Vikarabad-Parli section- RUB in lieu of LC.No. 70 RC between Bhalki- Khalgapur stations. Maharashtra 10 Subways- 10 Nos. RC

S Railway State No. of Complete description of the ROB/R UB in lieu Type N Works of LC No. KM, section, in between stations. of work Telangana 11 Sriramnagar-Gadwal - ROB in lieu of LC No. 99 # CS ROB at outer ring road near Cheralapally at km BOT 212/760 between Ghatkesar-Bibinagar stations on Secunderabad - Kazipet section # RUB Br. No. 58 between Munirabad - AW Mahbubnagar. Subways- 8 Nos. RC

12 SER Jharkhand 7 RUB near Birbans in Sini-Gamharia section in BOT lieu of LC No. 152 # Subways- 6 Nos. RC West Bengal 5 Subways- 5 Nos. RC

13 SECR Chhattisgarh 5 Akaltara - ROB in lieu of LC No. 355 # CS Raipur-Durg- ROB between Raipur-Sarona NHAI stations Subways- 3 Nos. RC Madhya ROB in lieu of LC No. NC-85 at km 1242/3-4 on NHAI Pradesh Nainpur-Chhndwara section between Seoni- Chhndwara stations ROB in lieu of LC No. CI-49 at km 1324/5-6 on NHAI Chhndwara-Itwari section between Ramakona- 27 Sheodaspura stations # ROB at km 1254/5 on Chhndwara-Itwari section NHAI between Nagpur-Chhindwara stations # ROB at km 1267/4 on Chhndwara-Itwari section NHAI between Nagpur-Chhindwara stations # Subways- 23 Nos. RC Maharashtra 16 Subways- 16 Nos. RC

14 SWR Andhra 12 Tumkur-Rayadurg New line- RUB- 5 Nos. AW Pradesh Hosadurga Road-Chikjajur section- Subway in AW lieu of LC No. 151 Subways- 6 Nos. RC Karnataka 85 Chennassandra-Yelahanka- ROB in lieu of LC CS No.11 # Yeshwanthpur-Yelahanka -ROB in lieu of LC CS No.11 # Yelahanka-Rajankhunti-Tyakal- ROB in lieu of LC CS No. 21 # Yesvantpur-Yelahanka section ROB No. 520 A AW at Ch: 14/500-600 # Hassan-Banglore New line- ROB- 6 Nos. AW Hassan-Banglore New line- RUB- 6 Nos. AW Ginigera-Raichur New line- ROB- 2 Nos. at Ch: AW 16551 & Ch: 15711 # Ginigera-Raichur New line- RUB- 4 Nos. AW Bagalkot-Kudachi New line- RUB- 4Nos. AW Hosadurga Road-Chikjajur Doubling- RUB- 2 AW Nos. Ramanagaram-Musore Doubling- RUB- 5 Nos. AW Tumkur-Rayadurg New line- RUB at Ch: 199607 AW

S Railway State No. of Complete descript ion of the ROB/RUB in lieu Type N Works of LC No. KM, section, in between stations. of work Ajjampur-Shivani Doubling- RUB in lieu of LC No. AW 140 Shivani-Hosadurga Road Doubling- RUB in lieu AW

of LC No. 149 Subways- 49 Nos. RC Tamil Nadu 5 Subways- 5 Nos. RC 15 WR 43 Rajkot-Bileshwar- ROB in lieu of LC No.124 CS Jagudan-Mehsana- ROB in lieu of LC No. 202X CS Viramgam-Jhund- ROB in lieu of LC No. 42 # CS ROB in lieu of LC No.2C at Rly km 2/16-17 on DP Udhana-Jalgaon section at Udhana by pass Dinoli road ROB in lieu of LC No.3 at Rly km 3/14-16 on DP Gujarat Udhana-Jalgaon section at Surat # ROB on siding at Rly km.6/6-8, on Wanakbari NHAI Thermal power station Vadodara ROB in lieu of LC No. 47 at Rly km 54/4-7 on NHAI Udhana-Jalgaon section between Lotarva and Vyara stations # Subways- 36 Nos. RC Madhya 13 Ratlam-Khandwa- ROB in lieu of LC No. 254 # CS Pradesh Madhya Ratlam-Khandwa- ROB in lieu of LC No. 256 # CS Pradesh Madhya Ratlam-Khandwa- ROB in lieu of LC No. 260 # CS Pradesh ROB at Rly km 497/13-15 on Indore-Khandawa DP Madhya section between Lokmany Nagar-Rajendra Pradesh Nagar stations # Subway in lieu of LC No. 119 at Rly km 235/24- DP Madhya 26 on Ujjain-Bhopal section between Pradesh Bairagarh-Bhopal stations # Madhya Subways- 8 Nos. RC Pradesh 1 Jogeshwari (South)- ROB in lieu of LC No. 24 & CS Maharashtra 25 # 1 Kumbhanaga-Chittorgarh- ROB in lieu of LC No. CS Rajasthan 88B 16 WCR Madhya 57 Baseri-Ganj New Line- ROB at km 154.085 # AW Pradesh Baseri-Ganj New Line- RUB- 3 Nos. AW Ganj-Khajuraho New Line- RUB- 2 Nos. AW Subways- 51 Nos. RC Rajasthan 19 Shri Mahabirji- Hindaun- ROB in lieu of LC No. CS 195 # ROB in lieu of LC. No. 37 on NH-76 on Kota- BOT Baran, Shivpuri Road Subways- 17 Nos. RC Total Works 967 Note:- # indicates that Bridge Proper or Full ROB will be completed by March’2015. CS - Cost Sharing, DP - Deposit, BOT - Built Operate Transfer, NHAI - by National Highway Authority of India, AW - Accommodation, RC - Railway cost

Outcome: ROBs/RUBs facilitate fast, safe and unhindered movement of both road and rail traffic at locations where road and rail traffic intersect. Besides saving on time- spent waiting at closed level crossings, smooth movement also saves on fuel spent on idle engine running.

• Subways:

To ease road traffic and enhance safety on level crossings, Subways (RUBs) are being constructed in lieu of level crossings based on safety criteria, restricted visibility and local requirements. The progress made in this endeavor is as under:-

RUBs/Subways in lieu of level crossings Year

2011-12 653 (Construction-379 + Open line -274) 2012-13 648 (Construction-299 + Open line -349) 2013-14 905 (Construction-373 + Open line -532) 459* ( progress upto Nov’2014 ) 2014-15 (Construction- 136 + Open line- 323) * Additional 343 RUBs/Subways will be completed by March’2015

• Level Crossings (LCs)

Unmanned level crossings are potential safety hazard for road users as well as rail users. Hence, Ministry of Railways has decided to progressively eliminate unmanned level crossings by various means including manning. The progress of manning of unmanned level crossings is as under:

Type of work at Level Progress Progress Progress during Crossing during during 2014-15 2012-13 2013-14 Upto Nov.’14 Manning of unmanned 463 325 286 Level Crossings (Infrastructure is ready at 118 level crossing gates awaiting manpower)

‹ Signalling: • Signalling systems, apart from ensuring high level of safety in train operations, are deployed for enhancing line capacity. Thrust was given during the year for completion of works of replacement of over-aged signalling assets at stations, Track Circuiting, Block Proving by Axle Counters, Automatic Block Signalling, Train Protection and Warning system (pilot project) and LED signals. Besides, Works of Interlocking & provision of Telephone at Level Crossing gates were also given special emphasis. • RRI (Route Relay Interlocking), PI (Panel Interlocking) & EI (Electronic Interlocking) along with track circuits are deployed to replace over-aged signal equipment at stations, which have outlived their codal life and are required to be replaced for reasons of safety. Track Circuiting helps in safe operation of trains as it avoids human dependence to physically check the clearance of track in station section.

RRI at Gomoh - East Central Railway EI at Chheoki – North Central Railway • Block Proving by Axle Counter (BPAC) provides automatic verification of clearance of block section, which otherwise is done manually by the station staff, thus reducing human dependence further. • In order to improve reliability and visibility of signals to Loco Pilots, outdated filament type signals are being replaced by high visibility LED (Light Emitting Diode) Signals.

• Automatic Train Protection (ATP): ATP systems mitigate the safety risk due to driver’s error of Signal Passing At Danger (SPAD) or over speeding leading to collisions. During the year, Train Protection & Warning System (TPWS) which is a proven ATP system has been equipped on Kolkata Metro (25 Route Km). The work on Chennai- Basin Bridge to Arrakkonam section (67 Route Km) has also commenced during the year.

TPWS (Kolkata Metro)

• TPWS has also been approved for 3300 RKm Automatic Signalling Sections on IR network. Keeping pace with increasing train density and speeds, this area of safety needs to be given high priority. • Train Collision Avoidance System, an indigenous ATP system is being developed by RDSO in association with Indian vendors. After initial proof of concept trials, extended field trials on a 250 km section of South Central Railway are in progress. During the year, initial field trials were undertaken successfully demonstrating its safety features. Commercial deployment of certified SIL-4 interoperable system supported by multiple vendors is expected to start on Absolute Block Signalling sections of IR from 2016.

Driver Machine Interface (DMI) of TCAS • Train Management System (TMS) has been provided on Western and Central Railways for integrated management and monitoring of suburban train movements. The work on Howrah Division on Eastern Railway has also commenced after defreezing of the work during the year. It is planned to induct the system progressively covering major junction stations for remote monitoring of train operation and dissemination of real time train information to passengers. • Automatic Signalling enhances line capacity by permitting more than one train between two stations. During the year, Automatic Signalling is likely to be provided on 150 Route KMs. Outcome: Signalling plays a major role in reliable, faster and safer operation of trains besides increase in line capacity. Some of the highlights of the achievements of the investments made under Signalling works are as under:

Target fixed Done Likely to be Items (Up to achieved (Up to (for 14-15)* Oct’2014) 31.03.2015) Replacement Signalling works [RRI/PI/EI](No 200 118 200 of stations) Track circuiting (No of Locations) 500 327 500 Automatic Signalling (Route Km) 150 133 150 Intermediate Block Signalling (Nos) 25 19 25 Block proving by Axle counters (No of block 250 145 250 sections) LED Signals (No of Stations) 120 72 120 Interlocking of LC gates (No of gates) 200 130 200 Telephone at manned LC gates (No of gates) All manned 150 200 gate

‹ Telecom:

• Various works undertaken under Telecom include replacement of over-aged assets like old RE cable, Overhead Alignment & provision of OFC for Control & Data Communication.

• Replacement works are necessary since old Telecom equipment like RE cable, overhead alignment etc. have outlived their codal life and are therefore required to be replaced, as a safety measure.

Highlights of the achievements of the investments made under Telecom works are given below:-

S.N0 Items Target 14 -15 Achieved upto Oct, 14 1 Replacement of O.H alignment /RE cable by 6 1956 Rkms 797 Rkms Quad cable. 2 Provision of OFC communication for control 2155 Rkms 457 Rkms communication & various Data circuits 3 Mobile Train Radio Communication(MRTC) 1051 Rkms 7 Rkms

• Facility of on-board internet (free of cost to the passengers) through Wi-Fi has been introduced in 12301/12302 Howrah Rajdhani using satellite based Technology. • A Disaster Management Cell has been established at Railway Board for monitoring of any unusual incident on Indian Railways where state of art communication facility has been provided to manage disaster on Indian Railway Network.

‹ Proliferation of green energy initiatives on Indian Railway:

∑ Electrical Energy consumption Scenario

• Indian Railways consumed 17.5 billiion units (15 Bus for traction and 2.5 Bus for non traction ) of electricity during 2013-14 , which was about 1.8% of the country’s power generation. ) • Total annual bill was Rs. 11,300 cr. (Rs. 9,650 cr. for traction and Rs. 1,650 cr. for non traction ) • On 24,891 RKM (38%) of electrified track out of a total Railway network of 65,436 RKM, 66.7% of freight traffic & 50.40 % of passenger traffic is being hauled.

∑ New Initiatives to reduce unit cost traction through lower tariff:

• Energy security through IR’s Captive Power Plants

With a view to reduce electricity tariff directly from the power plant, IR has planned to set up following captive power plants:

o 1000 MW (4X250 MW) capacity power plant at Nabinagar, Bihar:

The first captive coal based thermal power plant of Railways is being set up at Nabinagar by Bhartiya Rail Bijlee Company Ltd.(BRBCL), a Joint Venture (JV) of IR and NTPC.

o 1320 MW (2X660 MW) capacity power plant at Adra, West Bengal:

Second captive coal based thermal power plant of 1320 MW capacity has also been planned to be set up in JV with NTPC in the same financing model. Allocation of coal 40

block/linkage is awaited from Ministry of Coal. Further progress will be possible thereafter.

• Deemed licensee status to IR - Ministry of Power, in May 2014, has clarified that Railway is a deemed licensee under the provision of Electricity Act 2003.

• Direct Procurement of power from Power Generators - Pilot project initiated for taking economical power from Gujarat to Maharashtra in CR & WR and through Damodar Valley Corporation (DVC) initiated.

∑ Renewable Energy

• Solar Energy:

10 MWp distributed capacity mainly at rooftop installed and 9.45 MWp planned at 200 railway stations, 2000 LC gates, office buildings including Katra Railway station.

The setting up of solar plants of 1000 MWp in next 5 years with subsidy support of MNRE through PPP route planned. Setting up of 200 MWp solar plants under CPSU scheme of MNRE initiated. Subsidy proposal for 500 MWp solar plants at Railway/Private land under National Clean Energy Fund(NCEF) and 150 MWP solar plants at roof top forwarded to MNRE.

• Wind Energy:

10.5 MW wind mill installed in Tamil Nadu and another 10.5 MW also planned in Tamil Nadu. Sanctioned works of 157.5 MW wind mills in wind rich states sanctioned under JV route will be implemented by REMC. Out of this, contract for 25 MW in Rajasthan has been awarded by REMC. For remaining 132.5 MW, load points and States are being firmed up after checking the power evacuation arrangement.

∑ ENERGY CONSERVATION

• Non Traction: Consumption of electricity almost remained constant during the last 5 years despite increase in the connected load by about 4-5 % per annum. This has been possible due to slew of energy conservation measures adopted by IR like use of efficient light LED/CFL/T-5 fittings, segregation of 30%-70% lighting circuit at Railway stations etc.

Railway also bagged 18 “National Energy Conservation Awards” in 2014 out of total 122 numbers due to implementation of energy conservation efforts.

• Electric Traction: Deployment of new generation energy efficient electrical multiple units (EMUs) with 3 phase regenerative braking feature is resulting into a saving of over 30% in energy whereas electric locomotives equipped with similar features is resulting into a saving of over 10 % in energy, IR is now increasingly manufacturing such energy efficient EMU’s electric locomotives.

Chapter – V

NETWORK EXPANSION

‹ New Lines:

Outcome: The Railways are a very vital infrastructure in integrating the country providing a crucial link to people living in remote areas and enabling transportation of bulk cargo and long distance passengers. Expansion of the network through laying of new lines brings in rail connectivity to the populations of the hinterland of the lines.

During the period 2014-15 (upto Jan’ 2015), 102 km of new lines were completed as follows:-

• Chandan-Bhalua (part) • Kharjhausa-Katuria • Daniawan-Bihar Sharif • Mohana-Sonepat • Etawah-Mainpuri • Gulbarga-Bidar (part) • Jaggayapet-Mallacheruvu-Janpahad (part) • Kadapa-Pendlimarri • Krishna-Devarkadra (part) • Barkichanpi-Tori (part) • B.G. Nagar-Yediyur • Indore-Rau (part)

‹ Gauge Conversion:

Indian Railways developed historically with 3 gauges – Broad Gauge, Metre Gauge and Narrow Gauge. Prior to adoption of unigauge policy, in early 1990s, the BG system constituted 56% of the total route Km and handled 90% of the total freight NTKM and 84% of the total passenger Km. At the same time the MG system constituted about 37% of the total route Km carrying 9% of the total freight NTKM and 15% of the total passenger Km. The remaining was carried by the NG system.

Starting from 1992, the Railways have increasingly sought to replace the MG system with BG in order to ensure seamless movement of traffic and passengers besides augmenting the carrying capacity.

Outcome : The transportation across multiple gauges is inconvenient as it requires transhipment for both the travelling public and also freight users thereby operationally beneficial for Railways but also reduces inconvenience to the users residing in the converted sections that would now have access to the entire Broad Gauge network of the Railways without having to undergo the inconvenience of transhipment.

During the period 2014-15 (upto Jan’ 2015), 379 km of gauge conversion were completed as follows:-

• Ahmedpur-Katwa (part) • Bareilly-Kasganj (part) • Gainsari-Gonda • Balipara-Bhalukpong • Lumding- New Haflong & Silchar-Chandranathpur 42

• Ellenabad-Hanumangarh • Pollachi-Palakkad (part) • Palani-Pollachi (part) • Chhindwara-Nagpur (part) • Fatehabad-Indore

‹ Doubling:

In the recent few years, with the liberalization of the economy, there has been increasing demand for rail transportation along the existing routes. Saturation of existing routes results in slower movement of passenger and freight trains and also makes it difficult to provide adequate number of services to the ever growing demand in passenger and freight traffic. Providing additional lines by way of doubling, the existing routes enable the Railways to cater to this increasing demand in passenger and freight traffic.

Outcome : Completion of doubling on saturated routes will enhance capacity to carry more freight and passenger trains providing more services and faster transit .

During the period 2014-15 (upto Jan’ 2015), 410 km of doubling/ multiple lines has been completed providing additional capacity on certain congested routes and remove bottleneck of various routes as under:-

• Pen-Roha (part) • Ramagiri-Holalkere • Pen-Kasu-Roha (part) • Naganahalli-Srirangapatna • Panvel-Pen ( part) • Srirangapatna-Pandavapura • Nabadwipdham-Bhandartikuri • Chinchpada-Khandbara • Maharajpur-Karanpurato • Bhadwad-Dhekvad • Gadadharpur- Tarapith • Amalner-Nardana • Plassey- Rajinagar • Jatpipli-Dhrangadhra • Sonpur-Hajipur (part) Engg. Siding • Chuli-Sukhpur • Delang-Sakhigopal (part) • Harpalpur-Bhanupur • Faridabad-Ballabhgarh • Hulkoti-Annigiri • Suriawan-Sarai Kansarai • Tamraipadi-Vadamadura • Sewapuri-Kapsethi • Kolatur-Pungudi • Adhinpur-Nihalgarh • Vadamadura-Ayyalur • Kapsethi-Parsipur • Ariyalur-Ottakobil • Bhadian-Lambua • Parikkal-Tirvnlnlur Road • Nihalgarh-Sindhurwa • Luni Byepass • Chheoki-Lohagara • Moribera-Kothar • Olakur-Tozhuppedu • Manaparai-Chertiyapatti • Perani-Mailam-Tindivanam • Mahasamund-Anand • Chengalpattu- Ottivanakam • Hebsur-Navalagund • Mahalimarup-Sini • Porajanpur-Goaldhi • Rajkharswan-Pandrasali • Chitrasani-Karjoda • Sini-Gamharia • Mave-Sri Amirgadh • Pandrasali-Jhinkpani 3rd line (part) • Kambarganvi-Alnavar • Champa Bye Pass • Rewari-Kishangarh Balawas • Settihalli-Maddur & Mandya-Yeliyur

‹ Railway Electrification

With a view to reduce the nation’s dependence on imported petroleum resources and to enhance energy security of the country, Indian Railways have been progressively carrying out electrification of railway tracks. Electric traction, being an energy efficient and eco-friendly mode of transport, is leading to considerable saving in imported fuel bill.

∑ Year wise Railway Electrification targets and achievements during the period 2009-14 are as under:

Year Target (Route Kms) Achievement (Route Kms) 2009-10 1000 1117 2010-11 1100 975 2011-12 1100 1165 2012-13 1200 1317 2013-14 1300 1350 2014-15 1350 493 (till November’ 2014)

During 2014-15, 493 route kilometers have been electrified till November’ 2014 as enlisted below:

• Sitapur Cantt-Sitapur City & Katili Halt-Lalpur Chandra Halt • Adina-Kumedpur • Kuneru-Singapur Road • Theruvali-lanjigarh Road • Udhampur-Katra • Garhmukteswar-Amroha • Bajalta-Ramnagar • Katareah-Karhagola Road • Kannur Yard • Netravati-Mangalore • Mettupalayam Yard • Link Jn-Shankargarh • Sakriya-Rewa • Katni-Jhukehi • Chauri Chaura-Gauri Bazar • Perecherla-Narasaraopet • Part of Pune-Wadi Guntakal • Part of Amla-Chhindwara • Part of Laksar-Dehradun

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CHAPTER VI

SAFETY

IR is quite unique distinctive in character, really a microcosm of India. To make it a safe and reliable system is an enormous challenge. The Railways has the most intricate and involved inter- dependencies. Safety on the Railways is the end product of the cohesive fusion of its myriad parts. A single flaw in the 65,808 route Kms of track that criss-cross the country, a defect in over 10,499 locomotives, 59,600 coaches and 2.45 lakh wagons that haul about 23 million passengers and nearly 2.9 million tonnes of freight every day, an incorrect indication on one of the thousands of signals that dot the rail landscape, a mistake or an act of negligence by one of its staff directly associated with train running, even a rash act by one of the millions of road users who daily negotiate around odd level crossing gates spread across the system, an irresponsible act of carrying inflammable goods – any of these multiple possibilities has the potential to cause a major tragedy. Added to these are the acts of sabotage by misguided elements spanning the whole country. The utmost vigil in safety in operations and also security of the travelling public is accorded by the Railways.

Accident Related Data

Indian Railways accord highest priority to safety in train operations. Consequential train accidents on Indian Railways have consistently declined from 325 in 2003-04 to 234 in 2004-05 and 2005-06, 195 in 2006-07, 194 in 2007-08, 177 in 2008-09, 165 in 2009-10, 141 in 2010-11, 131 in 2011-12, 122 in 2012-13 and further to 118 in 2013-14 registering a decline of 4.1% in comparison to the previous year. This is the lowest ever figure in a year. However, in the current year during 1st April to 31 st October, 2014, the number of consequential train accidents have increased from 66 to 94 in comparison to the corresponding period of the previous year.

Another important safety index of safety, viz. Accident Per Million Train Kilometres has come down from 0.41 during 2003-04 to 0.10 in 2013-14 despite quantum increase in the volume of traffic carried by Indian Railways. In the year 2014-15 also, it is expected to come down further.

***

Consequential train accidents since 2005-2006 to 2013-2014

Type of 2005- 2006- 2007- 2008- 2009- 2010 - 2011 - 2012- 2013- 01/04/13 01/04/14 Accident 2006 2007 2008 2009 2010 2011 2012 2013 2014 to to 31/10/13 31/10/14 Collision 9 8 8 13 9 5 9 6 4 3 4 3.85% 4.10% 4.12% 7.34% 5.45% 3.55% 6.87% 4.92% 3.42% 4.55% 4.26% Derailments 131 96 100 85 80 80 55 49 53 32 49 55.98% 49.23% 51.55% 48.02% 48.48% 56.74% 41.98% 40.16% 45.30% 48.48% 52.13% MLC 107127 5 5 7 5 4 1 4 4.27% 3.59% 6.19% 3.95% 3.03% 3.55% 5.34% 4.10% 3.42% 1.52% 4.26% UMLC 65 72 65 62 65 48 54 53 46 26 33 27.78% 36.92% 33.51% 35.03% 39.39% 34.04% 41.22% 43.44% 39.32% 39.39% 35.11% Fire 15 4 5 3 2 2 4 9 7 4 3 6.41% 2.05% 2.58% 1.69% 1.21% 1.42% 3.05% 7.38% 5.98% 6.06% 3.19% Misc. 4 8 4 7 4 1 2 3 1 1.71% 4.10% 2.06% 3.95% 2.42% 0.71% 1.53% 0.00% 2.56% 0.00% 1.06% Total 234 195 194 177 165 141 131 122 117 66 94 Accident per million train 0.28 0.23 0.22 0.19 0.17 0.15 0.12 0.11 0.1 KMs

Cause-wise: 2005- 2006- 2007- 2008- 2009- 2010 - 2011 - 2012- 2013- 01/04/13 01/04/14 2006 2007 2008 2009 2010 2011 2012 2013 2014 to to 31/10/13 31/10/14 Failure of 120 85 88 75 63 56 52 46 50 31 47 Railway staff 51.28% 43.59% 45.36% 42.37% 38.18% 39.72% 39.69% 37.70% 42.74% 46.97% 50.00% Failure of 86 84 81 76 75 57 63 59 56 29 35 other than Railway staff 36.75% 43.08% 41.75% 42.94% 45.45% 40.43% 48.09% 48.36% 47.86% 43.94% 37.23% Failure of 8 9 9 6 5 5 6 3 1 2 equipment 3.42% 4.62% 4.64% 0.00% 3.64% 3.55% 3.82% 4.92% 2.56% 1.52% 2.13% Sabotage 6 8 7 13 14 16 6 3 3 2 3 2.56% 4.10% 3.61% 7.34% 8.48% 11.35% 4.58% 2.46% 2.56% 3.03% 3.19% Combination 0 1 0 4 1 3 1 of factors 0.00% 0.51% 0.00% 2.26% 0.61% 2.13% 0.76% 0.00% 4.00% 0.00% 0.00% Incidental 11 7 8 5 4 4 3 7 4 3 7 4.70% 3.59% 4.12% 2.82% 2.42% 2.84% 2.29% 5.74% 3.42% 4.55% 7.45% Could not be 3 1 1 4 2 0 1 1 estb. 1.28% 0.51% 0.52% 2.26% 1.21% 0.00% 0.76% 0.82% 0.00% 0.00% 0.00% Under 0 0 0 0 0 0 0 0 1 Investigation 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.85% 0.00% 0.00% Grand Total 234 195 194 177 165 141 131 122 117 66 94 * provisional 46 CHAPTER VII

Production Units & Research Design and Standards Organization

Indian Railways have six Production Units manufacturing passenger coaches, diesel & electric locomotives, wheels, axles, wheel sets and diesel loco components (including rebuilding Diesel locomotives). All of these Production Units are ISO-9000 certified for international parity in Quality Management Systems. All Production Units are also certified for Environment Management Systems (ISO- 14000). A broad overview of the performance of these units with reference to their Actual Production compared to the targeted production is given in the table below:

Target Vs Actual Production

Unit/Stock Production Target 2014 -15 Production 2013-14 2014-15 (Upto Dec. 2014) ICF Coaches 1604 1632 1240 RCF Coaches 1550 1593 1039 CLW Locos 264 264 182 DLW Locos 304 304 187 DMW Loco rebuilding 75 60 45 Locos 81 81 64 RWF Wheels 188188 175000 127480 Axles (units) 80750 64203 56302

Outcome:

• Railways’ in house Production Units ensure adequate and timely supply of rolling stock assets and other critical components for smooth and productive operations. • Through indigenization and technology absorption costs of rolling stock have been significantly brought down. • Improvement in production has been achieved through optimal utilization of existing human and physical infrastructure resulting in lowering of unit costs.

∑ Integral Coach Factory, Chennai

• Established in 1952 and commenced production in 1955, with an installed capacity of 350 coaches per year. The installed capacity has now gone up to 1500 coaches per annum. It is further planned to be increased to 1700 coaches per year. The factory has produced 49089 coaches till Dec.’2014 since inception. • ICF produced 1604 coaches in 2013-14. This was the highest production during any financial year. • ICF rolled out 25 LHB coaches during 2013-14. • 92 DMU cars were also rolled out by ICF during 2013-14. • ICF also manufactured 18 DEMU Shells for Haldia. • ICF turned out a prototype rake for MUTP Phase-II project. • ICF turned out 11 rakes of High speed self propelled Accident relief train (HS SPART) with speed potential of 115 Kmph and equipped with 125 KVA Diesel Generator to meet power requirement at accident spot. • ICF turned out first dual fuel environment friendly CNG DEMU rake in Sept.’2014. • ICF won the prestigious International “Golden Green Award” 2014 for its outstanding achievements and sustainable practices for its green energy initiatives.

Outcome:

• Customised and specific demand of market has been met leading to greater customer satisfaction. • Induction of a number of items to upgraded specifications has led to better aesthetics, comfort and safety for travelling passengers.

∑ Rail Coach Factory, Kapurthala

• Established in 1986, it now has an installed capacity of 1500 fully furnished coaches per year. • RCF manufactured 1550 coaches including 388 LHB Coaches during 2013-14. • RCF has pioneered many major developments including 3 rd AC coaches, self propelled ARME trains, high capacity parcel vans, high speed (150 KM/h) coaches for Shatabdi Express, Garib Rath cars and Double Decker coaches. • RCF initiated the fitment of Bio-Digesters in LHB Coaches providing an almost maintenance free and a low cost solution to the problem of open defecation on the railway tracks. • RCF manufactured LHB GS crashworthy coach. • RCF turned out 12 MEMU rakes to meet additional demand of suburban trains. • RCF provided VESDA (Very Early Smoke Detection & Alarm system) on Rajdhani rake. Depending upon the intensity of smoke in the air and temperature rise, an audio visual alarm is raised to alert the passengers. • RCF was awarded “Par Excellence Award” by Quality Circle Forum of India (QCFI) at National conclave in Chennai during 2013-14.

Outcome:

• LHB type coaches of RCF provide improved passenger comfort, higher speed and safety. • RCF significantly contributes to Indian Railways’ ability to meet the demand for more trains in the country.

∑ Chittaranjan Locomotive Works, Chittaranjan

• Established in 1948 for manufacture of steam locomotives. Since 1993, CLW is producing only electric locomotives. The present capacity of CLW is to produce 200 electric locomotives per year and is being enhanced to 275 electric locomotives per year. CLW has been meeting the increasing demand of locomotives of the Indian Railways by optimum utilization of machinery and manpower. • CLW manufactured 264 electric locomotives including 137 High Horse Power electric locomotives during 2013-14. • Crew friendly cabs in respect of aesthetic and ergonomic design have been introduced in all three phase and WAP 4 locomotives. • CLW has successfully absorbed the 3-phase locomotive technology transfer from M/s.ABB by systematically developing indigenous sources for all high value items.

Outcome:

• Increased moving space for drivers, more comfortable working environment with improved track visibility and easier access to all controls and indications. • CLW has been able to hold the prices of the above high horse power locomotives in spite of escalation in cost of material and labour .

∑ Diesel Locomotive Works, Varanasi

• Set up in 1961, DLW is the one of the few facilities in the world where the complete locomotive is manufactured under one roof starting from raw material. DLW has a production capacity of 200 Diesel locomotives per year. DLW’s production capacity is being further enhanced to 250 Diesel Locomotives. • Since inception DLW has manufactured 7086 locomotives up to Dec.’2014 including 518 locomotives for non railway customers in India and 137 locomotives for export to Tanzania, Vietnam, Malaysia, Bangladesh, Sri Lanka, Sudan, Angola and Myanmar. • DLW manufactured 304 locomotives in the year 2013-14, the highest ever production during any financial year. • From 2007-08, DLW has switched over completely to IGBT technology for High horse power locomotives. • DLW has successfully upgraded WAG 4 & WAP 4 locomotives to 4500 HP which were originally of 4000 HP rating. DLW is working to upgrade it to 5500 HP & 6000 HP in the next stage of development; turned out one prototype 5500 HP WDG5 Locomotives in August’2014. • DLW manufactured 33 locomotives for Non Railway Customers including 19 Locomotives for export to Sri Lanka & Bangladesh.

Outcome: • Reduction in unit cost of production. • Has made locomotives more efficient, reliable, safe to operate and maintain.

• Made indigenously produced EMD locomotives more efficient, reliable and further upgradable to 5500 HP. • Broader and enhanced visibility to driver.

∑ Diesel Loco Modernisation Works, Patiala

• Started in 1981 with an installed capacity of rebuilding 72 locomotives per year, DMW is now manufacturing new diesel locomotives also. DMW also manufactures rail-cum-road vehicles, power- packs, traction machines, motorized wheel sets and ALCO engine spares for Zonal Railways. It is also exporting electrical & mechanical spares of ALCO locomotives. • DMW rebuilt 75 locomotives in 2013-14 and manufactured 81 new ALCO locomotives. • DMW manufactured one multigenset Locomotive equipped with IRAB Panel and AC motor driven Air Compressor. Multigenset Loco can achieve fuel saving of 18-20 %. • DMW achieved highest ever turnover of Rs.1737 cr in 2013-14. • DMW exported components and subassemblies worth Rs 24.12 lakhs to Malaysia & Mozambique during 2013-14.

Outcome: Increased on-line availability of ALCO locos.

∑ Rail Wheel Factory, Bangalore

• Established in 1984, RWF produces a variety of wheels, axles and wheel sets for locomotives, coaches and wagons. It has an installed capacity for 2,00,000 forged wheel discs (1,90,000 finished wheels) and 60,000 axles per annum. • RWF manufactured 1,88,188 wheels, 77,406 axles and 45,223 wheel sets during 2013-14 • EMU wheel design developed by RWF has been approved by RDSO for regular use on 20.32t axle load EMU trailer coaches. • RWF won Golden Peacock award for sustainability and International award for quality (ISAQ) during 2013-14.

Outcome:

• RWF has enabled Indian Railways to achieve import substitution in a significant manner. • RWF’s wheels and axles have a very high degree of reliability in service.

Research Design And Standards Organization (RDSO)

RDSO is the sole research and design organization of Indian Railways and functions as the technical advisor to Railway Board, Zonal Railways and Productions Units. RDSO is an ISO: 9001- 2008 Certified Organisation. The quality policy and objectives of RDSO truly cherish and reflect the organisation’s commitment for genuine intellectual and professional pursuit and growth. It broadly performs the following major functions:-

• Development of new and improved designs. • Development, adoption, absorption of new technology for use on Indian Railways. • Development of standards for materials and products specially needed by Indian Railways. • Technical investigation, statutory clearances, testing and providing consultancy services. • RDSO also offers international consultancy services in matters pertaining to design, testing and inspection of Railway equipments as well as survey for construction of new lines. • Inspection of critical and safety items of rolling stock, locomotives, signalling and telecommunication equipment and track components. • Close interaction with the centres of excellence, eminent educational & research institutions and industries etc. for cutting edge technology.

RDSO strives to make rail travel safer, more comfortable, reliable and economical and suggests measures to achieve the maximum throughput with the least investment in infrastructure & rolling stock.

To perform the above functions and achieve the above goals, RDSO has a number of laboratories which are well equipped with research and testing facilities for development, testing and design evaluation of various railway related equipments and materials.

∑ Recent Achievements Of RDSO

• Raising speed of passenger services Confirmatory Oscillagraph Car Run(COCR) was conducted over Delhi-Agra Section at 160 kmph on 3 rd July,2014 to confirm suitability of the section. Final Speed Certificate has been issued on 22.7.2014 up to maximum speed of 160 kmph. COCRs are planned on other corridors in consultation with Zonal Railways. Further increasing of speed up to 200 kmph has also been planned.

Outcome: Higher Passenger travelling speed.

• Train Collision Avoidance System (TCAS)

Development of Train Collision Avoidance System (TCAS) has been taken up by RDSO as an indigenous Automatic Train Protection (ATP) system. As observed world-wide, due to increase in train speeds and traffic density, train drivers tend to commit mistakes in optimum and safe application of brakes resulting in increase in number of train accidents. “Automatic Train Protection (ATP)” systems act as an aid to the train drivers in such situations by automatic application of braking in case it is missed by train driver.ATP systems with Cab signalling like TCAS are needed in such situations of high speed & foggy weather to provide aid and confidence to driver, due to lack of which train operations also get affected.

Field trial of interoperable and operationally deployable version of TCAS encompassing 250 km section and 40 Locomotives is under progress at South Central Railway. In initial phase, field trials of key test scenarios including interoperability was carried out over 32 km Section and 4 Locomotives.

Outcome:

• Increased Safety • Aid to Loco Drivers for convenience in operations, foggy weather.

• Proliferation of Metro services in various cities

RDSO has been assigned the responsibility of technical planning and safety of rail based urban transportation systems. Manual for Safety Certification of Metros was prepared & made available online since Feb-2013 for uniformity in metro approvals. For guidance of new upcoming Metros following documents have been uploaded on website for ready reference:-

• Approved Schedule Of Dimensions of RMGL(Rapid Metro Gurgaon) & JMRC (Jaipur Metro) • List of ISAs(Independent Safety Assessors) for Metro signalling.

In the past, speed certificate has been issued for 6 Metros as shown below. Technical scrutiny is in progress for 4 other Metros.

Bangalore Metro Mumbai Metro Gurgaon Metro

Jaipur Metro Hyderabad Metro Chennai Metro Under finalization Scrutiny in initial stage of:-

o Metro Link Express for Gandhi Nagar & Ahmedabad (MEGA), o Navi Mumbai Metro, o Kolkata Metro RCL (East-West) & o Kochi Metro (KOMET)

Outcome : Support for Metros in India

• Development of 25 T and 32.5 T axle load wagons

Higher axle load wagons with pay to tare comparable to international standards and designed and constructed with latest techniques will be required for operating on Dedicated Freight Corridor (DFC). For the same, a contract through a global tender for design and development of 25 T and 32.5 T axle load wagons has been signed and work has begun on the contract. Upgradation of design capability of RDSO is also covered in the scope of work of this tender.

In the project, development of 25 T axle load gondola wagon with features and pay to tare comparable to international standards has been completed.

The first prototype manufactured in USA, is now available in India and has successfully undergone oscillation trials. Development work on the covered variant of the 25T wagon, is currently on-hand.

Outcome : Higher throughput and self-sufficiency in design.

• Auto Car wagon

A new design of Auto Car wagon has been developed by RDSO. A maximum of 318 cars (as against 265 in the earlier design) can be accommodated. During the oscillation trials, the wagon has cleared test speeds of 110 Kmph in empty and 105 Kmph in loaded condition. Final speed certificate of the wagon has been issued by RDSO.

All Cars on Indian Roads, including SUVs, can be accommodated in the Wagon. Four rakes of BCACBM wagons are presently in service.

Outcome: Increased throughput of cars on Indian Railways network.

RoadRailer - Door Pick up Door Delivery • Road Railer 2. To RR Terminal 3. TERMINAL OPERATION 5. From RR Terminal

Design of the first truly multi-modal service-“Road RR 1 Rail Bogie Railer” introduced on Indian Railways has been approved by RR 1 RR 1 (Road Haul) RDSO and the prototype rake has been manufactured. The RR 1 RR 1 RR 1 RR 2 6. Showroom / Emergency Braking Distance (EBD) trials of the entire rake RR 1 RR 2 warehouse Delivery at max.speed of 100 kmph has also been conducted in 1. Pick-up RR 1 RR 2 at factory RR 1 RR 2 Chennai Division of Southern Railway. Introduction of such RR 49 RR 50 RR 49 RR 50 services will help in attracting new traffic as this innovation RR 49 RR 50 facilitates last mile reach of the railways. RR 49 RR 50

4. Rail Haulage 1. General Cargo Outcome: Increased throughput. Return Journey

Presentation by: KPCL, Pune

• Design of Special Wagons to Cater to the Bulk Cement Industry

RDSO has developed designs of special wagons to cater to bulk Bulk Commodity transport requirements of the cement industry. Designs have been Wagons: developed to offer efficient rail freight transport solutions for loose An Array of Designs cement, clinker & fly ash i.e. all three major products used by the cement industry. One of the developed wagon variant is the first-ever Bulk Cement Remarks Wagon Type (Designed by) Flyash(T) Clinker(T) (T) wagon design that has the capability to transport all three of the above BCCW (CIMMCO) Some rakes invested by ACC 3380 2720 Cannot Carry (Currently under operations) BCFC Design A (RDSO) 2 rakes under operations commodities. 3904 2842 Cannot Carry

BCFC Design B (RDSO) Best In Class for Bulk Cement 4007.8 2900 Cannot Carry Throughput BCFC Design C (RDSO) ONLY design that can carry ALL 3 3949 2785 3967 commodities Best In Class for Clinker Throughput Outcome: Higher throughput and Enhanced transportation. BCFC Design D (RDSO) Best In Class for Flyash Throughput 3405 3405 Cannot Carry

BCBK (RDSO-RITES) Cannot Carry Cannot Carry 3886

BCBF (RDSO-RITES) Design under development 3275 3275 Cannot Carry • Special purpose wagon for transportation of salt RDSO has developed light weight wagons, primarily for transportation of salt but also capable of carrying other commodities. Two such design variants are: o Covered wagon with sliding roof of FRP material. o Open wagon with FRP lined interior.

Prototype of open wagon and covered has been manufactured. The feedback of potential customers is being gathered in salt-loading areas. Based on the feedback of customers, further design improvements will be undertaken and decision for further production will be taken.

Outcome: Increased throughput of specific commodities.

• Design of Frameless Wagon for Petroleum Products

A frameless wagon for carrying petroleum products (BTFLN) has been developed with Pay to Tare ratio of 2.35 against 2 of BTPN by achieving

52 reduction in designed Tare Weight by 3.5 Tonnes over BTPN leading to an increase in Rake throughput by 7%. Till now, 700 wagons have been manufactured and put into service.

Outcome : Increased throughput

• Proliferation of AC Double Decker Train Services

RDSO has developed Double Decker design of chair cars. Double Decker train services are in operation on routes: -HWH-DHN, NDLS-JP, MAS- SBC, HBZ-Indore, Mumbai-Ahmedabad, Kancheguda – Guntur / Kancheguda – Tirupati route of SCR and are planned for induction on other routes such as LTT-Mazhgaon, LKO-Delhi etc. Route Clearance study on a rake of 10 AC EOG double decker coaches+ 02 LHB power cars over LTT-MAO section of Central Railway & Konkan Railway in both up and down directions up to a maximum speed of 110 kmph was conducted from 17.05.214 to 23.05.2014. Route clearance study of LKO- Delhi has also been completed recently.

Outcome : Increased passenger comfort and revenue for Indian Railways

• Expansion of Operation of LHB Coaching Stock

Besides the AC LHB coaches of Shatabdi and Rajdhani rakes, non-AC LHB coaches (LS-2) have been developed and introduced in service over IR after issue of required speed certificates and COCR trials. Non- AC LHB coach with pneumatic suspension at secondary stage (LS-5) has also been developed and is awaiting trials.

Outcome: Proliferation of modern design coaching stock

• Design and Development of Electronic fuel injection system for diesel locomotives

An Electronic Fuel Injection system has been successfully developed for diesel locomotives. Duty cycle fuel savings of 4.1% during field trials achieved.18 months field trials successfully completed. Change notice has been issued to DMW/Patiala for phased switch over to EFIProcurement of 50 sets under process for ALCO locos at DMW

50 EFI engine 45 Mechanical Engine 40

35 30

20 Opacity Smoke (%) 15 10 5 0 Idle1 2 3 4 5 6 7 8 Engine Notch Outcome: Fuel efficiency & Cost effectiveness.

• Development of BG 1600 hp AC-AC Diesel Electric Multiple Unit

1600 hp DEMU consisting 10 car rake has been developed by RDSO with following features:

o End cabs for bi-directional operation o Max. operational speed 105 Kmph o Microprocessor based control system o Fault logging and diagnostic system o 3-phase asyncronomous motor o Air suspension at secondary stage o End cab with aerodynamic profile

• ICF has turned out one 10 car rake of 1600 HP DEMU Car and is performing satisfactorily in Vijaywada. • ICF further started manufacturing 12 more Nos. of 1600 HP DEMU

Outcome: It will reduce maintenance and downtime, saving in man hour due to more optimized and reliable traction control system of AC-AC DEMU.

• Development of Improved AT Welding Techniques

In order to ensure consistency in quality of AT Welds, Improvement in AT Welding Technique was done earlier for Preheating System and moulds. Improvement in system of tapping the molten metal has been done

53 by introduction of Auto-Tapping Thimble. AT welding using auto tapping thimble is mandatory for tenders invited after 01.02.2013. Development is in progress for technique using single shot crucible.

Outcome: Increased safety against rail weld fractures

• Design & Development of Ballast Less Track(BLT) with indigenous fastenings

RDSO has designed ballast less track whose salient features are:-

o First ever BLT design for full speed (110 Kmph) with fitness for 25 t axle load. o Completely indigenous fastening system costing 1/3 rd of any imported fastening system (Rs.800-1000/- vs Rs.2500-3000 of foreign) o Fit to be used as washable apron as well.

Outcome: Better maintenance.

• End Unloading Rake

RDSO has conducted a very important Field Trial which will have far reaching consequences in terms of capacity building and throughput. Oscillation trials at 85 kmph and coupler force, negotiability, emergency and service braking distance trials at 75 kmphwere conducted with 5-tier-18/21 BRN wagon with 260 m rails with capacity of 15,720 meters on MMR-DD section of central railway (presently 4-tier-9/18 BRN Wagons with 130 m/260 m(Capacity 13,520 m) 52 kg rails at 50 kmph are under operation). This trial was a special one including Oscillation, Negotiability & Coupler force & EBD and strain measurement all amalgamated in single trial. In view of urgency and expected large benefits, the trial was concluded in record 6-days time. The speed certificate is being issued.

Outcome: Increased throughput.

• Design & Development of High Rise OHE

It is a unique innovation in the world of electric traction. RDSO has developed a design for overhead equipments with high rise OHE for running double stack containers and 3 - tier auto car rakes under electrified routes. Height of the contact wire has been increased from existing 5.8m to 7.57m. Same foundation & structure can be utilized for conventional OHE and high rise OHE. Design is based on international standards & revised wind zones. It is fit for running Rajdhani/Shatabdi Express & double stack freight trains. Rewari – Manheru – Hisar Section of North Western Railway is being electrified with this scheme. It is part of Delhi – Jaipur – Ajmer – Ahmedabad – Pipava Route of Indian Railways.

Outcome: Improvement in throughput.

• Development of Hotel Load Converters for WAP-7

WAP7 locomotive

2x500 kVA hotel load converters provided in New Delhi- Kalka Shatabdi train are running successfully with modified loco since Feb, 2011. Decision for regular cut in of WAP7 locos with HL convertors has been taken.3 WAP7 locomotives fitted so far. With this system in locomotives, one Generator Car can be replaced with a passenger car.

Outcome: Increased passenger carrying capacity.

• Design and Development of state-of-the-art air-conditioned rakes for Kolkata Metro

RDSO has designed new Kolkata Metro coaches with following salient Features:

o Microprocessor based brake system o Electrically operated door systemp o Efficient Air conditioning o Air spring suspension o Stainless steel fittings o Passenger Information System

Currently 13 rakes have been delivered to Kolkata Metro and are in service.

Outcome: Increased Passenger comfort.

• Three phase propulsion system on MRVC EMU Rakes for Mumbai suburban area

Subsequent to successful introduction of 115 nos. of 12-car AC-DC energy efficient three phase EMU rakes in Central & Western Railway under MRVC Phase-I project, seventy two new AC EMU rakes with state-of-the- Art Technology will be introduced under MRVC Phase-II project during 2014-15 & 2015-16. With the introduction of the energy efficient new EMU rakes, regeneration achieved is more than 30%. ICF is planning for manufacturing the remaining series rakes. Salient features of these AC EMU rakes are:

o Train control with improved redundancy o 100% availability of passenger amenity e.g. light & fans because of dual MVB network. o Improved Ventilation system design o Indication of deflated air spring in driver’s cab o Availability of parking brake in both normal and rescue mode o Improved Illumination in coaches o Improved passenger seats o Improved Passenger Information System o Pneumatic suspension in coaches o Improved Interiors o Ergonomically designed driver’s cab o Improved colour scheme

Outcome: Passenger Amenities

• Setting up of Centre for Railway Research (CRR) at IIT/Kharagpur

Indian Railways Vision - 2020 aims to transform IR from a net technology importer to technology exporter. In order to develop a long term frame work for research collaboration, MOU with IIT Kharagpur has been signed by Railway Board for setting up a state-of-the-art Centre for Railway Research (CRR) at IIT/Kharagpur. Ten R&D projects costing Rs 20.50 crore & two R&D projects costing Rs 64.13 lakh in the areas of Heavy Haul, High Speed and Advanced Materials Sciences have been sanctioned and awarded to CRR-IIT/KGP. Currently these projects are under progress.

Outcome: Will develop long term frame work for research collaboration.

***

ANNEXURE-A

SALE OF SCRAP ON INDIAN RAILWAYS

There is a huge arising of scrap of various categories on Indian Railways such as unserviceable track released from the gauge conversation work and track renewal work, permanent way fittings, condemned rolling stock (like locomotives, coaches and wagons) condemned vehicles, machinery and plant, off-cuts generated in manufacturing processes and other unserviceable items declared as scrap.

The sale of various categories during the last two years is as under:-

Type of Scrap 2012 -13 201 3-14 Quantity Value % of total Quantity Value % of total (in MT) (in cr) scrap (in MT) (in cr.) scrap Rails (M.T.) & 731886.68 1990.14 56.31 741640.39 1920.65 54.95 P.Way Ferrous Other Ferrous 316788.92 847.01 23.97 317627.40 821.100 23.49 (M.T.) Non -ferrous 18728.35 233.35 6.61 20215.85 271.09 7.75 Wagons (Nos.) 8887.50 144.25 4.08 8834 135.30 3.87 Coaches (Nos.) 1272.00 58.00 1.64 1419 59.76 1.70 Locomotives (Nos ) 143.00 26.41 0.74 165 34.99 1.00 Miscellaneous 74687.45 235.21 6.65 108473.54 252.21 7.21

Total Sales Value 3534 .40 3495.10 (Rs. in cr)

The target fixed for scrap sale for the current financial year 2014-15 was fixed as Rs. 3521 crores. Sale upto October, 2014 is Rs. 1753 crores.

Figures of earning through sale of scrap for the last three years is as under:-

(Rs. in crores) 201 1-12 201 2-13 201 3-14 4002.11 3534.40 3495.10

At present, Indian Railways recycle approximately 80,000 MTs of heavy melting scrap for manufacturer of wheels in Rail Wheel Factory at Bangalore. This scrap, comprising of condemned wheel sets, wheel axles & bogie frames is dispatched by various Zonal Railways/Production Units to Rail Wheel Factory, Bangalore.

‹ Afforestation on Railway Land

The Railways Green Initiative:

In pursuance of the Railways’ commitment towards environmental improvement through afforestation and also with a view to safeguard the precious railway land against unauthorized occupation/encroachment, tree plantation is being undertaken on Railway land. A total of 68.27 lakh and 69.13 lakh trees were planted during 2012-13 and 2013-14, respectively.

Annexure B-1

Completed Model Stations upto November 2014

Sl.No. Station Sl.No. Station Sl.No. Station Central Railway 41 Byree 82 Janakpur Road 1 Ahmednagar 42 Cuttack 83 Jhajha 2 Akola 43 Dhenkanal 84 Khagaria Jn. 3 Amravati 44 Golanthra 85 Kiul Jn. 4 Badnera 45 Jajpur-Keonjhar Road 86 Koderma 5 Ballarshah 46 Kapilas Road 87 Lukhee sarai 6 Betul 47 Kesinga 88 Madhubani 7 Bhusawal 48 Khurda Road 89 Mananpur 8 Burhanpur 49 Palasa 90 Mokama 9 Chalisgaon 50 Puri 91 Motihari 10 Chandrapur 51 Rahama 92 Mughalsarai Jn. 11 CST Mumbai 52 Rayagada 93 Muzaffarpur Jn. 12 Dadar (CR) 53 Sambalpur 94 Nalanda Srikakulam Road 13 Daund 54 (Amudalavalsa) 95 Narkatiaganj Jn. 14 Devlali 55 Surla Road 96 Nawadah 15 Gulbarga 56 Titlagarh Jn 97 Nayagaon 16 Jalgaon 57 Visakhapatnam 98 Parasnath 17 Kalyan 58 Vizianagram 99 Patna Jn. 18 Karad East Central Railway 100 Patna Sahib Jn. 19 Khandwa 59 Akshaywat Rai Nagar 101 Phulwarisarif 20 Kolhapur 60 Anugraha Narayan Road 102 Rajendra Nagar(T) 21 Kurla 61 Ara Jn. 103 Rauxaul Jn. 22 Lonavala 62 Bakhtiyarpur Jn. 104 Renukut 23 Malkapur 63 Barauni Jn. 105 Sagauli Jn. 24 Manmad 64 Barh 106 Saharsa Jn. 25 Matheran 65 Barka Kana Jn. 107 Samastipur Jn. 26 Miraj 66 Begusarai 108 Sasaram Jn. 27 Nagpur 67 Betiah 109 Sheikhpura 28 Nasik Road 68 Bhabhua Road 110 Singrauli 29 Pune 69 Biharsharif 111 Sitamarhi 30 Sangli 70 Buxar 112 Sonepur 31 Satara 71 Chopan Eastern Railway 32 Shegaon 72 Dals inghsarai 113 Andal 33 Solapur 73 Daltonganj 114 Asansol 34 Thane 74 Danapur 115 Baidyanathdham 35 Wardha 75 Darbhanga Jn. 116 Bandel East Coast Railway 76 Dehri -on -Sone 117 Bangaon 36 Badakhandita(PH) 77 Dhanbad Jn. 118 Barasat 37 Balugaon 78 Garhw a Road Jn. 119 Bardhaman 38 Bhadrak 79 Gaya Jn. 120 Barharwa 39 Bhubaneswar 80 Hajipur Jn. 121 Bariarpur 40 Brahmapur 81 Jamui 122 Barrackpore

Sl.No. Station Sl.No. Station Sl.No. Station 123 Baruipur North Central Railway 204 Kathgodam 124 Basir hat 164 Agra Cantt. 205 Katra (UP) 125 Bhagalpur 165 Agra Fort 206 Khalilabad 126 Bidhannagar 166 Aligarh 207 Lakhimpur 127 Bolpur 167 Allahabad 208 Lalkuan 128 Budgebudge 168 Babina 209 Lucknow City 129 Canning 169 Banda 210 Lucknow Jn. 130 Chandannagar 170 Chitrakootdham Karwi 211 Manduadih 131 Dankuni 171 Etawah 212 Mau Jn. 132 Dhakuria 172 Fatehpur 213 Pilibhit Jn. 133 Dumdum 173 Firozabad 214 Rawatpur 134 Durgapur 174 Gwalior 215 Salempur Jn. 135 Garia 175 Jhansi 216 Sitapur 136 Ghutiarisarif 176 Kanpur 217 Siwan Jn. 137 Howrah 177 Lalitpur 218 Varanasi City 138 Jamalpur 178 Mathura Jn. Northast Frontier Railway 139 Jasidih 179 Mirzapur 219 Alipurduar 140 Krishnanagar City 180 Morena 220 Aluabari Road 141 Kulti 181 Naini 221 Arariya Court 142 Labpur 182 Orai 222 Bongaigaon 143 Madhupur 183 Raja Ki Mandi 223 Cooch behar 144 Madhyamgram 184 Tundla 224 Dalkolha 145 Malda Town North Eastern Railway 225 Dharmanagar 146 Murshidabad 185 Allahabad City 226 Dibrugarh Town 147 Nabadwipdham 186 Azamgarh 227 Dimapur 148 Naihati 187 Badshah Nagar 228 Ghum 149 New Farakka 188 Bahraich 229 Gosaigaonhat 150 Rampurhat 189 Ballia 230 Guwahati 151 Ranaghat 190 Barhni 231 Harishchandrapur 152 Raniganj 191 Basti 232 Jalpaiguri Jogbani (in lieu of Siliguri 153 Rishra 192 Belthra Road 233 Jn.) 154 Sahibganj 193 Bhatni Jn. 234 Jorhat Town 155 Sainthia 194 Chhapra Jn. 235 Kamakhya Jn. 156 Sealdah 195 Deoria Sadar 236 Katihar 157 Sheoraphuli 196 Farrukhabad Jn. 237 Kishanganj 158 Sonarpur 197 Ghazipur City 238 Kokrajhar 159 Srirampur 198 Gonda Jn. 239 Lumding 160 Sultanganj 199 Gorakhpur Jn. 240 New Alipurduar 161 Tarakeswar 200 Izzatnagar 241 New Bongaigaon 162 Tollygunj 201 Kaimganj 242 New Cooch behar Konkan Railway Corporation Limited 202 Kasganj Jn. 243 New Jalpaiguri 163 Madgaon 203 Kashipur Jn. 244 New Mal Jn.

Sl.No. Station Sl.No. Station Sl.No. Station 245 New Tinsukia Jn. 286 Hardoi 328 Sonipat 246 Purnea Jn. 287 Haridwar 329 Subzi Mandi 247 Raiganj 288 Hazrat Nizamuddin 330 Sultanpur 248 Rangiya Jn. 289 Hoshiarpur 331 Unnao 249 Silchar 290 Jagadhri 332 Varanasi 250 Srirampur Assam 291 Jallandhar Cantt. North Western Railway 251 Tezpore 292 Jallandhar City 333 Abu Road 252 Tinsukia Jn. 293 Jammu Tawi 334 Ajmer Jn. Northern Railway 294 Janghai 335 Alwar 253 Abohar 295 Jaunpur 336 Beawar 254 Akbarpur 296 Kalka 337 Bhilwara 255 Ambala Cantt. 297 Karnal 338 Bhiwani 256 Amritsar 298 Kathua 339 Bikaner 257 Anandpur Sahib 299 Kurukshetra 340 Falna 258 Ayodhya 300 Lucknow 341 Hanumangarh 259 Baghpat Road 301 Ludhiana 342 Hisar 260 Ballabhgarh 302 Meerut Cantt. 343 Jaipur 261 Barabanki 303 Meerut City 344 Jaisalmer 262 Baraut 304 Moradabad 345 Jodhpur 263 Bareilly 305 Muzaffarnagar 346 Kishangarh 264 Bathinda Jn. 306 Najibabad 347 Kosli 265 Beas 307 Nangloi 348 Makrana 266 Bhadohi 308 New Delhi 349 Marwar Jn. 267 Bhodwal Majri 309 Palwal 350 Nagaur 268 Chakki Bank 310 Panipat 351 Pali Marwar 269 Chandausi 311 Pathankot 352 Rana Pratapnagar 270 Chandi Mandir 312 Patiala 353 Rani 271 Chandigarh 313 Phagwara 354 Rewari 272 Dehradun 314 Pratapgarh 355 Sirsa 273 Delhi Cantt. 315 Prayag 356 Sri Ganga Nagar 274 Delhi Jn. 316 Rae - Bareli Jn. 357 Suratgarh 275 Delhi Sarai Rohilla 317 Rajpura Jn. 358 Udaipur City 276 Delhi Shahadara 318 Rampur South Central Railway 277 Deoband 319 Rishikesh 359 Adoni 278 Dhuri Jn. 320 Rohtak 360 Anakapalli 279 Faizabad 321 Roorkee 361 Anantapur 280 Faridabad 322 Saharanpur Jn. 362 Annavaram 281 Firozpur Cantt. 323 Shahganj 363 Aurangabad 282 Garh Muktesar 324 Shahjahanpur 364 Basar 283 Ghaziabad 325 Shakurbasti 365 Bhadrachalam Road 284 Gurdaspur 326 Shimla 366 Bhimavaram Jn 285 Hapur 327 Sirhind Jn. 367 Bhimavaram Town

Sl.No. Station Sl.No. Station Sl.No. Statio n 368 Bidar 410 Samalkot 450 Ranchi Jn. 369 Chirala 411 Secunderabad 451 Rourkela 370 Cuddapah 412 Srikhalahasti 452 Santragachi 371 Dharmavaram 413 Tadepalligudem 453 Tamluk 372 Dhone 414 Tandur 454 Tatanagar 373 Dornakal 415 Tanuku 455 Uluberia 374 Eluru 416 Tenali Southern Railway 375 Godavari 417 Tirupati 456 Alappuzha (Alleppey) 376 Gooty 418 Tuni 457 Aluva (Alwaye) 377 Gudivada 419 Vijayawada 458 Ambur 378 Gudur 420 Vikarabad 459 Arakkonam Jn 379 Guntakal 421 Warangal 460 Badagara (Vadakara) 380 Guntur 422 Yadgir 461 Chengalpattu 381 Hazur Sahib Nanded South East Central Railway 462 Chengannur 382 Hyderabad 423 Bhatapara 463 Chennai Beach 383 Jalna 424 Bilaspur 464 Chennai Central 384 Kacheguda 425 Champa 465 Chennai Egmore 385 Kakinada Town 426 Chindwara 466 Coimbatore Jn 386 Kazipet 427 Durg 467 Dindigul Jn 387 Khammam 428 Gondia 468 Ernakulam jn 388 Kurnool Town 429 Raigarh 469 Ernakulam town 389 Machilipatnam 430 Raipur 470 Erode Jn 390 Manchiryal 431 Rajnandgaon 471 Jolarpettai 391 Mantralayam road 432 Shahdol 472 Kanniyakumari 392 Mudkhed 433 Tilda 473 Kannur 393 Nadikudi South Eastern Railway 474 Katpadi 394 Nagarsol 434 Adra 475 Kayankulam jn 395 Nalgonda 435 Bagnan 476 Kollam (Quilon jn) 396 Nandyal 436 Balasore 477 Kottayam 397 Nellore 437 Bishnupur 478 Kovilpatti 398 Nidadavolu 438 Bokaro Steel City 479 Kozhikkode 399 Nizamabad 439 Chakradharpur 480 Madurai Jn. 400 Ongole 440 Contai Rd. (Belda) 481 Mambalam 401 Pakala 441 Garbeta 482 Mangalore Central 402 Palakollu 442 Hatia 483 Mangalore Jn 403 Parbhani 443 Jhargram 484 Nagercoil jn 404 Parli Vaijnath 444 Jharsuguda 485 Palakkad Jn 405 Purna 445 Kharagpur 486 Puducherry 406 Raichur 446 Kolaghat 487 Rameswaram 407 Rajahmundry 447 Mecheda 488 Salem Jn 408 Ramagundam 448 Midnapur 489 Shoranur Jn 409 Renigunta 449 Purulia 490 Thalasseri

Sl.No. Station Sl.No. Station Sl.No. Station 491 Thanjavur Jn. 531 Habibganj 572 Nandurbar 492 Thrisur (Trichur) 532 Hoshangabad 573 Navsari 493 Tiruchchirappalli Jn. 533 Itarsi 574 New Bhuj 494 Tirunelveli Jn 534 Jabalpur 575 Nimach 495 Tiruppur 535 Katni 576 Nimbahera 496 Tirur 536 Kota Jn. 577 Okha 497 Tiruttani 537 Madanmahal 578 Palanpu r 498 Tiruvalla 538 Maihar 579 Porbander Tiruvananthapuram 499 Central 539 Pipariya 580 Rajkot 500 Tuticorin 540 Rewa 581 Ratlam 501 Varkala 541 Satna 582 Surat 502 Villupuram 542 Saugor 583 Surendranagar 503 Virudunagar Jn 543 Sawai Madhopur 584 Udhana South Western Railway 544 Vidisha 585 Ujjain 504 Bangalore Cantt. Western Railway 586 Vadodara 505 Bangalore City 545 Ahmedabad 587 Valsad 506 Bangarapet Jn. 546 Anand 588 Vapi 507 Belgaum 547 Ankleshwar 589 Veraval 508 Bellary 548 Bamania 509 Bijapur 549 Bandra Terminus 510 Davangere 550 Bharuch 511 Dharwad 551 Bhavnagar Terminus 512 Gadag 552 Billimora 513 Hassan Jn. 553 Chittorgarh Jn. 514 Hospet 554 Dadar 515 Hosur 555 Dahod 516 Hubli Jn. 556 Dewas 517 Krishnarajapuram 557 Dharangaon 518 Londa 558 Dwarka 519 Mysore Jn. 559 Gandhidham 520 Shimoga Town 560 Gandhigram 521 Tornagallu 561 Hapa 522 Tumkur 562 Indore 523 Vasco-Da-Gama 563 Jamnagar 524 Yesvantpur 564 Junagadh West Central Railway 565 Mahesana 525 Bharatpur Jn. 566 Mandsaur 526 Bhopal 567 Maninagar 527 Bina 568 Mhow 528 Damoh 569 Mumbai Central (Main) 529 Gangapur City 570 Nadiad 530 Guna 571 Nagda

Annexure B-2

Completed Modern (Touch & Feel) Stations upto November 2014

Sl.No. Station Sl.No. Stati on Sl.No. Station Central Railway 42 Solapur 82 Begusarai 1 Ahmednagar 43 Thane 83 Betiah 2 Akola 44 Vidyavihar 84 Bhabhua Road 3 Akurdi 45 Vikhroli 85 Buxar 4 Amla 46 Wadi 86 Chandra Pura Jn. 5 Badnera 47 Wardha 87 Daltonganj 6 Ballarshah East Coas t Railway 88 Danapur 7 Bhandup 48 Balangir 89 Darbhanga Jn. 8 Bhusawal 49 Balasore 90 Dauram Madhepura 9 Byculla 50 Balugaon 91 Dehri-on-Sone 10 Chalisgaon 51 Bargarh Road 92 Dhanbad Jn. 11 Chandrapur 52 Bhadrak 93 Garhwa Town 12 Chinchwad 53 Bhubaneswar 94 Gaya Jn. 13 CST Mumbai 54 Bobbili 95 Gomoh Jn. 14 Dadar (CR) 55 Brahmapur 96 Hajipur Jn. 15 Daund 56 Chipurupalli 97 Hazaribagh Road 16 Dombivli 57 Cuttack 98 Jamui 17 Ghatkopar 58 Duvvada 99 Japla 18 Gulbarga 59 Jajpur-Keonjhar Road 100 Khagaria Jn. 19 Jalgaon 60 Kantabanji 101 Kiul Jn. 20 Kalyan 61 Kesinga 102 Koderma 21 Kanjurmarg 62 Khariar Road 103 Luckee sarai 22 Khandwa 63 Khurda Road 104 Mokama 23 Kolhapur 64 Koraput 105 Motihari 24 Kurduwadi 65 Mahasamund 106 Mughalsarai Jn. 25 Kurla 66 Muniguda 107 Muzaffarpur Jn. Kurla (Lokmanya Tilak 26 (T) 67 Palasa 108 Narkatiaganj Jn. 27 Lonavala 68 Parvatipuram 109 Naugachia 28 Manmad 69 Puri 110 Parasnath 29 Miraj 70 Rayagada 111 Patna Jn. 30 Mulund 71 Sambalpur 112 Rafiganj 31 Nagpur 72 Simhachalam 113 Rajendra Nagar(T) Srikakulam Road 32 Nasik Road 73 (Amudalavalsa) 114 Rauxaul Jn. 33 Neral 74 Talcher 115 Renukut 34 Pimpri 75 Titlagarh Jn 116 Sagauli Jn. 35 Pune 76 Visakhapatnam 117 Saharsa Jn. 36 Sandhurst Road 77 Vizianagram 118 Samastipur Jn. 37 Sangli East Central Railway 119 Sasaram Jn. 38 Satara 78 Anugraha Narayan Road 120 Sitamarhi 39 Shegaon 79 Ara Jn. Eastern Railway 40 Shivajinagar 80 Barauni Jn. 121 Andal 41 Sion 81 Barka Kana Jn. 122 Asansol

Sl.No. Station Sl.No. Station Sl.No. Station 123 Baidyanathdham 164 Babina 205 Lakhimpur 124 Bandel 165 Banda 206 Lalkuan 125 Barasat 166 Chitrakootdham Karwi 207 Lucknow City 126 Bardhaman 167 Dhaulpur 208 Lucknow Jn. 127 Barharwa 168 Etawah 209 Manduadih 128 Bariarpur 169 Fatehpur 210 Mathura Cantt. 129 Barrackpore 170 Firozabad 211 Mau Jn. 130 Baruipur 171 Gwalior 212 Ramnagar 131 Bhagalpur 172 Hodal 213 Rudrapur City 132 Bidhannagar 173 idgah 214 Salempur Jn. 133 Bolpur 174 Jhansi 215 Sitapur 134 Chuchura (Chinsurah) 175 Kanpur 216 Siwan Jn. 135 Dumdum 176 Kherli Northeast Frontier Railway 136 Durgapur 177 Khurja 217 Abhayapuri Assam 137 Giridih 178 Kosi Kalan 218 Alipurduar Jn. 138 Howrah 179 Lalitpur 219 Arariya Court 139 Jamalpur 180 Mahoba 220 Barpeta Road 140 Jangipur Road 181 Mathura Jn. 221 Bhairabi 141 Jasidih 182 Mirzapur 222 Cooch behar 142 Kahal Gaon 183 Morena 223 Dalkolha 143 Kalyani 184 Naini 224 Darjeeling 144 Krishnanagar City 185 Orai 225 Dharmanagar 145 Kumardhubi 186 Raja Ki Mandi 226 Dibrugarh Town 146 Madhupur 187 Vindhyachal 227 Dimapur 147 Malda Town North Eastern Railway 228 Diphu 148 Nabadwipdham 188 Azamgarh 229 Duliajan 149 Naihati 189 Badshah Nagar 230 Fakiragram Jn. 150 New Farakka 190 Bahraich 231 Furkating Jn. 151 Pakur 191 Ballia 232 Goalpara Town 152 Panagarh 192 Bareilly City 233 Gosaigaonhat 153 Rampurhat 193 Basti 234 Guwahati 154 Ranaghat 194 Belthra Road 235 Haibargaon 155 Sahibganj 195 Chhapra Jn. 236 Hojai 156 Sealdah 196 Deoria Sadar 237 Jalpaiguri 157 Srirampur 197 Farrukhabad Jn. 238 Jogbani 158 Tarakeswar 198 Ghazipur City 239 Jorhat Town North Central Railway 199 Gonda Jn. 240 Kamakhya Jn. 159 Achhnera 200 Gorakhpur Jn. 241 Katihar 160 Agra Cantt. 201 Haldwani 242 Kishanganj 161 Agra Fort 202 Kashipur Jn. 243 Kokrajhar 162 Aligarh 203 Kathgodam 244 Lumding 163 Allahabad 204 Khalilabad 245 Margherita

Sl.No. Station Sl.No. Station Sl.No. Station 246 Mariani Jn. 287 Jammu Tawi 328 Jaipur 247 New Alipurduar 288 Jaunpur 329 Jaisalmer 248 New Bongaigaon 289 Kalka 330 Jawai Bandh 249 New Cooch behar 290 Kurukshetra 331 Jodhpur 250 New Jalpaiguri 291 Lucknow 332 Kishangarh 251 New Mal Jn. 292 Ludhiana 333 Lalgarh 252 New Tinsukia Jn. 293 Meerut City 334 Makrana 253 Pathshala 294 Moradabad 335 Mandi Dabwali 254 Purnea Jn. 295 New Delhi 336 Marwar Jn. 255 Raiganj 296 Panipat 337 Merta Road Jn. 256 Rangapara North 297 Patiala 338 Nagaur 257 Rangiya Jn. 298 Phagwara 339 Pali Marwar 258 Silchar 299 Prayag 340 Phulera 259 Simaluguri Jn. 300 Rae - Bareli Jn. 341 Rai Ka Bag Jn. 260 Sorbhog 301 Rampur 342 Rani 261 Srirampur Assam 302 Rishikesh 343 Rewari 262 Tihu 303 Rohtak 344 Sikar Northern Railway 304 Roorkee 345 Sirohi Road 263 Ambala Cantt. 305 Saharanpur Jn. 346 Sirsa 264 Amethi 306 Shahjahanpur 347 Sri Ganga Nagar 265 Amritsar 307 Shimla 348 Suratgarh 266 Ayodhya 308 Sirhind Jn. 349 Udaipur City 267 Bareilly 309 Sultanpur South Central Raiway 268 Bathinda Jn. 310 Unnao 350 Adilabad 269 Beas 311 Varanasi 351 Anakapalli 270 Chakki Bank North Western Railway 352 Anantapur 271 Chandigarh 312 Abu Road 353 Aurangabad 272 Dehradun 313 Ajmer Jn. 354 Basar 273 Delhi Jn. 314 Alwar 355 Bhadrachalam Road 274 Dhuri Jn. 315 Balotra 356 Bhimavaram Town 275 Faizabad 316 Bandikui 357 Bidar 276 Faridabad 317 Barmer 358 Cuddapah 277 Firozpur Cantt. 318 Beawar 359 Dharmabad 278 Ghaziabad 319 Bhilwara 360 Eluru 279 Gurgaon 320 Bhiwani 361 Gadwal 280 Hapur 321 Bikaner 362 Giddalur 281 Hardoi 322 Dausa 363 Gooty 282 Haridwar 323 Degana Jn. 364 Guntakal 283 Hazrat Nizamuddin 324 Falna 365 Guntur 284 Jagadhri 325 Gandhinagar Jaipur 366 Hazur Sahib Nanded 285 Jallandhar Cantt. 326 Hanumangarh 367 Hyderabad 286 Jallandhar City 327 Hisar 368 Jadcherla

Sl.No. Station Sl.No. Station Sl.No. Stat ion 369 Jalna 410 Belha 451 Jharsuguda 370 Kacheguda 411 Bhandara Road 452 Kharagpur 371 Kakinada Town 412 Bhatapara 453 Kotshila 372 Kamareddi 413 Bhilai Nagar 454 Lohardaga 373 Kazipet 414 Bilaspur 455 Manoharpur 374 Khammam 415 BPHB 456 Mecheda 375 Kurnool Town 416 Champa 457 Midnapur 376 Mahaboobnagar 417 Chanda Fort 458 Muradih 377 Mirayalaguda 418 Dallirajhara 459 Muri 378 Mudkhed 419 Dongargarh 460 Panskura 379 Nadikudi 420 Durg 461 Purulia 380 Nalgonda 421 Gondia 462 Rajgangpur 381 Nandyal 422 Itwari 463 Ramgarh Town 382 Narasaraopet 423 Korba 464 Ranchi Jn. 383 Nellore 424 Naila 465 Rourkela 384 Nizamabad 425 Nipania 466 Santragachi 385 Ongole 426 Pendra Road 467 Shalimar 386 Pakala 427 Raigarh 468 Siny 387 Parbhani 428 Raipur 469 Suisa 388 Parli Vaijnath 429 Rajnandgaon 470 Tatanagar 389 Partur 430 Ramtek Southern Railway 390 Purna 431 Shahdol 471 Ambur 391 Raichur 432 Tilda 472 Chengalpattu 392 Rajahmundry 433 Tumsar Road 473 Chengannur 393 Ramagundam 434 Umaria 474 Chennai Beach 394 Renigunta South Eastern Railway 475 Chennai Egmore 395 Repalle 435 Bankura 476 Coimbatore Jn 396 Samalkot 436 Bano 477 Dindigul Jn 397 Sattenapalli 437 Barabhum 478 Ernakulam jn 398 Secunderabad 438 Barbil 479 Ernakulam town 399 Selu 439 Bishnupur 480 Erode Jn 400 Tenali 440 Bokaro Steel City 481 Jolarpettai 401 Tirupati 441 Burnpur 482 Kanniyakumari 402 Vijayawada 442 Chaibasa 483 Kannur 403 Vikarabad 443 Chakradharpur 484 Karaikkudi Jn 404 Warangal 444 Chandrakona Rd. 485 Katpadi 405 Yadgir 445 Digha 486 Kollam (Quilon jn) South East Central Railway 446 Garbeta 487 Kottayam 406 Ambikapur 447 Ghatsila 488 Kozhikkode 407 Amgaon 448 Hatia 489 Kumbakonam 408 Anuppur 44 9 Jaleswar 490 Madurai Jn. 409 Balaghat 450 Jhalida 491 Mangalore Central

Sl.No. Station Sl.No. Station Sl.No. Station 492 Mayiladuthurai Jn 540 Tiptur 587 Chittorgarh Jn. 493 Nagappattinam 541 Tumkur 588 Dadar 494 Nagercoil jn 542 Vasco-Da-Gama 589 Dahod 495 Palakkad Jn 543 Whitefield 590 Dhola Jn. 496 Palani 544 Yelahanka Jn. 591 Dhrangandhra 497 Puducherry 545 Yesvantpur 592 Dwarka 498 Puttur West Central Railway 593 Gandhidham 499 Ramanathapuram 546 Ashok Nagar 594 Gandhigram 500 Rameswaram 547 Bayana Jn. 595 Godhara 501 Salem Jn 548 Bharatpur Jn. 596 Gondal 502 Shoranur Jn 549 Bhawani Mandi 597 Hapa 503 Srirangam 550 Bhopal 598 Indore 504 Sullurpet 551 Bina 599 Jamnagar 505 Tambaram 552 Dakaniya Talav 600 Junagadh 506 Thalasseri 553 Damoh 601 Kalol 507 Thanjavur Jn. 554 Gangapur City 602 Keshod 508 Thiruvarur 555 Ganj Basoda 603 Khambaliya 509 Thrisur (Trichur) 556 Guna 604 Kim 510 Tiruchchirappalli Jn. 557 Habibganj 605 Kosamba 511 Tirunelveli Jn 558 Harda 606 Maninanagar 512 Tiruppur 559 Hindaun City 607 Meghnagar 513 Tiruttani 560 Hoshangabad 608 Mhow Tiruvananthapuram 514 Central 561 Itarsi 609 Miyamgam Karjan 515 Tuticorin 562 Jabalpur 610 Mumbai Central (Main) 516 Virudunagar Jn 563 Katni 611 Nadiad 517 Vridhdhachalam Jn. 564 Maihar 612 Navsari South Western Railway 565 Mandi Bamora 613 New Bhuj 518 Arsikere Jn. 566 Nursinghpur 614 Nimach 519 Bangalore Cantt. 567 Pipariya 615 Palanpur 520 Bangalore City 568 Rewa 616 Porbander 521 Belgaum 569 Satna 617 Rajkot 522 Bellary 570 Saugor 618 Ratlam 523 Bijapur 571 Sawai Madhopur 619 Sabarmati (BG) 524 Birur Jn. 572 Shamgarh 620 Shujalpur 525 Davangere 573 Sihora Road 621 Surat 526 Dharmapuri 574 Vikramgarh A lot 622 Surendranagar 527 Dharwad Western Railway 623 Than 528 Gadag 575 Ahmedabad 624 Ujjain 529 Ghatprabha 576 Anand 625 Vadodara 530 Harihar 577 Andheri 626 Valsad 531 Hassan Jn. 578 Ankleshwar 627 Vapi 532 Haveri 579 Bandra 628 Veraval 533 Hospet 580 Bandra Terminus 629 Viramgam 534 Hubli Jn. 581 Bhaktinagar 630 Wankaner 535 Londa 582 Bharuch 536 Mandya 583 Bhauchau 537 Mysore Jn. 584 Bhavnagar Terminus 538 Ranibennur 585 Borivali 539 Shimoga Town 586 Botad

Annexure B-3

Completed Adarsh Stations upto Novemeber 2014

Sl .No. Station Sl.No. Station Sl.No. Station Central Railway 42 Shirdi 82 Madhubani 1 Ahmednagar 43 Shivajinagar 83 Mughalasarai 2 Ajni 44 Solapur 84 Naugachia 3 Ambernath 45 Tilak Nagar 85 Parasnath 4 Belapur 46 Turbhe APM Complex 86 Patna Saheb 5 Bhandup 47 Ulhasnagar 87 Phusro 6 Burhanpur 48 Varangaon 88 Rafiganj 7 Chembur 49 Vashi 89 Sasaram Jn 8 Chinchwad 50 Vishrambag 90 Singrauli 9 Currey Road 51 Wadi 91 Sitamarhi 10 Dadar 52 Wardha Eastern Railway 11 Devlali East Coast Railway 92 Abhaipur 12 Dock Yard Road 53 Angul 93 Adi Saptagram 13 Dombivali 54 Balangir 94 Agarpara 14 Ghatkopar 55 Balugaon 95 Ahamedpur 15 Gulbarga 56 Bargarh Road 96 Akra 16 Jalgaon 57 Dhenkanal 97 Ambalgram 17 Karad 58 Doikallu 98 Ambika Kalna (Kalna) 18 Karjat 59 Jajpurkeonjhar Road 99 Andal 19 Kasara 60 Kantabanji 100 Aranghata 20 Katol 61 Kesinga 101 Asansol Jn 21 Khadki 62 Khariar Road 102 Asoknagar Road 22 Khandwa 63 Khurda Road Jn 103 Azimganj City 23 Khopoli 64 Koraput 104 Azimganj Jn. 24 King's Circle 65 Lanjigarh Road 105 Badkulla 25 Kopergaon 66 Lapanga 106 Bagbazar 26 Kurla 67 Mahasamund 107 Baghajatin 27 Latur 68 Muniguda 108 Bagula 28 Malkapur 69 Paradeep 109 Bahadurpur 29 Matunga 70 Rayagada 110 Baharu 30 Miraj 71 Srikakulam Road 111 Bahirgachhi 31 Mulund 72 Titlagarh Jn 112 Bahirpuya 32 Nahur 73 Vizianagram Jn 113 Baidyabati 33 Nandura East Central Railway 114 Balagarh 34 Nasik Road 74 Anugraha Narayan Road 115 Balarambati 35 Nimbhora 75 Bihar Sharif 116 Balgona 36 Panvel 76 Chandauli Majhwar 117 Ballalpur 37 Parasia 77 Chandrapura 118 Bally 38 Sangli 78 Dhanbad 119 Ballyghat 39 Sanpada 79 Garhwa Road Jn. 120 Ballygunge 40 Savda 80 Gomoh Jn 121 Bamangachhi 41 Sewri 81 Jehanabad 122 Bandel Jn

Sl.No. Station Sl.No. Sta tion Sl.No. Station 123 Banka pasi 165 Canning 207 Gopalnagar 124 Banpur 166 Chakda 208 Guma 125 Bansh Beria 167 Chamagram 209 Guptipara 126 Barakar 168 Champa Pukur 210 Gurap 127 Baranagar Road 169 Champahati 211 Guskara 128 Barasat Jn. 170 Chanchai 212 Habibpur 129 Bardhaman 171 Chandannagar 213 Habra 130 Barrackpore 172 Chandanpur 214 Halisahar 131 Baruipara 173 Chandpara 215 Haripal 132 Baruipur 174 Chatra 216 Harua Road 133 Basirhat 175 Chittaranjan 217 Hasnabad 134 Basuldanga 176 Chuchura 218 Hindmotor 135 BBD Bag 177 Dainhat 219 Hooghly 136 Begampur 178 Dakshineswar 220 Hotar 137 Belanagar 179 Dankuni Jn 221 Hridaypur 138 Beldanga 180 Debagram 222 Ichhapur 139 Belerhat 181 Deoghar 223 Jadabpur 140 Belgharia 182 Deula 224 Jagaddal 141 Belur 183 Dhakuria 225 Jagadishpur 142 Belurmath 184 Dhaniakhali 226 Jamalpur 143 Berhampur Court 185 Dhapdhapi 227 Jamuria 144 Betberia ghola 186 Dhatrigram 228 Jangipur Road 145 Bethudahari 187 Dhubulia 229 Jasidih 146 Bhadreswar 188 Diamond Harbour Road 230 Jessore road 147 Bhagalpur 189 Dubrajpur 231 Jiaganj 148 Bhagwangola 190 Dum Dum Cantt 232 Jirat 149 Bhasila 191 Dum Dum Jn 233 Joynagar Majilpur 150 Bhatar 192 Dumka 234 Kahalgaon 151 Bhedia (Ausgram) 193 Dumurdaha 235 Kaikala 152 Bhimgarh 194 Durganagar 236 Kakdwip 153 Bidhannagar Road 195 Durgapur 237 Kalikapur 154 Bidyadharpur 196 Duttapukur 238 Kalinagar 155 Biman Bandar 197 Eden Garden 239 Kalinarayanpur 156 Bira 198 Gadadharpur 240 Kalyani 157 Birati 199 Galsi 241 Kalyani Ghoshpara 158 Birnagar 200 Gangnapur 242 Kalyani Silpanchal 159 Boinchi 201 Garia 243 Kalyanpur 160 Bolpur 202 Gede 244 Kamarkundu Jn 161 Bongaon Jn 203 Ghogha 245 Kanchrapara 162 Brace Bridge 204 Ghutiari Shariff 246 Kankinara 163 Budge Budge 205 Gobordanga 247 Kashinagar Halt 164 Burrabazar 206 Gobra 248 Katwa Jn

Sl.No. Station Sl.No. Station Sl.No. Station 249 Khagraghat Rd. 291 Narendrapur 333 Sheoraphully Jn 250 Khana Jn 292 Nasibpur 334 Shyamnagar 251 Khardah 293 Netra 335 Simlagarh 252 Khidirpur 294 New Alipore (Kolkata) 336 Simurali 253 Kirnahar 295 New Barrackpore 337 Singur 254 Kodalia-Bisharpara 296 New Farakka 338 Sitarampur Jn 255 Konnagar 297 Nischindapur Market 339 Siuri 256 Krishnagar City Jn 298 Paglachandi 340 Sodepur 257 Kulpi 299 Pakur 341 Sonarpur Jn 258 Kulti 300 Palla road 342 Sondalia 259 Labpur 301 Palpara 343 Subhasgram 260 Lake Gardens 302 Palsit 344 Sultanganj 261 Lakshmikantapur 303 Palta 345 Suryapur 262 Lalgola 304 Panagarh 346 Taki Road 263 Liluah 305 Pandaveswar 347 Tala 264 Lohapur 306 Pandooah 348 Taldi 265 Loknath 307 Parkcircus 349 Talit 266 Madanpur 308 Patipukur 350 Tarakeswar 267 Madhupur Jn 309 Patuli 351 Tarapith Rd 268 Madhusudanpur 310 Phulia 352 Thakurnagar 269 Madhyamgram 311 Plassey 353 Titagarh 270 Magrahat 312 Prantik 354 Tollygunge 271 Majhdia 313 Princepghat 355 Tribeni 272 Majhergram 314 Purbasthali 356 Uttarpara 273 Malatipur 315 Rajbandh North Central Railway 274 Malda Town 316 Rampurhat 357 Achhnera 275 Mallikpur 317 Ranaghat Jn 358 Aligarh 276 Manigram 318 Raniganj 359 Atarra 277 Mankundu 319 Rasulpur 360 Banda 278 Masagram 320 Remount road 361 Bharwari 279 Masalandapur 321 Rishra 362 Birla Nagar 280 Memari 322 Rupnarayanpur 363 Chitrakootdham Karwi 281 Mollarpur 323 Sagardighi 364 Chola 282 Muragachha 324 Sahibganj 365 Dapsaura 283 Murarai 325 Sainthia Jn 366 Dhaulpur 284 Murshidabad 326 Salanpur 367 Fatehpur 285 Nabadwipdham 327 Salar 368 Fatehpur Sikri 286 Nabagram 328 Samudragarh 369 Firozabad 287 Naihati Jn 329 Sangrampur Halt 370 Gwalior 288 Nalhati Jn 330 Santoshpur 371 Khurja Jn. 289 Nalikul 331 Shaktigarh 372 Kiraoli 290 Namkhana 332 Shantipur Jn 373 Lalitpur

Sl.No. Station Sl.No. Station Sl.No. Station 374 Manikpur 414 Ambari Falakata 456 Jogbani 375 Mirzapur 415 Arariya 457 Jorhat Town 376 Moth 416 Arariya Court 458 Kalchini 377 Naini 417 Badarpur Jn. 459 Kaliyaganj 378 Orai 418 Baghdogra 460 Kamakhyaguri 379 Pokhrayan 419 Balurghat 461 Karimganj Jn. 380 Shikohabad Jn 420 Bamangram Halt 462 Kishanganj 381 Sirathu 421 Bamanhat 463 Kokrajhar 382 Tundla 422 Banarhat 464 Madarihat North Eastern Railway 423 Baneswar 465 Malda Court 383 Azamgarh 424 Barpeta Road 466 Matigara 384 Bahraich 425 Barsoi Jn. 467 Nagrakata 385 Ballia 426 Basugaon 468 New Alipurduar 386 Balrampur 427 Batasi 469 New Bongaigaon 387 Barhni 428 Belakoba 470 New Cooch Behar 388 Basti 429 Bijni 471 New Domohni 389 Bilaspur Road 430 Buniyadpur 472 New Maynaguri 390 Bilhaur 431 Changrabandha 473 Old Malda 391 Burhwal 432 Chatterhat 474 Panjipara 392 Chhapra Jn. 433 Coochbehar 475 Raiganj 393 Chouri-Choura 434 Dalkolha 476 Rangapara North 394 Daraganj 435 Darjeeling 477 Rangiya 395 Farrukhabad 436 Dhulabari 478 Rowta Bagan 396 Gonda Jn 437 Dhupguri 479 Salakati 397 Jhusi 438 Dimapur 480 Samsi 398 Jiradai 439 Dinhata 481 Silchar 399 Kathgodam 440 Eklakhi 482 Siliguri Jn 400 Khalilabad 441 Fakiragram 483 Simraha 401 Maghar 442 Falakata 484 Sivok 402 Mau Jn 443 Forbesganj 485 Sonada 403 Munderwa 444 Gazole 486 Srirampur Assam Naugarh (Siddharth 404 Nagar) 445 Ghoksadanga 487 Sukna 405 Padrauna 446 Ghum 488 Tangla 406 Pilibhit Jn 447 Goreswar 489 Thakurganj 407 Ramnagar 448 Gosaigaon Hat 490 Tihu 408 Salempur Jn 449 Haldibari 491 Tipkai 409 Sitapur 450 Harishchandrapur 492 Udalguri Northeast Frontier Railway 451 Hasimara Northern Railway 410 Alipurduar 452 Hojai 493 Abohar Acharya Narendra Dev 411 Alipurduar court 453 Jakhalabandha 494 Nagar 412 Alipurduar Jn. 454 Jalpaiguri 495 Ambala Cantt. 413 Aluabari Road 455 Jalpaiguri Road 496 Amethi

Sl.No. Station Sl.No. Station Sl.No. Station 497 Ayodhya 539 Patranga 580 Rajgarh 498 Bahadurgarh 540 Phagwara 581 Ratangarh 499 Bala Mau 541 Phulpur 582 Sadulpur 500 Bani 542 Prayag 583 Sirsa 501 Barabanki 543 Prayag Ghat 584 Sri Dungar Garh 502 Baragaon 544 Rishikesh 585 Sujan garh 503 Bareta 545 Rohtak Jn South Central Railway 504 Barnala 546 Rudauli 586 Adilabad 505 Bhadaiyan 547 Sakoti Tanda 587 Aler 506 Bharat Kund 548 Sandila 588 Anantapur 507 Bilhar Ghat 549 Sangrur 589 Bapatla 508 Chandausi Jn 550 Shahganj 590 Bhongir 509 Daryabad 551 Sohawal 591 Bidar 510 Delhi Kishanganj 552 Sonipat 592 Chittoor 511 Dera Baba Nanak 553 Subzi Mandi 593 Dwarapudi 512 Dhuri 554 Sultanpur 594 Gangakhed 513 Faridkot 555 Sunam 595 Ghanpur 514 Fazilka 556 Tapa 596 Gudur 515 Gaura 557 Tarntaran 597 Guntakal Jn 516 Gurdas Pur 558 Udhampur 598 Guntur 517 Gurgaon 559 Unchahar 599 Hingoli 518 Haider Garh North Western Railway 600 Jalna 519 Hapur 560 Abu Road 601 Jamikunta 520 Hardoi 561 Alwar 602 Jangaon 521 Hoshiarpur 562 Anupgarh 603 Kakinada Town 522 Jaunpur 563 Balotra 604 Kamareddy 523 Jaunpur City 564 Barmer 605 Karim Nagar Jwalaji (Jawalamukhi 524 Road) 565 Bhiwani 606 Kazipet 525 Kalanour 566 Choti Khatu 607 Khammam 526 Kotdwara 567 Churu 608 Kurnool Town 527 Kunda Harnam Ganj 568 Dausa 609 Lingampalli 528 Kurukshetra 569 Jaipur 610 Macherla 529 Lahargaga 570 Jaisalmer 611 Mahaboobnagar 530 Maur 571 Jalore 612 Malkajgiri 531 Meerut Cantt 572 Jodhpur 613 Nagarsol 532 Meerut City 573 Khairthal 614 Nalgonda 533 Moga 574 Kolayat 615 Nandyal 534 Muktsar 575 Kosli 616 Narasaraopet 535 Naimisharanya 576 Lalgarh Jn 617 Nellore 536 Panipat 577 Lunkaransar 618 Nizamabad 537 Partap Garh J n 578 Nokha 619 Parbhani 538 Partapur 579 Raisingh Nagar 620 Parli Vaijnath

Sl.No. Station Sl.No. Station Sl.No. Station 621 Piduguralla 661 Barabhum 703 Nandakumar 622 Pokarni Narsimha 662 Bargachia 704 Narayan Pakuria Murail 623 Purna 663 Baripada 705 Narayangarh 624 Raghunathpalli 664 Bauria Jn 706 Nekurseni 625 Ramagundam 665 Beliatore 707 Panskura Jn 626 Renigunta 666 Birshibpur 708 Purulia Jn 627 Sattenapalli 667 Bishnupur 709 Radhamohanpur 628 Tandur 668 Bokaro 710 Rajgoda 629 Udgir 669 Brindabanpur 711 Ranchi 630 Vikarabad 670 Burnpur 712 Rourkela 631 Warangal 671 Chakradharpur 713 Salboni 632 Zahirabad 672 Chandrakona Road 714 Santaldih South East Central Railway 673 Chas Road 715 Sardiha 633 Ambikapur 674 Chengel 716 Sonamukhi 634 Anuppur 675 Chhatna 717 Srirampur (H) 635 Belpahar 676 Contai Rd (Belda) 718 Tamluk 636 Champa 677 Dantan 719 Tatanagar 637 Chhindwara Jn 678 Domjur 720 Tikiapara 638 Chirimiri 679 Fuleswar 721 Ulubaria 639 Dongargarh 680 Garbeta Southern Railwa y 640 Kamptee 681 Gidhni 722 Alappuzha (Alleppey) 641 Korba 682 Giri Maidan 723 Aluva 642 Manendragarh 683 Gokulpur 724 Ambalapuzha 643 Raigarh 684 Gourinathdham 725 Angamaly 644 Raipur 685 Harishdadpur 726 Auvaneeswaram 645 Rajnandgaon 686 Haur 727 Avadi 646 Ramtek 687 Hijli 728 Badagara (Vadakara) 647 Shahdol 688 Jaleswar 729 Chalakudi 648 Umaria 689 Jhantipahari 730 Changanasseri 649 Umrer 690 Jhargram 731 Chengannur South Eastern Railway 691 Jharsuguda 732 Chennai Beach Jn 650 Adra Jn 692 Joychandipahar 733 Chennai Chetpat 651 Amta 693 Kalaikunda 734 Chennai Park 652 Anara 694 Kanthi 735 Cherthala (Shertalai) 653 Andul Jn 695 Khemasuli 736 Chromepet 654 Bagnan 696 Kolaghat 737 Coimbatore Jn 655 Bakhrabad 697 Kotshila 738 Dhanuvachapuram 656 Balasore 698 Kulgachia 739 Etakkot 657 Ballichak 699 Mahisadal 740 Ettumanur 658 Bankura 700 Mecheda 741 Ferok 659 Banspani 701 Midnapur 742 Haripad 660 Banstala 702 Mourigram 743 Jaganath Temple Gate

Sl.No. Station Sl.No. Station Sl.No. Stat ion 744 Kanjiramittam 797 Tiruvizha 847 Bandra 745 Kannur 798 Trichur (Trisur) 848 Bechraji 746 Karunagappally 799 Tuticorin 849 Bhanvad 747 Karuvatta 800 Vaikam Road 850 Bhatariya 748 Kasargod 801 Valapattinam 851 Bhayander 749 Kayankulam Jn. 802 Vayalar 852 Borivali 750 Kochuveli 803 Vellarakkad 853 Chittorgarh Jn 751 Korukkupet 804 Virudunagar 854 Dadar 752 Kotikulam 805 Vridhdhachalam Jn. 855 Dahanu Road 753 Kottarakara 806 Wadakancheire 856 Dahisar 754 Kottyam South Western Railway 857 Dahod 755 Kumbakonam 807 Bagalkot 858 Gandhigram 756 Kuruppantara 808 Bellary 859 Goregaon 757 Mahe 809 Chamaraja Nagar 860 Himmatnagar 758 Manavur 810 Chikballapur 861 Indore 759 Manjeswaram 811 Chintamani 862 Jamnagar 760 Mararikulam 812 Devanahalli 863 Kadi 761 Mavelikara 813 Dodballapur 864 Kandivli 762 Mayiladuturai 814 Gadag 865 Khambliya 763 Mulanturutti 815 Gauribidanur 866 Kosamba 764 Nagappattinam 816 Gokak Road 867 Lalpurjam 765 Nagore 817 Haveri 868 Lower Parel 766 Nilambur Road 818 Hindu pur 869 Malad 767 Ochira 819 Hosur 870 Maninagar 768 Pappinisseri 820 Hubli 871 Meghnagar 769 Parappanangadi 821 Kolar 872 Mira Road 770 Pattikkad 822 Koppal 873 Mumbai (Charni Road) 771 Payangadi 823 Londa Jn 874 Mumbai (Churchgate) 772 Payyanaur 824 Nanjangud Town 875 Mumbai (Marine Lines) 773 Perambur Carriage Wks 825 Sambre 876 Mumbai Central (L) 774 Piravam Road 826 Sidlaghatta 877 Naigaon 775 Pudukottai 827 Srinivaspura 878 Nandurbar 776 Punalur 828 Vasco-da-gama 879 Navsari 777 Quilandi West Central Railway 880 New Bhuj 778 Rajapalayam 829 Ashok Nagar 881 Okha 779 Salem 830 Bina 882 Palanpur 780 Sankarankoil 831 Damoh 883 Ratlam 781 Sasthankotta 832 Ghatera (Patharia) 884 Sabarmati 782 Senjipanambakam Halt 833 Itarsi 885 Santacruz 783 Srirangam 834 Jabalpur 886 Saphala 784 Srivilliputhur 835 Kareli 887 Siddhpur 785 St. Thomas Mount 836 Katni Murwara 888 Udhana 786 Tambaram 837 Madanmahal 889 Ujjain 787 Tenkasi 838 Maihar 890 Una 788 Thalasseri 839 Makronia 891 Unjha 789 Tiruchirappalli Jn 840 Ruthiyai 892 Vadnagar 790 Tiruninravur 841 Satna 893 Vangaon 791 Tiruppur 842 Saugor 894 Vijapur 792 Tirur 843 Sawai-Madhopur Jn 895 Virar 793 Tiruvalangadu 844 Shivpuri 896 Visnagar 794 Tiruvalla Western Railway 897 Vyara 795 Tiruvallur 845 Amalner 796 Tiruvarur 846 Andheri 73

¯Ö×¸üÖÖ´Ö †Öîê¸ü ×ÖÂ¯ÖÖ¤üÖ ²Ö•Ö™ü, 2015-16

OUTCOME AND PERFORMANCE BUDGET, 2015-16

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ANNEXURE – C

5 ú¸üÖê›Íü ¹ý¯ÖµÖê ÃÖê †×¬Öú »ÖÖÖŸÖ ¾ÖÖ»Öß ¯ÖÏŸµÖêú ¯Ö×¸üµÖÖê•ÖÖÖ úÖ ×ÖÂ¯ÖÖ¤üÖ

Performance of Projects costing more than Rs. 5 crore each

÷¨’¡Æ’’£˚¨’ ±’î’ò, 2015-16 5 ç˘∑˚’ÈöÃ˚ ∏¸. ¬’È Ü÷´’ç˘ ∫’’è’û’ Ω’’∫’ﬁ Æ’Œû¥’Èç˘ Æ’÷∑˚¥’’Èî’¨’’ ç ’ ÷¨’¡Æ’’£˚¨’ (Ü“’ç˘öÃÈ˚ ç˘∑˚’ÈöÃ˚ ∏¸Æ’¥’’Í ≥’Í) ç˘’¥’” ç˘’ ÷Ω’Ω’∑˚ú’ Description of work Æ’Œû¥’’÷æ’û’ 2012-13 2013-14 2013-14 Ü’æ’’È÷´’û’ 2013-14 ∫’’è’û’ û’ç˘ é’í’” çÈ˘ ÷∫’ã çÈ˘ £˚’Ì∑’¨’ Æ’÷∑˚Ω¥’¥’ ç˘È £˚’Ì∑˚’¨’ (◊Æ’ç˘ ±’‚ç˘ Ω¥’Ω’¬¢’’ ∑È˚∫’Ω’È 2013-14 é’í’” 2013-14 ±’’Èö”˚/∑È˚∫’Ω’È (4+5) çÈ˘ Ü¨’‚¬’’∑˚) ™˚’∑’ Æ’‚¨’: ÷Ω’÷¨’¥’’Èè’

Ü≥’∑’Ω’û’ﬁ-¨’∑é’ÈöÃ (138 ÷ç˘≥’ﬁ) ! b # !!

Ü≈≥’£¨’è’∑-±’fiö-Æ’∫’fi” Ω’Ìî’¨’’¢’ (250 ÷ç˘≥’fi) ! $ . t # ë '

±’’∑’≥’û’ﬁ - ∫’’È¨’’ö (54 ÷ç˘≥’ﬁ) . [ # # #

Æ’‚ú’û’’“±’’ - ÷æ’∑öfi (16.4 ÷ç˘≥’fi) t ) { !# ! # Ü’≥’’¨’ Æ’÷∑˚Ω’û’”¨’ D / ≥’fi∑î’-∫’’û’Â∑ (359 ÷ç˘≥’fi) a '[ ! ! ! !

£˚’È≈˚∑˚fi ∫’’á¨’ ÷±’ì˙’¨’’ 5 Æ’¨’Ω’È∫’-î’¬’á”-î’Ω’’≈∑∫’’∫’ ¨’È≈π˝ Æ’’Èò” ò—¬ò t W W - b # # # (28.5 ÷ç˘≥’fi) t Ç # Æ’¨’Ω’È∫’-Æ’È¨’ (35 ÷ç˘≥’fi) t t ! !!

Æ’È¨’-∑’È≈’ (40 ÷ç˘≥’ﬁ) tw

è’’È´’’¨’ﬁ-ç˘’∫’‚≥’¨’’ ç˘’Òö” (13.7 ÷ç˘≥’ﬁ) D Y / ! # #

ç˘∫¥’’ú’-ç˘¬’’∑’ - 3¬’∑ﬁ ∫’’á¨’ (67.62 ÷ç˘≥’ﬁ) Y 3 Y ! #

≤’‚¬’’Ω’∫’-î’∫’è’’“Ω’ - 3¬’∑ﬁ ∫’’á¨’ (24.13 . - W $ # ÷ç˘≥’ﬁ)

Ω’´’’” (¬’ÈΩ’’è’Õ’≥’)-¨’’è’Æ’‚∑ - 3¬’∑ﬁ ∫’’á¨’ (76.3 í { $ b $4 ! # ÷ç˘≥’ﬁ)

Æ’¨’Ω’È∫’-∑’È≈’ (75.44 ÷ç˘≥’ﬁ) - ≤’Â÷≥’ Ü÷´’è’Õ≈ú’ t w [ # 56

/ t9wChwa!b/9 .Ü5D9Ç# $%&'(&) Performance of projects costing more than Rs. 5 crores each C * w+ Æ’‚¨’ÿΩ’÷¨’¥’’Èè’ û’¢’’ é’í’” ç˘fi è’á” ∑’÷æ’¥’’Í ≥’Í ç˘≥’fi-±’Èæ’fi Reasons for re-appropriations and variations ¬’“æ’’È´’¨’ çÈ˘ ç˘’∑ú’’Í ¬’÷≈˚û’ ≥’Â∫’/¬’“æ’’È÷´’û’ Targets original/revised with reason çÈ˘ ç˘’∑ú’ in amounts spent ∫’Å¥’ for revision

# !

ı ∑º û y± æ∏ Ñ≥Ñ∂ ¦ ≠∏ ≤∏ w6 - Ca ±∞ 'x∏≠ ±ø!] Not fixed z ªŽ ∑û≠ û æº∞ ≠ û∑ † ∑ Æ $ 4 54 b â ∏ û § ±ø! Ñ≥• # ˙ ≠ ø z Æ - CD - 5 Ñ≥Ñ∂ ∂) z ªŽ ∑û≠ û y± æ∏ ∞ ± C 4 '5 4 û∑ x ≤,∏ ø † ∑ ø-] ∏π Work completed. RE ¿ +≤≠ 6 Ca +ª/ ≠#û∏¨ û∑ x† ≠ ∂) ø1] work is in progress.

Ñ≥Ñ∂ ∂) z ªŽ ∑û≠ û y± æ∏ ∞ ± C 4 '5 4 π ð ∑ ≠∏!ü ±∞ 'x∏≠ ±ø! û6Target date not fixed. ¿ +≤≠ â ∏ Ñ≥• # ∂) û∂ ∞ ± ∏º 2 6 Ca 8 † | ø-] ø |] 5 CD ©û† ≠ â ∏ µ ™∏ µ † ≠±: û π Ñ- C 5 5 û∑ x† ≠ ∂) ø-] í 4 $ 4 3 æ∂∑• ± û û∏¨ 5 ' û∑ x≤,∏ ø † ∑ ø-] Work completed.

π ;¿ ≠ û∑ xø± û û∏¨ ª¦ ≠+ªû .$ $ - : 8 û∑ x ≤,∏ ø † ∑ ø- â ∏ üπ work completed and † ≠ û y± æ∏ ±∞ û6 ∂† û6 † | 4 5 4 $ Ø∑ † ∑ ø-] commissioned. â ∏ y∞ û Ñ≥• # ˙ ≠ ø z CD 5

û∑ x ≤,∏ ø † ∑ ø- â ∏ üπ Work completed and Ø∑ † ∑ ø-] commissioned.

z ≤®,• #≠ !û∂# ≤,∏ û∏± û6!4 W ! Ç5/ W : π ð ∑ ≠∏!ü • ±ª∏!+ û∑ xû6 † ≠ û y± æ∏ Ñ≥Ñ∂ ¦ ≠∏ ≤∏ Requirement was reassessed at ≤±,ûæ, û∂#: ≤,∏ û∏± û6Pen- Kasu (14 km), TDC z ªŽ ∑û≠ û ≤ ±; z û † ∑ â ∏ y∞ û FM stage as per progress of the π ð ∑ ≠∏!ü • ±ª∏!+ ûæ, Jan,15 Kasu-Roha (26 km) Ñ≥• # ˙ ≠ ø z Æ - work and more FG was received. ∏ø û∂# ≤,∏ û∏± û6 π ð ∑ TDC March, 2015. ≠∏!ü ∂£ +x

Ñ≥Ñ∂ ¦ ≠∏ ≤∏ z ªŽ ∑û≠ û ≤ ±; z û Requirement was reassessed at ±∞ 'x∏≠ ±ø!] b 8< † ∑ â ∏ ≠Ø± æ∏ z ¥®± û∑ † ∑ FM stage and FG allotted accordingly. Ñ≥Ñ∂ ¦ ≠∏ ≤∏ z ªŽ ∑û≠ û ≤ ±; z û Requirement was reassessed at ±∞ 'x∏≠ ±ø!] Not fixed. † ∑ â ∏ û∂ Ñ≥• # ˙ ≠ ø z Æ - FM stage and less FG was received. Ñ≥Ñ∂ ¦ ≠∏ ≤∏ z ªŽ ∑û≠ û ≤ ±; z û Requirement was reassessed at ±∞ 'x∏≠ ±ø!] Not fixed. † ∑ â ∏ û∂ Ñ≥• # ˙ ≠ ø z Æ - FM stage and less FG was received. Ñ≥Ñ∂ ¦ ≠∏ ≤∏ z ªŽ ∑û≠ û ≤ ±; z û Requirement was reassessed at ±∞ 'x∏≠ ±ø!] Not fixed. † ∑ â ∏ û∂ Ñ≥• # ˙ ≠ ø z Æ - FM stage and less FG was received. Ñ≥Ñ∂ ¦ ≠∏ ≤∏ z ªŽ ∑û≠ û ≤ ±; z û Requirement was reassessed at ±∞ 'x∏≠ ±ø!] Not fixed. † ∑ â ∏ ∞ ± y˝ ∑+≤≠x û∏ Ø∑ † ∑- FM stage and funds surrendered.

/ ÷¨’¡Æ’’£˚¨’ ±’î’ò, 2015-16 5 ç˘∑˚’ÈöÃ˚ ∏¸. ¬’È Ü÷´’ç˘ ∫’’è’û’ Ω’’∫’ﬁ Æ’Œû¥’Èç˘ Æ’÷∑˚¥’’Èî’¨’’ ç ’ ÷¨’¡Æ’’£˚¨’ (Ü“’ç˘öÃÈ˚ ç˘∑˚’ÈöÃ˚ ∏¸Æ’¥’’Í ≥’Í) ç˘’¥’” ç˘’ ÷Ω’Ω’∑˚ú’ Description of work Æ’Œû¥’’÷æ’û’ 2012-13 2013-14 2013-14 Ü’æ’’È÷´’û’ 2013-14 ∫’’è’û’ û’ç˘ é’í’” çÈ˘ ÷∫’ã çÈ˘ £˚’Ì∑’¨’ Æ’÷∑˚Ω¥’¥’ ç˘È £˚’Ì∑˚’¨’ (◊Æ’ç˘ ±’‚ç˘ Ω¥’Ω’¬¢’’ ∑È˚∫’Ω’È 2013-14 é’í’” 2013-14 ±’’Èö”˚/∑È˚∫’Ω’È (4+5) çÈ˘ Ü¨’‚¬’’∑˚) ™˚’∑’ Æ’‚¨’: ÷Ω’÷¨’¥’’Èè’

≥’≈˚’¨’è’∑˚ Æ’÷∑˚Ω’≈˚¨’ Æ’÷∑˚¥’’Èî’¨’’ã“ a+ Ç+ t,

≥’‚“±’á” æ’≈∑ﬁ Æ’÷∑Ω’≈¨’ Æ’÷∑¥’’Èî’¨’’ (í’∑ú’-I) a) Ü ) Ç 4 ! t '5 t L

5th ! ™!≤#à ≥’‚“±’á” æ’≈∑ﬁ Æ’÷∑Ω’≈¨’ Æ’÷∑¥’’Èî’¨’’ (í’∑ú’-II) a) Ü ) Ç 4 # !! # ! # t '5 t LL

5th # # !! ™!≤#à ì†’Æ’÷û’ ÷æ’Ω’’î’ﬁ ò÷≥’”¨’¬’ ≥’‚“±’á” - Æ’¨’Ω’È∫’ / / 4 { ' Ç Ü“´’È∑ﬁ - ≈’±’”∑ è’÷∫’¥’’∑È˚ Æ’∑ 12-¥’’¨’ á∫’È÷åò—ç˘∫’ a) t @ ! ≥’÷∫òÆ’∫’ ¥’Â÷¨’ò è’’÷öÃ¥’’È“ ç˘’ Æ’÷∑í’’∫’¨’ w$ 8 5 5 5 5 4 I ) 5

5th ™!≤#à ±’È∫’’Æ’‚∑-Æ’¨’Ω’È∫’ - Æ’ÂΩ’”-Æ’÷æí’≥’ ç˘’Ò∑fiö’È∑ çÈ˘ ≤’’è’ . 4 t 5)$ 8 ! çÈ˘ π˝Æ’ ≥’È“ ¥’’†’fi £’È≈∑fi ∫’’á¨’ ç˘’ £’È≈∑fiç˘∑ú’ 5 ) 4 8 9 í 5

5th # ™!≤#à ¢’’ú’È-û’‚≤’È”-¨’È∏˘∫’-Ω’’æ’ﬁ - ¨’á” ≥’‚“±’á” ≥’È“ ç˘’Ò∑ﬁö’È∑ Ç Ç )b ë t #! ¬’“.1 ç˘’ ≤’’è’ 8 5 b b- a)

5th ! ™!≤#à ±’È∫’’Æ’‚∑-¬’fiΩ’‚ö-à∑¨’ - ÷Ω’©‚û’fiçË˘û’ £’È≈∑fi ∫’’á¨’ . 4 { - Ü !! !! 95 8 )

™!≤#à 5th !

# ! D ™® æ∂∑;• ≠] / ' û∑ x ≤,∏ ø † ∑ ø- â ∏ üπ Work completed and Ø∑ † ∑ ø-] commissioned.

∑ø ≤'∏∑• ± ≤,∏! ø † | ø-] This project is completed.

yµ # ±∞ 'x∏≠ ±ø!] Not yet fixed.

{æ û∑ xû ≤,∏ û∏± û π ð ∑ Ç $ 8 54 8 ø-] -

æ#∂≠ y≠∏] Variation within limits û £ π , û∏ Ø∑ / † ∑ ø-] ºΩ û∑ x† ≠ ∂) ø-] w - 4 $

æ#∂≠ y≠∏] Variation within limits £ π ;, £ ∏¨ ,L ! Ñª £ ∏¨ , / ; tL LL ! ! ] ºΩ û∑ x † ≠ ∂)! = t LL ø-] ! ! w - 4 $

æ#∂≠ y≠∏] Variation within limits £ ∏¨ ,L ±G π ,¥π ≤ ∏ æ ü∏û≤∏; t L b . 4 Ñª £ ∏¨ ,LL ü∏û≤∏ Y 4 ; = tLL æ }∏±; ] Y 4 Ü ;

Anticipated Expend. Provision Reapro- Modified Expend. cost (As per upto for praition outlay during Pink Book 2012-13 2013-14 by Rlys. 2013-14 2013-14 2013-14 ) during (4+5) 2013-14 Æ’ÂΩ’” ∑È˚∫’Ω’È 9 w ¨’á” ∫’’á¨’Í (÷¨’≥’’”ú’) b [ / £È˚Ω’ê’∑-¬’‚∫û’’¨’è’“î’; ±’’“ç˘’ ¬’È ±’∑≈ò Ü’Ì∑ ±’’“ç˘’ 5$ { $ ' 5 . ! ! ! # ¬’È ÷±’÷¢’¥’’ ∑’Èö ¬’÷≈û’ (147 ÷ç˘≥’ﬁ) . = . . w

û’’∑çÈ˘æΩ’∑-÷Ω’¡ú’‚Æ’‚∑; ´’÷¨’¥’’é’’∫’fi, Ü’∑’≥’±’’è’- Ç - .4 - # ! á∑∞˘’∫’’ Ü’Ì∑ á∑∞˘’∫’’-ê’ò’∫’ (11.2 ÷ç˘≥’fi), < 4 5 : Ü’∑’≥’±’’è’-í’“Æ’’ö’“è’’ (23.3 ÷ç˘≥’fi) Ω’ ÷Ω’¡ú’‚Æ’‚∑- ! ) $L 4 - àÆ’’∑¬’’È∫’ (31.8 ÷ç˘≥’fi) û’ç˘ ÷Ω’¬û’’∑ çÈ˘ ¨’ã 85 8 L 4 Ü’´’’∑≤’Âû’ Ü’æ’’È´’¨’ ¬’÷≈û’ D : ! ) $ / 4 $ = .4 Ü4 #

∑’≥’Æ’‚∑≈’ò-≥’“£’∑÷≈∫’; ±’∑’¬û’’ £‚≥’ç˘’ (130 w 4 a ! ! # # ! #! ! ÷ç˘≥’fi) Ü’Ì∑ ∑’≥’Æ’‚∑≈’ò-≥’‚∑’∑’á” (29.48 ÷ç˘≥’fi) - 5 - - û’fi¬’∑fi ∫’’á¨’ çÈ˘ ¨’ã Ü’´’’∑≤’Âû’ Ü’æ’’È´’¨’ 85 8 ¬’÷≈û’ w 4 a ! # ±’÷∑¥’’∑Æ’‚∑-≥’¨’¨’Æ’‚∑; ±’∑’¬û’’ é’öÃè’Æ’‚∑, ∫’Å≥’fiÆ’‚∑- . 4 a 4 ±’∑≈ò (67.78 ÷ç˘≥’fi) Y $4 : [ 54 . # ¬’‚∫û’’¨’è’“î’-ç˘òÂ÷∑¥’’; ±’∑’¬û’’ Ü¬’∑è’“î’, { $ 'Y ! $ ': ## # û’’∑’Æ’‚∑ Ω’ ±’È∫’≈∑ (74.8 ÷ç˘≥’fi) Ç 4 = . # û’’∑çÈ˘æΩ’∑-≥’’è’∑’ (51.95 ÷ç˘≥’fi); û’’∑çÈ˘æΩ’∑- Ç - a $ ! C ∞˘‚∑∞˘‚∑’ æ’∑fi∞˘ (21.75 ÷ç˘≥’fi) - ¨’á” ∫’’á¨’ çÈ˘ 5 85 8 Ü’´’’∑≤’Âû’ Ü’æ’’È´’¨’ ¬’÷≈û’ Ç - C 8 { 8 b- [ ≈¬’¨’’±’’£-÷≈“è’∫’è’“î’ (17.37 ÷ç˘≥’fi) I ) I$ $ ' !

≈“¬’öﬁ≈’-è’’Èö ö’ (30 ÷ç˘≥’ﬁ) I D ! #

÷Æ’∑˚Æ’Ì“û’fi - î’¬’fiö˚fi≈˚ (97 ÷ç ≥’fi) t 4 W ! ! !# !

# !

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û| ≤ ±+ªx±∑† ±ø! , û∏Œ] b 44 4 5 ±∞ 'x∏≠ ±ø!] b 8<

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û| ≤ ±+ªx±∑• ± ±ø!] , û∏Œ- b 44 4 5 ±∞ 'x∏≠ ±ø!] b 8< π ∞ y≠∏] a

Anticipated Expend. Provision Reapro- Modified Expend. cost (As per upto for praition outlay during Pink Book 2012-13 2013-14 by Rlys. 2013-14 2013-14 2013-14 ) during (4+5) 2013-14 ∫’Å≥’fiç˘’“û’Æ’‚∑-¨’’≥’é’’¨’’-í’“£’¨’è’∑, ç˘’ç˘™fiÆ’- [ 4 b # ±’‚ö’é’’∫’fi (5 ÷ç˘≥’fi) Ü’Ì∑ í’“£’¨’è’∑-±’é’’∫’fi / $ - - (17.2 ÷ç˘≥’fi) çÈ˘ Ü’´’’∑≤’Âû’ Ü’æ’’È´’¨’ ¬’÷≈û’ 85 8 Y -4 . = / $ .

£È˚Ω’ê’∑-£‚≥’ç˘’ (72.25 ÷ç˘≥’ﬁ) 5$ 5

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¬’’È¨’’∑Æ’‚∑-çÈ˘÷¨’“è’ (14.96 ÷ç˘≥’fi); ç˘’÷∫’ç˘’Æ’‚∑- { 4 / $ ! ≥’fi¨’’é’’¨’ ±’∑’¬û’’ ê’òç˘Æ’‚∑ (38 ÷ç˘≥’fi) - ¨’á” - - 85 ∫’’á¨’ çÈ˘ ¨’ã Ü’´’’∑≤’Âû’ Ü’æ’’È´’¨’ ¬’÷≈û’ 8 Y 4 a D 4 # - ç˘’∫’fi¨’’∑’¥’ú’Æ’‚∑-çË˘¡ú’’¨’è’∑; çË˘¡ú’’¨’è’∑- Y 3 4 Y $ ! ! # æ’’“÷û’Æ’‚∑-¨’Ω’™fiÆ’ê’’ò - Ü’≥’’¨’ Æ’÷∑Ω’û’”¨’ Ü’Ì∑ - Y $ { 4 çË˘¡ú’’¨’è’∑-í’’∑û’∫’’ (13 ÷ç˘≥’fi), çË˘¡ú’’¨’è’∑- b ) -4$ D/ = í’Æ’∑’ (19.1 ÷ç˘≥’fi), ¨’Ì≈’òfi-∑’ú’’ê’’ò - û’fi¬’∑fi Y $ / = - ∫’’á¨’ Ü’Ì∑ ±’fi±’fi ∫’ÂÆ’ û’ç˘ ÷Ω’¬û’’∑ çÈ˘ ¬’’¢’ 85 8 ¨’Ω’™fiÆ’ê’’ò-¨’Ω’™fiÆ’´’’≥’ (9.58 ÷ç˘≥’fi) çÈ˘ ¨’ã Y $ / 4 b[: Ü’´’’∑≤’Âû’ Ü’æ’’È´’¨’ ¬’÷≈û’ b w $ = b ) -4$ b ) -4 - < .. 4 ! #

±’’∑’¬’’û’-≈¬’¨’’±’’£ (12.12 ÷ç˘≥’ﬁ) . I )

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/# ÷¨’¡Æ’’£˚¨’ ±’î’ò, 2015-16 5 ç˘∑˚’ÈöÃ˚ ∏¸. ¬’È Ü÷´’ç˘ ∫’’è’û’ Ω’’∫’ﬁ Æ’Œû¥’Èç˘ Æ’÷∑˚¥’’Èî’¨’’ ç ’ ÷¨’¡Æ’’£˚¨’ (Ü“’ç˘öÃÈ˚ ç˘∑˚’ÈöÃ˚ ∏¸Æ’¥’’Í ≥’Í) ç˘’¥’” ç˘’ ÷Ω’Ω’∑˚ú’ Description of work Æ’Œû¥’’÷æ’û’ 2012-13 2013-14 2013-14 Ü’æ’’È÷´’û’ 2013-14 ∫’’è’û’ û’ç˘ é’í’” çÈ˘ ÷∫’ã çÈ˘ £˚’Ì∑’¨’ Æ’÷∑˚Ω¥’¥’ ç˘È £˚’Ì∑˚’¨’ (◊Æ’ç˘ ±’‚ç˘ Ω¥’Ω’¬¢’’ ∑È˚∫’Ω’È 2013-14 é’í’” 2013-14 ±’’Èö”˚/∑È˚∫’Ω’È (4+5) çÈ˘ Ü¨’‚¬’’∑˚) ™˚’∑’ Æ’‚¨’: ÷Ω’÷¨’¥’’Èè’

ç˘î’∑’-å¥’Â∫’ (15.85 ÷ç˘≥’ﬁ) Y ' Y # # #

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÷í’¨’Æ’’á”-¬’Ì“÷¢’¥’’ Ü’Ì∑ ¨’á” ∫’’á¨’ - Æ’Õ’“÷û’ç˘- /4 { = b- [ ! ! ÷¬’â˘∑fi Ü’Ì∑ í’’ÌΩ’∑fiè’’ì’-¬’Ì“÷¢’¥’’ ±’∑’¬û’’ ç˘“öfi t { - çÈ˘ ÷∫’ã ¨’ã Ü’´’’∑≤’Âû’ Ü’æ’’È´’¨’ ¬’÷≈û’ 85 8 /- $ 5 { Y û’fi¨’Æ’≈’öÃ-¬’’÷≈±’è’“î’ (37.81 ÷ç˘≥’fi) - Ç4 { )$ ' # # # û’fi¨’Æ’≈’öÃ-≤’’è’∫’Æ’‚∑ çÈ˘ £’È≈∑fiç˘∑ú’ çÈ˘ í’∑ú’-I ! 4 L 8 )$ 8 çÈ˘ π˝Æ’ ≥’È“ Ç4 . $ 4

ê’‚÷ò¥’’∑fi æ’∑fi∞˘-çÈ˘÷¨’“è’; ±’“è’¨’é’’∫’fi û’ç˘ D { 8/ $ - #! ! ÷Ω’¬û’’∑; ±’“è’¨’é’’∫’fi-±’¬’“û’fi (14.3 ÷ç˘≥’fi) Ü’Ì∑ < 4 . $ = ±’¬’“û’fi-ñ’’∑é’’∫’fi (23 ÷ç˘≥’fi) - ¨’á” ∫’’á¨’ çÈ˘ - 85 8 ¨’ã Ü’´’’∑≤’Âû’ Ü’æ’’È´’¨’ ¬’÷≈û’ . $ . = . W - £÷Å’ú’ ±’’∑’¬’’û’-∫’Å≥’fiç˘’“û’Æ’‚∑ (19.68 ÷ç˘≥’fi), 5 . ! ! î’¥’¨’è’∑ ¬’È ∑’¥’£fiê’fi û’ç˘ ¨’á” ∫’’á¨’ (20 ÷ç˘≥’fi) [ 4 ! # : Ü’Ì∑ î’¥’¨’è’∑-£‚è’’”Æ’‚∑ (32 ÷ç˘≥’fi) çÈ˘ ¨’ã - 8 W3 $ Ü’´’’∑≤’Âû’ Ü’æ’’È´’¨’ ¬’÷≈û’ w $ - 85 8 W3 $ 5 $ 4

/! t9wChwa!b/9 .Ü5D9Ç# $%&'(&) Performance of projects costing more than Rs. 5 crores each C * w+ Æ’‚¨’ÿΩ’÷¨’¥’’Èè’ û’¢’’ é’í’” ç˘fi è’á” ∑’÷æ’¥’’Í ≥’Í ç˘≥’fi-±’Èæ’fi Reasons for re-appropriations and variations ¬’“æ’’È´’¨’ çÈ˘ ç˘’∑ú’’Í ¬’÷≈˚û’ ≥’Â∫’/¬’“æ’’È÷´’û’ Targets original/revised with reason çÈ˘ ç˘’∑ú’ in amounts spent ∫’Å¥’ for revision

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∏π ª ¥™x I∏ ≤ ±+ªx±∑† }Î £ w 44 4 )3 w - 3 . ≠#±≤øŒ,≠• ø∏!; ≤,∏! ø † | ø-] Ç4 Ç ' ; 54 Æ ∂û≠ ªπ # ≤'∏∑• ± û I$ 4 3 4 '5 ≠#±≤øŒ,æø¥† • ; yµ # Ç4 { )$ '; 3 ∂) ≤,∏ û∏± û π ð ∑ ∏ü † ∑ Æ ] 5 - $ 8 ±∞ 'x∏≠ ±ø!] 8< { )$ '{ $ 54 æø¥† • ,æû∏!† π # ∂ø∏• ≤ ∏, a '4 Y 4 û∏±≤ ∏≠ † ≠ ∂) ø-]®!™!æ# 4 $ Ç5/ 8< ±∞ 'x∏≠ ±ø!] +ªT#∑ † ®∑∏!,º∏!≥,û ±† D { 8/ $ Ø±Ø'∏∑: û æ∂2 û∏± û π Ñ 9< <4 6 ! ºΩ û∑ x† ≠ ! . 5 - y≠'∏S š∑∑] ≠ıûπ Ø±Ø'∏∑: 8 5 ) Ç 5 $ ∂)ø-]®!™!æ# ±∞ 'x∏≠ ±ø!] 4 $ Ç5/ 8< û æ∂˙ ≠ û∏± û π Ñ] )

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î’ﬁ∑û’-Ü“÷±’ç˘’ ç˘’∫’¨’’ (20.23 ÷ç˘≥’ﬁ) W !) Y !# # !

¨’∫∫’ﬁç˘‚∫’-û’’∑çÈ˘æΩ’∑ (17.18 ÷ç˘≥’ﬁ) b Ç - # # !

çË˘¡ú’’¨’è’∑-±’È¢’‚Ü’£≈’∑ﬁ (27.92 ÷ç˘≥’ﬁ) Y $ . ! !

÷∫’∫’‚Ü’-£’¨’ç˘‚¨’fi - 3¬’∑fi ∫’’á¨’ (10.13 [ 5 ! ! ! ! ÷ç˘≥’fi); ∞˘‚∑∞˘‚∑’ æ’∑fi∞˘ û’ç˘ ÷Ω’¬û’’∑ ¬’÷≈û’ - < C 8 { 8

ç˘’∫’fi¨’’∑’¥’ú’Æ’‚∑-æ’’“÷û’Æ’‚∑ (15.85 ÷ç˘≥’fi); Y 3 4 { 4 # # # ∑’ú’’ê’’ò (Ü’∑“ê’ò’)-£ûû’’Æ’‚÷∫’¥’’ (8.14 ÷ç˘≥’fi) - - - ¨’á” ∫’’á¨’ çÈ˘ ¨’ã Ü’´’’∑≤’Âû’ Ü’æ’’È´’¨’ ¬’÷≈û’ 85 8 w $ ! $ 5 4 # - ç˘òΩ’’-Æ’û’Â∫’fi (17.7 ÷ç˘≥’fi); Ü≈≥’£Æ’‚∑-ç˘òΩ’’ Y - t - - ! ! (51.92 ÷ç˘≥’fi) Ü’≥’’¨’ Æ’÷∑Ω’û’”¨’ çÈ˘ ¨’ã 85 8 Ü’´’’∑≤’Âû’ Ü’æ’’È´’¨’ ¬’÷≈û’ ! 4 Y - ! $ $ 5

¨’∫’≈’òfi-¬’’è’∑£fiê’fi (26.30 ÷ç˘≥’fi) b { $ $ # ! #

¬’’È¨’£÷∫’¥’’-í’“Æ’’Æ’‚ç˘‚∑ (23.64 ÷ç˘≥’fi); ±’fi∑’- { / 4 4 # ! # í’ç˘∫’’ (11.5 ÷ç˘≥’fi) çÈ˘ ¨’ã Ü’´’’∑≤’Âû’ - - Ü’æ’’È´’¨’ ¬’÷≈û’ 85 8 . /

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∏π ª ¥™x I∏ ≤ ±+ªx±∑† ] , w 44 4 )3 w - 3 . ±∞ 'x∏≠ ±ø!] b 8< y≠'∏Ê ≠ š ∑∑ Ê ∑:û ∑ø ≤,∏ û∏± û 9< <4 π Ñ π ;¿ ≠ Æ - ≠ıûπ - $ 8 54 Ø±Ø'∏∑: û æ∂˙ ≠ û∏± û π Ñ] Ç 5 $ )

û| ≤ ±+ªx±∑• ± ±ø!- +ªT#∑ b 44 4 9< ûπ ±∏∑¨ ≤ ∏,º≠#≤ ∏; º G - Y 3 4 { 4 ; Ø±Ø'∏∑: û æ∂2 û∏± û π Ñ <4 6 8 5 ≥ π ∑,ûπ ±∏∑¨ ≤ ∏ / y≠'∏S š∑∑] ) ≤,∏! ø † | ø-] ºΩ û∑ x† ≠ t Y 3 4 ∂) ø-]®!™!æ# ±∞ 'x∏≠ ±ø!] 54 . 5 - 4 $ Ç5/ 8<

∏π ª ¥™x I∏ ≤ ±+ªx±∑† - w 44 4 )3 w - 3 . yø∂Ø≤ ∏,û®ª π ;¿ ≠- ! 4 Y - $ yø∂Ø≤ ∏,û®ª û ¥#£ ] 9< <4 D/ û®ª,Øø≠ û º,G - 8 Y - 5 - )- ! 4 Y - Øø≠,≤≠ π # ≤,∏! ø † |ø-]ºΩ / Ç 8 - 44 4 û∑ x † ≠ ∂) ø-]®!™!æ# ±∞ 'x∏≠ 5 t 54 8 - ±ø!] . 5 - 4 $ Ç5/ 8< ∏π ª ¥™x I∏ ≤ ±+ªx±∑† - # w 44 4 )3 w - 3 . ±π ø®!,∂∏Z ∂ ≤,∏! ø † | ø-] b a $ 54 π ;¿ ≠ ü™ ∂) y≠'∏Ê ≠ š ∑∑] # 9< <4 ºΩ û∑ x † ≠ ∂) ø-]®!™!æ#. 5 - 4 $ $ 5 ±∞ 'x∏≠ ±ø!]- Ç5/ 8<

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∫’’∫’è’’È∫’’-÷î’¥’’è’“î’ (22.95 ÷ç˘≥’ﬁ) [ $ W $ ' ! # ! ! !

÷¬’¥’’∫’£≈ ≥’“ö∫’ - ≥’fi∫’ 5-±’fi Ω’ ¨¥’Â Ü∫’fiÆ’‚∑ çÈ˘ { 5 4 $ ! ±’fií’ £Â¬’∑fi ¥’’†’fi ∫’’á¨’ (1.67 ÷ç˘≥’fi) )- a . b- !4

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±’∑≈∑Ω’’-±’’È¨’ﬁö’“è’’ (4.73 ÷ç˘≥’ﬁ) . - . $

£’¨’ç˘‚¨’fi-í’“£¨’Æ’‚∑ - í’’Ì¢’fi ∫’’á¨’ (25.41 5 / 4 !# ## # # ÷ç˘≥’fi); £’¨’ç˘‚¨’fi-æ’÷åû’è’õÃ í’’Ì¢’fi ∫’’á¨’ çÈ˘ 4 8 Æ’Õ¢’≥’ í’∑ú’ çÈ˘ π˝Æ’ ≥’È“; ±’∏˘á”Æ’’öÃ’-∞˘‚∑∞˘‚∑’ - ¨’á” 5 { $ - ∫’’á¨’ çÈ˘ ¨’ã Ü’´’’∑≤’Âû’ Ü’æ’’È´’¨’ ¬’÷≈û’ - 85 8 . 4 C 8 -

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∏π ª ¥™x I∏ ≤ ±+ªx±∑† , !# y˘ ∑ w 44 4 )3 w - 3 . ≤,∏! ø † | ø-] /4 π ;¿ ≠ ≤'∏∑• ± æ ≤ ±+ªx±∑† û∏û !# h )$ æ∂Z Øø∏!û∏¨ ∂) ∞ ± û }≤∑† û∑ 8 - )3 † ∑] 44 4 $ 4 '5 û| ≤ ±+ªx±∑• ± ±ø!-, ! û| µ ,∂ b 44 4 ! b ±∞ 'x∏≠ ±ø!] b 8< ±ø!]

π ;¿ ≠ ü™: ∂) y≠'∏Ê ≠ š ∑∑- 9< <4 ≤,∏! ø † | ø-] /4 • G ∏! Ø∑ıª û æ∂˙ ≠ û∏± û π Ñ] $ 5 Ç 5 $ ) û| ≤ ±+ªx±∑• ± ±ø!- # b 44 4 # ≤,∏! ø † | ø-] /4 π ;¿ ≠ ü™: ∂) 9< <4 y≠'∏Ê ≠ š ∑∑] $ 5 û| ≤ ±+ªx±∑• ± ±ø!- b 44 4 9< ≤,∏! ø † | ø-] /4 π ;¿ ≠ ü™: ∂) y≠'∏Ê ≠ š ∑∑] <4 $ 5

û| ≤ ±+ªx±∑• ± ±ø!- # ] y≤∑˙x ≠ b 44 4 # ±∞ 'x∏≠ ±ø!] b 8< ≤'∏š ∑∑] L 6 h 3

∏π ª ¥™x I∏ ≤ ±+ªx±∑• ±- w 44 4 )3 w - 3 . † ™∞ ∏≤ ∏,≠∏≤#© # ≠û D 4 Ç 4 y≠'∏Ê ≠ š ∑∑ Ê ∑:û ∑ø }Î £ 9< <4 π ;¿ ≠- ®!™!æ# $ # Ç5/ Æ ∂û≠ ≤'∏∑• ± ø- â ∏ • G ∏! $3 4 3 4 '5 - ±∞ 'x∏≠ ±ø!] 8< Ø∑ıª û æ∂˙ ≠ û∏± û π Ñ - $ ∂) û π ð ∑ û π Ñ û∑V û û∑ 5 $ )3 † ∑ Æ ]

±’’Èá“í’fi-æ’÷åû’è’õÃ - 3¬’∑fi ∫’’á¨’ (25.83 ÷ç˘≥’fi) .5{ $ ! ! # £’¨’ç˘‚¨’fi - ≤’ò ò¨’è’∑, ±’∑’¬û’’ ¬’fi¬’fi ∫’’á¨’ 5 . $ // # (Æ’÷æí’≥’ ) - ≤’ò ò¨’è’∑ Æ’∑ Ü÷û’÷∑åû’ ∫’ÂÆ’ ¬’÷≈û’ - 5)$ - £’È≈∑fiç˘∑ú’ 4 . $ ±’“öÈ˚∫’-±’’Èá“í’fi - 3¬’∑fi ∫’’á¨’ (30.53 ÷ç˘≥’fi) . .5 #

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Æ’fi∑Æ’Ì“û’fi-≤’’è’∫’Æ’‚∑ (59.06 ÷ç˘≥’fi) t 4 . $ 4 ! #

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¨¥’Â Ü∫’fiÆ’‚∑-Üç˘∑’ Ü’Ì∑ ±’î’±’î’-Æ’‚î’’∫’fi; b- !4 ! = . $ Æ’‚î’’∫’fi-à∫’‚±’È÷∑¥’’ (Ω’fi∑÷æ’Ω’Æ’‚∑) (10.25 . $t' - - ÷ç˘≥’fi) Ü’Ì∑ Æ’‚î’’∫’fi-±’≈∑’≈’ò (9.75 ÷ç˘≥’fi) - 85 8 t' Ü) ¨’á” ∫’’á¨’’È“ çÈ˘ ¨’ã Ü’´’’∑≤’Âû’ Ü’æ’’È´’¨’’È“ ¬’÷≈û’ . 4 = t' . ! -

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∏π ª ¥™x I∏ ≤ ±+ªx±∑† -, • G ∏!w 44 4 )3 w - 3 . ±∞ 'x∏≠ ±ø!] b 8< Ø∑ıª û æ∂˙ ≠ û∏± û π Ñ y≤∑˙x ≠ L 6 h 3 Ç 5 ≤'∏š ∑∑] $ )3 û| ≤ ±+ªx±∑• ± ±ø!] ∂∂,π # y≠∏- b 44 4 a ±∞ 'x∏≠ ±ø!] b 8< • G ∏! Ø∑ıª û æ∂˙ ≠ û∏± û π Ñ] Ç 5 $ )3

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î’fi“£-¬’’È¨’fiÆ’û’ (88.9 ÷ç˘≥’fi) W {4 ## ! !

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û∑ xû û∏¨ ] 5 - ∏π ª û û| µ ,∂ æc≤# ±ø! † | b ø-] yµ # ±∞ 'x∏≠ ±ø!] w - 3 b 3 8< û∑ xû6 † ≠ û û∏¨ ] 5 4 $ 8 - ∂ø∏• † • ,+¥º± ≤ ∏+ ∂ø^ª∏!, a '$ '.4 : ¥æ≠≤ ∏ û∂# ≤,∏! ø † | ø-] a - . 4 ºΩ ü™,yµ # ±∞ 'x∏≠ ±ø!] 54 . 5 5b 3 8<

û∑ xû6 † ≠ û û∏¨ ] 5 4 $ 8 - øÆ z ,¥Æ z ¥• ∏ û∂# I . . E ≤,∏ ø † ∑ ø-] ¥Æ z ¥• ∏, 54 . . E ≤£ Øª∏! û π ð ∑ t 5 - $ ø-]ºΩ ü™ , yµ # ±∞ 'x∏≠ ±ø!] . 5 5 b 3 8<

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Anticipated Expend. Provision Reapro- Modified Expend. cost (As per upto for praition outlay during Pink Book 2012-13 2013-14 by Rlys. 2013-14 2013-14 2013-14 ) during (4+5) 2013-14 ç˘÷Æ’∫’Ω’¬û’‚ - ±’¬û’fi; ±’∑˚’¬û’’ ±’“¬’fi (91 ÷ç ≥’fi) Y 4 . . ! Ü’¨’¨£˚¨’è’∑˚ - ê’Âè’∫’fi; ±’∑˚’¬û’’ ≥’≈˚’∑˚’î’è’“î’ (50 ! $ D$ ÷ç ≥’fi) a '$ ' ∑’≥’Æ’‚∑-∫’’∫’ç˘‚Ü’“-ç˘’ôè’’È£’≥’ - ∑’≥’Æ’‚∑ çÈ˘ w 4 [ Y $ ¬’≥’fiÆ’ ∑’¡ò—fi¥’ ∑’î’≥’’è’” Æ’∑ â˘Æ’∑fi ¬’öÃç˘ Æ’‚∫’ w ) $ b I$- 3 w 4 Ü’≥’’¨’ Æ’÷∑˚Ω’û’”¨’ D / Ü’Ì“÷öÃ≈’∑-î’’Ì¨’Æ’‚∑ (58.665 ÷ç˘≥’fi) ! W 4 #

≤’’Èî’fiÆ’‚∑’-ò¨’ç˘Æ’‚∑; ±’∑’¬û’’ Æ’fi∫’fi≤’fiû’ (101.79 .'4 Ç 4 t) ! ! ! ! # ÷ç˘≥’fi) ! ∫’é’¨’â˘-Æ’fi∫’fi≤’fiû’; ±’∑’¬û’’ ¬’fiû’’Æ’‚∑, ∫’é’fi≥’Æ’‚∑ [5 -t) { 4 : (262.76 ÷ç˘≥’fi) [ 4 è’’È“ö’-±’≈∑’áí’ - è’’È“ö’-±’≈∑’áí’-¬’fiû’’Æ’‚∑- D . 5 ! 4 L 8 ∫’é’¨’â˘ çÈ˘ í’∑ú’-I çÈ˘ π˝Æ’ ≥’È“ (60 ÷ç˘≥’fi) D . 5{ 4 [5 - è’’È“ö’-è’’È∑é’Æ’‚∑ ∫’ÂÆ’; Ü’¨’“£¨’è’∑-¨’’Ìû’¨’Ω’’“ ¬’÷≈û’ D D 4 4 - # ! $ b -

ç˘’¨’Æ’‚∑-ç˘’¬’è’“î’-≥’¢’‚∑’ Ω’ ç˘’¬’è’“î’-±’∑È˚∫’fi- Y 4 Y $ 'a = !# # ∫’’∫’ç˘‚Ü’“; ±’∑È˚∫’fi ¬’È ∫’’∫’ç˘‚Ü’“ û’ç˘ ÷Ω’¬û’’∑ Y $ '. 3[ 5 ≈È˚û’‚ Ü’´’’∑≤’Âû’ Ü’æ’’È´’¨’ ¬’÷≈û’ (544.5 ÷ç˘≥’fi) 85 8 < 8 . 3 [ a . !

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# ! ª¦ ≠+ªû š ∑∑ û û∏¨ ] 5 5 <4 yµ # ±∞ 'x∏≠ ±ø!] b 3 8<

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û∑ xû6 † ≠ û û∏¨ ] 5 4 $ 8 - • π |+ ] W3:

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û∑ xz ∏ª#Ñ±Ñπ I∏ ±ž ≤Ø≠ û∑ • í )$ <5 )3 wëb[ yµ # ±∞ 'x∏≠ ±ø!] b 3 8< ∏ø ø-]

û∑ xû6 † ≠ û û∏¨ ] 5 4 $ 8 - yµ # ±∞ 'x∏≠ ±ø!] b 3 8<

π ð ∑ ˙ ≠ û∏± û π Ñ] Ç 5 $ † ∏ü≤ ∏,¥∏ø±#+ z ±Ø±† ∏, D 4 . : ±^≠±ª â ∏ z ±Ø±† ∏,¥±d , ! $ b - = ≤,∏! ø † | ø1- ¥±d,† :™ ! $ . û∂# û ∂) ≤,∏! û∏± 54 . D û π Ñ π ;¿ ≠ ø1- $ 8 54

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è’’È∑é’Æ’‚∑ ì’Ω’¨’fi-±’Ìû’’∫’Æ’‚∑ (34.13 ÷ç˘≥’fi) D 4 / . 4 #! ! ! # ê’’ê’∑’ê’’ò-í’’Ìç˘’ê’’ò (5.63 ÷ç˘≥’fi) D $ $ /- $ # ≤’ò¨’fi-î’fi∑’£È˚á” (38.11 ÷ç˘≥’fi) . W # ## ≤’ò¨’fi-±’Ìû’’∫’Æ’‚∑ (35.27 ÷ç˘≥’fi) . . 4 ±’’∑’±’“ç˘fi-±’‚õÃΩ’∫’ - Ü’“÷æ’ç˘ £’È≈∑fiç˘∑ú’ (29 . ) . - t 5 ! !# ÷ç˘≥’fi) )$ ! ≥’â˘-á“£’∑’ - Ü’“÷æ’ç˘ £’È≈∑fiç˘∑ú’ (8 ÷ç˘≥’fi) a L t 5 )$ # # !! Ü’Ì“÷öÃ≈’∑-≥’“ö‚Ü’öfi≈ - Ü“æ’û’: £’È≈∑fiç˘∑ú’ ! a t 5 !! ! (38.80 ÷ç˘≥’fi) )$ # # ìÆ’∑’-±’÷∫’¥’’ - Ü’“÷æ’ç˘ £’È≈∑fiç˘∑ú’ (65 ÷ç˘≥’fi) / 4 . t 5 )$ ! ! è’’È∑é’Æ’‚∑-¬’≈î’¨’Ω’’ (17.7 ÷ç˘≥’fi) D 4 { ' -

Æ’ÂΩ’’Î°’∑˚ ¬’fi≥’’ ∑È˚∫’Ω’È b/ C w ¨’á” ∫’’á¨’Í (÷¨’≥’’”ú’) b [ / ¨¥’Â ≥’’Èá¨’’è’‚öÃfi-î’’Èè’fiê’’ÈÆ’’; ¨¥’Â ≥’’∫’-≥’’Èá¨’’è’‚öÃfi b- a3 $ W$$4 - # ∑’Èö Ü’Ì∑ ¨¥’Â í’“è’Õ±’“ö’-í’“è’Õ±’“ö’ (3 ÷ç˘≥’fi) çÈ˘ $ $ 5 8 b- a Ü’≥’’¨’ Æ’÷∑Ω’û’”¨’ ¬’÷≈û’ a3 $ w b- / $ ) / $ ) Ü∑÷∑¥’’-è’∫’è’÷∫’¥’’ (ô’ç˘‚∑è’“î’) (100 ÷ç˘≥’fi) ! D $ Ç $ ' # ## !! û’Èû’È÷∫’¥’’-±’¨’fi”≈’ò (21.5 ÷ç˘≥’fi) Ç3 .3 # £fi≥’’Æ’‚∑-ç˘’È÷≈≥’’ (88 ÷ç˘≥’fi) 5 4 Y ## # # !

Üè’∑û’∫’’-¬’±’π˝≥’ (110 ÷ç˘≥’ﬁ) !$ { ) # ! ! # î’∫’’∫’è’õÃ-÷ç˘æ’¨’è’“î’ (50.077 ÷ç˘≥’ﬁ) W $ Y $ ' ! #

≤’Ì∑’±’ﬁ-¬’Ì∑’“è’ (51.38 ÷ç˘≥’ﬁ) . ){ $ # ! # !

# !

ª¦ ≠+ªû š ∑∑ û û∏¨ ] 5 5 <4 ≤,∏! ø † | ø-] /4

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û∑ xû6 † ≠ û û∏¨ ] 5 4 $ 8 - ≤,∏! ø † | ø-] /4

ª¦ ≠+ªû š ∑∑ û û∏¨ ] 5 5 <4 ≤,∏! ø † | ø-] /4

ª¦ ≠+ªû š ∑∑ û û∏¨ ] 5 5 <4 ≤,∏! ø † | ø-] /4 û∑ xû6 † ≠ û û∏¨ ] 5 4 $ 8 - ≤,∏! ø † | ø-] /4 ª¦ ≠+ªû š ∑∑ û û∏¨ ] 5 5 <4 ≤,∏! ø † | ø-] /4

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û∑ xû6 † ≠ û û∏¨ ] 5 4 $ 8 - † ≠ ∂)- ®!™!æ# ∂£ +x L 4 $ Ç5/ a 5:

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û| ¥Øπ ª ±ø!] b ∂£ +x #] a 5: #

∂∂,π # û∂#ªº#] a ∂£ +x !] a 5: !

∂∂,π # û∂#ªº#] a ∂£ +x ] a 5: ∂∂,π # û∂#ªº#] û∑ xyµ # º G ±ø!] a í 3 ∂£ +x ] a 5: ∂∂,π # û∂#ªº#] a ∂£ +x #] a 5: # ∂∂,π # û∂#ªº#] a ∂£ +x #] a 5: #

∂∂,π # û∂#ªº#] a ∂£ +x #] a 5: #

±’¨’fi”≈’ò-÷æ’∫’’“è’ (108.4 ÷ç˘≥’fi) .3 {$ # # ! ç˘’÷∫’¥’’è’“î’-±’‚÷¨’¥’’£Æ’‚∑ (33.13 ÷ç˘≥’fi) Y 3 $ '. 4 ! #

±’’∫’Â∑ê’’ò-÷≈∫∫’fi (29 ÷ç˘≥’fi) . $ I ! # ≥’‚ç˘’È“”è’¬’È∫’Èç˘-Æ’’¬’fiê’’ò (30.617 ÷ç˘≥’fi) a $ t $ # Üè’∑û’∫’’ - Üé’’Ì∑’ (±’’“è’∫’’£È˚æ’) (13 ÷ç˘≥’fi) !$ ! . $ £˚fi≥’’Æ’‚∑˚ - ÷û’÷î’û’ (257 ÷ç ≥’fi) 5 4 ÇE ãç˘∫’’é’fi-±’’∫’Â∑ê’’ò (87.11 ÷ç˘≥’fi), è’î’’È∫’- 9 . $ # : # # ! áû’≈∑ (28 ÷ç˘≥’fi), ∑’¥’è’“î’-áû’≈∑ (21.8 D EL # : ÷ç˘≥’fi) Ü’Ì∑ áû’≈∑-±’‚÷¨’¥’’£Æ’‚∑ (39 ÷ç˘≥’fi) - ¨’á” 85 8 w $ 'L ∫’’á¨’ çÈ˘ Ü’´’’∑≤’Âû’ Ü’æ’’È´’¨’ ¬’÷≈û’ # = L .3 4 ! b- [

£‚´’¨’’Èá”-≥’È“´’ﬁÆ’’¢’∑ (19.75 ÷ç˘≥’ﬁ) 5 a 4 ! #

ç˘‚≥’’∑ê’’ò-Üè’∑û’∫’’ (109 ÷ç˘≥’fi) Y $ !$ ! ! !# ! ! ! ±’’Èè’fi±’fi∫’ Æ’‚∫’; ÷ö±’ÕÂè’õÃ Ω’ àûû’∑fi ±’Ì“ç˘ ∫’’á¨’ çÈ˘ .$) ) $ - $ ! ! ±’fií’ ¬’“Æ’ç˘” ∫’’á¨’ ¬’÷≈û’ (46 ÷ç˘≥’fi) )- 5) $ = b .

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÷î’∑fi±’’≥’-á“∞˘’∫’ (97.9 ÷ç˘≥’fi) W ) L4 ! ! # ! ! ! ! ! Ü’≥’’¨’ Æ’÷∑˚Ω’û’”¨’ D / ∑“÷è’¥’’-≥’‚ç˘’È“”è’¬’È∫’Èç˘; ¬’“±’ß æ’’é’’ ∫’’á¨’’È“ w $3 a $ : # ! !! ! # ¬’÷≈û’ (510.33 ÷ç˘≥’fi) $- 8$ Ü∫’‚Ü’±’’öÃfi ∑’Èö-÷¬’∫’fiè’‚öÃfi (76 ÷ç˘≥’fi); ! ) w {$ # ! # ±’∑’¬û’’ è’∫’è’÷∫’¥’’ D $ ∫’’≥’÷ö“è’-÷ö±’ÕÂè’õÃ (628 ÷ç˘≥’fi); ≈Ì±’∑è’’“Ω’- [ $5) $ # ! # ≥’Ì∑’±’’öÃfi (49 ÷ç˘≥’fi) Ü’Ì∑ ¬’È¨’í’’ÈÜ’-÷¬’∫’ê’’ò 5 ) 5 8 (56 ÷ç˘≥’fi) ç˘fi ¬’“Æ’ç˘” æ’’é’’ ∫’’á¨’’È“ ¬’÷≈û’ I ) $ a ) ! = {5 {$

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∂∂,π # û∂#ªº#] a ! û û∑ x ≤,∏ û∏ π ∑ /4 = 5 † ∑ â ∏ £ π , û∏ Ø∑ † ∑] !

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∂∂,π # û∂#ªº#] a ≤,∏ ø † ∑ â ∏ £ π , û∏ Ø∑ /4 = 5 † ∑] æ † Œ! æª £ π , Ç 5 - 8 û∏ Ø! † |] ∂∂,π # û∂#ªº#] b ∂£ +x !] a 5: !

∂∂,π # û∂#ªº#] a ∂£ +x ] a 5:

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∂∂,π # û∂#ªº#] a £ π , û∏ Ø∑ † ∑ â ∏ ∑≠∑≠ / 4 8 û π Ñ üπ Ø∑ † ∑] 885

Anticipated Expend. Provision Reapro- Modified Expend. cost (As per upto for praition outlay during Pink Book 2012-13 2013-14 by Rlys. 2013-14 2013-14 2013-14 ) during (4+5) 2013-14 ∫’’≥’÷ö“è’-÷¬’∫’í’∑; ÷≥’è’ÕÈ“÷ö¬’’-÷öò’Èç˘í’ÈöÃ’ (198 [ ${5 5 a$ # # ÷ç˘≥’fi), ±’£∑Æ’‚∑ ¬’È ±’Ì∑’è’Õ’≥’ (44 ÷ç˘≥’fi) Ü’Ì∑ 55 5 !# : ç˘∑fi≥’è’“î’ Æ’∑ ±’’á”Æ’’¬’ ¬’÷≈û’ ±’Ì∑’è’Õ’≥’- < 8 . 4 £‚∫’’±’í’È∑’ (29.4 ÷ç˘≥’fi) Ω’ ç˘∑fi≥’è’“î’-≥’Ì¡’’¬’¨’ . $ - (10.3 ÷ç˘≥’fi) çÈ˘ Ü’≥’’¨’ Æ’÷∑Ω’û’”¨’ çÈ˘ ¨’ã 85 8 D/ 8 Ü’´’’∑≤’Âû’ Ü’æ’’È´’¨’ ¬’÷≈û’ . $ 5 )5 - )34 Y $ ' ! = Y $ 'a

ç˘÷ò≈’∑-î’’Èè’±’¨’ﬁ; ∑’÷´’ç˘’Æ’‚∑, ç˘÷ò≈’∑- Y W$) - < # # û’Èî’¨’’∑’¥’ú’Æ’‚∑ û’ç˘ ÷Ω’¬û’’∑ Ü’Ì∑ ∑’¥’è’“î’- 4 w 4 : Y £∫’é’’È∫’’ (43.43 ÷ç˘≥’ﬁ) çÈ˘ ¨’ã Ü’´’’∑≤’Âû’ Ç' 3 4 - Ü’æ’’È´’¨’ ¬’÷≈û’ 85 8 w $ ' 5 -

ç˘’ò’é’∫’-≤’Ì∑’±’fi (84 ÷ç˘≥’fi) Y . ) # # # # ¨¥’Â î’∫’Æ’’á”è’‚öÃfi-÷¬’∫’fiè’‚öÃfi-¨¥’Â ±’“è’’á”è’’“Ω’ ∫’’á¨’, b- W 4 $ {$ b- # ! ! æ’’é’’ ∫’’á¨’’È“, í’’∫’¬’’ - ¨’å¬’∫’±’’öÃfi (16 .$ $ $- ÷ç˘≥’fi) ¨’á” ∫’’á¨’ Ω’ ∑’î’≤’òé’’ÈΩ’’ - î’Ì“û’fi ) 5 : (15.31 ÷ç˘≥’fi) - ¨’á” ∫’’á¨’’È“ çÈ˘ Ü’´’’∑≤’Âû’ 85 8 / Ü’æ’’È´’¨’ ¬’÷≈û’ b < ) - = w ' ) - W -

£˚’È≈˚∑˚fi ∫’’á¨’ ÷±’ì˙’¨’’ 5 ¨¥’Â è’‚Ω’’≈’òfi-÷öè’’π˝ - Ü’“÷æ’ç˘ £’È≈∑fiç˘∑ú’ b- D- 5$ t 5 # ! (29.81 ÷ç˘≥’fi) (í’∑ú’-I) )$ ! # t L

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# ! ∂∂,π # û∂#ªº#] a ∂£ +x ≥† ∏ π {±)] a 5: C$

∂∂,π # û∂#ªº#] a ∂£ +x #] a 5: #

û| ¥Øπ ª ±ø!] b ∂£ +x ] a 5:

±† Ù ∑ û∂#ªº#] ë $$) ∂£ +x #] a 5: #

≤'∏∑• ± £ π , û∏ Ø! † | ø- â ∏ t '5 5 = £ π , û∏ Ø∑ † ∑] / ª¦ ≠+ªû z ªŽ ∑û≠± æ∏ û∂#ªº#] 4 5 6

∂∂,π # û∂#ªº#] a ∂£ +x #] a 5: #

û| ¥Øπ ª ±ø!] b ∂£ +x #] a 5: # y± ∂± ≠-∑∏ ûÑ • ∏ø ø1] 9 4 5 ∂£ +x !] a 5: !

û| ¥Øπ ª ±ø!] a ∂£ +x #] a 5: # y± ∂± ≠-∑∏ ûÑ • ∏ø ø1] 9 4 5 ∂£ +x !] a 5: !

÷û’“÷öΩ’¨’≥’-¨’’è’∑ﬁ (179.2 ÷ç˘≥’ﬁ) Ç b $ ! # # ! ! #

Ü÷ò òÆ’ò ò‚-Æ’‚ûû’Â∑ (88.30 ÷ç˘≥’ﬁ) !4 t ##

á”∑’Èö-Æ’∫’¨’ﬁ (91.05 ÷ç˘≥’ﬁ) 9 t ! !

# !

µ ,∂ y∞ Z ø¨ æ¥∞ # ¸∑^∏ ≠∂π ±™ 5 8 56 ±∞ 'x∏≠ ±ø!] b 8< ∏Ì∑ æ∏û∏ û ¦≠ ≠ û∏ ØÑ † Ñ ø1] ) Ç { ≤∑2x µ ,∂ 2 û∏± û ¥Ø ∂† ®)™∏ D !8 $$ z ∂+P≠ ûÑ • Ñ† ] {æ# ¥#£ # ¥Œ ≤ π : 6 : $ - ) # û π Ñ Ñ• )æ# ±∞ 'x∏≠ û∏ Ø! † | ø-] 5 L $53 ¥Œ ≤ π : ∂) æ ≤ π : û û∑ x≤,∏ û∏ 8< 8 # ' ) $ h 8 # Ø∑ † ∑ ø- â ∏ ≤ π : û û∑ x† ≠ ' ) $: ) $ 54 ≤∏ ø-] 4 $ Ç $ 8<

# # û∏Œ f- û π Ñ +ª¦≠≠W y± ∂± 5 ) ±∞ 'x∏≠ ±ø!] b 8< ∏π ª ¥™x I∏ ¦ª#ûW≠ û∏ π Ñ † Ñ ø1] 5 )3 w - 3 . 8 w ∏Ì∑ æ∏û∏ æ µ ,∂ y∞ Z ø¨ û π Ñ # # 5 { D û∏Œ f- û Ø^∏± ! û∏Œ 8 4$ w f- û µ † ≠± û∏ Ø∑ † ∑ ø-] • ∂ 5 w ! 5 4 $ û∏± û π Ñ ûø † ∑ ø-+ • }˘ø:± Ç- 56 • ∂ û∏ ØÑ ø1] ™¸ł∑,• ™z ∏,z ∏û® ) 4 íWw û∂#- ≤∏ µ ,∂ y∞ Z ø¨ û ¥Ø û∂#- ≤,∏ û∏ π ∑ † ∑ ø- â ∏ ºΩ û∑ x ! 5 8 6 û π Ñ µ ,∂ û6 û∂# û û∏¨ π ð∑ ≤,∏ 54 8 ) 5 ±ø! û∑ • æû] - $ 5 ) 5 8 - 8

y≠∂ ¦Æ ± ±∞ ∏x¨ æª¿g ¨ û∑ x≤,∏ C 5 3 - ±∞ 'x∏≠ ±ø!] b 8< û∏ π ∑ † ∑ ø-] µ ,∂ û6 z ªŽ∑û≠ 54 [ 6 z h Øº â ∏ ≠∂π ±™ ∏Ì∑ æ∏û∏: 8 !t = Çb { D û æ,£ ≠ û∏ Ø! † | ø-] • ø ≠û w$ $ 8 $ ≤'∏∑• ± û ª¦≠+ªû ±ž≤Ø± 435 <5 8 4 '5 z ∏ª#Ñ±Ñπ û æc≤± û æ¥∞ ø-+ ∏π ª wëb[ w - 3 . - ¥™x ± y¥ ¥≠∑ ø- û ∑ø ≤'∏∑• ± 4 '5 3 Ø;¿ ¨ ∏π ª û ≤æ ø±# £ øÑ] ≠∂π ±™ ¿ P ∂) † ª: û π Ñ µ ,∂ - { w - 3 [ 4 ±Êº µ ,∂ û y∞ Z ø¨ û π Ñ 5 8 $ Çb ≠fªłπ ,∏ ∂) ;• π ûπ Ê®∏ û ¦≠ ≠ û∏ 5 5 /5 ØÑ † Ñ ø1] Ç 8 56 $

∑ø ≤'∏∑• ± ¥™x I∏ ¥Ø û∏ Ø! † | ø-] Ç 4 '5 ) 8 E )3 ≤'∏∑• ± ¥Ø û∏ Ø! † | ø-] t '5 C E .

≥’£‚∑Ì-û’‚û’fiç˘’È∑fi¨’; ±’∑’¬û’’ Ü∏˘ÆÆ’‚ç˘’Èò òÌ (143.5 a Ç5 ÷ç˘≥’fi) ! 44

¿’fiÆ’È∑˚≥±’‚£Â∑˚-è’‚ö‚Ω’’“í’È∑˚fi; á∏¸¨’, ç ª‚ç˘’Èªfi - { 4 ) D 5 3C #! ! Ü’Ω’ö˚fi - ¿’fiÆ’È∑˚≥±’‚£ÂÂ∑˚ (60 ÷ç ≥’fi)˚˚ç˘’È ¬Æ’∑˚ ¬’÷≈˚û’ - 4 L : Y ! { 4 )

# ! ∑Ø ∑ø æ∏ü¨ ≤f±† ™! æ º G ø≠ ø- L8 $ 88 8 ±∞ 'x∏≠ ±ø!] b 8< ≠ ±| π {± ≤∏ ∂π † Œ∑ £ π ± ∂) t $ : - ) û©±| ø† #] y≠i ±∑ æ≤ûx æ#• #Ñπ $ 8 $ æ ∂ø¥π #≤ ∏∂ ≠û û∏± û ¦≠ª ø-+ - I5 4 4 ;• ææ £ ˘±| ¥#£ ,ª#Ñ∂ ü™ ≤∏ æ#• #Ñπ $ - 8 /D[ æ • Œ • Ñ† ] £ ˘±| ≤f±† ™! æ a ) 4 55$ ∂ø¥π #≤ ∏∂ û ∏¦≠ û Ú™π ∏ ≠û ±| / . 5ëa 5 /D[ ¦≠+ª≠ ¥Œ! π {± û û∑ xæ∏ü¨ û Ç 4 4 - .D 8 û®≠ ø Ñ ≤,∏ û∏ π ∑ † ∑ ø-] ≤ ™ £ ∏! ∏Ì∑ ∂) z ºû æª¿g ¨ ≤,∏ û∏ π ∑ / t $ / † ∑ ø-] ±+ªØÑ z ∂+P≠ ±ø! û6 † | ø1 a ) 4 : $ Ê∑:û +ª¦≠≠W y± ∂± ¦ª#ûW≠ ±ø! ø-] $ 54 t 3 t 5 3 ) 54 Ç 5 ) 5

y≠∂ ¦Æ ± ±∞ ∏x¨ æª¿g ¨ • ∏! ø-] C 5 3 ±∞ 'x∏≠ ±ø!] b 8< ≠∂π ±™ ∏Ì∑ æ∏û∏ æ ±iº łû µ ,∂ { D 8 Çb ) Ø± û∏± û6 ¦ª#ûW≠ æ,£ ≠ û∏± â ∏ 6 53 5 ≤'∏∑• ± û6 ºΩ π † ≠ ∂) I µ † #Ø∏! 4 8 8 5 û∏± û y± ∏∞ û∑ Æ π û± I 8 ) 5 ≠∂π ±™ æ∏û∏ ± {æ y± ∏∞ û 5 8 4 '5 ) D 8 Çb y¦ª#û∏ û∏ Ø∑] û∏Œ f- û - 6 t z ºû +ª¦≠≠W y± ∂± øπ ø! ∂) û Ø }≤∏! æŒû ≤ π : û6 8 w 5 š∑ª¦Æ û § Œû∏ ¦ª#ûW≠ û∏ ØÑ † Ñ ' 5 <5 $ ø1] y≠i {˘ø) y˝∑+≤≠x û∏ Ø∑ † ∑ ø-] 4 8 - wh.H I5

ªΩ x ∂) º∂π ±∑ û∑]x y≠∂ b- - 5 3 ±∞ 'x∏≠ ±ø!] b 8< ¦Æ ± ±∞ ∏x¨ æª¿g ¨ û π Ñ ±+ªØ Ç 5 8 C[{ y± æ,£ # ∂ø¥∞ û I∏ ¦ª#ûW≠] 5 )3 Da

ç˘π˝∑-¬’È∫’≥’ (85 ÷ç˘≥’ﬁ) Y { # !

Ü“è’≥’’∫’ﬁ-¬’±’÷∑≥’∫’’ (116 ÷ç˘≥’ﬁ) !$ { ) !!

Ü’≥’’¨’ Æ’÷∑˚Ω’û’”¨’ D / ÷†’í’ﬁ-≥’’¨’’≥’£‚∑Ì (150 ÷ç˘≥’ﬁ) Ç 53a ! ! !

# ! ≤øπ # û∂#- û π Ñ æ∏ü¨ û C 8 # Y: $ ±∞ 'x∏≠ ±ø!] b $ 8< y≠∂ G ≤ Ø Ø∑ † ∑ ø- â ∏ µ ,∂ û6 8 6 z ªŽ∑û≠ û ∏π æ∏û∏ û µ • Ø! † | 8 Y ø-] † fª∑ ∏ û ˘±∂û π ∂ û π Ñ z ºû D t 8 y± ∂± ∂ø¥∞ û I∏ ¦ª#ûW≠ û∏ ØÑ D 3 Y ) † Ñ ø1] ºΩ û∂#- û π Ñ • ±≠ ∏π ª 5 )3 Da C Øπ û y≠∂ ¦Æ ± ±∞ ∏x¨ æª¿g ¨ ±ø! $ 5 8 : û∏± Ø ∏ø! ø-] û ˘±û π ∂ æ z † æª¿g ¨ û∑ x• ∏! ∏ü± û π Ñ ;• π 4)5 ) 4 $ ûπ Ê®∏+ ∂łπ ≤ ∏∂ æ æø∑≠ û6 ∂† w - 3 8 û6 † | ø-] ¥ø∏øπ + † ∏ª∑ ∏ ∂) ∑™x 5 3 Ç 5 æ¥∞ # û∑ x û ≤,∏ û∏ π Ñ 3 - )3 Y : † Ñ Æ ] y≠i û∑ xy∞ û ø † ∑ ø-] 5 8 5 55 : a 44 ) $ I- 3 - D 3 - 54 I5 <5

±| π {± û∑ x≤,∏ û∏ π ∑ † ∑ ø- â ∏ b- - 54 û∑ x ≤,∏ û∏ π ∑ † ∑ ø- â ∏ /4 = 5 ü™ û ∑P# ∑≠∑≠ û π Ñ 5 4 8 4 $ 885 ∑≠∑≠ û π Ñ üπ Ø∑ † ∑ üπ Ø∑ † ∑ ø- â ∏ û 8 ø-] à ≤± π {± û æc≤ Ø∑ † ∑ ø-] 4 t y± ª≠d ¥• ®!∑ æ∂#¿ à ∂) y≤¿ à û 4 6 y± æ∏ ª∞ ± û∏ ØÑ † Ñ ø1] )6 ) $ 3 -

{æ æ∂∑ y† ∂π #,ûπ ™! û ¥#£ ∂®! t 3 - = ) $ y† ∂π #,ûπ ™! !$ Y æ¥∞ # â ∏ § ® ≤ π : æ¥∞ # û∑ x≤,∏ û∏ )- !$ Y ûπ ™!,{f∂π | ±∞ 'x∏≠ ±ø!] Y 9 8< ØÑ † Ñ ø1 â ∏ Ñû ¥Œ ≤ π û π Ñ û∑ x $ 54 - æc≤ Ø∑ † ∑ ø- ≠Æ † ≠ ≤∏ ø-] ) - 8 ' ) $ y± ª≠d ¥• ®!∑ æ∂#¿ à ∂) 4 $ t z ªŽ∑û≠à û y± æ∏ ª∞ ± û∏ ØÑ 4 6 )6 † Ñ ø1] ) $ 3 -

π {± £ π , û∏ Ø! † | ø- yªºl û∑ x≤,∏ [ 5 w - û∑ x ≤,∏ û∏ π ∑ † ∑ ø- â ∏ /4 = 5 û∏ π Ñ † Ñ ø1] 54 ∑≠∑≠ û π Ñ üπ Ø∑ † ∑ ø-]

≥’’¨’’≥’£‚∑Ì-÷Ω’∏˘£‚¨’è’∑ (66.55 ÷ç˘≥’ﬁ) a ë $ # # ! ! !

÷£“öfiè’∫’-Æ’’È∫∫’’í’fi-Æ’’∫’åç˘’ö Ω’ Æ’’È∫∫’’í’fi- 5 $t 5t $ = ! !# ! # ç˘’È¥’“±’û’Â∑ (224.88 ÷ç˘≥’fi) t 5/) ##

# ! ªłπ ∏,≠fª±∂π |,+ªπ ≤ ∏∂ ü™: ∂) í 54 ë û∑ x ≤,∏ û∏ π ∑ † ∑ ø- â ∏ /4 = 5 û∑ x≤,∏ û∏ π ∑ † ∑ ø-] ∏π æ∏¿ Ç ë4 5 ∑≠∑≠ û π Ñ üπ Ø∑ † ∑ z ∑ S ± ∑P# ∑≠∑≠ û π Ñ y± ∂≠ /w{ $ 8 ø-] Ø Ø! ø-] +ªπ ≤ ∏∂,ªłπ ∏ û1® z ∂± 4 $ 885 Ç <$ 4 # ≤'∏ª≠≠x ü™ û6 ∂^• ,Ø ∏˚≠∏ ¥œû∏ 8 ë4 ë / $ $ û∂#- ≠ ° ® û∏ Ø! † | ø- â ∏ ∑ø 5 5 ) ü™ ! # û à ≤± π {± û æc≤ 5 # 4 5 Ø∑ † ∑ ø-] ∏π æ∏¿ z ∑ S û6 ±∏!¿ ¨ '∏≤®x û y± æ∏ ºΩ û∑ x† ≠ 4 ! # ≤∏ ø-] . 5 - 4 /w{ 45 4 4 $ 9585 8 ë4 ë 5 4 $ )$ 5 )3 w - 3 95 85 @a{ I5 <5

æµ # û∑ x≤,∏ û∏ π Ñ † Ñ ø1] ü™ ! - 54 {5 û∑ x ≤,∏ û∏ π ∑ † ∑ ø- â ∏ /4 = 5 û ∑P# ∑≠∑≠ û π Ñ 5 8 t $ 885 ∑≠∑≠ û π Ñ üπ Ø∑ † ∑ £ π , û∏ Ø∑ † ∑ ø-] ø-]

™™† π ,≤π ±# ü™ £ π , û∏ Ø∑ † ∑ ø- 5 $t 5 ™™† π ,≤π ±#,≤łπ £ # ≤,∏ 5 $t t 5 â ∏ à ≤± π {± û æc≤ Ø∑ † ∑ ø-] 4 t û∏ π ∑ † ∑ ø- â ∏ ∑≠∑≠ 54 = 5 ≤π ±#,≤łπ £ # û∂#- û∑ x≤,∏ t 5 - 54 û π Ñ üπ Ø∑ † ∑ ø-] t 5 t û∏ π ∑ † ∑ ø-] ≤łπ £ #,≤#• #®! # LLL t 5tDÇ # ≤łπ £ #,≤o± ∏ â ∏ ≤łπ £ #, t 5t $ 5 û∂#- û ≤łπ £ #,û±T û™ª t 5Y ≤π ° ® ü™ ∂) ≤,∏ $ 8 54 û∂#- û∂#- û∑ x≤,∏ û∏ π ∑ † ∑ 54 8 - û∏± û π ð∑ ø-] ø-] ºΩ û∂#- ≤∏ û∑ xµ ,∂ û6 û∂# û 8 Y tÇW ! : û∏¨ ∏û Ø∑ † ∑ ø-] û±T û™ª , ≤#®!• ! û∂#-: û∂#- ≤,∏ û∏ 54 8 π ∑ † ∑ ø-] û∂#- µ ,∂ û6 û∂# û - 8 t 5 û∏¨ ∏û Ø∑ † ∑ ø-] ≤łπ £ #, a ! - ∂ Æ π ∂™ û∂#- æµ # û∑ x≤,∏ û∏ 54 a tDÇ π Ñ † Ñ ø1] ∂ Æ π ∂™,≤#• #®! û∂#- 5 5 - 8 +ªµ ˘± û∑V û π Ñ ©û Ø ØÑ † Ñ ø1 - 4 $ I5 â ∏ û∑ x† ≠ ≤∏ ø- y≠i ü£ xy∞ û <5 ø z ø-]

Anticipated Expend. Provision Reapro- Modified Expend. cost (As per upto for praition outlay during Pink Book 2012-13 2013-14 by Rlys. 2013-14 2013-14 2013-14 ) during (4+5) 2013-14 ≥’’÷¥’∫’’ö‚û’‚∑Ì-÷û’∏˘Ω’π˝∑-ç˘∑Ìåç˘‚öfi Ü’Ì∑ a 3 Ç ! # # # # ÷û’∏˘û’‚∑ÌÆ’‚“öfi-Üè’¬û¥’≥’Æ’∫∫’fi; ÷¨’£≥’“è’∫’≥’- Y = Ç 4 ≥’¨¨’’∑è’‚öfi ∫’’á¨’ çÈ˘ Æ’‚¨’: ¬¢’’Æ’¨’ Ω’ ≥’¨¨’’∑è’‚öfi- !$ 3 4 : 5 Æ’‚ò ò‚ç˘’Èò òÌ û’¢’’ ¢’“î’’Ω’‚∑˚ - Æ’ò ò‚ç˘’Èò òÌ (47.2 ÷ç 8 b $ a $ ≥’fi)˚ ¨’á” ∫’’á¨’ çÈ Ü’´’’∑˚≤’Âû’ Ü’æ’’È´’¨’ ˚¬’÷≈û’ a $ t : - - 85 8 Ç ' t

≥’£‚∑Ì-±’’È÷£¨’’¥’åç˘¨’Â∑ (90.41 ÷ç˘≥’ﬁ) a . 3 !

÷û’∏˘÷í’∑’Æ’∫∫’fi-¨’’è’’Ì∑-ç˘∑Ìç˘∫’; ¨’’è’Æ’÷ò ò¨’≥’- Ç 55 44 b $ ! ! Ω’È∫’“ç˘¨’fi-÷û’∏˘û’‚∑ÌÆ’‚“öfi û’ç˘ ÷Ω’¬û’’∑ û’¢’’ ç˘∑Ìç˘∫’ Y - < 8 - Æ’È∑˚’∫’≥’ (23 ÷ç≥’fi) ¨’á” ∫’’á¨’ çÈ Ü’´’’∑˚≤’Âû’ b $ 4 ë Ü’æ’’È´’¨’ ¬’÷≈û’ Ç 4 5 - 85 8 Y t -

5th

# ! ≤® û®|,û∏|û ™! û∂#- ∂#®∏ t Y ∂∑π ØÆ ∏|,≠fªG ∏ ∑≠∑≠ a3 Ç ; π {± ü™ û ∑≠∑≠ û aD 5 5 8 885 û π Ñ £ π , û∏ Ø∑ † ∑ ø-] / baWav π Ñ ¥∞ û∏ Ø∑ † ∑] ∂®! æ¥∞ # í 4 $ Ñ±Ñ∂• ,Ñ∂Ê∑, ∑≠∑≠ û / . 5 û∑ x† ≠ ≤∏ ø-] ¥Œ ≤ π : ≤∏ ≤∑ - h 8 ' ) $ π Ñ £ π , û∏ Ø∑ † ∑ ø-] ºΩ 5 4 $ π † ± û û∑ x≤,∏ û∏ π ∑ † ∑ ø- â ∏ 4$ - 54 ) $ ü™ † ≠ ≤∏ ø1] π ð∑ ±∞ 'x∏≠ $ 8< ≤ π : û û∑ x† ≠ ≤∏ ø-] § ® - 4 $ ) $ ±ø!] ≤ π : ∂) æ # yØØ ≤,∏ û∏ π Ñ † Ñ ø1] h 8 ) $ # b ∂˘±∏† ™!,≤® û®| ±| π {± û∂#- y≠∂ ¦Æ ± ±∞ ∏x¨ æª¿g ¨ 54 a $ t ±+ªØ Ø± û∏ Ø! † | ø- â ∏ û∑ x - C[{ † ≠ ≤∏ ø-] ≠fª∑ ∏,P ≠ ∏{≤ ™!, - - 4 $ L ≤® û®| ü™, ∂®! ≠Æ ¥Œ ≤ π : Ç Ç 4 æ¥∞ # ±+ªØÑ z ∂+P≠ û6 † | Æ # â ∏ t 5 Ç 8 Ø± û∏ Ø! † | ø-] P ≠ ∏|≤ ™!, - ' ) $ - y† ≠∑∂≤łπ # ∂) +ªµ ˘± û∑V û π Ñ 5 5 $ Ç 8 ±+ªØÑ z ∂+P≠ û6 • ±# Æ #] y≠i - Ç 4 y˝∑+≤≠x ] !$ 4 ) 5 I5

≤ π æ- : â ∏ û π Ñ ©û / 5 - 8 ' ) $ π ð∑ ±∞ 'x∏≠ ±ø!] b 8< Ø± û∏ ØÑ † Ñ ø1 â ∏ û∑ xº G û∏ b : = - Ø∑ † ∑ ø-] y˘∑ ¥Œ ≤ π : yÆ ≠x p≤ π 55 Ç 8 æÁ ∑ : â ∏ û π Ñ ±+ªØÑ ' ) $ b : = z ∂+P≠ û6 • ∏ø! ø- ≠û y± ª≠d )$ 5 8 4 ¥• ®!∑ æ∂#¿ à ∂) z ªŽ∑û≠ û 4 6 )6 y± æ∏ ª∞ ± û∑ • æû ] ) $ 3 -

±† ≤®!±∂,≠fû ªłπ #,≠f≠∏|≤ ™! ±| L b $ 4 Ç z ∂± ≤'∏ª≠±x û∑ x≤,∏ û∏ D $ 5 - π {± ü™ ∂) yØØ ¥Œ ≤ π â ∏ Ç 4 - 5 π ∑ † ∑ ø- â ∏ ∑≠∑≠ û 54 = 5 yØØ § ® ≤ π : û û∑ x† ≠ ≤∏ ø-] b ' ) $ b π Ñ üπ Ø∑ † ∑ ø-] b $ 44 Ç 4 ≠∂π ±™ æ∏û∏ ± µ ,∂ y∞ Z ø¨ û ) $ - 4 $ ±† ≤®!±∂,≠f≠ ∏|≤ ™! â ∏ = YLYt9a b[ $ y± ∂Ø≠ û∏ Ø∑ ø- â ∏ µ ,∂ û6 D 8 Ç û z |û ,≤#|Ñ∂ ±| π {± û 8< π † ≠ û π Ñ û ªπ ±† ≤®!±∂ ;• π 44 56 π Ñ π ð∑ ±∞ 'x∏≠ ±ø!] û π Ñ ∞ ±∏º • ∂ û∏| ø-] ≠fª± ∏x 8 4 8 b $ 44 ;• π û π Ñ ∞ ±∏º • ∂ û∏ Ø! † | ø-] µ ,∂ y∞ Z ø¨ û π Ñ ¦≠ª ∏Ì∑ 5 5 3 - 5 C æ∏û∏ û ¦≠ ≠ û∏ Ø∑ † ∑ ø- â ∏ 4 8 Ç 5 5 !I µ ,∂ y∞ Z ø¨ øπ ø! ∂) ≤,∏ û∑ t 4 8 56 † ∑ ø-] y≠i y˝∑+≤≠x ] ) ) { D : 56 8 !I ' 54 I5

≥’£‚∑Ì-∑’≥’ÈæΩ’∑≥’ (161 ÷ç˘≥’ﬁ) a w - ! !!

û’“î’’Ω’Â∑-÷Ω’¡’‚Æ’‚∑≥’ (192 ÷ç˘≥’ﬁ) Ç ' ë4 ! # !

ç˘ö∫’Â∑-¬’È∫’≥’; ±’∑’¬û’’ Ω’Ëß’í’∫’≥’ (191 ÷ç˘≥’ﬁ) / { ë 5 !

£˚’È≈˚∑˚fi ∫’’á¨’ ÷±’ì˙’¨’’ 5 í’È¨¨’Ì ±’fií’-ç˘’È∏˘åç˘‚Æ’Èò - û’fi¬’∑fi ∫’’á¨’ (4.1 / . 5Y 4 ! # # ÷ç˘≥’fi)

# ! æ±† ®|,≤ ±π ∏ ü™ ≤∏ û∑ x† ≠ ≤∏ {$ t 5 Ñææ#®!,≤#∑,∑, û § Œû∏ æµ # ! 5 5 ø-] µ † ª≠#≤ ∏∂ ˘∑, y'∏∑±ûª 4 $ L . $ 4 b- ü™ ∑≠∑≠ û π Ñ üπ ØÑ <54 {/ÇtÜÜ Ç $ û∂#- ü™ ≤∏ ∂®! æ¥∞ #+ æ ∏† û∑ x ! 3 5 † Ñ ø1] π ð∑ ±∞ 'x∏≠ ±ø!] 8< ¥Œ ≠Æ § ® ≤ π æ¥∞ # û∑ xâ ∏ † ®! - - : Ç - : æZ ø¨ æ¥∞ # û∑ x† ≠ ≤∏ ø1 y≠i ü£ x ' ) $ - y∞ û ø z ø-] 5 8 ) 4 $ I5 <5

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# ! û∏Œ f- û +ª¦≠≠W y± ∂± ¥™x 5 9 8 w 5 ≤'∏∑• ± z ∏ª#Ñ±Ñπ û æc≤#t '5 wëb[ û µ • † Ñ] ¥™x I∏ ¥|≤æ π {± . .3 4 † | ø-] y± ∂± û ªπ û∏Œ f- û6 û6∂≠ 9 8 8 w 5 ¦ª#ûW≠ ûÑ † Ñ ø1] • #à æ# ¥|≤æ 3 5 )3 . Dh/ )3 π {± û∂#- û∑ x≤,∏ û∏ π ∑ † ∑ 4 - 54 ø- â ∏ ∂ Á ∑ ≤'∏∑• ± z ∏ª#Ñ±Ñπ û 4 '5 øπ ø! ∂) æc≤# † | ø-] y≠i wëb[ 53 I5 4 z ªŽ∑û≠± æ∏ ª∞ ± æ#∂≠ ø1] 5 4 6

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û∑ xz ∏ª#Ñ±Ñπ I∏ ±ž≤Ø≠] The work is executed by RVNL. û∑ x z ∏ª#Ñ±Ñπ I∏ ±ž≤Ø≠ Ç - )$ <5 )3 û∑ • ∏ø ø-] wëb[

û∑ x† ≠ ≤∏ ø-] í 4 $ +ª¦≠≠W y± ∂± ¦ª#ûW≠ ûÑ • 5 9 ∏ø ø1] 5 ©û† ≠ Ø∑≠à û ≤,∏ û∏± û π Ñ Ç 5 5 )$ û ∂π ∑≠∑≠ £ π , h4 8 $ 885 ¿ P#∑ ¦≠∏ ≤∏ ≤ ±i +ª±∑• ± û∑ † ∑] 44 4 - ù û∑ † ∑]

Anticipated Expend. Provision Reapro- Modified Expend. cost (As per upto for praition outlay during Pink Book 2012-13 2013-14 by Rlys. 2013-14 2013-14 2013-14 ) during (4+5) 2013-14 î’èè’¥¥’’Æ’Èò-≥’∫∫’’í’È∏˘Ω’‚ (19.1 ÷ç˘≥’ﬁ); W $$ 33 4a 5 ! # ≥’∫∫’’í’È∏˘Ω’‚-î’¨’’Æ’≈’öÃ (24 ÷ç˘≥’ﬁ) çÈ˘ ¨’ã - - Ü’´’’∑≤’Âû’ Ü’æ’’È´’¨’ ¬’÷≈û’ 85 8 a 5 W 4

ç˘öÆ’’-±’È“è’∫’Â∏˘ (±’“è’’∑Æ’Èò) (255.4 ÷ç˘≥’fi) / 4 . $ . $ 4 ≤’£Õ’í’∫’≥’ ∑’Èö-¬’ò òÂÆ’∫∫’fi (56.25 ÷ç˘≥’fi) . 5 w { 4 ¨’’÷öç˘‚öÈ˚-¿’fiç˘’∫’≈¬û’fi (309 ÷ç˘≥’fi) b { ! !! #

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Üåç˘¨’’Æ’Èò-≥’Èöç˘ (17.20 ÷ç˘≥’ﬁ) ! 4a #

™!≤#à 5th # ç“‚ ≥±’≥’ - Æ’Œ’È˜‚û’Â∑˚ (142 ÷ç ≥’ﬁ)˚ /) t #!

ç˘’È“ö˚’Æ’∫∫’fi - ç˘’È¢’’è’‚öÈ≥’ (125 ÷ç ≥’fi)˚ Y 4 Y $ ≥’¨’‚è’‚∑˚˚ - ∑˚’≥’’è’‚“ö˚≥’ (200 ÷ç ≥’fi)˚ a $ w $ Æ’È¶’Æ’∫∫’fi-ç˘∑fi≥’¨’è’∑-÷¨’îÀ’’≥’’±’’£ (177.49 t 4 Y $ ! # ! !# ÷ç˘≥’fi) bE ) !

¨’“©’∫’-¥’È∑’è’‚“ò∫’’ (126 ÷ç˘≥’ﬁ) b 3 ò $ #

# ! û∑ † ∑ ü£ xµ ,∂ y∞ Z ø¨ + ©û† ≠ 9<4 5 - • Ë† ≤® , ∂π £ G ª, ! û∂#- W $$ 33 4a 5 µ † ≠± â ∏ µ ™∏ û π Ñ ø-] 56: 5 5 ≤,∏ û∏ π ∑ † ∑ â ∏ ! 54 4 3 û ∑≠∑≠ û π Ñ üπ † ∑] 4 8 885 æ∂Z # z º∞ ± y± ∂± ¦ª#ûW≠ a û∏ ØÑ † Ñ ø1] ∂π £ G ª, â ∏ a 85 9 • ±≤øŒ û ¥#£ û∑ x † ≠ ≤∏ ) 5 í ø-] û∑ x±∞ 'x∏≠ ±ø! ø-] 4 $ )- a 5 W 4 b $ -

π ð∑ ±∞ 'x∏≠ ±ø!] b $ ±∞ 'x∏≠ ±ø!] b 8<

ª¦≠+ªû † ≠ º,˘∑ ø-] y± ∂± ¦ª#ûW≠ t35 4 $ 9 ±∞ 'x∏≠ ±ø!] b 8< ±ø!] 5 ª¦≠+ªû † ≠ º,˘∑ ø-] y± ∂± ¦ª#ûW≠ t35 4 $ 9 µ ,∂ â ∏ π † ≠ µ † #Ø∏! û Ü 5 4 5 - ±ø!] 5 æ¥∞ ∂) ∏Ì∑ æ∏û∏ û æÆ { D $ $ = +ª£ ∏∞ #±] 5 $ ª¦≠+ªû † ≠ º,˘∑ ø-] y± ∂± ¦ª#ûW≠ t35 4 $ 9 ±∞ 'x∏≠ ±ø!] b 8< ±ø!] 5 ª¦≠+ªû † ≠ º,˘∑ ø-] y± ∂± ¦ª#ûW≠ t35 4 $ 5 ±∞ 'x∏≠ ±ø!] b 8< ±ø!] 9 5

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±∑ û∑]x b- - ±∞ 'x∏≠ ±ø!] b 8<

û∑ xû6 â ∏ † ≠ û û∏¨ ] 5 4 $ 8 - ≤Ú™≤łπ # , û∏!∂±† ∏ ü™ L t 4 3Y $ û ∑≠∑≠ û π Ñ 5 4 8 885 üπ † ∑] £ ∏¨ LLL û t LLL W $3 • † ≠∑π , ∂®≤łπ # ü a4 3 )a 4 3a ∂®≤łπ # , ∂≠™x {• ± £ π , û∏ $ w - Ø∑ † ∑] yªºl û∑ x † ≠ 4 $ ≤∏] û∑ xû6 y∞ û † ≠ û û∏¨ ∏π ª ¥™x w - 3 . 44 4 w £ ∏¨ ,L ∑∏† ®π , ±¦æ∂ t ò $ b ± û∏Œ f- ≤ ±i +ª±∑• ± ûÑ] 5 4 $ 8 û∂#- û∑ x ≤,∏ û∏ π ∑ † ∑ í 54 - â ∏ ü™ ∂π ∑≠∑≠ û π Ñ 5 4 8 $ üπ † ∑] ±¦æ∂ æ 885 b ¥† π ≤łπ # û∂#- {• ± . $ 4 LLL ∏π † ≤,∏ û∑ † ∑] £ ∏¨ $ $ 54 t ¥† π ≤łπ # , ±Ø∑π LLL . $ 4 b 3 û∂# ü™ ∂) ≤,∏ û∏± û6 ∑• ± ø-] 5 $ 8 54

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è’öΩ’∫’-∑’¥’í’Â∑ (60 ÷ç˘≥’ﬁ) D - w 5 !

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Ü’≥’’¨’ Æ’÷∑˚Ω’û’”¨’ D / è’‚“òÂ∑-è’‚“û’ç˘∫’ Ω’ è’‚“û’ç˘∫’-ç˘∫∫’Â∏˘ (478 D D = D !! ! ÷ç˘≥’fi); Æ’È“öÈ˚ç˘∫∫’Â-è’‚ûû’fi ¨’á” ∫’’á¨’ Ω’ ç˘∫∫’Â∏˘- Y # 5 t ´’≥’’”Ω’∑≥’ ç˘’È àô’¨’È ¬’÷≈û’ (76 ÷ç˘≥’fi) D3 - - 8$ 8 Y 5

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£˚’È≈˚∑˚fi ∫’’á¨’ ÷±’ì˙’¨’’ 5 è’‚ûû’fi-∑È˚÷ú’è’‚“ò’ - Ü“æ’û’: £’È≈∑fiç˘∑ú’ (151.04 D3w$ t 5 ! ÷ç˘≥’fi) )$

∑’¥’í’Â∑ -è’‚“û’ç˘∫’ (81.1 ÷ç˘≥’ﬁ) w 5 D # ! !! # # #

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# ! û∑ xû6 y∞ û † ≠ û û∏¨ ∏π ª ¥™x w - 3 . 44 4 w ± # û∏Œ f- û ≤ ±i +ª±∑• ± û∑] # 5 4 $ 8 - ±∞ 'x∏≠ ±ø!] b 8< û∑ x≤,¨ x† ≠ ≤∏ ø- â ∏ ∏π ª ¥™x û Ç - 8 4 $ ü±≤ ∏ , ø∂±¥Ø # û∂#- Y 4 I ) # !# û∏Œ f- û ≤ ±i +ª±∑• ± û∑] w - 3 . ≤,∏ û∏ π ∑ † ∑ â ∏ ∑≠∑≠ 54 = 44 4 w !# 5 û π Ñ üπ Ø∑ † ∑] 5 I ) ø∂±¥Ø , øłπ #üŒ û∂#- I : D) $ † π ¥† x , æ ł≠±≤ ∏ û∂#- { 4 5 ü™ ≤∏ û∑ x ≤,∏ û∏ π ∑ † ∑ 54 $ â ∏ {• ± £ π Ø∑ † ∑] I { 4 4 øłπ #û ™ , æ ł≠±≤ ∏ z ºû û∂#- ∂) ≤,∏ û∏± û Ç $ 8 54 π ð∑ ø-]

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û∑ xû6 † ≠ û y± æ∏] ! 4 4 $ - † ≠ ≤∏] L 4 $

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≈’È¬’Æ’Èò-è’‚“û’ç˘∫’ (115 ÷ç˘≥’ﬁ) I4D ! ! !

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≥’≈˚’¨’è’∑˚ Æ’÷∑˚Ω’≈˚¨’ Æ’÷∑˚¥’’Èî’¨’’ã“ a+ Ç+ t, ≈Ì£∑’±’’£-÷¬’ç˘“£∑’±’’£ - ≥’∫òfi ≥’’Èö∫’ Æ’÷∑Ω’≈¨’ I3 ) {5 ) #! Æ’Õú’’∫’fi (í’∑ú’-II) a 4 3 t LL ™!≤#à 5th ! £˚÷Å’ú’ Æ’ÂΩ’” ∑È˚∫’Ω’È {/ 9 w ¨’á” ∫’’á¨’Í (÷¨’≥’’”ú’) b [ / ±’’ÈΩ’’á”í’“öfi-Ü’∑’≥’±’’è’ (31 ÷ç˘≥’fi) .- 5 ! ) $ #

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yµ # ±∞ 'x∏≠ ±ø!] b 3 8<

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©û† ≠ â ∏ µ ™∏ æ¥∞ # Ø∑≠à û ! 8 6 f≤æ,¥† ∏!≤æ# ! û∂#- w4 . $ 4 ! ; ≤,∏ û∏± û π Ñ y≠'∏S ∞ ±∏º 5 5 = ) z ∂± ≤'∏ª≠±x £ π , û∏ Ø∑ D $ / y≤;¿ ≠] † ∑] ¥ ∏∂∏,£ û π ∑ 5 . û∂#- ±| π {± â ∏ f≤æ, / b- ¥† ∏!≤æ# û ∂øıª≤,¨ x z º∞ ± 4$ 8 w4 û G ≤ ∂) G ≤æ,¥ ∏∂∏ . aa û∂#- û y≤Z ™º± † ≠ ≤∏ ø-] w4 . $ 4 4 $

∂) ∑Æ π ;¿ ≠ ü™ û6 † ≠ û ! 8 6 ∏£ #,π ø∏Ø† z ∂± ≤'∏ª≠±x w 5[ $ D $ π Ñ y≠'∏S ∞ ±∏º y≤;¿ ≠] 4 $ 5 $ û∑ x ≤,∏ û∏ π ∑ † ∑ ø- â ∏ / - 54 = £ π , û∏ Ø∑ † ∑] π ø∏Ø† , 5 [ $ ¥Œû6£ ˛≤# ±| π {± û û∑x. 5 4 b- [ ≤,∏ û∏ π ∑ † ∑] ¥Œû6£ ˛≤#, 54 . 5 4Ç ®∏! û∂#- ±| π {± † ≠ b- [ ≤∏ ø- â ∏ ∂£ +x ≠û ≤,∏ 4 $ = $ 8 û∏± û π ð∑ ø-] 54 )3 a 5:

Anticipated Expend. Provision Reapro- Modified Expend. cost (As per upto for praition outlay during Pink Book 2012-13 2013-14 by Rlys. 2013-14 2013-14 2013-14 ) during (4+5) 2013-14 ±’’“ç˘‚∑’-£’≥’’È£∑ Ω’Ì∫’fi; ±’’ÈΩ’’á” í’“öfi-é’’¨’’ (22 . 5 ë ! ! ÷ç˘≥’fi), ∑’¥’¨’è’∑-÷í’¨’í’’á” (20.9 ÷ç˘≥’fi), Y D/ - .- / ±’’“ç˘‚∑’-≥’‚ç˘‚ò ≥’÷ú’Æ’‚∑ (57 ÷ç˘≥’fi), ≥’‚ç˘‚ò Y b[: w $ ≥’÷ú’Æ’‚∑-àÆ’∑¬’’È∫’ (26.7 ÷ç˘≥’fi) Ω’ ±’’“ç˘‚∑’ a $ ! b[: (ç˘∫’’Ω’û’fi)-Æ’‚∏˘÷∫’¥’’ ±’∑’¬û’’ ≈‚∑’ (65 ÷ç˘≥’fi) - . a a4 ¨’á” ∫’’á¨’ Ω’ ≥’‚ç˘‚ò ≥’÷ú’Æ’‚∑-÷ñ’÷∫’÷≥’∫’fi (24 b[ = a a4 ÷ç˘≥’fi) - ¨’á” ∫’’á¨’ çÈ˘ Ü’´’’∑≤’Âû’ Ü’æ’’È´’¨’ Ü4 b[ : . ¬’÷≈û’ Y ) t I b[ = a a4 W b[

£˚’È≈˚∑˚fi ∫’’á¨’ ÷±’ì˙’¨’’ 5 ÷ò÷ç˘¥’’Æ’’öÃ’-¬’“û’∑’è’’ìfi - 4¢’fi ∫’’á¨’ (5.6 Ç 4 { $ 5 ! ! ÷ç˘≥’fi) Æ’£’Æ’≈’öÃ-±’’“¬’Æ’’¨’fi t 4 . 4 !

±’’∑±’ﬁ∫’-±’’∑’î’’≥’£’ (10 ÷ç˘≥’ﬁ) . ). ' #! #! !

÷±’≥’∫’’è’õÃ-£‚÷≥’†’’ . $ 5 !

≥’‚∑fi-àûû’∑fi Ü’àò∑ çÈ˘÷±’¨’/≥’‚∑fi - ¬’‚Ω’ú’”∑È˚é’’ a b h / )@a # ! ! ! ¨’£fi Æ’∑ £Â¬’∑È˚ Æ’‚∫’ çÈ˘ Æ’Õ’Ω’´’’¨’ ¬’÷≈û’ é’“ö ç˘’ 5)$ 8 5 - £’È≈∑fiç˘∑ú’ 4 8 ) $ {)

±’’“¬’Æ’’¨’fi-î’’∏˘∫’fi (9 ÷ç˘≥’fi) . 4 W ! ! ! !

∑’î’é’∑¬’’Ω’’“-÷¬’¨’ﬁ - 3¬’∑ﬁ ∫’’á¨’ w ' - { ! ! #

Æ’’“¬’ç˘‚∑’-é’öÃè’Æ’‚∑ - 3¬’∑fi ∫’’á¨’ (44.7 t Y $4 ! # ÷ç˘≥’fi); Æ’’“¬’ç˘‚öÃ’-ê’ò’∫’ (32.8 ÷ç˘≥’fi) ¨’á” - - ∫’’á¨’ çÈ˘ ¨’ã Ü’´’’∑≤’Âû’ Ü’æ’’È´’¨’ ¬’÷≈û’ 85 8 t D # -

∑’î’è’’Èö’-û’’≥’∫’‚ç˘ (13.5 ÷ç˘≥’ﬁ) - Æ’’“¬’ç˘‚öÃ’- w '$ Ç # ! # ! ≈÷∫£¥’’ £’È≈∑ﬁç˘∑ú’ ç˘’ í’∑ú’-II t LL 8 t I )$

# ! ¥ª|£ Ø!,ü± û∂#- ∂) û∑ x† ≠ í 4 $ $ .- ¥û ∏,Ø∂Ø∏ ª-π # ! û∂#- û . 5 ë 3 ! ±ø! û∏ ∏ø ø- Ê∑:û µ ,∂ æ ¥Øüπ / Y [ û∑ x ≤,∏ û∏ π ∑ † ∑ â ∏ Y 54 = ∏• † ∏ û +¥± â ∏ ∂) z ¥®≠ -$ - £ π , û∏ Ø∑ † ∑] ¥û ∏ æ 5 . ∞ ±∏º û∂ ø± û û∏¨ û∑ xû6 4 $ - ') 8 ∂ û ®∂±#≤ ∏ # û∂#- ¥ª| a 4 # † ≠ ±ø! ø± Ø ∏ø] † ™x∏ ≥ +`û º± û )$ $ £ Ø!,ü± û∂#- .- / Y : π Ñ +≤§ π ªΩV ∂) • ∂ ™+¥® Ä ¨ ı∂û b$ ) 5 ∂ û ®∂±#≤ ∏,}≤∏æπ a a4 Ü4 ø Ñ] û∂#- ¥û ∏ ûπ ¥≠# ø ∏ û 4 3 8 $ : . Y ) ∏¦≠ ≤ fπ ∑ û∂#- 8 ) 5 ∂ û ®∂±#≤ ∏,¶ π ∂π û∂#- t I : ü™ † ≠ û +ªµ ˘± £ ∏¨ : ∂)a a4 W ø1] ±∞ 'x∏≠ ±ø!] 5 $ 8 4 $ b 8<

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©û† ≠ â ∏ µ ™∏ æ¥∞ # Ø∑≠à û ! 8 6 £ π , û∏ Ø∑ † ∑] / ≤,∏ û∏± û π Ñ y≠'∏S ∞ ±∏º 5 5 = ) y≤;¿ ≠] ©û† ≠ â ∏ µ ™∏ æ¥∞ # Ø∑≠à û ! 8 6 £ π , û∏ Ø∑ † ∑] / ≤,∏ û∏± û π Ñ y≠'∏S ∞ ±∏º 5 5 = ) y≤;¿ ≠] ©û† ≠ â ∏ µ ™∏ æ¥∞ # Ø∑≠à û ! 8 6 £ π , û∏ Ø∑ † ∑] / ≤,∏ û∏± û π Ñ y≠'∏S ∞ ±∏º 5 5 = ) y≤;¿ ≠] ≤'∏∑• ± û £ π , û∏± û π Ñ y≠'∏S ! 8 6 8 £ π , û∏ Ø∑ † ∑] / ∞ ±∏º y≤;¿ ≠] 5$ 4 '5

∂) Ä ¨ ı∂û ™+¥® 2 ø z ] b$ ) 5 £ π , û∏ Ø∑ † ∑] / {æπ Ñ ∞ ±∏º û û∂ }≤∑† ø z ] I5: 8

∂øπ ∂G ≤ ∑™x â ∏ ∏• ü∏¦ª ∑™x ∂) 5 $$ 8 bL ∏• ü∏¦ª,∂øπ ∂G ≤ ≤,∏ û∏ w ' - a 4 Ñ±z | 2 ± ø± û û∏¨ ∞ ±∏º û a 4 ò = π ∑ † ∑ â ∏ ∑≠∑≠ û π Ñ 54 = 5 û∂ }≤∑† ø z ] w ' - ò C 5 üπ Ø∑ † ∑] ∂øπ ∂G ≤, a 4{ # ) æ#±# # û∂#- ∏π ≤Æ æ≤ûx û 5 $ 54 û∑ x≤,∏ û∏ π ∑ † ∑]

;¦Æ ≠ z ∏ª#Ñ±Ñπ û ≤æ }≤π ¸∞ ø-] { ) - wëb[ z ∏ª#Ñ±Ñπ ] wëb[

í’“Æ’’ñ’’∑¨’-÷±’≥’∫’’è’õÃ (21 ÷ç˘≥’ﬁ) / 4 ' . $ # # #

û’≥’∫’‚ç˘ î’“. çÈ˘÷±’¨’-±’¬’‚÷∫’¥’’ ¬’‚û’’≈’ò’ (24.4 Ç W / ). 3 ! ÷ç˘≥’fi) { ö’È“è’’Æ’’È¬’fi-∑’î’é’∑¬’’Ω’’“ - û’fi¬’∑fi ∫’’á¨’ 5$ 4w ' - ## ! # !

é’öÃè’Æ’‚∑-è’’Èç˘‚∫’Æ’‚∑; ±’∑’¬û’’ ÷è’÷∑≥’Ì£’¨’ (6 Y $4 D 4 # ÷ç˘≥’fi) D é’öÃè’Æ’‚∑-¨’’∑’¥’ú’è’õÃ - 3¬’∑fi ∫’’á¨’ (20 ÷ç˘≥’fi) Y $4 b 3 $ # #

≥’¨’’È≈∑Æ’‚∑-±’“ö’≥’‚“ö’ - 3¬’∑ﬁ ∫’’á¨’ (30 ÷ç˘≥’ﬁ) a 4 . # # ! !

∑’î’é’∑¬’’Ω’’“-í’çÕ˘´’∑Æ’‚∑ - û’fi¬’∑fi ∫’’á¨’ (20 w ' - / 4 # # ÷ç˘ ≥’fi)

Ü“ö‚∫’-±’’∫òfiç˘‚∑fi (7.25 ÷ç˘≥’fi) ! . ! ! ! !

è’’Èá∫’çÈ˘∑’-≥’¨’’È≈∑Æ’‚∑ - 3¬’∑ﬁ ∫’’á¨’ (40 ÷ç˘≥’ﬁ) D a 4 ! #

Æ’⁄æí’≥’ ∑È˚∫’Ω’È í w ¨’á” ∫’’á¨’Í (÷¨’≥’’”ú’) b [ / £’≈’È£-á“£’Ì∑; ±’∑’¬û’’ ¬’∑£’∑Æ’‚∑, ñ’’±’‚Ü’ Ω’ ´’’∑ 5 L { 4 : # (200.97 ÷ç˘≥’fi), ±’∑˚’¬û’’ Ü≥’ñ’È∑˚’ (4.82 W ) = 5 ! 5 ÷ç˘≥’fi) çÈ˘ ¬’’¢’ Ü’´’’∑≤’Âû’ Ü’æ’’È´’¨’ ¬’÷≈û’ 85 8 5 $ $ ' # ì’Èò’ à£È˚Æ’‚∑-´’’∑ (157 ÷ç˘≥’fi) / Ü 4 5 # # #

Ü’≥’’¨’ Æ’÷∑˚Ω’û’”¨’ D / Æ’Õû’’Æ’¨’è’∑-ì’Èò’ à£È˚Æ’‚∑ (99.27 ÷ç˘≥’ﬁ) t 4 $ / Ü 4 !!

# ! ∏≠ û6 y± ≤π ¸∞ ≠ û û∏¨ ≤ π æ¥∞ # . $ - 885 ∂£ +x {• ± ∏π † ] • ,±+ a 5: 9$ $ û∑ xµ +ª≠ ø z y≠i ∞ ±∏º y˝∑+≤≠x ] )3 8 I5: 8 £ π ,] W: /$

π ;¿ ≠ ü™ û ≤,∏ û∏± û π Ñ y≠'∏S ! 8 6 Øæ¥∏+ ] 55: ∞ ±∏º y≤;¿ ≠] 54 $ 5

π ;¿ ≠ ü™ û ≤,∏ û∏± â ∏ ∂) ! 8 6 ∂£ +x ] a 5: ∑Æ π ;¿ ≠ y˘∑ ü™ û6 † ≠ û π Ñ 54 $ 5 y≠'∏S ∞ ±∏º y≤;¿ ≠] 4 $ 5 $ y≠∂ +¥π ≤,ªªx≠d y≤¿ û y± æ∏ ±ø! C ) 5 ) £ π , û∏ Ø∑ † ∑] / û∑ † ∑] <45

±ª,¦ª#ûW≠ û∑ xû º G û∏± û π Ñ ! 8 6 4 Øæ¥∏+ ] 55: y≠'∏S ∞ ±∏º y≤;¿ ≠] -3 5 - y± ∂± ∏π ª ¥™x I∏ ¦ª#ûW≠ ±ø! ûÑ 9 ) 5 Øæ¥∏+ ] 55: † Ñ ø1] y≠i ±+ªØÑ • ∏! ±ø! ûÑ † Ñ )3 w - 3 . I5: ø1] ) 8 y± ∂± ∏π ª ¥™x I∏ # û 9 ) 5 )3 Øæ¥∏+ ] 55: ¦ª#ûW≠ ±ø! ûÑ † Ñ ø1] y≠i ±+ªØÑ w - 3 . # I5: • ∏! ±ø! ûÑ † Ñ ø1] ) 8

±ª,¦ª#ûW≠ û∑ xû º G û∏± û π Ñ ! 8 6 4 Øæ¥∏+ ] 55: y≠'∏S ∞ ±∏º y≤;¿ ≠] -3 5 -

¥™x I∏ ≤ ±+ªx±∑• ± û∑ † ∑] w 44 4 )3 w3 . ±∞ 'x∏≠ ±ø!] b 8< ≤'∏∑• ± π ;¿ ≠ ±ø! Æ # â ∏ ¥#• # ∂) t '5 - $ .D ¥™x I∏ ¥∏,¥∏ û∂# û6 † |] y≠i š∑∑ 5 8 63 )3 . 5 û∂ ø z ] <4

∂∂,π # û∂#ªº#] a ±∞ 'x∏≠ ±ø!] b 8<

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5th ™!≤#à ∑’î’÷Æ’Æ’∫’’-Ü“ç˘∫’ÈæΩ’∑ (62.89 ÷ç˘≥’ﬁ) w '44 ! - #! ! !

∑û’∫’’≥’-≥’â˘-é’“öΩ’’-Üç˘’È∫’’ (472.64 ÷ç˘≥’ﬁ) w a-Y - ! ! # # #

Ü≈≥’£’±’’£-÷≈≥≥’û’¨’è’∑-à£¥’Æ’‚∑ (299.2 ! ) I $ # # ! ! # ! ÷ç˘≥’fi), ≥’’Èö’¬’’-æ’’≥’∫’’î’fi ∑’Èö (22.53 ÷ç˘≥’fi) Ü 4 !! 5 a { ' w

≤’‚î’-¨’÷∫’¥’’ (101.35 ÷ç˘≥’fi); ¨’÷∫’¥’’ ¬’È .'b 3 - # Ω’’¥’’È∑ (24.65 ÷ç˘≥’fi) û’ç˘ ÷Ω’¬û’’∑ ¬’÷≈û’ < 8 b 3 ë 3 ÷≥’¥’’è’’≥’-ç˘∑î’¨’-£≤’’Èá”-¬’≥’’∫’¥’’ (96.46 a3 $ Y ' 5 ) ! ## ÷ç˘≥’fi) - ÷Ω’©‚û’fiç˘∑¨’ ¬’÷≈û’ Ü≥’’¨’ Æ’÷∑Ω’û’”¨’ { 3 ! D $ 5 - 5 85

õ’¬’’ - î’Èû’∫’¬’∑ (104.44 ÷ç˘≥’ﬁ) 5 W !

Ü≈≥’£’±’’£ - ±’’Èò’ö (170.48 ÷ç˘≥’ﬁ) ! ) . # #

∑’î’ç˘’Èò-Ω’È∑’Ω’∫’, Ω’“¬’î’’÷∫’¥’’ ¬’È î’Èû’∫’¬’∑, w ' ë : í ' ! æ’’Æ’‚∑-¬’∑’÷ö¥’’ (46 ÷ç˘≥’fi); Ω’È∑’Ω’∫’-¬’’È≥’¨’’¢’ W - - (281 ÷ç˘≥’fi) Ü’Ì∑ ¬’’È≥’¨’’¢’-ç˘’È÷ö¨’’∑ (36.91 85 8 { 4 { 3 ÷ç˘≥’fi) û’ç˘ ¨’á” ∫’’á¨’ çÈ˘ Ü’´’’∑≤’Âû’ Ü’æ’’È´’¨’ - ë ¬’÷≈û’ { # = { Y !

¬’‚∑È˚“£Õ¨’è’∑-≤’’Ω’¨’è’∑, õ’È∫’’-õ’¬’’-≥’≈‚Ü’; { $ . $ : ! # # ÷Æ’Æ’’Ω’’Ω’ û’ç˘ ÷Ω’¬û’’∑ ¬’÷≈û’ (385 ÷ç˘≥’fi) 5 5 a - < t4 # ™!≤#à 5th ! ÷≤’∫’öfi-Ω’fi∑≥’è’’≥’ (157 ÷ç˘≥’fi); ≥’È≈¬’’ú’’- . ë $ - #! û’∑“è’’ ÷≈∫’ (57.4 ÷ç˘≥’fi) - Ü’≥’’¨’ Æ’÷∑Ω’û’”¨’ çÈ˘ - 85 8 ¨’ã Ü’´’’∑≤’Âû’ Ü’æ’’È´’¨’ ¬’÷≈û’ a Ç $ I $ $ 5

£˚’È≈˚∑˚ﬁ ∫’’á¨’ ÷±’ì˙’¨’’ 5 ¬’Â∑û’-ç˘’È¬’’“±’’ (í’∑ú’-I) (35 ÷ç˘≥’ﬁ) { Y ) t L !

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∂∂,π # û∂#ªº#] ∏π ª ¥™x I∏ a w 44 4 û∂#- ≤,∏ û∏ π ∑ † ∑] 54 w ≤ ±+ªx±∑;• ≠ û∑ † ∑] ≤'∏∑• ± )3 w3 . Ç $ ∏≠π ∂,{Ø^∏ ≤,∏! ∑• ± û ≤,∏!L Ç5/ 8 8 4 '5 π ;¿ ≠] 4 '5 û∏± û6 π ð∑ ≠Æ ±∞ 'x∏≠ 8< ±ø!] ∂∂,π # û∂#ªº#] ∏π ª ¥™x I∏ a w 44 4 ±∞ 'x∏≠ ±ø!] b 8< ≤ ±+ªx±∑;• ≠ û∑ † ∑] )3 w3 .

y± ∂± øπ ø! ∂) ∂) ¦ª#ûW≠ 9 53 5 π ð∑ ≠Æ ±∞ 'x∏≠ ±ø!] Ç5/ 8< ûÑ † Ñ]

+ª¦≠≠W y± ∂± ¦ª#ûW≠ ±ø! ûÑ † Ñ] 5 5 π ð∑ ≠Æ ±∞ 'x∏≠ ±ø!] Ç5/ 8<

z ∏ª#Ñ±Ñπ I∏ û∑ x±ž≤Ø≠ û∑ • í )$ <5 )3 wëb[ π ð∑ ≠Æ ±∞ 'x∏≠ ±ø!] Ç5/ 8< ∏ø ø-] z ∏ª#Ñπ Ñπ I∏ û∑ x±ž≤Ø≠ û∑ í )$ <5 )3 wëb[ π ð∑ ≠Æ ±∞ 'x∏≠ ±ø!] Ç5/ 8< • ∏ø ø-] º≤ ∏,æ∏Ø∑ û æ∂Z # z º∞ ± û 5 8 z ∂± ≤'∏ª≠±x æ¥∞ # æµ # û∑x! D $ / - +ª¦≠≠W y± ∂± æº∞ ≠ ±ø! ø-] π +¥≠ 85 8 { 4 { 3 ≤,∏ û∏ π Ñ † Ñ ø1 â ∏ ∑≠∑≠ 54 = 5 Ø∑≠à û ≤,∏ û∏± û π Ñ y≠'∏S 5 9<5 ) 5 £ π , û∏ Ø∑ † ∑ ø-] æ∂±Æ b- [ 8 { ¥ û† ] 4 $ ) æ û™±∏ ≠û ±| π {± û Y 4 $ Ç5/ û∑ x † ≠ ≤∏ ø-] ≤,∏ û∏± û6 8< π ð∑ ≠Æ ±∞ 'x∏≠ ±ø!]

≤'∏∑• ± ≤,∏ û∏ π ∑ † ∑ ø-] t '5 54 ≤,∏ û∏ π ∑ † ∑ â ∏ üπ /4 = 5 Ø∑ † ∑]

∏π ª ¥™x I∏ û∂ ∞ ±∏º z ¥®≠] [ 8 )3 w - 3 µ π Œ!,ª#∏∂† ∂,≤®± ü™ ≤,∏ . ë $ t . û∏ π ∑ † ∑ ø-] ≤®±,µ π Œ!54 t . = â ∏ ∂øæ¨ ,≠∏† øπ ±∞ 'x∏≠ a Ç $ I ±ø!] 8<

∞ ±∏º y˝∑+≤≠x û∏ Ø! † | Ê∑:û C ≤,∏ û∏± û6 π ð∑ ≠Æ Ç5/ 8< y± ∂± ¦ª#ûW≠ ±ø!] 5 ±∞ 'x∏≠ ±ø!]

Anticipated Expend. Provision Reapro- Modified Expend. cost (As per upto for praition outlay during Pink Book 2012-13 2013-14 by Rlys. 2013-14 2013-14 2013-14 ) during (4+5) 2013-14 Üç˘’È÷£¥’’-≥’‚≈≥≥’£ é’ÈöÃ’-æ’‚î’’∫’Æ’‚∑ - ç˘≈fi“-ç˘≈fi“ ! a Y # # £’È≈∑fiç˘∑ú’ (13.15 ÷ç˘≥’fi) {' 4 t 5 )$ à´’¨’’-î’∫’è’’“Ω’ ÷Ω’©‚û’fiç˘∑ú’ ¬’÷≈û’ (306.93 Ü W $ - #! # # ÷ç˘≥’fi) 5 85 !

è’’“´’fi´’’≥’-Ü’£fiÆ’‚∑ (8 ÷ç˘≥’fi) D ! 4 # # è’’“´’fi´’’≥’-ç˘’“ö∫’’ Æ’’Èò” (12 ÷ç˘≥’fi) D Y t !! !!

Ω’fi∑≥’è’’≥’-¬’‚∑È˚¨£Õ¨’è’∑ (65.26 ÷ç˘≥’fi) ë $ { $ ## ! Ω’fi∑≥’è’’≥’-¬’≥’’÷é’¥’’∫’fi (182.23 ÷ç˘≥’fi) ë $ { # # # !

Ω’û’˚Ω’’-Ü≈˚≥’£˚’±’’£˚ - ¬Ω’í’’÷∫’û’ ÷¬’è’¨’∫’ ¬’÷≈˚û’ ë ! ) - # 3¬’∑˚ﬁ ∫’’á¨’ (7.50 ∑È∫’Æ’¢’ ÷ç˘≥’ﬁ) 5 $ $

Æ’’∫’¨’Æ’‚∑-¬’≥’’⁄é’¥’’∫’ﬁ (274.73 ÷ç ≥’ﬁ) t 4 {

ç˘’∫’’Æ’fiÆ’∫’-∞˘’“£’ (41.49 ÷ç˘≥’fi) Y 44 t ! ! ≥’≈˚’¨’è’∑˚ Æ’÷∑˚Ω’≈˚¨’ Æ’÷∑˚¥’’Èî’¨’’ã“ a+ Ç+ t, ¬’’“û’’çÕ˘Âî’-±’’È∑fiΩ’∫’fi - Æ’’“í’Ω’fi ∫’’á¨’ { 5 E. ! ! ∑È˚∫’ ÷Ω’©‚û’fiç˘∑˚ú’ w 9 * ÷Ω’©‚û’fiç˘∑˚ú’ Æ’÷∑˚¥’’Èî’¨’’ã“ 9 * t, ÷£∫∫’fi ¬’∑’¥’ ∑’È÷≈∫∫’’-è’‚öÃè’’“Ω’ (30 ÷ç˘≥’fi) 5 { w D $

¬’fiû’’∑’≥’Æ’‚∑-£’¨’’Æ’‚∑-≥’‚è’∫’¬’∑’¥’; ±’∑’¬û’’ Æ’ÂΩ’” { 4 5 4 ! ! # # ∑È˚∫’Ω’È ç˘fi ≥’‚é¥’ ∫’’á¨’; ∑’≥’Æ’‚∑-ö‚≥’∑’-è’öÃ≈∑’- a$ 8 ±’∑’Ì¨’fi ¬’÷≈û’ (562 ÷ç˘≥’fi) 9 w - 3 5 w 4 5 D .

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∏π ª ¥™x I∏ ≤ ±+ªx±∑• ± û∑ † ∑] w 44 4 )3 w3 . ≤,∏ û∏ π ∑ † ∑] /4 ∂∂,π # û∂#ªº#] a ∏π ª ¥™x I∏ ≤ ±+ªx±∑• ± û∑ † ∑] w 44 4 )3 w3 . ≤,∏ û∏± û6 π ð∑ ≠Æ ; Ç5/; ëD{!5[ ∂∂,π # û∂#ªº#] a û∂#- ª#• #,ÑæÑ™!Ñπ ≤,∏ û∏ 54 WÇó π ∑ † ∑] û∂#- 5ID: /Ü[{ÜYK : • ®!ÑÊæ,™!Ñ£ • #+ æ#∑,Ñπ , 5ID/ : : Ñπ ∑,û û∂## . 5 : # ™!Ñ£ • #,£ π # 8< û∂#- ºΩ ±∞ 'x∏≠ ±ø!]

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≤'∏∑• ± û∑ x≤,∏ û∏ π ∑ † ∑] t '5 54 ≤,∏ û∏ π ∑ † ∑] /4

û| ≤ ±+ªx±∑• ± ±ø!] b w 44 4 æµ ª≠; Øłπ # æ∏∑ ∏øłπ , a 3 ) $ yø∂Ø¥Ø +ª/ ≠#û∏¨ ≤'∏∑• ± 5 { w û æÆ +ªπ ∑± â ∏ ±l û∏ ! ) 5 85 Ø∑ • Ñ] 4 '5 yªºl û∑ x≤,∏ û∏ π Ñ † Ñ] Ç 54 - û∑ x≤,∏ û∏ π ∑ † ∑ ø-] í 54

Anticipated Expend. Provision Reapro- Modified Expend. cost (As per upto for praition outlay during Pink Book 2012-13 2013-14 by Rlys. 2013-14 2013-14 2013-14 ) during (4+5) 2013-14 ±’È“è’∫’Â∏˘-í’¨¨’’¬’’“£Õ’ ∫’ÂÆ’; ±’∑’¬û’’ ¥’æ’Ω’“û’Æ’‚∑ Ω’ . $ / 4 # ## # ¥’È∫’≈’“ç˘’-±’Ì¥¥’’Æ’¨¨’’≈∫∫’ﬁ ∫’ÂÆ’ ±’∑’¬û’’ ≈È˚±±’’∫’ ò- 4 = ò (46 ÷ç˘≥’ﬁ) . 33 44 4 I))

≥’‚∑’£’±’’£-∫’é’¨’â˘-àû’∑È˚÷û’¥’’ (338 ÷ç˘≥’ﬁ) a ) [5 -Ü # # #

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÷Ω’∫∫’‚Æ’‚∑≥’-÷û’∏˘÷íí’∑’Æ’∫∫’ﬁ (178 ÷ç˘≥’ﬁ) ë4 Ç 55 4 # ! !!

÷∫’“è’≥’Æ’∫∫’fi-Ω’’öfi (161 ÷ç˘≥’fi) [$ 4 í # !! # ! !

Ü“ö’∫’-àé’∑’-Æ’“’öΩ’ÈæΩ’∑ (23 ÷ç˘≥’ﬁ) ! Ü t -

±’ﬁ¨’’-ç˘’Èò’ (303 ÷ç˘≥’ﬁ) . Y

àîî’Ì¨’-á“£’Ì∑ Ω’ £È˚Ω’’¬’-≥’ç˘¬’ﬁ (115 ÷ç˘≥’ﬁ) Ü'' L = 5- a ! # !! # !

àû’∑È˚÷ò¥’’-¬’‚∫’û’’¨’Æ’‚∑-≥’‚è’∫’¬’∑’¥’ (288 ÷ç˘≥’ﬁ) Ü { 4 a$ ! ! ! ##

# ! yªºl û∑ x≤,∏ û∏ π Ñ † Ñ] Ç 54 - ≤,∏ û∏ π ∑ † ∑] û∑ x +≤û /4 í 44 ¥ û æ ø® Ø∑ † ∑ ø-] 8 t .

∞ ±∏º +ª/ ≠#û∏¨ æ¥∞ # y˘∑ û∑V û C w9 - ≤,∏ û∏ π ∑ † ∑] û § yªºl /4 { y≠'∏≠ û∏ Ø! † |] û∑ xºΩ ø1] - $

∞ ±∏º +ª/ ≠#û∏¨ æ¥∞ # y˘∑ û∑V û C w9 - û∑ x ≤,∏ ø † ∑ ø-]≥6™∏ ª∑∏ í 54 y≠'∏≠ û∏ Ø! † |] û ±∂¨x â ∏ r˛¥ º∏≤'∏ / 5 8 8 - }≤¦û∏: û ≤∏≤∏† ≠ ∂) ¥Øπ ª 5 8 Ç - 3 Ø;¿ ¨ ∂¯∑ ∏π ª ∂) û∑ • hI9 55 )$ ∏ø ø-] û∑ x +≤û ¥ û <5 )3 {/w 5 44 æ ø® Ø∑ † ∑ ø-] 8 t .

∞ ±∏º +ª/ ≠#û∏¨ æ¥∞ # y˘∑ û∑V û C w9 - ≤,∏ ø † ∑ ø-] y± ∂± ≠-∑∏ /4 /4 y≠'∏≠ û∏ Ø! † |] ûÑ • ∏ø ø1] +≤û ¥ û 9 4 4 æ û∑ xø® Ø∑ † ∑ ø-] 5 44 8 t . ∞ ±∏º +ª/ ≠#û∏¨ æ¥∞ # y˘∑ û∑V û C w9 - ≤,∏ û∏ π ∑ † ∑] /4 y≠'∏≠ û∏ Ø! † |]

π ð∑ 2 û π Ñ +ª/ ≠#û∏¨ æ¥∞ # C 44 4 8 ≤,∏ û∏ π ∑ † ∑] z æ±æπ /4 b- w y˘∑ û∑V æ ∞ ±∏º ≤ ±+ªx±∑;• ≠ û6 w9 - 5 $ ∂™π .≤,ª x ∏π ª I∏ û∑ • ± - ) )3 ! † |] ªπ ±| ∏π π {± æ¥∞ # û∑]x 5@9 w - 3

π ð∑ 2 û π Ñ +ª/ ≠#û∏¨ æ¥∞ # C 44 4 8 ≤,∏ û∏ π ∑ † ∑] û § yªºl /4 { y˘∑ û∑V æ ∞ ±∏º ≤ ±+ªx±∑;• ≠ û6 w9 - 5 $ û∑ xºΩ ø1] - $ † |] π ð∑ 2 û π Ñ +ª/ ≠#û∏¨ æ¥∞ # C 44 4 8 ≤,∏ û∏ π ∑ † ∑] /4 y˘∑ û∑V æ ∞ ±∏º ≤ ±+ªx±∑;• ≠ û6 w9 - 5 $ † |] π ð∑ 2 û π Ñ +ª/ ≠#û∏¨ æ¥∞ # C 44 4 8 ¥∞ z ûπ ,∂ æ≥∏ü± â ∏ /4 <54 y˘∑ û∑V æ ∞ ±∏º ≤ ±+ªx±∑;• ≠ û6 w9 - 5 $ £ Ø∏^π #,+Pª;¨ † • ü™ û 5 85 8 )$ † |] Øø∏!û∏¨ û∑ x û +ª/ ≠#û∏¨ - 8 . û § Œû∏ ≤,∏ ø † ∑ ø-] a 8 / [ ) 5

î’’∫’“´’∑-î’≥≥’Â û’Ω’fi; î’≥≥’Â û’Ω’fi-â˘´’≥’Æ’‚∑ ¬’÷≈û’ W W Ç - 5 # ! ! ! # (275 ÷ç˘≥’fi) W Ç -Ü 4

÷û’∏˘÷íí’∑’Æ’∫∫’ﬁ-≥’£‚∑Ì (154 ≥’’è’” ÷ç˘≥’ﬁ) Ç 5 4 a !

æ’ç˘Â∑±’¬û’ﬁ-∑’È≈û’ç˘ (60 ÷ç˘≥’ﬁ) { ) w # # # !

±’∑’Ì¨’fi-ç˘÷ò≈’∑-è’‚Ω’’≈’òfi; ç˘÷ò≈’∑-±’∑¬’’Èá” ¬’÷≈û’ . Y D- 5 # # # # (836 ÷ç˘≥’fi) Y . #

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≥’£‚∑Ì-û’‚÷û’ç˘’È÷∑¨’-¨’’è’∑ç˘’Èá∫’ (262 ÷ç˘≥’ﬁ) a Ç5 b $ 5 ! ! # !

Ω’’∑’ú’¬’ﬁ-∫’’È≈ò’-î’“ê’á”-â˘“í’’≈’∑; ∞˘’∞˘’≥’â˘- ë [ W $ ! # ! Æ’Õ¥’’è’-á∫’’≈’±’’£ ¬’÷≈û’ (207 ÷ç˘≥’ﬁ) Ü5 5 t 4 t 3 $! )

è’’÷î’¥’’±’’£-≥’‚∑’£’±’’£ (140 ÷ç˘≥’ﬁ) D E ) a ) # # # #

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π ð∑ 2 û π Ñ +ª/ ≠#û∏¨ æ¥∞ # C 44 4 8 • ˛ ∂,≠ª#,}∞ ∂≤ ∏ û § Œû∏ ≤,∏ /4 <54 W y˘∑ û∑V æ ∞ ±∏º ≤ ±+ªx±∑;• ≠ û6 w9 - 5 $ ø † ∑ ø-] • ˛ ∂,≠ª#,}∞ ∂≤ ∏ û Ç - Ü 4 W: † |] π Ñ • ,±+ ] 8 ' Ç -Ü 4 y˘∑ +ª/ ≠#û∏¨ û∑V û ∞ ±∏º C w9 - ≤,∏ û∏ π ∑ † ∑] /4 y≠'∏≠ û∏ Ø! † |] y˘∑ +ª/ ≠#û∏¨ û∑V û ∞ ±∏º Ç 54 - ≤,∏ û∏ π ∑ † ∑] /4 y≠'∏≠ û∏ Ø! † |] π ð∑ 2 û π Ñ +ª/ ≠#û∏¨ æ¥∞ # C 44 4 8 ∂£ +x # ] a 5: # y˘∑ û∑V æ ∞ ±∏º ≤ ±+ªx±∑;• ≠ û6 w9 - 5 $ † |] y˘∑ +ª/ ≠#û∏¨ û∑V û ∞ ±∏º C w9 - ¶ æ# ,û±≤ ∏ ≤,∏ ø † ∑ ø-] W Y 4 54 y≠'∏≠ û∏ Ø! † |] ûł∑¨ ≤ ∏,û±≤ ∏,y±ª∏† • û a 5: 8 Y 3 4 π Ñ ∂£ +x ] Y 4 !- $ '

π ð∑ 2 û π Ñ +ª/ ≠#û∏¨ æ¥∞ # C 44 4 8 Øæ¥∏+ ∂) ≤,∏ ø † ∑ ø-] /4 55) : y˘∑ û∑V æ ∞ ±∏º ≤ ±+ªx±∑;• ≠ û6 w9 - 5 $ † |] y˘∑ +ª/ ≠#û∏¨ û∑V û ∞ ±∏º C w9 - ü™ {ûø∏! π {± ≤∏ ≠-∑∏] ûø!, {5 3 $ y≠'∏≠ û∏ Ø! † |] ûø! Øø∏!û∏¨ û û∏¨ üÙ ™ /$ û £ π , û∏± ∂) Ø∏! ø |] )$ 4 5

π ð∑ û6 2 û π Ñ y˘∑ z ∏| û∑V C 44 4 8 Øæ˛¥∏ ] 55) : æ ±∞ û ≤ ±+ªx±∑• ±] w9 - 5 $

π ð∑ û6 2 û π Ñ y˘∑ z ∏| û∑V C 44 4 8 ∂£ +x ] a 5: æ ±∞ û ≤ ±+ªx±∑• ±] w9 - 5 $

£’Ì“ö-≥’¨’≥’’ö; Æ’‚ú’û’’“±’’ - ÷æ’∑öfi ¬’÷≈û’ (255 5 a 5 t ) # ! # # ! ! ≥’’è’” ÷ç˘≥’fi) { Æ’’“öΩ’ÈæΩ’∑-¬’Ì“÷¢’¥’’-Æ’’ç˘‚∑; é’’¨’’-¬’Ì““÷¢’¥’’ ¬’÷≈û’ t )- { t # # ! ! (205 ≥’’è’” ÷ç˘≥’fi) 5 Y {

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≥’¢’‚∑’-Ü∫’Ω’∑ (121 ≥’’è’” ÷ç˘≥’ﬁ) a !- ! ! # #

∑’È¬’’ - ¬’ﬁû’’Æ’‚∑ - ±’‚õÃΩ’∫’ (181 ≥’’è’” ÷ç˘≥’ﬁ) w { 4 . - # !#

÷Ω’î’¥’¨’è’∑≥’ - ∑’¥’è’õÃ - ÷û’û’∫’’è’õÃ - ∑’¥’Æ’‚∑ ëE $ w 3 $ ! !! # (465 ≥’’è’” ÷ç˘≥’ﬁ) Ç $ w 4

Ü∫’Ω’∑ - ∑È˚Ω’’öÃﬁ (82 ≥’’è’” ÷ç˘≥’ﬁ) !- w- # # # # #

ç˘‚≥’È£Æ’‚∑ - ≥’’∫’£’ - ÷¬’“≈’±’’£ (79 ≥’’è’” ÷ç˘≥’ﬁ) Y 4 a {$ ) # # !! ! Ω’ Æ’’ç˘‚∑ - ≥’’∫’£’ (74 ≥’’è’” ÷ç˘≥’ﬁ) ! = t a

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# ! y˘∑ z ∏| û∑V û ±∞ y˘≠'∏≠ û∏ C w9 - ∂£ +x #] a 5: # Ø! † |] y˘∑ z ∏| û∑V û ±∞ y˘≠'∏≠ û∏ C w9 - • ±ª∏!+ ] W 3: Ø! † |] z ∏ª#Ñ±Ñπ I∏ y˘∑ û∑V æ ±∞ û C 44 4 8 y† ¦ ≠+ ] !$: ≤ ±+ªx±∑• ±] - )3 wëb[

π ð∑ û6 2 û π Ñ y˘∑ z ∏| û∑V C 44 4 8 • ,±+ ] W: æ ±∞ û ≤ ±+ªx±∑• ±] w9 - 5 $ z ∏ª#Ñ±Ñπ I∏ y˘∑ û∑V æ ±∞ û C 44 4 8 Øæ˛¥∏ ] 55) : ≤ ±+ªx±∑• ±] - )3 wëb[

π ð∑ û6 2 û π Ñ y˘∑ z ∏| û∑V C 44 4 8 ∂£ +x ] a 5: æ ±∞ û ≤ ±+ªx±∑• ±] w9 - 5 $

π ð∑ û6 2 û π Ñ y˘∑ z ∏| û∑V C 44 4 8 æ≠¥∏+ ] {4) : æ ±∞ û ≤ ±+ªx±∑• ±] w9 - 5 $

π ð∑ û6 2 û π Ñ y˘∑ z ∏| û∑V C 44 4 8 æ≠¥∏+ #] 55) : # æ ±∞ û ≤ ±+ªx±∑• ±] w9 - 5 $

π ð∑ û6 2 û π Ñ y˘∑ z ∏| û∑V C 44 4 8 • ,±+ ] W: æ ±∞ û ≤ ±+ªx±∑• ±] w9 - 5 $ y˘∑ z ∏| û∑V û ±∞ y˘≠'∏≠ û∏ C w9 - û ∂Ø≤ ∏ , ∂ł™ ®}±i ©û Y 4 a Ç-; Ø! † |] • ∏! â ∏ û∑ x † ≠ ≤∏ ø-] / 5 - - ∂ł™ ®}±,≤û ∏i ±+ªØ û 4 $ a Ç- y;˘≠∂ f≤ Ø∑ • ∏ø ø-] t ; Ç æ≠¥∏+ ] 8 {4) : y˘∑ z ∏| û∑V û ±∞ y˘≠'∏≠ û∏ C w9 - ∂£ x] a 5: Ø! † |] y˘∑ z ∏| û∑V û ±∞ y˘≠'∏≠ û∏ C w9 - Øæ˛¥∏ ] 55) : Ø! † |]

û| ≤ ±x±∑• ± ±ø!] b w 44 4 ∂£ +x ] a 5: y˘∑ z ∏| û∑V û ±∞ y˘≠'∏≠ û∏ C w9 - ∂£ x#] a 5: # Ø! † |]

/ # ÷¨’¡Æ’’£˚¨’ ±’î’ò, 2015-16 5 ç˘∑˚’ÈöÃ˚ ∏¸. ¬’È Ü÷´’ç˘ ∫’’è’û’ Ω’’∫’ﬁ Æ’Œû¥’Èç˘ Æ’÷∑˚¥’’Èî’¨’’ ç ’ ÷¨’¡Æ’’£˚¨’ (Ü“’ç˘öÃÈ˚ ç˘∑˚’ÈöÃ˚ ∏¸Æ’¥’’Í ≥’Í) ç˘’¥’” ç˘’ ÷Ω’Ω’∑˚ú’ Description of work Æ’Œû¥’’÷æ’û’ 2012-13 2013-14 2013-14 Ü’æ’’È÷´’û’ 2013-14 ∫’’è’û’ û’ç˘ é’í’” çÈ˘ ÷∫’ã çÈ˘ £˚’Ì∑’¨’ Æ’÷∑˚Ω¥’¥’ ç˘È £˚’Ì∑˚’¨’ (◊Æ’ç˘ ±’‚ç˘ Ω¥’Ω’¬¢’’ ∑È˚∫’Ω’È 2013-14 é’í’” 2013-14 ±’’Èö”˚/∑È˚∫’Ω’È (4+5) çÈ˘ Ü¨’‚¬’’∑˚) ™˚’∑’ Æ’‚¨’: ÷Ω’÷¨’¥’’Èè’

Anticipated Expend. Provision Reapro- Modified Expend. cost (As per upto for praition outlay during Pink Book 2012-13 2013-14 by Rlys. 2013-14 2013-14 2013-14 ) during (4+5) 2013-14 Ü“ö’∫’ - ¬’fiû’’∑’≥’Æ’‚∑; ±’∑’¬û’’ î’≥’‚÷¨’¥’’ - áç˘∑’À ! { 4 W # !# # Ω’ ¿’fiÆ’‚∑, 6 ç˘’È÷∫’¥’∑fi ¬’’á÷ö“è’ Ω’’∫’Èç˘î’’È∑’è’Õ’≥’ L = { 4 - Y ' $ - ¬’’È¨’í’∑’ ±’’áÆ’’¬’ ∫’’á¨’ ¬’÷≈û’ (57 ≥’’è’” { 5 )34 - ÷ç˘.≥’fi) 5 3 $

è’‚“û’ç˘∫’ - ±’È∫∫’’∑fi - ≈’È¬’Æ’Èò, û’’Èú’’”è’∫∫’Â - D . 3 I4 5 # ∑“î’fiû’Æ’‚∑’ æ’’é’’ ∫’’á¨’ (138 ≥’’è’” ÷ç˘ ≥’fi) Ç $ w '4 . 5 [ # Ü’≥’∫’’ - ÷ì“£Ω’’öÃ’ - ç˘’∫’‚≥’¨’’ (257 ≥’’è’” ! / - Y ÷ç˘≥’fi) áò’∑¬’fi-ç˘ò¨’fi-≥’’÷ú’ç˘Æ’‚∑; ¬’û’¨’’-∑fiΩ’’ Ω’ L Y a 4 5 ! #! ≥’’÷ú’ç˘Æ’‚∑-ìÈ˙Ü’Èç˘fi ¬’÷≈û’ (653 ≥’’è’” ÷ç˘≥’fi) { w- a 4 /

¬’“±’∫’Æ’‚∑ - Ü“è’‚∫’ (156 ≥’’è’” ÷ç˘≥’ﬁ) { ) 4 !$ !# !

è’∑Ω’’ ∑’Èö - í’’ÈÆ’¨’ - ÷¬’“è’∑’Ì∫’fi (257 ≥’’è’” ÷ç D - w /4 {$ # # ! ≥’fi) ÷£∫∫’fi ¬’∑˚’¥’ ∑˚’È÷≈∫’’ - ∑ÈΩ’’öÃfi - Æ’’∫’¨’Æ’‚∑˚ - 5 { w w- Ü≈˚≥’£˚’±’’£˚, ç˘∫’’È∫’ - è’’“´’fi¨’è’∑˚ - é’’È÷ö¥’’∑˚ Ω’ t 4 ! ) : 5 Ü∫’Ω’∑˚ - ±’’“£˚fiç‚ á - î’¥’Æ’‚∑˚ - ∞‚ ∫’È∑˚’ ¬’÷≈û’ Y D $ Y 3 (1087 ÷ç ≥’fi) !- . W 4 t #

î’’é’∫’ - ÷≈¬’’∑˚ (79 ÷ç ≥’fi) W I ! ∑˚’î’Æ’‚∑˚’ - ´’‚∑˚fi - ∫’È≈˚∑˚’ ≥’’È≈˚±’û’ (151 ÷ç ≥’fi) w '4 5 [ a ) î’’é’∫’ - ´’‚∑˚fi - ∫’‚⁄´’¥’’¨’’ (123÷ç ≥’fi) W 5 [ ÷¬’“è’’Æ’‚∑˚ ∑˚’Èö˚ - £˚’≥’¨’î’’ÈöÃfi (152 ÷ç ≥’fi) {$ 4 w 5 ' ! ¨’∫’≈˚’ò˚fi Ω’ Üî’fi≥’è’“î’ ±’’áÆ’’¬’ ∫’’á¨’ ¬’÷≈û’, Y - !E$ ' b = ! ç˘ò˚Ω’’ -Üî’fi≥’è’“î’ - ¨’∫’≈˚’ò˚fi Ω’ Üî’fi≥’è’“î’ - !E$ ' Ç $ @b- ÷û’∫’ö˚’“è’’ / ¨¥’Â ∞ ∑˚åç˘’ - ÷Ω’©‚û’fiç˘∑˚ú’ C 5 b = !E$ ' )34 95 85

±’’Èç˘’∑’È ¬òfi∫’ ÷¬’òfi-≥’‚∑fi-≈÷ò¥’’-±’“ö’≥’‚“ö’- . { /3 a I ! # # ÷±’≥’∫’’è’õÃ-÷ç˘∑fi±’‚∏˘ / ±’∑¬’‚Ü’“; Æ’‚∏˘÷∫’¥’’- . . $ ç˘’Èò÷æ’∫’’ ¬’÷≈û’ (434 ÷ç˘≥’fi) Y ) @ . 5 t Y

∑È˚÷ú’è’‚“ò’-è’‚“û’ç˘∫’ (308 ÷ç˘≥’ﬁ) w$ D # # ! ! !

/ ! t9wChwa!b/9 .Ü5D9Ç# $%&'(&) Performance of projects costing more than Rs. 5 crores each C * w+ Æ’‚¨’ÿΩ’÷¨’¥’’Èè’ û’¢’’ é’í’” ç˘fi è’á” ∑’÷æ’¥’’Í ≥’Í ç˘≥’fi-±’Èæ’fi Reasons for re-appropriations and variations ¬’“æ’’È´’¨’ çÈ˘ ç˘’∑ú’’Í ¬’÷≈˚û’ ≥’Â∫’/¬’“æ’’È÷´’û’ Targets original/revised with reason çÈ˘ ç˘’∑ú’ in amounts spent ∫’Å¥’ for revision

# ! y˘∑ z ∏| û∑V û ±∞ y˘≠'∏≠ û∏ C w9 - yÊ ≠,¥∏+ ] h5) : Ø! † |]

û| ≤ ±x±∑• ± ±ø!] b w 44 4 æ≠¥∏+ ] {4) :

û| ≤ ±x±∑• ± ±ø!] b w 44 4 æ≠¥∏+ ] {4) : y˘∑ z ∏| û∑V û ±∞ y˘≠'∏≠ û∏ C w9 - ∂£ x!] a 5: ! Ø! † |]

y˘∑ z ∏| û∑V û ±∞ y˘≠'∏≠ û∏ C w9 - æ≠¥∏+ ] {4) : Ø! † |] y˘∑ z ∏| û∑V û ±∞ y˘≠'∏≠ û∏ C w9 - Øæ¥∏+ ] 55) : Ø! † |]

∂∂,π # y˘≠∏] a • ,±+ !] W: #

û| ≤ ±x±∑• ± ±ø!] b w 44 4 ∂£ x] a 5: û| ≤ ±x±∑• ± ±ø!] b w 44 4 æ≠¥∏+ ] {4) :

û| ≤ ±x±∑• ± ±ø!] b w 44 4 ∂£ x] a 5:

û| ≤ ±x±∑• ± ±ø!] b w 44 4 æ≠¥∏+ ] {4) :

∂∂,π # y˘≠∏] a æ≠¥∏+ ] {4) :

π ð∑ û6 2 û π Ñ y˘∑ z ∏| û∑V C 44 4 8 üÙ™ £ π ,] r-û π {± £ ˘Ø!≤º , {5 5 Ç æ ±∞ û ≤ ±+ªx±∑• ±] w9 - 5 $ ∏Êæ# Ø;¿ ¨ ≤,ª x∏π ª û æc≤#/ 4 w<3 $ † |] {9 w - 3

z ∏ª#Ñ±Ñπ º#Ω xû y˘≠† ≠x Øº∑x † ∑ !44 $ wëb[ ! ≤,∏ ø † ∑ ø-] /4 û∏ û ø¦æ ∂) ûÑ † Ñ û∑ x≤∏ 8 w 5 4 û∏Œ f- û6 ∏º û ü£ x] 4 8 - )3 /hw9L

í’’“÷ö∫’-≥’‚∑ﬁ-±’∑ç˘’ç˘’¨’’ (119 ÷ç˘≥’ﬁ) / a . ! # !!

é’öÃè’Æ’‚∑/¨’fi≥’Æ’‚∑’-≤’‚Ω’¨’ÈæΩ’∑; û’’∫’í’È∑-ç˘òç˘- Y $4 @b4 # Æ’’∑’£fiÆ’ æ’’é’’ ∫’’á¨’ ¬’÷≈û’ (540 ÷ç˘≥’fi) .) - 5 ) 5 8 Ç 5 / 5 t 4

é’‚î’’”-≈’Æ’‚öÃ-≥’È∑ô ÷¬’òfi-¬’≈’∑¨’Æ’‚∑; è’’÷î’¥’’±’’£- Y ' I 4 a /3 ! ≥’È∑ô ¬’÷≈û’ (254 ÷ç˘≥’fi) { 4 5 D E ) a â˘´’¨’’-î’∫’è’’“Ω’ (306 ÷ç˘≥’fi) Ü W $

≤’‚Ω’¨’ÈæΩ’∑-ç˘’Èò ò’Ω’∫’’¬’’; é’’È∑´’’ ∑’Èö-Æ’‚∑ﬁ .) - Y 5 # # ¬’÷≈û’ (457 ÷ç˘≥’ﬁ) Y w t

ãú’’”ç˘‚∫’≥’-÷†’Ω’È“£Õ≥’; ÷†’Ω’È“£Õ≥’-ç˘¨¥’’ç˘‚≥’’∑fi ¬’÷≈û’ 9 Ç 5 # # ! (427 ÷ç˘≥’fi) Ç Y 3 Æ’ò¨’’-è’¥’’ (92 ÷ç˘≥’fi) t D 3 ! ! ! # # ≥’Èò—˚’È ∑È˚∫’Ω’È - ç˘’È∫’ç˘’û’’ a w ( Y3 ≥’≈˚’¨’è’∑˚ Æ’÷∑˚Ω’≈˚¨’ Æ’÷∑˚¥’’Èî’¨’’ã“ a+ Ç+ t, ¨’’ÈÜ’Æ’’öÃ’-±’’∑’¬’’û’; ±’∑’¬û’’ ÷±’≥’’¨’±’“£∑ - ≥’Èò—’È b 4 . ! ! ∑È˚∫’Ω’È ç˘’ ÷¨’≥’’”ú’ (18 ÷ç˘≥’fi) . ) / 5 8 a - 3 #

±’öÃ’¨’è’∑-±’Ì∑ç˘Æ’‚∑ Ω’ £÷Å’ú’ÈæΩ’∑ - ≥’Èò—’È ∑È˚∫’Ω’È . $ . 5 4 = ! # ç˘’ ÷¨’≥’’”ú’ (14.5 ÷ç˘≥’ﬁ) 5 - / 5 8 a w - 3 £≥’£≥’ ≈Ω’’á”Üö ö’-¨¥’Â è’÷∑¥’’, ±’∑’¬û’’ ∑’î’∑≈’ò 5 5 ! 4 b- D ! !# - ≥’Èò—’È ∑È˚∫’Ω’È ç˘’ ÷¨’≥’’”ú’ (32 ÷ç˘≥’ﬁ) w ' / 5 8 a w - 3

/# t9wChwa!b/9 .Ü5D9Ç# $%&'(&) Performance of projects costing more than Rs. 5 crores each C * w+ Æ’‚¨’ÿΩ’÷¨’¥’’Èè’ û’¢’’ é’í’” ç˘fi è’á” ∑’÷æ’¥’’Í ≥’Í ç˘≥’fi-±’Èæ’fi Reasons for re-appropriations and variations ¬’“æ’’È´’¨’ çÈ˘ ç˘’∑ú’’Í ¬’÷≈˚û’ ≥’Â∫’/¬’“æ’’È÷´’û’ Targets original/revised with reason çÈ˘ ç˘’∑ú’ in amounts spent ∫’Å¥’ for revision

# ! y˘∑ z ∏| û∑V û ±∞ y˘≠'∏≠ û∏ C w9 - π ºû∏ , Øø∏Ø±, ≤,∏ û § Œû∏ /4 <54 [ Ø! † |] ≤,∏ ø † ∑ ø-] ! ! û5 95 85 8 π ºû∏ , ø'∏I∏ , ∏∑ªπ , [ I - w - Øø∏Ø±, üÙ™ û +ª/ ≠#û∏¨ û 5 5 - û∑ x Ñ∂Ñ∂ û f≤ ∂) ¦ª#ûW≠ 5 aa û∑ † ∑ Æ â ∏ ≤,∏ û∏± û ! ! $ W: π ð ∑ • ,±+ ø-] y˘∑ z ∏| û∑V û ±∞ y˘≠'∏≠ û∏ C w9 - † π , ∂ ∏! û r-û π {± û∑ x /4 <54 Ç Ø! † |] û § Œû∏ û∑ x≤,∏ ø † ∑ ø-+ - 8 D a : )$ Ø;¿ ¨ ≤,ª x∏π ª û6 ∏£ # ∂™π <5 )3 w 5 5 {9 I∏ ±ž≤Ø≠ û∑ • ∏ø ø-] w - 3

y˘∑ z ∏| û∑V û ±∞ y˘≠'∏≠ û∏ C w9 - û∑ x≤,∏ ø † ∑ ø- â ∏ Æ Œ í 54 Ø! † |] ºΩ û∑ x¥£ ø-] - $

∂∂,π # y˘≠∏] a û∑ x≤,∏ ø † ∑ ø-] í 54

Ø± û∑ † ∑ ≤'∏š ∑∑ û6 +ªı ≠ ªΩ xû Ç 3 4 - 3 yµ # ±∞ 'x∏≠ ±ø!] b 3 8< Ø^∏± ü£ x± ø± û6 æµ ª± ø-] 4 $ 8 5 y≠D ∂¨ û û∏¨ ª∑™Ê ® û ±∂¨x 3 ! - 8 5 5 8 û û∑ x¥ ∏! ≠∏ø æ µ +ª≠ ø z ø-] 5 - ) 3 5 5 yµ # ±∞ 'x∏≠ ±ø!] b 3 8<

yµ # ±∞ 'x∏≠ ±ø!] b 3 8<

Anticipated Expend. Provision Reapro- Modified Expend. cost (As per upto for praition outlay during Pink Book 2012-13 2013-14 by Rlys. 2013-14 2013-14 2013-14 ) during (4+5) 2013-14 î’’Èç˘’-÷±’¨’¥’ ±’’£∫’ ÷£¨’Èæ’ ±’’è’ ±’∑’¬û’’ W .3 . 5 . $ ! ≥’’î’È∑≈’ò - ≥’Èò—’È ∑È˚∫’Ω’È ç˘’ ÷¨’≥’’”ú’ (16.72 a ' / 5 8 ÷ç˘≥’ﬁ); î’’Èç˘’-ö’¥’≥’“ö Æ’’ç”˘ (í’∑ú’-I) çÈ˘ a - 3 5 ÷Ω’¬û’’∑ ≈È˚û’‚ Ü’´’’∑≤’Âû’ Ü’æ’’È´’¨’ ¬’÷≈û’ 85 8 < 8 W 5 t t L

≥’Èò—’È ∑È˚∫’Ω’È - Æ’ÂΩ’”-Æ’÷æí’≥’ è’÷∫’¥’’∑’ a w - 3 9 í # # 5 £≥’£≥’-ò’Ò∫’fiè’“î’ - û’fiΩ’Õ Æ’÷∑Ω’≈¨’ Æ’Õú’’∫’fi ç˘’ 5 5Ç3$ ' 5$ = #! ! ! Ü÷≤’ç˘∫Æ’ Ω’ ÷¨’≥’’”ú’; ò’Ò∫’fiè’“î’-è’÷∑¥’’, £≥’£≥’- 5 5 8 4 ±’öÃ’¨’è’∑ Ü’Ì∑ ¨’’ÈÜ’Æ’’öÃ’-¨’Èû’’î’fi ¬’‚≤’’¡’ í’“£Õ 3 5 aa 8 < ±’’È¬’ ã¥’∑Æ’’Èò” çÈ˘ ≥’´¥’ ÷Ω’¬û’’∑ ¬’÷≈û’ )- Ç3$ 'D : b 4 b{/. ! 4 : 5 5. $ : . $ b 4 ™!≤#à 5th #! ç˘’È∫’ç˘’û’’ -¬’ç˘‚”∫’∑ ∑È˚∫’Ω’È;÷Æ’Õ¬’È“Æ’ê’’ò-≥’’î’È∑≈’ò, Y / 5 w - 3 5 # b £≥’£≥’ ì’Ω’¨’fi-¨’Èû’’î’fi ¬’‚≤’’¡’ í’“£Õ ±’’È¬’ t 54$ a ' : 55 ≈Ω’’á”Üö ö’, à∫ò’ö’“è’’ -∑’î’∑≈’ò Ω’ ÷∑≥’’à“ò / b{/. ! 4 : Ü $ ∑’Èö-¬’“û’’È¡’Æ’‚∑ ±’∑’¬û’’ è’’ö”¨’ ∑fií’ / ≥’È÷û’¥’’±’ÂÕî’ w ' = w w ¬’÷≈û’ { 4 D w 5@a ) E

≥’.Æ’.Æ’. - í’È≠’Ì a4Ç4t4(// í’È≠’Ì - ≥’’Ò¬’ ∑Ì÷Æ’ö˚ ò˚—˚’““÷î’ò˚ Æ’Œú’’∫’fi í’∑˚ú’-II ç˘’ / 9< 8 # Ω’È∫∫’’í’È∑˚fi ¬’È ¬’È“ò˚ ¢’’Ò≥’¬’ ≥’’à“ò˚ û’ç˘ ÷Ω’¬û’’∑˚ 4 3 4 LL 8 ë 5 3 { Ç a ™!≤#à 5th í’È≠’Ì ±’fií’-∫’î’ (Ü±’ ÷û’∏¸≥’á∫’Ì) - ≥’’Ò¬’ ∑Ì÷Æ’ö˚ / . 5[E - ! # # ! ò˚—˚’“÷î’ò˚ Æ’Œ˚ú’’∫’fi (í’∑˚ú’-I) Ç a 4 3 t L

÷û’∏¸≥’á∫’Ì-Ω’È∫∫’’í’È∑˚ﬁ - ≥’’Ò¬’ ∑Ì÷Æ’ö˚ ò˚—˚’“÷î’ò˚ Ç ë 5 3 a #! ## #! #! #! Æ’Œ˚ú’’∫’ﬁ (í’∑˚ú’-II) 4 3 t LL

™!≤#à 5th ##

# ! yµ # ±∞ 'x∏≠ ±ø!] b 3 8<

Ø± û∑ † ∑ ≤'∏š ∑∑ æ≤,¨ x+ªı ≠ ªΩ x Ç 3 4 - ®π #† • ,˘ ∑,† '∏∑ £ π , û∏ Ø∑ Ç3$$b- D û π Ñ ¥ø ≠ ø! û∂ Æ ] {æπ Ñ ≤ ±; $ $ † ∑ ø-] Ø∂Ø∂,¥∏±† ∏ 5 5 5 +ª±∑† û∑ † ∑] 8 5 3 I5 ≤'∏∑• ± û Ø∂Ø∂,±^≤∏ b 4 8 5 5 44 4 - û £ π , û∑ † ∑] . $ 4 '5 ºΩ û∑ x û π Ñ π ð ∑ ≠Æ 5 C ±∞ 'x∏≠ ±ø! û6 † | ø-] ) 5 - $ 3 8<

û § ±ø!] b yµ # ±∞ 'x∏≠ ±ø!] b 3 8<

≠∂π ±™ æ∏û∏ æ ≤∑2x ±∞ }≤π ¸∞ {885 8 ) 8 yµ # ±∞ 'x∏≠ ±ø!] b 3 8< û∏ª| † | ø-] D 8 Ç

¦®º± {∂∏≠ û û∑ xû6 ∞ #∂# † ≠ û 5 - 4 $ 8 - ≤,∏ ø † ∑ ø-] /4 û∏¨ ) $

±ª˛¥∏ û ≤'∏∑• ± £ π , û6 † | t '5 5 b) £ π , û6 Ø∑ † ∑ ø-] ºΩ û∑ x / w - Æ #] y;˘≠∂ û∑ x† ≠ ≤∏ ø1] C$ - 4 $ † ≠ ∂) ø-] 4 $

™!≤#à 5th ## Æ’ÂΩ’” ≥’´¥’ ∑È˚∫’Ω’ÈÈ 9 / w ¨’á” ∫’’á¨’Í (÷¨’≥’’”ú’) b [ / ç˘’È¬’ﬁ Æ’‚∫’ Y . $ ## ! #

ç˘’Èö∑≥’’-÷û’∫’Ì¥’’ (68 ÷ç˘≥’ﬁ) Y Ç 3 # #

≈’î’fiÆ’‚∑-¬’è’’Ì∫’fi; ±’∑’¬û’’ Ω’Ìæ’’∫’fi (148.3 I '4 { $ ë # ÷ç˘≥’fi) #

ìÆ’∑’-≥’‚î’Ø∞˘∑Æ’‚∑ (84.65 ÷ç˘≥’ﬁ) / 4 aE 88 4 # # ! !

£∑≤’“è’’-ç˘‚æ’ÈæΩ’∑ ¬¢’’¨’ (70.14 ÷ç˘≥’fi) 5 ) $ Y- ! # # ≥’’Èû’fi≈’∑fi-¬’fiû’’≥’õÃfi (76.7 ÷ç˘≥’fi) a { ! !!

÷±’≈ò’-Ü’Ì∑“è’’±’’£; ±’∑’¬û’’ Ü¨’‚è’Õ≈¨’’∑’¥’ú’ ∑’Èö . ! $ ) (118.45 ÷ç˘≥’ﬁ) !$ 3 w #

# ! ¥Œ! z ∂± æª £ π ,] æ∂≤∏: û .D 5 5 û ¥Œ! z ∂± æª .D 5 5 ¦Æ ± ≤∏ z ∏à ¥#.z ∏∑,¥# û ±∂¨x û / 5 8 wh.@wÜ. 8 £ π , û∏ † | ø-] +ªµ ˘ ± ~ ≤∏! í û∑+x ∂) æ æ∂≤∏: û π Ñ ©û [/ 5 5 - 8 æŒû ≤ π .±£ π æŒû ≤ π ∂)wh.@wÜ. 4 $ • ∏! â ∏ z ∏∑,¥#.z ∏à ¥# û û∑ x 8 [/ - wÜ.@wh. û∑ x † ≠ ≤∏ ø-] {± û∑V û6Ç - 3 ) ≤,∏ û∏ π ∑ † ∑ â ∏ £ π , û∏ Ø! † | 54 5 æ≠¥∏+ ∂) ≤,∏ ø± û654 )3 {4) ø1] z ∏à ¥#.z ∏∑,¥# ∂) ∏π ª û ø¦æ w - 3 4 - 54 æµ ª± ø-] û û∑ x≤,∏ ø † ∑ ø- â ∏ ∏Ì∑ wh.@wÜ. 44 5 - )3 ∏• ∂† x+ªµ † .£ -˘± æ† ©± I∏ ≤ø £ ∂† xû û∑ x† ≠ ≤∏ ø-] æ∂≤∏ { I$- 3 54@/ +Pæ π ∂ û ¦Æ ± ≤∏ z ∏à ¥# û π Ñ / 4 4 $ wh. ∏π ª û µ † û • #Ñ™! ¦ª#ûW≠ â ∏ [ 8 [/ Ç w[3 4 ±+ªØ ¥ π | • ±# ø-] ∏• ∂† xI∏ ≤ø £ D!5 44 Ç ) ∂† xû • #Ñ™! û æº∞ ± û∑ • ∏ø 5 !44 5 D!5 ø-] {æπ Ñ z ªŽ∑û≠ û y± æ∏ ≠¥∞ ] )3 I$- 3 I5 5 4 6

û∑ x† ≠ ≤∏ ø-] í 4 $ ∂ Á ∑ ≤ π û û∑ x ≤,∏ ø † ∑ a . $ 54 ø-] ºΩ û∑ x † ≠ ≤∏ ø-] Ø±. 5 - 4 $ Ç ≤ø £ ∂† V ≤∏ ∂#®∏ z ∂± 5 5 ) ∏π ≤Æ û ø± û û∏¨ üÙ™ 5 £ π , ±ø! û∑ † ∑ ø-] <5 8 aD 5 ) 44 5 ≠π -∑ , ü∏c™ û∂#- Ç 3 Y • ,±+ W: +ªT ªΩ xû π Ñ û∑ xû ª¦≠+ªû ! 4 5 <5 8 - 8 û ø• #≤ ∏ , ° z ∏ I '4 D- ±ž≤Ø± û y± æ∏] 8 5 3 û∂#- {;• ±∑∏! æ{™† û f≤ 4 9$$ { $ ∂) üπ † ∑- ∏π ª ¥™x I∏ 9 8 w # û∏Œ f- û y± ∂± ø-] # 5 )3 w - 3 . ºΩ û∑ x † ≠ ≤∏ ø-] ;• π . 5 - 4 $ ∞ û∏! û µ † ≠± ± ûÑ [ 56 )3 # • ± û û∏¨ # û∂#- û ¥Ø - µ ,∂ y∞ Z ø¨ û û∑ x ∞ #∂ ø † ∑ ø-] 4 3 5 3

+ªT ªΩ xû π Ñ û∑ xû ª¦≠+ªû ! 4 5 <5 8 - 8 ±∞ 'x∏≠ ±ø!] µ ,∂ y∞ Z ø¨ b 8< [ 56 ±ž≤Ø± û y± æ∏] 8 5 3 † ≠ ≤∏ ø-] 4 $ +ªT ªΩ xû π Ñ û∑ xû ª¦≠+ªû ! 4 5 <5 8 - 8 ±∞ 'x∏≠ ±ø!] b 8< ±ž≤Ø± û y± æ∏] 8 5 3 +ªT ªΩ xû π Ñ û∑ xû ª¦≠+ªû ! 4 5 <5 8 - 8 ±∞ 'x∏≠ ±ø!] b 8< ±ž≤Ø± û y± æ∏] 8 5 3 +ªT ªΩ xû π Ñ û∑ xû ª¦≠+ªû ! 4 5 <5 8 - 8 ±∞ 'x∏≠ ±ø!] b 8< ±ž≤Ø± û y± æ∏] 8 5 3

Anticipated Expend. Provision Reapro- Modified Expend. cost (As per upto for praition outlay during Pink Book 2012-13 2013-14 by Rlys. 2013-14 2013-14 2013-14 ) during (4+5) 2013-14 ¬’fiû’’≥’õÃfi-î’¥’¨’è’∑-÷¨’≥’”∫’fi; ±’∑’¬û’’ ¬’‚¬’“£ { W 3 $ b # ! # (188 ÷ç˘≥’fi) { ## ≥’‚î’Ø∞˘∑Æ’‚∑-ç˘ò∑’-Ü’È∑∫’-î’¨’ç˘Æ’‚∑ ∑’Èö aE 88 4 Y h # # (66.55 ÷ç˘≥’fi) W 4 w Ü’∑’-≤’≤’‚Ü’ ∑’Èö (122 ÷ç˘≥’fi) ! . ) w ! #

Ü∑÷∑¥’’-¬’‚Æ’’Ì∫’ (92 ÷ç˘≥’ﬁ) ! {4 ! ! !!

£È˚≈∑fi Ü’Ò¨’ ¬’’È¨’-±’“î’’∑fi (36.4 ÷ç˘≥’fi) 5 {. '

è’¥’’-ö’∫ò¨’è’“î’; ±’∑’¬û’’ ∑∞˘fiè’“î’ (136.88 D 3 5 $ ' w 8$ ' ! ÷ç˘≥’fi) ## è’¥’’-±’’È´’è’¥’’-í’û’∑’, è’¥’’-¨’òÈ˚¬’∑ (¨’’∫’“£’) D 3 . $ 3 / : D 3 ! ! b b ¨’Ω’’£’-∫’Å≥’fiÆ’‚∑ (137 ÷ç˘≥’fi) b - [ <4 ç˘‚∑¬’È∫’’-÷±’≈’∑fiè’“î’ (35 ÷ç˘≥’fi) Y . $ ' ! ! !! ≥’‚î’Ø∞˘∑Æ’‚∑-£∑≤’“è’’ (66.9 ÷ç˘≥’fi) aE 88 4 5 ) $ ! # ! ! # ¬’ç˘∑fi-≈¬’¨’Æ’‚∑ (79 ÷ç˘≥’fi) { I 4 ! #! #! #

≥’‚“è’È∑ - è’“è’’ ¨’£ﬁ Æ’∑ ∑È˚∫’ ¬’≈ ¬’öÃç˘ Æ’‚∫’ (14 a$ w 5 ) $ ! ! ÷ç˘≥’ﬁ) D $

Æ’ò¨’’ - ≈’î’fiÆ’‚∑ Ω’ Æ’ò¨’’ çÈ˘ ±’fií’ ¬’“Æ’ç˘” ∫’’á¨’’È“ t D $ ) $ - $ ! ! # çÈ˘ ¬’’¢’ è’“è’’ Æ’‚∫’ (∑È˚∫’ ¬’≈ ¬’öÃç˘ Æ’‚∫’) (19 )- t = I '4 ÷ç˘≥’fi) 5 ) $ !

Ü’∑’-¬’’¬’’∑’≥’ (98 ÷ç˘≥’ﬁ) ! { !# # #

÷è’∑fiöfi≈-ç˘’Èö∑≥’’ (102.5 ÷ç˘≥’fi) D Y # ## #

# ! +ªT ªΩ xû π Ñ û∑ xû ª¦≠+ªû ! 4 5 <5 8 - 8 ±∞ 'x∏≠ ±ø!] b 8< ±ž≤Ø± û y± æ∏] 8 5 3

+ªT ªΩ xû π Ñ û∑ xû ª¦≠+ªû ! 4 5 <5 8 - 8 ±∞ 'x∏≠ ±ø!] b 8< ±ž≤Ø± û y± æ∏] 8 5 3

+ªT ªΩ xû π Ñ û∑ xû ª¦≠+ªû ! 4 5 <5 8 - 8 ±∞ 'x∏≠ ±ø!] b 8< ±ž≤Ø± û y± æ∏] 8 5 3 +ªT ªΩ xû π Ñ û∑ xû ª¦≠+ªû ! 4 5 <5 8 - 8 ±∞ 'x∏≠ ±ø!] b 8< ±ž≤Ø± û y± æ∏] 8 5 3 +ªT ªΩ xû π Ñ û∑ xû ª¦≠+ªû ! 4 5 <5 8 - 8 ±∞ 'x∏≠ ±ø!] b 8< ±ž≤Ø± û y± æ∏] 8 5 3 +ªT ªΩ xû π Ñ û∑ xû ª¦≠+ªû ! 4 5 <5 8 - 8 ±∞ 'x∏≠ ±ø!] b 8< ±ž≤Ø± û y± æ∏] 8 5 3

+ªT ªΩ xû π Ñ û∑ xû ª¦≠+ªû ! 4 5 <5 8 - 8 ±∞ 'x∏≠ ±ø!] b 8< ±ž≤Ø± û y± æ∏] 8 5 3 ±∞ 'x∏≠ ±ø!] b 8< ±∞ 'x∏≠ ±ø!] b 8< Ñ≥Ñπ Ñæ ≤,∏ ø † ∑ ø-] ºΩ û∑ x C[{ 54 C - ±∞ 'x∏≠ ±ø!] b 8< D ∑∞ #± ø-] 4 5 +¥∏^π , ø∏±† ∏ â ∏ +¥©± , øæ±≤ ∏ í 4 $ . æû∏! , +¥∏^π û∂#- £ π , { . 5 û∂#- û û∑ x† ≠ ≤∏] I $ = . I 4 ø † ∑ ø-]] +¥∏^π , ø∏!±† ∏ . I $ # #û∂#- û û∑ x ≤,∏ ø † ∑ ø-54 = 4 â ∏ ªΩ x ∂) {;• ±∑∏! æ{™ 9$$ { 3 ≤∏ üπ † ∑ ø-] ºΩ û∑x. 5 4 $ Ç $ † ≠ ≤∏ ø-] π ð∑ yµ # 8< ±∞ 'x∏≠ ±ø! û∑ † ∑ ø-]

±∞ 'x∏≠ ±ø!] b 8<

y;˘≠∂ +¥π â ∏ µ Ù™∏ æ∂∑• ± û Ç 5 8 ) = £ π , ø † ∑ ø-] 5 Êπ #∑∏ û∏±] ' ûØ∏∂ , ±ªØ!ø û∂#- ≤,∏ Y b - â ∏ £ π , ø † ∑ ø-]- 54 = 5 ±ªØ!ø , ∞ ±ª∏ û∂#- b - 5 - û∑ x ≤,∏ ø † ∑ ø-] ∂£ +x - 54 9$ û {• ± £ π ∑ † ∑ Æ ] ºΩ a 5: L ) 5 µ † û∂#- ∂) ∂®!+ ≤ π 4 - : æ¥∞ # û∑ xº f ûÑ † Ñ ø1] . $ - ) 4

/## ÷¨’¡Æ’’£˚¨’ ±’î’ò, 2015-16 5 ç˘∑˚’ÈöÃ˚ ∏¸. ¬’È Ü÷´’ç˘ ∫’’è’û’ Ω’’∫’ﬁ Æ’Œû¥’Èç˘ Æ’÷∑˚¥’’Èî’¨’’ ç ’ ÷¨’¡Æ’’£˚¨’ (Ü“’ç˘öÃÈ˚ ç˘∑˚’ÈöÃ˚ ∏¸Æ’¥’’Í ≥’Í) ç˘’¥’” ç˘’ ÷Ω’Ω’∑˚ú’ Description of work Æ’Œû¥’’÷æ’û’ 2012-13 2013-14 2013-14 Ü’æ’’È÷´’û’ 2013-14 ∫’’è’û’ û’ç˘ é’í’” çÈ˘ ÷∫’ã çÈ˘ £˚’Ì∑’¨’ Æ’÷∑˚Ω¥’¥’ ç˘È £˚’Ì∑˚’¨’ (◊Æ’ç˘ ±’‚ç˘ Ω¥’Ω’¬¢’’ ∑È˚∫’Ω’È 2013-14 é’í’” 2013-14 ±’’Èö”˚/∑È˚∫’Ω’È (4+5) çÈ˘ Ü¨’‚¬’’∑˚) ™˚’∑’ Æ’‚¨’: ÷Ω’÷¨’¥’’Èè’

é’è’÷öÃ¥’’-ç˘‚æ’ÈæΩ’∑¬¢’’¨’ (44 ÷ç˘≥’ﬁ) Y $ Y- # # !# !

∑’î’è’fi∑-÷≈¬’‚Ü’-÷û’∫’Ì¥’’ (46 ÷ç˘≥’fi) Ω’ ¨’òÈ˚¬’∑- w '$ I Ç 3 = ! # ! á¬∫’’≥’Æ’‚∑ (21 ÷ç˘≥’fi) b L 4

ç˘’Èö∑≥’’-∑’“í’ﬁ (189 ÷ç˘≥’ﬁ) Y w 5 #! ! !! #

àé’’öÃ˚fi è’¥’fi ∫’’á¨’’Í ç˘’È Æ’‚¨’:÷±’ì˙’¨’’ w * 5 -. [ ∞˘û’‚Ü’-á¬∫’’≥’Æ’‚∑; ¨’ÈÜ’È∑˚’ ¬’È £÷¨’¥’’Ω’’“, C L 4 5 £÷¨’¥’’Ω’’“ ¬’È ÷±’≈’∑æ’∑fi∞˘, ÷±’≈’∑æ’∑fi∞˘ ¬’È 85 8 < 8 ±’∑±’fiê’’, ±’∑±’fiê’’ ¬’È æ’Èé’Æ’‚∑’ û’ç˘ ¨’á” ∫’’á¨’ çÈ˘ - 8 b ÷Ω’¬û’’∑ ≈È˚û’‚ Ü’´’’∑≤’Âû’ Ü’æ’’È´’¨’ ¬’÷≈û’ 5 - C 5 - . 8C . 8 . )$ C . )$ { 4

Ü’≥’’¨’ Æ’÷∑˚Ω’û’”¨’ D / ¬’ç˘∑fi-∫’’Ìç˘≈’ ±’’î’’∑-÷¨’≥’”∫’fi Ω’ ¬’≈∑¬’’- { [ . E b = # ∞˘’∑÷±’¬’è’“î’ (206.06 ÷ç˘≥’fi) { C )$ '

î’¥’¨’è’∑-±’fiî’∫’Æ’‚∑’; ±’fiî’∫’Æ’‚∑’-±’’∑£fi±’’¬’ W 3 $ .' 4 : 5 (¨’ÈÆ’’∫’) û’ç˘ ÷Ω’¬û’’∑ ¬’÷≈û’ (69.08 ÷ç˘≥’fi) < )- .' 4 . ) b4 ! #

≥’’¨’¬’ﬁ-¬’≈∑¬’’; ¬’≈∑¬’’-£’Ì∑’≥’; ≥’´’ÈÆ’‚∑’-Æ’Â÷ú’”¥’’ a { : 5 { #! # ¬’÷≈û’ (143 ÷ç˘≥’ﬁ) 5 a 4 t

î’¥’¨’è’∑-£∑≤’“è’’-¨’∑ç˘÷ò¥’’è’“î’ (268 ÷ç˘≥’ﬁ) W 3 $ 5 ) $ ! b $ ' #

£˚’È≈˚∑˚ﬁ ∫’’á¨’ ÷±’ì˙’¨’’ 5 û’∑È˚è’¨’’-î’≈’¨’’±’’£ (15.20 ÷ç˘≥’ﬁ) Ç $ W ) ! !

≥’’¨’¬’fi-≥’≈È˚æ’é’Â“ò - Ü’“÷æ’ç˘ £’È≈∑fiç˘∑ú’ a a t 5 # (22.12 ÷ç˘≥’fi) )$ î’≈’¨’’±’’£-±’È∫’’ (27.47 ÷ç˘≥’fi) W ) .

¬’’È¨’Æ’‚∑-≈’î’ﬁÆ’‚∑, è’“öç˘ Æ’‚∫’ ¬’÷≈û’ {4 I '4 5 D # ! ) $

/#! t9wChwa!b/9 .Ü5D9Ç# $%&'(&) Performance of projects costing more than Rs. 5 crores each C * w+ Æ’‚¨’ÿΩ’÷¨’¥’’Èè’ û’¢’’ é’í’” ç˘fi è’á” ∑’÷æ’¥’’Í ≥’Í ç˘≥’fi-±’Èæ’fi Reasons for re-appropriations and variations ¬’“æ’’È´’¨’ çÈ˘ ç˘’∑ú’’Í ¬’÷≈˚û’ ≥’Â∫’/¬’“æ’’È÷´’û’ Targets original/revised with reason çÈ˘ ç˘’∑ú’ in amounts spent ∫’Å¥’ for revision

# ! û∑ x† ≠ ≤∏ ø-] í 4 $ £ π , ø † ∑ ø-]] /

û∑ x† ≠ ≤∏ ø-] í 4 $ ü† Œ∑ , û∂Æ ± û∂#- Y $ Y ∂£ +x ∂) ≤,∏ ø± û π ð∑ $ a 5: ø-] ºΩ û∑ x † ≠ ≤∏ ø-] . 5 4 $ Ç5/; ®!™!æ#i yµ # ±∞ 'x∏≠ ±ø! û6b 8< † | ø-] ∏• † #∏ , ≠π -∑ £ π , ø † ∑ ø-] ±≠æ∏ w '$ Ç 3 5 í ∏• † #∏ , ≠π -∑ û∂#- ≤,∏ w '$ Ç 3 {¦π ∂≤ ∏ ∂) û∑ x† ≠ ≤∏ ø1] 4 $ b L 4 ø † ∑ ø-]ºΩ û∑ x† ≠ ≤∏ ø-] 54 . 5 4 $ û™∂ x , ø• ∏!¥† ≤,∏ ø † ∑ Y I E ) $ ø-]ºΩ µ † ≤∏ ∂®!+ § ® ≤ π 54 . 5 4 â ∏ † ®! æ¥∞ # û∑ x º f ûÑ - : ) $= † Ñ ø1] ) ) 4

Ø±∑ª± æ +¥ø∏º∏!≥ ∂) û∑ x† ≠ í 4 $ 5 - ≥≠ ø , {¦π ∂≤ ∏ û∂#- C L 4 ≤∏ ø-] . 8 ≤,∏ ø † ∑ ø-]Ø±∑ª± , 54 5 - +¥ø∏º'∏≥ ±| π {± û û∑x. 8 - ) ≤,∏ ø † ∑ ø-] ºΩ µ † ≤∏ 54 L ) 5 4 û∑ x † ≠ ≤∏ ø-] ®!™!æ#i yµ #- 4 $ Ç5/; b ±∞ 'x∏≠ ±ø! û6 † | ø-] 8<

û∑ x† ≠ ≤∏ ø-] í 4 $ yµ # ±∞ 'x∏≠ ±ø!] b 8<

{∏û± û û∑ x¦Æ ±≠'∏≠] í 8 Lw/hb yµ # ±∞ 'x∏≠ ±ø!] b 8<

∂ ∏π #† • , ¥±∂ü# π ;¿ ≠] û∑ x† ≠ a $ '. $ ∂±# , æø∏æ , ∂ π d† • , a { a $ ' ≤∏ ø-] - 4 $ ¥±∂ü# ≤,∏ â ∏ £ π , û∏ Ø∑ . 54 † ∑ ø-]ºΩ û∑ x† ≠ ≤∏ ø-] =5 . 5 4 $ û∑ x† ≠ ≤∏ ø-] í 4 $ • ∑±† ∏ , Ø∏µ † , ∏Êæ^π # W 3 $ 5 ) $ w < û∂#- û û∑ x≤,∏ ø † ∑ ø-] # 54

y;˘≠∂ +¥π â ∏ µ Ù™∏ æ∂∑• ± û Ç 5 8 ) = £ π , ø † ∑ ø-] / Êπ #∑∏ û∏±] ' y;˘≠∂ +¥π â ∏ µ Ù™∏ æ∂∑• ± û Ç 5 8 ) = £ π , ø † ∑ ø-] / Êπ #∑∏ û∏±] ' y;˘≠∂ +¥π â ∏ µ Ù™∏ æ∂∑• ± û Ç 5 8 ) = £ π , ø † ∑ ø-] / Êπ #∑∏ û∏±] ' ≤'∏∑• ± û ≤,∏ û∏± û D ∂ ∂)] L 8 54 4 '5 £ π , ø † ∑ ø-] /

/! ÷¨’¡Æ’’£˚¨’ ±’î’ò, 2015-16 5 ç˘∑˚’ÈöÃ˚ ∏¸. ¬’È Ü÷´’ç˘ ∫’’è’û’ Ω’’∫’ﬁ Æ’Œû¥’Èç˘ Æ’÷∑˚¥’’Èî’¨’’ ç ’ ÷¨’¡Æ’’£˚¨’ (Ü“’ç˘öÃÈ˚ ç˘∑˚’ÈöÃ˚ ∏¸Æ’¥’’Í ≥’Í) ç˘’¥’” ç˘’ ÷Ω’Ω’∑˚ú’ Description of work Æ’Œû¥’’÷æ’û’ 2012-13 2013-14 2013-14 Ü’æ’’È÷´’û’ 2013-14 ∫’’è’û’ û’ç˘ é’í’” çÈ˘ ÷∫’ã çÈ˘ £˚’Ì∑’¨’ Æ’÷∑˚Ω¥’¥’ ç˘È £˚’Ì∑˚’¨’ (◊Æ’ç˘ ±’‚ç˘ Ω¥’Ω’¬¢’’ ∑È˚∫’Ω’È 2013-14 é’í’” 2013-14 ±’’Èö”˚/∑È˚∫’Ω’È (4+5) çÈ˘ Ü¨’‚¬’’∑˚) ™˚’∑’ Æ’‚¨’: ÷Ω’÷¨’¥’’Èè’

≥’≈È˚æ’é’Â“ò-¢’’¨’’ ÷±’≈Æ’‚∑ (31.75 ÷ç˘≥’ﬁ) a Ç .4 # # ! ¢’’¨’’ ÷±’≈Æ’‚∑-ç˘‚∑¬’È∫’’ (33.57 ÷ç˘≥’ﬁ) Ç .4 Y # #

±’Èè’Â¬’∑’¥’-é’è’÷öÃ¥’’ (40.38 ÷ç˘≥’ﬁ) .$ Y $ # ! !

÷û’∫’∑¢’-±’Èè’Â¬’∑’¥’ (8.33 ÷ç˘≥’ﬁ) Ç .$ # #

í’“£ÕÆ’‚∑’-∑’î’’±’È∑’-í’“£ÕÆ’‚∑’-≤’“ö’∑fiö’≈ (10.6 / 4 w ' ) # # ÷ç˘≥’fi) / 4 . ç˘ò’÷∑¥’’-ç˘‚¬’È”∫’’ - ç˘’Èæ’fi ¨’£fi Æ’∑ Æ’‚∫’ ¬’÷≈û’ Y Y t 5 )$ # Ü’“÷æ’ç˘ £’È≈∑fiç˘∑ú’ (7.24 ÷ç˘≥’fi) 5 ) $ Y è’õÃΩ’’ ∑˚’Èö˚-∑˚’≥’¨’’ D - w w ! ! £˚÷¨’¥’’-∑˚’“í’fi ∑˚’Èö˚ - Ü“æ’û’Ñ £˚’È≈˚∑˚fiç˘∑˚ú’ 5 w 5 w t 5 ! )$ î’∑˚’“è’ö˚fi≈˚-£˚’÷¨’¥’’ - Ü“æ’û’Ñ £˚’È≈˚∑˚fiç˘∑˚ú’ W $ 5 t 5 )$ !!

≈’î’fiÆ’‚∑-∑’≥’£¥’’∫’‚ ¨’è’∑ (47.72 ÷ç˘≥’fi) I '4 w b $ ìÆ’∑’-≈’î’fiÆ’‚∑ (59 ÷ç˘≥’fi) / 4 I '4 ! ! !

Æ’ÂΩ’” û’ò˚ ∑È˚∫’Ω’ÈÈÈ 9 / w ¨’á” ∫’’á¨’Í (÷¨’≥’’”ú’) b [ / û’’∫’í’È∑-÷±’≥’∫’’è’õÃ (154 ÷ç˘≥’fi) Ç 5 . $ # # ! ! £Ìû’’∑fi-±’’“¬’Æ’’¨’fi (155 ÷ç˘≥’fi) 5 . 4 ! b #

∫’’“î’ﬁè’õÃ ∑’Èö-î’Â¨’’è’õÃ (56 ÷ç˘≥’ﬁ) [ '$ w W $ ! #

é’‚£’” ∑’Èö-±’’È∫’¨’è’ﬁ∑ (289 ÷ç˘≥’ﬁ) Y w . $ #! !!

Ü“è’‚∫’-¬’‚÷ç˘“£’ ∑’Èö (98.7 ÷ç˘≥’ﬁ) !${ w !# # ! # ! # !

≈÷∑£’¬’Æ’‚∑-Æ’’∑’£ﬁÆ’ (82 ÷ç˘≥’ﬁ) I 4 t 4 # b

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yµ # ±∞ 'x∏≠ ±ø!] b 8< yµ # ±∞ 'x∏≠ ±ø!] b 8<

yµ # ±∞ 'x∏≠ ±ø!] b 8<

yµ # ±∞ 'x∏≠ ±ø!] b 8< y;˘≠∂ +¥π â ∏ µ Ù™∏ æ∂∑• ± û Ç 5 8 ) = £ π , ø † ∑ ø-]] / Êπ #∑∏ û∏±] '

≤,∏ ø † ∑ ø-] /4 ≤,∏ ø † ∑ ø-] 54

û∑ x† ≠ ≤∏ ø-] í 4 $ û∑ x† ≠ ∂) ø-] í 4 $ ≤,∏ â ∏ £ π , ø † ∑ ø-]] /4 = 5

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®!™!æ#, Øæ˛¥∏+ ] Ç5/ 55 :

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÷Ω’î’¥’¨’è’∑≥’-ç˘’Èò ò’Ω’∫’’¬’’ - 3¬’∑ﬁ ∫’’á¨’ ëE $ Y # ! # (34.7 ÷ç˘≥’ﬁ)

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±’’“¬’Æ’’¨’fi-£Ìû’’∑fi-û’’È≥’ç˘’-î’’é’’Æ’‚∑’ (180 ÷ç˘≥’fi) . 4 5 Ç ! ## ! b ! # !! W 4 #

öÈ˚∫’’“è’-Æ’‚∑ﬁ (28.7 ÷ç˘≥’ﬁ) 5 $t #

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# !

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≤,∏ â ∏ £ π , ø † ∑ ø-]] /4 = 5

π † , ±ø!] b! π † , ±ø!] b!

π † , ±ø!] b! û∑ xû ≤,∏ û∏± û π ð∑ ±∞ 'x∏≠ í $ û∑ † ∑ ø-] π † , ±ø!] b! ÑÑπ Ñ∂,û ≤#Ñπ i ÑÑπ Ñ∂, ![aYt[; û ∑,û i û ∑,û , ![aYÜY ª#• ™Ñ∂i YÜYëùa; π † , ±ø!] b! z ∏ª#Ñ±Ñπ ] ®!™!æ# ∂£ +x ] wëb[ Ç5/ a 5:

π † , ±ø!] b! ≤,∏ â ∏ £ π , ø † ∑ ø-]] /4 = 5

û∑ x† ≠ ≤∏ ø-] í 4 $ † ≠ ∂)] L 4 $

û∑ xyµ # º f ±ø! û∑ † ∑ ø-] í 3 † ≠ ∂)] L 4 $

π † , ±ø!] b! û∑ x † ≠ ∂) ø-] ®!™!æ#, í 4 $ Ç5/ Øæ˛¥∏] Ì∑Ø æ∂∑ π ± 55) ' ªπ û∑ x ¥Œ! £ ®±: û û®± 5$ - â ∏ ºΩ ∂ Á ∑ ≤ π : û $ 5 5$ ±∂¨x ø-] 5 5 8 ) 5 a' . $ û∑ x≤,∏! † ≠ ≤∏ ø-] í 8 -$ µ † ª± • † ±±Æ û6 ±ªûπ ª∏ .8 b ) ) 8 æ ≤øπ ] [ W $

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áò’Ω’’-≥’Ì¨’Æ’‚∑ﬁ (57.5 ÷ç˘≥’ﬁ) 9 - a 4 ! # !

Ü’è’∑’-áò’Ω’’; ±’∑’¬û’’ ∞˘û’È≈’±’’£ Ω’ ±’’≈ (110 !$ 9 - C ) = ! !! ÷ç˘≥’ﬁ) .

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Ü∫’fiè’õÃ-è’’÷î’¥’’±’’£ - 3¬’∑fi ∫’’á¨’ (106.15 !$ D E ) !! ÷ç˘≥’fi) Æ’¨’ç˘fi-≤’’ÌÆ’‚∑ - 3¬’∑fi ∫’’á¨’ (11.38 ÷ç ≥’fi) t . 4 # #

Æ’∫’Ω’∫’-≤’Âû’ÈæΩ’∑ - 3¬’∑fi ∫’’á¨’ (81 ÷ç˘≥’fi) t - .- # ≤’fi≥’¬’È¨’ - ñ’’“¬’fi (206 ÷ç˘≥’fi) . W !

ò‚“ö∫’’-¥’≥’‚¨’’ Æ’‚∫’ (21 ÷ç˘≥’ﬁ) Ç ò ) $ #!

# ! û∑ xÑ±Ñ∂™!æ# I∏ +ªT ≤+Ω≠ û∑ í 8 )3 ba5/ • ±ª∏!+ !] W : ! • ∏ø ø- â ∏ û∏Œ f- û6 ≤øπ # 8 5 5 ûŽ≠ ∂|+ û 2 ø † | ø-] a 3: û∑ x† ≠ ≤∏ ø-] í 4 $ † ≠ ∂)] L 4 $

∂∂,π # y˘≠∏] a † ± , µ ˘™ ≤,∏ â ∏ £ π , û∏ D . 54 = Ø∑ † ∑ ø-] µ ˘™ , {®ª 5 . 9 - û∂#- ≤,∏ û∏ Ø∑ † ∑ ø- â ∏ 54 /w{ • łØ ø! æ#z ∏Ñæ ±∏!¿ ¨ ø± 45 <5 4 { 3 û6 æµ ª± ø-] z ∏• # û∏Œ f- Æ â ∏ ≠Ø± æ∏ ü£ x wD - w 5 55 $3 • ,±+ ] W: û∑ † ∑] y≠'∏S û∏Œ f- {¦≠∂π <4 - ! w 5 ±ø! ø Ñ] 5 ) ∂∂,π # y˘≠∏] a ∂£ +x ] a 5:

+ª¦≠≠W y± ∂± ¦ª#ûW≠ ±ø!] 5 5

+ª¦≠≠W y± ∂± ¦ª#ûW≠ â ∏ ±+ªØ 5 5 ! ! z ∂+P≠ û∏± û ¥Ø]

∂∂,π # y˘≠∏] a û∑ x ≤,∏ â ∏ £ π , û∏ Ø∑ í 54 = † ∑ ø-] 5 z ∏• # û∏Œ f- Æ â ∏ ≠Ø± æ∏ wD - w 5 55 $3 û∑ x ≤,∏ â ∏ £ π , û∏ Ø∑ í 54 = ü£ xû∑ † ∑] y≠'∏S û∏Œ f- <4 - ! w † ∑ ø-] 5 2 ø Ñ û˘≠ {¦≠∂π ±ø! ûÑ † Ñ] 5 5 5 )

û∑ x ≤,∏ â ∏ £ π , û∏ Ø∑ í 54 = † ∑ ø-] 5

∂∂,π # y˘≠∏] a ≤û6 â ∏ µ ^≤ ∏ ∑™x û s£ ∂)í 54 <54 t ≤'∏ª≠±x û û∑ xû § Œû∏ û∑x= . 4 3 $ † ≠ ≤∏ ø-] û∑ x ≤,∏ â ∏ £ π , û∏ Ø∑ í 54 = † ∑ ø-] 5

û∑ x ≤,∏ â ∏ £ π , û∏ Ø∑ í 54 = † ∑ ø-] 5 z ∏• # ! û∏Œ f- Æ â ∏ ≠Ø± æ∏ ü£ x wD - w ! 5 55 $3 ®!™!Ñπ ∑™x û s£ ∂) ≤'∏ª≠±x í 54 <54 Ç5[ û∑ † ∑] y≠'∏S û∏Œ f- 2 ø Ñ <4 - ! w 5 û û∑ x û § Œû∏ û∑ x † ≠ 3 $ -5 - ) û˘≠ {¦≠∂π ±ø! ûÑ † Ñ] 5 5 ) ≤∏ ø- • z |z ∏≤#Ñ∂∑, I∏ $ - {{L )3 LwtaÜ ÑæÑæz | û æÆ û∑ • Ñ† ]

±’“è’‚∑è’Õ’≥’-∑’¬’ (27.8 ÷ç˘≥’ﬁ) . $ $ w # !!

∑û’∫’’≥’-öÂ“è’∑Æ’‚∑; ±’∑’¬û’’ ±’’“¬’Ω’’öÃ’ (176.47 w 5$ 4 . - # ÷ç˘≥’ﬁ)

÷¢’¥’’û’ ≈˚≥’ﬁ∑˚’ - ¬’’¨’Â (58.5 ÷ç ≥’ﬁ) Ç3 I { # #

™!≤#à 5th # Üî’≥’È∑˚ - ç˘’Èò˚’ (¨’¬’fi∑˚’±’’£˚-î’’÷∫’¨•˚fi) (145 !' Y b ) W # ÷ç ≥’fi) Æ’‚¡ç˘∑˚ - ≥’ÈöÃ˚û’’ (59 ÷ç ≥’fi) t a !

£’Ì¬’’-è’“è’’Æ’‚∑ ÷¬’òﬁ (92.67 ÷ç˘≥’ﬁ) 5 D $ 4 /3 ! # !

Ü’≥’’¨’ Æ’÷∑˚Ω’û’”¨’ D / î’¥’Æ’‚∑-÷∑“è’¬’-í’‚π˝ Ω’ ¬’ﬁç˘∑-∫’’È≈’π˝ (320.04 W 4 w$/ = { ! # # ! ÷ç˘≥’ﬁ) [

¬’Â∑û’Æ’‚∑’-≈¨’‚≥’’¨’è’õÃ-¿’ﬁè’“è’’¨’è’∑ (240.95 { 4 I $ { ! ÷ç˘≥’ﬁ) D $ $ !

¬’’£Â∫’Æ’‚∑-±’ﬁç˘’¨’È∑ Ω’ ∑û’¨’è’õÃ-£È˚è’’¨’’ (394.35 { 4 . = w $ # # # ÷ç˘≥’ﬁ) 5$ !

# !

∂) û∑ x≤,∏ û∑ † ∑] í 54 û∑ x ≤,∏ â ∏ £ π , û∏ Ø∑ í 54 = † ∑ ø-] 5 û∑ xû6 † ≠ ∑Æ æ+ªØ† ≠ µ † ≠± 9<4 5 4 ∏π ≤Æ • Œ± û û∑ x ≤,∏ øÇ 5 $ - 54 Ñª µ Ù™∏ û y± æ∏ ü£ xû∑ † ∑] 4 $ 8 - 5 5 † ∑ ø-] æø∑û û∑ x ∑Æ ∏π !5 3 - - $ 8 4 3 = Ìª{®: û6 ª;ł™† + ∏π ≤Æ û6 ': 4$ 8 5 = ®;˛≤† â ∏ † ®! z Ø † ≠ ) $ 5 4 $ ∂) ø-]

û∑ xû6 † ≠ ∑Æ æ+ªØ† ≠ µ † ≠± 9<4 5 4 4 $ π ð ∑ ±∞ 'x∏≠ ±ø!] µ ,∂ Ç $ 8< !56 Ñª µ Ù™∏ û y± æ∏ ü£ xû∑ † ∑] 8 - 5 5 4 3 = y∞ Z ø¨ † ≠ ≤∏ ø-] 8 4 $ £ π , ªΩ x∑Æ ∂) û∑ x¦ª#ûW≠] í 5 5 3 π ð ∑ ±∞ 'x∏≠ ±ø!] µ ,∂ Ç $ 8< !56 Ñ≥Ñπ Ñº û π Ñ ©û • ∏!] / 5 8 C[{ - y∞ Z ø¨ † ≠ ≤∏ ø-] 8 4 $

£ π , ªΩ x∑Æ ∂) û∑ x¦ª#ûW≠] í 5 5 3 π ð ∑ ±∞ 'x∏≠ ±ø!] Ç $ 8<

£ π , ªΩ x∑Æ ∂) û∑ x¦ª#ûW≠] í 5 5 3 π ð ∑ ±∞ 'x∏≠ ±ø!] Ç $ 8< 9<4 5 4 4 $ û∂#- π ;¿ ≠ ∏π ≤Æ Ø^æ , Ç $ 5 5 - 8 - 5 5 4 3 = Ø!Øª± üÙ™ û5 8 5 ≤,∏ ø † ∑ â ∏ û∂#- ≤∏ $ 54 ºΩ û∑ x† ≠ ≤∏ ø-] - ) 5 4 $

û∑ xû6 † ≠ ∑Æ æ+ªØ† ≠ µ † ≠± 9<4 5 4 æ#û∏ , π øf û∑ x ≤,∏ ø † ∑ { [ - 54 Ñª µ Ù™∏ û y± æ∏ ü£ xû∑ † ∑] 4 $ 8 - 5 5 ø-] û {• ± £ π ∑ 9$ $ 4 3 = † ∑] æ#z ∏Ñæ æ¥∞ # Ø¦≠ª• /w{ 4 4 D ∑∞ #± â ∏ ±∞ û6 û∂# û 4 5 $ - û∏¨ ºΩ û∑ x ≤∏ û| † ≠ 4 $ ±ø! û6 † | ø-] $ 8 8

û∑ xû6 † ≠ ∑Æ æ+ªØ† ≠ µ † ≠± 9<4 5 4 ®!™!æ#i Ç5/ Ñª µ Ù™∏ û y± æ∏ ü£ xû∑ † ∑ ] 4 $ 8 - 5 5 4 3 = û∑ x≤,∏ û∏ π ∑ † ∑ â ∏ üÙ™ í 54 5 ¥#û Ñ±,Ñæ• #Ñπ ≤#,z ∏®!• #Ñ£ , .Yb{5[twÇDI5b! 5 ∑≠∑≠ û π Ñ üπ Ø∑ † ∑ ø-] 4 ™!Ñ±Ñ üÙ™ ∑≠∑≠ û π Ñ 4 í 4 $ üπ Ø∑ † ∑ ø-] z ∏®!• #Ñ£ , wÇDI{w5w 5 í Ñæz ∏™!z ∏ üÙ™ ∂) û∑ x † ≠ 885 ) 5 )3 ≤∏ ø-] ¦Æ ±#∑ • ±≠ I∏ 5 4)5 }≤|ª û û∏¨ û∑ xµ +ª≠]

/!# ÷¨’¡Æ’’£˚¨’ ±’î’ò, 2015-16 5 ç˘∑˚’ÈöÃ˚ ∏¸. ¬’È Ü÷´’ç˘ ∫’’è’û’ Ω’’∫’ﬁ Æ’Œû¥’Èç˘ Æ’÷∑˚¥’’Èî’¨’’ ç ’ ÷¨’¡Æ’’£˚¨’ (Ü“’ç˘öÃÈ˚ ç˘∑˚’ÈöÃ˚ ∏¸Æ’¥’’Í ≥’Í) ç˘’¥’” ç˘’ ÷Ω’Ω’∑˚ú’ Description of work Æ’Œû¥’’÷æ’û’ 2012-13 2013-14 2013-14 Ü’æ’’È÷´’û’ 2013-14 ∫’’è’û’ û’ç˘ é’í’” çÈ˘ ÷∫’ã çÈ˘ £˚’Ì∑’¨’ Æ’÷∑˚Ω¥’¥’ ç˘È £˚’Ì∑˚’¨’ (◊Æ’ç˘ ±’‚ç˘ Ω¥’Ω’¬¢’’ ∑È˚∫’Ω’È 2013-14 é’í’” 2013-14 ±’’Èö”˚/∑È˚∫’Ω’È (4+5) çÈ˘ Ü¨’‚¬’’∑˚) ™˚’∑’ Æ’‚¨’: ÷Ω’÷¨’¥’’Èè’

Anticipated Expend. Provision Reapro- Modified Expend. cost (As per upto for praition outlay during Pink Book 2012-13 2013-14 by Rlys. 2013-14 2013-14 2013-14 ) during (4+5) 2013-14 Üî’≥’È∑-÷í’ûû’’ÌöÃè’õÃ-à£¥’Æ’‚∑ (300 ÷ç˘≥’fi); !' / $ Ü 4 # à£¥’Æ’‚∑ ¬’È à≥’∑’ (11 ÷ç˘≥’fi) û’ç˘ ÷Ω’¬û’’∑ û’¢’’ : 5 ≥’’Ω’∫’fi î’“. - ±’’∑˚fi ¬’’£˚∑˚fi (82.01 ÷ç˘≥’fi)≈È˚û’‚ 85 8 < 8 Ü’´’’∑≤’Âû’ Ü’æ’’È´’¨’’È ¬’÷≈û’ Ü 4 Ü a W . { #

¿’ﬁè’“è’’¨’è’∑-¬’π˝Æ’¬’∑ ¨’≈∑ ∫’ÂÆ’ (í’∑ú’-I) (116 { D $ $ { 4 / ! ! # ÷ç˘≥’ﬁ) [4 t L

£˚’È≈˚∑˚ﬁ ∫’’á¨’ ÷±’ì˙’¨’’ 5 î’¥’Æ’‚∑-£’Ì¬’’ (61.28 ÷ç˘≥’ﬁ) W 4 5 # !

£’Ì¬’’-±’’“£ﬁç˘‚á” (29.04 ÷ç˘≥’ﬁ) 5 . ! # !# ##

Ü∫’Ω’∑-≈∑¬’’Ì∫’ﬁ (34.86 ÷ç˘≥’ﬁ) !- I # ! ! #

≈∑¬’’Ì∫’fi-∑È˚Ω’’öÃfi (39.35 ÷ç˘≥’fi) I w- ! !

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≤’è’û’ ç˘fi ç˘’Èôfi-∫’Â¨’fi (28.12 ÷ç˘≥’fi) . $ Y[ #

∑’¨’fi-çÈ˘æ’Ω’è’“î’ (59.5 ÷ç˘≥’fi) w Y D ' ! ! Üî’≥’È∑-±’“è’‚∑è’Õ’≥’ (48.43 ÷ç˘≥’fi) !' . $ $ #

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Ñπ Ñæ# û y± æ∏ µ ,∂ µ † ≠± û∏ Ø∑ [ 4 3 4 [!/ π ð ∑ ˙ ≠ û∏ π ∑ † ∑ ø-] Ç $ 5 † ∑ ø-] ∑P# ∑≠∑≠ û π Ñ üÙ ™ {5 4 8 4 $ 885 üπ Ø∑ † ∑ ø-]

üÙ ™ £ π , â ∏ à ≤± π {± û æc≤ {5 5 π ð ∑ ˙ ≠ û∏ π ∑ † ∑ ø-] Ç $ 5 Ø∑ † ∑ ø-] ºΩ û∑ x † ≠ ∂) ø-] 4 w - Ñπ Ñæ# û y± æ∏ µ ,∂ µ † ≠± û∏ Ø∑ 4 $ [ 4 3 4 [!/ † ∑ ø-]

û| û∂#ªº# ±ø!] û∂#- Øø∏! π {± b ) π ð ∑ ˙ ≠ û∏ π ∑ † ∑ ø-] Ç $ 5 ∏π ≤Æ û û∑ x ≤,∏ ø † ∑ ø- â ∏ 5 54 5 û üÙ ™ à ≤± π {± û æc≤ 4 Ø∑ † ∑ ø-] æ∂¶ ≠: Ñª Ñπ Ñæ#/ ∂∂π : û y≠∂ G ≤ Ø∑ † ∑ ø-] C 8 $ [!/ 5

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û| û∂#ªº# ±ø!] π ð ∑ û y± æ∏ b t '5 54 π ð ∑ ˙ ≠ û∏ π ∑ † ∑ ø-] Ç $ 5 ≤'∏∑• ± ≤,∏! â ∏ £ π , û∏ Ø! † |] Ñæ 5 4 $ {=Ç Ñ™ ®! â ∏ ∑™x æ¥∞ # û∑ x† ≠ ≤∏ ø1] ò - 4 $

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z ∏ª#Ñ±Ñπ û æÆ ] í wëb[ ≤,∏ û∏ π ∑ † ∑ ø-] /4

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