ProUI

Western Railways (WR) is under the Brihanmumbai Municipal Corporation’s (BMC) scanner for not implementing malaria-prevention measures at their workshops.

Three days ago, the BMC’s insecticide department sent a notice to the divisional railway manager for not carrying out preventive steps to curb the breeding of mosquitoes, which spread diseases such as dengue and malaria.

On June 12, the BMC’s insecticide department sent notices to various land-owning authorities in Mumbai including Mumbai Metropolitan Regional Development Authority (MMRDA), the army, navy and Maharashtra Housing and Area Development Authority (Mhada), Mumbai Port Trust, the National Textile Corporation, Western and Central Railways, telling them to make their premises free of mosquito-breeding sites by clearing scrap that can hold water and become a breeding ground for mosquitoes, and plugging leaks in buildings and water tanks to avoid water accumulation.

Following the notices, the civic body’s insecticide officers inspected the sites.

“Most of the agencies have taken preventive steps to avoid breeding grounds. We found that WR’s workshop has train wheels stacked in a horizontal position which may lead to accumulation of water in the wheels.

Also, they are yet to clear scrap materials lying in their premises,” said R Naringrekar, chief insecticide officer, BMC.

He added that the civic body has given them a notice to complete work by June 27.

Sharat Chandrayan, chief PRO, WR, said, “We have our own system in place and we regularly conduct fogging.

In case we need assistance, we contact the BMC.”

Until June 21, the city had reported 532 malaria and 17 dengue cases. Doctors said that with intermittent rainfall, the risk of breeding sites developing is even higher.

સુરત,તા.૨૩

દેશના કોઇ પણ ખૂણે કુદરતી આપદા આવે ત્યારે ત્યાં રાહત સામગ્રી મોટા ભાગે રેલવે મારફતે પહોંચાડવામાં આવતી હોય છે. જેને કારણે આવી પરિસ્થિતિને ધ્યાને રાખી તાત્કાલિક રેલવે વિભાગ રાહત સામગ્રી પહોંચાડવા માટે એક પણ રૂપિયાનો ચાર્જ રેલવેએ લેવો નહિ તેવો પરિપત્ર બહાર પાડવામાં આવતો હોય છે. જ્યારે પશ્ચિમ રેલવેમાં હજુ પણ આવો કોઇ પણ પરિપત્ર નહિ આવતા રાહત સામગ્રી પહોંચાડવા માટે નાણાં વસૂલવા કે કેમ તે અંગે સ્થાનિક તંત્ર અવઢવમાં મુકાયું છે.

ઉત્તરકાશીમાં સર્જાયેલી ભારે તારાજીને પગલે સમગ્ર દેશમાંથી રાહત સામગ્રી પહોંચાડવાની શરૂઆત થઇ છે. ત્યારે સુરત સહિત સમગ્ર દક્ષિણ ગુજરાતમાંથી પણ રાહત સામગ્રીનો મોટો જથ્થો રવાના કરવામાં આવનાર છે. તેમજ ત્યાંના લોકોની જરૂરિયાતને ધ્યાને રાખીને પણ આગામી દિવસોમાં તે જ વસ્તુ લોકો સુધી પહોંચાડવાની પણ તૈયારીઓ કરી દેવામાં આવી છે. પરંતુ આ રાહત સામગ્રી ટ્રેન મારફતે પહોંચાડવા માટે રેલવે તંત્ર દ્વારા દર વખતે રાહત સામગ્રી મોકલવા માટે એક પણ રૂપિયો વસૂલવો નહિ તેવો પરિપત્ર બહાર પાડવામાં આવતો હોય છે. જ્યારે હજુ આજે પણ આવો કોઇ પરિપત્ર પશ્ચિમ રેલવે દ્વારા સુરત રેલવે સ્ટેશન પર મોકલવામાં આવ્યો નહિ હોવાના કારણે રાહત સામગ્રી પેટે ચાર્જ વસૂલવો કે કેમ તે અંગે સ્થાનિક તંત્ર અવઢવની સ્થિતિમાં મુકાયા છે. જેથી આગામી દિવસોમાં રેલવે તંત્ર દ્વારા રાહત સામગ્રી પહોંચાડવા માટે તાકીદે અગાઉની જેમજ પરિપત્ર બહાર પાડવામાં આવે તેની રાહ જોવાઇ રહી છે.

KOLKATA : 
Ever since Mamata Banerjee stepped down as the Railway Minister in 2011, the Railway Ministry has come to be headed by stop-gap Ministers. It started with Dinesh Trivedi then Mukul Roy, followed by C. P. Joshi, Pawan Bansal, again C. P. Joshi, none completing even one full year, and now Mallikarjun Kharge.Dinesh Trivedi had the longest term (July 2011 to March 2012) and Joshi, the shortest, two terms (September to October 2012 and May to June 2013) totalling a little more than two months. One wonders if there will be further changes between now and the declaration of the Lok Sabha election dates.Interestingly, the same stop-gap arrangement also persists in respect of several top level positions in the Railways. Of seven members of the Railway Board, two positions, Member (Traffic) and Member (Staff), have been lying vacant for nearly two months now. While the Chairman, Railway Board, is himself handling the portfolio of Member (Traffic), the Member (Engineering), is handling the portfolio of Member (Staff) as an additional charge. More important, Chairman and Financial Commissioner, both board-level positions, are due to retire on June 30. Their successors are yet to be named.

Four out of 26 positions of General Managers across various zonal railways and production units of the Railways are vacant and at least one of them, the position of GM in Metro Rail, Kolkata, has been vacant for nearly a year now. The GM of West Bengal-based Chittaranjan Locomotives, a production unit, has been handling the portfolio of GM of Metro Rail as an additional charge.

The GM positions in three other zonal railways have been lying vacant since April/early May. These are South East Central Railway (SECR), Western Railway (WR) and Central Railway (CR). The GM of East Coast Railway is looking after SECR as an additional charge. Similarly, the GM of North Western Railway is looking after WR and the GM of Diesel Locomotive Works, Varanasi, a production unit, CR as additional charge.

The positions of two more GMs in South Eastern Railway, Kolkata, and Integral Coach Factory, Perambur, are to fall vacant from July 1. Inquiries reveal that the panel of names for positions of GMs sent for approval has been returned by the appropriate authorities. In other words, ad hocism will continue.

During his recent visit to Japan, the Prime Minister agreed to a joint feasibility study by Japanese experts along with the Indian Railways officials for constructing a high speed corridor between Mumbai and Ahmedabad. Currently the French Railway experts are also studying the business model for the same corridor based on future traffic projections. A few months back, a high powered committee of secretaries was appointed to look into possible funding options and the report is still awaited. The draft 12th Five-Year Plan envisages development of one high speed rail corridor of about 500 kilometres in the current plan period. It has also proposed setting up National High Speed Rail Authority for implementation of HSR corridor projects. Does it mean that the government has finally decided to develop high speed railways for the ever rising passenger transport demand on important routes?The proposal for developing High Speed Railway (HSR) between Delhi and Kanpur via Agra was first mooted in mid-eighties when Madhavrao Scindia was the Railway Minister. An internal study found the proposal unviable at that time due to the high cost of construction and inability of travelling passengers to bear much higher train fares than what were for normal trains. The Railways then settled for the Shatabdi trains, fast inter-city day trains generally travelling at maximum speed of 130 kilometres per hour, even as the Bhopal Shatabdi has a maximum speed of 150 kilometres per hour between New Delhi and Agra. While we are still discussing the pros and cons of developing HSR in the country, Chinese Railways who began planning for HSR in mid-nineties, started construction in 1998 and now have largest HSR network in the world extending over 7000 route kilometres. Recently the Chinese Railways signed a MOU with Indian Railways for technical cooperation including HSR technology and also showed interest in constructing HSR in India.

From time to time, the issue of providing high speed rail has been discussed at various forums with demand being made several times, even in Parliament, for providing ‘bullet trains’ in India, similar to HSR in Japan. Their introduction was opposed also on grounds that HSR are expensive, and they can wait for some more years till the paying capacity of the people increases considerably so that they can afford traveling by them. Theyalso argue that middle level speed up to 180/200 kilometres per hour on existing lines would be adequate for India as it is cost effective and more energy efficient than HSR.

The introduction of High Speed Rail in India is mentioned in the Railway Vision 2025 where it is stated that the Indian Railways would develop six corridors in four regions. Railways have commissioned pre-feasibility studies for all the possible corridors and these are at different stages of completion.

Despite its mention in the Railway Vision 2025, Indian Railways have been very cautious about committing to developing HSR in India. The Eleventh Plan strategy for passenger business was to increase commercial speed of passenger trains and to introduce faster trains with peak speeds of 150 kilometres per hour between metropolitan cities. The Twelfth Plan for Railways has again emphasized on increasing commercial speeds and augmenting trains as the thrust area of passenger business. The development of High Speed rail corridors is still not a priority and its actual materialisation will depend upon fund availability; the preferred mode for which is Public Private Participation.

There is a high degree of enthusiasm in different states for high speed corridors. Some of the state governments have commissioned their own pre-feasibility studies on potential corridors with high traffic demand. Kerala has planned a HSR from Thiruvananthapuram to Mangalore in Karnataka. Maharashtra might introduce HSR from Mumbai to Nagpur apart from Pune Mumbai Ahmedabad corridor which has been put on fast track by the Central Government. Tamil Nadu has envisaged a HSR corridor connecting Chennai, Coimbatore, Madurai and Kanya Kumari in ‘Vision Tamil Nadu 2023’ released this year. Karnataka wants a HSR from Bangalore to Mysore and also from Bangalore to Belgaum and Gulbarga.

High Speed Railways are more suitable for inter-city travel at medium distance segments (up to 500/750 kilometres) wherein transit time does not increase beyond 3 to 4 hours.Drastic reduction in the transit time as compared to the one for conventional Railways, providing greater convenience and travel comforts with stations located in city centres, gives HSR an edge over air travel. The high speed rail changes the entire game of passenger transport. The provision for fast and frequent rail travel gives business activity a boost. HSR is comparatively more energy efficient than air. HSR requires much less land for construction as compared to expressways and highways. A two - line HSR is generally equivalent to eight- lane highways available to passengers preferring to travel by road. As a result, building HSR is more beneficial from the point of view of sustainability because it saves land and reduces energy usage and carbon emission.

Railways, being a central subject, states have little say in its development. Given the limited availability of funds, capacity creation for the carriage of freight is always preferred over passenger transport by railways. Since the railways are not able to charge passenger fares as per actual cost incurred and have to subsidise the passenger business from freight there is little enthusiasm for funding HSR or even increasing capacity for passenger travel.The high Powered Committee on Railway Safety has even suggested that introduction of new trains should be halted in view of safety.

Looking towards a cash-strapped Railway Board, for developing HSR in India, is like chasing a chimera. Development of Metro Railways was possible only when it was taken out of Railway Board and given to the Ministry of Urban Development. Indian Railways was hesitant to invest in loss-making Metro Rail projects. Kolkata Metro took several years to complete a stretch of 16 kilometres. A strong political will only could persuade the Railway Board to take up expansion of Kolkata Metro railway in the other parts of city.

State Governments are in a better position to assess the need for high speed corridors. The State Governments should be encouraged to develop HSR in their states by determining suitable funding mechanisms and creating organisations for developing them. The Railway Board should perform only regulatory functions by providing technical and safety standards as it used to do in the pre-independence days when the railway companies ran individual railway systems. For HSR beyond state boundaries, Railway Board will frame operating rules and regulations for exchange of trains. In this arrangement, the Railway Board will continue to have a greater responsibility for determining the gauge of new HSR tracks, common standards for erection and maintenance of track, rolling stock and signalling system. This is particularly important as today almost all HSR Railways are willing to provide their technology to India and as they see it as a major future business interest. In the long run, the country should strive to develop indigenous HSR technology and manufacturing capacity for rails, rolling stock and signalling system. This can be done only by the Railway Board.

मोदीनगर स्टेशन के पास सोमवार की सुबह हरिद्वार से मुंबई जा रही यात्रा स्पेशल ट्रेन का इंजन पटरी से उतर गया। दुर्घटना में कोई हताहत नहीं हुआ, लेकिन गाजियाबाद मेरठ रूट पर तीन घंटे तक ट्रेनों का परिचालन बाधित रहा। आधा दर्जन से अधिक ट्रेनें प्रभावित हुई।
उत्तराखंड में आई आपदा से प्रभावित यात्रियों के लिए रेलवे द्वारा चलाई गई यात्रा स्पेशल ट्रेन (18751) सुबह 3 बजकर 45 मिनट पर काजमपुर फाटक से गुजरी। ट्रेन जैसे ही मोदीनगर स्टेशन के पास पहुंची इंजन पटरी से उतर गया। ट्रेन थ्रू लाइन से होकर गुजर रही थी, जिसके कारण गाजियाबाद और मेरठ के बीच अप और डाउन ट्रैक पर ट्रेनों का परिचालन रोक दिया गया। दुर्घटना की जानकारी मिलने पर डीआरएम एके सचान, एरिया अफसर महेंद्र कपूर सहित रेलवे के तकनीकी टीम के अधिकारी मौके पर पहुंचे। ट्रैक की मरम्मत और इंजन को ट्रैक पर चढ़ाने के बाद सुबह 8 बजे ट्रेन को गंतव्य के लिए रवाना किया गया। दुर्घटना की वजह जल्दबाजी में ट्रैक में हुए परिवर्तन को माना जा रहा है। रेलवे अधिकारियों का कहना है कि रविवार की देर रात चोरों ने काजमपुर गांव के पास रेलवे की ओवर हेड इलेक्ट्रिक (ओएचई) लाइन से तार काट लिया था, जिसके कारण सिग्नल और ट्रैक के कांटा नंबर 42 के प्वाइंट में परिवर्तन करना पड़ा। ड्राइवर को इसकी जानकारी दे दी गई थी। ड्राइवर ने ट्रेन की रफ्तार भी कम कर दी, लेकिन कांटा ठीक से सेट नहीं होने के कारण इंजन के पिछले पहिये ट्रैक से उतर गए और ट्रेन झटके के साथ रुक गई।
दुर्घटना के बाबत डीआरएम ने ड्यूटी पर तैनात सहायक स्टेशन मास्टर कमलेश कुमार, कांटा का प्वाइंट बदलने वाले गगन किशोर से जवाब- तलब किया है। ट्रेन के गार्ड जसराम, स्टेशन अधीक्षक गणेश चंद्रा व सिग्नल विभाग सहित अन्य विभागों के कर्मचारियों से पूछताछ के बाद डीआरएम ने दुर्घटना की जांच के आदेश दिए। जांच रिपोर्ट आने के बाद लापरवाही बरतने वाले रेलवे अधिकारियों और कर्मचारियों के खिलाफ कार्रवाई होगी।
दुर्घटना के कारण अहमदाबाद मेल, शताब्दी एक्सप्रेस, शालीमार ऐक्सप्रेस, गोल्डन टेंपल एक्सप्रेस, दिल्ली अंबाला पैसेंजर, बांद्रा देहरादून एक्सप्रेस, सहारनपुर दिल्ली पैसेंजर, मुज्जफरनगर दिल्ली पैसेंजर, मेरठ शटल, टूडीएस का परिचालन प्रभावित हुआ। ये ट्रेनें एक से तीन घंटे की देरी से गंतव्य के लिए चली।

Srinagar:
Prime Minister Manmohan Singh will be landing at his familiar destination of Kashmir tomorrow with a bagful of developmental plans that would give the Valley an unhindered access to the rest of the country round the year and also lighten the dark houses in this power starved state.Notwithstanding the attacks by militants on the Army and the paramilitary forces in Srinagar, inflicting few casualties on them, the Prime Minister would be connecting himself directly with the “aam adami” (common man) who is looking forward to development. The violence is the handiwork of those who want to derail the progress of Kashmir and show that the Valley is still conflict-ridden.The people have seen through this game and they are waiting for development, education, progress and prosperity and that is what the Prime Minister has recognised which explains his almost yearly travel to Jammu and Kashmir.Manmohan Singh who had set the developmental agenda rolling in November 2004 when he first visited Jammu and Kashmir as the Prime Minister by announcing Rs 24,000 crore under the Prime Minister Reconstruction Plan (PMRP), along the years has been gifting one development project after another.In 2008, he inaugurated the 450-MW Baglihar power project in Ramban in Jammu region, and flagged off a train in Kashmir’. Next year, he flagged off train on the Qazigund-Baramullah stretch in the Valley.

Now, he would be inaugurating the railway track passing through the south to the north of Pir Panjal, thus fulfilling a dream of the masses to travel to other parts of the world without any obstacles and fear of snow and avalanches during winters.

Tuesday would be read as a red letter day in the history of Jammu and Kashmir, when he would be flying to Kishtwar to lay foundation stone of the mega 850-MW power project. He is also expected to lay the foundation of two more power projects in Ladakh through remote, giving a full sense of participation to all the three regions of the state.

This land, and the people here love to hear the visiting dignitaries, even when they have an off day, courtesy a shutdown call given by separatists, through the TV channels and then they analyse their own answers to what has been said and what has been left unsaid.

For two years-2011 and 2012-Prime Minister did not visit the Valley, this year he is picking up the threads from where he had left in 2010. “The people here ate aware that he was enjoying the semblance of normalcy in the Valley, sitting in New Delhi, for him, the footfalls of the tourists meant more than anything else,” remarked Mohammad Shafi, a retired teacher.

Sounding realistic, Shafi asked, “What more can the Prime Minister do beyond laying the foundation of a mega hydro-electric project and flagging off a train from south to the north of Pir Panjal in Kashmir, into the Valley. “With his public meeting, along with Congress president Sonia Gandhi, in Kishtwar on Tuesday followed by interaction with the council of ministers on the same day, he would be able to throw some light that how the Centre wants to reach out to the people of Kashmir. Their words at Kishtwar, a bowl shaped town in the Himalayas in the erstwhile Doda district in Jammu region would give some inkling as to what the next line on Kashmir is-for them Kashmir means an entire unit of three regions of Jammu, Ladakh and Kashmir where only an all inclusive policy would work, and work for the unity and integrity of the state. That message, if past is any guide, would be repeated in the Valley.

Apart from meeting the delegations, he would be having one on one meeting with Chief Minister Omar Abdullah preceded by a presentation by the council of ministers in the presence top bureaucrats.

इलाहाबाद व कोटा- पटना एक्सप्रेस के रूट में बदलाव किया गया है। यह बदलाव 21 अप्रैल 2013 से 25 मई 2013 तक लागू रहेगा।

पटना-कोटा एक्सप्रेस व कोटा-पटना एक्सप्रेस गाड़ी संख्या(13238/13240) 21 अप्रैल से 25 मई 2013 तक टूंडला-आगरा फोर्ट-ईदगाह-अछनेरा मथुरा के रास्ते चलेंगी। ये गाड़ी कोटा की ओर जाते समय आगरा फोर्ट पर 5.20 बजे से 5.50 बजे तक ठहराव लेंगी। इसके बाद ईदगाह पर 6.00 बजे से 6.02 बजे तक रुकेंगी। पटना की ओर जाते समय आगरा फोर्ट पर 11.15 बजे से 11.45 बजे तक ठहराव लेंगी। ईदगाह पर 11 बजे से 11.02 बजे तक रुकेगी। इसके अलावा मथुरा-इलाहाबाद एक्सप्रेस दोनों ओर से टूंडला-आगरा फोर्ट-ईदगाह-अछनेरा मथुरा के रास्ते चलेंगी। ये गाड़ी इलाहाबाद से मथुरा की ओर जाते समय आगरा फोर्ट पर 6.30 बजे से 7.00 बजे के मध्य ठहराव लेगी। ईदगाह पर 7.10 बजे से 7.12 बजे तक रुकेगी। मथुरा से इलाहाबाद की ओर जाते समय आगरा फोर्ट पर 9.30 बजे से 9.55 बजे तक और ईदगाह पर 9.18 बजे से 9.20 तक रुकेगी। यह जानकारी आगरा मंडल की पीआरओ भूपिन्दर ढिल्लन ने दी।

The Railway Board’s much-criticised move to sell the Havelock Bridge has been kept in abeyance. Railway Minister Mallikarjun Kharge on Sunday asked board officials to first conduct a proper review.Congress MP from Rajahmundry Vundavalli Arun Kumar told The Hindu he he had talked to Union Minister for Railways Mallikharjuna Kharge on Sunday and apprised him of the public sentiment against the Board’s decision to dismantle the bridge and sell the steel.

BUILD-OPERATE-TRANSFER

Mr. Arun Kumar said the State government wanted to lease the bridge’s ownership rights under a public private partnership.He said he would speak to the Union Tourism Minister and the Andhra Pradesh Chief Minister to take up the Havelock Bridge as a tourism project under Build-Operate-Transfer system.

Nearly nine years ago when, Sharanappa Yalal relocated his base to Kashmir as the project manager of the 11 km Pir Panjal railway tunnel, the longest in India, most locals told him, it was never going to happen. Yet after a three-year delay, technical snags and several complications, the Rs 800-crore project is all set to be inaugurated by Prime Minister Manmohan Singh tomorrow.Besides the one of its kind tunnel, the Rs 1,800-crore Uri 240 MW Hydroelectric project, situated very close to the line of control, is also expected to take off very soon. It is learnt that the inauguration of the hydro-power project has been removed from the itinerary of the PM due to some technical snags.  The horse shoe shaped diversion tunnel, created for generating hydropower, will benefit Uttarakhand, Uttar Pradesh, Haryana, Delhi and Chandigarh. Around 13% of the power generated will go to Jammu & Kashmir.Both projects have been executed by the Hindustan Construction Company, which had also undertaken the Bandra-Worli sea link project in Mumbai.The Pir Panjal tunnel, which runs below the 2.5 kms long Jawahar tunnel, connects Bichelri valley of Banhial in Jammu with Quazigund in Kashmir and it is expected to link J&K to the Indian railway network through the year. It is a part of the 345-km long Jammu Udhampur Srinagar Baramulla Railway Link, aimed at connecting Jammu with Baramulla “Earlier due to snowfall, Jawahar tunnel would have to be closed during the winter months. But Pir Panjal tunnel is at a lower height and long enough to keep snowfall at bay,” Yalal said.

He added that the project will be very helpful for the army personnel and their cargo movement from one place to another. While both projects are of strategic importance to India, the local businesses and trade also stands to benefit by improved rail connectivity. Irtif Lone, a Srinagar based businessman said, “The freight rates would come down for raw materials if goods are brought on rail instead of trucks. This has been one hurdle to industrialisation of Kashmir. Besides, it will impact the prices of commodities also.”

Engineering Marvel

Drilling into the capricious rocks was not an easy task for both the projects. At various points the technical team encountered problems of seepage, softer topography of the rocks which made the work difficult. The Pir Panjal Tunnel projects boasts of using technology never used before in India for “safe tunneling.”

New Australian Tunneling Method was brought in for observing three-dimensional movement of the rocks and avoiding collapses whenever weaker rock was being drilled. The tunnel has also used the ballast less tracks which are easy on maintenance.

A three-metre wide road runs alongside the track inside the tunnel as a safety measure to keep the tunnel accessible under all circumstances. The tunnel walls are lined with a water proofing membrane brought from Italy for seeping water that gets drained outside, keeping the all weather tunnel dry and flood-free.

However, all the technical experiments did not pay of that well. For instance the two road headers brought in from Germany was not of much use and had to be scrapped at the end.   Tough ground to work on

Technical challenges aside, construction or any industrial activity in Kashmir comes with its own set of problems. The Uri –II Hydroelectric project in 2005 was not off to the best start with the earthquake taking a huge toll on the lives and property in the Valley. Security issues also played their part in slowing down the pace of the project.

The proximity of the dam to the Line of Control meant that the checks on movement of labour and officers working on the project were much more stringent that usual. Besides, for days together all construction work would come to a halt to the stone pelting incidents which were rife in Kashmir during 2010.

Both project combined employed 2,700 labourers who worked in three shifts all throughout the day and year. Skilled manpower came in short supply. Retaining them was another problem, since workers would leave the site for other jobs like farming or return to the villages when the winter came.

While the snowfall during the peak winters did not bring the construction activity to a complete halt, it drastically slowed down activity. Work, also had to be stopped during the Amarnath Yatra. Amid all this, getting the logistics in place and keeping the smooth supply of raw materials was a major challenge due to poor connectivity. Challenges Ahead

With several dams now constructed on the Jhelum river, Pakistan has gone for international arbitration against such moves, since it reduces the flow of water to the neighboring country. India so far has maintained its stand that it will adhere to the minimum level of flow required. Although odds are in the favour of India, final decision on the matter is yet to be made by the international court.

There are also reservations among the localites on whether trains from Baramulla to Qazigund will be able to have a smooth run when it snows, outside of the tunnel. For power situation also, not many are upbeat as it does not yet mean that the power cuts will reduce in the smaller towns and villages of Jammu and Kashmir.

“I don’t think there will be any significant impact on the power situation in the state. For so much that we generate we get so little since everything goes to the central grid,” Lone added.

APPOINTMENT OF SENIOR RESIDENTS IN CARDIOTHORACIC DEPARTMENT OF HEADQUARTERS RAILWAY HOSPITAL, PERAMBUR / CHENNAI