VK News Today https://validator.w3.org/feed/docs/rss2.html Vinayaka Chaturthi 2026: Dos and Don’ts of What to Buy And Avoid to Protect Your Wealth Gold, silver price prediction: Will gold head to Rs 1.45 lakh/10 gm & silver to Rs 2.27 lakh per kg? Check outlook on July 16, 2026 Nasa warns: Many US coastal cities could go underwater by 2050, with the Gulf Coast facing the biggest rise Jul 16, 2026, 11:15 IST ‘No matter when creditors came, I sat beside my dad’: Vijay Sethupathi opens up about debt, daily wage jobs and the struggles that shaped his life ‘Life is precious’: Delhi HC urges Centre to regularly examine Sonam Wangchuk’s health Myanmar Boat Tragedy: At least 500 Rohingya feared dead after two boats capsize in Bay of Bengal The animated film was originally scheduled to release on July 10, just days before the annual Rath Yatra festival. NEW DELHI: The Supreme Court agreed to hear on Friday a plea challenging the Orissa high court’s order staying the release of the animated film “Mahaprabhu Jagannath”, which has become the centre of a controversy over its portrayal of Lord Jagannath.The development comes a day after the Shree Jagannath Temple Managing Committee (SJTMC) urged the makers to postpone the film’s release, alleging that it presents a fictional version of the deity’s life that is inconsistent with Hindu scriptures.The appeal was made by Gajapati Maharaja Dibyasingha Deb, the titular king of Puri and chairman of the SJTMC, the highest decision-making body of the 12th-century Jagannath Temple.The animated film was originally scheduled to release on July 10, just days before the annual Rath Yatra festival.Referring to the trailer already circulating on social media, Deb said it depicts “a completely fictitious story of Shree Jagannath Mahaprabhu” and claimed that the narrative does not conform to the sacred texts associated with Lord Jagannath.”The official trailer of this movie, which has been released and is in circulation on social media, portrays a completely fictitious story of Shree Jagannath Mahaprabhu. The story is contrary to the sacred narrations in our scriptures,” he said.Deb maintained that any attempt to depict the glory of Lord Jagannath should remain faithful to scriptural accounts, particularly those documented by Maharshi Vedavyasa, who compiled the Vedas and Puranas and described Lord Jagannath as the accessible form of Lord Krishna.He warned that a “distorted and fictitious” portrayal of the deity could deeply offend millions of devotees across the world.”I therefore appeal to the producers of this movie, Ele Animations Pvt Ltd of Bhubaneswar, to postpone the release of this movie in theatres or social media platforms until the contents of the movie are authenticated by experts appointed by Shree Jagannatha Temple Administration (SJTA),” Deb told PTI.The Shree Jagannath Temple Administration (SJTA) is one of the key committees under the SJTMC. The producers of Mahaprabhu Jagannath are yet to respond publicly to the objections raised by the temple authorities. Get the latest India news and live updates. Download the TOI App.About the AuthorTOI News DeskThe TOI News Desk comprises a dedicated and tireless team of journalists who operate around the clock to deliver the most current and comprehensive news and updates to the readers of The Times of India worldwide. With an unwavering commitment to excellence in journalism, our team is at the forefront of gathering, verifying, and presenting breaking news, in-depth analysis, and insightful reports on a wide range of topics. The TOI News Desk is your trusted source for staying informed and connected to the ever-evolving global landscape, ensuring that our readers are equipped with the latest developments that matter most.”Read MoreEnd of ArticleFollow Us On Social MediaVideosModi Hails India-UK Trade Deal As Duty-Free Access Opens New Opportunities For ExportersNDA Eyes Fresh Push For Women’s Quota Bill As Supriya Sule Opens Door To SupportBageshwar Baba Dhirendra Shastri’s Brother Arrested For Firing At Farmer In Madhya Pradesh’Abhishek Has Done No Wrong’: Mamata Banerjee Defends Nephew Amid TMC Rebellion“Party Is Sinking”: Mamata’s Loyalist Crosses Over To Ritabrata Camp; TMC Crack Deepens’Serious Risk’ To India’s Largest Nuclear Plant Kudankulam After Files Leaked On Dark Web: ReportRahul Gandhi Steps In As Punjab Congress Infighting Threatens 2027 Election PreparationsExplained: Why PM Modi’s July 17 Punjab Visit Is Politically Crucial Ahead Of Assembly ElectionsHigh Profile Political Meeting Rekindle Talk Of NCP Unity In Maharashtra; Patil Denies BuzzKGMU Bars Cooking Of Non-Veg Food In Hostels After Governor Flags Issue At Convocation123PhotostoriesWhy children suddenly stop telling their parents everything around age 12Why airplane food tastes bland even when it’s perfectly seasonedYour liver may be silently failing: Doctor reveals 8 warning signs most people mistake for everyday health problems10 comforting and traditional sooji dishes for breakfast5 long-haired dog breeds that win hearts with their looks and personalityLooking for better health? 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But…” – the football legend’s powerful message about mistakes and redemption | World News NPCIL denies nuclear systems breach after Kudankulam data leak report | India News India Under-19 416/4 in 127.0 Overs Eighth Edition of ‘Brick 12 on 12’ Design Showcase in Pune ‘The Batman Part II’ DELAYED: Matt Reeves drops Robert Pattinson’s camera test footage; announces February 2028 release – WATCH Why children suddenly stop telling their parents everything around age 12 Skipped land acquisition hearing? You can’t later claim denial of hearing, says Supreme Court The look of Kolkata’s trams has changed down the years, from this one negotiating a busy junction, to a more modern avatar (below) rolling down the leafy Maidan At the Tollygunge Tram Depot, amid rows of ageing tramcars that have quietly watched the city change, one vehicle still draws attention. Tram No. 201 stands ready for service. To generations of cinema lovers, it is instantly recognisable. In the 1966 Hindi classic Baharein Phir Bhi Aayengi , the tram glides across the Maidan in the song ‘Suno Suno Miss Chatterjee’, becoming as much a part of the frame as the actors themselves.But No. 201 has another story to tell. It was never built for Kolkata. It once ran on the streets of Bombay. When the western metropolis dismantled its tram system in the 1960s, the Calcutta Tramways Company bought several of its tramcars. No. 201 was among them. Six decades later, it waits for another chapter — one that may finally arrive.For the first time in years, hope has returned to the city’s tramways.One of the earliest transport announcements made by Bengal’s new govt was its decision to revive the city’s tram network — a dramatic reversal of the previous administration’s policy, which had steadily dismantled routes, paved over tracks and reduced the system to a handful of heritage services.The govt has already engaged RITES (Rail India Technical and Economic Service) to prepare a comprehensive blueprint for the revival of what remains the oldest surviving tram system in the Asia-Pacific region.Transport minister Arjun Singh says the plan is not merely symbolic. “The revival of the tram was promised by none other than our Prime Minister Narendra Modiji. It is therefore not merely a commitment; it is one of our highest priorities,” Singh said.The plans go well beyond preserving nostalgia. “Along with restoring heritage trams, we are exploring battery-operated trams that can run without overhead electric wires. This will allow us to expand the tram network into new areas while preserving the city’s historic character,” he added.Among the govt’s more ambitious proposals is a tram corridor connecting two of Bengal’s most important pilgrimage centres — Kalighat and Dakshineswar — along the banks of the Ganga and the Adi Ganga. If realised, it could become one of India’s most scenic urban transport corridors.A 153-Year JourneyThe story of Kolkata is inseparable from the story of its tram.Long before the Metro transformed urban commuting, the tram shaped the city’s geography, economy and neighbourhoods.The first horse-drawn tram rolled out on Feb 24, 1873, covering just 3. 9km between Armenian Ghat and Sealdah. The objective was simple: to connect Kolkata’s river port with its rapidly expanding railway network. Armenian Ghat even housed a railway booking office for passengers travelling to Howrah.The real revolution came in 1902, when Kolkata introduced electric traction, replacing horsepower with electricity generated at its own power station in Nonapukur. It marked the beginning of one of the world’s earliest electric urban transport systems.In 1943 came another historic milestone. When the new Howrah Bridge — later named Rabindra Setu — opened to traffic, the first public transport vehicle allowed to cross it was a tram.By the 1950s, Kolkata’s tramways had entered their golden age. Nearly 470 tramcars carried close to 410 million passengers annually, making the tram the backbone of the city’s public transport network.Was Decline Engineered?The decline, tram historians argue, was never inevitable. According to tram researcher Sagnik Gupta, successive planning decisions gradually disconnected the network from the very locations that generated the highest passenger traffic.The first major setback came in the 1970s, when tram access to Sealdah was removed during construction of the Sealdah Flyover.The Howrah terminus followed in the early 1990s, with authorities arguing that heavier steel-bodied trams could adversely affect the bridge — an explanation that tram experts continue to dispute.The Ballygunge-Gariahat connection disappeared. Several Howrah routes, including Bandhaghat and Shibpur, were shut. Later, the Behala-Joka line was isolated after the construction of the Taratala Flyover and eventually closed.“Each closure reduced ridership, which in turn was cited as justification for further closures,” said Mahadeb Shi, a tram enthusiast and filmmaker.The last major investment came in the 1980s, when the World Bank supported modernisation worth Rs 46.2 crore. Seventy-five new tramcars were built, 60 refurbished and more than 100 modernised. But the momentum faded.A Heritage Worth SavingDespite decades of neglect, Kolkata’s tramways retain something no other city has.Many of its wooden-bodied tramcars are over a century old and remain operational — an engineering achievement unmatched anywhere in the world. Debasis Bhattacharya, president of the Calcutta Tram Users Association (CTUA), has spent more than three decades fighting to save the network.“It is music to my ears that the govt wants to revive the tram,” he says. “At one point, we had almost lost hope as tracks were being covered with bitumen despite court orders. Successive govts paralysed the tram, cut passenger access and then declared it unviable.”The turning point came when citizens, environmentalists and tram enthusiasts approached Calcutta High Court through multiple public interest litigations. A Division Bench headed by T. S. Sivagnanam halted the bituminisation of tram tracks and set up an expert committee to prepare recommendations for revival. That legal intervention has kept alive the possibility of a wider restoration, said Pradeep Kakkar of People United for Better Living in Calcutta (PUBLIC).Transport For FutureSupporters argue that bringing back the tram is not about preserving a museum piece. It is about building a sustainable transport system for the future.Kolkata’s experience could matter beyond Bengal. As Metro networks expand, Indian cities still need clean, high-capacity transport for shorter neighbourhood journeys. Modern trams can serve as feeders, carry more passengers than buses and run without local emissions. Kolkata’s revival could act as an example for other Indian cities.International experts agree. Roberto D’Andrea, a former Melbourne tram conductor who has organised the cultural exchange festival Tramjatra between Melbourne and Kolkata since 1996, describes the proposal as “the biggest transport news of 2026”.“Kolkata should not merely preserve its tram, it should expand it. The tram… can play a major role in fighting climate change,” he says.Environmentalists make a similar point. Vinay Jaju of SwitchON Foundation believes low-carbon public transport, combined with cycling and walking infrastructure, offers cities one of the most effective responses to both climate change and worsening urban pollution.Legal environmentalist Rittwik Dutta of the Legal Initiative for Forest and Environment (LIFE) points to London’s experience as a warning. London abandoned its electric tramways in 1952 in favour of diesel buses. Only months later, the city experienced the catastrophic Great Smog, a disaster that many historians believe was aggravated by rising vehicular emissions.“Abolishing Kolkata’s tram would have been a very expensive mistake,” Dutta says.A Second ChanceFor decades, Kolkata’s tram became a symbol of decline — a slower vehicle overtaken by faster roads, flyovers and buses. Yet history has an unusual way of returning.Around the world, cities that once dismantled tramways are now rebuilding them as climate-friendly mass transit systems. Modern tram networks have emerged in cities from Paris and Sydney to Dubai and Shenzhen.Kolkata, remarkably, never lost its tram altogether. It simply allowed it to fade. Now, at 153 years old, the world’s oldest surviving electric tram system may finally get the second chance it has long awaited.If the govt’s plans materialise, Tram No. 201 may once again leave the Tollygunge depot — not merely as a relic from a classic film, but as a symbol of a city rediscovering one of its greatest gifts.Get the latest India news and live updates. Download the TOI App.End of ArticleFollow Us On Social MediaVideosModi Hails India-UK Trade Deal As Duty-Free Access Opens New Opportunities For ExportersNDA Eyes Fresh Push For Women’s Quota Bill As Supriya Sule Opens Door To SupportBageshwar Baba Dhirendra Shastri’s Brother Arrested For Firing At Farmer In Madhya Pradesh’Abhishek Has Done No Wrong’: Mamata Banerjee Defends Nephew Amid TMC Rebellion“Party Is Sinking”: Mamata’s Loyalist Crosses Over To Ritabrata Camp; TMC Crack Deepens’Serious Risk’ To India’s Largest Nuclear Plant Kudankulam After Files Leaked On Dark Web: ReportRahul Gandhi Steps In As Punjab Congress Infighting Threatens 2027 Election PreparationsExplained: Why PM Modi’s July 17 Punjab Visit Is Politically Crucial Ahead Of Assembly ElectionsHigh Profile Political Meeting Rekindle Talk Of NCP Unity In Maharashtra; Patil Denies BuzzKGMU Bars Cooking Of Non-Veg Food In Hostels After Governor Flags Issue At Convocation123PhotostoriesWhy airplane food tastes bland even when it’s perfectly seasonedYour liver may be silently failing: Doctor reveals 8 warning signs most people mistake for everyday health problems10 comforting and traditional sooji dishes for breakfast5 long-haired dog breeds that win hearts with their looks and personalityLooking for better health? 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Check state-wise list Jul 16, 2026, 09:52 IST Trb Website: TNTET 2026 answer key out for Paper I and II at trb.tn.gov.in; check key and raise objections till July 22 Kardashian family bodyguard Mason Haynes passes away at 52 in a tragic road traffic accident Stabbed because of religion: What we know about attack on Indian-origin man in US ‘Mossad or CIA’: Vance hints at Epstein link to Israeli intel; admits Trump administration ‘screwed up’ handling of files File photo Jobs, exports, talent and investment increasingly depend on urban India. Three reforms can turn cities from growth constraints into productive assetsIndia’s economic destiny will be decided in its cities. This is a no brainer. They concentrate people, ideas, capital and markets in ways no other mode of human habitation can. India’s transition to a high-income Viksit Bharat will happen on the back of vibrant, well-functioning cities — as has happened everywhere else.For India, the stakes are higher than most. Unlike East Asia, whose rise was powered by manufacturing, India’s competitive edge lies in services. IT, BPO, financial services and over 2,000 global capability centres (GCC) currently employing 2.3 million professionals have driven exports and highvalue jobs for two decades. Services exports now rival merchandise exports. All these industries are urban. They live or die by whether cities can attract skilled talent and investors, provide reliable infrastructure and offer a quality of life that allows firms to compete globally.The liveability of Bengaluru or Gurgaon is not a municipal detail in an era where professionals are mobile. It is a national economic variable that shapes whether India’s brightest build their futures at home or in Singapore, Dubai or London.India has made real progress. Metro rail now operates approximately 1000km in about 20 cities (compared with 229km across less than five cities in 2013). Airports and highways have improved dramatically. Household tap water and sanitation coverage has expanded sharply and are now universal in urban areas with high public awareness. Digital governance has simplified access to civic services.But the gaps that remain are large enough to threaten the entire growth story.MumbaiStart with how we plan our cities. If cities are to drive growth, there is almost no economic visioning or planning for them. Cities and their economies are left to architects and master plans which freeze their future based on a ground truth which is dynamic and fast changing. There is little attempt to identify the strengths of cities — current and potential — and plan to leverage those for rapid economic growth.BengaluruInfrastructure, mobility, housing, services and quality of life need to be designed in line with this growth vision. Singapore, Dubai, and even New York and London have economic blueprints guiding their planning. These are city regions with trillion dollar economies. Hyderabad in the 1990s showed glimpses of such planning. India needs to do much more economic planning for cities for Viksit Bharat to become a reality.Time lost in rush hour.Take air. Delhi is consistently ranked among the world’s most polluted capitals, with annual PM2. 5 concentrations 20 times WHO guidelines. Indian cities dominate global lists of the most polluted urban centres. This is not an unsolvable problem. Mexico City, once a byword for pollution, cut pollution through sustained, coordinated policy. India has yet to mount an effort of comparable seriousness.Basic services tell a similar story. Tap connections may have multiplied but almost no Indian city delivers water 24×7, forcing households to invest in tanks, pumps and purifiers — a private tax on public failure. Waste collection now exceeds 90% in many cities, without scientific processing, leaving mountains of legacy waste — Ghazipur in Delhi, Deonar in Mumbai — towering over neighbourhoods.The future is urban-and closeOr consider the humble footpath. Indian cities are designed for vehicles, not people. In most cities, a majority of roads lack continuous, usable footpaths, even though walking accounts for a third or more of all trips. Cities in Europe and East Asia treat walkability as basic infrastructure; we treat it as an afterthought to be sacrificed whenever a road becomes congested. Behind all this lies a financing failure. India invests roughly 0.6-1.5% of GDP a year in urban infrastructure, against the 3-5% that rapidly urbanising economies have typically invested during their fastest growth phases.Cities spend little, they raise even less.Municipal revenues have stagnated. The World Bank estimates India needs around $840 billion in urban investment over 15 years — about $55 billion a year. Interestingly, cities can finance themselves, given freedom and flexibility.Waste collection by cityThe good news: none of this is intractable. India does not lack entrepreneurial energy or private capital. It lacks a policy framework that lets cities grow.Three reforms matter most.1. Economic planningNot to be confused with more masterplanning. India mistakes detailed regulation for strategic foresight. No govt can predict where every colony or commercial district should stand 50 years hence. What it can predict are regional engines of growth: the Chennai-Bengaluru corridor, the Mumbai-Ahmedabad region, and emerging clusters around Hyderabad and Pune. Govt’s job is to think 50 years ahead — secure land, preserve transport corridors, and build trunk infrastructure early: rail, metro, water, sewage, power. Once those foundations exist, markets should decide the rest. Planning should enable growth, not micromanage it.2. RegulationRegulation that expands supply instead of strangling it. India’s housing affordability crisis is substantially self-inflicted. Low floor space index in cities should be relaxed for a premium, creating more floor space and generating revenue. Rigid FAR (floor-to-area ratio), archaic land-use conversion rules, and slow approvals make development costlier everywhere. The fixes are known: liberalise FAR wherever infrastructure permits, densify around metro stations, legalise mixed-use development, and digitise building approvals. Such reforms would unlock enormous private investment, expand housing supply and cut costs.3. Fix urban finance & governanceNo city can deliver world-class infrastructure on village-level finances and borrowed authority. Municipalities need stronger property tax systems, deeper municipal bond markets and predictable state transfers. But money without power will not suffice. Empower mayors and commissioners to plan, execute and be judged — and citizens will know exactly whom to hold responsible.By 2050, nearly 900 million Indians will live in urban areas — a number larger than the current population of the US and Western Europe combined. Cities already generate about 60% of India’s GDP, rising to 70% within a decade.The debate must therefore move beyond treating cities as administrative units needing periodic maintenance. Cities are productive assets — generators of jobs, innovation, exports and tax revenue. Investing in cities is not welfare; it is among the highestreturn investments.India’s rise to Viksit Bharat will be anchored in the quality of its cities. Get urbanisation right, and growth, tourism, talent and global standing follow. Get it wrong, and every one of those ambitions becomes harder — perhaps impossible — to achieve.The author is former CEO, NITI AayogGet the latest India news and live updates. Download the TOI App.End of ArticleFollow Us On Social MediaVideosNDA Eyes Fresh Push For Women’s Quota Bill As Supriya Sule Opens Door To SupportBageshwar Baba Dhirendra Shastri’s Brother Arrested For Firing At Farmer In Madhya Pradesh’Abhishek Has Done No Wrong’: Mamata Banerjee Defends Nephew Amid TMC Rebellion“Party Is Sinking”: Mamata’s Loyalist Crosses Over To Ritabrata Camp; TMC Crack Deepens’Serious Risk’ To India’s Largest Nuclear Plant Kudankulam After Files Leaked On Dark Web: ReportRahul Gandhi Steps In As Punjab Congress Infighting Threatens 2027 Election PreparationsExplained: Why PM Modi’s July 17 Punjab Visit Is Politically Crucial Ahead Of Assembly ElectionsHigh Profile Political Meeting Rekindle Talk Of NCP Unity In Maharashtra; Patil Denies BuzzKGMU Bars Cooking Of Non-Veg Food In Hostels After Governor Flags Issue At ConvocationIndia-UK FTA: What Gets Cheaper, How Exporters Benefit And Why The Deal Matters123PhotostoriesWhy airplane food tastes bland even when it’s perfectly seasonedYour liver may be silently failing: Doctor reveals 8 warning signs most people mistake for everyday health problems10 comforting and traditional sooji dishes for breakfast5 long-haired dog breeds that win hearts with their looks and personalityLooking for better health? 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