According to the notification published in Part One of the Government of India Gazette on 28 November 1903, the East Indian Railway authorised for the first time an extensive acquisition of state land in the stretch between Howrah and Liluah. The measure was undertaken under Section Six of the Land Acquisition Act of 1894 and its principal purpose was to secure land for the expansion of railway goods yards, siding lines, wagon repair sheds and associated installations. At the time the Calcutta region constituted the busiest commercial corridor in the subcontinent, with growing volumes of imports and exports placing considerable pressure on the railway system and creating a pressing need for additional routes and more resilient infrastructure.

Archival records indicate that the land designated for acquisition included privately owned agricultural fields adjoining the existing railway alignment, which were considered essential for increased traffic capacity and the enlargement of the goods yard. Low lying and marshy tracts were also identified, requiring embankments and protective bunds to safeguard railway facilities from seasonal flooding and monsoon damage. Land earmarked for the proposed wagon repair sheds at Liluah was prioritised owing to its strategic importance for industrial operations and employee services.

The Gazette notification directed the Collector of Hooghly to undertake a complete survey, demarcation, cartographic mapping and valuation of the specified plots and to transfer possession to the East Indian Railway upon completion of all statutory proceedings.

Contemporary records reveal that this decision produced an immediate enhancement in the operational capacity of the railway. Howrah Junction, already regarded as the busiest station in British India, became capable of accommodating the region’s expanding industrial demands, while the productivity of the Liluah workshops was substantially strengthened.

This measure formed part of the broader railway policy of British India, in which the government sought to adapt the railway network rapidly to commercial, administrative and strategic requirements. The notification of 1903 laid the groundwork for several major future expansions, including new track extensions, freight complexes and large scale industrial workshops. Historical studies demonstrate that this intervention played a decisive role in solidifying Howrah as the principal railway hub of the subcontinent and in shaping the Calcutta region into a central axis of industrial and commercial activity for decades to come.

The advent of railways in the subcontinent dates back to the morning of 1853 when the first passenger train ran from Bombay to Thane, marking the beginning of a system the government intended to extend across the entire region. In the early phase, land was acquired strictly on a need basis, whether on one side of the track or both, and this principle remained consistent as the network expanded through Punjab, Bengal and the United Provinces during the eighteen sixties and eighteen seventies. The Land Acquisition Act of 1894 formalised this practice by stipulating that the government should acquire only such land as was necessary for public purpose. It was in continuation of this long established policy that the Howrah Liluah notification of 28 November 1903 was issued, authorising limited yet essential acquisitions for the expansion of goods yards and siding lines.

Washington

A significant development unfolded today in the realm of American housing policy as President George H. W. Bush formally signed the Cranston–Gonzalez National Affordable Housing Act, thereby giving it the full force of federal law. The Act inaugurates a broad national framework of residential funding, housing assistance and urban support programmes aimed at low income households, the homeless and distressed urban areas.

Under the provisions of the Act, the HOME Investment Partnerships Program is established, through which states and local governments will receive direct federal grants. These funds are designated for the construction of affordable housing, the rehabilitation of existing units and the expansion of homeownership opportunities for lower income families.

The legislation also authorises the HOPE Programme, enabling tenants of public housing units to purchase their dwellings on preferential terms. In addition, the Act introduces dedicated schemes for emergency and long term accommodation for the homeless, supportive funding for low income renters and federal block grants intended for the renewal and development of urban communities.

The Cranston–Gonzalez Act sets out new federal standards for the repair of public housing, the administration of housing vouchers and the management of a wide range of urban development initiatives. In accordance with these new requirements, states will be obliged to align their housing programmes with the revised federal framework from the forthcoming fiscal year. The US Department of Housing and Urban Development has confirmed that disbursement of the new funds is commencing immediately.

This Act, forming a central component of the federal housing budget for 1990, officially comes into force today.