The romance of train travel in India is legendary, but the task of constructing the railways in the first place was daunting. There were huge problems in dealing with such a vast and inhospitable country. The idea of introducing railways to India had been mooted as early as the 1830s. In May 1845, when the East India Company’s Court of Directors finally and formally approved the project of establishing the railways in India, they also impressed upon the current Governor-General, Lord Hardinge, the enormity of the task, enumerating the following six reasons
- Periodical rains and inundations.
- Continued action of violent winds and influence of a vertical sun.
- Ravages of insects and vermin.
- Destructive Growth of spontaneous vegetation of under wood upon earth and brick-work.
- The unenclosed and unprotected tracts of country through which railroads would pass.
- The difficulty and expense of securing the Services of competent and trustworthy engineers.
The core of the pressure for building railways in India came from London in the 1840s. For a century thereafter, the basic policies and ultimate management of the Indian Railways were issued from London. The British built the railways in India as a step to intermesh the economies of the two countries. While the railways were established by The East India Company primarily to transport troops for their numerous wars, and secondly to transport Cotton for export to mills in UK, it is to be noted that several Indian businessmen and merchants took a keen interest in its establishment. This was because the ultimate goal of the railways was to serve as a method of interconnectivity that would operate throughout the nation.
Nevertheless, in April 1853 the persuasive “Railway Minute” of the next Governor General, the “committed technological modernizer” Lord Dalhousie, set large-scale plans in motion. Many of the early worries proved well-founded. The challenges were formidable, and the manpower required to tackle them was enormous too. Ian Kerr, the preeminent historian of the Indian railways of this period, tells us that 10,000 men were employed to drive tunnels and construct viaducts to take a track through the rocky hills and valleys of the Bhore Ghat Incline near Bombay in 1856. He adds that the number had nearly doubled in early 1857. Indeed, the Times reported on its completion in 1863 that as many as 45,000 men had been regularly employed on it. Many died during such hard construction work, as diseases swept through the tent-cities of the huddled masses. For example, as late as June 1885, 2,000 people died of cholera while constructing the upper part of the Sind-Peshin line. A large number of the skilled Europeans who came out also lost their lives, or were permanently debilitated by their stint in India. Still, looking at figures compiled in 1869, it is clear that after hesitations and delays, and sometimes against almost insuperable odds, the railway Network was growing exponentially: Broadly speaking the Average number of miles opened up to I860 was 120 per annum, after which the annual average was about 400.
A British engineer, Robert Maitland Brereton, was responsible for the expansion of the railways in the period after the 1850s. He linked the Calcutta-Allahabad-Delhi line (completed by 1864) with the Allahabad-Jabalpur branch line (opened in June 1867 and the Great Indian Peninsula Railway, resulting in a combined network of 6,400 km. Hence it became possible to travel directly from Bombay to Calcutta via Allahabad. This route was officially opened on 7 March 1870 and it was part of the inspiration for French writer Jules Verne’s book Around the World in Eighty Days. At the opening ceremony, the Viceroy Lord Mayo reaffirmed that “it was thought desirable that, if possible, at the earliest possible moment, the whole country should be covered with a network of lines in a uniform system”.
From 1875 to 1920, the Railways expanded to 61,220 km primarily through the investments by British companies in Indian guaranteed railways. It later transpired that there was heavy Corruption in these investments, on the part of both, members of the British Colonial Government in India, and companies who supplied machinery and steel in Britain. This resulted in railway lines and equipment costing nearly double what they should have costed. It was in this period that the Indian Railways also started manufacturing their own locomotives.
Physically uniting the different areas of the sub-continent, the railways served two important purposes for the colonial masters, facilitating the deployment of officials and military Resources, and, of course, the transport of goods, including raw materials and produce destined for export. Between them, these two advantages would enable Britain both to control their “huge dependency” and “intermesh the economies of the two countries”. In this way, the railways constituted a key part of the colonial project, and the exploitation that this project involved. But there were direct benefits to the populace as well. The East India Company’s Court of Directors was soon found to have been entirely wrong about passenger traffic. “The Indian proved an ‘inveterate traveler,'” writes Nalinaksha Sanyal. In the first five years passenger journeys increased fivefold from about 535,000 to more than 2,700,000, and this rate of progress was kept up for another five years. Between 1864 and 1869 these rose from 11 3/4 millions to 16 millions. Here, the ultimate results were unforeseen. One was the growth of a sense of national identity among people of hitherto disparate regions. Another was the very gradual raising of consciousness about social, or rather caste, divides. The rigors of third and even, from 1874, fourth class travel eventually and famously elicited protest from Mahatma Gandhi. Ironically for Britain, these unexpected consequences would help to spell the end of the Raj.
In 1904, the idea to electrify the railway network was proposed by W.H White, however, the First World War placed heavy strain on the railway Infrastructure-2/”>INFRASTRUCTURE in India. Railway production in the country was diverted to meet the needs of British forces outside India. By the end of the war, Indian Railways were in a state of dilapidation and disrepair.
The period between 1920 and 1929 was a period of economic boom. Following the Great Depression, however, the company suffered economically for the next eight years But World War II further stunted Railway growth and led to the eventual separation of the railway budget from the government budget. Trains were diverted to the Middle East and later, the Far East to combat the Japanese. Railway workshops were converted to ammunitions workshops and some tracks were even dismantled for use in war in other countries. Both World War I and II put heavy strain on the Indian Railways and eventually led to a separation of the railway budget from the government budget.
By 1920, Plans were finally drawn up for “electrification” of Bombay-Poona/Igatpuri/Vasai and Madras Tambaram routes. All the inputs for the electrification, except power supply, were imported from various companies in England.
And similar to the running of the first ever railway train from Bombay to Thane, the first-ever electric train in India also ran from Bombay, but to Kurla, a mere 16 km, on February 3, 1925 along the city’s harbor route. Various sections on the railway network were progressively electrified and commissioned between 1925 to 1930.
As revealed by Sweeney Stuart in his book on the railways, the ruling colonial British government was too focused on transporting goods for export to Britain, and hence did not use them to transport food instead to prevent economic problems or calamities like famines. Indian Economic Development was never considered while deciding the rail network or places to be connected. Poor resource allocation resulted in losses of hundreds of millions of pounds for Indians, including those in opportunity costs. Most shareholders of the railway companies set up were British. The head offices of most of these companies were in London, thus allowing Indian Money to flow out of the country legally. Thus, the railway debt made up nearly 50% of the Indian national debt from 1903 to 1945.
From the very beginning, the enormous railway system was a burden as well as a success story. Many recognized the cost to central and local governments through guarantees (that is, guaranteed interest rates on capital invested) and subsidies to the developers. In 1921 another commentator could say: “Of all the departments of the Government of India, railways stand first and foremost, both in revenue and expenditure”. The weight of this “expenditure” was equaled by the weight of responsibility — of trying to ensure that the railways were well administered, in respect of rail network coverage, tolerable comfort for every class of passenger, and safety. Jawaharlal Nehru himself would describe India’s “greatest national undertaking” as “not only an asset of importance but … also a great responsibility”.
Postcolonial critics raise more specific questions about the long-term costs of establishing the railway system. Even in 1885, a western critic noted that “Imperial railways have in India absorbed, through the medium of guarantees, local funds which might have been spent on local roads, or the support of local industries, or the repair of local Irrigation works”. This point is being more closely examined now, and with an eye to the ECOLOGY as well: “the very possibility of dislocation by the railway of the elementary ecological ingredients for agrarian production process speaks for further study of the operations of the railways in the highly fluid terrain of Bengal in particular and other riverine atmospheres elsewhere”. Although an India without its railways is unimaginable, both sides of the balance sheet need to be taken into account, and this does mean examining the negative effects of the “great legacy”.
,
The development of railway and transport in British India had a profound impact on the country. The railways helped to improve trade and Communication, and they also played a role in the development of the Indian economy. The railways also had a significant impact on the lives of ordinary Indians, as they provided a new way to travel and to access goods and services.
The first railway line in India was opened in 1853, and by 1870, there were over 3,000 miles of railway track in the country. This early development was largely driven by the British government, which saw railways as a way to improve trade and communication within India. The railways helped to reduce the cost of transportation, which made it easier for businesses to trade with each other. They also helped to improve communication between different parts of the country, which made it easier for the British government to administer India.
The period from 1870 to 1900 saw a rapid expansion of the railway network in India. By 1900, there were over 15,000 miles of railway track in the country. This expansion was driven by a number of factors, including the growth of the Indian economy, the need to improve military communications, and the desire to connect the different parts of India. The railways helped to stimulate the Indian economy by providing a way to transport goods and people more efficiently. They also helped to improve military communications by making it easier to move troops and supplies around the country. And they helped to connect the different parts of India by making it easier for people to travel between different parts of the country.
In 1900, the Indian government took over the management of the railway network from the private companies that had previously operated it. This nationalization was seen as a way to improve the efficiency and reliability of the railways. The Indian government invested heavily in the railways, and this Investment helped to improve the quality of service. The railways became more reliable, and they also became more affordable for ordinary Indians.
The independence of India in 1947 and the subsequent partition of the country led to a major disruption to the railway network. The new Indian government had to take over the management of the railways in the former British Indian provinces, as well as the railways in the princely states that had acceded to India. The partition of the country also led to the division of the railway network, as some of the railways were located in the new country of Pakistan.
Since independence, the Indian government has invested heavily in the development of the railway network. This investment has led to a significant expansion of the network, as well as improvements in the quality of service. The railways have become an essential part of the Indian economy, and they play a vital role in the lives of ordinary Indians.
What is the history of railway development in India?
The first railway in India was opened in 1853, between Bombay and Thane. The railway system was developed by the British East India Company, and was initially used to transport goods and materials. However, it soon became a popular mode of transportation for people as well.
The railway system in India expanded rapidly in the late 19th and early 20th centuries. By 1947, the year of India’s independence, there were over 40,000 kilometers of railway track in the country.
The railway system has played a major role in the development of India. It has helped to connect different parts of the country, and has made it easier for people to travel and trade. The railway system has also been a major employer in India.
What are the benefits of railway development?
There are many benefits to railway development. Railways can help to improve connectivity, reduce travel times, and increase economic activity. They can also help to reduce pollution and improve air quality.
Railways can also help to improve access to Education and healthcare. In rural areas, railways can provide a much-needed link to schools and hospitals. This can help to improve the Quality Of Life for people living in rural areas.
What are the challenges of railway development?
There are a number of challenges associated with railway development. One challenge is the cost of construction. Railways can be expensive to build, and the cost of construction can be a barrier to development in some countries.
Another challenge is the need for land acquisition. Railways require a lot of land, and this can be a challenge in countries where land is scarce.
Finally, railways can be difficult to maintain. They require regular maintenance to ensure that they are safe and reliable. This can be a challenge in countries where there are limited resources available for maintenance.
What are the future prospects for railway development?
The future prospects for railway development are good. The demand for railway services is expected to grow in the coming years. This is due to a number of factors, including the increasing Population, the growth of the economy, and the need to reduce pollution.
The government of India has also announced plans to invest heavily in railway development. This investment is expected to help to improve the quality of railway services and to increase the capacity of the railway system.
Overall, the future prospects for railway development in India are positive. The railway system is expected to play a major role in the development of the country in the coming years.
Question 1
The first railway line in India was built between which two cities?
(A) Kolkata and Howrah
(B) Mumbai and Thane
(C) Chennai and Arakkonam
(D) Delhi and Agra
Answer (A)
The first railway line in India was built between Kolkata and Howrah in 1853. It was a 21-kilometer line that was built by the East India Company.
Question 2
Who was the first Indian to become a railway engineer?
(A) Jamsetji Tata
(B) Ardeshir Dalal
(C) Mokshagundam Visvesvaraya
(D) Ghanshyam Das Birla
Answer (C)
Mokshagundam Visvesvaraya was the first Indian to become a railway engineer. He was born in 1861 in Bellary, Karnataka. He studied engineering at the University of Madras and then went on to work for the British government in India. He was responsible for the construction of several railway lines in India, including the line between Chennai and Arakkonam.
Question 3
Which of the following was not a reason for the development of railways in India?
(A) To facilitate the movement of troops and supplies
(B) To promote Trade and Commerce
(C) To provide EMPLOYMENT for Indians
(D) To improve the quality of life for Indians
Answer (D)
The development of railways in India was not primarily motivated by a desire to improve the quality of life for Indians. The main reasons for the development of railways in India were to facilitate the movement of troops and supplies, to promote trade and commerce, and to provide employment for Indians.
Question 4
What was the impact of the development of railways on the Indian economy?
(A) It led to an increase in trade and commerce.
(B) It led to the development of new industries.
(C) It led to the growth of cities.
(D) All of the above.
Answer (D)
The development of railways had a significant impact on the Indian economy. It led to an increase in trade and commerce, the development of new industries, and the growth of cities.
Question 5
What was the impact of the development of railways on Society/”>Indian Society?
(A) It led to the growth of Urbanization.
(B) It led to the spread of education.
(C) It led to the decline of traditional industries.
(D) All of the above.
Answer (D)
The development of railways had a significant impact on Indian society. It led to the growth of urbanization, the spread of education, and the decline of traditional industries.
Question 6
What was the impact of the development of railways on the Environment?
(A) It led to deforestation.
(B) It led to Air Pollution.
(C) It led to Water Pollution.
(D) All of the above.
Answer (D)
The development of railways had a significant impact on the environment. It led to deforestation, air pollution, and water pollution.
Question 7
What are some of the challenges facing the Indian railway system today?
(A) Overcrowding
(B) Delays
(C) Accidents
(D) All of the above.
Answer (D)
The Indian railway system is facing a number of challenges today, including overcrowding, delays, and accidents.
Question 8
What are some of the initiatives that have been taken to address the challenges facing the Indian railway system?
(A) Investing in new infrastructure
(B) Improving safety standards
(C) Increasing efficiency
(D) All of the above.
Answer (D)
The Indian government has taken a number of initiatives to address the challenges facing the Indian railway system. These initiatives include investing in new infrastructure, improving safety standards, and increasing efficiency.